My First Time Seeing The New Series Production Tesla Semi! Full Tour & Ride w/ Dan Priestley

Added: 2026-05-09

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[00:00:34]Yes, Tesla semi time. I am so excited to go for another ride in this vehicle, but this is going to be even more of a special episode. This will be my first time in the new updated series production Tesla Semi. In the past, they sort of had their early beta prototypes.

[00:00:50]I would argue actually looked better, but this is more aerodynamic, easier to fix, and there have been a lot of small improvements and changes to the series production version versus the initial batch that were sort of out there gathering data and testing. Not only are we going to go for a ride in this thing, and I'm able to share that full experience with you, we will be with Dan Priestley, who's responsible for the Tesla Semi program from Tesla. This dude is awesome. He's legit. He's hardcore.

[00:01:17]He's to the point. He's honest. I really like him and so it's a really cool opportunity to get one of the people who's very responsible for this vehicle on the channel and of course interacting answering questions and things like that. So in this video it's Tesla semi semi time with Dan. I am so thrilled.

[00:01:41]So here it is the new version of the Tesla Semi. You have a updated front end to it. There's some different power electronics. There's so many little changes Dan will go through with you, but this is going to be a very quick taste, a little appetizer, if you will, to the Tesla Semi. I will, I promise, I've already asked Tesla. They already said they're working on it. Go out to the factory and spend some time with the Tesla Semi team so that we can go and nerd out and do all the stuff. We're here at ACT in Las Vegas at the convention center. And basically Tesla's here just giving rides to people uh to experience the truck. most people aren't able to film. So, I want to say a huge thank you to Tesla for making this happen, taking Dan's time, uh, and letting us go for a cruise with him. So, we've got the newest generation Tesla Semi. I'm going to run back to the office and explain some, you know, just some information for you guys, backend stuff, and then we'll go for a drive with Dan. I love this thing. This is like my dream daily driver. So, here you'll find for 2026 the updated model page for the new semi. Um, forgive me for not doing this on camera. I'm actually still traveling home. You can see up to 1.2 megawatt charging capable, which as on a C rate is pretty not crazy. Um, you know, the charging performance for this really just needs to match the dwell time of a daily usage vehicle, which it'll certainly do. Um, the energy consumption sounds good, 1.7 kwatt hours per mile. But just think about that for a second. It is still impressive, but that is kilowatt hours per mile, not miles per kilowatt hour. I see see so many people online get these two mixed up where they're like, "What?

[00:03:20]My Rivian gets worse efficiency." I'm like, "No, no, no, no. It's like, you know, burning over 1 kilowatt hour per mile and then the range with a load is 500 m." Um, there have been some nice updates to this generation. We're going to run through those with Dan. It's just a cool looking vehicle. even updates since some of the photos on the website were taken with UI changes. And um I guess we should run down to the specs here where you can see you have an 82,000lb gross combination weight.

[00:03:49]Electric trucks do get 2,000 lb extra um over the 80,000 lb standard from DOT. So they have a standard range and a long range. We have a video I'll link below that goes through the expected battery capacities of each of these. We'll discuss the EPTO at the end of the video. And of course, if I go over here to the long range, you'll see the extended wheelbase. And you have uh three independent motors on the rear axles and your fast charge of 60% of range in 30 minutes, which is, you know, again, poor for car standards. But when you're talking trucking, it actually fits perfectly with what you're able to do um with trucks. The big concern with electric trucks is their weight and cost. Um the um we'll talk to Dan a lot about ROI on a vehicle like this. You know, when's the break even period? It's very quick. And of course, the curb weight is um another concern because of course you can only go up to that 82,000 lb gross. So the curb weight of the long range is 23,000 lb and the standard range is under 20,000 lb, which means of course you can haul more with the standard range, but you're going to have less battery in there. So just a quick overview here. Let's get back to the main video and of course we'll do a deep dive on this when we're able to.

[00:05:03]>> Guys, you join me with Dan. Dan, thank you so much for taking the time.

[00:05:06]>> Great to be here with you, Kyle.

