Nice IVECO drive. It wasn't mentioned because this is a Nikola promotional piece, but Nikola didn't design the truck and doesn't build it - it is an IVECO S-way, designed and built by IVECO and assembled and equipped with a fuel cell system by Nikola.
Does it works? Netflix video said that the first fraud, Nikolas bought an Italian design. Now, is Nikolas motor legit? California thought it us last November.
Dude…not accurate: “The Italian truckmaker and Nikola had formed the joint venture in 2019 to help Iveco, then part of CNH Industrial (CNHI.MI)…” and “The two companies will continue to share and develop certain common technologies, while Iveco will remain an important partner and key supplier to Nikola, they added.” In other words, the two companies brought their individual tech and manufacturing capabilities together, via a Joint Venture, and made the truck shown here.
The marking blurb is all correct,@@zefrum3 - it just doesn't mention that Nikola has no technical capabilities and their manufacturing capability is just that assembly plant. Nikola Motor buys the fuel cell system from Bosch, and gets the battery from the company which they bought for that purpose, and Iveco supplies everything else... even the electric motors. If you buy a pickup truck from Ford and bolted some big wheels and tires on it in your driveway, you could say that you and Ford "brought their individual tech and manufacturing capabilities together, via a Joint Venture, and made the truck". Yes, you're Nikola in this analogy.
It removes the skill needed to drive a large tractor trailer so the roadways will become more dangerous because ppl who are not skilled enough will be able to get down the road! They are known as steering wheel holders! The Automatic transmission in trucks started this process! Not good I promise!
@@theglitch99what? This is some hillbilly logic. I have no idea how skill has anything to do with this or how this truck does anything except improve working conditions. You're the only one that likes the sound of your Jake brake going off at 75 mph.
@@jer280 Seems we have a lot of rednecks/hillbillies on this channel for some reason. 😲I don't drive at all, being from the San Francisco Bay Area, but if I were to drive, it would be battery or hydrogen, definitely. We'll have to see how solid state batteries go. If they give us 500 miles on a truck like this while hauling, maybe we never need h2 for trucks. Still need it for trains, aircraft, ships, heavy construction equipment, etc. 🙂
The tilting steering column is presumably a standard IVECO S-way feature, along with all of the cab interior features mentioned. These features are unrelated to the energy source - they're the same in the diesel version. This is much of why the truck seems "finished" - most of it has been finished for years and has been in mass production since 2019... and that's a good thing.
@@laloajuria4678 And how much cars/trucks/housholds can that electric gris take, before it collapses. Also have you stopped and think what happens to the batteries after they degrade in 10 years time
@@ИванТодоров-п4м we can improve grid - we are good at fixing obvious long term issues. The battery is a problem environmentally, I agree. Maybe recycling is a viable option, but I wonder, too. But hydrogen infrastructure is non-existent, making hydrogen is costly, the fuel cell is a high pressure bomb, and it is dangerous to fill - big pass. Why not stick with propane or diesel vs hydrogen?
The unfortunate thing as an OTR driver myself, is the fact that it only goes 500 mi per fill, the sleeper is not driver centered, so no OTR driver would want to be in one for days on end. The diesel truck I drive now goes around 1100 miles per fill up, and the sleeper is set up so that when I'm on my breaks, I'm actually comfortable, and I'm able to have food and entertainment while I'm on the road. There is a long way for this to be an actual tech that will be viable for OTR applications.
@@russella90 I'm a huge supporter of hydrogen technology and I'd like to have Nikola reach out to the rank and file OTR driver and let us tell them what we need. The only channels I've seen cover this have nothing to do with the transportation industry so I don't know what kind of information they're getting from people like me with 21 years of over the road experience. But I'd like to see the range over 1000 miles, I'd like to see a driver centered sleeper, I'd like to see how hydrogen technology works in colder climates unlike battery technology that would completely fail, and to have one drive axle with a tag axle on the rear, Eaton Fuller stopped making trucks with that kind of transmission because it's unsafe for drivers. There's a lot of great stuff that's available with hydrogen fuel cells, I am happy to get on board once the technology meets the needs of drivers like me that drive 10,000 miles or more a month.
@@Dills1995 160 gallons will give you 1100 miles in a 2016 tractor and the newer trucks are even more fuel efficient. The future will be what the drivers will drive. That's just fact. As the trucks stand now there's not a driver that would drive that long term over the road. We live in our trucks for weeks at a time and it's a home on wheels, if you'd deal with that God bless you, but no one I know would 😂
Drag coefficient matters in all road vehicles,@@akira28shima32, especially those driven at highway speed... regardless of the energy source. Some battery-electric trucks have better front-end aerodynamics than their diesel equivalents because they don't need as much radiator area, but the fuel cell truck needs _more_ radiator than a diesel. While there may be an aerodynamic performance difference between a cabover and long-nose truck, other factors are typically more important in the choice between the two styles.
@akira28shima32 drag coefficient matters in any highway-speed vehicle, regardless of the energy source. Among the EVs based on conventional trucks, they generally have the same cab as the diesel, but of course they are typically the models with better aero (not the square-hood traditional models, and not the tall-radiator "vocational" variants). A battery-electric truck can have a smaller radiator grill thsb a diesel because less cooling is needed, but that doesn't apply to a fuel cell truck.
For people who do'n't know, the cab is a european one from Iveco. Its the S-way cab, its a full size european sleeper cab not as theybsaid a daycab, i has a bed behind the seats, and notnsure if this one has it, but under the bed is a full size fridge, over here theh are well equipt trucks for long haul
It does appear to be a high-roof AS Sleeper cab, even though IVECO offers the S-Way with an AD Short cab. It also appears to be bare, with no mattress so perhaps no refrigerator. Sandy Munro did a test drive and had more comments in his video about what is in the cab behind the seats.
@@hankmoody7521it took 190Kg of H2. That would take 2 hours to fill with the current Hydrogen pumping. Ridiculous. And expensive. At the cost of hydrogen in CA for cars it would be 6700 bucks to fill!
Well no one mentions that truck is a Italian made iveco and no one in the usa has ever driven a European cabover before but this time its electric or hydrogen so yes it's a nice thing to drive.
This tech is excellent, and since it’s capable of OTR, installing hydrogen fill stations at truck stops would be much easier than trying to populate every gas station with hydrogen for cars. The batteries are smaller than full EV, so lighter truck does not take away from load capacity plus less mining to build them. This should be the future of trucking.
I'm afraid there will be nothing easy about building out hydrogen fueling stations. Hydrogen storage is very expensive as it is kept under extreme pressure (5,000 to 10,000 psi) and is the smallest molecule, so leakage is inevitable, no matter how good your seals are. Production of Hydrogen is another problem as most of what we have now is extracted from natural gas and is a fairly energy intensive process. Beyond that, electrolysis of water uses even more power. By the time you add up all of the difficulties in production, storage and transport, it is marginally cheaper than diesel, but not anywhere close to the cost and efficiency of battery electric. Electricity is ubiquitous, so it is far easier to build charging stations. All that said, I wouldn't trust Nikola as far as I could throw that truck... The company was founded by a fraud and felon currently serving 20 years in prison...
Nikola Tesla. It is so appropriate to name two of the companies of the future after the greatest inventor of all times. If you don’t know who Nikola Tesla is, without him and his work you won’t have electric power at home, no cell phone and many, many other things we use every single minute and take for granted.
This is the best video and review I have seen so far. A 6x2 will always handle better than a 6x4. I believe it is a sleeper cab, a single bunk European size. The illustrations are good and also the demo driver who is informative. I have been requesting for the longest time on NIKOLAS own site for side by side fully laden road tests on real life conditions and routes. I am becoming more impressed as time goes on, the cab and chassis is tried and tested its just NIKOLAS systems, Hydrogen-Electric and BEV to be authenticated and proven superior to its competition. TESLA, and VOLVO would be the bench mark BEV to start with. Looking forward to seeing a full review, and would like to be part of one. Congratulations to all involved here. 🏴🇺🇸
With all the hydrogen tanks full it will be equal to 72 gallons of diesel. The cost to equal 1 gallon of diesel is $15 for hydrogen Storage and cost are the limiting factors of hydrogen and no one has made any breakthrough that will change that fact
I'm about to go to work for Nikola this coming Monday. I would really like to see this tech progress in a real world application, And cater t the real truckers.
