Even conservatively estimating 80% efficiency and 80% cruise speed, and estimating 25% peak power during cruise, that's:

    83.1 km = (112kWh x 80% x 25 mph x 1.6 km/mile x 80%) / (138 kW x 25%)

which is an armchair number plenty close to the claimed 100 kilometers. And if it only has to go 2 km eight times a day, it's going to use less than a third of its capacity.

Unless they charged it at every stop, that's a 16 km drive between charges, not 2km. 112kWh is enough to run the 138kW motor for 48 minutes full-out. At 25mph, that's 32km, so driving without stops cannot be less than a 32km range, and is probably significantly more (trucks run closer to to full power while cruising than cars, but still not 100%).

I may have understated somewhat.

Will you grant double digit km range? Still two orders of magnitude lower than a fuel-based truck in commercial operation?

150 gallons * 7 mpg = 1,050 mi / 1,690 km.

There’s more than just increasing capacity to address the range issue. Further, two digits of difference will be overcome sooner or later.

Such as?

Petrochemical fuels afford a near unbeatable energy/volume and energy/mass density. The best theoretical battery might attain 1/10th this, practical batteries are nearer 1/100th, if that. A ~100 kWh battery holds the equivalent of 2 gallons / 8 litres of petrol or diesel.

Electrics have advantages of vastly more efficient potential-to-kinetic energy conversion (90%= rather than 30% for an ICE), a more efficient drivetrain (often in-wheel motors), and regenerative braking. Air and tyre drag are equivalent for both domains.

Capacity, energy management, and recharge access are all there is.

Two-order-of-magnitude improvements in any non-informational domain are both very hard-won and utterly transformational. Commercial passenger aircraft are ~2 orders of magnitude faster than walking. A semi-trailer has ~2 orders of magnitude more cargo capacity than a man with a wheelbarrow.

Getting two orders of magnitude out of long-haul road-based heavy-cargo EVs is a very tall order. Mains-fed electric trainsets would be a far more likely technology, and are extant and commercially proven

One option is to have multiple vehicles and switch payloads or batteries.

As others noted, we’ve just started taking a serious interest in renovating rechargeable batteries for this use. Lots more can and will be done once the political will is there.

Possible, though greatly increasing capital costs, also complexity and coordination dynamics.

I wonder how long haul trucks compare to passenger vehicles for energy efficiency.

Diesel engines tend to be more efficient the larger they are, with marine engines hitting 50% in fixed speed applications.

You'd want to compare net capacity as ton miles/gallon. Preferably as cargo rather than gross weight, though I'm using the latter for convenience.

Passenger cars net about 90 or so, for a high-efficiency vehicle, gross vehicular weight, at full capacity.

Assuming 140,000 lb GVWR and 7 mpg, I compute 490 ton-mpg. That's roughly equivalent to numbers given for rail ("move one ton of freight one mile on a gallon of fuel), and is likely high, though 100-250 ton-mpg seems likely.

This is not net cargo efficiency, where that rail number may come from. But gives a sense for numbers.