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Tesla Semi truck’s battery pack and overall weight explored
The big question on everyone’s mind–at least on the minds of those who understand the freight transportation industry–is how much the Tesla Semi might weigh. If Tesla’s all-electric semi truck is to be competitive at all, it must be capable of carrying the same loads as current-use semi-trucks in the Class 8 field do.
A big point of contention from nay-sayers and those in the trucking industry who understand logistics was the lack of announcement of the Tesla Semi’s actual weight. Plenty of press was given to the much-touted “80,000-pound capacity” number bandied around by CEO Elon Musk during the truck’s unveiling late last year. That number, however, refers only to the gross vehicle weight (GVW) of the Tesla Semi and is, in fact, exactly the same number used by every Class 8 truck on the road. They’re called Class 8s, in fact, because the 8 refers to that 80,000-pound total vehicle capacity.
What wasn’t given by Tesla was the gross vehicle tare weight (GVTW) of the Semi. This is a far more important number. Where the GVW gives the total capacity of the truck in terms of how much its freight plus the truck itself can weigh, the GVTW gives just the weight of the truck, sans trailer and freight. This number tells logistics experts how much actual freight and trailer the truck can haul legally.
For example, a typical “day cab” configuration 18-wheeler with a diesel engine weighs roughly 32,000 pounds with a relatively lightweight box trailer attached and full fuel tanks. That leaves about 48,000 pounds of freight capacity for the truck. That’s important because, although the truck won’t be loaded to capacity every time, it will be expected to be capable of carrying up to about that weight. Most big rigs on the road are capable of hauling 44,000 or more pounds worth of freight, depending on configuration and trailer type.
Having experience with driving commercial trucks in the past, once hauling a refrigerated trailer that had a freight capacity of 44,500 pounds, I learned that some industries count on freight capacity as part of their logistics costs and will literally fill a truck to its maximum in order to minimize those costs.
In logistics, weight and total freight capacity are highly important metrics in the overall scheme.
What We Know
Thinking about that, then, let’s look at what we know of the Tesla Semi and its potential weight. We know that the truck uses four independent electric motors that are derived from the Model 3, that it has an energy consumption of less than 2 kWh per mile, and that it can be charged to up to 400 miles in about half an hour. We also know that Elon promised 300 to 500 miles of range in total. On that latter point, it’s pretty clear that a “lower range, cheaper option” will be offered as has been done with most of Tesla’s vehicles to-date. So we can assume a 300-mile version and a 500-mile version will be forthcoming for the Semi.
We also know that the Tesla Semi had eight ports in its charging plug array. We saw this at the unveil in some close-up photos.
It’s clear to us that even if the Tesla Semi isn’t to become a big player in the trucking industry, the idea behind it will change things forever.
What We Don’t Know
What we don’t know is whether Musk and Co have something up their sleeves for the batteries. Much of the speculation regarding the Tesla Semi has been in regards to Tesla Semi’s massive battery pack.
In actuality, having a huge battery breakthrough on a vehicle like the Tesla Semi would not necessarily be a good thing for business. If there is a huge breakthrough, then all bets are off and most of our speculation in this article is moot. That would, however, mean that the sales potential of the Semi would be far lower than it would be otherwise because one thing that logistics companies and fleet managers aren’t interested in are flashy new, breakthrough, and (most importantly) untested, unproven technologies.
To a fleet manager, those phrases mean “breaks often, expensive to fix” and the potential positives will be ignored because of that. No one who wants to keep a job as a fleet manager or logistics purchaser will gamble on something unproven. Like new battery technology for a truck whose primary cost will be in its batteries. Likewise, unless there is a clear benefit in some terms other than pure business (like marketing or potential tax breaks), no board of directors will risk shareholder wrath on new tech either.
Close-up look at Tesla Semi’s drivetrain from underneath
We can say, as a side note, that most of the orders that have been placed for the Tesla Semi thus far are from corporations and companies who are doing business in areas where the marketing bonanza and potential tax incentives for laying down those relatively low-cost deposits are immense. Most of the companies involved have already invested heavily (and very publicly) in alternative fuel options outside of Tesla over the past few years. We also note the timing of both the Tesla Semi’s announcement (and order-taking) and the before-2018 rush by potential customers to put in deposits.
