2024_09_Sustainable Truck&Van

MAGAZINE
VADO E TORNO EDIZIONI
www.vadoetorno.com
www.vadoetornoweb.com
www.sustainabletruckvan.com
VADOETORNO SUPPLEMENT
Self
CONFIDENT
12 Cover story
MAN eTruck, how to
design a versatile and
modular electric truck
26 Insight
Our full immersion
inside FPT Industrial’s
ePowertrain plant
36 Smart tests
Mercedes eActros 600,
Scania 45R Electric,
Renault Master E-Tech
September
2024

sustainabletruckvan.com
CONTENTS
SEPTEMBER 2024
Awards
8 SUSTAINABLE TRUCK OF THE YEAR
Discovering the new ‘all-electric’ category
Face-to-face
10 IAA, THE GLOBAL FLAGSHIP
Frau Hildegard Müller, VDA President
Cover story
12 NO FEAR OF GOING UPSTREAM
The long-awaited MAN e-trucks, now explained
22
FOLLOW SUSTAINABLE TRUCK&VAN ON:
Preview
16 WAITING FOR THE BIG STARS
High expectation for IAA Transportation 2024
Trends
20 ARE WE LOSING MOMENTUM?
The latest figures may suggest a few considerations
Events
22 BACK TO ACT EXPO 2024 IN VEGAS
Electrification is in full swing in North America
Charging
forward
Come visit BorgWarner at
IAA Transportation 2024
Hall 12, Booth C65
Discover our latest advancements in
commercial vehicle technology.
borgwarner.com/iaa-transportation
26
Insight
26 WELCOME TO THE FUTURE
FPT opened the doors of their ePowertrain plant
32 MAKE AMERICA GREENER
Our trip to Kempower’s site in Durham, NC
Smart tests
36 FEELING SUPER COZY
First impressions on board the eActros 600
40 THE NORTHERN OPTION
One day in Norway with the Scania 45R Electric
44 ACTING AS A FRONT RUNNER
Driving the new Renault Master E-Tech
Columns
5 At a glance 48 Techno 50 Infrastructure
to the next generation
of efficient transportation
40
Can you feel it coming?
It may be a matter of incentives, range, doubts about
energy transition. The market is slowing down,
technologies are booming. Read more on p.4
3

NEWS GOOD START
AT A GLANCE
SUSTAINABLE TRUCK&VAN: AN EYE ON THIS ISSUE’S KEY TOPIC
The IAA will show the path to follow
CHALLENGING FIGURES, EXCITING TECH: WE KEEP YOU UP-TO-DATE
POSITIVE FEEDBACKS COMING FROM SOME DAF CUSTOMERS IN THE NETHERLANDS
Happy with the first electric trucks
THE E-TRUCKS ARE BASED ON THE XD AND XF MODELS
The figures seem to
suggest at least quite
a worrying slowdown in
the growth of zero-emission
commercial vehicles. In
Europe, as well as in Germany,
the nation in the spotlight
of this issue of Sustainable
Truck&Van magazine. It
can’t be otherwise, since its
release coincides with the
most important industry trade
show of the year in Europe,
the IAA in Hanover. An event
that, although not ‘extralarge’
anymore, still retains
its centrality. Frau Hildegard
Müller confirmed this in the
exclusive interview we publish
on the next pages.
Indeed, our cover story also
speaks German, as we went
straight to the source to get the
secrets of MAN’s eTruck. Launched later than its competitors, the
Lion’s electric truck doesn’t want to waste time, or even get lost in
frills, as project manager Achim Demattio explains.
Then, there are the factories, those wonderful places that shape
things: components, vehicles, structures. In this issue, we take you
inside FPT Industrial’s ePowertrain Plant in Turin, a brand-new
gigafactory where electrified batteries, ECUs and e-axles are made.
Also, we take a foray into the world of charging stations. The ‘fast’
ones, especially, ideal for heavy vehicles, which Kempower has
also begun producing in the United States, while Ekoenergetyka, in
Poland, is preparing for increased demand.
All this in anticipation of the next issue of our magazine, in which
we will deal with the most important news emerging from IAA
Transportation in Hanover. Perhaps, as we wrote, the spark has not
yet been struck in strictly numerical terms, but the the world of zeroemission
commercial vehicles hasn’t been as lively as in these days.
4
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DAF Trucks has lately started delivering its New Generation
electric trucks. Based on the XD and XF models, the
zero-emission vehicles allow the Dutch company to
move faster towards e-truck series production. Indeed,
the main DAF factory located in Eindhoven has
already been reorganized to host the production of full
electric trucks. In the meantime, some electric vehicles
have already been put into service by several leading
transporters in the Netherlands.
DAF is testing the New Generation XD and XF Electric
extensively with the help of leading transporters who are
putting the first vehicles out on the road. “We are covering
almost 500 kilometres with our XD Electric on a single
full charge”, commented Gerlof Oegema of Oegema
Transport in Dedemsvaart. “With an additional charge
we would be able to cover 1,000 kilometres a day, which
creates interesting opportunities for long distances”.
The trucks are equipped with electric engines boasting a
capacity of up to 350 kW/480 hp and come with a wide
range of battery packs (2 to 5 packs) for zero-emission
ranges of up to 500 kilometres. The electric DAF trucks use
LFP batteries (Lithium-iron phosphate) with a high energy
density that are very advantageous in terms of thermal safety,
lifespan and the number of charging cycles.
“We still have some challenges regarding the charging
infrastructure at our premises but the XF Electric is meeting
all our expectations”, added Ewout van Wijk, CEO of E. van
Wijk Logistics in Giessen, another company involved in the testing
phase. “The driver is also very impressed with the suppleness of the
truck, the quiet and comfort in the cab and the ease with which the
truck drives. When driving off there is immediately a lot of torque
available”. “The vehicles match perfectly with our ambition to
switch to zero-emission transport”, said Peter Leegstraten, manager
Purchasing & Innovation at Cornelissen Transport in Nijmegen.
WORKFORCE REDUCTION
Canadian heavy electric vehicle
manufacturer Lion Electric will
cut workforce by 30 percent
(more or less, 300 people) in
Canada and the U.S., in order to
“streamline its operations, further
align its cost structure with
current demand and improve its
liquidity position and ability to
reach its profitability goals“.
“Transition to electric is taking
longer than initially expected,
but transportation electrification
is here to stay. It is with that
mindset that we have put
together an action plan to adjust
our cost structure to enable
us to continue to support the
increasing electric demand”, said
Marc Bedard, CEO and founder
of Lion Electric.
.E. van Wijk Logistics is a DAF customer.
Actual charging needs
Fraunhofer ISI and Amazon joined forces
to conduct quite an interesting study. Their
target was to answer a ‘simple’ question: how
many public charging stations will we need in
Europe to face the requirements of heavy-duty
electric trucks by 2030? So, using traffic flow
estimates for 2030, the study built on Amazon’s
open-source CHALET tool to analyse 20,000
potential public truck charging locations along
the major European highways and a large data
set of 1.6 million truck trip combinations. The
results suggest that just 1,000 charging stations
equipped with Megawatt Charging System
(MCS) outlets could enable about 91 percent of
expected long-haul trucking traffic.
This result is particularly surprising, as the
number of suggested locations is smaller than
the minimum infrastructure targets required
by the European Union. However, the stations
should be equipped with MCS systems.
5

