Tesla’s long‑range Class 8 electric truck is finally moving off the production line, yet it is already the subject of a pointed critique from an unexpected source. Trevor Milton, the founder of Nikola Motors who was sentenced for securities and wire fraud in 2022, posted a detailed comment on a LinkedIn discussion about Tesla’s ramp‑up of Semi production. In the post, Milton claimed intimate knowledge of electric‑truck operations and listed five areas where he believed the Semi’s cost structure would be unsustainable. Although his reputation has been irreparably damaged—he served a brief prison term, was pardoned by a former U.S. president in 2025, and was ordered to repay $168 million to investors—some of the figures he cited correspond to publicly disclosed Tesla data and industry benchmarks.
Milton’s first argument centered on insurance expenses. He suggested that premiums for electric trucks could be roughly double those for diesel equivalents because insurers base rates on vehicle value. Tesla’s current list price for the 500‑mile Long‑Range Semi stands at $290,000, a figure that is about $100,000 higher than the $180,000 price target announced in 2017. By contrast, a conventional diesel Class 8 tractor typically sells for between $150,000 and $220,000. Insurance underwriters have confirmed that higher replacement costs do translate into elevated premiums, a reality that lengthens the pay‑back horizon for fleet operators. The premium differential is not merely a theoretical concern; it directly influences the total cost of ownership calculations that logistics firms in Europe, North America and Asia use to justify capital allocations.
The second point raised by Milton involved tire wear. He argued that the instantaneous torque of electric drivetrains would accelerate tire degradation, thereby raising operating costs. While electric motors do deliver full torque from a standstill, modern fleet managers already employ torque‑limiting strategies on diesel trucks to mitigate similar wear patterns. Moreover, manufacturers of electric powertrains have introduced software controls that can smooth acceleration curves, reducing the mechanical stress on tires. Industry data from the European Trucking Association indicates that tire replacement cycles for electric trucks are comparable to those of diesel units when such controls are applied, suggesting Milton’s claim may overstate the issue.
Milton’s third contention focused on electricity pricing. He dismissed Tesla’s earlier promise of $0.07 per kilowatt‑hour for Megacharger use, asserting that real‑world rates would be substantially higher, especially in high‑demand regions such as California where fleet operators could face $0.50 per kilowatt‑hour. Tesla’s own disclosures confirm that the Megacharger network charges a base fee of $0.08 per kilowatt‑hour, exclusive of the underlying utility cost. When utilities’ time‑of‑use tariffs are added, the effective price can indeed climb, particularly during peak demand periods. This nuance is critical for companies that plan to operate large electric fleets in jurisdictions with stringent emissions targets and where electricity markets are subject to regulatory caps and renewable‑energy surcharges.
The fourth argument concerned the capital outlay required for charging infrastructure. Milton claimed that deploying chargers for a fleet would run into the millions of dollars, a figure that would strain balance sheets. Tesla has recently introduced a “Semi Charging for Business” program, offering Megacharger hardware packages starting at $188,000 for a pair of charging posts. While this price tag is significant, it falls short of the multi‑million estimates Milton suggested for a basic rollout. Analysts at BloombergNEF note that the total cost of ownership for electric trucks remains favorable when the lower per‑mile energy expense—approximately $0.17 per mile for electricity versus $0.50 to $0.70 per mile for diesel—is factored in over a typical 1‑million‑mile service life.
Milton concluded his commentary by reminding readers that Nikola had, in his view, produced the first commercial electric semi‑truck and that the company had delivered “hundreds of production trucks.” The factual record tells a different story. Milton was ousted from Nikola in September 2020 after Hindenburg Research exposed a series of misrepresentations, including a staged demonstration where a hydrogen‑fuel‑cell truck appeared to move under its own power while actually rolling downhill. Nikola’s Tre BEV did not enter series production until March 2022, well after Milton’s departure, and the company filed for bankruptcy in February 2025. By the end of that year, Nikola’s workforce had dwindled to a single employee. Consequently, any claim that the firm built a sizable fleet of electric semis under Milton’s leadership is not substantiated by production records.
The relevance of Milton’s critique extends beyond personal vendettas. It underscores the broader economic and regulatory environment that is reshaping freight transport. Governments across the United States, the European Union and China have introduced or are preparing to implement stringent emissions standards for heavy‑duty vehicles, with some jurisdictions mandating zero‑emission trucks on certain routes by 2030. These policies create a market incentive for electric trucks, but they also compel manufacturers to demonstrate that the total cost of ownership can compete with diesel, especially when upfront capital costs and ancillary expenses such as insurance and charging infrastructure are taken into account.
Tesla’s progress with the Semi is therefore being watched by a global audience of policymakers, investors and logistics firms. The company’s ability to scale production at its new Gigafactory in Texas, maintain a reliable Megacharger network, and deliver vehicles that meet the promised range and payload specifications will be decisive in determining whether electric semis can achieve meaningful market share. While Milton’s personal credibility is compromised, his focus on concrete cost components—vehicle price, insurance, electricity rates and charging capital—mirrors the analytical framework that fleet managers worldwide are applying.
In sum, the debate sparked by a convicted founder highlights the practical challenges that lie ahead for electric freight. The core issues he raised—higher acquisition costs, insurance implications, and the economics of charging—are real variables that will shape adoption curves. As the first Teslas roll off the high‑volume line and begin to accumulate mileage data, the industry will gain the empirical evidence needed to resolve the cost‑benefit equation, moving the conversation from speculative commentary to measurable performance.