Anyone who has driven the highways in their part of the country has seen semi-trucks out delivering goods and other items. The semi-trucks you see on the roads today are powered by massive diesel engines able to run for a million miles or more. With the federal mandates attempting to push people from traditional combustion-engine vehicles to EVs, the same pressure is being felt by manufacturers of large heavy-duty trucks and large fleet owners. Several of the largest manufacturers in the semi-truck market are hard at work on electric vehicles and other zero missions technologies for the future, and here are some of their trucks.
When it comes to electric cars for the masses, Tesla is the undisputed leader of the industry at this time. While Tesla is mostly known for its fully electric cars and SUVs, it’s also working on the Tesla Semi, a fully electric semi-truck for hauling loads. While this truck has been delayed multiple times, it will eventually come to market, and it promises an electric driving range of 300 or 500 miles depending on the version chosen. Tesla has promised that the vehicle will consume less than 2 kWh of electricity per mile driven.
The Tesla Semi has an expected base price of $150,000 for the version with 300 miles of driving range and an expected base price of $180,000 for the 500-mile range version. While those prices sound very high, they are right in the normal range of diesel-powered semi MSRPs today. A brand-new diesel-powered semi from any manufacturer will be over $150,000, with some specialized trucks costing more than twice that.
When it comes to popular trucks operated by large fleet owners and owner-operators, one of the most popular trucks out there is the Freightliner Cascadia. Freightliner has been working on a fully electric version of the Cascadia, known fittingly as the eCascadia. Freightliner’s eCascadia is a Class 8 big rig with between 360 and 500 horsepower depending on the version chosen. It can carry a maximum gross cargo weight of 82,000 pounds and has an electric driving range of 250 miles.
Usable energy capacity is up to 475 kWh, and perhaps most importantly, the eCascadia can charge to 80 percent capacity in 90 minutes. A typical semi-truck being used for local or over-the-road applications can be driven by a single driver for up to 11 hours and can travel hundreds of miles during that time. Fast recharging is critical to the success of electric big rigs. Freightliner doesn’t mention pricing on the eCascadia, but an average cost for a normal Cascadia today is around $165,000.
International NEXT eMobility Solutions
Another manufacturer of heavy-duty trucks for a variety of purposes is International. International hasn’t given a specific name for its electric trucks, but they all fall under its NEXT eMobility Solutions umbrella. What we know about International’s project is that its electric vehicle will have a 645 horsepower peak and 402 horsepower continuous. Peak torque will be 2102 foot-pounds with continuous torque at 1549 foot-pounds.
International offers three different battery capacity options, including eMV Base with 107 kWh, eMV Mid with 214 kWh, and eMV Max with 321 kWh. The company does point out that the eMV Max version is only applicable for certain chassis specifications. Much about International’s electric offerings is a mystery at this point.
Peterbilt is one of the most popular manufacturers of semi-trucks and other heavy-duty and medium-duty trucks around. Peterbilt has multiple fully electric trucks for different uses coming, including the 220EV design for pickup and delivery, regional haul, and food and beverage applications. This is a small straight truck which means the cargo area is attached to the same frame as the tractor in the front. It offers a range of up to 200 miles.
Peterbilt’s electric semi-truck is the 579EV, which uses a day cab configuration. For those who might not know, a day cab is a big rig that doesn’t have a sleeper in the back typically used for local operations where the driver doesn’t sleep in the truck. Peterbilt says the 579EV is designed for short-haul and drayage applications.
The last of the electric trucks that Peterbilt is making is the Model 520EV designed for commercial and residential trash pickup. Peterbilt doesn’t offer any specifications on its electric big rigs at this time, so we don’t know battery capacity or driving range. It’s also worth noting that Peterbilt trucks tend to be some of the most expensive you can buy, typically costing more than other brands such as Freightliner.
Another of the very popular manufacturers of semi-trucks is Kenworth. Kenworth has a semi called the T680E, a fully electric Class 8 big rig. Kenworth says this model has an estimated operating range of 150 miles depending on the application. The T680E is compatible with a CCS1 DC fast charger offering a maximum charge rate of 120 kWh and an estimated 3.3-hour charging time.