AT A GLANCE
AT A GLANCE
MERCEDES GENH2 TRUCK BEING TESTED BY SELECTED CUSTOMERS
Germany, hydrogen trucks on the roads
FIVE TRUCKS WILL BE DEPLOYED IN LONG-HAUL APPLICATIONS
JUMBO AND SVZ ABOUT TO START ROAD TESTING OF RENAULT TRUCKS’ PROTOTYPE
A bit of Oxygen in the Netherlands
THE ELECTRIC TRUCK HAS 26 TON GVW AND 4,600 MM WHEELBASE
Daimler Truck is entering the next development phase of its
fuel cell trucks, namely the GenH2. Air Products, Amazon, Holcim,
INEOS and Wiedmann & Winz are the very first customers. These
companies could gain practical experience in long-distance transport
with fuel cell trucks at an early stage, during a trial phase of around
one year. On the other hand, the Daimler Truck development
team acquires valuable insights into the real-life operations of
trucks powered by liquid hydrogen, learns about specific customer
requirements and can take them into account for series development.ù
The five GenH2 Trucks will be deployed in different long-haul
applications on specific routes in Germany, such as the transport of
building materials, sea containers or cylinder gases. During these first
customer trials the vehicles will remain under the direct supervision
and responsibility of the manufacturer.
The development engineers of Daimler Truck have based the GenH2
Truck on the characteristics of the conventional Mercedes-Benz
Actros long-haul truck in terms of payload, range and performance.
Two special liquid hydrogen tanks and a powerful fuel-cell system
by cellcentric, the Joint Venture of Daimler Truck and Volvo Group,
enable the high payload and long range.
The fuel-cell system of the GenH2 Truck delivers 300 kW (2 x150
kW) and the battery provides an additional 400 kW temporarily. At
70 kWh, the storage capacity of the battery is relatively low, as it is
not intended to meet energy needs, but mainly to be switched on to
provide situational power support for the fuel cell. A core element
of the sophisticated operating strategy of the fuel-cell and battery
system is a cooling and heating system that keeps all components at
a suitable operating temperature, thus ensuring maximum durability.
In a pre-series version, the two electric motors are designed for a total
of 2 x 230 kW continuous power. “When it comes to decarbonizing
transport, we are focusing on battery-electric and hydrogen-based
drives”, commented Martin Daum, Chairman of the Board at
Daimler Truck. “The transformation can only succeed if green
energy is sufficiently and comprehensively available”.
CHARGING MANAGEMENT
The so-called Charging
Management is a brand-new
service offered by Volvo,
allowing transport companies “to
efficiently manage the private
charging of their electric trucks
at the home-depot“. On the
platform, the hauler can create
charging plans, which determine
when vehicles are expected
to start charging and reach full
battery levels.
Deviations to
the plan are
notified to the
6
user in order to avoid low battery
level. The service provides a
visual overview of the charging
process of the trucks, with
battery level and charging status
shown. The new service joins
Volvo Open Charge, launched
last year. The latter assists
haulers in finding and accessing
public charging stations. The
Volvo Open Charge service has
been launched
in Sweden and
the Netherlands,
so far.
. Air Products, Amazon, Holcim, INEOS and
Wiedmann & Winz are the major customers
involved in the testing stage. Daimler Truck to
acquire ‘valuable insights’.
Welcome, Erinion
Scania have recently announced a new charging
solutions company called Erinion. The latter
was established with the aim of supporting
customers’ transition to electric transport.
According to the Swedish manufacturer, such
strategic move will see 40,000 new charging
points installed at customer locations and will
strengthen the Scania Group’s e-mobility offer in
the future transport ecosystem. Initially, the new
company will establish
its market presence in
Sweden, Norway, the
United Kingdom, the
Netherlands, France and
Germany. A global rollout
will follow in due course.
The brand-agnostic
approach ensures that
businesses of all types,
regardless of vehicle brand, can benefit from
Erinion’s charging infrastructure and operational
services.
According to Scania, providing predictable
energy costs and tailored solutions for each
customer’s operations, depot and destination
charging enable optimised charging power levels
and schedules, while improving battery life and
overall vehicle efficiency.
Renault Trucks' electric prototype Oxygen has recently
entered the next stage of its development. After an initial test phase
still ongoing in Lyon and Paris, Renault Trucks agreed with Dutch
supermarket chain Jumbo, and SVZ to start testing the Oxygen truck
in October 2024 in Amsterdam. Jumbo, the second largest retailer in
the Netherlands, has over 700 points of sale in the Netherlands and
Belgium. One of the company’s priorities is to offer its customers a
pleasant local shopping experience..
SEE YOU IN MADRID
The third edition of the Global Mobility Call,
organised by IFEMA MADRID and Smobhub at
the Recinto Ferial from 19 to 21 November, will
boast the participation of leading figures from
the private sector and national and international
institutions and bodies from diverse sectors
involved in the development of sustainable
mobility. The third edition of the exhibition will
boast the participation of leading figures from
the private sector and national and international
institutions and bodies from diverse sectors
involved in the development of sustainable
mobility.
Sustainable Truck&Van will be once again among
the media partners of the international event.
Visit us at IAA, Stand D34 in Hall 26
www.jost-world.com/iaa2024

AWARDS
STY 2025
LET'S MAKE
Visit the STY website
ROOM FOR THE
ELECTRIC
The awards become four. Alongside the Tractor, Distribution and
Van categories, the Sustainable Truck of the Year adds the
unprecedented e-Truck category, reserved for 100 percent electric
heavy-duty models. For which numerous contenders for the title
are already crowding in.
Since 2017, the Sustainable Truck of the
Year (STY) has been witnessing the evolution
of the industry and vehicles dedicated
to freight transport, highlighting their upgrades
in terms of emissions and safety, ergonomics,
efficiency, and performance.
Hence, year after year, the task of the Sustainable
Truck of the Year jury becomes an increasingly
complicated exercise. The differences
are often small, a matter of details. And on the
road to complete decarbonization, the advent
of electric vehicles in the various market segments
amounts to an heralded revolution that
will supposedly change the way freight is understood
and carried out.
This explains why the e-Truck category, reserved
for 100 percent electric heavy-duty road
tractors, was created. The latter will join the
other three categories starting next year.
For the STY jury, this is an additional challenge.
Indeed, the awarding of the STY e-Truck
will require new and different evaluation criteria
than for conventional ICE truck models.
Driving range and charging times will be important,
of course, but so will power (peak and
continuous), on-board power ratings, battery
features, as well as power-to-weight ratio.
Four Awards
Starting next year,
the Sustainable
Truck of the Year
award will have
one additional
category, e-Truck,
addressed to
heavy-duty
electric models.
The international
awards will be
assigned by the
end of the year
during a dedicated
ceremony. All the
information and
updates on the
official website.
8 9

FACE-TO-FACE
HILDEGARD MÜLLER, VDA PRESIDENT
THE GLOBAL FLAGSHIP
Perhaps, it’s not the best
time for the German
automotive industry,
between a complicated energy
transition, and challenging
market trends. However, our
very pleasant conversation
with Frau Hildegard Müller,
long-time President of the
VDA, about the incoming
IAA was full of optimism.
At the International Press
Workshop, we had the feeling
that you, as organizers,
are quite confident about
this year’s edition. Are we
right? How is the preparation
to IAA Transportation
2024 going?
“We are very confident about
this year’s edition. The preparation
is in full swing, and
we’ve been able to implement
several innovations based
on feedback from the previous
years. The last edition in
2022 was a huge success, with
around 133,000 visitors from
over 72 countries. Two years
ago, 97 percent of the more
“Compared to IAA 2022, Chinese
companies doubled their share,
and other international players from
Turkey, for instance, showed growing
engagement and interest in the
logistics and transportation industry.
We’re truly confident”.
than 1,400 exhibitors came
from 42 countries, so we are
very satisfied with the participation
and the opportunity to
use this event for sharing information
and experiences in
different countries”.
Do you expect to increase
the rate of foreign visitors
to the next IAA Transportation
2024?
“Two years ago, the share of
foreign trade visitors achieved
a good value of 30 percent
despite the ongoing pandemic
situation. In 2022, 73 percent
of foreign trade visitors came
from Europe, followed by 10
percent from South, East, and
Central Asia, and 5 percent
each from the Near/Middle
East and South and Central
America. The analysis of out
ticket sales shows that the
trend is quite positive, this
year too. China, Japan, the
U.S. or Turkey, and even Aus-
Hildegard
Müller, aged
57, has been
president of
the German
Association
of the
Automotive
Industry
(VDA) since
February 1 st ,
2020.
tralia join some major European
countries in the top-ten
nations. This shows how global
this event is”.
If you had to pick three big
changes in this year’s exhibition,
compared to two
years ago, what would you
mention?
“We have an even stronger focus
on sustainable transport
solutions, including innovative
propulsion systems like
hydrogen and electromobility.
Another keypoint is the
expansion of the conference
program to provide insights
and discussions on the current
developments. I believe
it’s very important for the B2B
community to exchange ideas.
Also, I’d like to emphasize
the important topic of charging
infrastructure. Nowadays,
everywhere in the logistics
sector having a thorough ecosystem
of charging and refueling
stations, grids, and so on
is a key element.
Finally, we’ll highlight the
IAA Drivers and Family
Weekend by which we want
to address the key players of
our industry, paying the right
attention to and give them
recognition for what they do”.
What’s VDA doing to attract
a higher number of
professional truck drivers?
“About technologies for the transition,
as VDA, we must support the
research, and then let the market, not
the politicians, decide what’s the best
way. Politicians give the climate goals;
the market should decide the way
those goals are met”.
Why is it important for you
to have a close connection
with truck drivers, in particular?
“At the end, it’s all about
the customers. It’s not easy
to bring the opportunities of
electromobility to the customers,
starting from the passenger
car sector, as we know.
Truck drivers play a central
role in the transportation industry,
as their experience is
very important. That’s why
we thought of special events,
training programs, and so on
during this year’s exhibition”.
Let’s talk about energy
transition. Can we say that,
compared to two years ago,
the attention to hydrogen in
the trucking sector is growing?
Have you received
more requests from hydrogen-related
companies?
“In the VDA we are deeply
convinced we must take into
consideration all the available
technologies. We want to
reach the climate goals with
the best technologies, which
will be decided by the market.
Hydrogen, as a technology, is
steadily increasing. We have
also the debate in Germany
whether hydrogen is competitive
nowadays, but we think
it’s a good opportunity for the
future.
Hydrogen plays a primary
role in the conference program.
In addition, several
hydrogen-related companies
will be presenting their latest
technological developments
and products at IAA. There
will also be a hydrogen refueling
station at the exhibition
ground. We see that the
demand regarding hydrogen
“Truck drivers play a key role in
transportation, as their experience
is very important. Also, most of the
services are addressed to the drivers
themselves. That’s why we thought
of special events, training programs,
and so on during this year’s IAA”.
is getting stronger from our
perspective”.
What about biofuels, and
e-fuels? Will they get the
same attention?
“We need synthetic fuels, and
even biofuels, for the current
energy transition. Also, we
must support the research,
and then let the market, not
the politicians, decide what’s
the best way. Politicians give
the climate goals; the market
should decide the way those
goals are met”.
Some people say that smaller,
more agile and B2B-oriented
exhibitions are more
suitable for the current
business scenario. Do you
agree with this idea, or do
you believe that a few large
international events will
keep their importance also
in the future?
“We are convinced that smaller,
specialized events can join
large, international flagships
such as IAA in the future.
They complement each other.
Especially in today’s interconnected
world and industries,
large events are very important
and comprehensive, also
fostering global partnerships.
For the future, we envision a
dynamic format that may take
the best out of the two exhibition
concepts”.
10
11

