2025_11_Sustainable Truck&Van

MAGAZINE
VADO E TORNO EDIZIONI
www.vadoetorno.com
www.vadoetornoweb.com
www.sustainabletruckvan.com
VADOETORNO SUPPLEMENT
Electric
NEW GEN
18 Cover story
DAF launches its new
electric range, from the
city to long-haul tasks
24 Preview
The brand-new eActros
400 shares the same
DNA with its big brother
38 Trends
Why all the major truck
makers are still investing
in diesel-related R&D
November
2025

sustainabletruckvan.com
CONTENTS
NOVEMBER 2025
Awards
12 SUSTAINABLE TRUCK OF THE YEAR
All the finalists of the 2026 edition
Face-to-face
14 LOOKING AT THE WORLD
Guillaume Schaeffer, MD of Solutrans
16 SHAPING THE FUTURE
Following Dekra’s biennial CV conference
24
FOLLOW SUSTAINABLE TRUCK&VAN ON:
Cover story
18 READY TO ENTER THE ARENA
DAF’s electric offensive starts from Eindhoven
Preview
24 HERE COMES THE YOUNGER BROTHER
The new Mercedes eActros 400
28 REDESIGNED, BUT FAMILIAR
Isuzu updates its light truck range
32 WHAT A COMEBACK!
Kia bets on the CV sector with the new PV5 e-van
Trends
34 WAITING FOR THE HEAVIEST
Figures and trends of the EU ZEV market in H1
34
34 YOU WON’T GET RID OF US
ICEs are still attracting significant investments
Smart tests
40 GOING IN STYLE
Renault Trucks Master E-Tech
44 WORKING WITHOUT STRESS
The newest Mercedes eSprinter
Columns
7 At a glance 48 Techno 49 Infrastructure
40
Something has changed
Why, in order to inform you in the best possible way,
we believe it’s important to open STV to advanced
diesel-related projects p.4
big-e.com.tr/en
3

NEWS GOOD START
WHY WE BELIEVE IT’S FAIR TO TALK ALSO ABOUT DIESEL VEHICLES AND PROJECTS ON STV
Not a rethink, but a realignment
THERE CAN BE NO DOGMA IN THE CURRENT INTERNATIONAL SCENARIO
When we launched
Sustainable Truck&Van,
back in June 2021, the
idea was to focus exclusively
on commercial vehicles with
zero exhaust emissions. In
other words, there would have
been no room on our channels
for news and insights on
diesel vehicles. The intention
was clearly to look beyond
the immediate future and
anticipate a trend that, perhaps
even more so then than now,
seemed inevitable.
Reading the pages of this
issue of our magazine, you
will notice that something
has changed compared to
the original project. In fact,
you’ll find articles and news
items dealing with dieselpowered
vehicles. In short,
good old diesel has made an appearance on our pages. However,
this is no coincidence. Following the trends in the European market
(see page 34) and beyond, as we do on a daily basis, we see not
only that the percentage of diesel vehicles among those registered
is still very high—if not at 2021 levels, then very close—but also
that manufacturers have not stopped investing in R&D of vehicles
and components related to internal combustion engines, even with
traditional fuels (have a look at page 38).
As you may know, the concept of sustainability that our publishing
house has been promoting for some time now is not exclusively
related to emissions. It takes several factors into account, and there is
no magic formula that can clearly outline what freight transport will
look like in the future, at least in Europe.
That is why we believe that in order to convey more complete
and accurate information, both in our magazine and on our digital
channels, we need to move away from dogma.
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4
©2025 Cummins Inc.

AT A GLANCE
IVECO CELEBRATED THE 50 TH ANNIVERSARY IN HOMETOWN, TURIN, LAST JUNE
What a year (so far) for the Iveco Group
IN THE SUMMER, THE ANNOUNCEMENT OF THE TAKEOVER BY TATA
IVECO celebrated its 50 th anniversary (the company was
founded in 1975) with a special event held in Turin last
June. During the four days at OGR Torino – the late
19 th -century industrial complex now turned into a hub
of culture and innovation – Iveco Group’s customers,
dealers, partners and employees were taken on a journey
between past, present and future. Talks, performances
and a display of the historic and latest models of vehicles
and engines were held there.
What’s particularly interesting is that three new IVECO
vehicles were introduced for the first time during the
event. First, the S-eWay Artic, a fully electric heavy-duty
truck with a range of up to 600 km, which is IVECO’s
newest zero-emission solution designed for long-haul
missions. Then, the two new electric vehicles deriving
from the partnership with Stellantis that will expand
IVECO’s electric light commercial vehicle offering to
cover the full spectrum of zero-emission urban mission
solutions. The Turin-based manufacturer named those
electric vans eJolly (the medium-sized one) and Super
eJolly (the large-sized). From the outside, these vehicles
have the same look of, respectively, the Fiat E-Scudo and
Fiat E-Ducato. The logo on the front is, of course, different,
as well as some internal details. The electric vans will be
manufactured in Poland and France, as confirmed by IVECO
spokespeople in Turin.
The Italian truck and van maker was the actual protagonist
of last summer, with the announcement of the takeover made
from Indian group Tata Motors. The Indians have acquired the
control of Iveco Group (excluding Iveco Defence Vehicles, IDV)
for about 3.8 billion euros. Tata officially ensured that in the next
two years nothing will change in terms of organizational structure
and production. We’ll see what will happen after that deadline.
Production sites in Italy and Europe will be waiting for (good) news.
BRIGHTDROP NOT SO BRIGHT
General Motors confirmed
the end of production of the
BrightDrop electric delivery
van built at CAMI Assembly in
Ingersoll, Ontario. BrightDrop
production will not be moved to
another site. GM was forced to
temporarily halt production in
Canada in April, this year. Then,
the global group announced
the collaboration with Amazon,
willing to start testing BrightDrop
electric vans. Clearly, it was
not enough to save the young
company, which has already
experienced quite a troubled time
in the last few years.
“The decision is clearly driven
bu the weak market demand”,
stated Kristian Aquilina, president
of GM Canada.
The new IVECO S-Way and S-eWay Artic.
Level 4 autonomous
TRATON’s american truck maker International
and PlusAI are advancing the commercialization
of Level 4 autonomous trucks built on the
NVIDIA DRIVE AGX Hyperion platform. The new
factory-built vehicles will combine International’s
nearly 200 years of manufacturing leadership
with PlusAI’s patented SuperDrive virtual
driver technology to enable production-ready
autonomous trucks for large-scale freight
operations, powered by NVIDIA’s AI computing
architecture.
International autonomous trucks will be
engineered from the factory floor up with lidar,
radar and cameras for 360-degree awareness
of the vehicle’s surroundings. This combination
of International’s vehicle architecture, PlusAI’s
scalable autonomy software, and NVIDIA’s
high-performance compute platform provides the
redundancy, sensor fusion, and high-speed AI
inference needed for safe driverless operation.
7