[00:05:07]>> So, um, very quickly before we go for a ride, what are the differences between the version one sort of beta build, if you will, versus the serial production version that we're looking at here.

[00:05:18]>> We've made a lot of updates, and I mean, the most notable was obviously the front end, you know, new headlight design, new front fascia, and that was really done mostly out of cost reduction. I mean, it provides a nice stylistic benefit and it now kind of jives with the rest of the produ uh car family, but really it's about cost. Uh the light modules are cheaper. We're bringing them over from other products. The fascia has been redesigned to a three-piece fascia. So, that means that like if you get into a little fender bender, maybe somebody backs into you, for example, in the trailer yard, you just have to replace that one corner rather than have to replace the whole fascia. So, we've really tried to lean into the total cost of ownership piece across the whole vehicle design. It's just more apparent on the front end than in some of the other places. But the rest of it, particularly if you start to poke under the skin or under the hood, it's about migrating to high volume manufacturing techniques. So you've got a lot more things like stampings and castings and whatnot versus before they were low volume fabrication. So it's really a big evolution. And then we've integrated a lot of technology from the other platforms that from the time that we uh released the first version of the truck to now has come along. So, we've got 48VT system, Etherloop communications.

[00:06:25]Uh, we've brought over uh some new things into the drivetrain. Battery pack has evolved and is now 4680. Shares a lot of commonality with how we make that with some of the other 4680 products.

[00:06:36]So, overall, it's just been this giant evolution where we've taken all these great things have been done at scale and brought them into a truck and that'll make the truck that much better, lower cost, and higher reliable.

[00:06:46]>> So, a couple things before we run around if you if you've got a second. Uh, are we running MCS3? Whatever the newest version 32, so you can plug in ideally with everything because the early ones were on the old pre, it was like MCS2, right?

[00:07:00]>> 2.4. Yeah. I mean, we needed to take a stab at have something that could do high speeded charging for the early fleet.

[00:07:06]>> This wasn't ready yet.

[00:07:07]>> This wasn't ready yet. It wasn't, you know, fully out there and we weren't going to wait. And so, we just said we're going to get something in the ground, but we're not going to let that slow us down. So, uh, we're moving over to the 3.2. Interoperability is a big part of that and we're excited to, you know, bring the rest of the world into that as well when the time comes.

[00:07:22]>> And the 4680 cell that you're using, how similar is that to the Cybertruck cell?

[00:07:27]What's different?

[00:07:28]>> It's quite similar. I mean, we're trying to leverage the same production capacity that we have. So, it's the same lines, for example. So, um, we're really trying to evolve the cells as a company based on their duty cycle and their use case.

[00:07:39]And so you start to see more uh you know effort you know for things like cybercap for things like semi where you have a lot of energy throughput you know biasing more on that direction versus other products you might push more in the high-speed charging side or some of the other factors but at the end of the day it's about matching cell chemistry with the right product.

[00:07:57]>> Totally. And that's the name of the game and that's where you know having a cell that can last a really long time really matters. Um there's two versions of the semi. There's a standard range and a long range. Is there an external way to tell is the low high roof? Cuz that's kind of what people have been saying online.

[00:08:12]>> Oh no. So the roof is actually independent of the variant that you get.

[00:08:17]So the roof there's high roof and there's low roof. The high roof is great if you're doing drive van operations. So if you've got a big box, you don't want to be pushing a wall down the road. So the high roof is designed to aerodynamically match the height of that roof versus the low roof if you're doing tankers or you're flat bedding. you're doing something that has a lower profile or maybe your local delivery where you're more at risk of hitting something and the roof, the high roof would actually be more of a liability than an asset because you're not doing many miles, you're not going high speed, so the range benefit is small, but the if you knock something, you know, that's a little bit expensive.

[00:08:53]>> Sure.

[00:08:54]>> So, what we're trying to do is make sure again customers have the uh tool to do the job. And so, roof is one piece, but then the range is the other piece.

[00:09:02]long range here. So you can tell cuz we have the long wheelbase more >> long wheelbase. So that's the thing. And like the biggest way to tell is this area here. So where this storage door is on the long range, this whole area doesn't exist on the standard range.