COVER STORY
MAN ETRUCK
GOING
UPSTREAM
A
couple of years ago, during an online
press conference, MAN Truck & Bus’
Ceo, Alexander Vlaskamp, answered
many questions from journalists, most of
which related to the (then rather obscure) electrification
plans of the Bavarian manufacturer.
Vlaskamp honestly admitted that the company
was lagging behind some of its competitors in
terms of time, but also showed serenity and
confidence for the future.
The launch of the eTruck, the flagship of
MAN’s forthcoming participation in IAA
Transportation, partly explained the CEO’s unconcerned
attitude. On two occasions, at the
IFAT in Munich and at the Iaa preview held in
Austria by MAN, we were able to get a closer
look at the design of MAN’s first electric truck,
guided by project manager Achim Demattio.
“The key word of our project is definitely
‘modularity’, which is expressed in the possible
battery configurations, PTO, wheelbases,
suspension, charging socket, and so on. The
eTruck is not only designed in the tractor or
long-distance version, but (and this was seen
especially at the IFAT in Munich, ed) also in
the cab version, with a total mass of up to 28
tonnes”.
Fitting an additional battery pack
The chassis geometry, in particular, has remained
intact compared to the conventionally
powered trucks, also to facilitate the work of
fitters, but also in the tare weight of the vehicle,
which is “slightly higher than 10.5 tonnes
in the tractor version and in the configuration
with six battery packs, which is the maximum
allowed so far”, adds Demattio, although we
know that the possibility of fitting an additional
battery pack will also be introduced at Hannover.
On the subject of batteries, crucial for MAN
is the decision to assemble modules and packs
in Nuremberg, in the factory that will be fully
operational next year, while the cells are currently
supplied by CATL. “We have chosen
NMC (Nickel Manganese Cobalt) chemistry
with cells specifically for heavy applications
and better able to withstand ultra-fast charg-
The long-awaited MAN’s first electric truck has arrived. Project
manager Achim Demattio told us about it. Starting with the design
choices, which were made thinking of the vehicle’s versatility and
ease of fitting out in the tractor version. Let’s discover the main
features of the German e-truck.
12
13

COVER STORY
Versatile truck.
In addition to the
tractor, the eTruck
developed by
MAN is available
in the chassis
version with several
wheelbases and
modular battery
pack options.
Further news will
be revealed at IAA
Hannover.
ing”, explains MAN’s project manager. “The
tests carried out so far allow us to guarantee
the batteries for 1.6 million kilometres or 13
years in long haul and 15 in regional use. After
that, the batteries will operate at 70 per cent
of their potential”. Modularity allows customers
to choose how many battery packs to have
on the vehicle, finding the right compromise
between range and truck weight. Each pack
weighs around 650 kilos, not including the
wiring system.
Central drive architecture instead of e-axle
What is surprising from a certain point of view
in a truck that MAN calls native electric, and
not electrified, is the decision to forgo an electrified
axle and prefer a central drive architecture
(e-machine, gearbox, control unit and
inverter). We asked Demattio about this. “We
wanted a truck that was suitable for as many
applications as possible, both as a tractor and
as a chassis cab. The central drive allows us
to mount our rear axles, which are capable of
supporting even very high loads. In addition,
we think that the combination of a central
drive unit and a conventional rear axle has a
positive impact on the truck driveability. Finally,
an electrified axle would not have been
compatible with a mechanical PTO, which
we make available as an option to facilitate
the work especially of smaller, less structured
fitters. These might find it difficult to handle
an electromechanical PTO, which is however
possible on the eTruck with powers from 22 to
90 kilowatts”.
More than one charging socket
The oft-mentioned modularity, which naturally
rhymes with flexibility, is also reflected in the
positioning of the truck charging sockets. Customers
can choose to have more than one and
also on which side of the vehicle to place them.
MAN’s eTGX is also prepared for megawatt
charging (MCS), a technology that is now entering
the market, with the first units expected
in the coming months.
“We are very much counting on the development
of Mcs to be able to recharge our trucks
in just over half an hour, even during the
compulsory breaks that drivers have to take”,
Demattio confirms.
Our chat ends with the cab. “There was the hypothesis
of also reviewing that at the launch of
the electric truck. Talking to customers, however,
we realised that the level of satisfaction
with our cabs is very high: it was the customers
themselves who asked us to keep it. And we
have listened to them, effectively only modifying
the human-machine interface, making it
more user-friendly”, states Demattio.
14
15

PREVIEW
TOWARDS IAA TRANSPORTATION
BIG STARS IN
HANNOVER
Literally in the aftermath of the elections
that renewed the European Parliament by
shifting the political axis a little more to
the right, the VDA held its traditional event
anticipating, for the benefit of a selection of
international journalists, the upcoming IAA
in Hanover, scheduled from September 17 to
22. Several times, and not only because of the
time contingency, the new European political
order was evoked by the speakers who took
turns during the day, starting with Mrs Hildegard
Müller (the full interview is at page 10),
president of the powerful German Association
of the Automotive Industry.
A change of course from the path mapped out
in recent years in the EU would be a serious
detriment also and above all for Germany, a
country that is growing less than the other
main European countries, not to mention China
and the United States, and that has largely
focused on new technologies.
This is the scenario, in a nutshell. The feeling
we could breathe in Frankfurt ahead of the
IAA is, however, all in all positive: according
There's confidence ahead of IAA Transportation 2024, amid
rising bookings and technological innovations to be unveiled.
Tesla and BYD are challenging the European truck makers,
while among commercial vehicles, Kia's return is intriguing.
In Hanover, over 70 percent of foreign exhibitors are expected.
16
17

PREVIEW
LOOK WHO'S BACK!
On the subject of electric LCVs, perhaps the most surprising
news is Kia’s participation, marking the Korean brand’s
return to the segment. “This project has been going on since
2021”, explained Kia Europe’s PBV (Platform Beyond Vehicle)
director, Pierre-Martin Bos, “with a long-term vision that
takes into account the next 10-15 years. In September, we
will present the architecture on which the first van, expected
on the market in 2025, is based. The factory is being built in
Korea. From there, the focus is on the world and Europe in
particular. Ford Pro, on the other hand, is busy completing
the range electrification, which also began a couple of years
ago with the E-Transit and then continued with the smaller
models. The latest is
the E-Transit Custom.
Even though, “It is
not easy to convince
our customers to
switch to electric
vehicles: the
development will be
gradual”, said Claudia
Vogt, head of Ford
Pro Germany.
to the event organisers, in June bookings were
up by 13 per cent compared to 2022, with 70
per cent of exhibitors expected from abroad:
China, Turkey, Italy, Holland and France, in
order, are the main foreign nations involved.
Curiosity for some unusual exhibitors
The inevitable pre-show roll call is soon done,
with the European truck manufacturers present
en masse, with the usual exception of Renault
Trucks. Anticipation and curiosity, looking
outside Europe, for BYD, as well as for Tesla,
which will be bringing the Semi for the
first time, and for the Chinese start-up ‘clone’
Windrose, which is showing off so much in
these days. Nourishing and intriguing is also
the participation among light commercial vehicles
(see box for further details). In deference
to the energy transition, which is necessarily
also the main theme of IAA 2024, a massive
presence is expected of companies involved in
the infrastructure sector, both electric and hydrogen,
as well as those players that make up
the transport ecosystem of the present/future.
This year, the press preview in Frankfurt focused
once again on a few companies in particular.
Among them is Mercedes-Benz Trucks,
which is focused on continuing its electrification
path, with the eActros 600 in the spotlight.
The European Roadshow started in Frankfurt
It was precisely from Frankfurt, and with CEO
Karin Rädstrom at the helm, that the European
tour started. It will take the vehicle to 20 countries,
crossing the continent far and wide. At
the IAA, Mercedes will also officially present
TruckCharge, the new company created to deal
specifically with charging infrastructure. “We
will need 35,000 charging points in Europe by
2035, and at least two thousand hydrogen refuelling
stations”, Karin Rädstrom warned during
her speech.
In the form of the new internal combustion
engine truck fuelled by the very carrier at the
heart of plans for the future of transport, hydrogen
will be the star on the MAN stand. Here,
the hTGX will make its first appearance, on
the strength of the more than 100 expressions
of interest that Friedrich Baumann spoke of in
Frankfurt.
Still speaking of hydrogen, Quantron will
showcase its range of vehicles. CEO Andreas
Haller announced the unveiling of an agreement
with a leading manufacturer at the IAA.
Mouths are sealed at the moment: we will have
to wait for Hanover.
Trailer and tyre representatives
Schmitz Cargobull and Michelin were also
present at the Frankfurt preview. Both of them
are actively committed to sustainability. The
German trailer giant, in the words of its CEO
Andreas Schmitz, insisted on the importance
of sustainability, including economic sustainability
of the transition. Michelin is reducing its
environmental impact in tyre production with
the goal of carbon neutrality by 2050.
Big event coming
Some pics from
the traditional IAA
press preview
in Frankfurt.
Top right, Mrs
Hildegard Müller
with Quantron's top
management. Left,
Karin Rådstrom
behind the wheel
of the Mercedes
eActros, right
before inaugurating
the Roadshow.
18
19

