Several key parameters in the models discussed above, such as the battery energy density and lifetime, depend upon the choice of battery chemistry. Long-haul trucking requires the battery to last around 1500 cycles for the 872,000 miles (1,403,348 km) that the truck covers over its lifetime. Additionally, we require a high gravimetric energy density to minimize the payload penalty. Nickel-Manganese-Cobalt (NMC) is a popular choice that has already been successfully deployed in the light-duty sector by original equipment manufacturers such as Hyundai, Renault, Mercedes, and more. NMCs have the highest-in-class energy densities ranging between 200 -300 Wh/kg. Higher energy density is achieved by increasing the nickel content in the cathode and has the added benefit of reduced material cost as nickel is much cheaper than cobalt. However, this comes at the cost of the battery cycle life as nickel increases the chemical reactivity of the cathode, thereby accelerating side reactions with the electrolyte. A summary of the cycle life for NMC batteries is presented in Table in the supplementary text. We see that even for specific chemistries such as NMC-811, there is a wide range of cycle life. This can be explained by different cycling conditions such as charge/discharge rates, temperature, cut-off voltage, and depth of discharge. In this study, we consider overnight charging of long-haul trucks (C-rate = C/10) and perform battery sizing to operate between 10% and 90% state of charge. Therefore, our application places a lower strain on the battery than most lab conditions and the observed cycle life would be closer to the higher limit of the reported ranges. Weighing the energy density and cycle life, the high nickel content cathodes (NMC-622, NMC-811) seem the most promising and were used as a basis to select the energy density and efficiency as reported in Table .