[00:09:14]>> Okay.

[00:09:15]>> So essentially there's uh another battery pack in there. So there's three battery packs in the long range version.

[00:09:21]There's two in the standard range.

[00:09:22]>> Is it the same voltage between them or wired in parallel? Okay.

[00:09:26]>> And uh you remove you could functionally think about it if you remove a battery pack and the whole truck squishes.

[00:09:31]>> Yeah. And does your payload go up at that point? Can you tow more with the standard range?

[00:09:35]>> Yeah, so the standard range is a few thousand lbs lighter, you know, tear weight of less than 20,000 lb. So it's payload in a typical drive van setup is about 48,000 lb versus the long range about 45,000 lb.

[00:09:46]>> So it really just depends on your operation and like what you need. But yeah, the standard range works really well for lower range or more mass sensitive applications.

[00:09:55]>> Last thing before we go for a ride, cuz I know we're super time crunchy. Um, you have two different drive units back here. You have a clutch disconnect on your power axle is how I think you refer to it. Um, which is what and what has changed between gen one and gen two.

[00:10:08]>> So the the mid axle, the foremost axle of the rear is what we call the torque axle.

[00:10:14]>> Um, and that does those high power maneuvers. So initial takeoff, overtake, high-speed grade, >> and it's a permanent magnet motor, which is why you have to clutch disconnect.

[00:10:22]>> Yeah. Well, it's not even just about that. It's also that uh I mean even if it wasn't, the gears spinning is windage loss.

[00:10:29]>> Absolutely. And so by disconnecting you fully eliminate all of the gear stages from spinning and thus reduce drag even more.

[00:10:36]>> So it's really about optimizing efficiency. The motors so rotor stator and inverter are the same in all of the positions. So there's two motor gear boxes on the torque axle. There's one on the rear axle. Motor stator. So rotor stator inverter are the same in all those positions. Gearbox is different.

[00:10:54]And so the torque axle is a higher gear ratio designed again for those high torque maneuvers. The efficiency axle is designed so that when you're at highway speed, you're running that motor at the heart of its efficiency.

[00:11:06]>> Absolutely.

[00:11:06]>> So that's why you disconnect this.

[00:11:09]Everything inside goes to a standstill, wheels still on the ground, still spinning, supporting the load, but then all your energy goes to the rear end.

[00:11:15]>> And that's something we won't feel on the drive today, but I'm really looking forward to feeling the connection process, how that feels. you know, does it clunk when it kicks in or is it really super smooth? What's your impression?

[00:11:24]>> Uh, it's smooth. It's seamless. So, that's awesome.

[00:11:27]>> Um, when you're low speed, all wheels are engaged and then when you get up the highway and you no longer need it, we clutch this out. But we only do it once torque is no longer needed. So, the driver is unaware. And then when torque is needed, either comes in because cruise control is on or because the driver asks for it. What happens is that by the time this unit is saturated with the amount of power it can deliver. So it's running at some percent, let's say like 30 40% capacity, maybe even less.

[00:11:54]By the time that it ramps up and gets to 100% where this is giving everything it's got, this one's already fully engaged. So there's no turbo lag, there's no jerkiness, it's completely smooth. The driver doesn't know it's happening and it's a really great seamless experience.

[00:12:07]>> And unlike some of your competitors, you are a single gear ratio unit. You do not shift, right?

[00:12:12]>> Uh no. So they're each again the axles have different >> they have their own separate but you're not changing >> there's no shifting right it's not a multi-speed axle >> that's a real key benefit cuz I've driven some medium and heavy duty electric trucks with the you know four-speed transmission for example and I'm like okay that's not really an EV experience drift >> and we've updated the rotor uh you know improve the stator as well so stator inverter come directly over from Cybertruck rotor unique to semi but um you know is nextG and you know really helps on both efficiency power availability ility, higher reliability than the last one. Just improvements all throughout.

[00:12:46]>> That is so exciting to hear. Now, I don't know if Tesla's ever communicated the actual battery capacity in the truck. Do you like to talk about miles or are you willing to share battery capacities?

