Rema 1000 Volvo FH electric truck real world range test
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- Опубліковано 5 жов 2024
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I didn't read the title correctly and I thought this was a 1000km challenge 😀 Would love to see that with this truck!
Same.. I was wondering who'd be crazy enough to drive for Bjorn in a 1000 KM truck challenge
@@kalvaxusThat would be interesting. Ì'm for it! Would be handy to have 2 drivers though to avoid having to wait for the mandatory daily rest period.
Lol I thought it was a 1000km challenge too!
@@hillppariRema 1000 is the name of the store...
The Truck has 15k km already. Should be good to go :D
This is what I've been waiting for. An actual real life test Of an FH electric truck in winter conditions. Top man👍
Volvo ran winter tests way up in northern Sweden (above the arctic circle!) the other year with EV trucks hauling tons of iron ore some 140 km as I recall. 74 ton maximum vehicle gross weight, by the way! Real hardcore stuffs. I don't know how much video material is available of this, but you could easily google up information about it.
@@lennyvalentin6485 yeah but I'd rather an actual real life scenario, where the manufacturer isn't involved. Plus short range bulk haulage and shunting will be this trucks bread and butter.
@@davidwebster3948Chargers at their destinations is going to be the way to go. That hour plus spent unloading could have been charging the whole time. It'll get sorted as the revolution goes forward. As well as 500kw charging and other stuff.
I'd like truck drivers to know, we know backing a trailer is hard and even harder under pressure. It's totally ok we can wait and also it's probably the most interesting thing that we saw that day.
It's actually easy once you know what you are doing.
@@jaakkoiswatching6437 Dont ruin it, just say its difficult.
@@jaakkoiswatching6437 For most drivers practice made perfect. A share of them though just never got the hang of it.
what is really difficult is to back up an army truck with a trailer that is so much more narrow than the truck that the driver won't see the trailer in the mirror. We used to have these. Typically we would then disconnect the trailer and push it back manually helping the driver to save time.
Banana Box Test with this one?
Even Nyland might struggle to find enough banana boxes. 🙂
Bama could hook him up, they have the good stuff ❄👀🤣
Shortcut: put banana boxes on a (euro) pallet up to around 285cm height (including pallet). This makes around 4 boxes per layer, 10 layers stacked. Multiply those 40 boxes per pallet by 33 and you get a good estimate of what a tractor-trailer can haul. Around 1300 banana boxes. I strongly suggest to get some extra hands to do this test.
Wasn't there some kind of fancy smartypants math formula for calculating boxy container volumes? 🙂
Nice job. Perfect application for electrification - city deliveries: plenty of power and range, quiet and smooth, and gets the soot and NOx out of where the people live.
Here is a little help with the truck stuff .
The red connector on the trailer is used for the Reefer to run on power when docked at a warehouse or on the ferry. Otherwise it runs on diesel or LNG from a tank under the trailer.
Red and Yellow hoses are air for suspension and breaking. Two cables are for light, and a thick+ and - is 24V supply for hydraulic lift. The last cable is ABS. I hope to drive an electric truck soon 😊
And drivers may leave the trucks idling to have power to that hydraulic lift.
Honestly for city area daytime deliveries like this it is a very good solution. Charging time can be combined with loading/unloading and/or driver breaks when and where suitable. Should be good enough to stretch the range across the business day. Then charge again to full overnight.
I’d love to see it joined with the Scania Highway pantograph project.
Pantograph for Trucks is dead. Not cost effektive.
@@J0hn1o1o That doesn't appear to make sense. Where did you see that?
@@J0hn1o1o It´s still tested in Germany. Your info is not correct.
@@imresomodi4961 read the above answer
I love the fact that you are testing semis!
I was recently at the place where they engineer the chargeport box for volvo trucks, and saw their next version with CCS and MCS capable of 1 MW 🤯. Cant wait for volvo to implement it.
I've been driving one of these + a modified version from Designwerk (900 kWh, 500kW output) since April. They are nice to drive, but its still a bit early for these to be used in my opinion. Would have been a lot easier if all loading docks had chargers available. Hopefully we'll have it in the near future.
Yes, wo charging at the dock time of driving is reduced massively
yeah boy... the big one... cant get content like this on any other channel
Bjorn you do so much interesting content. Thanks for all you do.
The REMA distribution center would be perfect for Kempower satellites which could be at different distances from the loading dock.
So cool, Volvo FH trucks are awesome!