AT A GLANCE
AT A GLANCE
SWEDISH TRUCK MAKER OPENS PRODUCTION PLANT IN RUGAO, JIANGSU PROVINCE
Scania accepts the Chinese challenge
THE PLANT WILL ALSO SERVE OTHER SELECTED MARKETS IN ASIA
MITSUBISHI FUSO AND HINO TRUCKS OFFICIALLY MERGED INTO NEWCO CALLED ARCHION
All-Japanese manufacturer integration
HEADQUARTERED IN TOKYO, OPERATIONS WILL START IN APRIL 2026
Scania has officially inaugurated its brand-new industrial
plant in Rugao, Jiangsu Province, China. “It’s an investment that not
only strengthens Scania’s global footprint but positions the company
at the heart of the world’s largest truck market”, stated the truck
manufacturer in an official note.
Covering 800,000 square metres, the site has a licensed production
capacity of 50,000 vehicles a year and will serve both the Chinese
market and selected export markets in Asia and beyond. The
facility creates around 3,000 new jobs locally and represents a total
investment of 2 billion euros.
Scania is the first western OEM to be granted a full production
licence for a wholly owned truck plant in China. Indeed, Scania has
been present in the Chinese commercial vehicle market for the past
60 years. With the new industrial hub, including R&D centres in
Rugao and Shanghai, Scania strengthens its local footprint and its
ability to jointly develop solutions with Chinese partners.
More into details, the Rugao facility will operate almost entirely on
renewable energy sources, including locally produced biogas and
certified green electricity. These measures contribute directly to
Scania’s Scope 1 and 2 decarbonisation targets. Additionally, the new
industrial hub is designed to be part of the Traton Modular System
(TMS), which enables Scania and Traton Group brands to efficiently
scale, tailor, and innovate across markets, customer demands and
product portfolios.
In China, Scania will build both tractors and rigids, with a wide
range of service portfolios. Secondly, in addition to the global
Scania offer, a new tractor product range – Next Era – developed
specifically for China’s competitive long-haul and volume segment.
Deliveries from production in Rugao will begin in late 2025 and
Next Era will be launched in the first half of 2026.
“Our establishment in Rugao is more than a factory; it will be part
of China’s dynamic innovation landscape and fuel Scania’s own
development,” commented Christian Levin, President and CEO of
Scania and Traton Group
A GLIMPSE OF THE FUTURE
2025 was undoubtedly the
year of the Sprinter. Mercedes
spared no expense in celebrating
this iconic commercial vehicle,
launched in 1995 and since
then a leading player in freight
transport in Europe and
beyond. To close the circle of
the anniversary year, however,
Mercedes wanted to look ahead.
Thirty years are not enough to
define the life
cycle of the
Sprinter, which
is naturally
destined to evolve. Still in
Stuttgart, we had the privilege
of imagining the future not
only of the Sprinter, but also of
commercial transport according
to Mercedes’ philosophy.
Mercedes also provided a fairly
concrete preview of the Sprinter
to come, revealing a couple of
exterior details thanks to a mega
sculpture called The Boulter. It is
only a taste, it is
true, which still
leaves much to
the imagination.
“By also producing and innovating locally, we
can tap into China’s speed and creativity, and
strengthen our global capabilities”, said Scania
CEO, Christian Levin.
EU emissions targets
According to a new study by the International
Council on Clean Transportation (ICCT), five
of the seven largest truck makers, representing
70% of the market, are on track to meet the EU’s
first-ever CO₂ target for heavy-duty vehicles
(HDV). Europe’s CO₂ standards mandate a 15%
reduction in average emissions from new heavyduty
vehicles compared to 2019 levels. There
are also several compliance flexibilities available:
manufacturers can earn
credits by producing lowemitting
vehicles between
2019 and 2024 and use
these credits in 2025 if
they miss the 15% target.
In particular, two
manufacturers, namely
Scania and Volvo Trucks,
have already met the
2025 CO₂ target two years early in 2023. Renault
Trucks and DAF can comply using credits earned
between 2019 and 2023, while MAN can stay
on track by pooling their emissions with Scania.
Daimler Truck will need moderate improvements.
to their diesel vehicles or higher zero-emission
sales. Iveco faces a steeper challenge but could
course-correct through efficiency improvements
and increased zero-emission HDV sales.
Mitsubishi Fuso Truck & Bus Corporation, part of the
Daimler Truck family, and Hino Motors have announced the name
of the holding company, Archio, scheduled to commence operations
on April 1, 2026. The merge between the two players was announced
earlier this year by Daimler Truck, and Toyota Motor Corporation.
According to the official communications, the name Archion
embodies the essence of ‘arches’, representing the connection
between the companies and their stakeholders, as well as to each
other. ‘Eons’ represents the creation of the future of transportation,
connecting to a better life for the next generation. Together the
concepts were reformed into Archion.
Now, the companies will investigate how to synergize their heavy-,
medium-, and light-duty vehicle platforms to enhance product
competitiveness, improve cost efficiency, and enable faster product
launches.
In terms of production, by the end of 2028, the five domestic
truck production sites will be consolidated into three locations:
Kawasaki Plant (Kawasaki City, Kanagawa Prefecture), Koga Plant
(Koga City, Ibaraki Prefecture), and Nitta Plant (Ota City, Gunma
Prefecture). Hino’s Hamura plant will be transferred to Toyota Motor
Corporation. Mitsubishi Fuso’s Nakatsu Plant operations will be
consolidated at the Kawasaki Plant.
Additionally, by leveraging the technological capital and scale
advantages of the Toyota and Daimler Truck network, the Archion
Group will develop market-leading products across all ZEV
segments. Speaking of hydrogen, Archion will draw on the combined
expertise and cooperation of Toyota and Daimler Truck.
BOSCH FUEL CELLS
Bosch has started using a fuel cell electric truck
in plant traffic within the company’s facility in
Nuremberg. The truck, developed by IVECO, is
equipped with the Bosch fuel-cell power module
(FCPM).
By converting hydrogen and oxygen into water
and electricity, the 40-ton truck can be operated
completely electrically. Using renewable
hydrogen even makes the truck’s powertrain
climate neutral. By switching to the new
vehicle, Bosch also wants to set an example in
Nuremberg and play an active role in developing
a hydrogen value chain in line with the state of
Bavaria’s Hydrogen Strategy 2.0. THE IVECO
fuel cell truck has a range of up to 800 km.
Brand-new structure
Following the announcement made last May, Iveco
Group and global vendor finance company DLL
have officially set the brand-new GATE joint venture,
obtaining the necessary regulatory approvals. Indeed,
DLL has acquired a majority interest (51%) in GATE
– formerly a fully owned subsidiary of Iveco Group
– through a reserved capital increase, to support
the transition to low- to zero-emission commercial
vehicles in Europe, while Iveco Group retains 49% of
the share capital. The new JV structure will provide
GATE with strengthened financial backing and
asset financing expertise, crucial for accelerating its
growth strategy,
driving its further
development
and expansion,
and enabling
it to achieve
its ambitious
objectives more
efficiently.
8
9

