Latest news with #eCascadia
Miami Herald
3 days ago
- Automotive
- Miami Herald
8 Years Later: Tesla Semi Delayed Again, Production Now Expected to Begin in Late 2025
Ask yourself: how many times can a production date slip before you question the entire project? Elon Musk first unveiled the Tesla Semi in 2017 with a promised 2019 launch. Today, eight years later, that launch remains a mirage. Musk's original pledge to start building in 2019 vanished without a single factory-built Semi rolling off the line. A handful of pilot trucks appeared at a PepsiCo event in December 2022, yet no volume production followed. Tesla's own quarterly update now pushes the first assembly to late 2025, with meaningful volume still scheduled for 2026. The biggest recent news on the Semi? The walls were up at the Nevada plant. That's a seven-year gap between unveiling and projected mass manufacturing. Early prices-$150,000 for a 300-mile version, $180,000 for 500 miles-never held firm. Ryder, an early launch partner, slashed its order from 42 to 18 trucks and requested a 28-month extension, blaming "dramatic changes to the Tesla product economics." Simple math suggests each Semi now costs upward of $350,000-double the original quote-undermining the Total Cost of Ownership pitch that once dazzled fleet operators. Meanwhile, BYD's Class 8 8TT is hauling freight across North America. Customers like Anheuser-Busch, GSC Logistics and Golden State Express operate them on regional routes in California, demonstrating true highway operation (e.g. Port of Oakland to Tracy, CA, including an 8 % grade) with ample range remaining for return trips. Freightliner's eCascadia (a production Class 8 electric tractor designed for regional and highway applications) sees daily highway duty, offering up to 230 miles of range on a full charge and a gross combined weight rating of 82,000 lbs. Meanwhile, Volvo, Mack, Kenworth, and Peterbilt all have electric Class 8s on the road in the US; leaving Tesla way out in the cold. Tesla's promised 50,000 units per year by 2026? Too little, too late. Nine years overdue, it looks more like a press-release fantasy than an achievable target. Each new "update"-steel beams up! chargers installed!-serves as a rallying cry for hopeful investors. Yet slide decks and photo ops don't haul cargo or pay off loans. As recently as three weeks ago, facing a shareholder rebellion, Musk was assuring shareholders that he'd "deliver the Semi this year, and it will be huge". For Tesla devotees and shareholders alike, broken timelines transform into a test of faith: miss one deadline, reset the countdown, and wait for the next miracle. How long before investors demand proof over promises? The Semi's saga underscores a hard truth: grand reveals don't equal delivery. If it were only the Semi, one might give him the benefit of the doubt. But Elon Musk's other undelivered promises include Level 5 full self-driving by end-2020, a $25,000 mass-market Tesla, on-schedule Cybertruck deliveries, next-generation Roadster production in 2020, a fully automated robotaxi network by 2022, human Neuralink clinical trials in 2024, commercial Hyperloop service by 2021, and publicly accessible Boring Company tunnels by 2022. Musk's gifts lie in hype, not heavy haul. Until Semis exit the prototype hangars en masse, this program remains a stock-price prop, not an industry disruptor. Watch for disappointed and rebellious shareholders at the end of 2025. Fleet managers-and investors-should insist on steel on wheels, not steel beams in Nevada. Plenty of other brands are out there. Bookmark December 2025 and scope public delivery data. Then ask yourself: will Tesla finally roll real Semis off the line, or will the next slideware date simply become another bullet point in a growing ledger of unmet promises? Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Yahoo
10-03-2025
- Automotive
- Yahoo
It's time to incentivize EV trucking in Washington
Freightliner eCascadia electric trucks used in a Coca-Cola Bottling fleet are pictured in 2023. (Photo courtesy of Daimler Truck AG) Washington's transition to big, zero-emission vehicles (battery-electric or hydrogen-powered semi-trucks, buses, and delivery vans) hasn't happened as quickly as it has for smaller passenger electric cars. But state lawmakers can change that by investing $200 million in a program for clean medium- and heavy-duty vehicles and charging. While zero-emission vehicles are on the horizon for the trucking industry in Washington, the purchase price and charging availability can be big hurdles for businesses that operate fleets of trucks or other large vehicles. For certain vehicle types, such as semi-trucks, new zero-emission models currently cost almost three times more than traditional diesel-powered semi-trucks. There are also virtually no public charging stations for medium- and heavy-duty vehicles in our state just yet. And unlike passenger cars, there have been few incentives or support for fleet operators to make the switch. A