You’ve probably seen the photos. A yellow wall of steel that makes a full-sized pickup look like a Matchbox car. It’s the BelAZ 75710, and honestly, calling it a "truck" feels like calling the Titanic a "rowboat." It is, by every measurable standard, the biggest truck in the world.
But here’s the thing. Most people look at the sheer size and miss the weird, almost frantic engineering that keeps this 800-ton ghost alive in the middle of a Siberian winter. It isn’t just big. It is a mathematical anomaly that probably shouldn’t work as well as it does.
The Heavyweight King of the Mining World
If you want to understand the scale of the biggest truck in the world, you have to stop thinking in feet and start thinking in stories. This thing is over 26 feet tall. If you parked it next to a standard two-story house, the driver would be looking down at your roof shingles.
It’s about 67 feet long. That’s basically two standard school buses parked end-to-end.
Why does something this big even exist?
Efficiency. Plain and simple. In massive open-pit mines—like the ones in the Kuzbass region of Russia where these beasts usually live—the goal is to move as much "overburden" (dirt and rock) as possible in the shortest amount of time. If you can carry 450 metric tons in one go, you’re doing the work of two or three "smaller" ultra-class trucks.
What’s Under the Hood (or Hoods)
Most trucks have an engine. The BelAZ 75710 has a power plant.
It actually uses two 65-liter V16 diesel engines. Total output? About 4,600 horsepower. But here’s the kicker: those engines don’t actually turn the wheels.
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It’s a diesel-electric setup. The giant V16s act as generators, sending juice to four electric motors located in the wheel hubs. It’s basically a giant, terrifying version of a Toyota Prius, minus the fuel economy and the ability to park at Whole Foods.
Speaking of fuel, it’s thirsty. Like, "1,300 liters per 100 kilometers" thirsty. When it’s fully loaded and climbing a grade, it consumes roughly 100 gallons of diesel every single hour. To handle that habit, it carries two massive fuel tanks that hold about 5,600 liters combined.
Why the BelAZ 75710 is an Engineering Weirdo
Most ultra-class trucks, like the Caterpillar 797F or the Liebherr T 284, follow a pretty standard formula. Six tires. One massive engine. Rear-wheel drive.
The BelAZ 75710 threw that playbook in the trash.
- Eight Tires: To keep 810 tons (gross weight) from sinking into the earth, it uses eight 59/80R63 tires. Each tire is four meters tall.
- Four-Wheel Drive: Because there’s an electric motor in each axle set, this is technically a 4x4. That’s unheard of at this scale.
- Two Turning Axles: Most big trucks only steer with the front. The BelAZ steers with both. This gives it a turning radius of about 65 feet, which is actually shorter than some smaller competitors.
It’s a bit of a paradox. It’s the heaviest thing on wheels, yet it’s designed to be more maneuverable than trucks half its size.
The Competition: Is Anything Else Even Close?
For a long time, the Caterpillar 797F was the gold standard. It’s the truck you see on every Discovery Channel documentary. It carries about 360 to 400 tons.
Then you’ve got the Komatsu 980E-4 and the Liebherr T 284. These are incredible machines. They are more common than the BelAZ, mostly because they fit on more mine sites and have better global parts support.
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But in terms of raw, "I-can-carry-a-blue-whale-and-still-have-room-for-lunch" capacity? They aren’t in the same league. The BelAZ has a payload capacity of 496 US tons. The next closest competitor is nearly 100 tons behind.
The Cost of Being Number One
If you want one of these in your driveway, you’ll need a very big driveway and about $6 million to $9 million.
And that’s just the purchase price.
Shipping it is a nightmare. You don't just drive it from the factory in Belarus. It’s broken down into dozens of shipping containers, moved by rail and sea, and then reassembled on-site by a team of engineers over several months.
The 2026 Reality: Can the BelAZ Stay at the Top?
As we move through 2026, the world of "the biggest truck in the world" is shifting. It’s no longer just about who can build the biggest steel box.
Decarbonization is the new "big."
Companies like Fortescue and Liebherr are currently testing massive battery-electric trucks. We’re seeing a shift toward "trolley assist" systems, where these giants hook into overhead power lines (like a city bus) to save diesel while climbing out of the pit.
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The BelAZ 75710 is a masterpiece of 20th-century "bigger is better" thinking. But with rising fuel costs and carbon taxes, the future of the biggest truck in the world might not be a bigger engine. It might be a bigger battery.
BelAZ hasn't been sitting still, though. They’ve been testing hydrogen-powered prototypes and unmanned, autonomous versions of their smaller rigs. But for now, the 75710 remains the undisputed heavyweight champion.
What You Should Know Before You Go
If you’re a fan of heavy machinery or just someone who likes looking at massive engineering feats, here are the three things to actually remember about the BelAZ 75710:
- It’s a Dual-Engine Hybrid: It doesn't use a traditional transmission. It's a mobile power plant that feeds electric motors.
- The Turning Radius is Shorter Than the Truck: Thanks to the double-axle steering, it can turn in a circle that is smaller than its own length.
- It’s Overbuilt for Survival: It’s designed to work in -50°C Siberian winters. The steel is specialized to keep from becoming brittle and snapping like glass in the extreme cold.
Actionable Insight for Mining and Tech Enthusiasts
If you are following the heavy equipment industry, keep your eyes on the Pilbara battery trials in Australia. While the BelAZ holds the title for size, the real "disruption" is happening in the 360-ton class where autonomy and electrification are becoming the standard. The 75710 is a legend, but the next "biggest truck" might be famous for how little noise it makes.
To stay ahead of these developments, track the quarterly fleet reports from major players like Rio Tinto or BHP. They are the ones currently deciding if "bigger" still means "better" in a world focused on net-zero emissions.