I like your videos 👍 And cool that you highlighted Rema 1000 for electric trucking! The Volvo truck is however not too impressive. If you would like to see what current technology really can do, come and drive a Designwerk truck (part of Volvo group). DW trucks have 900-1000kWh installed and can drive all day with 40-50t and charge with 350kW 🔋
The display on the freezer unit indicated the temperature (large digits) and setpoint (small digits) in each of the 3 compartments in the trailer.
AMAZING Bjørn! Really great you make videos about this as well. Thanks a lot!
150 kW chargers at each drop of, would do wonders, and would double as much needed urban chargers outside working hours.
At those kind of numbers, that involves new Substations and High Volatage feeds.
Consider what would happen if 100 lorries needed charging: Someone has to wrangle and coodinate 15 Megawatts of power delivery. Someone has to pay for this too.
@@avalon7902 The company setting up the chargers will have to pay most of it. If there is even capacity in the grid.
There is actually a grid crisis in some more populated areas in Norway. The largest grid operator in Norway have said no capacity for new connections over 1MW until after 2030.
That restriction is more due to regional and national line capacity apparently, but I'm sure the local distribution grid will be under a lot of pressure as more trucks go electric and need fast charging.
@@avalon7902 I'm not sure what "urban" location has 100 lorries charging at one time though ... that scenario seems more likely to occur at distribution centers, which would be near harbours, city entry points, light industrial zones etc. etc., these are most likely already high-load locations ...
And this is point 2 (as I do have experience in this area) ... then that is where back-end software comes into play ... ideally if you want to install a large number of high-powered chargers you'd get a specialised company to do it (i.e., like the one I work for) and that company could supply software that works on load balancing etc. etc. of the system ... if you know the departure time of a truck you can adjust the energy load accordingly (some trucks might be stationary for an hour whereas others might be there all afternoon and need to head out at night again etc.) because not all trucks will need max charging speeds.
To be honest, it is a combination of the hardware solution that you put in place at the various locations ... coupled with ... the software solution that you provide with the instal.
Love your enthusiasm for the Maxus van....😂😂😂
If you have an 1-hour stop to unload, would be a great opportunity to recharge
Bjorn da man with the range of vehicles tested
This is really, really cool. Would love to see more!
Damn it! I saw a Truck and 1000 in the tittle. immediately though its a 1000km Challenge with a Truck :D
Using only 10x the energy compared with a passenger car is not bad considering it's 20x heavier.
If you do the math, the consumption is bad. A truck (tractor-trailer) consumes about 5 or 6 times the energy a car does. It should be around 100kWh/100km or 1000Wh/km. So yeah the 1890Wh/km or 10x factor is disappointingly bad.
@@benetra True that. According to google a Volvo FH diesel truck will consume about 25-35L of diesel per 100km depending on load, which is roughly about 5-7 times what a common diesel car would do.
OTOH though.. 25-35L of Diesel works out to ~67,5 to 94,5kg of CO2 emission per 100km(2,7kg/l) and 189kWh/100km is ~5,67kg (Average of 30g co2 per kWh in Norway) that's 11,9 to 16,67 times better 😎
@@benetra please tell me which EV is doing 0.1wh per km in regular traffic conditions(Like this, with some heavy traffic), it's more like 150wh/km at these speeds (more if they were going faster). Sounds to me like it's a very similar multiplier as a diesel.
@@lagmonster7789 I did a little math with the efficiency of truck engines vs car engines.
I looked up the specific fuel consumption for a DAF engine, this was 183g/kWh
When you assume a 20 kWh/100km for a combustion car and a 5L(4,2kg)/100km diesel consumption I come to 210g/kWh
Electric motors are 90-95% efficient, this could explain the difference.
@@sciencetestsubject 210g Diesel per kWh seems in the right ballpark, some good automotive & truck Diesel engines can reach an effective efficiency of around 40-45%.
There's ~38MJ of energy in 1L of Diesel, which is equivalent to ~10kWh.
1L of Diesel is about 850g so: 850g / (10kWh * 0,45) = 850g / 4,5kWh = 188.89g Diesel per kWh at 45% efficiency. at 40% it works out to 212,5g per kWh.