The image of the truck stripped of some covers @5:37 illustrates one of the problems of hydrogen: there are three tanks behind the cab above the frame, plus outside of the frame rail (presumably on both sides), and that still only adds up to 70 kilograms of hydrogen. That's 9,900 MJ or 2800 kWh of energy, which is equivalent to 218 kg or 273 L (72 US gallons) of diesel fuel... one small tank. Yes, 72 US gallons of diesel will drive a typical truck (with trailer, loaded to 80,000 pounds gross) about 500 miles.
This is the tech I've been waiting for. Of all the items I've seen around the fuel cell seems the most practical so long as proper planning is done (i.e. Tesla style infrastructure investments). This is the one I hope catches one, even for cars.
@@bartwaggoner2000 The main reason for me is that it has the best of both worlds in my eyes. We have the speed of refueling, which straight electric can't beat yet. There is also the fact that hydrogen is abundant where lithium and the rest aren't as. This reduces the battery requirement and transitions it to something better, in my opinion. If people are trying to move away from diesel and gas then this is a better transition item than all battery electric. Again, this is just my opinion. It's all dependent on the infrastructure to work for any change in the tech.
@@maedre45you are obviously completely clueless on how hydrogen is currently made, how much it cost to make and for it to actually be green it will cost even more. Its a complete waste of energy and is physically impossible to ever be cheaper than BEV. Trucking companies only care about the bottom line, making hydrogen DOA. Btw, lithium is way more abundant then you realize and it can be recycled at the end of the batteries life. Its a no brainer for anyone the cares about total cost of ownership.
It is moronic. Hydrogen takes 5x the energy so the fuel alone is 5x the cost EXCLUDING the added cost of building I hydrogen station which is 10x the cost of a fast charging station. The truck and the station will also require several times the maintenance. It's a garbage idea that exist to milk subsidies.
These trucks are the future the RANGE is what limits actual truck driving because of the weight. Now if the FMCSA cargo weights decreased then I believe this electrified future would work. however 80,000 pounds of combined weight will decrease electric range drastically. I get 8mpg on my diesel semi truck empty and 4.5-5.5 mpg loaded. I honestly think the industry should have went hybrid before forcing zero emissions.
A question. What limits the daily range of your diesel truck? I'll take a guess. You? You can drive for a certain time before a break, then a certain time after that break? . So, if a truck can Outrange YOU up to that break, add range DURING that break, with zero time added to the stop, then complete your maximum drive time with range to spare, then you would say that's sufficient for your needs? . If the vehicle can do that fully loaded, even better? . The Tesla is specifically designed do that (82,000lb GVW) . It can also gain time on gradients compared to your diesel. Let's say you had a total of 10 miles uphill on your first trip. If your diesel was limited to 40 mph due to the gradient, that's a 15 minute climb. If a Tesla can climb that same distance at 60 (with a full load) that's an immediate 5 minute, 5 mile advantage. Even reaching the cruising speed.... Let's say 60 again... 2 minutes? Vs 20 seconds? That's another 1.5 miles at full speed. . Time is money? Back to distance... The Tesla can *average* 60. It has 500 mile range *fully* loaded. If you ran 7 hours at 60, (420 miles) you still have range to spare. You'd need another 4(?) hours range, (240 miles) to complete *your* mileage limit. You still have 80 miles range "in the tank". You need a 160 mile top-up during *your* break. The Tesla can add that range plus more in 30 minutes (300+ miles?) . Next Let's say your going OTR over multiple days. . Where do you charge overnight? I'm waiting for Tesla to produce an adapter, NACS to Megacharge. Then, "build" a drive through lane (just paint!) at certain V3 charge locations. . You pull up at a .... 60+(?) Tesla car charge location. There's nobody there. You're in the "Semi lane". It lines you up with a V3 at the end of a row. You plug your adapter into the truck. You plug the charger into the adapter. Your truck has a facility to limit charge. You set the departure (charge end) time (6am?) 10 hours at 100 kW? It's a nice "trickle charge" for your overnight stop, also providing hookup for your needs. . The network is already there waiting to be expanded as the numbers increase. (Countries like Norway already have this.... They're closing the few Hydrogen stations they had) . The other advantages of straight Battery? (A "Hydrogen" truck IS a "BEV", Just very inefficient) . 1) Simplicity. One system, not 2 like the Hydrogen truck. . 2) Redundancy. The Tesla can outperform a diesel using 1 motor(!) It has 3. It's likely the first you know of a fault is either the truck on the Semi support team telling you. Imagine a call advising that motor 3 had a possible fault, logged automatically by the truck? Having the call centre confirm your route and GVW, then asking if they can meet at your next overnight stop to swap the motor (should take 3 hours).... The support truck arrives and swaps the motor while you eat your evening meal. Meanwhile the truck shows no stress, maybe slightly reduced acceleration, but the faulty motor was completely disengaged, no problem.
17:42 I like the separate town & country horns. I think all vehicles should have have them. I'm not even sure new Rolls Royce's have town & country horns anymore.
I see they're still using all the little electronic features to distract from the fact that they haven't actually made a single technological breakthrough...
Very cool technology. I would love to try that under load to see how it pulls. This looks workable for regional work where the truck returns ta defined place(s) each day. No, we don't have a network of hydrogen stations, but we also don't have a network of gigawatt chargers either. It all has to be built either way. The reality is we probably need both.
Kinda funny how many people are so pro Nikola despite the myriad of problems they face & the high chance of not making it. I wish them luck 'n all, but steering well clear of them.
funny as i personally see the opposite .. the majority of people is hating nikola .. despite the myriad of goals they already acheived .. and despite all the problems ..
Don't forget about the lies of their past with the con artist Trevor Milton to steal from Nikola's investors....I don't forget. I only hope to one day break back even, but not holding my breath! Just holding Nikola stocks....
I saw one on the road hauling freight on the 405 fwy in California. I did a double take because you dont see cabover semi trucks in use anymore and it was hydrogen powered.
Cab over design makes it a global truck, not american style. Volvo has this format as well in Europe. Edit: By this format, I mean hydrogen. Volvo is producing hydrogen fueled trucks for european market.
Everyone in Europe has this style. This truck is an IVECO S-Way, a regular production model in Europe (but of course it normally comes with a diesel engine).
okay, @@ericreid8111, "format" would normally mean physical form, and you were talking about cabovers. Yes, most major manufacturers have at least played with hydrogen fuel cell vehicles. None, including Volvo, has successfully gone into production with hydrogen fuel cell heavy trucks, as far as I have seen (I checked the Volvo Trucks website), although there are fuel cell buses.
@@TFLtruck yes I heard that at the end after typing this. I will look forward to that. I would love to hear what they think about refueling, are they involved or is that up to the customers. Also the 500 mile range sounded like it was under ideal conditions. Would they consider adding range, to me it should be a simple question of adding a bigger fuel tank, all the people against non-diesel trucks use range as an argument. It could be laid to rest if they could offer longer range, even if nobody needs or wants it in real life.
@@JH-je2yn I don't think there is a standard way of measuring range for a class 8 truck like there is for passenger cars. So it is reasonable to say up to 500 miles with a full load. Range depends on load weight, driving speed, elevation gain, weather conditions, etc.
26,000lbs is extremely heavy. That’s a lot of money left on the table. That only allows you to haul 42,000lbs net weight assuming your trailer weighs 12,000lbs. That’s not good. This would only work with really light freight that doesn’t pay by the ton or how much weight you haul.
The tour of the truck starting @3:44 is good, but the graphic (inserted later @3:57) shows that while Andre points up to the fuel tanks when he is talking about the fuel cell, the fuel cell stack is actually in the original engine location, under the cab between the front wheels. Fuel cell vehicles are complex, with a lot of components to accommodate, and fuel tanks which are both bulky and awkwardly shape (they must be cylinders with hemispherical ends, because they are pressure vessels). The hydrogen pressure is extreme, at typically 70 MPa in vehicles (that's 700 times atmospheric pressure, or about 10,000 PSI).