We reiterate that our not knowing if Tesla has some kind of big battery breakthrough announcement is a big “if” in our analysis here.
What People Smarter Than Us Have Said
Some people who know more than we do about things like math and engineering science have crunched the numbers on the Tesla Semi’s battery potentials. Over at Engineering.com, John Ewbank broke the results down into layman format. Here’s the gist.
If the Tesla Semi uses 2 kWh to travel a mile, then a 500-mile range means 1,000 kWh of power. That is not the actual size of the battery, though, as the charging requirement would preclude a huge pack.
In order to get 400 miles in thirty minutes of charging, Ewbank notes, the charger would have to be 1.6MW to achieve the 800kWh of promised charge in only 30 minutes. Charging at that rate is not possible because the result would be arching in the pack, which would surely be akin to the next Boring Company Flamethrower meme when Semi trucks begin to explode in flames during charging as a regular event. So the charging has to be split up.
Tesla Semi Megacharger port could support 1 MW of power.
The answer is simple, of course, and may explain the strange layout of the eight-port charging hub shown on the Semi at its unveil: there are four battery packs.
Instead of one big pack, four smaller packs (one for each motor, even) are used and are thus charging separately from one another, but simultaneously. Based on Tesla Semi’s Megacharger port configuration, this would likely mean that four of them are positive sides and the other four are grounds. Allowing for a single, huge wire to be plugged into each. The controls for the charging system interface may be plugged in separately (perhaps the oval-shaped black thing to the side?).
What This Adds Up To
We add up that bit of information plus what we know about the truck and get an estimated weight. Using the current weight of a Tesla Model S battery pack at 540kg per 90 kWh, we can do some simple math to estimate the Semi’s batteries would weigh about 6,000 kg. We aren’t sure about the new battery weights for the upcoming battery updates, but we can assume a 10-15 percent reduction from several factors (storage density, improvements in chemistry, packaging lightening) without being too aggressive or overly optimistic. Going with the fifteen percent reduction, that 6,000 kg drops to 5,100 kg. That’s about 11,244 pounds.
A conventional tractor, as we’ve said, has a tare weight of around 32,000 pounds when fully fueled and with a lightweight box trailer in place. Remove the trailer and the truck itself is about 22,500 pounds. It’s difficult to then go to just the weight of the powertrain components and fuel, but they’re considerably less than 11,000 pounds in all.
Tesla Semi spotted doing a tire-shredding acceleration run down in the wild
Looking at the shipping weight for a crated engine and transmission for a Class 8 truck, we can see that they weigh about 8,000 pounds on average. Add in fuel and other components and another 1,500 pounds (at most) are put on the truck. We then assume that the rest of the truck (framing, braking systems, air compressor, etc) are about the same for the Tesla Semi in order for it to meet Class 8 standards. So we call those a wash.
That means that the Semi, under our estimates, is roughly two tons heavier than would be a standard day cab big truck in the Class 8 category. This means the Semi would be that much less capable in terms of freight hauling that’s offset by its unprecedented all-electric performance. That amount, however, is probably not enough to stop the primary buyers of a day cab truck like this from balking at a purchase. The weight difference alone would be repaid in potential fuel savings, tax incentives, green marketing, and maintenance costs.
The trouble will come with cost differences. If the ROI is not there, most logistics buyers won’t write any purchase orders. But at least we can say that as far as we can tell, the weight differences of the Tesla Semi alone aren’t going to be a huge bar against entry into the trucking industry.
Elon Musk
SpaceX is keeping the Space Station alive again this weekend
SpaceX’s Falcon 9 launches Northrop Grumman’s Cygnus NG-24 to the ISS with 11,000 pounds of cargo Saturday.
SpaceX is targeting April 11 for the launch of Northrop Grumman’s Cygnus XL cargo spacecraft to the International Space Station, carrying over 11,000 pounds of supplies, science hardware, and equipment for the Expedition 73 crew aboard. Liftoff is set for 7:41 a.m. ET from Space Launch Complex 40 at Cape Canaveral Space Force Station, with a backup window available April 12 at 7:18 a.m. ET.
