RegGuheert wrote:we are discussing hauling batteries from the Gigafactory to Fremont.

Like I said, who really cares about another Elon publicity stunt! But here's back to reality, which this thread seems to neglect:

Using previously calculated theoretical data and assuming a fully loaded EV semi versus a diesel semi for a trip from SpaceX (SoCal)

to Tesla Fremont (NoCal), the following

**best case** analyses result:

I. Assumed Data

a. Route - U.S. 5 (no GrapeVine/mountains, no major grades - unrealistic )

b. Distance - 350 miles (assume 400 miles for margin)

c. Range for EV semi per previous posted calcs - .40 miles/kWh

d. Battery weight - equals original diesel drive-train (unrealistic as noted below)

e. Battery size - equals original diesel drive-train (unrealistic as noted below)

f. Speed - 60 mph

g. No charging on route needed

h. EV semi requires no additional axles (???)

II. Analysis - EV Semi

1. Required battery capacity; 400 miles / .40 miles/kWh = 1000 kWh

2. Battery weight based on using MS (1200 lbs -14 lbs/ kWh) = 14, 000 lbs

3. Present market battery cost per kWh of $100 (Panasonic discount) = $100K

4. Trip cost mile for energy ($.10 per kWh) = $100

III. Analysis - Diesel Semi

1. Required fuel @ 7.2. miles/gal ~ 60 gallons

2. Diesel fuel costs - $4.00 / gallon

3. Trip cost = $240 (cost per mile $.60)

4. Diesel engine cost (Cummins) - $10K

5. Trans & diff cost - $10K

IV. Major Key Issues for EV Semi

1. Amortization period required for battery costs

2. Significant additional overall weight/size/location requirements for battery

3. When in the future a TCO economic parity occurs relative to a diesel semi

4. Assumptions for charging infrastructure costs & build-out time

5. Optimum battery capacity versus charging time versus infrastructure versus addition driver layover (charging) costs

Leaf SL MY 9/13: 66K miles, 50 Ahrs, 5.2 miles/kWh (average), Hx=70, SOH=78, L2 charges to 100% > 1000, max battery temp < 95F (35C), min discharge point > 20 Ahrs