So yeah pretty much spot on 👍🏼
I'd still like to disclaimer that burning 189g of Diesel emits ~600g of CO2, compared to the electricity grid in Norway which emits ~30g CO2/kWh 😉
P.S. I must admit i found your post a little hard to follow, 'when you assume' threw me off, i thought you meant i said it, when it was just a more general 'If we assume'. at least that's how i chose to interpret it😀
Finally, it's good to see something thirstier than the fat E-Tron
its a good start for sure though i think with a truck like that its probably still bit of a struggle even for short haul stuff, ontop of being a full sized truck thats getting abit niche
most applications for full size semis i still think its more practical to use diesel-electric series hybrid
plus another useful thing that should start happening is covering the roofs of all those trailers in solar panels, especially the refrigerated ones
would take some of the load off the trailers generator, or if its a normal box trailer give extra range to the truck
though im not sure quite how well thatd work during winter so far north but still
Is a glass half full, or is it half empty? Fact is that a substantial number of trucks today can be replaced with electric trucks. But it is only for those who are willing to see possibilities. Electric trucks are not as universal as their diesel counterparts and will be bought to fit a specific type of job. Series hybrid will never happen for a long distance truck as their diesel engines are designed to have optimum efficiency at motorway speed, not much to gain there.
@@CreRay the entire point of series hybrid is that their engines are decoupled from the speed of the vehicle, they run at their optimum speed regardless of how fast the vehicle moves, or at all
i agree that BEV has a substantiial number of applications that work today, im just not sure the truck in the video is really one of them, its kind of pushing what is practical
@@1966Birger thats true, and dont get me wrong using bev for inside cities is ideal, but currently works best if youre only moving around inside that city like i said short hall
plus a diesel electric series hybrid semi can run for about 2 hours entirely on battery, which would work great for when youre dipping in and out of the city, just throw on the generator manually while driving way outside city limits
@@CreRaykeep in mind that the Nordic countries have higher weight allowance for trucks.
The biggest drawback for electric trucks in the rest of Europe is the smaller loading capacity because of the higher weight.
Though legislation is starting to allow higher weight for electric trucks in some places.
🪝Was the weight of this truck actually 37.7t ?
It looks like the auto-weighting on last axle on the trailer is not working 3:05, assuming the weight is spread equally on all three trailer axles, the weight should read 5.4, 5.4, 5.4 for a trailer weight of 16.2 . On the return trip 15:15 the rear axle weights show 2.8, 2.8, -.- . Later when the trailer front axle is lifted 16:27, it shows only 3.7 on the middle trailer axle, confirming that the rear trailer axle is sharing the load but is not being counted in the stats. 🤔
Thank you bjorn this is the first real world ev truck test on youtube.
Super interesting- thanks for sharing. Interesting tie up with the charging company and distributor.
It would be nice if you had introduced the companies, non-Norwegian viewers don't know what/who Rema 1000 or Metro Center is and what they do. A wholesaler and a retailer?
This is not the scope of this channel. I am non Norwegian and I can infer enough about what they do. Let's keep the videos about EV's and energy.
Rema 1000 = grocery chain
Metro center = mall
I don’t think that’s very relevant though as we’re talking about EV’s
Rema 1000 and Metro center is not too relevant. Volvo is.
True i think these trucks know their trips in advance... Other companies you start driving and routes en pick-up points will change.
Location pins and a route would be great.
This could be done with a non-intrusive "plus-code" (location shorthand) from Google Maps, or it could be a QR-coded Google Maps route.
Also, prices on the screen in a current exchange rate USD and Euros would be helpful.
And of course, who wouldn't like having distance, speed, consumptions, and weight in Imperial units.
If the channel wants to grow further, it needs to be accessible to a global audience.
So if this battery is 540kwh and the consumtion is 189 in -4°C it will give a range of 280km at winter. So if it acts like a car it's a 30% loss at wintertime, meaning a 133kwh/100km at summer time, meaning around 400km of range.
No, you can't count on gross capacity. You have to use net capacity as I mentioned in this video.
To put it another way, using this comment's own figures, that's nearly 100% of European time regulations maximum range, which is 4.5 hours at an average 90km/h - around 405 km.
Drivers’ hours rules
Regulation (EC)561/2006
"45 minutes break after 4.5 hours
driving"
"A break can be split into two periods,
the first being at least 15 minutes and
the second at least 30 minutes (which
must be completed after 4.5 hours
driving)"
In other words, add in the chargers and there's the absolute on-par competition with diesel. Right there.
no, the loss is much less as very little is used to heat the cab as the truck uses 10x of a car but does not consume 10x to heat the cab. so its 20% of 10% to compensate for heating the cab.
