By packing batteries and an electric drive axle into a tandem trailer that fits between a conventional semi truck and trailer, Revoy EV promises to “electrify” trucking and cut a fleet’s fuel bill in half. It sounds amazing – but eleven tons of questions remain.
The Revoy EV concept is deceptively simple. A tractor’s 5th wheel pairs up with the Revoy’s hitch. Then the trailer that the semi is set to haul attaches to the Revoy’s 5th wheel. Some AI embedded in the Revoy’s electronic control units does some number-crunching and the three-part truck, trailer, trailer combo then hauls off down the road, with the Revoy’s high-torque e-axle providing most of the power to accelerate the load and diesel power where it’s most efficient: on the highway.
The best part, according to Revoy? Truckers can add the Revoy EV trailer to their rigs with no up-front costs.
“We offer a really different and much better and easier path for fleets to go electric,” offers Revoy EV’s founder, Ian Rust. “We offer a service, (zero money up front for the unit, then) customers pay us by the mile. It’s really more of a fuel product. We charge them for the diesel we save them, altogether with the residual diesel, and our fees that are all inclusive.”
The Revoy EV has a range of about 250 miles, which comparable to the 2nd generation Volvo VNR Electric and the Freightliner eCascadia models. “On a 250-mile run, a truck getting 7 mpg might burn 35 gallons of diesel, which we’ll say costs $4/gallon or $140,” writes Alex Lockie, from the Commercial Carrier Journal. “The Revoy EV would cut that in half, approximately, and bill the fleet for a cut of the difference.”
Revoy EV hybrid semi trailer
Revoy is launching with two “swap stations” already up and running in Texas and Arkansas, where drivers can pull into the station, be greeted by a Revoy attendant, then swap out their spent battery “in about five minutes or so,” according to the press release. Rust adds that Revoy has stations planned for California and Oregon as well.
Electrek’s Take
Where do we start? On the one hand, the Revoy EV is very much not vaporware. This is a thoroughly conceived, well-engineered, and seemingly well-funded effort to bring someone’s big idea to life. On the other hand, the concept itself seems deeply flawed.
The first major problem with the Revoy EV is its weight. The electrified trailer weighs in at about 22,000 pounds, according to the company – around 2,000 pounds lighter than the previously mentioned Volvo VNR Electric and as much as 6,000 pounds more than a Freightliner eCascadia. National rules say that without a special permit, a semi-truck and the trailer it is hauling can’t collectively weigh more than 80,000 pounds in total. Worse, the Revoy doesn’t fit into any special legal loopholes that can help make that mass go away (because the Revoy isn’t a ZEV, it doesn’t even get the extra 2,000 lb. GVWR allowance a BEV gets). That means adding a Revoy trailer to your rig effectively negates your ability to haul 22,000 lbs. of the stuff that, you know, you’re actually being paid to haul.
Add in the potential safety risks and generically “weird” handling characteristics presented by adding an extra few articulations into the mix and the Revoy starts to look even more like a liability.
Still, the Revoy guys aren’t dumb – and a number of knowledgeable industry people have jumped in to defend Rust’s concept. “In high-value freight at least,” offers Lockie, “the trend has been toward the extreme majority of loads cubing out before they ever weigh out.”
Rust, to his credit, at least acknowledges the problems. “The key is when we encounter those trailers that can’t afford the weight (of the Revoy EV), we wave them on,” he says. “We looked at the data … two thirds of loads can accommodate the extra weight.”
With so many commercial fleets complaining that the 2000 lb. EV adjustment isn’t enough, I (for one) question Rust’s confidence. Still, I’m just one guy – and you, dear readers? You’re smart. Head on down to the comments and let me know what you think of the Revoy EV, and whether or not you think it’ll be a staple of trucking’s future.
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Fire and smoke rise into the sky after an Israeli attack on the Shahran oil depot on June 15, 2025 in Tehran, Iran.
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The CEOs of two major energy companies are monitoring the developments between Iran and Israel — but they aren’t about to make firm predictions on oil prices.
Both countries traded strikes over the weekend, after Israel targeted nuclear and military facilities in Iran on Friday, killing some of its top nuclear scientists and military commanders.
Speaking at the Energy Asia conference in Kuala Lumpur on Monday, Lorenzo Simonelli, president and CEO of energy technology company Baker Hughes, told CNBC’s “Squawk Box Asia” that “my experience has been, never try and predict what the price of oil is going to be, because there’s one sure thing: You’re going to be wrong.”