There is currently no way to GET hydrogen that doesnt involve using a lot more energy. Unless you convert hydrocarbons like natural gas, which still does the pollution. If it isnt cheaper, and it isnt better for the environment, then whats the point?
@@natehill8069emissions and air quality. There’s always going to be a naysayer. Many more see the benefits of hydrogen, even from natural gas, over diesel or an excessively large lithium battery pack.
@@natehill8069the big difference is hydrogen doesn't require rare minerals mining. A hydrogen fuel station can be ininstalled in a regular gas station. In just a few years there are going to be millions of batteries in need of replacement. Where are they going to go? There are only 1-2 lithium recycling plants in the U.S and lithium/cobalt is 100% recyclable yet.
@@WheresHerb Lithium batteries don’t have rare earth minerals. The motors however typically have neodymium, which is a rare earth mineral. And is used for both electric and hydrogen vehicles.
@@natehill8069 Yes, there no way around this problem. Now if we ever get fusion energy working. Then Electric could become so cheap that electrolysis of water might make sense.
I would prefer the hvac, axle lock, etc to be physical buttons. That would be a safe hazard to have to go through pages on a screen and take your eyes off the road.
This size of cab is used as a sleeper cab all over Europe, just add a bed behind the seats, bonneted trucks like those used in the USA do not fit in a lot of places in Europe
Nikola doesn't have a partner just for the motor - the electric motor equipped axle comes from IVECO, along with the complete chassis (frame, suspension, axles, steering, brakes) and complete cab.
It will never be cost effective. To produce 70kg of h2 you need 3850 kWh of electricity. ATM 1 kg of h2 is about 13 dollars which equates to 910 dollars per 70kg to drive 500 miles. To charge a Tesla bev semi which has approx 900kwh battery @ 13c / kWh will cost 117 dollars :/ you do the math after this and tell me where h2 semis will win?
It's not a "full fuel cell" @22:41. That's full fuel *tanks* . The fuel cell is not a storage tank - it is the device which takes hydrogen and air to produce electricity. A fuel cell stack (one cell only produces about one volt, so many cells are stacked to produce useful voltage) is a specialized type of electrochemical battery that only does that conversion; it doesn't store any energy, or any material.
Edison motors in Canada built a hybrid diesel and electric. They already did a short tow at 107k . And im 15 min from that plant in Coolidge and never seen one yet, and lucid motors is in the next town over , casa grande az. Wich just started calling employees back after the lay off.
@@ALMX5DP class 9 is typically long haul trucks. Which on average about 700 miles per day. This truck could run local depending on the size of the trailer and location.
The 6X2 configuration is common in Europe (and this is a European truck with an American fuel cell installation), but not common here. In Europe it would have single tires on the tag (unpowered rear) axle, but North American axle load regulations discourage that, so the tag has dual tires and presumably the same load rating as the drive axle. With the single tires, a Euro tag axle is commonly steered to reduce tire scrub, but this is just a non-steering tandem. With load equally divided between the axles, traction would be a problem in snow and ice; however, the display @9:53 shows that the truck is putting most of the load on the drive axle, within that axle's limit. The unequal load distribution is not normal North American practice and would be illegal in some jurisdictions, such as British Columbia (which bans adjacent axle differences greater than 1,000 kg, or 2,200 lb). A 6X4 configuration would be technically straightforward, but doesn't seem to be offered; that makes sense since there is no hydrogen fuel available except in California anyway.
I drove by one of these trucks today in Tucson... it was in traffic and was not moving as i passed it and it sounded almost as loud as a regular semi pulling a light load. It was going " WOOOOO" just sitting there doing nothing. it had a full sized trailer behind it
That is heavy, here in Europe a tractor only weights around 8 tons with lightweight units around 6.5 tons and considering a 40 ton weight limit on the road that could be a disadvantage
@@ИванТодоров-п4м you know nothing about CDL rules, there's an 80k weight limit on USA roads the more the tractor weighs, the less cargo you can haul, and there's also front axle, drive axle, & and rear tandem axle limits going through ports of entry in each state, but you probably already knew that since your a seasoned CDL over the rod driver..
Yes, it is heavy compared to a diesel version of the same truck (which is the IVECO S-Way). There is a lot of hardware, including a substantial battery.
It's a little strange that Andre asks about battery capacity @12:03 and expects over 700 kWh, since the battery capacity has been stated @5:04 and is much smaller (164 kWh), but apparently the video editing changes the order from reality.
I wonder if there will be a problem with a tag axle. If the truck is on an uneven surface, if the back axle was on a higher surface than the front drive axle, you could lose traction. I am thinking this might happen during snow or on unpaved surfaces.
I've been driving a truck now with the rear tag axle on it, and in the winter time the truck is horrible in slippery conditions. Eaton Fuller quit making the transmissions with the tag axle for trucks because of the lack of safety.
I drive a large truck with tag axle. We call it a lazy axle here in Australia. There is a button on the dash which allows me to dump the air from the air bags on the lazy axle if I need to. I use it when going over an uneven surface where drive axle traction becomes a problem.
If you think the infrastructure is not sufficient for battery electric vehicles, your going to LOVE how unprepared the infrastructure is for hydrogen. 500 miles range probably doesnt guarantee you H2 station coverage of US Interstates, let alone BF Montana. And the only way to get truck size range in a truck (train, ship) is to use LIQUID H2. Which requires more complicated storage and transfer requirements. And where is the Hydrogen supposed to come from in the first place? There is currently (and none on the horizon either) no way to get H2 on the planet unless you want to electrolyze water, which takes more electricity than you will get from using it, or you can strip it from natural gas - which releases carbon. You may as well just use the Tessaract for power.
That would only increase the range if the trailer also carried more fuel, which would not work (due to the problems of making a fuel hose connection) unless the trailer also had it's own fuel cell stack. By that point, you have duplicated every expensive part of the truck.
Tesla and Nikola or any others are great… no need to compete. It is the challenge of changing the industry that is strangling hold by current industry suppliers . Wish them all the best
Wonder if the computers can figure out, when the truck is about to go down long grades, too keep the battery’s at a lower level for max regen to help the brakes 🤔🤔🤔🤔 Great looking truck 👍🤗
They have it in allmost all newer trucks. Automatic drive shaft disconect to lower RPM of the engine to idle range while going down hill. When you press your brake and need to stop, it will reconnect and use engine to slow down allong with your breaks... or if you use your engine brake... etc
@@Viggebob i am skeptical this saves any money or energy over fossil. EV has more potential as we can use solar/nuclear. Need to crack battery recycling, though
California is the only state that has a hydrogen fuel cell station California is to blame for all this EV crap and emissions standards and such California is the reason for all this crap and doing away with ice vehicles blame California and democrats for this
@@keithrussell5093 I agree with you I mean I want choices not like eliminating choices like with the ice vehicles I rather have more choices in regards to ice vehicles staying and not being eliminating or going away that's my problem if people want EVs and hydrogen or nuclear that's fine but at the same time to me still keep the ice vehicles as well I mean I wish it was like ok if Evs are staying so is ice vehicles. But I also don't like this push on Evs like the government is pushing you into getting you to buy one quite frankly I rather have less government in our lives in regards to what we the consumer buys if we the consumer wants to by ice vehicles so be it if you don't want to change anything in regards to your home appliances no problem. There is way to much government over reach in my opinion. I always say the less government being involved in what we the consumer purchases and being out of what we the consumer wants in our home appliances the better.
Exactly. If you complain about the electric grid not being able to handle the future electric vehicle load, then you must complain about no hydrogen infrastructure.
Most people commenting here do not even know hydrogen must be produced ; not to mention compressed, transported, and then distributed. At the end of the day, you need 3 to 5 more electricity when driving hydrogen. This technology has no future for ground transportation, even for trains.
I think the biggest issue for battery trucks are the immense grid upgrades needed. They can take many years and are extremely expensive. A Bloomberg article, if I remember correctly, stated that a 5 MW grid upgrade for a truck stop takes 5-8 years and can cost dozens of millions of USD. Article Headline from Bloomberg: "Electric Truck Stops Will Need as Much Power as a Small Town" A mobile hydrogen station instead can be put in place in a matter of months and is not that expensive - just need to wait for the permit. Later a stationary station can be built which normally does not require a relevant grid upgrade.
