Tables and show the energy demand, battery capacity, and fuel economy of BETs over the drive cycle presented by Jones et al. for a truck carrying today's average payload of 41,473 lbs (18,812 kg). However, for the present-day LFP case, we compute the fuel economy with a payload of 34,543 lbs (15,668 kg) as that corresponds to the maximum allowable vehicle mass of 80,000 lbs (36.29 tonnes). We validate our fuel economy results by using the long-haul drive cycle published by NREL (see Tables ) over which we obtain comparable value. Previously in literature, similar values were obtained by Tong et al. , Mareev et al. , and Vijayagopal et al. Additionally, we plot the fuel economy for constant vehicle speed in Figure , which is also consistent with values reported in literature. Using the drive-cycle from Jones et al. we obtain an energy requirement of ∼ 1.8 MWh. Therefore, with a depth of discharge factor of 80%, we need batteries with an energy capacity of 2.28 MWh and 2.29 MWh for LFP and NMC chemistry respectively. Similar battery capacities (∼ 2 MWh) were also considered in other studies targeting long-haul trucks. NMC batteries have a lower start-of-life efficiency and a higher degradation rate resulting in worse average fuel economies compared to LFP. Over time, we forecast an improvement in fuel economies as battery packs achieve higher specific energies leading to a lower total vehicle mass for the same payload.