The Volvo truck can’t use the whole capacity. They give a range warranty where you can only use 350kwh from the 500+ battery. When the battery degrade they add from the buffer. When you like Björn your welcome in the Netherlands, I have a customer driving with this truck 2 times 260km on 1 day. Charging 330kwh in 1,5 hour at the stop. At night charging 7 hours with 40kw. The consumption what you saw when he was unloading the truck is because the heatpump for the battery. The battery is managed 24/7 because of the waranty.
@@KleuvertYes. We have FL Volvo truck to city delivery and total capacity is 250kwh but 190kwh available. There is lot of room for degradation…
I would like to see 1000 km challenge! :D
It would require 3-4 drivers to complete. They can only drive 4.5 hours between breaks and do another 4.5 hours, then the day is over.
@@Gazer75you only need 2. Each can drive up to 10h if planned wisely.
@@benetra How do you figure that? Wonder how the regulations are if you're stuck charging for 90+ minutes. The break is only 45. That leaves another 45+ idling and cutting into the remaining hours of driving.
And you can't drive 4.5 hours on a single charge I think? So that might also be a problem.
The regulations are not very friendly to electric truckers tbh. And its a mess when ferries are involved as the wait time on the ferry terminal is not considered a rest. So drivers can loose 15-30 minutes of driving time just waiting for a ferry.
@@Gazer75I get it from applying the EU 561/2006 legislation in the real world. With all do respect, your interpretation of this legislation and the assumptions you make are wrong in multiple ways.
If you are a truck driver or the legislation somehow applies to whatever you do, please read up on it. 🙂
@@benetra I'm using the same. There is nothing there about charging stops or waiting at a ferry terminal or the 10-30 minute ferry trip being considered a rest period.
The trucking association in Norway have complained about the ferry problem for years. And I'm sure as more electric trucks appear for long haul it will be another problem.
Hopefully the regulations will change before that.
I'm trucker in Germany. I'm waiting delivery of my Volvo fmx electric tipper.
Björn good video as usual. You should check how long time an electric truck can stand with the heat on if it ends up in a queue.
Probably for several days according to this video.
Great video! I hope you will get the opportunity to check the new Mercedes-Benz eActros one day. 😀
The world is pretty small. I manufactured Volvo truck cabs Umeå in 2002. In 2016/2017 I supported IT in bus companies that had tracking and reporting.
Undisputed KING of BEV testing.
Thank you for this content. I live in North Carolina. Volvo EV trucks are awesome in Europe. I hope they come in earnest to the USA.
Come back when you can drive Sundsvall to haparanda and down to umeå before filling up the tank like I do 4 times a week. Electric vehicles works fine in the city but will never work to haul long distance. It will mess up the 15h rule the 45 min break to get new drive time and so on. Also my truck weight more than twice that trailer. 64-72 ton
"but will never work to haul long distance." few years ago most people would have thought that it would never work for trucks, busses, emergency vehicles, ships etc at all, and yet here we are, with more and more of these vehicles running on battery instead of diesel.
With tech evolving so quickly I guess it can cover a similar distance in a few years time
In Australia we have flat mirrors that allow you to judge distances.
The large top one is flat I believe. The small at the bottom is a wide angle mirror.
@@Gazer75 correct. In most of the driving, you'd use the big flat mirrors. The wide angle mirrors are used for what the name suggests, basically to decrease the blind spot area.
If there is one thing that is faultless about the Volvo truck it is the mirrors. Every driver who's ever driven one will tell you! You have amazing view in them and there is zero wasted blocked view.
We need to be realistic about the limitations of all electric drivetrains as electric trucks just don’t make sense. Over 500 kwh of batteries for 300 km! Surely a hybrid system for trucks would be more sensible where you can hold charge for city driving and have the benefit of the electric torque meaning possibly a smaller ICE.
Looks like there is truck ev chargers mounted at the rest stop between Håklepp tunnel and Ognasund bridge on E39 Bokn
They should add a chargepoint while unloading at the rema stores for efficiency
12:00 The unloading time is so long that if they hard charging capability, you could continue your driving with a full battery! Maybe in the future.
ICE cooling unit on the trailer! I’ve seen a US trailer manufacturer that made a battery electric refrigerated trailer with solar panels on topl I’ll try to find it.