The mission, officially designated NG-24 under NASA’s Commercial Resupply Services program, names its spacecraft the S.S. Steven R. Nagel in honor of the NASA astronaut who flew four Space Shuttle missions and logged over 723 hours in space before his death in 2014. Unlike SpaceX’s own Dragon capsule, which docks autonomously, Cygnus relies on NASA astronauts to capture it using a robotic arm before it is berthed to the space station’s module for unloading. When the mission wraps up around October, the Cygnus will depart loaded with station trash and burn up on reentry.
Countdown: America is going back to the Moon and SpaceX holds the key to what comes after
This is the second flight of the Cygnus XL configuration, which debuted on NG-23 in September 2025 and offers a roughly 20% increase in cargo capacity over the previous design. Northrop Grumman switched to Falcon 9 launches after its own Antares 230+ rocket was retired in 2023 following supply chain disruptions from the war in Ukraine.
The upcoming cargo includes a new module to advance quantum research, and an investigation studying blood stem cell production in microgravity with potential therapeutic applications on Earth.
The NG-24 mission is one piece of a much larger picture for SpaceX and the U.S. government. As Teslarati reported, SpaceX has become an indispensable launch provider for U.S. national security missions, picking up a $178.5 million Space Force contract in April 2026 to launch missile tracking satellites, while also holding roughly $4 billion in NASA contracts tied to the Artemis lunar program.
At a time when no other American rocket can match the Falcon 9’s combination of reliability, cost, and launch cadence, Saturday’s mission is a straightforward reminder of how much the U.S. government now depends on a single commercial provider to keep its astronauts supplied and its satellites flying.
News
Tesla hits FSD hackers with surprise move
In recent weeks, the company has begun remotely disabling FSD capabilities on affected vehicles, and in some instances, permanently revoking access even for owners who paid thousands of dollars for the feature.
Tesla is cracking down on hackers who have figured out a way to utilize third-party programs to activate Full Self-Driving (FSD) in their vehicles — despite the suite not being approved for use in their country.
Tesla has launched a sweeping enforcement campaign against owners using third-party hardware hacks to activate FSD software in countries where the advanced driver-assistance system remains unregulated or unapproved.
In recent weeks, the company has begun remotely disabling FSD capabilities on affected vehicles, and in some instances, permanently revoking access even for owners who paid thousands of dollars for the feature.
Tesla has started remotely disabling Full Self-Driving on cars fitted with third-party CAN bus hacks in countries where the software is not yet approved.
This crackdown began after the hacks started spreading widely last month. 👇 pic.twitter.com/wL8VqZuTlK
— PiunikaWeb – helpful, and breaking tech news (@PiunikaWeb) April 9, 2026
Reports of the crackdown have surfaced across Europe, China, Japan, South Korea, and the UK, marking a significant escalation in Tesla’s efforts to enforce regional software restrictions.
FSD is Tesla’s flagship supervised autonomy package, which is available in several countries across the world. Currently limited by regulatory hurdles, it has not received full approval in most markets outside of the United States due to various things, such as safety standards, data privacy, and local traffic laws.
However, the company is working to expand its availability globally. Nevertheless, Tesla has installed the necessary hardware on vehicles globally, but locks the features based on geographic location.
Some owners have taken accessing FSD into their own hands, using jailbreak or bypass devices.
These “jailbreak” tools, typically €500 USB-style modules that plug into the vehicle’s Controller Area Network (CAN) bus, intercept signals to spoof approvals and unlock FSD, including advanced navigation, Autopark, and Summon features.
Hackers in Poland, Ukraine, and elsewhere have distributed the devices, with some claiming they work on HW3 and HW4 vehicles and can be unplugged to restore stock settings. In China alone, over 100,000 owners reportedly installed such modifications.
Tesla’s response has been swift and uncompromising. Recently, the company began sending in-car notifications and emails warning owners that unauthorized modifications violate terms of service, compromise vehicle safety systems, and expose cars to cybersecurity risks.
The email communication read:
“Your vehicle has detected an unauthorized third-party device. As a precaution, some driver assistance functions have been disabled for safety reasons. A software update will be available soon. Once you install the update, some features may be enabled again.”
Vehicles detected using the hacks have had FSD capabilities remotely disabled without refund. In some cases, owners report permanent bans, even if they had legitimately purchased the software package.