AT A GLANCE
FROM NEXT YEAR ON, SANY WILL EXPORT ITS ELECTRIC TRUCK
New player in Europe. Guess from where?
THE e263 MODEL WILL BE AVAILABLE IN TRACTOR AND RIGID VARIANTS
EINRIDE BROUGHT AN AUTONOMOUS ELECTRIC TRUCK BETWEEN NORWAY AND SWEDEN
Autonomous and border-crossing
THE JOURNEY SAW THE PRESENCE OF PLAYERS FROM BOTH NATIONS
Chinese truck maker SANY will soon launch its new e263 4×2
electric truck in the European market. That’s quite a significant news,
as SANY is a primary brand in China as for heavy-duty vehicles (not
only trucks, let’s say). Deliveries of the SANY e263 start in Q1 2026
and various rigid variants will be available by the end of 2026.
SANY has also announced they will be aupported by Putzmeister
and service network of Alltrucks in Europe, this “ensuring seamless
operations for European logistics fleets”.
The electric vehicle features a 636 kWh LFP battery on an 800V
platform achieving over 500 km range with 42t and maximized
payload thanks to only 10,9t empty vehicle weight. In addition
to 400kW CCS charging the SANY e263 will later also enable
megawatt charging (MCS). Finally, the electric motors are expected
to generate a continuous output of 420 kW as well as a peak output
of 730 kW.
Also, in terms of safety, SANY states that several installed safety
assistance systems currently go beyond the legal requirements of
GSR2. Talking about assistance, SANY eTrucks together with
Alltrucks Truck and Trailer Service will offer a comprehensive
service network with its 700+ service workshops all over Europe and
a German based spare parts storage center managed by Putzmeister.
“This launch builds on the proven success of SANY’s 8×4 408P
(Gen1) and e435 (Gen2) electric chassis, which is already setting
new standards in European heavy-duty construction segment with its
advanced technology, impressive TCO, and reliability”, commented
commented Kevin Eichele, Head of Product and Business
Development SANY eTrucks Europe.
10
CHANGE AT THE TOP
Antoine Duclaux, previously Senior Vice
President Renault Trucks International, is
the new CEO of Renault Trucks, effective
November 1, 2025. Indeed, former CEO
Bruno Blin has decided to step down. He will
remain with the Volvo Group as Senior Adviser,
contributing to various strategic projects.
Duclaux joined the Volvo Group in May 2020 in
Sweden, as Group head of Internal Audit and
Risk Management reporting to the AB Volvo
Board. Prior to that, he held several senior
leadership positions within the Holcim Group.
“We will keep embracing our responsibility
to lead the industry’s transition towards
decarbonization”, commented Duclaux.
TIME Best Inventions
Hyundai Motor Company and PlusAI’s autonomous
XCIENT Fuel Cell Class 8 heavy-duty truck has been
named one of TIME’s ‘Best Inventions of 2025’.
Indeed, TIME’s Best Inventions list spotlights
innovations that transform how we live, work and
move.
This year’s selection of 300 groundbreaking solutions
highlights the industry-defining potential of Hyundai
Motor and PlusAI’s hydrogen-powered autonomous
vehicle. The award-winning truck integrates Hyundai
Motor’s proven XCIENT Fuel Cell Class 8 heavy-duty
truck platform — the world’s first mass-produced
hydrogen-powered
heavy-duty truck,
also widespread
in Switzerland
— with PlusAI’s
patented Level
4 autonomous
SuperDrive virtual
driver.
The successful cross-border operation of a cabless electric
autonomous vehicle without a human driver onboard. This is the
achievement by Einride, with the autonomous border-crossing took
place at the Ørje border crossing, and marks the world-first cabless
electric autonomous crossing of a country’s border.
Tolletaten, The Norwegian Customs, is supporting the initiative due
to the high relevance of automating this use case for their future
operations. To address the complexities of international border
crossings and handle tasks typically managed by a human driver,
Einride integrated its systems with Norway’s digital customs solution
(Digitoll) through its partner Q-Free, digitally declaring goods in
advance to create a seamless border customs clearance process.
This world-first cabless electric autonomous border-crossing
demonstration is a key component of the EU co-founded MODI
project. The MODI project aims to enable the safe roll-out of
heavy-duty autonomous transportation across a wide variety of
market applications, improving the transport and logistics industry
by accelerating the introduction of Connected, Cooperative and
Automated Mobility (CCAM) solutions.
Battery test center
DEKRA has officially opened its new Battery Test
Center at the DEKRA Lausitzring in Brandenburg.
This is the place where the international company
carries out rigorous testing of batteries, including
those for electric vehicles.
The state-of-the-art test center will offer a
comprehensive spectrum of battery tests under one
roof. In addition to mechanical tests, performance
and environmental tests, there will also be abuse
tests in which batteries are subjected to stresses far
beyond their normal use.
DEKRA operates a large number of highly specialized
testing laboratories that specialize in automotive
testing scenarios. With this network, DEKRA supports
its customers worldwide in the most important target
regions and invests significantly in expanding its
service portfolio around several future automotive
trends.
WE’LL SOON SEE A TOPAS ON THE EUROPEAN ROADS
Chinese electric truck maker
SuperPanther has recently introduced
the brand-new eTopas 600 truck
model, “engineered for the realities
of European logistics”. Indeed,
SuperPanther will be making its electric
trucks also in Europe, thanks to the
recently signed agreement with Steyr
Automotive.
The launch also marks the official
debut of SuperPanther’s new European
logo, featured by a design that fuses
the letters “S” and “P” into a form
reminiscent of a diamond and the
powerful face of a panther. It embodies
strength, precision, and innovation,
“symbolizing SuperPanther’s
commitment to premium quality,
high reliability, and forward-thinking
technology as it expands across
Europe”. Speaking of powertrain,
the truck is pushed by its dual motor
electric axle, with 800V high-voltage
platform. It has been tested and
validated on Europe’s routes.
Two of the electric
trucks designed by
SuperPanther. The
eTopas is the one on the
left, next to the so-called
Black Diamond.
11

