00:00We were very fortunate to borrow the Plaid powertrain from before, I mean that thing absolutely rips, but we also
00:07realized that we could make it even better.
00:10Yeah, a carbon fiber sleeved rotor is not exactly the technology you want to put into a mass-market thing.
00:15So we were able to take the rotor, which you guys see here, put a steel cage around that,
00:19and we found a way using this new steel to improve efficiency, improve reliability, and improve mass,
00:25which is all great for the end customer, but also the performance of the vehicle.
00:30We've also taken new technology that we've developed and put into our automotive products over the years,
00:34such as the bar-wound stator, which is about to come in now on the screen, to improve the same
00:40thing.
00:40This actually has allowed us to make a motor that is not only cheaper, lighter, and better,
00:44we've lost about 80 kilograms on the drive axle, but actually provides more reliability than we ever have before.
00:50And another thing on lowering cost is that stator is shared with Cybertruck.
00:55And so we got to reuse that design and engineering, but we also got to reuse that line
00:58and save even more money to avoid that investment.
01:02You know, and it comes down to every detail at Tesla.
01:05You know, when we're designing something, we always want it to be super bespoke
01:08and super, like, engineered for the product.
01:11You see the cutaways here, and they're very, very detailed.
01:13One of the things that I was always frustrated with in the old semi was we had three different oils
01:18just in the drive axle itself.
01:20Yeah, I mean, our engineers do amazing work, and they look to optimize everything.
01:24And occasionally we get a little too far out there, and we ended up with three oils in the first
01:28round of the truck.
01:29We had a motor oil, we had a gear oil, and we had a hub oil, and we've changed that.
01:35Now we have, on the hub side, fully integrated hub and no oil whatsoever,
01:43which is more reliable and lower rolling resistance.
01:45And then we've gone on the gearbox and motor to one common oil, thanks to our lubricants team, who really
01:50came through there.
01:51Yeah, and I mean, the thing I hate about old cars, I love old cars and old trucks and diesel
01:55trucks,
01:55is you got to change the oil every so often.
01:57But this oil is going to last over a quarter million miles, so hopefully you never have to touch it.
02:02Yeah, and that really goes to the ethos, and something that if you spend one day at Tesla, you will
02:06probably hear time and time again,
02:07is the best part is no part.
02:09And we took this on not just with the oil side, but also with the steering.
02:14And this was a big revelation.
02:15We've gone away from one of the things that I know absolutely irks Lars to the nth degree,
02:21which is energy conversion, and we went to full electric power steering.
02:24No, I've hated it since day one.
02:26When we made Model S, we had a vacuum pump that powered the brake system, and it drove me crazy,
02:31because you take a vacuum, and then you turn it into hydraulic power, and then you turn it into friction.
02:35You just have losses over losses over losses.
02:38And I literally lose sleep over that kind of stuff.
02:41Same thing happened here.
02:42We started with the truck.
02:43We had a hydraulic power steering system.
02:45And you know, electric power steering is great.
02:48It does a lot of things.
02:49We've got it here now in the truck.
02:51It's fully redundant.
02:52We actually used the technology that we first developed with Cybertruck for a full steer-by-wire system
02:57to make it autonomous-ready, but also to give the driver something that they don't normally get,
03:02which is an immensely quick response.
03:05You know, one of the things when you're driving a truck is you want to be able to put it
03:08where,
03:09you know, you've got 80,000 pounds in the back there.
03:11You want to be able to put it where you want it to go.
03:13And with the electric power steering system we have, if you guys have got a chance to drive it,
03:17or if you haven't, your drivers are going to be super happy because it is the most precise steering system
03:23I've ever seen on a Class A truck.
03:24Yeah, it's pretty incredible.
03:25You can really put the thing where you want to.
03:27Couple that with precise throttle control,
03:29as well as then a wheel cut that actually lets the truck have nearly the same turning radius as our
03:34Model Y.
03:35And it is a dream to maneuver in those tight situations.
03:38Whether you're talking urban or you're like doing loading dock maneuvers,
03:41like you can really put the truck where you want to and get it down to that last little bit
03:45and squeak everything out.
03:46You know, and that makes your driver's pre-drive checklist easier too.
03:50Because it's all on the screen and it's all there, but you know,
03:55you don't have to worry about the leaks from the hydraulic system.