Tesla’s hardline stance underscores its commitment to regulatory compliance and safety.
Tesla has long argued that unsupervised FSD requires rigorous validation, and premature activation could endanger drivers and bystanders.
The crackdown sends a clear-cut message to those who are bypassing the FSD safeguards, but there are greater implications for Tesla if something were to go wrong. This is an understandable way to protect the company’s reputation for its FSD suite.
News
Tesla developing small, affordable SUV, report claims
This latest rumor deserves heavy scrutiny. Tesla has already walked away from a mass-market $25,000 EV once before.
Tesla is developing a small, affordable SUV, a new report claims, speculating that the automaker is planning to add yet another vehicle to its lineup at a price point similar to the Model 3 and Model Y, but smaller and more compact.
But it does not make a whole lot of sense, especially considering a handful of things CEO Elon Musk said and the overall plan for Tesla’s future.
Reuters reported that Tesla is in the early stages of developing an all-new, smaller, cheaper electric SUV. Citing four sources familiar with the matter, the story claims the vehicle would be shorter than the Model Y, built in China, and represent a fresh platform rather than a variant of the Model 3 or Y.
Suppliers have reportedly been contacted to discuss details, though Tesla has not commented. The move appears aimed at broadening affordability amid slowing EV demand and intensifying competition, particularly from Chinese rivals.
This latest rumor deserves heavy scrutiny. Tesla has already walked away from a mass-market $25,000 EV once before.
In 2024, the company scrapped its long-teased “Redwood” project for a budget-friendly car. Elon Musk explained the decision bluntly during an earnings call: a conventional low-cost model would be “pointless” and “completely at odds with what we believe.”
It’s sort of hard to believe this report: 3/Y are already relatively affordable, Elon said a $25k wouldn’t make sense, consumers want something larger than the Y with X going away, and Musk said what’s coming is “cooler than a minivan.”
Have to think the car is at least an SUV. https://t.co/4CQUV9ZNA5
— TESLARATI (@Teslarati) April 9, 2026
In other words, chasing a bare-bones cheap EV runs counter to Tesla’s core mission of accelerating sustainable energy through cutting-edge technology and autonomy rather than volume-driven price wars.
Musk’s own recent statements reinforce skepticism about a compact SUV pivot. Just two weeks ago, on March 25, he responded to fan requests for a minivan by posting on X: “Something way cooler than a minivan is coming.”
Elon Musk says Tesla is developing a new vehicle: ‘Way cooler than a minivan’
The remark came in the context of family-hauling needs, with Musk highlighting the Cybertruck’s ability to seat multiple child seats. It signals Tesla’s focus is shifting toward more spacious, innovative people-movers—not shrinking its lineup.
U.S. demand data echoes this logic.
The long-wheelbase Model Y L—a six-seat, stretched variant offering extra room for families—has generated massive interest wherever offered. Fans in the U.S. have basically begged for the Model Y L to make its way to the States, or for the company to develop a full-size SUV.
The Model Y L is selling well in China, where it is manufactured.
Delivery wait times for the Model Y L stretched into February 2026 as orders poured in. Tesla recently expanded the trim to eight new Asian markets, yet it remains unavailable in the United States, where consumer appetite for a larger, more practical SUV is reportedly strong.
American buyers have consistently favored bigger vehicles; the Model Y already outsells most competitors precisely because it delivers crossover utility without compromise. A compact model shorter than today’s bestseller would likely miss this mark entirely.
Tesla’s product strategy has long emphasized differentiation through autonomy, range, and desirability rather than racing to the bottom on price. Stripped-down variants of the Model 3 and Y have already struggled to ignite broad demand.
A new compact SUV built in China might sound logical on paper for cost-sensitive buyers, but it risks repeating past missteps—diluting brand cachet while ignoring clear signals from Musk and the market.
History suggests Tesla talks about affordable cars more often than it delivers them. Whether this Reuters scoop evolves into metal or joins the $25k project on the scrap heap remains to be seen.
For now, the smart money is on Tesla doubling down on “way cooler” vehicles that actually fit American families—and Tesla’s ambitious vision—rather than a smaller SUV that feels like yesterday’s news.
SpaceX is keeping the Space Station alive again this weekend
Tesla hits FSD hackers with surprise move