You need to upgrade the existing substation or build a new one + lay new cables in the ground. That is a lot of expensive and time-consuming work. At one point, electricity generation might also be maxed out in the area and new generators have to be built. @@bartwaggoner2000
You should probably double check infrastructure cost comparison of electric vs hydrogen 😂. Upgrading the electric grid as EV demand grows will be much cheaper than a complete build out of a hydrogen infrastructure. Have you even looked at what it is currently costing to build a hydrogen fuel station? And where do you think all this hydrogen is going to come from? Because I can tell you right now it won’t be green!!! The amount of electricity to create green hydrogen is currently a net energy loss. Meaning it takes more energy to produce than you get out of it. Never going to happen!!!
There have been studies about infrastructure costs and grid upgrades will likely make charging infrastructure more expensive than hydrogen filling at scale, the results show. The bigger you make the hydrogen station the less it will cost per vehicle you can serve per day but with charging infrastructure it can easily go the other way due to the extremely expensive grid upgrade (have you ever checked what a substation upgrade or even a new substation costs?).@@nickv8816
@@Zorkmid123 yeah, but they have been doing real actual work for years. Have Nikola been running their trucks in actual use for years? Seems to me kenworth can just bring out a well developed product as soon as the fueling infrastructure is in place and they'll have a well established dealer network and reputation.
@@homomorphic Nikola has been testing their FCEV for over a couple years. They also have a growing dealer network. They haven’t been around as long as Kenworth of course as they are still a relatively new company.
Hydrogen looks like a great solution but the big physics and cost questions haven’t been answered. Generating, compressing, pumping, storing, transporting and the comparison in cost to other fuels is way higher. Very few stations have been built and the unsubsidized cost is not there. We just don’t have the hardware and footprint to feed enough trucks to even start to make a dent in replacing diesel. If you buy a truck today you would have to buy it with the fuel station to make it run. What happens when the station goes down?
@ezyungin95 oh I agree. I'd love to see Edison trucks on tfl truck. But I feel like andre will have his mind blown away with the capability of those heavy haul trucks
This is really cool! I really hope hydrogen infrastructure develops to where it's a viable alternative to gas or EVs. The technology is quite fascinating, and I'd love to see it work widespread.
@Tron-Jockey You are correct. In comparison to EVs, I meant mainly in terms of refueling. An EV takes hours to recharge, whereas a hydrogen vehicle can fill up in a matter of minutes, much like a regular car. I seem to recall that a hydrogen vehicle would also have more range, and more reliable range (that is to say, the range degradation while under load would be less pronounced than in an EV).
@@rogerstarkey5390 Uhh, yes. If you need to fill up any significant amount, it's gonna take at least an hour at a fast charger, far more at home. Hydrogen can fuel from empty to full in a couple minutes.
Compounding? Yes, regen is as powerful as a compression-release ("jake") brake, but because this has only one drive axle all of that braking is on that one axle.
It seems that the part that is functional and ready for production is the IVECO truck that has been on sale in Europe for several years, the part that is not functional and not ready for production is NIKOLA!
![How to Lie Your Way to $34 Billion [Nikola Motors Fraud]](http://i.ytimg.com/vi/88fWUZhYb04/mqdefault.jpg)
Nice IVECO drive. It wasn't mentioned because this is a Nikola promotional piece, but Nikola didn't design the truck and doesn't build it - it is an IVECO S-way, designed and built by IVECO and assembled and equipped with a fuel cell system by Nikola.
Does it works? Netflix video said that the first fraud, Nikolas bought an Italian design. Now, is Nikolas motor legit? California thought it us last November.
By the way, the fuel cell system that Nikola installs is provided by Bosch.
@@brianb-p6586source?
Dude…not accurate: “The Italian truckmaker and Nikola had formed the joint venture in 2019 to help Iveco, then part of CNH Industrial (CNHI.MI)…” and “The two companies will continue to share and develop certain common technologies, while Iveco will remain an important partner and key supplier to Nikola, they added.” In other words, the two companies brought their individual tech and manufacturing capabilities together, via a Joint Venture, and made the truck shown here.
The marking blurb is all correct,@@zefrum3 - it just doesn't mention that Nikola has no technical capabilities and their manufacturing capability is just that assembly plant. Nikola Motor buys the fuel cell system from Bosch, and gets the battery from the company which they bought for that purpose, and Iveco supplies everything else... even the electric motors.
If you buy a pickup truck from Ford and bolted some big wheels and tires on it in your driveway, you could say that you and Ford "brought their individual tech and manufacturing capabilities together, via a Joint Venture, and made the truck". Yes, you're Nikola in this analogy.
Not a trucker but cool to see the potential future of these haulers!
It removes the skill needed to drive a large tractor trailer so the roadways will become more dangerous because ppl who are not skilled enough will be able to get down the road! They are known as steering wheel holders! The Automatic transmission in trucks started this process! Not good I promise!
BOSCH POWERTRAIN EXPERTS
ignorace thinking. or i can say brainless.
@@theglitch99
@@theglitch99what? This is some hillbilly logic. I have no idea how skill has anything to do with this or how this truck does anything except improve working conditions. You're the only one that likes the sound of your Jake brake going off at 75 mph.
@@jer280
Seems we have a lot of rednecks/hillbillies on this channel for some reason. 😲I don't drive at all, being from the San Francisco Bay Area, but if I were to drive, it would be battery or hydrogen, definitely.
We'll have to see how solid state batteries go. If they give us 500 miles on a truck like this while hauling, maybe we never need h2 for trucks.
Still need it for trains, aircraft, ships, heavy construction equipment, etc. 🙂
The tilting steering column is presumably a standard IVECO S-way feature, along with all of the cab interior features mentioned. These features are unrelated to the energy source - they're the same in the diesel version. This is much of why the truck seems "finished" - most of it has been finished for years and has been in mass production since 2019... and that's a good thing.
Nikola looks very good, hope more people adopt the hydrogen infrastructure for the long haul
why? we already have an electric grid...
@@laloajuria4678 And how much cars/trucks/housholds can that electric gris take, before it collapses.
Also have you stopped and think what happens to the batteries after they degrade in 10 years time
Why?
@@ИванТодоров-п4м we can improve grid - we are good at fixing obvious long term issues. The battery is a problem environmentally, I agree. Maybe recycling is a viable option, but I wonder, too. But hydrogen infrastructure is non-existent, making hydrogen is costly, the fuel cell is a high pressure bomb, and it is dangerous to fill - big pass. Why not stick with propane or diesel vs hydrogen?
@@ИванТодоров-п4м the electric grid is infinite. thats how progress works. why dont you turn off fox gqp news for once?
If they can get Coca Cola as a partner, they're going to be huge.
Nikola have - 250% profit on every truck sold. Nikola bankrupt january 2024
@@mikafiltenborg7572You know you can be in trouble for lending out false information
Coca Cola wouldn't be stupid enough to buy trucks that burns up itself and cost more damage to the company
@@mikafiltenborg7572Tesla bag holder, competition is good for business
@@mikafiltenborg7572 You mean 250% loss? Because profit doesn't sound like bankruptcy by January. lol
Happy to see Nikola here, I accepted fate of my NKLA but nice to see the company grow
I just invested and it seems pretty radd.
The unfortunate thing as an OTR driver myself, is the fact that it only goes 500 mi per fill, the sleeper is not driver centered, so no OTR driver would want to be in one for days on end. The diesel truck I drive now goes around 1100 miles per fill up, and the sleeper is set up so that when I'm on my breaks, I'm actually comfortable, and I'm able to have food and entertainment while I'm on the road. There is a long way for this to be an actual tech that will be viable for OTR applications.
yeah, i mean, v1 of any new tech is never going to have everything. Are there things about this truck that excite you?
@@russella90 I'm a huge supporter of hydrogen technology and I'd like to have Nikola reach out to the rank and file OTR driver and let us tell them what we need. The only channels I've seen cover this have nothing to do with the transportation industry so I don't know what kind of information they're getting from people like me with 21 years of over the road experience. But I'd like to see the range over 1000 miles, I'd like to see a driver centered sleeper, I'd like to see how hydrogen technology works in colder climates unlike battery technology that would completely fail, and to have one drive axle with a tag axle on the rear, Eaton Fuller stopped making trucks with that kind of transmission because it's unsafe for drivers. There's a lot of great stuff that's available with hydrogen fuel cells, I am happy to get on board once the technology meets the needs of drivers like me that drive 10,000 miles or more a month.