TRENDS
REGISTRATIONS
Units
Electric LCV registrations

EVENTS
ANYMORE
Industry players now agree that ACT Expo
is the benchmark event for sustainability
in freight transport in North America. The
event was held this year from May 20 to 23 in
Las Vegas, but from next year it will return to
its homeland, California, specifically to Ana-
The Las Vegas show was an opportunity for Volvo Trucks North America
to showcase the latest version of the Volvo Vnl, the flagship for the North
American market. More than a vehicle, it is a ‘platform’ ready for future drives,
from electric to hydrogen. Aiming, of course, also at autonomous driving,
currently being tested on the Vnl. All with 24 volt electric architecture. Not
forgetting, for the ‘here and now’, the Vnr electric truck, which is currently
available for the American market: on show is a 6x2 vehicle equipped with six
battery packs and 455 horsepower in use at local operator Gen Logistics.
VOLVO TRUCKS
MULTI-TECHNOLOGICAL
APPROACH
ACT EXPO 2024 IN VEGAS
NOT A BET
heim. There was great public participation and
many novelties presented by the (conventional
and not) American brands, but also by some
important European companies. We have highlighted
some of the most interesting novelties
that came out from Vegas.
HYUNDAI
TOWARDS
AUTONOMOUS DRIVING
KENWORTH
SUPER EFFICIENT
PROTOTYPE
Ten million kilometres travelled in
Switzerland - the country chosen to
ground the ambitious hydrogen heavy
mobility project - were recently celebrated.
However, the Hyundai Xcient fuel cell
truck is not just a European prerogative.
The Korean manufacturer took part in the
last Act Expo and presented some major
technological innovations on the truck.
They also presented the plan that should
lead to the production of zero-emission
commercial vehicles in the United States.
This initiative goes hand in hand with the
gradual introduction of the first operational
vehicles right in North America, starting
with the logistics of the group’s existing
plants, such as the one in Georgia. The
collaboration with Plus specialists for the
development of (level 4) autonomous
driving solutions precisely on Xcient heavyduty
models was also announced at Act
Expo.
The project presented in Las Vegas
by Kenworth, the historic U.S.-based
manufacturer, part of the Paccar
group, has a very high innovation
coefficient. Born with the help of the
U.S. Department of Energy (DOE), the
SuperTruck 2, still clearly in prototype
form, is a hybrid truck equipped with
a 440-hp Paccar MX-11 engine and a
Paccar TX-12 automated transmission,
as well as a battery pack capable of
recharging thanks to the energy released
during braking. Tests carried out so far
have shown a significant increase in
the efficiency of the propulsion system
as a whole. Another striking aspect is
the driving position in the centre of the
cabin, combined with a design that aims
to maximise the vehicle aerodynamics. It
is hardly likely to go unnoticed...
22 23

EVENTS
If what you see in the picture looks like an eCanter, you are
not wrong. Don’t worry, if you have never heard of Rizon.
This is the brand that Daimler Truck recently introduced
to the American market to sell the group’s electric light
trucks. The technology is Japanese-derived, of course,
one that we in Europe are very familiar with. Territorial
control and vehicle homologation, on the other hand, are
the responsibility of Rizon, which introduced two new
models at ACT Expo: the e18Mx and e18Lx, Class 4 and 5
respectively, with an eight-year warranty for both the highvoltage
system components and the batteries.
RIZON
DAIMLER’S
EXPERTISE
ZM TRUCKS
FIRST-EVER
APPEARANCE
Rather than on actual vehicle news, Nikola wanted to focus its
participation in ACT Expo on the confidence that the brand, which has
been increasingly talked about due to market listing issues, has in the
market. Thus, the news that made the most impression during the
event was the announcement of a mega-order of 100 hydrogen fuel
cell trucks placed by AiLO, a company that operates at port level, in
Los Angeles as well as in Long Beach. “Our trucks are in regular road
service”, said Nikola’s sales manager Ryan Clayton. “The most important
test for us is our customers, who are continuing to order our vehicles”.
NIKOLA
INCOMING
ORDERS
This year, Las Vegas inaugurated a brand new
brand. ZM Trucks vehicles were seen for the first
time at ACT Expo. The technology is Japanese
(the brand is part of ZO Motors), the powertrain
is strictly electric. Five models from Class 4
to 8 (medium and heavy-duty vehicles) were
presented at the fair, with the aim of starting
the first deliveries by the end of this year. The
trucks will be assembled in the United States,
designed and adapted for the North American
market. For charging, they range from AC mode
with power up to 20 kilowatts, to the more
powerful DC mode. The feeling is that ZM Trucks
can propose itself as an entry-level brand, with
the guarantee of the Japanese technology and
a direct presence in the territory. Alongside the
full electric versions, ZM has also announced a
move into hydrogen.
FPT INDUSTRIAL
MADE-IN-ITALY IN VEGAS
Flexibility is the keyword. Demonstrating the
increasingly international character of ACT
Expo, which was once a largely local exhibition,
visitors to the show were able to admire the
latest solutions from Italian powertrain specialist
FPT Industrial. Starting with the electrified axle
that equips the Nikola zero-emission trucks. Or
the eCD140 central drive for light commercial
vehicles. All the way to the XC13 engine, Cursor’s
latest addition, a platform agnostic for diesel,
natural gas and hydrogen power. All rigorously
manufactured at the ePowertrain plant in Turin.
24 25

INSIGHT
FPT: THE ePLANT IN TURIN
WELCOME
TO THE
FUTURE
Two years of activity, a captive topicality, a
future open to collaborations with OEMs.
This is the portrait of the ePlant in Turin,
the gigafactory where FPT Industrial’s electrification
skills converge. Daniele Pozzo, Marketing
and Product Portfolio Manager, provides us
with access credentials, before we venture into
the production and testing departments. “Regarding
energy storage systems, we focus on
two elements. The first, since the inauguration
of the ePlant in October 2022, is the eBS37,
an abbreviation for battery energy, installed in
kWh. In Turin, we assemble the modules and
accessories such as wiring, BMS, housing and
cover. FPT keeps the development, choice of
chemistry and software management under its
own control. The R&D centre in Coventry allows
us to develop algorithms to optimise the
use of the lithium-ion battery, NMC technol-
We had the opportunity to visit the renown ePowertrain plant
developed by FPT Industrial in Turin. An actual gigafactory
devoted to battery assembly, as well as e-axle and central drive
unit production. With cutting-edge manufacturing processes, highly
skilled workers, and bright plans for the coming years.
ogy, 37 kWh, with a density of 140 Wh/kg.
We rely on a module structure, with which we
complete the battery pack. Microvast manufactures
the cells and assembles them within the
modules. The big brother of this battery pack
is the eBS69, which is faithful to the NMC and
can be assembled in parallel up to a maximum
of 9. Energy density is among the highest on
the market (178 Wh/kg)”.
What about safety requirements? Between
Model Year 2022 and 2024, the level of safety
has changed. The batteries in the Iveco Daily
MY 24 (eBS 37 Evo) are compatible with the
ECER100.3 thermal runaway standard. These
batteries have anticipated the regulatory requirements,
thanks to their detecting system
Since 2022.
FPT Industrial
inaugurated the
brand-new ePlant
more or less two
years ago, in
October 2022.
26
27

