GRA wrote: AndyH wrote:
GRA wrote:And a truck that has to meet a schedule and keep within his/her service hours isn't going to be able to adjust their speed to the extent you did.
I'm intrigued. How much did I adjust my speed, and how do you think your understanding of how I drive can be applied to the Tesla truck?
You have stated that you slowed down, well below speeds that line haul trucks typically travel at.
This is incorrect. I stated that I had to consider temperature, HVAC use, and terrain when planning my trips - but only for those that are to or beyond max range - not to the EPA range. This is important! (This is one of the reasons I wish you had at least a year of EVing under your belt because it's difficult to communicate without a common core of experience.)
My last EV was a city car with 68 miles of EPA range. As I reported in the Outl@nder PHEV thread, I find the new EPA profile to be pessimistic even with a fair amount of jack-rabbit starts and plenty of AC running. In my smart, I don't have to think to achieve the EPA range, though it is possible to get close to it. In routine driving, I found it easy to exceed the EPA range by 20% by paying attention, and by more than 40% by hypermiling. I can't say for sure if any of this will carry over to an EV class 8 tractor, but at the very least I expect the EPA range to be as conservative for this category as I've found it to be for diesel cars, an EV, and now a PHEV.
You asked at some point about test cycles pertinent to Class 8 tractors. One of the organizations certified to perform fuel, lube, and economy testing is SouthWest Research Institute here in San Antonio. (Just in case you want to drill-down into SAE test protocols.) The second link is for a couple of the more stringent tests - those outlined by CARB.https://www.swri.org/heavy-duty-truck-fuel-economy-testing-evaluationshttps://www.dieselnet.com/standards/cycles/hhddt.php
Note that the test used to evaluate 'high speed cruise' has a max speed of 59.3 MPH and an average of 39.9.
The ability to climb a hill is a good marketing metric, but it's not that useful in the real world when one is concerned with range/economy. I say this because when I was advising tractor operators, from owner-operators to small fleet operators (10-25 tractors) it was during the period of high diesel prices before our current artificial low. Both categories of operators adapted their operation style to save fuel money. Owner-operators acted the way we EVers act - we slowed down a bit, understanding that drag increases with the square of speed. Fleet operators don't mash the 'go pedal' on their own. If they couldn't entice drivers with a cost share for saved fuel (a nice carrot), they turned the governor down on the tractors until the average speed slowed down enough to bring in the desired fuel savings. Lots of words there - let's shrink them a bit: Class 8 operators already actively manage fuel economy and range using the same techniques used by EVers. The way they fuel will change, and the range will change, but the rest will not.
RegGuheert wrote:... According to Elon Musk, over 80% of all truck routes in the U.S. are less than 250 miles.
You can bet that trucking companies will figure out clever ways to use electric trucks if they are saving $0.30/mile.
I agree completely. Currently available EVs will only provide about 90% of consumer's needs. I'm thinking the HD EV tractors will be going after the middle of the bell curve first as they should.
One example is moving mail. When I was a kid, my dad drove mail at night after a full shift at GM. He would drive into the city and pick up a USPS tractor. He'd drive to the post office and grab a trailer. Drive to Detroit and swap trailers. Drive to Lansing, and swap trailers. Return to the point of origin to drop a trailer and return the tractor. The total trip was less than 300 miles.
Dept of Transportation data seems to suggest that someone at Tesl@ might have done their homework.https://ops.fhwa.dot.gov/freight/freight_analysis/nat_freight_stats/docs/13factsfigures/pdfs/fff2013_highres.pdf