How many hundreds of gallons of fuel do you burn to drive 1100 miles? The current system is unsustainable. The future of OTR is what you see here.
totally. they should be designing their experience around the people who use it the most. @@JJDrones
@@Dills1995 160 gallons will give you 1100 miles in a 2016 tractor and the newer trucks are even more fuel efficient. The future will be what the drivers will drive. That's just fact. As the trucks stand now there's not a driver that would drive that long term over the road. We live in our trucks for weeks at a time and it's a home on wheels, if you'd deal with that God bless you, but no one I know would 😂
Really good looking truck that actually looks like a truck … Not a spaceship!! Cool.
👍🏼👍🏼
All hydrogen and battery-electric heavy trucks in production look like normal trucks, except the Tesla Semi.
@@brianb-p6586Drag coefficient matters in EV.
Drag coefficient matters in all road vehicles,@@akira28shima32, especially those driven at highway speed... regardless of the energy source. Some battery-electric trucks have better front-end aerodynamics than their diesel equivalents because they don't need as much radiator area, but the fuel cell truck needs _more_ radiator than a diesel.
While there may be an aerodynamic performance difference between a cabover and long-nose truck, other factors are typically more important in the choice between the two styles.
@akira28shima32 drag coefficient matters in any highway-speed vehicle, regardless of the energy source.
Among the EVs based on conventional trucks, they generally have the same cab as the diesel, but of course they are typically the models with better aero (not the square-hood traditional models, and not the tall-radiator "vocational" variants).
A battery-electric truck can have a smaller radiator grill thsb a diesel because less cooling is needed, but that doesn't apply to a fuel cell truck.
@@francoispanneton609 Nikola.he.is.pretty.but.video.is.hopeless
This is so cool! I can't wait to see more of Hydrogen tech in big rigs. It will really put the tech to the test.
For people who do'n't know, the cab is a european one from Iveco. Its the S-way cab, its a full size european sleeper cab not as theybsaid a daycab, i has a bed behind the seats, and notnsure if this one has it, but under the bed is a full size fridge, over here theh are well equipt trucks for long haul
It does appear to be a high-roof AS Sleeper cab, even though IVECO offers the S-Way with an AD Short cab. It also appears to be bare, with no mattress so perhaps no refrigerator. Sandy Munro did a test drive and had more comments in his video about what is in the cab behind the seats.
@@brianb-p6586it has a matrass, its the same collor as the rest
I only see this working for short runs for now, but if it's viable enough, it could help reduce fuel demand for the long haulers.
Local container and mail loads
The majority of trucks in the US are short haul. Which I think is where electric and/or hydrogen trucks come in.
They have mobile fueling stations too
Last month Mercedes did a 1,000km+ or 620mi+ run with their upcoming hydrogen GenH2 long-haul truck.
@@hankmoody7521it took 190Kg of H2. That would take 2 hours to fill with the current Hydrogen pumping. Ridiculous. And expensive. At the cost of hydrogen in CA for cars it would be 6700 bucks to fill!
Well no one mentions that truck is a Italian made iveco and no one in the usa has ever driven a European cabover before but this time its electric or hydrogen so yes it's a nice thing to drive.
This tech is excellent, and since it’s capable of OTR, installing hydrogen fill stations at truck stops would be much easier than trying to populate every gas station with hydrogen for cars. The batteries are smaller than full EV, so lighter truck does not take away from load capacity plus less mining to build them.
This should be the future of trucking.
also H2 combustion engine will come - since it is a good bridging technology and wouldnt ruin millions of jobs/lifes/savings/mortgages
I'm afraid there will be nothing easy about building out hydrogen fueling stations. Hydrogen storage is very expensive as it is kept under extreme pressure (5,000 to 10,000 psi) and is the smallest molecule, so leakage is inevitable, no matter how good your seals are. Production of Hydrogen is another problem as most of what we have now is extracted from natural gas and is a fairly energy intensive process. Beyond that, electrolysis of water uses even more power. By the time you add up all of the difficulties in production, storage and transport, it is marginally cheaper than diesel, but not anywhere close to the cost and efficiency of battery electric. Electricity is ubiquitous, so it is far easier to build charging stations.
All that said, I wouldn't trust Nikola as far as I could throw that truck... The company was founded by a fraud and felon currently serving 20 years in prison...
@@gregkelly2145 good to know, that does sway my opinion of it.
Can't get passed the thought of the Hindenburg whenever I hear about Hydrogen vehicles...
@@TaigaTurf 😅 well, at least their not filling the cab with the stuff!
Good luck!
Looks awesome. Anheuser-Busch is said to be among the first big customers. What about Walmart?
Nikola Tesla. It is so appropriate to name two of the companies of the future after the greatest inventor of all times. If you don’t know who Nikola Tesla is, without him and his work you won’t have electric power at home, no cell phone and many, many other things we use every single minute and take for granted.
Not necessarily.
They also named it after a convicted con artist. "Tre".
These two don’t get it obviously.
Calling the company Nikola is corny.. jumping on the Tesla name is cheesy AF
@@panamaJI like it
This is the best video and review I have seen so far. A 6x2 will always handle better than a 6x4. I believe it is a sleeper cab, a single bunk European size. The illustrations are good and also the demo driver who is informative. I have been requesting for the longest time on NIKOLAS own site for side by side fully laden road tests on real life conditions and routes.
I am becoming more impressed as time goes on, the cab and chassis is tried and tested its just NIKOLAS systems, Hydrogen-Electric and BEV to be authenticated and proven superior to its competition. TESLA, and VOLVO would be the bench mark BEV to start with.
Looking forward to seeing a full review, and would like to be part of one.
Congratulations to all involved here. 🏴🇺🇸
With all the hydrogen tanks full it will be equal to 72 gallons of diesel. The cost to equal 1 gallon of diesel is $15 for hydrogen
Storage and cost are the limiting factors of hydrogen and no one has made any breakthrough that will change that fact
I'm about to go to work for Nikola this coming Monday. I would really like to see this tech progress in a real world application, And cater t the real truckers.
Make some youtube shorts. If NIkola allows you to take and post em. I wanna see some content.
Isn't the owner still in prison?
Hey. How's it going ? Does the company seem to be progressing?
There is some progress and commitment to the customer base. I'm still there four months later, so things are looking good
@@W8iHav2Pthe ex ceo is in prison but he is no longer part of the company
The image of the truck stripped of some covers @5:37 illustrates one of the problems of hydrogen: there are three tanks behind the cab above the frame, plus outside of the frame rail (presumably on both sides), and that still only adds up to 70 kilograms of hydrogen. That's 9,900 MJ or 2800 kWh of energy, which is equivalent to 218 kg or 273 L (72 US gallons) of diesel fuel... one small tank. Yes, 72 US gallons of diesel will drive a typical truck (with trailer, loaded to 80,000 pounds gross) about 500 miles.
This is the tech I've been waiting for. Of all the items I've seen around the fuel cell seems the most practical so long as proper planning is done (i.e. Tesla style infrastructure investments). This is the one I hope catches one, even for cars.
Why?
@@bartwaggoner2000 The main reason for me is that it has the best of both worlds in my eyes. We have the speed of refueling, which straight electric can't beat yet. There is also the fact that hydrogen is abundant where lithium and the rest aren't as. This reduces the battery requirement and transitions it to something better, in my opinion. If people are trying to move away from diesel and gas then this is a better transition item than all battery electric. Again, this is just my opinion. It's all dependent on the infrastructure to work for any change in the tech.
@@maedre45you are obviously completely clueless on how hydrogen is currently made, how much it cost to make and for it to actually be green it will cost even more. Its a complete waste of energy and is physically impossible to ever be cheaper than BEV. Trucking companies only care about the bottom line, making hydrogen DOA. Btw, lithium is way more abundant then you realize and it can be recycled at the end of the batteries life. Its a no brainer for anyone the cares about total cost of ownership.