INSIGHT
and internal hardware. According to Daniele
Pozzo, the plant “has a production capacity of
around 50,000 electrified propulsion units per
year. A modular and scalable solution was envisaged
from the outset. We are prepared for a
strong growth of our customers, especially in
the second half of the decade, and we will be
good at keeping up with the demand, trying to
saturate the production facilities. This is the
hub where we have focused our energy storage
and electric propulsion activities”.
Five production lines, three key areas
Alice Orsi, Head of ePowertrain Marketing
& Product Portfolio, takes us through the five
production lines dedicated to the assembly of
electrical products. “This factory is divided
into three areas. A little less than half of the
area is dedicated to storage and preparation
of the kits; then, the actual assembly; the end
of the line is where we test one hundred per
cent of what we do, both in terms of batteries
and propulsion: axles, EDU (Electric Driving
Unit), central drive. The lines were designed
from scratch thanks to augmented reality, right
from the supplier area. AI helps assembly operations”.
It is not a department like any other,
as Alice Orsi makes clear. “The 200 or so employees
are high-skilled and undergo largely
safety-related training more than once a month.
The work systems reward skills and exempt
physically stressful tasks. This is why there
are pneumatic and hydraulic lifters to perform
those repetitive tasks that can drag on production
errors. There are facilitating and handling
systems, such as autonomous guided vehicles
(AGVs). They move the technology pallets
around the line, following the blue tracks on
the floor. There are also safety systems, the
‘thermal cameras’, which continuously observe
what is happening on the production line. We
monitor one hundred per cent of the components
we fit inside our assemblies, through data
matrix, 360-degree traceability, batch code,
pick to light, all elements of an industry 4.0
and carbon neutral plant”.
The battery pack as an Italian tiramisu
We keep on discovering the production lines
with Alice Orsi. “In the first battery assembly
area, we pick up the housing and place it on the
yellow trolleys that will accompany the battery
pack throughout the production line. The first
operations are the accessory ones: assembly of
the low voltage wiring and the cooling plate,
cooling system, inside which a mixture of water
and glycol passes, and battery disconnect
unit (BDU). Then, we move to an automated
station, where the operator simply positions
the trolley. Engineer Orsi’s Italian character is
expressed in the following metaphor: “We can
imagine the battery pack as a tiramisu: we have
the cooling plate, a layer of paste, 8 modules
(the biscuits), and again cooling plate, layer
of thermal paste, and 8 modules: it is on two
layers, 8 modules and 8 modules”. Continuing
along the manufacturing route, we find the
twin stations, which repeat activities carried
out in other stations, due to the fact that the
battery pack consists of two layers. While the
core of the line to date was only one (“we are
expanding the line with another identical station”,
Alice Orsi confirms), this station makes
it possible to create the second layer of modules.
Here, there is a special focus on safety,
being dedicated to the assembly of busbars,
the copper bars that connect the modules to
each other and enable the correct series-parallelisation
of the battery pack. The operator is
provided with an insulating mat and tools to
prevent leakage and contact with high voltage.
municates them to the BMS. The BMS adopts
strategies to apply the correct conditioning and
manage energy flows. Starting with the eBS37
Evo, the BMS hardware and software are designed
in-house.
Once the cover is fitted, the battery pack is
ready for end-of-line tests, which are performed
by two flexible machines that can handle
both battery pack designs and carry out up
to 12 tests on the battery pack itself, simulating
a short life cycle. These benches are also capable
of recovering energy; the plant is thus
self-powered. Finally, the fire-fighting system
provides shelters, located outside the plant,
into which a battery pack that has caught fire
can be immersed. The MSDS (Material Safety
Data Sheet) is the compulsory document that
explains how to manage a case of failure and
accompanies the battery, wherever it may be.
Strong growth.
FPT Industrial’s
ePowertrain Plant
has a production
capacity of around
50,000 electrified
propulsion units
per year. A modular
and scalable
solution was
envisaged from
the outset. “We
are prepared for
a strong growth
of our customers,
especially in the
second half of
the decade”, told
us Marketing and
Product Portfolio
Manager Daniele
Pozzo.
Preparing the BMS in-house
Assembling the e-axle in two different variants
At the next station, the second layer of cooling
plate is prepared and sent to the central station.
The expansion of the line makes it possible
to increase capacity and cope with increased
demand. The second part of the battery line
makes it possible to place another turn of busbars,
bolt on the second layer of modules, install
the BMS and the cell monitoring controller.
The operator is also responsible for making
the cable connections that allow information
to pass to the CMC, which reads the voltages
and temperatures of the battery pack, and com-
The next stop is the heavy-duty line, where
the eAxle 840R is assembled. “We fit them in
two variants,” Orsi specifies. “For the North
American market, it is addressed to the Nikola
Tre; for the European market, it is addressed to
S-eWay, both fuel cell and BEV. It is equipped
with a lifting system of up to 1,500 kilos. The
840R weighs around 1,360 kilos, the housing
is made of cast iron. This system allows us
to take the outer axle housing and place it on
the pivotable trolleys, which allow parts to be
fitted as required. Once assembled, the axle is
28
29

INSIGHT
Europe and USA.
In the so-called
heavy-duty line,
the eAxle 840R
is assemble. “We
fit them in two
variants. For the
North American
market, it is
addressed to the
Nikola Tre; for the
European market,
it is addressed to
S-eWay, both fuel
cell and BEV”,
told us Head
of ePowertrain
Marketing &
Product Portfolio
Alice Orsi.
placed on a transport system. In the first station,
we mount the electric motors: rotor and
stator arrive separately, we assemble them and
install them inside the housing. In the second
station, we assemble the cover, which locks
the motor in its position for use”. Controlled
by 2 or 3 operators, the final station is highly
automated. The gears, differential and housing
converge here. The station also measures the
overall size and communicates the information
to another station. Based on the size of the
complete assembly, it identifies the thickness
to be fitted to ensure the correct axle preload”.
Let’s take a ‘cooling break’ before going
into the challenging testing stage. Alice Orsi
summarizes the technological coordinates of
the finished products, i.e. dual-motor solutions,
with permanent magnet motors, single
speed (single gear), first-generation axles for
heavy-duty applications. What about the Salisbury
architecture? “It includes a central body
and arms mounted with screws. It allows flexibility
in adapting to the vehicle, as I can install
the arm and braking system required by the
customer and customise the coupling part with
the vehicle, while maintaining the axle core.
The motor is mounted parallel to the wheel
axle, without bevel gears, and modularity”.
Research and development at its core
FPT Industrial has three R&D centres for
electrification. Turin also allows system-level
activities; in Arbon, Switzerland, for the validation
of sub-systems, e.g. module and cell;
in Coventry, UK, for the battery management
system. In the access corridor to the testing
area, Orsi resumes her detailed overview. «We
have 74 cells dedicated to powertrain validation
activities in general, more than 5 of which
are exclusively for electrification. Here is the
HIL (Hardware In the Loop) Lab, FPT’s R&D
validation data centre, where these large ‘cabinets’
collect information and allow us to simulate
validation activities. Through the HIL, we
process the ECU software in the absence of
the real hardware system. The cells are divided
into three macro-areas, which correspond
to the size of the motor: heavy, medium and
light. Some engine cells are becoming versatile
and adapt to the ePowertrain. Through a
synoptic diagram, clicking on a cell shows the
test and any general information on the current
activity”.
Finally, we come to the e-powertrain. “The first
cell is the light duty e-powertrain: the central
drive was one of the first projects managed by
FPT. Now, it allows us to test any electrified
solution. It is equipped with 1 MW battery
emulators, which simulate battery operation
and recover some of the energy. Right now,
the front cell is being used to put prototypes
through their paces. The mission profiles are
the same as for the ICEs, albeit with a different
impact on the infrastructure side. At defined
intervals, we perform deep dives on parts taken
from production”.
Only the cells come from outside the factory
The battery pack cell triggers our curiosity. It
houses a climate chamber and a test bench to
simulate thermal conditions. “We can test up
to three 69 kWh batteries, simulating different
environmental conditions. It is a walk-in climatic
chamber and has a fire extinguisher and
various safety systems. By connecting to the
battery, we can read signals about performance,
safety, environmental conditions”. Has anything
changed in the methodological approach
since the inauguration of ePlant? Alice Orsi replies:
“In the first generation of products, we
took modules from suppliers to do the integration
work, in which we are extremely competent,
and create added value. Making the cells
in-house would involve a high technological
complexity, as we have to manage chemical
processes. Today, in our opinion, it is better
to proceed step by step and have the possibility
to make choices that favour technological
competitiveness”. To sum up, this is how an
electrified axle and a battery pack are credited
with driving commercial vehicles. It happens
at FPT Industrial’s ePowertrain plant in Turin.
Start-up.
FPT Industrial can
test up to three
69 kWh batteries,
simulating different
environmental
conditions. Also,
there are no plans
of developing
battery cells
in-house, as
explained by Alice
Orsi. “Making the
cells in-house
would involve a
high technological
complexity, as
we have to
manage chemical
processes. Today,
in our opinion,
it is better to
proceed step by
step and have the
possibility to make
choices that favour
technological
competitiveness”,
she said.
30
31

INSIGHT
KEMPOWER’S NEW PLANT
MAKE
AMERICA
GREENER
Assembly lines.
A view of the
assembly
department at
Kempower’s
newly-inaugurated
production plant
in Durham, NC.
There, either
central units or
satellite systems
are manufactured.
Soon, also
megawatt charging
systems will be
made.
Looking out the plane window, just before
landing at Durham Raleigh International
Airport, North Carolina’s second largest
conurbation, what strikes one is an almost
endless expanse of trees. Buildings and streets
seem to be carved out of the forest. We discover
during our short stay that among the symbols
of Raleigh are oak trees. Inevitably, we
associate the green impact of our trip with the
reason why we are in the United States, namely
to attend the official opening of the American
Kempower plant. Kempower is a very young
Finnish company that is rapidly establishing
itself on the market as one of the most up-andcoming
names among manufacturers of charging
systems for electric vehicles.
In 2023 alone, Kempower manufactured 20,000
charging stations, enabled 7.5 million charging
sessions and delivered almost 200 GWh of
We were in Durham, North Carolina, where Finnish company
Kempower inaugurated its first plant outside the motherland.
An actual bet on electrification of heavy transport overseas.
The new megawatt charging systems will now be produced
also in the United States.
32
33