AWARDS
TOWARDS THE STY 2026
COUNTDOWN
TO THE
GLORY
The 2026 edition of the Sustainable Truck of the Year Awards
will be held at the beginning of the new year. Three categories,
and nine vehicles have been selected by the jury as the finalists
of this edition. Diesel, natural gas and, of course, electric solutions
are included in the final list. All the infos on our digital channels.
Here we go again. The race for the Sustainable
Truck of the Year Awards is back,
with prizes awarded by a jury coordinated
by the editorial teams of Vado e Torno and
Sustainable Truck&Van based on specific sustainability
parameters. However, sustainability
should not be understood as merely referring
to vehicle powertrains, but in a broader sense.
Looking at the range of trucks and vans competing
this year, the aspect that immediately
catches the eye is the presence of three types
of drivelines. From diesel, with ICEs still to be
considered as the solution for long-haul missions,
to natural gas, a ready-to-use ‘green’ alternative,
although still little considered in the
European decarbonization parameters. Finally,
of course, we’ve got electric vehicles, to which
we have dedicated a special category since last
year, eTruck. The latter includes the best electric
proposals from manufacturers operating in
Europe. Finally, starting this year, the award
is abandoning one of its traditional categories.
The jury has decided not to award the prize to
distribution trucks. Overall market volumes are
declining, and this segment seems to be less
lively compared to the past. Stay tuned to our
web and social channels for all the info about
the award ceremony.
Watch last year’s
awarding session
on YouTube
Heavyweight.
Ford F-Max in its
second generation,
the LNG version of
the IVECO S-Way,
and Mercedes
Actros L ProCabin
are the three
finalists in the
Tractor category.
Second edition.
The brand-new
DAF XF Electric,
the Mercedes
eActros 600, and
Renault Trucks
T E-Tech are the
finalists in the
second round
of the e-truck
category.
Right for the town
The winner in the
Van category will
be picked among
the MAN TGE
Next Level, the
newest version
of Mercedes
eSprinter, and the
Nissan Interstar-E.
12
tractor 2026
e-truck 2026
van 2026
13