Won't work in Europe, too many trees hitting the top off trailers, unless they cut more trees to help it
The consumption seems really high 🤔
If you do some kwik mafs:
Tesla S: 20 kWh/100km
ICE Tesla S equivalent = 7 l/100km
Conversion ratio: 2.86:1
With this kind of trailer (hard and smooth) and weight (ikke fullt 😁), a diesel truck would use about 25 l/100km, the equivalent electric truck using the same ratio should consume about 75 kWh/100 km...
2:56 32 metric tons = 71,000 pounds.
The connections on a truck are all air based not hydraulic.
red = pneumatic for air brakes
yellow = pneumatic for air suspension
black = electric
it probably looks like this:
you put a semi-trailer under a ramp
and rides the horse alone to a vacant place opposite the door
👍👍👍
They could have had a DC charger at the remote destination also, if they stay there 1 hr to unload. Kempower with satellites for the customers cars when the Rema 1000 trailer is not delivering.
They are just customers of Rema 1000 distribution. Think of it as if you install a DC fast charger to FedEx, Wolt, Posten, Postnord and other companies delivering items to your home with their EVs. You wouldn't do it.
Sorry but EV Trucks range are way too short and way to expensive.
The truck drivers know that and normal people, but the happy government and evangelist don't see that
@@cliffyh466 you don't need a high range for distribution services like this
I drive thesame Volvo model but with 2 axles. Trailer is 3 axles. With load 8-10tons i get consumption 140-150kw/100km. I guess consumption is lower due to lower axel count.
Axle count doesn't play a huge role. In the end, it is the weight of the vehicle that determines the total rolling resistance. The number of axles doesn't play a big role. At least not when it comes to rolling resistance. As a driver, you know that number of axles does come into play for max load per axle. Especially when the trailer is heavy at the front.
There is the legend, that these big dices hanging from the rear view mirror are there to cover the face of the driver on pictures made by speed cameras.
Wow, I had been under the impression from elsewhere that unlike deisel trucks, EV trucks don’t need to slow down on hills. But they possibly do if they want to save energy. Thank you, as thats handy to know. So this means it was 33t loaded and 13t unloaded, meaning 20t was unloaded at the destination. Is that right?
I don't know why he does that to be honest, it shouldn't really save any energy
theoretically you can make more energy going down hill but there isnt always a downhill
@@swecreationsI think it was the other way around... The weight of the vehicle, 20 tons, cargo 13 tons.
I think the trailer was full on the floor so to speak, but the vehicle didn't reach the maximum weight, which I don't know in Norway (either).
The speed going uphill is limited by the load, grade and maximum continous output of the electric motors. Assuming this is the 480kW version with 32tons and it uses 100kW to overcome friction/losses, then my quick calculation gives 5.5% as the maximum grade it could sustain 80 km/h. At 7% only 60 km/h.
@@LoneWolf-wp9dn But going up a hill slow or going up a hill fast, you're still just lifting a set weight a set altitude upwards, how fast you're going is not a part of the equation there, that's just going to affect air resistance.
If anything you have less to gain going slow uphill since the losses from air resistance are always going to be much lower than the energy needed to lift such a massive weight up a hill.
5 tonnes of batteries and 188 km of range with full load... Waw amazing! Very economical and eco friendly.
would be nice to know what the consumption of a regular diesel truck would be. my dad was a trucker himself in germany on long haul trips and he averages about 28l/100km. considering thats around 280 kWh, it's not that much more than this volvo truck. even more interesting is the consumption of this truck on long haul trips on central europes highways. could be around 170 kWh/100km
Sounds about right, but the difference is how the "fuel" is produced which is the biggest incentive for any electrical vehicle. I think we also must remember that this technology, in its current state, is the worst version of it. Over the next years or decades it will only improve.
At 40.000 kg total vehicle weight (max. allowed payload in EEA) and 90km/h it would consume 142kW. Out of which 44kW is rolling resistance (tires) and 98kW is aerodynamic resistance (drag). At 70km/h this would decrease to 21kW drag + 76kW rolling resistance = 97kW.
The quad axle truck I drive uses 37.5l/100km in Australia
@@truckingforlife982 I hope that is not the average consumption for long distance driving... If it is, have a look at European trucks. Max 30l/100km, more towards the low 20s on long distance trips. 🙂
There are more and more Truck charging in sweden now. For example in Gävle CircleK have it also by the truck stop.