INSIGHT
Ribbon cutting.
On June 4,
Kempower officially
inaugurated its
production plant
located in Durham.
Here, the moment
Kempower CEO,
Tomi Ristimäki,
and the Governor
of North Carolina,
Roy Cooper, cut
the ribbon at the
premises. Left, on
the other page, the
megawatt charging
system output.
EKOENERGETYKA’S IN FULL SWING
The history of Ekoenergetyka started in 2009 from an
academic project. Today, more than a thousand people work
there. In June, we visited Ekoenergetyka’s headquarters
in Zielona Góra, a Polish special economic zone two
hours’ drive east of Berlin, the result of a 50 million
euros investment in the construction of an R&D centre,
laboratories and training hub. The plant covers over 7,000
square metres. 55,000 parts per hour leave the electronics
area. Production takes place on a single shift, and the
feeling is that the empty spaces to be filled in the factory
are still conspicuous. The wiring area is next door: both
areas are located in a newly constructed building, which
was inaugurated a couple of years ago. Another large area
is where the charging stations of the Axon range, freshly
launched this year, are assembled on two lines, with
twenty workers on each line. Here, work is carried out on
a single shift, during which a total of 96 stations will be
produced from the beginning of 2025. The line will in fact
be enriched with automation elements by the beginning of
next year, when industrial robots will be introduced. This is
the only area of the factory where a serial working mode is
implemented. The Axon line is the only one that lends itself
to such an approach in terms of volume.
Ekoenergetyka currently offers charging systems ranging
from 30 to 400 kW. The next frontier is megawatt charging
systems (MCS). Ekoenergetyka has announced that it will
release a connector dedicated to MCS by 2024. Today, the
main technological solution offered by the Polish group
is the aforementioned Axon range, consisting of charging
stations divided into charger and satellites. The latter are
positioned close to parking areas and connected (more than
one) to the proper charger, which is located further back.
energy. The goal is to reach 100,000 stations
manufactured by 2027. To achieve this, major
help is needed from the United States.
Backed by the local institutions
«We chose Durham for several reasons: there
is a well-established education and research
system here, as well as a mature supply chain.
And then, we are on the east coast, closer to
Finland», says half jokingly Kempower CEO
Tomi Ristimäki. And about the political uncertainty
in the run-up to the presidential elections:
«The U.S. investment plan has become
law and creates many jobs: whoever the president
will be, it is very difficult to turn back. In
any case, incentives can be helpful to launch a
technology, but they are not decisive».
Certainly, the presence of Democratic Governor
Roy Cooper at the inauguration is a demonstration
of the administration’s support of the now
famous green investment plan launched by the
Biden-Harris duo. In the newly established
American manufacturing outpost, both key elements
of the charging architecture envisioned
by Kempower will be made. Beginning with
the central units, which receive energy from
the AC grid, convert it and distribute it to the
so-called ‘satellites’, i.e. the actual columns capable
of supplying power to the vehicles. The
central units have a modular design and are
able to intelligently distribute power (600 kW
maximum) to up to eight outlets.
This year, Kempower presented what seems
to be the ‘holy grail’ in heavy transport electrification
- megawatt charging. Kempower is
able to provide systems with a power output of
1.2 MW ‘simply’ by combining two 600 kW
central units. In this case, cable and output are
much larger, the power is all channelled to
one output, and a vehicle capable of supporting
such power is required. «Whoever drives a
truck on long distances has to stop for mandatory
breaks. The aim is to be able to recharge
the batteries at that time. Megawatt charging
makes this possible. It won’t be in the immediate
future, but I have a lot of confidence it will
happen», Tomi Ristimäki told us.
Ready for megawatt charging
The Durham plant is fully equipped to produce
megawatt charging systems. At the moment, it
is working on one shift only and production
is at a very early stage. About twenty people
are employed at the factory, but at Kempower
they want to be ready for the increase in demand,
which they are betting on. Commercial
and heavy vehicles, even more than the automotive
sector, are expected to fuel production.
CEO Ristimäki expects a definite upward trend
in the spread of electric vehicles between now
and the end of the decade, especially when it
comes to trucks, while vans «are somewhat
in the middle between cars and heavy-duty
vehicles and will most likely be recharged in
private depots rather than public hubs».
Ready to go big.
Kempower’s plant
in Durham has
been working since
the end of last
year. Currently, the
factory works on
one shift, although
they’re ready to
increase production
to meet the
growing charging
system demand in
the U.S.
34
35

SMART TEST
MERCEDES EACTROS 600
FEELING
SUPER
COZY
36
In small doses you appreciate it better. With
this idea in mind, Mercedes is unveiling
its weapon for the future of sustainable
freight transport, the eActros 600, the first vehicle
designed, developed and manufactured
by the German truck maker for long distances.
A vehicle that, although it has yet to begin its
journey (series production will only start at the
historic Wörth site in December, this year), has
already been taking the stage for a year.
It was administered, precisely, with the expert
direction of the Star, in small doses. First the
static launch, more or less one year ago, in October,
to unveil the elegant and unprecedented
lines and shapes of this one hundred percent
electric heavy roadster. Then, at the beginning
of this summer, the second taste, i.e. the first
contact reserved for the international press in
Wörth, the home of all Mercedes trucks.
The Driving Experience held by Mercedes in Wörth, where the
Star’s trucks are made, was the first opportunity to test, on the
road and in real driving conditions, the qualities of the first
heavy-duty electric truck conceived for long-haul applications.
Start of series production is scheduled by the end of this year.
A mouth-watering occasion, an appetiser for
the Hanover show where, it is no news, the
eActros 600 will play the starring role on the
Mercedes stand at the home kermesse.
Native electric truck
In Wörth, for the first time, we were able to
touch the substance of this native electric model
with its in some respects revolutionary features
and content, a synthesis of the know-how
and most refined technology developed by the
Stuttgart giant. And it is of little consequence
that the test version was still a prototype, in
fact a pre-series vehicle.
The line of the vehicle is striking, in the sense
that it catches the eye and is attractive. A new
37

SMART TEST
ProCabin.
With 80 mm longer
front end and
further aerodynamic
measures, the
new ProCabin
developed by
Mercedes has been
recently extended
also to the current
Actros L ICE range.
Estimated fuel
savings up to three
per cent.
DRIVING ALONG TWO ROUTES
When we climb aboard the eActros 600 that
awaits us outside the Mercedes Customer Centre
in Wörth, the actual curiosity is for the efficiency
that the Star’s first real long-distance vehicle
promises. In short, this is a lot.
It would take a whole day, but time is limited, as
is the distance of the route designed by Mercedes
for this first contact: just over seventy kilometres
of smooth roads. The eActros does not shy away
from showing itself for what it wants to be: a
very down-to-earth vehicle, extraordinarily quiet,
elegant and appealing in its wind-sculpted lines.
And above all, absolutely in line with what the
Star ensures in terms of performance.
The data recorded in the two routes travelled
are worthwhile in this sense: in the first route,
we read on the dashboard a consumption of 105
kWh/100 km; in the second, it was 82 kWh/100
km. A good beginning bodes well.
styling concept of the Pro Cabin which, mind
you, is not only intended to be a hymn to elegance,
but is in fact strongly functional to efficiency.
The front has been lengthened by 80
millimetres, the full radiator grille on which
the three-pointed star logo stands out prominently
in the centre.
All this harmonises well with the lower area,
that of the bumper, which integrates the LED
light clusters. The attention and care paid by
engineers and designers to improving the flow
of air is clear. A work that has paid off and
borne abundant fruit.
The beating heart of the eActros
But it is also - and above all, we would like
to say - what cannot be seen, concealed from
view in the chassis by the attractive Pro Cabin,
that is the real distinguishing feature of the
Stuttgart heavyweight. We are talking about
the eAxle, the real beating heart of the eActros
600. We like to think of it, on an electric
truck, as an evolution of the classic driveline.
Indeed, the eActros 600 does not have it. Or
at least, it does not have it in the classic set-up
Highlights
Model type Mercedes-Benz eActros 600
Gross vehicle weight
44 ton
Wheelbase
4,000 mm
Est. range
up to 500 km
Battery type lithium-iron-phosphate
Battery capacity
621 kWh
Est. charging time (DC)
60 min (20% to 80%, 400 kW)
Est. charging time (MWC)
30 min (20% to 80%, 1 MW)
E-motor max. power 600 kW (816 hp)
E-motor cont. power 400 kW (544 hp)
as we know it. For its heavy duty full electric
truck, Mercedes has developed and finetuned
a refined electric axle (designed for 800
volts), which integrates two electric motors and
a four-speed gearbox.
Electric motors and LFP battery packs
The motors generate a continuous power output
of 400 kW (544 hp) and a peak power
output of 600 kW (which amounts to 816 hp).
These figures provide the eActros 600 with a
truly impressive thrust, a pleasure to enjoy on
board with the steering wheel in your hands.
The Actros 600 motors are powered by three
lithium-iron-phosphate (LFP) battery packs,
each with a capacity of 207 kWh (621 kWh
total).
Here again, Mercedes has opted for a solution
and technology capable of ensuring maximum
efficiency, thus being able to guarantee for its
batteries a use of more than 95 per cent of the
installed capacity.
With such approach, the driving range on one
charge is claimed by Mercedes to be 500 kilometres.
And to those who still think this is a bit
low, Stuttgart says that 60 per cent of long-haul
journeys are made over distances of less than
500 kilometres.
Behind the wheel.
We had the
opportunity to test
the e-truck in July
at Mercedes HQ
in Wörth, although
still in a prototype
version. Then, with
some details that
won’t be in the
standard version of
the truck.
38
39

