Kenworth Debuts Futuristic SuperTruck 2 Concept, Looks Like 'Game Over' for the Tesla Semi

While designing their SuperTruck 2 demonstrator vehicle, Kenworth wanted to achieve a 100% freight efficiency improvement over their 2009 T660 semi-truck, which at the time was thought to be the most fuel-efficient truck in the industry. They ended up improving efficiency by up to 136% over the T660, according to company exec, Jim Walenczak.

The way they hit that mark was by boosting fuel efficiency up to 12.8 mpg while also reducing their combination weight by more than 7,000 lbs, resulting in the ability to haul more payload with what is undoubtedly an extremely fuel-efficient tractor-trailer combination.

Of course, visually is how this concept stands out most. It looks even more aerodynamic than the Tesla Semi, even though it’s not fully electric like the latter – but more on that in a moment.

“We started with an ideal aerodynamic shape when we started the design of the SuperTruck 2,” said Kenworth chief engineer, Joe Adams. “At the start of the project, we asked ourselves, ‘What does the next generation vehicle for long haul transportation look like?’ What we produced pushes the limits in reducing aerodynamic drag while it also incorporates a new powertrain.”

It’s not electric, and it’s not just a run-of-the-mill diesel either. What is it then? A mild-hybrid turbodiesel comprised of a PACCAR MX-11 engine rated at 440 horsepower, working alongside a 48-volt electric generator and a PACCAR TX-12 automatic transmission.

The mild-hybrid system utilizes next-gen lithium-ion batteries which can be re-charged through regenerative braking. In turn, this allows the SuperTruck 2 to power the fans, steering and coolant and HVAC pumps electrically – these were previously mechanically driven, where the engine fan alone could have drawn up to 80 horsepower.

Meanwhile, on the diesel side, the company bench-tested a record 55.7% engine efficiency.

“Today’s modern diesel engine demonstrates around 47% efficiency. Reaching 55.7% was a major step forward and could only be done by applying new technologies that had not been explored until today. To put that efficiency number into perspective, if this engine were to go into production, it would lead to a 10% fuel efficiency improvement. That’s an astonishing number,” explained Maarten Meijer, PACCAR’s senior engineering manager for advanced technology.

In terms of payload, Kenworth wanted to focus on ‘savings’, which is why they even designed a new trailer to go with the tractor. Together, they come in at around 26,100 lbs (11.8 tons), roughly 7,100 lbs (3.2 tons) less than a typical tractor-trailer configuration. This also allowed them to use a smaller 80-gallon fuel tank without compromising the maximum range.

What’s it like on the inside?

Just as futuristic as what you see on the outside, if not more. We’re dealing with a “center driver” cab design philosophy, plus a new sleeper compartment. Highlights include the state-of-the-art 15-inch digital display with a configurable gauge layout, the parabolic windshield, no physical mirrors (to further minimize drag), plus separate sleeping and sitting areas (including a tabletop that rotates down when you’re sitting on the sofa).

It’s worth noting that those digital mirrors also enable enhanced rearview monitoring, with trailer tracking capabilities and night vision enhancements.

How does this compare to the Peterbilt SuperTruck II concept?

Peterbilt’s own SuperTruck II demonstrator vehicle was on display at CES 2024 back in January, and also came with a mild-hybrid unit, featuring a waste heat recovery system. However, Peterbilt’s concept was said to be 132% more efficient compared to the average long-haul Class 8 vehicle, whereas Kenworth’s efficiency boost stands at 136%.

Then there’s the styling. The Peterbilt concept, while very modern, still looks rather conventional. Kenworth’s take on the future of the semi-truck is clearly more in line with Elon Musk’s vision. Speaking of which, there’s really no point in comparing the Kenworth SuperTruck 2 to the Tesla Semi, because one’s a mild-hybrid and the other is battery-electric.

However, this doesn’t necessarily mean that the Tesla Semi has the advantage. These vehicles are built for long-distance hauling, and last time I checked, you can still travel greater distances with a diesel engine than you can on battery-power alone.

The Tesla Semi can travel up to 500 miles on a single charge, before supposedly recovering up to 70% of its range in 30 minutes by utilizing the company’s special charging infrastructure. That’s way less than what you’re able to get from a diesel-powered semi-truck, not to mention how the latter doesn’t need to sit idle for long periods of time in order to refuel.

As things stand right now, the likes of Kenworth and Peterbilt still appear to be holding all the cards, whereas Tesla can only hope to massively improve battery performance and charge times – otherwise, long-haul operators will likely stay away from their products.