03:57So I'm super excited about this.
04:00It's one of my favorite parts.
04:01I literally lifted it up one time to show Elon I was so excited about it.
04:04Yeah, and we stayed under the hood here and went to another system that we decided to optimize.
04:09And I remember the first time that we were reviewing the thermal system with the team,
04:14they just kind of looked at me and they're like,
04:15all right, you know that 3Y thermal system we've got?
04:19We're going to put two of them in the truck.
04:21Which was a little bit of a shock, but we've come a long way since then.
04:24Yeah, you know, I mean, I think back then we're trying to do the,
04:28what we want to do, which is take our high volume products that have mass reliability,
04:32that we built, you know, over 10 million cars.
04:34And we've run billions and billions of miles on and say we're going to take that reliability
04:38and put it into the semi because that's really important to our customers.
04:42But actually what we realized in this case was it wasn't really capable.
04:46So we developed an all new ITS system, which is our indirect thermal system.
04:53And we put it, we designed it at the same time we designed the cyber cab.
04:56And we said, okay, we're going to take our most efficient vehicle and our biggest vehicle,
05:00and we're going to take one thermal system and make it work for both.
05:03And we actually did that with some small modifications to the actual like cooling loop side of it.
05:08But that means what you get in this vehicle is a compressor and a thermal system
05:13that has been already proven millions and millions of miles over,
05:17which means you're getting reliability from day one.
05:20Yeah.
05:21We have a bigger radiator than cyber cab, for example.
05:23Slightly.
05:24Slightly.
05:24But the core componentry, pumps, compressor, exchangers, they're the same.
05:29And that means we get to leverage that over and over again.
05:31There's what, like two or three coolant pumps in every vehicle we make?
05:34Yeah.
05:35Roughly speaking?
05:3610 million.
05:36So like 25, 30 million coolant pumps.
05:38So, you know, we have a handful of them up front.
05:41You can easily access them for service and reliability from the front hood of the trunk.
05:45But those pumps are the same pumps we have all over the world.
05:49And that means not only do you get a very reliable part, a very available part,
05:54but you get to leverage that distribution system as well.
05:57Yeah.
05:57And one thing you might notice about this thermal system is that there's no AC lines.
06:01There's no refrigerant lines.
06:02And that's the beauty of the indirect thermal system is it comes from the factory, fully charged, sealed with refrigerant.
06:08And it just exchanges coolant.
06:10It doesn't actually run refrigerant up to the front of the vehicle.
06:13So there's no AC lines to worry about damaging or leaking or having to do any work in the shop.
06:17It's a great, tight, integrated system straight out of the factory.
06:19And the heat pump is, as it is defined, is allowed to move heat from one area of the vehicle
06:25to another.
06:25And because we've integrated the system to include the battery, the drive unit, and the cabin, we take the heat
06:31where it is, we scavenge it, and we put it where it needs to go.
06:34And the way I think about heat as an engineer is not like, is my body hot or is it
06:39hot, but it's like every degree of heat energy.
06:41So if you need to cool the cabin by two degrees, we can take that heat out of the air
06:46that's going into the cabin using the heat pump and the indirect thermal system and put it to the battery
06:51and the driver where you need it.
06:53Which means it's more efficient.
06:54Yeah, and if you can't tell, we're kind of ruthless about every watt hour that we chase in these things.
06:59Because there's this wonderful compounding effect, is that if you make the vehicle more efficient, that means it's less battery
07:05you need to do the same amount of work.
07:07Which means that you can take battery out of the vehicle, which is lower cost and lower mass.
07:12Faster charging.
07:13Yes.
07:13And the cool thing about all that is, I remember when we started this project, we were doing some quick
07:18math.
07:18And, you know, JB and Elon said, hey, you know, if we can get to about, you know, 2,000
07:25watt hours a mile, this could work.
07:26And then we had some naysayers, names shall not be mentioned.
07:30But pretty well known names.
07:32Yeah.
07:33Who said that's impossible.
07:34And at Tesla, we love when people tell us something's impossible.
07:38So we took that challenge.
07:39Yeah.
07:40What do we have now?
07:401.6?
07:411.7?
07:421.7 fully loaded, just under, yeah.
07:45So we took that down about 25%.
07:471.7.
07:501.7.
07:521.7.
07:541.7.
07:541.7.