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Simonelli said the last 96 hours “have been very fluid,” and expressed hope that there would be a de-escalation in tensions in the region.
“As we go forward, we’ll obviously monitor the situation like everybody else is. It is moving very quickly, and we’re going to anticipate the aspect of what’s next,” he added, saying that the company will take a wait-and-see approach for its projects.
At the same conference, Meg O’Neill, CEO of Australian oil and gas giant Woodside Energy, likewise told CNBC that the company is monitoring the impact of the conflict on markets around the world.
She highlighted that forward prices were already experiencing “very significant” effects in light of the events of the past four days.
If supplies through the Strait of Hormuz are affected, “that would have even more significant effects on prices, as customers around the world would be scrambling to meet their own energy needs,” she added.
As of Sunday, the Strait remained open, according to an advisory from the Joint Maritime Information Center. It said, “There remains a media narrative on a potential blockade of the [Strait of Hormuz]. JMIC has no confirmed information pointing towards a blockade or closure, but will follow the situation closely.”
Iran was reportedly considering closing the Strait of Hormuz in response to the attacks.
O’Neill said that oil and gas prices are closely linked to geopolitics, citing as examples events that date back to World War II and the oil crisis in the 1970s.
Nevertheless, she would not make a firm prediction on the price of oil, saying, “there’s many things we can forecast. The price of oil in five years is not something I would try to put a bet on.”
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The Strait of Hormuz is a vital waterway between Iran and the United Arab Emirates. About 20% of the world’s oil passes through it.
It is the only sea route from the Persian Gulf to the open ocean, and the U.S. Energy Information Administration has described it as the “world’s most important oil transit chokepoint.”
A series of images of landscapes and wildlife from the Brigalow Belt region of Queensland near the town of St. George.
Colin Baker | Moment | Getty Images
Shares of Santos surged as much as 15.23% Monday, after it received a non-binding takeover offer of $18.72 billion by an Abu Dhabi’s National Oil Company-led group.
The move marks the biggest intraday jump in the Australian oil and gas producer’s shares since April 2020, LSEG data shows.
Prices of gold, the stalwart shelter in times of crises, rose. Investors flock to the precious metal amid uncertainty because it serves as a stable store of value that is mostly resistant against exogenous shocks, such as inflation or geopolitical conflicts.
And the dollar strengthened, as it is wont to do when the world looks ugly. Recall the dollar smile: The greenback will appreciate when things are really good because investors want in on U.S. risk assets, or when they are really bad because investors want in on the perceived safety of U.S. government bonds.
Stocks, the financial risk asset epitomized, fell across markets globally.
Despite the markets giving multiple indications we are entering a period of ugliness — or, at least, volatility — U.S. stocks still appear resilient, and the surge in oil prices only brings us back to where they were about three months ago as prices have been low since, CNBC’s Michael Santoli wrote.
The markets have, indeed, mostly shrugged off Russia’s invasion of Ukraine and the Israel-Hamas war, both of which are still brewing. But with the conflict between Israel and Iran still in its early days, it might pay to be extra cautious in the coming weeks.
Safe haven assets in demand Investors piled into safe-haven assets after Israel’s attack on Iran. After weeks of declining, the dollar index, a measurement of the strength of the U.S. dollar against other major currencies, rallied 0.3%on Friday and was up 0.1% as of7:30 a.m. Singapore time Monday. Spot gold rose 0.38% and gold futures for August delivery were up 0.41% Monday, adding to Friday’s gains of 1.4% and 1.5% respectively.
Prices of oil jump Oil prices surged as investors feared a disruption to oil supply from Iran, which produced 3.305 million barrels per day in April, according to OPEC’s Monthly Oil Market Report of May. As of Monday morning Singapore time, U.S. crude oil rose 2.22% to $74.62 a barrel, adding to its 7.26% jump on Friday. The global benchmark Brent climbed 2.22% to $75.88 a barrel, following Friday’s 7.02% surge.
[PRO]U.S. stocks still look resilient Even though stocks fell on the eruption of conflict between Israel and Iran, the market appeared resilient, wrote CNBC’s Michael Santoli. This week, while hostilities between the two Middle East countries will continue weighing on investors’ minds, they should not lose sight of the Federal Reserve’s rate-setting meeting, which concludes Wednesday.
And finally…
The Boeing 787-9 civil jet airplane of Vietnam Airlines performs its flight display at the 51st Paris International Airshow in Le Bourget near Paris, France. (Photo by: aviation-images.com/Universal Images Group via Getty Images)
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