FACE-TO-FACE
SOLUTRANS: STILL A BENCHMARK IN THE ODD YEARS
LOOKING AT THE WORLD
Solutrans 2018, to be
held from 18 to 22 November,
is approaching.
It is by far the major exhibition
in Europe in the field
of transport and logistics, this
year. We’ll be in Lyon once
again, just like we do every
two years. Guillaume Schaeffer,
managing director of the
exhibition, will be heading
its second Solutrans. That’s
why the chat we had with
him this year was important
to understand what’s going
to change in Lyon, and how
the whole European industry
has changed compared to
November 2023. One thing is
for sure: the organizers expect
a record edition, this year,
pushed by sales and bookings
“beyond expectations”. Talking
about truck manufacturers,
six out of eight will be
in Lyon. The only exceptions,
as confirmed by Schaeffer,
are Volvo Trucks, missing the
2023 edition, too, and IVE-
CO, following a decision taken
by the Turin HQs.
“We believe Solutrans will be the
right event ro gather also European
institutions and talk about the new and
incoming regulations regarding low
emission areas, or rather the other
key topics concerning the changing
European transportation sector”.
“The 2023 edition was already
a record. This year we
will do even better because
exhibitors will have an even
larger area at their disposal.
There should be around 1100
exhibitors. Also, it is very satisfying
that all the exhibitors
who came here in the past
are back, and new ones have
arrived. This also applies to
some of the main truck manufacturers.
All indicators are
very positive”, he told us.
How has the organization
been working in order to
make the event even more
international?
“The 2023 edition was the
first step towards transforming
the French fair into a truly
international event. Around
one in four visitors came from
abroad. In 2021, there were
far fewer: barely one in ten.
The gala dinner, for instance,
will also be much more international,
with more than
The French
manager
Guillaume
Schaeffer,
currently
managing
director of
Solutrans, will
be heading
its second
edition of the
international
exhibition to
be held in
Lyon from
18 to 22
November.
1,400 guests. In addition, we
are promoting the event so
much in countries such as Italy,
Belgium, Germany, Spain,
the UK and beyond”.
What’s new in Solutrans
2025, compared to the last
edition of the exhibition?
“We will have a company
that is very strong in hydrogen,
like Hyundai. They have
decided to come to Solutrans
to present their offer. We also
see a very important increase
in light commercial vehicles.
Volkswagen has seen the
success and importance of
the event and has decided to
come in 2025. We also have
Toyota, along with the new
player, as for LCVs, Kia. And
then we will also be major
players from Asia. Electric
truck maker Windrose will
be one of them, as will other
manufacturers, mainly in the
LCV field”.
What about the institutions?
“We expect them, and perhaps
also politicians and major European
transport associations,
to participate as speakers at
the conferences. Maybe it
would be the right time to talk
about the new regulation and
to learn more about, let’s say,
low emission areas or any
other topic concerning European
transportation”.
“Speaking of hydrogen, everything is
still uncertain, but of course it will be
part of the conference. There will be
many exhibitors and exhibition areas
dedicated to hydrogen including the
village set up by the French hydrogen
association”.
Can you tell us something
more about the conference
programme? Have you been
working on it?
“To make it more efficient
and entertaining, we created
a huge agora in the central
square of the fair, where the
conference used to be held.
From this year on, we will do
something much bigger and
better, obviously with translations
and videos so that people
can also see the replays.
We will talk about energy
transition, about hydrogen,
but also about how to switch
from petrol to hydrogen, electricity,
gas, biofuels. We will
also talk about how digitalization
in industry is increasing,
thanks to what we see
with artificial intelligence and
data management, especially
in logistics. There will also
be a conference on the topic
of circular economy, as we
see that this sector is growing
with second-hand solutions,
pieces of equipment, etc”.
Start-ups and newcomers
in the trucking sector are
having trouble, in Europe
and beyond. Is the future of
trucking relying more and
more on traditional companies
and groups? In other
words, is the market going
back to traditional producers
in the new energy vehicle
sector?
“From my point of view, yes.
I see that the major European
producers are looking at
each other. And that is why
they are eager to participate
in Solutrans. We see different
strategies. On the one hand,
those who decide to focus on
electricity and others who
“The 2023 edition was already a
record. This year we will do even
better because exhibitors will have
an even larger area at their disposal.
We’ll be waiting over 1,100 exhibitors
from all over the world. All indicators
seem to be positive”.
focus on hydrogen, for instance.
Companies like IKEA,
to make an example, or even
smaller companies, need huge
fleets of light-duty vehicles. In
addition, cities are increasingly
moving towards electric
mobility. The situation
is changing, and we see this
market growing”.
Let me talk about hydrogen.
Two years ago, there was a
lot of attention for hydrogen
in the European market,
now the ups and downs
are more evident, and we
see maybe less hype in this
regard. What is your point
of view?
“On this subject, everything is
still uncertain, but of course
it will be part of the conference.
We also have something
new: the village set up by the
French hydrogen association.
There will be many exhibitors
and exhibition areas dedicated
to hydrogen. And Hyundai
will also be there, as mentioned.
It will be one of the
highlights of the fair”.
In conclusion, are you expecting
a record edition this
year?
“Yes, for sure. We expect a record
number of visitors, and
we see that the general audience
is interested. Everyone is
welcome in Lyon!”.
14
15