[00:12:57]>> I mean, we haven't talked about it because we like to talk more about what the truck can do, right? You know, it's kind of like how Apple got rid of citing a hours in their phones and now they talk about battery life. Same idea is like full day battery life, >> right? It's here to do the job and you have enough energy to do the job, >> but we've integrated the pack and improved the efficiency so that not only do you have the range to do the job, but we've able to cut out the weight so that way you've got the weight and payload capacity to do the job, too. It's about blending those two and those are the things that matter to our customer.

[00:13:25]>> Absolutely. You might find another truck out there that has another 2 or 300 kwatt hours on there, but it's significantly less efficient. This >> and more expensive and heavier and all those things.

[00:13:33]>> This would be the way to go. So, I'll find out the capacity one day. Don't you worry. I think we already have in a previous video, but thank you for taking the time to walk us through some of the EV stuff. Yeah.

[00:13:42]>> In the future, we're definitely going to nerd out about chassis and payload and all the other stuff. Let's go inside.

[00:13:48]Let's do it.

[00:13:48]>> So, you mentioned on the main stage, you just came off your presentation, which was wonderful, the little fireside chat, and I caught the tail end of it. You mentioned that the experience from a Tesla owner, which many of our viewers are, is kind of the same between here and the car. Let can you explain preconditioning or keyless access how that all works cuz I noticed the key card reader was in the handle there.

[00:14:09]>> Key card, you know, just right on the the handle there for very similar to the B-pillar tap on one of our cars. So, we've really tried to bring over a lot of that and and some of that is just because we've gotten a lot of learnings of how folks interact with EVs and some of it is that from a reliability and like building out a feature perspective, we're in the main line with everybody else. You know, we're not having to go develop too much stuff that is bespoke for semi. If it's critical for the job, absolutely. We're prioritizing it. But a lot of the other nice to haves have already been de developed within the vehicle or the passenger car space and we just bring it over. So where's your vehicle? Right? Pull out your phone, look at it. Climate preconditioning, the controls from the app. All of that keyless entry or so we use the key card today, but phone is key that comes over.

[00:14:51]And that's really great in a fleet environment because a driver can get assigned to different vehicles on any given day. And so similar to that, we brought over cloud profiles. So, your profile will come with you. Seat mirror positions come with you. So, if you're in a fleet of a thousand trucks, doesn't matter which one you get in, it feels like your truck.

[00:15:08]>> It's amazing. Your Spotify loads up right in there.

[00:15:10]>> That's the idea.

[00:15:11]>> The jam. Um, I'm just noticing you've got a bunch of cameras and stuff on the outside. What is the plan for adaptive cruise lane centering maybe type of, you know, FSD like features? Would any of that ever make its way over here?

[00:15:22]>> Yeah, I mean, we're highly focused right now on launching the truck and getting those critical safety and driver convenience features out there. And so, you know, notably automatic emergency bracing, forward collision warning, you know, those are really, really important for the heavy truck space. And so, that's where we're putting a lot of effort and attention right now. Over time, autonomy is very much in line just like it is with the rest of our products. We see huge opportunity there.

[00:15:43]But right now, we're focused on those driver safety aspects, but the camera hardware, it's the same. So, same camera modules, same similar cleaning strategies. We're taking a lot of the same learnings, same autopilot computer.

[00:15:54]Again, all about going back and learning as a company and taking advantage of both these different applications, but also our scale to get the best possible product out there in these, you know, high uh uptime type applications.

[00:16:07]>> And is the steering rack electric where if you wanted to, it could control the steering.

[00:16:11]>> So, yeah, steering is now fully electric assist. So, in the prior version, it was a hydraulic assist.

[00:16:16]>> Made quite a bit of noise.