Kenworth’s electric semi has 536 continuous horsepower and 670 horsepower. It produces 1623 pound-foot of torque, giving it plenty of towing power. Both Kenworth and Peterbilt are owned by the same PACCAR parent company, so specifications for the Peterbilt electric truck could be similar. Pricing for the T680E is unannounced, but much like Peterbilt, Kenworth trucks tend to cost more than competitive offerings from Freightliner and others.
Nikola Two and Tre
One of the more interesting zero-emissions options out there when it comes to semi-trucks comes from Nikola. Nikola has two zero-emissions models, including the Nikola Two and Nikola Tre. The Two is very different from the other zero emissions offerings because it uses a hydrogen fuel cell rather than relying on battery packs alone. The Nikola Tre is a battery-electric vehicle.
When looking at the hydrogen fuel cell Two, it is emissions-free, relying on hydrogen to produce electricity to operate the vehicle. Not long ago, Nikola confirmed that it had signed a hydrogen infrastructure agreement with TC Energy that will see the two firms roll out hydrogen fueling infrastructure along major trucking routes around the country.
The major benefit to hydrogen fuel cells for powering semis is that they can run near continuously, just as a traditional diesel-powered vehicle does. The major hurdle to overcome for any hydrogen fuel cell-powered vehicle is the hydrogen infrastructure.
The Nikola Two has a driving range of up to 900 miles and can refuel completely in 20 minutes. Its driving range and fueling time are very similar to current diesel-powered big rigs. The truck offers 645 continuous horsepower, and Nikola expects the Two to be available in 2024.
The Nikola Tre BEV has a driving range of up to 350 miles per charge thanks to its 753 kWh battery pack. It can be recharged from 10-percent to 80-percent in 120 minutes utilizing a 240kW charger. The electric vehicle has 645 continuous horsepower.
Can EV or Fuel Cell Semis Replace All Diesel Semis?
Now that we’ve talked about some of the zero-emissions semi-trucks that will be available from various manufacturers, it’s worth taking some time to talk about how practical these trucks will be in all aspects of commercial trucking. Note that all of these electric and fuel-cell-powered semi-trucks are intended for local and short-haul trucking.
While local and short-haul trucking constitutes a large portion of the commercial trucking industry, the technology isn’t there today to allow the zero-emissions big rigs to take over the industry completely. The problem for trucking companies and drivers is downtime for charging. Trucking companies and drivers don’t make money if their truck isn’t rolling.
In some applications, diesel-powered semi-trucks are cruising the roads around the US for up to 22 hours at a time. In many time-sensitive applications, trucking companies run team drivers. Each driver can spend 11 hours behind the wheel, and with a team of two, the truck can run for 22 hours at a time. Ideally, as a semi pulls into a hub, they’re unloading the trailer they’ve been towing and immediately pick up another load and head back out on the road. Having a long recharge time and limited driving range simply won’t work for long-haul trucking.
Assuming Nikola can roll out a hydrogen fueling infrastructure that could serve all major trucking routes, its technology seems to have the best chance of replacing traditional diesel-powered trucks. The driving range and refueling time are close enough to modern diesel trucks that hydrogen fuel cell semis could replace diesel trucks with no change to how truckers and trucking companies operate. Of course, a breakthrough in battery capacity or charging speed could eliminate the downsides of electric rigs.
2023 Cadillac Escalade V-Series confirmed: What we know of this Super SUV
Cadillac’s most lavish model is about to get a sports upgrade, with the 2023 Escalade V-Series marking the first time the SUV has worn the badge. While already notorious for its scale, luxury cabin, and general excess, the V-Series flavor of Escalade will add performance to that mix.
Full details of the 2023 Escalade V-Series won’t be shared until spring of this year, Cadillac has warned. These newly-released photos, meanwhile, show the pre-production form of the SUV. Still, it gives us plenty to go on, as does the trajectory of the V-Series line in general.
