EV war shifts from cars to trucks as Tesla begins Semi mass production

Korea Automobile Research Institute analyzes significance of Tesla Semi mass production

Range of 805 km per charge; 30-minute charging

Challenge to replace diesel in long-haul logistics

Economics remain the key question

Electrification of domestic mid- and heavy-duty commercial vehicles draws attention

Tesla's heavy-duty electric truck, the Semi. Tesla began mass production of the Semi at its Nevada factory in April. [Provided by Tesla]

The electric vehicle competition, which has centered on passenger cars, is showing signs of spreading to the heavy-duty truck market. Tesla's launch of mass production of its heavy-duty battery electric truck, the Semi, has put the electrification potential of North America's long-haul freight market — long dominated by diesel — to the test.

Tesla began mass production of the Semi at its Nevada factory in April, targeting annual output of around 50,000 units, according to an industry analysis report released Monday by the Korea Automobile Research Institute titled "Semi: Opening the Prelude to Heavy-Duty Truck Electrification." The Semi entered full-scale mass production after limited deliveries to select companies in 2022 and subsequent technical improvements.

The Semi falls under Class 8, the largest and heaviest commercial vehicle category in the United States. Class 8 trucks serve as the primary mode of long-haul transport between major freight hubs in North American inland logistics, where diesel powertrains currently dominate. The need for electrification has consistently been raised given the importance of payload capacity and long-distance capability, but battery weight, charging infrastructure and economics have made a full transition difficult.

Key specifications and characteristics of Tesla's heavy-duty electric truck, the Semi. The Semi is a large battery electric truck capable of traveling up to approximately 805 km on a single charge. [Provided by Korea Automobile Research Institute]

The report said Tesla designed the Semi around lightweight construction and high-efficiency architecture to overcome those limitations. The Semi Long Range model carries an 822 kWh high-voltage battery pack and can travel up to 500 miles, or about 805 km, on a single charge. Even under full load, energy efficiency is rated at 1.7 kWh per mile. Using Tesla's Megacharger, the battery can reach 60 percent charge in about 30 minutes.

The Semi's tractor curb weight is approximately 23,000 pounds, or about 10.4 metric tons, and it is designed to carry up to roughly 45,000 pounds, or about 20.4 metric tons, of cargo on the trailer — giving it payload competitiveness comparable to diesel trucks in the same class. The report said Tesla reduced weight penalties from the battery by using high-energy-density NMC 4680 cells and cutting mechanical and hydraulic components.

The drivetrain was also redesigned for efficiency. Compared with the initial model, the number of drive motors was reduced from four to three, and weight was further cut through a 48V low-voltage architecture, electric power steering and a 25 kW electric auxiliary power unit. A center-mounted driver's seat and aerodynamic front-end design brought the drag coefficient down to around 0.4.

Economics are the central issue. For heavy-duty trucks, total cost of ownership — covering fuel and maintenance rather than purchase price alone — has a greater bearing on commercial viability. The report found that the Semi can deliver operating cost savings over diesel trucks by leveraging off-peak electricity rates and the lower maintenance demands of an electric drivetrain.

Key factors related to the practical usability of Class 8 trucks. The presence of a sleeper berth behind the cab and the driver's seat configuration are considered variables that determine the usability of long-haul vehicles. [Provided by Korea Automobile Research Institute]

When depot chargers are used during off-peak overnight hours, electricity costs are estimated at around $0.24 per mile. Assuming diesel fuel costs of $0.50 per mile, the fuel savings are substantial. Factoring in vehicle price, fuel and maintenance, the report projected that the Semi would achieve a cost advantage over comparable diesel trucks once cumulative mileage exceeds 513,000 km.

However, real-world validation in actual freight operations remains to be seen. The Semi's total cost of ownership savings will depend on the durability of its battery and drivetrain components, repair turnaround times in the event of a breakdown, and access to charging infrastructure. Tesla offers a one-million-mile warranty on the Semi's battery and drivetrain, but for large logistics operators, downtime translates directly into cost.

Driver usability is another variable. The Semi uses a day cab configuration with no sleeper berth behind the cab. In markets accustomed to sleeper cab trucks for long-haul routes, this could limit its operational range. The center-mounted driver's seat offers advantages in visibility and aerodynamics, but has drawn criticism for being inconvenient when drivers need to roll down a window and interact with the outside world.

The report expected the Semi's near-term commercial impact to be concentrated in North America, including the United States and Canada. Heavy-duty trucks are difficult to roll out as a single global model the way passenger cars can be, given that road conditions, operating patterns and regulations vary significantly by region. Still, the report projected that global competition would intensify as Tesla explores a potential European expansion and rivals including BYD and Chinese startup Windrose bring their own heavy-duty electric trucks to market.

The preferred path to decarbonizing heavy commercial vehicles has yet to be settled. Battery electric vehicles, hydrogen fuel cell vehicles and hydrogen internal combustion engine vehicles are all competing for a role. But if the Semi demonstrates sufficient economic viability and reliability in real freight operations, battery electric technology could establish a significantly stronger foothold in heavy-duty truck electrification.

The implications for South Korea's domestic industry are considerable. Road freight accounts for 92.7 percent of domestic cargo transport volume in South Korea, and 79.3 percent by transport work. Trucking costs directly affect the cost competitiveness of the manufacturing and retail sectors.

Electrification of mid- and heavy-duty commercial vehicles also matters from an environmental standpoint. Trucks and buses account for less than 8 percent of all vehicles worldwide but are responsible for more than 35 percent of direct carbon dioxide emissions from road transport, according to the International Energy Agency — meaning the environmental payoff from greening this segment is disproportionately large.

"The domestic eco-friendly vehicle industry has developed primarily around passenger cars, which have a broad adoption base and significant industrial spillover effects," said Lee Ho-joong, head of the industry research division at the Korea Automobile Research Institute. "Given the intersection of logistics and environmental costs, we need to pay closer attention to the electrification of mid- and heavy-duty commercial vehicles as well."

kwater@heraldcorp.com