[00:16:17]>> It did. It had this lovely, you know, tone to it, if you will. Uh, but now it's like dead silent. on center behavior is great. Steering feels really wonderful. But the uh the all electric, so it's not steer by wire like Cybertruck, but we're using very similar componentry. So we understand it very well. They're independently both powered and have communications. So they're quite redundant. Uh but it really just is a big movement both in terms of reducing single points of failure, which is great for reliability and eventually autonomy, but also uh from a driver field perspective, it's really provides a much better feel than the prior system did. Well, let's jump inside because we we're running down to the last four minutes here. Um, but dude, I think it's so cool that you can update this to do lane centering. Like all the hardware is capable. And as far as I'm aware, most trucks don't offer something like that.

[00:17:06]So, to close the door, super nice selection on the uh door hinges, by the way.

[00:17:12]>> Thank you.

[00:17:12]>> What do we have going on from a software side? Is it okay to show all of this?

[00:17:15]Yeah. So, we're uh I mean, we're still working on the UI, but this is a great uh the team's done a huge uh lift and push to get us to a point that we've got uh something we're really proud of here.

[00:17:24]>> Yeah, this looks different than when I've seen it before. Um way crisper.

[00:17:27]You've got the new 16-in screens on here. And I'm noticing you've got your temperature and you've split up the controls left to right. So, is this more truck control and that's more entertainment?

[00:17:38]>> You got it. So, you know, you've really it's nice because you can just like ride your hand right along down the side and you know on the passenger car side just because of the way the angle works with the seating position versus uh the screen position. That bottom bar is really where you you tend to gravitate towards. But in the truck of with the slightly elevated seating position, it's great to have uh the right down the sides here. And yeah, we can display like you could almost think of it as like critical truck information and more like critical human information over here or driver information. I like that.

[00:18:05]That's >> so like nav is over here along with all of the creature comforts, infotainment, etc. versus Yeah. This is much more, you know, truck control. Um, and so you got tire pressures, TPMS up right now showing your air pressure, but you've got fifth wheel control.

[00:18:21]Exactly. Yeah. So, we've really tried to, you know, put these into discrete buckets where it's natural based on that grouping, but at the same time ensure the driver has all the tools to immediately do their job.

[00:18:32]>> Very cool. I'm going to hop in over here on the right seat. Yeah.

[00:18:36]>> And um I just love the cab. Now, obviously, this is a day use cab. Um I'm sure you've thought about some of the >> maybe not RV, but sort of long long use cabs. You could sell this as an RV though and then everyone could drive one though.

[00:18:50]>> I think I get asked about an RV about once a week. All of us really want one.

[00:18:54]>> We have so many good ideas and like I I think it'll be it'd be super fun whenever the time comes. Obviously, right now this is our our focus, but >> uh at Tesla there is no shortage of electrifying just about anything. So, uh we'll see what's on the road map, but yeah, I get asked about an RV a lot.

[00:19:08]>> Amazing. So, when we go into gear, there's no technical parking p. You go neutral and engage the uh air brakes, right?

[00:19:14]>> Well, so there's no parking p, but there is the park brake is applied. So, there's not a pull in the gear case.

[00:19:19]What there is is there is a air park brake. So, it's actually a spring that is currently compressing down on uh the caliper. Okay? So that's what prevents you from rolling away. And then so what you do is you then release the that brake. So you apply air to the system.

[00:19:33]It pushes that spring back and that's what allows uh you to then free roll.

[00:19:37]>> So that's where >> got >> Oh, sorry. I didn't close the door.

[00:19:42]>> But you can do it from the driver's seat. So that's cool.

[00:19:44]>> I mean the long arms do help, but yes.

[00:19:46]Yeah, we for most folks they can as well. So yeah, you uh release park brake uh and then you're now in neutral. And just like our uh some of our other cars, you just shift to drive.

[00:19:57]>> There you go. That's it. It's quite it's quite uneventful, but um >> is there one pedal driving in the truck?

[00:20:02]>> Yeah. So, we do regen. Um you know, we don't uh because of like the interaction with with the trailer. Uh the regen behavior is a little different like we modify the regen level based on the load that we sense. And so, >> so Cybertruck has that function as well in a lesser extent. And in a bobtail mode like this, we uh you really clamp down on, you know, the total amount of uh power because you don't need a race truck in the yard, right? You know, so it's really >> it's really meant to be, you know, something that's controllable and everything. And then you get more torque and more power once you're out on the road.