trucking association and a climate organization are not always on the same team, but we've come together, along with nearly 60 other business, labor, and environmental groups, and in coordination with tribal and local governments, to urge state investment in zero-emission medium- and heavy-duty vehicles to reduce pollution and meet Washington's climate targets. Two years ago, Washington took the first step by funding the design of a zero-emission incentive program for medium- and heavy-duty vehicles. The program has an administrator and is ready to launch. This year, we need lawmakers to double down on their investment in this program to ensure its success, and most importantly, make it easier for more businesses to buy clean trucks, vans, and other large vehicles. Larger vehicles account for about 30% of the state's on-road greenhouse gas emissions. And these emissions have more than doubled since 1990 — Washington's population is growing and e-commerce shows no signs of slowing down. To achieve our climate targets that have been set in law and to clean up our air by reducing pollution, we must get more zero-emission medium- and heavy-duty vehicles on the road as quickly as we can. We know incentives to buy passenger EVs work to lower vehicle costs and expand charging — it's time to help businesses and fleets large and small transition to zero-emission trucks, delivery vans, and other big vehicles and for the state to initiate work on the necessary charging infrastructure. The good news is that more zero-emissions medium- and heavy-duty trucks are on the market than ever before. And they cost less to maintain and operate. But the sticker shock of zero-emissions models has meant they are not yet an option for most businesses. The Legislature could help by investing $200 million in funding from the Climate Commitment Act to jumpstart incentives and make it easier and affordable for businesses to transition to zero-emissions trucks and vans. Washington voters reaffirmed the climate law at the ballot box. The state must ensure businesses are set up to succeed as we accelerate the transition to zero-emission vehicles. Legislators can help Washington businesses remain competitive and cut the purchase costs for these vehicles. Cleaner commercial trucks and delivery vans can be a big part of Washington's future if the right support is in place. Washington should continue to lead by example and show that investing in clean transportation can lower the cost of zero-emissions trucks, help Washington businesses remain competitive, and clean up our state's air.
Yahoo
05-02-2025
- Automotive
- Yahoo
Operating cost trumps politics in commercial EV rollout
The effort to clean up smoke-belching heavy-duty trucks and commercial vehicles has evolved over more than half a century and through 10 presidents. Now, in the early days of the second Trump administration, efforts to roll back the nation's existing emissions regulations and green-vehicle purchase incentives, the march to reduce emissions will continue to move forward because fleet operators expect it will eventually lower their costs. That's why there are unlikely to be many knee-jerk reactions from the fleets, truck manufacturers, engine companies and suppliers. Already, they have spent billions of dollars developing and deploying cleaner trucks and the components and infrastructure to support them. Sign up for the weekly Automotive News Mobility Report newsletter for the latest developments at the intersection of transportation and technology. For example, Schneider National Inc., one of the nation's largest freight haulers, runs a fleet of 92 eCascadia electric Class 8 trucks made by Daimler's Freightliner division. Schneider built a charging depot in South El Monte, Calif., that has 16 350-kilowatt dual-cord chargers that can charge 32 eCascadias at the same time. PepsiCo also plans to shrink its carbon footprint by adding more electric trucks and vans and expanding its charging infrastructure. 'It illustrates how sustainability is a core part of our business strategy. It's good for the planet, good for our business and good for the communities that we're in,' Adam Buttgenbach, director of fleet engineering and sustainability at PepsiCo North America, told Automotive News. PepsiCo operates more than 1,500 EVs, including pre-production models of Tesla's electric Semi truck. For fleet operators, or total cost of ownership, will likely determine the speed at which cleaner-running trucks displace old-school diesels. Electrified commercial vehicles, especially those that can be recharged or refilled with hydrogen at a fleet's depot overnight and travel on pre-planned short-haul routes, can offer economic and other advantages over internal combustion engine vehicles. 'Commercial vehicle customers are much more focused on the total cost of ownership,' said Sam Abuelsamid, vice president of market research at Telemetry, a marketing and research firm. Fleets track fuel costs, maintenance costs, time lost to maintenance and repairs and look at what costs the least, he said. 