How do they charge it "over night"?. Do they always do DC charge?... Was thinking that 22kW AC charge will take its time also :)
I think you got wrong information, power of Volvo FH electric is 490KW/666 HP
That's so cool 😊
even if no possible to fully electric em.. smaller countries could have independent diesel one axle and an electric axle with some electric movement from the cargo axles maybe the 3rd and lift the front of the three !!! . tell me foolish but petrolheads will love that transition .
I wish he told us kWh size of battery and battery weight and charge time.
I wish people would read the text in the video.
I am interested in seeing how the "Tesla Semi" stacks up to this Volvo.
I think the Tesla has a lighter tractor unit, and better aerodynamics.
Spending 2 hours a day charging for a trip of less than 100 kilometers illustrates the severe range limitations of EV trucks versus ICE trucks. They are only suitable for short distance urban delivery at best.
I wonder when they are going to put batteries and motors in the trailer.
That would make a world of difference, with just the semi on batteries it's just half the story for me.
Maybe they will do that for volume transport where loading weight doesn't play such a big role. But do account that the extra weight of the batteries also consumes energy to be moved. Increasing the weight of the truck from 30 to 40 tons of weight (batteries or cargo) requires 20% more energy to move that heavier beast.
@@benetra They can put it behind a diesel truck and already safe piles of diesel.
It doesn't even need much batteries, a 50kWh battery should safe quite a bit already and later on they can put a bigger battery in anyway if they want to.
The system you described already exists. There is a company called Trailer dynamics which does tests with DB Schenker and Mercedes Benz Trucks in Germany. The trailer ist meant to be combined with BEV or Diesel Trucks.
Yeah companies with fleets or trucking companies with their own equipment could benefit from such a setup... but you still need the chargers... there are nowhere enough chargers... we will probably see in the next few years first the big routes like Paris to Berlin getting a string of high powered chargers and then wherever else... it would never work like for passenger cars with a few chargers here and there or a few hubs
@@HypoXXL
I know about them, but they don't have any camera's that work with Tesla's FSD, they don't have any solar panel attached, they got a massive battery while there already exist fast charging batteries that could become loads smaller and many other options.
Also, you can't steer it on it's own, there still has to be a semi attached to the trailer, so parking is still a much harder job then needed.
I don't think they have a megacasting either.
Nevertheless, they are indeed the leaders in this market at the moment.
uhm... since the hazard light is on... what would the hazard be?
Vibration is very fatiguing if driving all day.
This really is a very special video.
Germany would rely on hydrogen and let every truck drive like this. If you consider that it needs around 180kWh, the electricity consumption for H2 would be around 720kWh, which is definitely irresponsible.
I'm all for electric. But something still needs to be done about charging power. 500kW should be the minimum here. These trucks are more than sufficient for the last mile!!! And for the routes through Germany, everything on the train. But it is so extremely unpunctual and unreliable that every truck arrives much more punctually
Interesting
I wonder about one thing. The charger at the end of the video had cables for two trucks. But, assuming there aren't plugs on both sides of the truck, will it reach the far-away side of the truck, or is the other cable kind of useless?
It looks like this truck can be ordered with charging port on either/both sides. However you can also just pull up in the opposite direction on the other side of the charger, at least trucks without trailer and smaller trucks.
The new MCS megawatt charging standard specifies the plug must be on the drivers side. Volvo can leave the CCS plug on the passenger side for emergencies or low speed charging.
I have always asked myself why EVs are not equipped with two ports: one on either side of the vehicle. I am still stunned why Tesla puts the charging port on the driver side of the car. When parked regularly along a street, the plug is on the "wrong" side of the car. Well, except in countries like the UK that is.
@@benetra I think more Tesla folks park inside a garage than along a street and if the garage is small (or cluttered), there's enough space to exit the car on the driver side. So its easier to plug in there.
And the reasons why most EVs (the notable exception being e-Tron with the AC port on both sides, but only one DC) is you need to have double the length of high-current fat cables, probably separate contactors for each port, etc… the value added is probably not worth the extra expense and extra "safety" considerations (making sure the voltage from the charger on one side never goes to the other unplugged port). Plus some customer will try to plug the same car into two chargers to speed things up and someone will have to explain that no, it can't work that way...
It's a great test but I'd love to see some simplified mathematics next time like when cars are tested. A simple km / miles per kwh figure would be really helpful.
That's more complicated. The way I presented was already simple.
Electric truck pulling a diesel fridge unit😂😂😂
Half a load as well, it's going the right way 😂😂😂
I once saw a truck that had a 40 cm tall christmas tree in the windscreen. Seems like they can get away with anything around here.