SMART TEST
SCANIA 45R ELECTRIC
THE NORTHERN
OPTION
You get off the Scania 45R after a whole
morning behind the wheel on the gentle
but no less challenging roads of Norway,
driving over 200 kilometres from Kløfta
(north of Oslo), past Lake Mjøsa (the country’s
largest lake, 117-km long), then through
truly enchanting scenery that looks like an artist’s
painting, bending towards the hinterland
(which is again characterised by the presence
of delightful small and large bodies of water),
and you wonder how much longer it will be before
the electric vehicle, and more precisely the
electric truck, finally makes its way into other
European countries, into the choices of drivers
and fleets, for the benefit of truly sustainable
and totally decarbonised freight transport.
Aiming at greener transportation
It is true that Norway is not Italy, nor is it
France, Spain or even Germany. Here, where
nature still reigns over concrete, battery-powered
cars are the overwhelming majority of the
car fleet (80-90 per cent?); and if you enter a
One day on the gentle but challenging roads of Norway behind
the steering wheel of Södertälje’s three-axle full electric truck.
Just enough to appreciate its potential, performance, comfort,
and efficiency. And also to dispel some taboos about electric
mobility. With the help of a close Scania partner.
40
41

SMART TEST
ELECTRIFICATION PARTNERS
Asko is Norway’s leading food logistics
group. A company that “wants to be
at the forefront of ecological change
in truck transport in Norway”, as Tore
Bekken, CEO of Asko Norge, says.
The goal is to achieve totally fossil fuelfree
transport by the end of 2026, but
already by the end of 2024 in the Oslo
region. The very close connection with
Scania contributes to this goal. After
the first tests with electrics in 2016 and
the purchase of four hydrogen-powered
fuel cell vehicles in 2020, Asko has put
some eighty Scania electric trucks into
service. Now it is the turn of the new
45Rs, which are used to supply products
to the food and catering market, but also
to hotels, canteens and hospitals.
service area you first see a string of (fast) recharging
stations (all fully functional, which is
not a small detail), a large company like Asko,
the country’s leading food distributor (as well
as a long-standing partner of Scania, read more
in the dedicated box above), is resolutely aiming
for total green transport by the end of 2026
Fighting range anxiety
In the configuration with six battery packs,
the range goes up to 350 km.
Enough to ensure the performance,
without suffering from charging anxiety, on
urban and regional missions.
(and this may explains why the company has
come to the purchase of almost 80 Scania electric
trucks).
A broad portfolio of e-solutions
This is the ideal - and in some ways even
unique, in the sense of likely non-repeatable
Highlights
Model type
Scania 45R
Gross Vehicle Weight
28 ton
Wheelbase (1 st to 2 nd axle) 4,750 mm
Est. range
up to 350 km
Battery type
lithium-ion
Battery capacity 624 kWh (gross)
Charging power
up to 375 kW
Est. charging time
83 min (0-100% at 375 kW power)
E-motor max. power 511 kW (694 hp)
E-motor max. torque
3,500 Nm
- scenario to put Södertälje’s electric trucks to
the test: two- and three-axle tractor and rigid
versions with R- and S-type cabs, power ratings
of 400 or 450 kW and range of up to 350
kilometres.
These trucks are suitable for different types of
applications and benefit from major upgrades
in the form of new chassis (optimised shapes
and spaces), new batteries (with reduced carbon
footprint cells from Swedish company
Northvolt), and auxiliary systems that ensure
improved functionality, to the benefit of greater
power and range, combined with further increased
load capacity.
Completing the full electric offer is Scania
Charging Assist, the dedicated service that provides
access to the charging network in twelve
European countries. There is no subscription
or monthly charge (the customer only receives
one bill from Scania, regardless of the operator
of the individual network points), and the only
requirement to take advantage of its benefits is
to own a Scania vehicle.
E-trucks? No longer a privilege
To summarize, without renouncing the plurality
of addresses for sustainable and efficient
freight transport (the reference is to the evolution
of thermal motorisation introduced with
the Super range), with its family of electrics,
says Fredrik Allard, senior vice president and
head of e-mobility at Scania Group, the Södertälje-based
manufacturer intends to actively
demonstrate that «the use of zero-emission
trucks is no longer a privilege for the few.
Outside of the real long haul transportation,
there are few contexts that cannot be electrified
right away. The current range is capable to
fully meet operational requirements. Of course,
there are still some applications that are less
inclined to go electric in the near future, but
many customers will be amazed when they
realise what these vehicles are capable of in
terms of efficiency, which is also guaranteed
by digital services». Words that fit our 45R
Electric perfectly.
Fast charging
To recharge
‘our’ Scania 45R
Electric, powered
by an electric motor
with 450 kW (612
hp) continuous
output, and 511
kW (695 hp) peak
power, Scania
claims of one hour
and 23 minutes
charging time (with
375 kW power
output).
42
43

SMART TEST
RENAULT MASTER E-TECH
THE
FRONT
RUNNER
44
If we had to summarize the appeal of the
2024 model year of the Renault Master,
we would rely on a triptych: responsive
to stress, stable when attacking the street and
docile when steering. The impressiveness of
the frontal diamond and the elegance of the
C-shape light clusters - in keeping with the
family feeling typical of Renault Car models
- reflect the premises and vocation of the Master.
We put the electric vehicle to the test in
Bordeaux, amid vineyards and the network of
roundabouts typical of the French road scene.
The battery pack benefits from a stable temperature
of 25 degrees Celsius to ensure the
best range, in keeping with Renault’s tradition,
which provides this safety mode on all electric
vehicles. Starting with that pioneering Kangoo,
in 2010, and the Master itself, which ‘plugged
in’ in 2017.
A glance will suffice to recognize the work done by Renault in
redesigning its top-of-the-range van, now made even more
aerodynamic and versatile. The Master is also available with an
internal combustion engine, in its most powerful configuration the
BEV version promises a range of 460 km.
Platforms and fittings are shared between ICE
and electric models. There are four diesel calibrations,
and two BEV calibrations. The power
of the electric motor for typical urban use is
130 hp, for an estimated range of 200 km.
We tested the 140, the one for long range missions,
which claims energy savings in the order
of 25 per cent and a WLTP range of 460
kilometres. For hydrogen, we will have to wait
until the twilight of 2025. Storage will be entrusted
to tanks positioned under the floor pan
to the benefit of useful volume.
Increased payload
Today, however, the payload is the real driver
of the electric versions, which, thanks to the
45

SMART TEST
Range enlarged.
In France, we had
the opportunity to
drive the Renault
Master with higher
battery capacity,
87 kWh. The
electric van has
a WLTP expected
range of 460 km,
then suitable for
interurban use.
Here are some
details of the
redesigner interiors.
upgrade, bring the Master BEV to claim a 200-
kilo higher payload capacity. Bringing the payload
to 1,625 kilos, the same as the diesel. The
guideline in defining the electric platform was
precisely the balance between performance
curves, range and load capacity. Renault is still
considering the cohabitation and possible overlap
of power in the alternative power modes
(electric and hydrogen).
The basic rationale is flexibility in order to
adapt the application to the user’s work cycle
and energy infrastructure. As far as hydrogen
is concerned, the propulsion technology relies
on fuel cells, with the hand of Hyvia, the joint
venture shared with Plug. There is no trace,
however, of H2 interpretations of the internal
combustion engine.
Full ADAS equipment
The capacity of the goods compartment is a
showpiece (from 8 to 22 cubic metres), while
accessibility during loading is helped by the
additional 40 millimetres of the side door,
which allows the handling of a Euro pallet.
And to increase visibility, the windscreen has
been lowered from 45 to 40 degrees.
Around twenty ADAS are supplied. They
are mostly serial, and some of them can be
switched off by pressing the first button on the
small button panel on the left of the steering
wheel. This relieves the driver of the burden
of those sometimes invasive audible warning
Highlights
Model type Renault Master E-Tech
Payload
1.6 ton
Wheelbase
3,182 mm
Est. range
up to 460 km (WLTP)
Battery type
lithium NMC
Battery capacity
87 kWh
Est. charging time (AC)
3.9 hours (10 to 100%, 22 kW)
Est. charging time (DC)
38 min (15 to 80%, 130 kW)
E-motor max. power 105 kW (142 hp)
E-motor max. torque
300 Nm
devices. With this release, the Master has also
reduced the steering diameter by about 1.5
metres. On the electric model, safety is also
guaranteed by the Qrescue, which allows firefighters
to access the vehicle board, disconnect
the high-voltage system and quickly drown out
the battery.
46
In the van: improved infotainment
Another noteworthy feature is the 10-inch display,
which allows data from the telephone
provider to be hooked up and commands to
be activated ergonomically, including the GPS
signal. And, again on the digital front, Renault
has been a pioneer in granting body shops access
to proprietary software to facilitate mapping
customisation. This absolute plus is coded
as Openlink.
Renault has around 50,000 units in each of the
two LCV segments. In the heavy van segment,
it ranks third, thanks to the Master, behind
Ford, closely trailing Daimler.
The target of the new release is therefore clear:
to intensify the growth trend, which is also evident
in the five main European markets for
electric vehicles: more into details, we talk
about France, the United Kingdom, Germany,
Norway and the Netherlands.
47