[00:20:36]>> And what is the maximum system output?

[00:20:38]If you were to load this thing up to max and climb a grade, are we talking, you know, 5, 6, 700 kilowatt range?

[00:20:44]>> So, we have a couple different offerings. We've got a uh like 525 kW uh offering as well as a 800 kW offering.

[00:20:50]>> Okay. So, you can make a race truck out of this thing if you wanted to.

[00:20:53]>> Yeah. And I mean technically we actually have more capability than that on board.

[00:20:57]Um but you just don't need it. And you we bias towards a little bit on the reliability side uh there, but yeah, the system is uh you very capable of doing you know at gross combination weight rating highway speed. So you can go tackle, you know, mountainous terrain and you not have to give up uh the speed and be the dog in the right light.

[00:21:17]>> Very, very cool. Now, I'm already noticing how quiet this is compared to the previous one that I've been in.

[00:21:22]>> Steering noise dead silent. Can't hear it at all. The HVAC noise has even gotten quieter, it sounds like. And the whole cabin feels much better insulated and sealed.

[00:21:32]>> Yeah, there's um I mean the team has done a lot of work on the MDH front and uh so noise, vibration, and harshness.

[00:21:38]And you know on that point um yeah steering way quieter and even on that HVAC point controlling aerodynamics makes a big difference. Uh and then we've like there's laminated glass uh really keeps a nice quiet cabin experience.

[00:21:54]>> Mhm.

[00:21:55]>> Um and then the other thing is that we actually pay attention to what we call aerero acoustics. So um I think I just go this way.

[00:22:05]>> Yeah. I think left and no one else is here. Yeah. So, um we do we really look at uh you know down to for example uh the wiper angle. Um we have like tweaked it slightly about 3° because it cuts out noise in a particular speed band at highway. And so we look really closely.

[00:22:25]I mean the mirror leading edges like you just start chipping away at all these little points that could potentially introduce additional cabin noise. And we really try to create this wonderful calming smooth environment because you're operating a truck for more than 10 hours a day. And operating in a like really calm environment that's quiet just helps provide you with more energy.

[00:22:48]It is less draining throughout the day.

[00:22:50]>> Yeah. And you got a great sound system.

[00:22:52]I remember from early one. It's like actually surprisingly awesome.

[00:22:56]>> Yeah. And we're uh you know working on that to make it uh you know something that trucks are uh truckers are happy to you know listen be it podcast uh you know the music whatever it is you know have a good experience.

[00:23:06]>> Mhm. Yeah. And I'm not really sure where we're supposed to go other than maybe left again.

[00:23:10]>> I think we're going left again.

[00:23:11]>> Um it is so cool to be in this vehicle.

[00:23:13]Obviously you've captured a lot of like hearts and minds of your Tesla enthusiast base, a lot of your owners and a lot of EV drivers out there. But really it comes down to TCO for this. if the numbers make sense, if the reliability is there, um then fleets will buy them. And what is that looking like from your perspective?

[00:23:31]>> I mean, the TCO is there and, uh, you know, it does have some variability and intricacies depending on the region that you're in and the operation that you're in, but if you're running a reasonable number of miles, your TCO is almost certainly there. Uh, you know, we really like to think that, you know, these trucks are meant to push energy through them. And you know whether it's you've got those longer halls like the 500 mile range can do or you're doing more of the regional and the draage halls like the standard range can do. The standard range is cheaper so you don't need as much of that energy throughput. We really really focus on you know making sure TCO solves holistically. We're you know pushing down on price. We are making the truck more efficient which is like less electricity expenditure. You know uh at the start of the year so this is before the supply chain shock and the recent uptick in diesel prices. you know, more than half the country saw a TCO in a a payback over diesel in less than five years. And so, you know, that's a pretty attractive standpoint for a business, but we have some that are way faster paybacks. And we're going to continue to as we ramp up uh increase volume, decrease cost, just like we've done on our cars. I think we're going to be in a really good position to serve uh the majority of the market here very quickly. Well, I think you're doing an incredible job, not only for um you know, just just getting electric trucking out there, but also being as transparent as reasonably possible. Um especially through your online post. We enjoy seeing you interact on X, so thank you for that. And um yeah, thanks for the ride as well. If one last question for you before we end everything. Um, if there's one message you wanted to get across or one thing that you keep finding people asking other than the RV question, what is it that you wanted to dispel out there?