FACE-TO-FACE
DEKRA’S COMMERCIAL VEHICLE OUTLOOK CONFERENCE
SHAPING THE FUTURE
Everyone calls it Future
Congress, although the
official name of the
event is Commercial Vehicle
Outlook Conference. It is organized
by Dekra, an internationally
renowned certification
body founded 100 years ago,
which over time has become
synonymous with reliability,
also in the automotive industry.
In its current form, the
conference was launched 10
years ago as a biennial event
in collaboration with the publishing
house ETM Verlag.
Sustainable Truck&Van participated
in the Berlin conference,
dealing with nearly all
the hottest topica in the current
scenario: from decarbonization
to safety; from digitization
and artificial intelligence
to last mile delivery and trailers;
from autonomous driving,
fuels, hydrogen, up to charging
infrastructure, thanks to
the presence of top managers,
representatives of research institutes,
and politicians.
In Berlin, we had the oppor-
“In Klettwitz, Dekra invested a lot of
money, about 30 million euros, in its
new battery test center. The lab is
equipped with state-of-the-art and
specialized test benches for electric
axles, and electric motors as well, in
addition to batteries”.
tunity to meet Jann Fehlauer,
Managing Director at Dekra
Automobil, and Oliver Trost,
Managing Director at ETM
Verlag.
Mr Trost, Mr Fehlauer,
could you please outline a
bit of history of this event?
Oliver Trost. “Dekra was
founded in 1925, and the
founders were transport companies.
In 1992, our media
house was founded, and the
first idea was that the media
house should inform over
20,000 members. Back in
2014, I talked to colleagues
from Dekra to try to organize
something bigger than the
possibilities of a small media
house. Now we’re organizing
the event for 10 years, every
two years. It’s getting bigger
and more important every
year”.
Jann Fehlauer. “If I can add
Top, Jann
Fehlauer,
Managing
Director
at Dekra
Automobil.
Bottom,
Oliver Trost,
Managing
Director, ETM
Verlag.
to that, also Dekra had a history
of their own events, doing
conferences on truck safety
and cargo safety, for instance.
Everything was kind of bundled
together in this new
Commercial Vehicle Outlook
Conference”.
What’s the main purpose of
this event?
OT. “The main purpose is
gathering people from the
industry together and talking
about the main issues of the
industry, besides politics and
the everyday work of fleet operators.
What we try to do is
bring these people together
on stage and tell the audience
about their experience shaping
the future together. That’s
my keyword for the event, together”.
“The main purpose of the conference
we organize every two years is
gathering people from the industry
together, and talking about the
main issues of the industry, besides
politics and the everyday work of fleet
operators”.
From your privileged standpoint,
let’s say, how is the
German situation in automotive
right now?
JF. “Times have been better.
We’re a little bit on the corner.
The competition from
China is here, they’re making
great cars, for instance, and
selling them all over Europe.
I think the German automobile
industry is still very goof
from a technical perspective.
But the economic conditions
are challenging now, and
politics isn’t properly supporting
the industry, at least
they’re not doing that as they
did before. All we need is a
bit of self-confidence, let’s say,
that’s missing nowadays”.
I see the Chinese competition
is taken quite seriously,
here in Germany…
OT. “What we said about passenger
cars is true. Speaking
of commercial vehicles, from
a market perspective, I think
it’s not easy for Chinese truck
makers to enter the European
market. Nevertheless, I believe
in the next two to five
years there will be a few manufacturers
from China which
will try to enter the market.
We should not forget that it’s
not only the truck, but also
the service that matters in the
commercial vehicle world. It’s
the dealer network. Newcomers
need partners on which
they can rely 100%, and it’s
not so easy to build an effective
network”.
JF. “We need to be aware,
not arrogant, take nothing
for granted, and look very
carefully where the market is
going, where the technologies
are going and what the customers
really need. Business
has become global”.
We’ve heard a lot of talk
about electrification at the
Dekra conference, this year.
How is the role of Dekra
changing with the advent of
electric trucks?
JF. “In the end, an electric
truck is nothing else than a
truck with an electric powertrain
instead of a combustion
engine. You have some more
electrical systems and so on
“It’s not easy for Chinese truck
makers to enter the European
market. Nevertheless, in the next
two to five years there will be a few
manufacturers from China which will
try to enter the market. It’s a huge
challenge for Germany, and Europe”.
to be checked. Tests and certifications
are still needed,
from Dekra as well as from
other players in the market.
So, there’s not a lot of change
in this regard.
Of course, there’s more to do
on the battery side, that’s why
we have developed a really
complex system to check the
batteries, and be sure these
crucial components meet safety
standard. Both in terms of
state of health, and in terms
of state of charge. And this
is regardless of the battery
manufacturing, of course. In
addition to all this, Dekra has
already gotten ready to make
sure that the electrical components,
such as batteries, axles,
electric motors, are tested
in homologation”.
OT. “In Klettwitz, Dekra invested
a lot of money in its
new battery test center. There,
you can find a specialized test
benches for electric axles, and
electric motors as well.
Dekra has invested over 30
million euros in the new battery
test center, which makes
it possible to test and verify
batteries for trucks, commercial
vehicles, and cars up to a
ton of weight before they get
to the road. With the same
standards and criteria Dekra
has been using for a hundred
years”.
16
17

COVER STORY
DAF’S ELECTRIC OFFENSIVE
READY TO
ENTER THE
ARENA
The impact of the new DAF models is primarily
chromatic. In 2021, the launch of
the New Generation was characterized
by the bright yellow of the trucks lined up on
Spanish soil. About a year ago, the updates to
the 2025 range were announced with the equally
bright red of the DAF ICE trucks presented
in Malaga, Spain. This year, it was white with
blue inserts that identified the new electric
range made in Eindhoven.
DAF decided to play on home turf for the presentation,
gathering the press right where most
of the zero-emission trucks will be manufactured,
in the brand new assembly plant which,
according to DAF techni-cians and managers,
is ready to face the expected market boom.
It should be noted that the range introduced in
the Netherlands is not the first generation of
DAF electric trucks, but represents a signifi-
The New Generation of trucks from the Dutch manufacturer
is now also available in full-electric mode. From battery technology
up to chassis design, there are several new (and innovative)
features. We had a great time getting to know the brand-new
electric trucks in Eindhoven. Here’s what we saw there.
18
19

COVER STORY
THE ASSEMBLY LINES
ARE IN THE NETHERLANDS
DAF has set up a factory in Eindhoven
dedicated to the production of its new electric
trucks. As explained during the launch event at
the new Dutch plant, the trucks, assembled on
the same lines as their ICE counterparts, will
be finalized with the addition of powertrain
components and all the wiring which, due to
the high voltage, requires not only a dedicated
work environment but also the presence of
suitably qualified personnel. This investment
by the Dutch manufacturer dates back a few
years and has already played an important role
in the production of first-generation electric
vehicles, as well as in the pre-series of the new
generation. The assembly plant for electric
vehicles covers an area of approximately
5,000 square meters and consists of two
separate lines, one for the preparation of
battery packs and one for the assembly of the
electric traction module. This is the module
that is installed under the cab, in the space
traditionally dedicated to the combustion
engine. Series production of the new DAF
electric vehicles is expected to start by the end
of the year and be fully operational by 2026,
ready for significant figures.
cant step forward in the challenging field of
alternative traction. The real offensive by the
‘oranje’ brand, in fact, starts with a new project
and a redesigned vehicle layout com-pared to
the first generation. To put it simply, these are
no longer electrified ICE vehicles, but the result
of a specific zero-emission project.
As has been clearly stated in the Netherlands,
this project is part of a context that is far from
simple, with a still considerable gap between
European decarbonization targets and the market
response.
DAF estimates that by 2030 there should be
around 400,000 electric trucks on the road,
with the same number of charging stations
at depots and at least 55,000 public charging
points, requiring 42 terawatt hours of energy
per year. To put this into perspective, 11 dedicated
nuclear power plants would be need-ed
to produce this amount of energy. And 2030 is
less than five years away.
Quite a remarkable trio
We’ll see. In the meantime, however, manufacturers
are trying to do their part, and DAF’s
approach is based on a remarkable trio. In ascending
order of size, the XB in the 12 to 19
ton range for transport and distribution mainly
in urban areas; then, the flexible XD, which
ranges from city to regional transport and goes
up to 44 tons; and finally, the XF for even
more demanding missions, including long-haul
transport.
The cabins and dashboards are exactly the same
as those of the New Gen (including the excellent
XG), with the exception of the right-hand
side of the cluster, which has been adapted to
display information about the electric vehicle,
such as remaining range, battery charge status,
The layout.
DAF has designed
the layout of its
new electric trucks
from scratch.
There is space to
accommodate up to
five battery packs,
one of which goes
under the cab. For
now, the Dutch
manufacturer has
decided to forego
the electrified axle,
partly to avoid
overloading the
rear axle and to
allow for a greater
load on the fifth
wheel. However,
the e-axle is
currently under
development.
20
21