It is moronic. Hydrogen takes 5x the energy so the fuel alone is 5x the cost EXCLUDING the added cost of building I hydrogen station which is 10x the cost of a fast charging station. The truck and the station will also require several times the maintenance. It's a garbage idea that exist to milk subsidies.
Been doing this for years in Japan
These trucks are the future the RANGE is what limits actual truck driving because of the weight. Now if the FMCSA cargo weights decreased then I believe this electrified future would work. however 80,000 pounds of combined weight will decrease electric range drastically. I get 8mpg on my diesel semi truck empty and 4.5-5.5 mpg loaded. I honestly think the industry should have went hybrid before forcing zero emissions.
@Tron-Jockey that's what i mean!!
A question.
What limits the daily range of your diesel truck?
I'll take a guess.
You?
You can drive for a certain time before a break, then a certain time after that break?
.
So, if a truck can Outrange YOU up to that break, add range DURING that break, with zero time added to the stop, then complete your maximum drive time with range to spare, then you would say that's sufficient for your needs?
.
If the vehicle can do that fully loaded, even better?
.
The Tesla is specifically designed do that (82,000lb GVW)
.
It can also gain time on gradients compared to your diesel.
Let's say you had a total of 10 miles uphill on your first trip.
If your diesel was limited to 40 mph due to the gradient, that's a 15 minute climb.
If a Tesla can climb that same distance at 60 (with a full load) that's an immediate 5 minute, 5 mile advantage.
Even reaching the cruising speed.... Let's say 60 again...
2 minutes?
Vs 20 seconds?
That's another 1.5 miles at full speed.
.
Time is money?
Back to distance...
The Tesla can *average* 60.
It has 500 mile range *fully* loaded.
If you ran 7 hours at 60, (420 miles) you still have range to spare.
You'd need another 4(?) hours range, (240 miles) to complete *your* mileage limit.
You still have 80 miles range "in the tank".
You need a 160 mile top-up during *your* break.
The Tesla can add that range plus more in 30 minutes (300+ miles?)
.
Next
Let's say your going OTR over multiple days.
.
Where do you charge overnight?
I'm waiting for Tesla to produce an adapter, NACS to Megacharge.
Then, "build" a drive through lane (just paint!) at certain V3 charge locations.
.
You pull up at a ....
60+(?) Tesla car charge location.
There's nobody there.
You're in the "Semi lane".
It lines you up with a V3 at the end of a row.
You plug your adapter into the truck.
You plug the charger into the adapter.
Your truck has a facility to limit charge.
You set the departure (charge end) time (6am?) 10 hours at 100 kW?
It's a nice "trickle charge" for your overnight stop, also providing hookup for your needs.
.
The network is already there waiting to be expanded as the numbers increase.
(Countries like Norway already have this.... They're closing the few Hydrogen stations they had)
.
The other advantages of straight Battery? (A "Hydrogen" truck IS a "BEV", Just very inefficient)
.
1) Simplicity.
One system, not 2 like the Hydrogen truck.
.
2) Redundancy.
The Tesla can outperform a diesel using 1 motor(!) It has 3.
It's likely the first you know of a fault is either the truck on the Semi support team telling you.
Imagine a call advising that motor 3 had a possible fault, logged automatically by the truck?
Having the call centre confirm your route and GVW, then asking if they can meet at your next overnight stop to swap the motor (should take 3 hours).... The support truck arrives and swaps the motor while you eat your evening meal.
Meanwhile the truck shows no stress, maybe slightly reduced acceleration, but the faulty motor was completely disengaged, no problem.
17:42 I like the separate town & country horns. I think all vehicles should have have them. I'm not even sure new Rolls Royce's have town & country horns anymore.
That's actually a requirement for heavy trucks. All of them have it.
I see they're still using all the little electronic features to distract from the fact that they haven't actually made a single technological breakthrough...
The guy with you was great.
Very cool technology. I would love to try that under load to see how it pulls. This looks workable for regional work where the truck returns ta defined place(s) each day.
No, we don't have a network of hydrogen stations, but we also don't have a network of gigawatt chargers either. It all has to be built either way. The reality is we probably need both.
yeah, with more of the innovators coming to the working stages now we are faced with the dilemma of how to supply for the needs
Wow! Pretty awesome! Great video....
Thank you for watching.
NIKOLA.HE.IS.BEAUTYNICE.TRUCK..BUT.VIDEO.IS.HOPELESS@@TFLtruck
Kinda funny how many people are so pro Nikola despite the myriad of problems they face & the high chance of not making it. I wish them luck 'n all, but steering well clear of them.
funny as i personally see the opposite .. the majority of people is hating nikola .. despite the myriad of goals they already acheived .. and despite all the problems ..
This guy... you own a tesla huh
Don't forget about the lies of their past with the con artist Trevor Milton to steal from Nikola's investors....I don't forget. I only hope to one day break back even, but not holding my breath! Just holding Nikola stocks....
@@patgee81they haven’t achieved 💩! What are you even talking about. Show me this thing carrying a 40 ton load 1100 miles in 24 miles.
@@twothbeaveyou clearly do not know poo on startups
I saw one on the road hauling freight on the 405 fwy in California. I did a double take because you dont see cabover semi trucks in use anymore and it was hydrogen powered.
Good information. Thanks!
Cab over design makes it a global truck, not american style.
Volvo has this format as well in Europe.
Edit: By this format, I mean hydrogen. Volvo is producing hydrogen fueled trucks for european market.
Everyone in Europe has this style. This truck is an IVECO S-Way, a regular production model in Europe (but of course it normally comes with a diesel engine).
@@brianb-p6586 i mean Volvo has the hydrogen style
okay, @@ericreid8111, "format" would normally mean physical form, and you were talking about cabovers.
Yes, most major manufacturers have at least played with hydrogen fuel cell vehicles. None, including Volvo, has successfully gone into production with hydrogen fuel cell heavy trucks, as far as I have seen (I checked the Volvo Trucks website), although there are fuel cell buses.
@@brianb-p6586 ok
need more video about NIKOLA.
Great Video . Can’t wait for full testing
Andre! I had no idea you were so close, I would’ve taken you out for pizza! 😂
I want to see a range test with a full load. What’s the fuel cost per mile?
We plan to do this soon.
@@TFLtruck yes I heard that at the end after typing this. I will look forward to that. I would love to hear what they think about refueling, are they involved or is that up to the customers. Also the 500 mile range sounded like it was under ideal conditions. Would they consider adding range, to me it should be a simple question of adding a bigger fuel tank, all the people against non-diesel trucks use range as an argument. It could be laid to rest if they could offer longer range, even if nobody needs or wants it in real life.
@@TFLtruck Who will be providing the hydrogen for your tests?
He changed the subject pretty fast when asked about the range..."up to 500 miles"....look how easy it is to steer....
@@JH-je2yn I don't think there is a standard way of measuring range for a class 8 truck like there is for passenger cars. So it is reasonable to say up to 500 miles with a full load. Range depends on load weight, driving speed, elevation gain, weather conditions, etc.
This company is pretty cool actually, hopefully they become profitable soon
Nikola Motor will make profit in year 2077 😂
26,000lbs is extremely heavy. That’s a lot of money left on the table. That only allows you to haul 42,000lbs net weight assuming your trailer weighs 12,000lbs. That’s not good. This would only work with really light freight that doesn’t pay by the ton or how much weight you haul.
They could easily lift road weight limits
The tour of the truck starting @3:44 is good, but the graphic (inserted later @3:57) shows that while Andre points up to the fuel tanks when he is talking about the fuel cell, the fuel cell stack is actually in the original engine location, under the cab between the front wheels.
Fuel cell vehicles are complex, with a lot of components to accommodate, and fuel tanks which are both bulky and awkwardly shape (they must be cylinders with hemispherical ends, because they are pressure vessels). The hydrogen pressure is extreme, at typically 70 MPa in vehicles (that's 700 times atmospheric pressure, or about 10,000 PSI).
Hydrogen seems to me would benefit the heavy transport such as ships, planes and these trucks.
There is currently no way to GET hydrogen that doesnt involve using a lot more energy. Unless you convert hydrocarbons like natural gas, which still does the pollution. If it isnt cheaper, and it isnt better for the environment, then whats the point?