What about the range of that electric REMA truck pulling a trailer as we see at the end of the video?
With the ~50t max weight of the truck, it doesn't make much sense to add a trailer
In Sweden, Scania has a full size EV truck + trailer hauling logs between the docks and a sawmill. Distance is 15km. So every turn is 30km (15km with load and 15 with empty weight). In the summer it can do three turns on a full charge (90km). In the winter only two turns, sometimes when it´s realy cold only one. This technology does not work for hauling cargo. This is just bad money spent.
@@windsolarupnorth7084 depending on how long it takes to load/unload it might work out with a fastcharger on one end of the trip
@@windsolarupnorth7084 How long does it take for the truck to unload/load? Install a charger so it can charge while loading and it's got unlimited range.
It’s also important to remember that electric trucks are very new and still very much developing. Comparing an Electric truck in 2030 to one in 2023 will be like comparing a 2012 20kWh Nissan Leaf to a 2019 Tesla Model 3.
It takes about 5 mins to load/unload, and they are not near any electricity.
m.ua-cam.com/video/b8Z755gDZbw/v-deo.html
at :31 it says diesel. Why?
The reefer (fridge trailer) has to be able to stand completely separated from the tractor unit and still keep cool (or warm). So it has its own power source. Which happens to be a diesel generator. The tractor IS electric though.
Very interesting to see.
We need to get this Man his Truck license financed
For daily drivers I don't see the use for rear disc brakes. 99% of the people out there have no need for rear discs.
400kW x 1000 lorries = 400MW, 10,000 lorries =4GW, which is the same as Hinckley C Nuclear power station. For 10,000 lorries. Makes you think how they recon this will work
You’re mixing up kW (energy) and kWh (power). Hinckley C (a nuclear power station under construction in the UK) might have a capacity to generate 4000 MW, and to do so 24 hours per day, so total power of 24x4000=96,000 MWh per day. So enough for 240,000 trucks to charge with 400 kWh each day, based on this rather simplistic approach, but more than an order of magnitude greater.
@@Richardincancale I'm not mixing up power and energy. At some point the power demand of the connected loads will be greater than the generation. If we are meant to be moving all heating towards electric and all transportation towards electric the peak load will increase. Hinckley C is a massive project, it's power is going to be demanded by every industry that's electricifying, it's a massive challenge.
@@Richardincancale an analogy would be running a business only looking at profit and forgetting about cash flow. You can't run a profitable business without positive cash flow. It doesn't matter how much energy a system can provide if it can't meet the power demand.
540 KWH!??? Charging speeds???
Capped at 230 kW as shown in the video. It can probably do more, but Volvo seems to be on the conservative side. Imagine going all out and being faced with the cost of having to replace the battery after only 100.000km...
Indeed@@benetra
I wonder if the windscreen wipers orientation would be better for drag if made to be vertical at rest?(Like CT)
Wind flows to the side, not over the top. On a bus in highway speed you can hear wind whisle every time wipers go vertical at the edge of the windscreen.
Consumption is not that bad, its just about 5 fat e-trons.
I think it is. A diesel one use 40L for 100km. That 400kw of energy burnt, but most of it is lost in heat.
The efficiency of a diesel engine is 40% at best, so 160kw/100km should be enough to move the truck.
@@theanthony33 40l/100km is not the consumption you'd get with the driving shown in the video. It would be more around 20-30l/100km for a fully loaded diesel truck. For the electric variant it would indeed be around 160kWh/100km at 90km/h fully loaded (40.000kg).
Imagine how long these take to recharge! Massive batteries! Time is money, down drain.
Well, the truck will spend a long time at loading docks, where they can charge.
Well I am thinking long-haul like in USA, there is no refill of cargo, just fill diesel and GO!@@flemmingfrandsen9756
Better make lots of profit, who cares about the environment?
16:31
Winter range full: 188 km (117 mi)
Winter range empty: 249 km (155 mi)
man that's so bad. I mean its great for these very short trips, but it goes to show the serious limitations of electric vehicles.
That's pretty terrible
It's good enough, most deliverys are under 150 km in EU. The averages are: "In 2022, the average distance travelled per tonne in total road freight transport in the EU was 141.3 km, whereas in national road freight transport it was 95.4 km; 611.6 km in international transport; 746.4 km in cross-trade transport and 283.7 km in cabotage transport"
@@sebastian.brottman
2kWh per km loaded and in winter.