TECHNO
BORGWARNER IS READY TO LAUNCH NEW ADVANCED PRODUCTS AT IAA
Batteries and DC charging stations
THE GROUP IS CLEARLY FOCUSED ON SUPPORTING ELECTRIFICATION
CANADIAN SPECIALIST BALLARD TO RENEW ITS PRODUCT OFFER FOR HYDROGEN TRUCKS
Fuel cell engine with higher power density
THE FCMOVE-XD CAN FIT IN THE SPACE OF A DIESEL ENGINE
The U.S.-based key component manufacturer
BorgWarner will be among the main protagonists of IAA
2024, the leading exhibition in transportation in Europe for
the current year. BorgWarner will put on display some very
interesting technologies, most of them related to electrification
in the commercial vehicle sector. One product highlight will
be the debut of Lithium Iron Phosphate (LFP) battery packs
for commercial vehicles, following the recently announced
collaboration between BorgWarner and FinDreams Batteries.
These innovative
LFP battery packs
are a significant step
forward in enhancing
the efficiency, cost
effectiveness and
sustainability of
commercial vehicle
operations.
Moreover, providing
a scalable power
range of 120 kW
up to 360 kW, the
new BorgWarner’s
fast charging station
is conceived to be
the ideal solution
for rapid charging
requirements of
public charging and
commercial EV fleet
applications. Finally,
in addition to the
debut of the LFP battery packs and the new DC charging
station, BorgWarner will present a comprehensive range of
TRANSMISSION AND E-AXLE
At IAA, Allison Transmission
will showcase the new 9-Speed
fully automatic transmission
and the latest addition to the
patented Allison eGen Power
family of fully electric axles, the
48
85S axle. The latter extends
the family of fully electric axles.
eGen Power axles replace the
traditional drivetrain of a vehicle
and are compatible with fully
battery electric vehicles, fuel
cell electric vehicles and hybrid
applications. The new 9-Speed
transmission is engineered to
meet the needs of commercial
vehicles that operate in frequent
stop-and-go cycles, offering
increased uptime, improved fuel
economy, high performance and
low maintenance costs.
advanced commercial vehicle technologies, including CV
inverters, eMotors, high-efficiency turbochargers, thermal
management solutions such as battery coolers, 800V eFans,
and exhaust recirculation technologies.
“It’s a tremendous opportunity to showcase our technologies
for efficient and clean commercial vehicles, across electric,
hybrid and combustion architectures,” commented Paul
Farrell, Executive Vice President and Chief Strategy
Officer, BorgWarner. “We’re looking forward to discussing
BorgWarner’s technological advancements and commitment to
driving innovation in the commercial vehicle market with our
customers, media representatives, and other visitors on site.”
Core electrification
products..
Strategic partnerships
A leading producer and supplier of safetycritical
systems for the commercial vehicle
industry, JOST is focused on developing new
products, as well as setting new partnerships
for future developments. About this, JOST
has been investing in Aitonomi and Trailer
Dynamics, two start-ups with innovative transport
solutions in the areas of autonomous driving
and electrification. JOST is also entering into
a development partnership with BET Motors to
jointly develop innovative vehicle architectures
for electric drives. “Our mission is to support
technological change towards better connected,
environmentally friendly and intelligent
commercial vehicles. We have developed
many products, but also established strategic
partnerships to advance highly automated
and autonomous logistics solutions as well
as electrification and sustainable resource
management”, said CEO Joachim Dürr.
Once again, IAA Transportation is a great occasion for
Canadian fuel-cell specialist Ballard to renew its product range.
The company is about to introduce the new scalable and patented
FCmove-XD fuel cell engine with class-leading power density.
It’s the latest high-performance module for heavy-duty vehicles,
scalable from 120-360 kW. Building on nine generations of fuel
cell development, the compact design of Ballard Power Systems’
new FCmove-XD fuel cell engine delivers class-leading volumetric
power density, with an open architecture design approach that makes
the fuel cell the smallest and lightest in its power range.
The module offers an ideal solution for Class 6 to 8 trucks,
delivering an easy integration platform for vehicle OEMs and
integrators. It is designed to ensure a driving range up to 800 km
complementing a volumetric power density that is the highest in the
global truck industry.
“The requirements of the truck market are particularly demanding
due to the high vehicle utilization rates and payload requirements,”
said Nicolas Pocard, vice president, marketing and strategic
partnerships, Ballard. “Backed by Ballard’s open architecture design
approach, the new FCmove-XD module is developed for volume
production and deployment to deliver competitive CAPEX and total
cost of ownership values across heavy-duty truck segments”.
Additionally, the fuel cell’s open architecture design has resulted
in a 33 percent reduction of parts and a 25 percent decrease in size
compared to earlier modules.
The FCmove-XD is designed to fit in the space claim of a diesel
engine and up to two units (240 kW) can be installed longitudinally
in the engine compartment.
BATTERY TECH CENTER
Daimler Truck officially opened
the Battery Technology Center
(BTC) at the Mercedes-Benz
plant in Mannheim. Daimler
Truck’s product and process
development for battery electric
commercial vehicles is carried
out on an area of over 10,000
square meters: the BTC
combines development with
production. Two production
areas will be created in the
BTC. On the one hand, cells
will be produced here on a
pilot basis to build up process
knowledge. Secondly, battery
packs will be
manufactured
as prototypes
for test
benches and
test vehicles. With the pilot line
for battery packs, the Mannheim
site is preparing for future series
production, which is planned for
the second half of the decade
as part of the introduction of the
next generation of lithium-ion
batteries at the plant.
Experience in battery pack
assembly is gained on the
pilot line for battery pack
production. Battery modules
are made from cells before
battery packs are subsequently
produced from these modules.
In a few years’ time, the
findings from
this line should
go into series
production in
Mannheim.
From diesel to hydrogen
A modular 300 kW hydrogen fuel cell engine,
compact high-power eAxles, next-generation
batteries and efficient traction systems are
among the newest products Accelera by
Cummins will have on display at IAA.
Many of these products can be easily integrated
into existing electrified powertrains or paired with
other Accelera products for an optimised system,
allowing customers to seamlessly transition to
zero-carbon applications.
Cummins’ participation
in the German exhibition
is also addressed to
advanced diesel solutions
ready for the Euro 7
standard, such as the
X10 internal combustion
engine or an Euro 7-ready
aftertreatment system.
Cummins will also display a wide range of
powertrain technologies, including rear drive
axles, e-axles and brakes.
Regarding the full hydrogen ecosystem,
Cummins will also showcase its e-turbocharger,
e-compressor, hydrogen recirculation pump, fuel
cell injector and fuel cell ejector, as well as an
X15H hydrogen internal combustion engine.
A broad offer for a growing market.
49

THE SOLUTION RELIES ON 14 M CABLE LENGTH
JUICE CHARGER me 3 max is the brand-new product unveiled by the Swiss
specialist, and designed for light electric vehicles and small trucks. With its
14-metre cable length, the solution aims at offering maximum flexibility, safety
and efficiency, particularly when charging electric commercial vehicles.
The JUICE CHARGER me 3 max answers the growing demand for a practical
charging infrastructure for electric commercial vehicles.
This is confirmed by Michael Sieber, Head of infrastructure and resources at the
Sieber Group and member of the board of management: “We were looking for
an innovative product with a suitable backend and Juice provided the perfect
solution. The cable drums and 14-metre cables on the charging stations ensure
utmost flexibility, allowing us to charge the vehicles directly at the ramps – with
or without a trailer”. charging can be activated via an optional, detached RFID
terminal with display, which can be situated up to three metres away from the
wall charger.
50
INFRASTRUCTURE
THE SWISS JUICE UNVEILS CHARGING SYSTEM FOR E-VANS
Wall-mounted stations
“Customers
can charge their
vehicles when
positioned on a
hoist. The cable
drum provides
the necessary
flexibility and
also helps
to avoid trip
hazards”,
said CEO
and founder
Christoph Erni.
AGREEMENT ON CHARGING
E.ON and MAN Truck & Bus have
recently announced a partnership aimed
at promoting charging infrastructure for
commercial vehicles in Europe. The
energy company and the commercial
vehicle manufacturer will set up around
170 locations with around 400 stations
for public charging of electric trucks
across the old continent. Around 25 sites
are planned in Germany alone, while
additional sites are being built in Austria,
the UK, Denmark, Italy, Poland, the
Czech Republic and Hungary.
The new sites will be located at
strategically selected MAN service bases,
primarily in industrial areas with high
truck volumes or near motorways. This
means that public charging can be easily
integrated into daily operations. The
layout of the sites is specially designed
for charging electric commercial vehicles.
“We are investing heavily to give the
infrastructure for electric heavy goods
transport a decisive boost and to set the
course for sustainable logistics and green
supply chains”, commented Leonhard
Birnbaum, CEO of E.ON.
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partner,
whichever
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Our planet faces a significant challenge as we recognise
the realities of climate change. That’s why we’re taking
action to progress the widest range of power technologies
to fuel industry decarbonisation.
Visit us at IAA Transportation 2024
Hall 19/20. A22
17–22 September 2024
Learn more.
©2024 Cummins Inc.