@@natehill8069emissions and air quality. There’s always going to be a naysayer. Many more see the benefits of hydrogen, even from natural gas, over diesel or an excessively large lithium battery pack.
@@natehill8069the big difference is hydrogen doesn't require rare minerals mining. A hydrogen fuel station can be ininstalled in a regular gas station.
In just a few years there are going to be millions of batteries in need of replacement. Where are they going to go? There are only 1-2 lithium recycling plants in the U.S and lithium/cobalt is 100% recyclable yet.
@@WheresHerb Lithium batteries don’t have rare earth minerals. The motors however typically have neodymium, which is a rare earth mineral. And is used for both electric and hydrogen vehicles.
@@natehill8069 Yes, there no way around this problem. Now if we ever get fusion energy working. Then Electric could become so cheap that electrolysis of water might make sense.
Impressive! Thank you for the review!
Long Live Nikola ❤
Why?
@@bartwaggoner2000Because it is NIKOLA.
Long Live Trevor in Prison ❤❤❤❤
I would prefer the hvac, axle lock, etc to be physical buttons. That would be a safe hazard to have to go through pages on a screen and take your eyes off the road.
This size of cab is used as a sleeper cab all over Europe, just add a bed behind the seats, bonneted trucks like those used in the USA do not fit in a lot of places in Europe
for once, a running nikola truck
I want Andre to go and see the Edison motors truck in canada
Nikola doesn't have a partner just for the motor - the electric motor equipped axle comes from IVECO, along with the complete chassis (frame, suspension, axles, steering, brakes) and complete cab.
The Hydrogen tank refuel trucks can be a solution to cover certain area until the fuel network will be done.Huge future for this trucks.
It will never be cost effective. To produce 70kg of h2 you need 3850 kWh of electricity. ATM 1 kg of h2 is about 13 dollars which equates to 910 dollars per 70kg to drive 500 miles. To charge a Tesla bev semi which has approx 900kwh battery @ 13c / kWh will cost 117 dollars :/ you do the math after this and tell me where h2 semis will win?
You can see the Iveco Fiat FCA Stellantis in the steering wheel controls
It's not a "full fuel cell" @22:41. That's full fuel *tanks* . The fuel cell is not a storage tank - it is the device which takes hydrogen and air to produce electricity. A fuel cell stack (one cell only produces about one volt, so many cells are stacked to produce useful voltage) is a specialized type of electrochemical battery that only does that conversion; it doesn't store any energy, or any material.
Rising Creek Transportation has Nikola trucks
Edison motors in Canada built a hybrid diesel and electric. They already did a short tow at 107k . And im 15 min from that plant in Coolidge and never seen one yet, and lucid motors is in the next town over , casa grande az. Wich just started calling employees back after the lay off.
I have worked on class 8 trucks for about 20 years. 500 miles is very low to get the job done.
more than enough for 15 minute cities where everyone is retinal scanned for id's when crossing into another district
@@glitter_fart 👍🏻 complete control
@@glitter_fartwhere that happens?
I’m not familiar with semi classes, is this not suitable for more local or regional routes?
@@ALMX5DP class 9 is typically long haul trucks. Which on average about 700 miles per day. This truck could run local depending on the size of the trailer and location.
Thanks for this interesting clip.
I think the fuel cell tech look very promising
The 6X2 configuration is common in Europe (and this is a European truck with an American fuel cell installation), but not common here. In Europe it would have single tires on the tag (unpowered rear) axle, but North American axle load regulations discourage that, so the tag has dual tires and presumably the same load rating as the drive axle. With the single tires, a Euro tag axle is commonly steered to reduce tire scrub, but this is just a non-steering tandem.
With load equally divided between the axles, traction would be a problem in snow and ice; however, the display @9:53 shows that the truck is putting most of the load on the drive axle, within that axle's limit. The unequal load distribution is not normal North American practice and would be illegal in some jurisdictions, such as British Columbia (which bans adjacent axle differences greater than 1,000 kg, or 2,200 lb).
A 6X4 configuration would be technically straightforward, but doesn't seem to be offered; that makes sense since there is no hydrogen fuel available except in California anyway.
I drove by one of these trucks today in Tucson... it was in traffic and was not moving as i passed it and it sounded almost as loud as a regular semi pulling a light load. It was going " WOOOOO" just sitting there doing nothing. it had a full sized trailer behind it
That is heavy, here in Europe a tractor only weights around 8 tons with lightweight units around 6.5 tons and considering a 40 ton weight limit on the road that could be a disadvantage
it's 11 tons, not that heavy, considering the technology
@@ИванТодоров-п4м you know nothing about CDL rules, there's an 80k weight limit on USA roads the more the tractor weighs, the less cargo you can haul, and there's also front axle, drive axle, & and rear tandem axle limits going through ports of entry in each state, but you probably already knew that since your a seasoned CDL over the rod driver..
Yes, it is heavy compared to a diesel version of the same truck (which is the IVECO S-Way). There is a lot of hardware, including a substantial battery.
@@ИванТодоров-п4м 11.8 tonnes or 13 tons
It's a little strange that Andre asks about battery capacity @12:03 and expects over 700 kWh, since the battery capacity has been stated @5:04 and is much smaller (164 kWh), but apparently the video editing changes the order from reality.
Yep, that guy was talking bollocks. To a point I question this entire video..
I wonder if there will be a problem with a tag axle. If the truck is on an uneven surface, if the back axle was on a higher surface than the front drive axle, you could lose traction. I am thinking this might happen during snow or on unpaved surfaces.
I've been driving a truck now with the rear tag axle on it, and in the winter time the truck is horrible in slippery conditions. Eaton Fuller quit making the transmissions with the tag axle for trucks because of the lack of safety.
I drive a large truck with tag axle. We call it a lazy axle here in Australia. There is a button on the dash which allows me to dump the air from the air bags on the lazy axle if I need to. I use it when going over an uneven surface where drive axle traction becomes a problem.
Manual control of a lift axle on a truck is not legal in some areas, @@kelvinhill9874 , because driver's can't be trusted to use it properly.
If you think the infrastructure is not sufficient for battery electric vehicles, your going to LOVE how unprepared the infrastructure is for hydrogen. 500 miles range probably doesnt guarantee you H2 station coverage of US Interstates, let alone BF Montana. And the only way to get truck size range in a truck (train, ship) is to use LIQUID H2. Which requires more complicated storage and transfer requirements.
And where is the Hydrogen supposed to come from in the first place? There is currently (and none on the horizon either) no way to get H2 on the planet unless you want to electrolyze water, which takes more electricity than you will get from using it, or you can strip it from natural gas - which releases carbon. You may as well just use the Tessaract for power.
It would be interesting to see if this could be coupled with a trailer that has electric motors to further increase the range and power if needed
That would only increase the range if the trailer also carried more fuel, which would not work (due to the problems of making a fuel hose connection) unless the trailer also had it's own fuel cell stack. By that point, you have duplicated every expensive part of the truck.
How would more motors increase range?
These are short haul and max regional trucks. OTR units won’t be replaced for a long while.
Tesla and Nikola or any others are great… no need to compete. It is the challenge of changing the industry that is strangling hold by current industry suppliers . Wish them all the best
True, always best to expand your investments.
The guy in the passenger side, his cell hard workers in the gym he looked in the gym only😂😂😂😂
Ballard did this year's ago .. and none are still on road..same as the Ballard based busses.. great tech.. but
Super cool!!!
I laugh when I pass by their place all the time. So many times I've drove by and there police lights, fire trucks etc because something failed.
You sure the police wasn’t there for Trevor? 😂
600 hp? That's cute... Tesla semi is 1500 and have nothing to worry about from Nikolas annual 2400 unit run rate once fully ramped lol.
Wonder if the computers can figure out, when the truck is about to go down long grades, too keep the battery’s at a lower level for max regen to help the brakes 🤔🤔🤔🤔
Great looking truck 👍🤗
They have it in allmost all newer trucks. Automatic drive shaft disconect to lower RPM of the engine to idle range while going down hill. When you press your brake and need to stop, it will reconnect and use engine to slow down allong with your breaks... or if you use your engine brake... etc
You said the "B" word.
That's the issue.
It's a BATTERY ELECTRIC VEHICLE.
Just a very inefficient one.