For Cadillac, V-Series is more than just speed
You can’t accuse Cadillac of underplaying just what a V-badged model can do. “With nearly two decades of racing-inspired prowess,” the automaker promises, “the V-Series designation is reserved for vehicles that encompass the peak of Cadillac performance, bold, distinguished design, and innovative technology.”
The route from V-Series’ founding in 2003 to today has seen a few big changes along the way. Initially intended as a way for Cadillac to compete with Mercedes-AMG and BMW’s M division, it debuted with the 2004 Cadillac CTS-V sports sedan. That managed to score a role in the original Matrix movie series, (specifically The Matrix Reloaded, released in 2003), helping secure the green-light for the second-generation V Series in 2009.
Cadillac stuck with a familiar strategy: big, high-horsepower V8 engines, paired with its Magnetic Ride Control system for a sedan that could flick from luxury cruiser to track hero at the push of a button. By the time the ATS-V arrived in 2015, however, the criteria had expanded. Smaller and more affordable than the third-generation CTS-V – which got the Corvette C7’s 6.2-liter LT4 V8 to play with – the ATS-V packed a twin-turbo V6.
Beyond that, Cadillac attempted to replicate what BMW and Mercedes had achieved, expanding “V” as a broader badge to indicate a more sporting – though not necessarily the most sporting – iteration of a regular model. It tried, and abandoned, the V-Sport trim, and has most recently settled on “V” badged models as being entry-level performance options. The CT5-V and CT4-V are the current examples of that.
Meanwhile, a new Blackwing designation flags the most extreme examples of V-Series performance. Initially referring to Cadillac’s new Blackwing engine, but since expanded, the trim has so far appeared on the CT4-V Blackwing and CT5-V Blackwing, each produced in limited number.
What we expect from the 2023 Cadillac Escalade V-Series
For the 2023 Escalade V-Series, the expectation is an evolution in performance rather than the outright leap that Blackwing badging would indicate. The current Escalade – now in its fifth-generation – already features a V8 engine as standard. That’s 6.2-liters in size and offers 420 horsepower and 460 lb-ft of torque. A 10-speed automatic is standard.
They’re not small numbers, but then again the Escalade is not a small SUV. One possibility for an upgrade is the V8 from the CT5-V Blackwing, supercharged and with upwards of 600 horsepower on tap. Cadillac would obviously need to upgrade other components such as the brakes to balance that uptick in power, though Magnetic Ride suspension is already available on the SUV in its current form.
To better distinguish the V-Series truck visually, Cadillac has given it a moody makeover. The grille switches to black mesh, and most of the chrome has been deleted in favor of gloss-black trim. The bumpers front and rear, and the side sills, have been tweaked, and of course there are vast blacked-out wheels, too.
For the inside, Cadillac is playing it even more coy. A single image previews the “V” badging on the steering wheel, though we’d expect a fair amount of carbon fiber and Alcantara to feature, based on the other V-Series cars. The Escalade already offers a huge, curved dashboard display and plenty of space across three rows, not to mention a whole host of toys to play with.
As for 2023 Escalade V-Series pricing, there too Cadillac is saving full details. The current model spirals up to over $109k for the standard-length 4WD Sport Platinum trim, and that’s before you head into the options list. A six-figure V-Series is basically guaranteed, then, as Cadillac takes on well-esteemed (and well-equipped) performance SUVs from its German rivals.
Brabus 800 Adventure XLP Superblack is taking it to the extreme
Renowned Mercedes-Benz tuning house Brabus has unleashed its latest creation based on the Mercedes-AMG G63 sport-luxury SUV. It’s the newest variant of the 800 Adventure XLP Superblack, a go-anywhere pickup truck hiding a mighty powerful V8 engine under the hood.
Images: Brabus GmbH
This Airstream eStream concept is an electric camper with an innovative twist
Thor Industries, maker of the Airstream and other popular RVs, recently unveiled the eStream electric camper concept. It’s essentially a hi-tech Airstream travel trailer with some nifty innovations hiding underneath.
Images: Thor Industries
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