COVER STORY
Charging options.
The XD and
XF Electric are
compatible with
optional fast
charging up to 325
kW (the standard is
150 kW). However,
an optional onboard
charger is
available. The latter
can be used with
alternating current
up to 22 kW of
power.
Familiar look.
Little has changed
in the cabin
compared to the
DAF ICE trucks
belonging to the
New Generation.
Only the right side
of the driver’s
cluster has been
adapted to provide
suitable and useful
information about
the electrified
powertrain.
and braking energy recovery. Inside the cab,
the sound is certainly different from the ICE
versions, as is usual for electric trucks. Zero
noise and vibrations reduced to a minimum.
The feeling behind the steering wheel
When driving, you will appreciate the efficient
and smooth 3-speed automatic transmission
and the optimization of the retarder lever set
to three different levels (on the XD and XF;
just one for the XB), which allows you to drive
the vehicle with a single pedal in the last step
Three truck lines, zero emissions
thanks to software that balances pow-er delivery
and softens braking. More specifically, the
lower part of the pedal stroke is reserved for
ac-celeration, while the upper part can be used
to control and modulate regenerative braking.
We were particularly interested in understanding
the design philosophy behind the
development of DAF electric trucks. There is
no electrified axle (although this is currently
under development, as seen at IAA 2024) in
order to avoid weighing down the rear of the
vehicle and allow for greater payload on the
Daf XB Daf XD Daf XF
GVW 12-19 tons up to 44 tons up to 44 tons
Configurations Rigid 4x2 Rigid 4x2; 6x2 Rigid 6x2
Tractor 4x2
Tractor 4x2
Cabin Day, Extended day Day, Sleeper, Sleeper high Sleeper, Sleeper high
Paccar Motor EX-M1; EX-M2 EX-D1; EX-D2 EX-D2
Power output (hp) 156-250 230-480 370-480
Battery chemistry LFP LFP LFP
Battery packs 1 or 2 2 to 5 2 to 5
Battery capacity (kWh) 141-282 210-525 315-525
Charging modes (standard) AC 22 kW; DC 150 kW DC 150 kW DC 150 kW
Charging modes (optional) AC 22 kW; DC 325 kW AC 22 kW; DC 325 kW
Expected range (km) fino a 350 240-500 240-500
fifth wheel in the case of tractors. The Paccar
electric motor is positioned centrally in
the wheelbase, one battery pack is located under
the cab and the others (up to 5 on the XF
and XD) are housed on the sides, also in the
wheelbase, with a highly modular philosophy
(a standard in the current scenario) that allows
you to choose where to house the required
battery packs. At present, to give an idea, the
maximum ca-pacity of DAF batteries is 525
kWh with a maximum range of around 500
kilometers.
The battery cells are provided by CATL
Still on the subject of batteries, the hardware
(modules and packs) is supplied externally,
with cells from Chinese giant CATL.
The base consists of a 35 kWh module: three
in most cases and two in the ‘light’ versions
of the XB. For the cells, the latest generation
LFP (lithium ferrophosphate) chemistry was
cho-sen because it is cobalt and nickel-free,
but also because it ensures long life even with
high-power charging and, finally, because it is
considered safer than nickel and cobalt-based
cells. DAF, which ma-nages the battery management
system in-house to maximize performance,
expects a life of around 4,000 cycles
and guarantees a health status of over 80 percent
for 8 years.
This compensates for the lower energy density
compared to, for example, NMC cells that use
cobalt, without having to pay atten-tion to the
charging power used.
The XD and XF Electric are compatible with
optional fast charging up to 325 kW (the standard
is 150 kW). However, an optional on-board
charger is available. It can be used with alternating
current up to 22 kW, allowing the vehicle
to be used even when fast direct current
charging is not available.
Thinking about the cities
Turning to the XB, it is interesting to note that
DAF has focused on electrifying the high end
of the range, from 12 to 19 tons, which is the
most interesting in terms of volumes and penetration
in the European market. Starting with
the Netherlands, which since the beginning of
the year has significantly restricted the entry
of ICE commercial and industrial vehicles into
its major cities, Amsterdam and The Hague in
particular, with the idea of extending the bans
to cars over the next five years. Hence the need
to use ze-ro-emission vehicles for urban transport
activities.
Going back to our experience in Eindhoven,
the only exception to the white and blue colors
of the new DAF electric trucks was the bright
red XD electric tractor, with a high sleeper cab
and 480 horsepower engine, belonging to St
van den Brink (you can see it pictured at page
21), one of the leading Dutch transport companies.
This new-generation electric truck is already
part of the company’s fleet, and is engaged in
transport activities in the large-scale retail sector
in the north of the Netherlands.
22
23