So much jealousy 😂
You're on the right track NIKOLA 👊😎
Shill?
Nikola bankrupt in january 2024 😂
So Nikola wasn't a total scam after all
How long is it to fully charge the batteries when completely dead?
It's hydrogen . You don't use the battery unless you're out of hydrogen
Look up hydrogen fuel cell to answer your own question.
@@shiftymcgee9359 who the hell asked for your opinion!!!
That makes a lot more sense than trying to make an electric battery semi
Dingus.
Why?
Ofc 🎉
@@bartwaggoner2000 easier to recharge, better ratio load/weight of energystorage
@@Viggebob i am skeptical this saves any money or energy over fossil. EV has more potential as we can use solar/nuclear. Need to crack battery recycling, though
so where do you get the hydrogen?
Electrolysis using renewables that could be better used elsewhere, and mostly through the fossil fuels refinery process.
California is the only state that has a hydrogen fuel cell station California is to blame for all this EV crap and emissions standards and such California is the reason for all this crap and doing away with ice vehicles blame California and democrats for this
@@keithrussell5093 I agree with you I mean I want choices not like eliminating choices like with the ice vehicles I rather have more choices in regards to ice vehicles staying and not being eliminating or going away that's my problem if people want EVs and hydrogen or nuclear that's fine but at the same time to me still keep the ice vehicles as well I mean I wish it was like ok if Evs are staying so is ice vehicles. But I also don't like this push on Evs like the government is pushing you into getting you to buy one quite frankly I rather have less government in our lives in regards to what we the consumer buys if we the consumer wants to by ice vehicles so be it if you don't want to change anything in regards to your home appliances no problem. There is way to much government over reach in my opinion. I always say the less government being involved in what we the consumer purchases and being out of what we the consumer wants in our home appliances the better.
Exactly. If you complain about the electric grid not being able to handle the future electric vehicle load, then you must complain about no hydrogen infrastructure.
Where do you get the Hydrogen ?
Most people commenting here do not even know hydrogen must be produced ; not to mention compressed, transported, and then distributed. At the end of the day, you need 3 to 5 more electricity when driving hydrogen. This technology has no future for ground transportation, even for trains.
Where are hydrogen fueling stations?
I think the biggest issue for battery trucks are the immense grid upgrades needed. They can take many years and are extremely expensive. A Bloomberg article, if I remember correctly, stated that a 5 MW grid upgrade for a truck stop takes 5-8 years and can cost dozens of millions of USD.
Article Headline from Bloomberg: "Electric Truck Stops Will Need as Much Power as a Small Town"
A mobile hydrogen station instead can be put in place in a matter of months and is not that expensive - just need to wait for the permit. Later a stationary station can be built which normally does not require a relevant grid upgrade.
Entire grid is not needed - just access points for chargers. That can be done with a little fore site from government (ha ha)
The only issue I see here is believing a mainstream article.
You need to upgrade the existing substation or build a new one + lay new cables in the ground. That is a lot of expensive and time-consuming work.
At one point, electricity generation might also be maxed out in the area and new generators have to be built. @@bartwaggoner2000
You should probably double check infrastructure cost comparison of electric vs hydrogen 😂. Upgrading the electric grid as EV demand grows will be much cheaper than a complete build out of a hydrogen infrastructure. Have you even looked at what it is currently costing to build a hydrogen fuel station? And where do you think all this hydrogen is going to come from? Because I can tell you right now it won’t be green!!! The amount of electricity to create green hydrogen is currently a net energy loss. Meaning it takes more energy to produce than you get out of it. Never going to happen!!!
There have been studies about infrastructure costs and grid upgrades will likely make charging infrastructure more expensive than hydrogen filling at scale, the results show. The bigger you make the hydrogen station the less it will cost per vehicle you can serve per day but with charging infrastructure it can easily go the other way due to the extremely expensive grid upgrade (have you ever checked what a substation upgrade or even a new substation costs?).@@nickv8816
Toyota/Kemworth FCEV tractors have been running for years in SoCal.
Yeah but Kenworth does not have FCEV tractors for sale right now. The FCEVs they have been running are pre-production vehicles for testing.
@@Zorkmid123 yeah, but they have been doing real actual work for years. Have Nikola been running their trucks in actual use for years? Seems to me kenworth can just bring out a well developed product as soon as the fueling infrastructure is in place and they'll have a well established dealer network and reputation.
@@homomorphic Nikola has been testing their FCEV for over a couple years. They also have a growing dealer network. They haven’t been around as long as Kenworth of course as they are still a relatively new company.
Way too many screens. There should be no reason that all buttons need to be eliminated from the dash.
iPad center dash is genius. Cheap for repairs if screen fails
For Europe, that truck size is slipper size)) but not for USA
Very cool; the *right* application of battery tech
How much to fill and where to find?
Looks nice, but will fail terribly base on operating costs.
P-Chi
Jay Leno Hauls Tesla Semi with Tesla Semi
Jay Leno's Garage
We will haul something soon.
Because another broke down?
Does this one roll up hill as well
That fan is really loud!
Do you want something that big to be quiet though. And this is gen 1.
Hydrogen looks like a great solution but the big physics and cost questions haven’t been answered. Generating, compressing, pumping, storing, transporting and the comparison in cost to other fuels is way higher. Very few stations have been built and the unsubsidized cost is not there. We just don’t have the hardware and footprint to feed enough trucks to even start to make a dent in replacing diesel. If you buy a truck today you would have to buy it with the fuel station to make it run. What happens when the station goes down?
I love it.
It's interesting that Nikola openly shares the actual weight of the truck ("about 26,000 pounds") while Tesla refuses to say what a Tesla Semi weighs.
Love the drive selections buttons! D N R 😂 simple is always better.
The companies "DNR" has already been signed.
Yeah awesome for more steering wheel holders to watch only fans while driving, honestly very common. We mop wrecks up for this all the time.
Y’all should talk to the guys at Edison Motors
Edison is vocational truck... not a highway hauler what so bit
@@pitviper97 they’re starting as vocational but it’s not like this channel only focuses on highway driving vehicles so I see nothing wrong
@ezyungin95 oh I agree. I'd love to see Edison trucks on tfl truck. But I feel like andre will have his mind blown away with the capability of those heavy haul trucks
This is really cool! I really hope hydrogen infrastructure develops to where it's a viable alternative to gas or EVs. The technology is quite fascinating, and I'd love to see it work widespread.
@Tron-Jockey You are correct. In comparison to EVs, I meant mainly in terms of refueling. An EV takes hours to recharge, whereas a hydrogen vehicle can fill up in a matter of minutes, much like a regular car. I seem to recall that a hydrogen vehicle would also have more range, and more reliable range (that is to say, the range degradation while under load would be less pronounced than in an EV).
@@MultiPurposeReviewer
"an EV takes hours to Charge"
Errr... No
@@rogerstarkey5390 Uhh, yes. If you need to fill up any significant amount, it's gonna take at least an hour at a fast charger, far more at home. Hydrogen can fuel from empty to full in a couple minutes.
@@MultiPurposeReviewerI have never taken anywhere near one hour to charge at a Tesla Supercharger. Where are you getting your information from?
@@SimonEllwood What charge level is your starting point?
No compounding the brakes I guess. Is the regen as powerful as a Jake brake?
Compounding? Yes, regen is as powerful as a compression-release ("jake") brake, but because this has only one drive axle all of that braking is on that one axle.
is it the nikola two ;) ?
What about climbing hills.?
does Andre have a semi truck license? I know Mr. Truck has it
Yes, Andre has a CDL with air brakes.
Some kind of fluid leaking out from the truck bottom?
the main problem is the weight of the actual truck it can't pull a 40k pound trailer because it will be over gross in most states
Can't wait to see this on the Ike.
Cab-overs return to North America.
In heavy tractors, yes. They never left in medium duty trucks and specialized vocational applications.
The powertrain is a hydrogen-electric hybrid, for which the battery capacity does make sense.
It seems that the part that is functional and ready for production is the IVECO truck that has been on sale in Europe for several years, the part that is not functional and not ready for production is NIKOLA!
The entire vehicle is now functional.
Hydrogen does not have the energy density of Diesel fuel for range. Hydrogen refueling takes longer to refuel, if you can find it.