Kodiak AI’s driverless trucks work in one place today: the Permian Basin of West Texas and southeastern New Mexico, where Atlas Energy Solutions uses them to haul frac sand. Atlas owned 35 of these trucks at the end of June 2026, and they had logged more than 40,000 hours of paid driverless operation. Kodiak’s highway freight, which it carries for fleets such as J.B. Hunt and Werner, isn’t driverless yet. Kodiak’s target for driverless long-haul trucking is the end of 2026.
The numbers here come from Kodiak’s SEC filings, mainly its second-quarter 2026 results release of August 6, 2026.
Where the driverless trucks run
Atlas is an oil and gas logistics company. Its trucks carry sand from load-out points on its 42-mile Dune Express conveyor to well sites across the basin, much of it on unimproved roads far from towns. In the second quarter, Kodiak expanded driverless runs to a second load-out point on the conveyor at the same time as the first, which spreads the trucks across more of the basin.
The arrangement is different from a robotaxi. Atlas owns and operates the trucks, and Kodiak supplies the self-driving system and charges for it, a model Kodiak calls Driver-as-a-Service. Atlas first took delivery in December 2024 and, in March 2025, committed to putting the Kodiak Driver on 100 of its trucks, according to Kodiak’s prospectus. That commitment depends on the terms of their master services agreement.
How the fleet has grown
- End of 2025: 20 driverless trucks, about 10,700 paid driverless hours (Q4 2025 release)
- End of March 2026: 28 trucks, more than 23,500 hours (Q1 2026 release)
- End of June 2026: 35 trucks, more than 40,000 hours (Q2 2026 release)
Counting both the Atlas work and its highway customers, Kodiak-driven trucks had delivered more than 20,000 loads by June 30, 2026, according to its quarterly report.
Highway freight is the next step
On interstates, Kodiak carries freight for large fleets including J.B. Hunt, Werner Enterprises, C.R. England and Martin Brower. Those customers pay a per-mile or per-load fee for freight moved on Kodiak-owned autonomous trucks. Kodiak says it will move them to the Driver-as-a-Service model once driverless long-haul operations begin.
The Q2 release says Kodiak is aiming to launch driverless long-haul by the end of 2026, and that an internal readiness score it calls the Autonomy Readiness Measure reached 91% in July. That score is Kodiak’s own yardstick, not an outside certification, and Kodiak hasn’t said which routes would go driverless first.
What changed in the seventh-generation system
Kodiak introduced its Gen7 driving system in the second quarter. The company says it’s more compact, which makes it easier to fit to more truck types, including cheaper day cabs without a sleeper, and that it has nearly 50% more computing power than Gen6. It also says its BreakPoint simulation tool now runs more than a million simulations an hour.
Defense work
Kodiak also adapts its driving system for military vehicles. As of March 31, 2026, it had recognized about $30 million in total revenue from contracts with the US government, according to the prospectus.
How Kodiak differs from Aurora
Both companies are building driverless trucks in Texas, but they started from opposite ends. Aurora began with driverless runs on public interstates, as we cover in Aurora’s driverless truck routes. Kodiak’s driverless count comes from industrial hauling in the oil field, with highway driverless runs still ahead. If you’re comparing the two, check which kind of road each company’s driverless miles were driven on.
Kodiak says it’s looking for more customers in remote, round-the-clock operations like the Permian, and sees openings abroad in Australia, the Middle East and Canada. It hasn’t announced a second driverless customer.