[00:25:11]>> I mean, we get a lot of questions. I think it's on the charging the service aspect, right? Because look, you're it doesn't matter if you're an owner operator or you're a fleet. You have a new truck. Well, you've never interacted potentially with an EV at all, but you've never interacted with Tesla as a truck OEM. So, how do you know you're going to be supported? And that's where we're bringing over that same mindset of seamless charging experience, uh, you know, that specialized service to the heavy truck side that we have on the the car side. And so it's really that like we're tackling this as an entire ecosystem where we know that we can't just put out a truck out into the world and we know those customers need to make sure they can do their job dayto-day and have something underneath them in the event that something happens and sometimes it's outside their control. I mean we can make the truck all reliable but the world introduces chaos and there's there's accidents and incidents and all those things and we're there to help them and support. So, the TCO is there. The long-term ownership experience is there as well. And as we go to scale, it's important for folks to know that they're going to be taken care of throughout their entire ownership.

[00:26:11]>> Great. Well, thank you for the time. I know we're a little bit over. The viewers really, I'm sure, appreciate it.

[00:26:16]I really do as well. And uh this was freaking awesome. I just I love the semi. I can't wait to get mine. And uh >> yeah, good luck with your upcoming CDL adventures.

[00:26:25]>> Yes, thank you. It's going to be a journey, but I'm doing it so that I can cruise around in this thing and run it through testing. So, it'll be really fun. Thanks again and uh good luck with everything else you have going on.

[00:26:35]There's a line of people waiting to ride in this thing and uh I appreciate you taking the time >> guys. Check this out. Really cool thing on the Tesla semi of course is the mention of a 25 kW EPTO which is essentially coming from there into here.

[00:26:48]Now this is a completely new standard that needs to be developed for electric power takeoff. And I was really curious how they were going to do it. And this is not the finalized version but there's a committee designing a cable. think J1772 or J3400 for Knack. This will become its own new standard for electric trucks to power electric equipment on trailers. And here we have a Tesla Semi and we have a European version of a Thermo King fully electric reefer. And it's all being powered through this 25 kW EPTO. Tesla says they told me they could even juice it up a little bit more. Um, you know, but they're just trying to communicate a nice, you know, easy number. It's got Ethernet communication. It's got a few different cool things in there. And um I think it's just awesome. There's breakaway springs in this connection. So, if you happen to drive away with the uh fifth wheel still connected, it will unplug.

[00:27:40]But also, because there's Ethernet communication, it can communicate truck and trailer. And obviously, something like this doesn't work if you just use it for one specific truck and one specific trailer. Tesla's working on the committee to make this type of connection ubiquitous across the industry. the same communication, the same everything, similar to a J3400 or Knack standard or MCS. I don't know if this truck's unlocked, but similar to a typical charging situation where everything communicates on the same language, you could take the same truck, plug it into many different brands of trailers, and you would just get everything back and forth. It's a really cool idea, but now we finally know the cable type that they're using here and the connection type to pull this off.

[00:28:24]And uh this is it right here. It's electric trailer refrigeration units, pumps and blowers for tankers, electro-hydraulic systems for vocational works. It's AC or DC capability. They're they're using the same PCS from Cybertruck. Hopefully an updated one that doesn't break as much. And they're doing 465 volt AC singlephase or three-phase with configurable voltage frequency ram or up to 680 volts DC with pre-charge functions as well. So you can run AC or DC through here. single or three-phase, which is awesome. And you can see your impact on your range. It's going to be pretty minimal. 25 kilowatts isn't too much, but totally configurable. I really love this idea.

[00:29:04]This is super smart. And I just met the guy at Tesla that's spearheading this, and he's like, "Yeah, let's throw it in the video." I'm like, "Absolutely. This is so awesome." So, very nice.