Where is it stated range is based on loaded milage only?
In the presentation when Tesla announced the Semi. It doesn't seem to be included on the web site right now.
But the 500 mile range is for 80,000lbs at 65 MPH on the highway.
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Where is it stated range is based on loaded milage only?
There is a big thing about wind in the real world everybody is missing.
Trucks traveling in the real world experience direct on wind tunnel headwinds about .01% of the time. The vast majority of the time winds are hitting highway trucks from the front corners and anybody that's ever been in a semi will tell you that causes a significant increase in drag. A car is shaped like a bubble, air currents from different directions on the body are going significantly less effect on them than a truck.
Has this truck even been on the road yet other than on a drop deck behind a dirty diesel?
Of course information is theoretical, but it makes sense. Tesla needs lot of those trucks to ship cars they make to customers. I guess they are receiving orders so fast that they don't need to advertise it.Information that's theoretical and being spoon fed to us...
So far all we got is semi information based on the model S. Cars and trucks are two different animals and they will discover this when they finally get a truck on the road.
The motors they are using in the trucks should be designed for less than a five percent duty cycle at full load it'll be interesting to see their life cycle in a truck.
Still no information on the tare weight of these units.
There is a big thing about wind in the real world everybody is missing. Trucks traveling in the real world experience direct on wind tunnel headwinds about .01% of the time.
Information that's theoretical and being spoon fed to us...
The motors they are using in the trucks should be designed for less than a five percent duty cycle at full load it'll be interesting to see their life cycle in a truck.
I wish I worked for Tesla! I'd have my Model 3 by now!!!!!You work for Tesla by any chance KarenRie?
Still no information on the tare weight of these units
@Farmertom do you work for the petroleum industry?Information that's theoretical and being spoon fed to us...
So far all we got is semi information based on the model S. Cars and trucks are two different animals and they will discover this when they finally get a truck on the road.
The motors they are using in the trucks should be designed for less than a five percent duty cycle at full load it'll be interesting to see their life cycle in a truck.
Still no information on the tare weight of these units.
Side wind could push truck out of the road, but it does not increase energy consumption as much as direct head wind. Truck has 5 times air resistance of a car, but mass and rolling resistance is 20 * higher.
Of course information is theoretical, but it makes sense. Tesla needs lot of those trucks to ship cars they make to customers. I guess they are receiving orders so fast that they don't need to advertise it.
Published acceleration tells that max legal US load makes it 4 * heavier.
@Farmertom do you work for the petroleum industry?
I know absolutely Jack about it, but I am curious to know the answer.
Can you make an educated guess based on weight on an ordinary Tractor, take away the weight of Engine and Fuel (presumably you calculate your Max haulage load based on having a full fuel tank?) and then adding the weight of 10 x the battery in the MS / MX 100 model?
I'm guessing that body weight will be similar, and electric motors straight substitution for DIFF etc. Dunno if we have to swap gearbox for motors, or if we can swap the weight of that for battery?
Based on a quick Google 1500kg for engine and 500kg for fuel? so 2,000kg in-hand as a starting point.
From what I could find the 85 kWh battery (which is an old thing by today's standards) was 540 kg, and speculation that the 200 kWh roadster battery will be 833 kg
So battery was 600-ish kg/100kWh and is heading towards 400-ish kg / 100kWh.
So 1,000 kWh battery will be between 4000 kg and 6000 kg
So adding between 2000 kg and 4000 kg to existing tractor weight, and commensurate loss of load, less any weight credit we get from removing the gearbox
But only if my assumptions are anything like plausible?
So far it's sales pitch that those not in the industry are buying.
That's not what I have read!Nope, just commenting on what I see.
So far it's sales pitch that those not in the industry are buying. Hopefully for Tesla's sake it's within sight of the truth.
You work for Tesla by any chance KarenRie?
I didn't accuse him of anything, just asking a question like he asked you.BTW, my apologies that you got accused of working for the oil industry simply because you come from a different perspective and background. I always try to stick with the Wikipedia principle: "Assume Good Faith"
Quite to the contrary - some of the US's largest fleet operators are not only "buying it", but helped develop it, and had orders ready to go at the launch event.
BTW, my apologies that you got accused of working for the oil industry simply because you come from a different perspective and background. I always try to stick with the Wikipedia principle: "Assume Good Faith"
I choose when to engage regen by modulating the accelerator pedal on my Model S all the time. Not hard to learn how to simply not dump the go-pedal.Yes, but the driver is choosing how and when to use a Jake brake. My point was enabling the brake by lifting off the accelerator or brake pedal doesn't seem acceptable.
Truck has an advantage over an aircraft. Wheels cancel sideways force without adding energy consumption. Because of this headwind causes more drag than crosswind.A little more on aerodynamics from my flight training days
Angle of attack - Wikipedia Slip (aerodynamics) - Wikipedia
A highway truck and box trailer is basically the shape of an airfoil or the fuselage of an aircraft, driving straight into the wind is like a well trimmed airfoil or aircraft, the wind parts and flows smoothly around the vehicle. As the angle of attack increases turbulence forms on the upper side of an airfoil or on the leeward side of the aircraft fuselage or truck, as this angle of attack increases the turbulence gets worse and drag increases. This is beneficial for aircraft in certain instances (increased rate of descent, increased lift to a point) but requires lots of power to overcome drag, for trucks it just uses more power, thus more energy, basically no benefit unless you're traveling down hill.
Truck has an advantage over an aircraft. Wheels cancel sideways force without adding energy consumption. Because of this headwind causes more drag than crosswind.
I believe Tesla semi is not heavier than diesel truck. Battery back of MS is heavy because of protection plate under it. You don't need increase that when increasing capacity. They can back 200 kWh into a small car, so batteries are not enormously heavy. I expect larger capacity batteries for S&X soon.
Published acceleration tells that max legal US load makes it 4 * heavier. Is 20 000 lbs heavy or not?
I choose when to engage regen by modulating the accelerator pedal on my Model S all the time. Not hard to learn how to simply not dump the go-pedal.
Besides which I would expect an option to move regen from pedal to hand-initiated control would be easy to implement.
Thing is I don't believe the truck is even nearly that light.