World’s Largest Truck Is Powered By 4 Siemens 1,200 kW Electric Motors


800-ton GVW BelAZ 75710 mining truck

800-ton GVW BelAZ 75710 mining truck

As it turns out, the world’s largest truck, the 800-ton GVW BelAZ 75710 mining truck, is powered by an equally massive electric-drive system.

The GVW BelAZ features four electric motors, manufactured by Siemens.  The output rating for each motor is an impressive 1,200 kW (1,609 HP).

Electricity for those motors comes from a pair 16-cylinder diesel generators, which each pump out 1,700 kW.

Per Green Car Congress:

“The first BelAZ 75710 model recently began operating at a Siberian mine in the Kuzbass region of Russia. The truck is more than 20 meters long, almost ten meters wide, and eight meters high. It weighs 360 tons when empty and can transport around 450 tonnes of cargo, a volume that corresponds to a fully loaded Airbus A380 airplane.”

“BelAZ (based in Belarus) wanted this to not only be the biggest truck in the world but also to carry 25% more payload than the world’s biggest dump truck at the time. Plans also called for a significant reduction of the cost per ton of transported material. The truck has a maximum speed of 64 km/h (40 mph) when empty.”

This truck is all-wheel drive, with all of the electric-drive specific components coming from Siemens.  Particularly interesting is the truck’s ability to continue operations even if one of the electric motors happens to fail.

For more details on the world’s largest truck, follow the source link below.

Source: Green Car Congress

Categories: Trucks

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18 Comments on "World’s Largest Truck Is Powered By 4 Siemens 1,200 kW Electric Motors"

newest oldest most voted

But does it have a 5th seat?



No, but you won’t find anyone complaining about the lack of cargo space 😉


LOL of the day, thanks!


I give three b’s, (bark, bark, bark…) In dog language.


Where do you put the HOV lane sticker?


Sorry, BEV purist would complain that this truck is NOTHING more than a soot spewing “hybrid”…


It’s not even that. It’s a diesel truck with an electric transmission. You know what it does with the regen? It throws it away as waste heat.

The reason they build these things like this (and they’ve been doing it since about the 1950s) is because it makes sense mechanically. The trucks are far too large to use a clutch, and I believe that most transmission components just can’t take the strain. Also, brakes are a huge problem.

Jouni Valkonen

It does not make any sense to produce non-AWD electric cars in any price category.

Even electric 18-wheeler should ideally have about 9 electric motors.

This is because the cost of electric motor and inverter scales roughly linearly to the power output of electric motor and inverter. That is, 1×200 kW electric motor cost roughly the same as 2×100 kW electric motors.

Jouni Valkonen

mistake in semantics: American English word 18-wheeler refers to semitrailer truck in general that can have as many wheels as needed. Only in Australia there are used 9 axel trucks in larger extent.

There is curious detail that with electric drivetrain we could have own batteries and motors installed for each axel. This allows new truck-train desing where trailers are following tractor unit in close promiximity but they are not physically connected, but are driving independently.

This would solve the design problem of truck trains that physically connected truck trains are unstable. Also this would make the loading of truck train easy as in destination, trailers can be easily separated and then use remote control for moving individual trailers. This would help a lot the logistics e.g. in Harbors.

And of course this would clear the way for all electric transportation. People do not usually get it, but actually heavy trucks are easiest form of transportation to fully electrify.


Yup — “18-wheeler” derives from the common 5-axle config, where all but the front axle have 4 wheels per axle, to spread the load over more tire-contact surface.
Anyway, even if the cost scales with the motor power (and I don’t think it’s quite that simple once you have many motors), there’s the whole issue of reliability. More motors means more moving parts, which may be a reliability tradeoff.

Bill Howland

Oh Really? Please tell motor manufacturers they have no idea what they are doing then.

that link is a 125 hp open, 4 pole motor. (100kw)

that link is a 250 hp, open, 4 pole motor.
(200 kw).
(the small one is $10991, and the large one (actually a more rugged motor – fully cast iron) is $15095.

Now that we’ve told these stupid motor manufacturers their prices can’t really exist, shall we attack those stupid inverter manufacturers next?

Bill Howland

The single motor is also almost 300 pounds lighter than 2 of the smaller
ones with the cheaper, lighter steel frame.

Of course, no one in their right mind would ever use a 4 pole induction motor to push an EV.

Only every Tesla ever made.

Jouni Valkonen

electric car motors + inverters are costing something like 3.5 dollars per kW. This translates to that 512 kW / 691 hp electric car motor costs in dual motor configuration some 2000 dollars.

So, try to find cheaper electric motors. And of course this 2000 dollars includes good profit margins!

Twin motors is also about 150 kW more powerful. That is why there is added weight. Did you know that also the weight of electric motors scales roughly linearly to the power output of electric motor?

Bill Howland

Well those are List prices. So figure about 1/2 the price.

But I have seen Baldor motors used for electric car retrofits by Tuners, since they are heavy-duty very reliable motors. And I’ve documented the list prices to disprove both points that you were making, that’s all.


This is not really news since diesel-electric mining trucks like this one have been around for over 50 years. GE pioneered the hub motor designs for the first large scale mining trucks in the 60s, so even hub motors are not new.

The drive systems were based on diesel-electric locomotive drive systems, which go back to the first GM Electro-Motive Division (EMD) locomotives in the 1930s. They also used regenerative braking, except the energy was dissipated in resistor banks as heat instead of being stored.

A derivative system was used on the NASA transporter that carried Apollo/Saturn rockets to the launch pads.

Electric transportation is most forms is not really new. The main innovations over the past century to improve practicality have been power electronics to improve control and eliminate commutation, and lithium batteries to allow storage instead of having onboard generation (diesel prime movers) or external sources (3rd rails or overhead catenaries).

It’s important to have an appropriate historical perspective.


BTW, apparently the BelAZ 75710 has poor operating efficiency compared to other electric and mechanical drive Ultra-Class haul trucks. Empty weight is high and components are overly complicated. Not a very good example of a superior electric vehicle design.


What, no spinning rims?