356kWh for short distances makes the job.
For long distances you need a larger battery. At least 810kWh to have 405 km range (by regulations a truck with one driver must stop after 405km in UE)
I think consumption was conservative. Driver was really trying to minimize it. Driving 75kmh is dog slow, not realistic all trucks are passing him with 90, 95kmh speed. Truck driving is not about hypermiling, it's about making as many deliveries on time
15 000 km in 2 months here in australia 15000 kms equals 2 weeks with gross loads of 60 000 kg does not work dav i
Wow, that efficiency is really poor! Is that because the front is flat like a brick or maybe because the load is deforming the tyres a lot? 🤔
rolling resistance is directly proportional to weight. 30 tonnes is like 10 times more than a car, so there you have it.
It looks like the consumption is much higher than Tesla Semi.
It would be interesting to see the consumption of the Tesla Semi in a real life scenario in similar circumstances.
with todays battery technology this seems useless unless delivering anything within a few miles or within a city.
Imagine trucking from central europe in this only hypercharging every 2-3 hour at 0.62 EUR pr kw :O
116 miles FLAT road, what if hills? 70 miles?
keep in mind: when you go uphill, you'll go downhill as well and barely need power for that, or none at all
Nice with Electric trucks - but u really don’t see any reason to drive 55 km/h on the highway. It’s quite annoying.
Driven by Elton John, who knew.
Is it true that norway will ban Fossil Trucks by 2030?
No
in the norwegian parliament they are working on some new transport regulations and they said that all parties agreed on the conditions and some people said that this agreement might mean that they will soon ban the sale of ice cars... there is no place where this is explicitly stated and would probably have to be with a lot of caveats for commercial vehicles... as we can see
1000km only if truck is at least 50% of capacity (weight capacity)...
Let's give an EV lorry a challenge, do a quarry work, ie paid by a load
I love electric trucks, you get pairs so much to do nothing, when charging, it's a freaking holiday, who cares it takes ten times longer to do the job than. A desile ..
15:05 a tesla
❤❤❤
Range is really bad but this are the first ones... I think in about 5 years new chem, more efficient motors etc will make this trucks go 300-400km fully loaded with same battery size!
Before converting all these trucks in e-trucks, why not trying to improve their cx fisrt ?😅
You probably mean Cd, the coefficient of drag.
@@benetra yes maybe, I don’t know in english but ”cx” in french...
@@francoiscouturier9875We are talking about the same thing. 🙂
I believe a regular truck has a Cd of around 0,60 and the Tesla semi is around 0,36. It makes a difference, but for trucks the weight is usually a bigger factor than the aerodynamic drag.
Due to max length restrictions trucks in Europe are designed the way they are. Volvo Trucks are better w their aero than others but ultimately the most that could be done would be camera mirrors.
Volvo delivering the goods whilst Tesla is asleep at the wheel. The industry is starting to catch up. Tesla has a lot of work to do if they hope to stay ahead. But I ge the feeling they are stuck in their silicon valley mindset and stuggle to make global vehicles.
I would love to "struggle" like Tesla. Good for Volvo and REMA getting stuff done, no need to get your feelings about different companies into this.
Its not that clear cut... the range on this is pretty small... so long haul remains a dream right now especially since there are nowhere near enough chargers... on the other hand the semi does have a serious range but thats also because its much bigger so more batteries... but its so big you will never see it in europe and its still not a sleeper cab... its going to have to get much bigger to be a sleeper cab... so... growing pains
@10:07 why does he have his emergency blinkers on? Ok, so «pro» tip: It is after all strictly illegal to use it when not in emergency, and norwegian police has said they will actually start enforcing the rule and giving out quite steep citations, especially towards delivery vehicles thinking it is a «get out of jail card» for braking traffic rules. I guess it is at a private area in this video, so no problem, but a surprising amount of drivers do not know this.
@@hepphepps8356 Did the police say anything about when they will do this? It is ingrained in Norwegian delivery drivers that you can stop anywhere it is convenient for you as long as you put on the emergency blinkers. If you are quick you will get away before you get a fine. If what you are saying is true, then the blinkers actually WERE a "get out of jail card". And possibly it still is. I didn't know that. I thought is was just a sign to other drivers of "I know this is illegal, but I will be gone in a couple of minutes, sorry, not sorry."
@@LoneWolf-wp9dnThey have a long haul truck as well with a bigger battery and faster charging
188 Km of winter range on full load 😂