'In most cases, they are still paying more upfront for clean or electrified vehicles, but the other advantages outweigh acquisition cost premiums,' Abuelsamid said. Startup EV manufacturers that counted on the generous federal incentives of the Biden era are the most concerned about Trump administration policy changes. Bollinger Motors, which began shipping its Class 4 electric chassis cab late last fall, is paying close attention. Bollinger vehicles qualify for up to $40,000 in federal incentives, a key selling point. 'Rescinding of the federal tax incentive would present a challenge for the entire commercial EV category, but it is too early to tell how this would impact our sales,' Jim Connelly, Bollinger's chief revenue officer, told Automotive News in an email. He said state-based purchase incentives might help fill any gap created by federal policy changes. Its B4 truck have a suggested price of $158,758 before incentives. A B4 sold in California is eligible for $100,000 in federal and state incentives. Local incentives can chip even more off the B4's purchase price. One of the weakest startups, Canoo, filed for Chapter 7 bankruptcy Jan. 17. Cash-short Nikola, a Class 8 zero-emission truckmaker, said on Jan. 23 that it is exploring options that include selling the entire company. Nikola had less than $200 million as of last September, Reuters reported, and has been struggling to raise funds. The company said it doesn't have enough cash to make it through the first quarter. The 2027 emissions standards, finalized in 2022, require nitrogen oxides to be reduced by more than 80 percent. The EPA has determined the useful life of a commercial truck is 650,000 miles, up from 435,000 miles. Manufacturers must warranty the emissions system for that standard. So far, Trump has not reversed those rules. But his administration has already taken the first steps to loosen emissions regulations for passenger vehicles. Commercial vehicle emissions standards could be next. Because companies such as Kenworth, Cummins, Shyft Group, JB Poindexter & Co. and others have invested billions on green technologies for fleets, it isn't likely that the end of incentives or rescinding the 2027 emissions regulations will cause much disruption to product rollouts, Abuelsamid said. Kenworth, for example, has worked with Toyota for more than seven years testing and refining hydrogen fuel cell technology for Class 8 trucks. The company recently opened its order books for the T680, which uses a Toyota fuel cell stack. It can haul 41 tons of cargo more than 400 miles without emitting any harmful emissions. The company is also charging ahead with it plans for cleaner 2027 models. 'Customers will continue to demand the best and most efficient engines to meet sustainability requirements so the need for cleaner, more fuel-efficient vehicles will not go away,' Noelle Parlier, Kenworth director of product planning and strategy, said in an email. Manufacturers are building green trucks of all sizes. Shyft Group began delivering its Blue Arc electric Class 4 delivery vans in late December. The walk-in vans can haul more than two tons of cargo 200 miles on a charge. And Freightliner is building its eCascadia Class 8 electric truck that can haul 82,000 pounds of cargo as far as 300cq miles on a charge Cummins has spent more than $1 billion developing a new line of HELM fuel-agnostic inline six-cylinder engines that can run on hydrogen, natural gas or diesel. HELM stands for Higher Efficiency Lower emissions Multiple fuels. The uncertainty around emissions regulations and incentives hasn't tamped down fleet operators' interest in green commercial vehicles. Around 8,000 attendees are expected at this year's Advanced Clean Technology Expo, scheduled for April 28 to May 2 in Anaheim, Calif. The show has booked more than 450 manufacturers and suppliers and at least 200 vehicles will be displayed. The ACT Expo is one of the nation's largest shows for fleet operators. Relaxing of diesel emissions standards and eliminating incentives might prolong the life of some diesel-powered fleets, but it won't put the brakes on electrifying the nation's work trucks, Abuelsamid said. 'There are a lot of use cases that are ideal for electrification,' he said. 'For trash trucks, one of the challenges is residential pickups. You can't go through neighborhoods at 3 a.m. with a diesel truck. It's too noisy. With an electric trash truck you can run those routes in the middle of the night.' PepsiCo is mining the data gleaned from the millions of miles traveled by its EV fleet to wring out further efficiencies. 'Understanding how our field operates and how our supply chain works, getting the vehicles in the hands of our employees and having them understand them and how they fit into the business has really helped improve adoption,' Buttgenbach said. 'Now, instead of this being just a push of electric vehicles into our fleet, it's a pull from the field.'
