Electric trucks can be surprisingly driver-focussed

'Driver-focussed' means different things to different people. To hardcore enthusiasts, it's unadulterated performance, no sound insulation, rock-hard damping, and no electronic nannies.

For everyone else, 'driver-focussed' means things like an optimal driving position, a responsive powertrain, and sweet handling. Day-to-day comforts remain key, as the car is still meant for the road, even if it does well on a racetrack.

Can a heavy-duty electric truck be 'driver-focussed'? It's not the type of vehicle that one imagines would please a driver. Yet it unexpectedly can. And this coming from someone who spent an hour in one as a mere passenger.

Only three steps are provided, but they have these shallow spikes to improve grip

An unusual assignment

Heavy-duty trucks are not part of the Editorial Team's KPI. We may review light commercial vehicles, but none of us have a Class 4 or Class 5 Driving Licence. Being sent to test-ride a T9R, BYD's first heavy-duty electric truck model in Singapore, is strange.

The BYD T9R is a sizable lorry. It's 9.99 metres long, 2.55 metres wide, and 3.24 metres tall. You must be limber to climb into its cab, as the steps are narrow and high off the ground.

Needless to say, ingress and egress are best accomplished on level terrain. However, for those seeking a workout, the process can be undertaken while the T9R is parked on an upward or downward incline.

Electric cars, especially those from Chinese brands, are known for their minimalist interiors, featuring large touchscreens in place of physical buttons. Conversely, the T9R's cabin exudes an old-school neatness.

Approximately nine buttons adorn the dash panel, including the Start/Stop button. The air conditioning controls consist of two dials and six buttons, all familiar to any car owner. A simple radio, rather than a sophisticated infotainment system, is provided.
 
Functionality contributes to the driver-focused nature; there are no distractions or complications. Indeed, the driver hired by Inchcape+, the Singapore agent for the BYD T9R, required only two minutes to familiarise himself, despite it being his first encounter with the truck.

The part-analogue, part-digital cluster, along with the physical controls, made for a user-friendly space

Some figures to note

This electric truck is powered by a massive 302kWh Blade Battery, which is 2.92 times larger than the one in the Denza D9, which 'only' has a 103.36kWh battery.

Propelling the T9R are two electric motors, each capable of 260kW. With a combined output of 520kW (697bhp) and 891Nm of immediate torque, it certainly possesses the figures to move 10,750kg.

BYD claims the T9R has a payload capacity of 17,250kg. When fully laden, the 28 tonne T9R boasts a range of 320km in city driving conditions. Using a 184kW DC charger (based on 300A), its batteries can be recharged from 20% to 80% in one hour.

However, charging speeds are not the primary selling point for electric trucks. The elimination of maintenance downtime (and a reduction in expenses for engine oil, filters, and other consumable fluids) are factors that firms would consider when deciding to transition from diesel power to electric power.

With a 184kW DC charger (based on 300A), the T9R recharges from 20% to 80% in an hour

A quiet start

Unlike the grumble and roar of a diesel engine, there's no drama to the T9R, whose 'startup' is accompanied by gentle whirring sounds. Once in Drive, the T9R slowly began gliding out of its parking space.

This should be good, I thought. The absence of a rumbling large-displacement, turbo-diesel engine will translate into a silent, smooth ride. And initially, it was true.

However, as the T9R descended the ramp, the ride became bouncy. I thought it was just due to those thin perpendicular grooves you find on many carpark ramps, but the road surface was not the only guilty party.

Yes, those are the same keys used in BYD's passenger car models, but you won't see this type of electronic parking brake lever in them

"The ride is not very smooth." I quipped. The driver glanced at me with a nonchalant expression and replied, "Oh. This is actually considered quite good."

By this point, the seatbelt had grown taut around my prosperous frame. I was grateful, for without it to restrain me, I would have already smashed into the dashboard. I'm not sure if my chubby cheeks and generous rolls of belly fat would be enough to cushion such a mishap.

Meanwhile, the truck driver was nonplussed - this was just another day at the office for him. And it was a short one, too, for he only had to drive from Pandan Road to Mount Faber and make another stop at Labrador Park before returning to Poh Tiong Choon Logistics.

The discovery

The ride improved once we left Jalan Buroh and headed down West Coast Highway, as the roads were less pockmarked. "It's because behind is kosong (empty)", remarked the driver. He added, "There's nothing weighing down the suspension, so you're bouncing more."

I knew those thick, thick leaf springs that could take a 17.25 tonne payload had something to do with this. Realising that I was just as much to blame, I again mentally chided myself for growing prosperous, a trait which was ironically causing some discomfort.

The long sun visors help cut glare, while the wide mirrors aid visibility (look how high up you'll sit!)

The woolly ride was causing another issue: The bouncing was also making the seat of my pants rub against the seat and generating heat. Not wanting a sweaty backside, I gripped one of the grab handles and kept as still as possible.

The ride felt long because for safety, the T9R is limited to 60km/h. As we turned onto Mount Faber Road, the driver remarked at how easily the truck was ascending. No drama, no hesitation. Just surefooted, silent progress. Too bad the same couldn't be said about the front passenger.

The pit-stop was much-needed. After enjoying the feel of firm ground, I climbed into the cockpit to take some photos. The moment I sat on the driver's seat I was greeted by... softness.

The air suspension system is under the driver's seat, hidden by these 'bellows'

Beneath the T9R's driver's seat is a multi-chambered air suspension system. It lowers the seat when it's unoccupied and rises the moment it's sat on. It is why the driver thought me mad for complaining about the ride.

But upon learning that only he sat on a pillowy throne, he sympathised and again explained that it would have been better if the truck was laden. I began steeling myself for the ride back.

Musings

Thankfully, upon hearing this feedback, the Inchape+ senior sales manager who accompanied us asked me to ride in the Toyota bZ4X he was driving. I had never ridden in one before, but I was certain I would really like it.

Chatting on the way back, I asked him why the bZ4X was not being sold. Apparently, the car needs a longer range to be competitive, so for now, it is only available to internal staff. Indeed, the opportunity to learn new things is what keeps this job so interesting.

All that said, I don't know what it's like to be a trucker driving a rumbling diesel-powered beast. However, I did come away from this test-ride with an idea of what awaits the pilot of the BYD T9R.

Smooth, capable performance, a plush seat, and a minimum number of controls help prevent distractions. The air-con is cold, and if the driver feels fatigued, the nook behind the front seats can be transformed into a sleeping space. There are also lots of huge storage points for knick-knacks.

So yes, a heavy-duty electric truck can be driver-focussed. Not in the way we car owners think, but in many ways, the T9R offers what professional truckers need. Besides, if there's one thing is has in common with sports cars, it is the fact that the driver's seat is the best seat in the house.