PREVIEW
MERCEDES eACTROS 400
THE YOUNGER
BROTHER
When, in October 2023, at the modern
(and one-of-a-kind) service area in
Egestorf, a small German town in Lower
Saxony half an hour’s drive from Hamburg,
Mercedes unveiled the eActros 600, the
many cries of admiration were matched by
doubts that such a project, for fully electric
vehicles over 16 tons, could immediately make
an impact on the market.
Two years later, history has shown that the
enthusiasm that should have, or rather could
have, contributed to accelerating the electrification
of heavy transport has not yet translated
into figures capable of decisively steering the
market towards change.
Truck makers are doing their job
However, let’s clear up any possible misunderstandings.
If electric trucks, heavy and otherwise,
are where they are today, essentially at
the starting blocks, this is certainly not attributable
to Mercedes-Benz.
Mercedes, like other manufacturers, has done
its part, deploying technology and huge in-
vestments. And, as is in the brand’s DNA, it
has not limited itself to doing the bare minimum
for the sole purpose of more or less convincingly
aligning itself with the new course
that is taking shape.
The original and unique design of the cab,
named ProCabin, breaks completely with the
past. The electrified axle solution with two
electric motors and integrated gearbox. The
announcement of a range of 500 kilometers
on a single charge, a value that rightly places
the model in the category of long-haul trucks.
Combining substance and efficiency
These facts prove how Mercedes has put all its
innovative strength into play, combining substance
and efficiency to meet the needs and expectations
of customers in this delicate phase
of transition to totally green freight transport.
And it is in the spirit of this ongoing, innovative
research that Achim Puchert, CEO of
Mercedes-Benz Trucks, sums up the progress
made. “Since 2021, we have been actively shaping
change in freight transport by providing
Developed with a modular concept, the second generation of the
eActros 400 shares the same DNA with its older brother eActros 600.
In addition, the newly-introduced e-truck incorporates its main
features: from the integrated electric axle, right through the
Interactive 2 multimedia dashboard.
24
25

PREVIEW
PROCABIN, HIGHEST EFFICIENCY
With its eye-catching lines, the ProCabin is not only stylish
and innovative but also aerodynamic. Mercedes combines it
with the flagship eActros 600, the brand-new eActros 400,
and also with the ICE version of the Stuttgart heavyweight,
the Actros L (pictured). Available in Giga, Big, and Stream
variants, 2.3 meters wide, it offers truly superior comfort
inside, both in terms of the layout of the on-board elements
and the equipment. These include, among other things,
fabric-covered seats with improved heating, slatted beds
with generous thick premium mattresses, additional LED
reading lights, a second refrigerator, and additional USB-C
sockets on the sides. The expansion of the functions that can
be controlled from the bed is also noteworthy.
Top-notch comfort
The brand-new
Mercedes eActros
400 is equipped
with the valuable
Interactive 2
multimedia
dashboard,
featuring a 12-
inch display and
an even better
touchscreen that is
easy and intuitive
to use
practical solutions,” he says, announcing the
launch of the second generation of Mercedes
electric trucks, with the new eActros 400 joining
its big brother, the eActros 600, to form
a zero-emission family that offers a total of
over 40 possibilities in tractor and truck configurations.
Integrated electric axle
Naturally, the eActros 400 draws heavily on
the superior version, incorporating not only its
DNA but also its main features. This refers to
the integrated electric axle, with two electric
motors and a 4-speed gearbox, and the LFP
lithium-iron-phosphate batteries (with CATL
cells), which the heavy vehicle built in Wörth
houses in a configuration of two 207 kWh
packs (414 kWh of total capacity).
So much technology inside the cab
Then, there is the valuable Interactive 2 multimedia
dashboard (with a 12-inch display and
an even better touchscreen that is easy and intuitive
to use), and last but not least, the range
of driver assistance systems (from Active Brake
Assist 6 to Sideguard Assist 2, Front Guard
Assist to Active Drive Assist 3) that take safety
(traditionally an actual pillar of Mercedes-Benz
Trucks philosophy) to new heights.
Already available to order (with the arrival of
the new model, the first-generation eActros
300/400, whose production started back in
2021 as the very first models in the electric
truck range of Mercedes-Benz, will be discontinued
at the end of the year), the eActros 400
is offered as a 4x2 tractor with a wheelbase of
3,700 mm, a two-axle chassis with wheelbases
from 4,000 to 6,100 mm, and a three-axle 6x2
truck variant with wheelbases from 4,000 to
5,800 mm.
Speaking of cabins, there are two available
options: namely, the ‘L’ (2.3 meters wide) in
the Classic or Stream space variants, and the
Procabin (2.5 meters wide) in the Giga, Big,
and Stream variants.
26
27

PREVIEW
ISUZU'S NEW RANGE
REDESIGNED, BUT
FAMILIAR
History does not give us a blueprint for the
future, but it can help us better understand
who we are in order to face it. This
phrase accompanies the launch of the seventh
generation of Isuzu’s N- and F-Series, and it
sums up not only the Japanese manufacturer’s
philosophy applied to the world of trucks, but
also its approach to the market. These words
capture the entire tradition of the brand, founded
in 1916, which takes its name from the river
that flows next to the Ise Shrine. Today, Isuzu
is present in over 150 countries around the
world and, with 21 million units built since
2009, is one of the world’s leading manufacturers
of diesel engines.
From light- to medium-duty vehicles
Leveraging the strength of these figures, Isuzu
is revamping its product offering in the Light
Duty segment (3.5 to 7.5 tons) and Medium
Duty segment (up to 14 tons). This is not just
a simple makeover, but something more substantial,
affecting both iconic models inside,
outside, and underneath. Even their names
The Japanese manufacturer's light- and medium-duty range
has been recently revamped without neglecting its heritage.
The names of the models have changed, and the fresher look
tranlates into an elegant design, without excess. Under the cab
is an automated 9-speed transmission.
28
29

PREVIEW
N-SERIES. PRACTICALITY AND VERSATILITY
F-SERIES. STYLE IN STEP WITH THE TIMES
Spacious, versatile, designed to meet different transport
needs in the 3.5 to 7 ton segment. The N-Series, which
incorporates all versions of the M range, has been revamped,
starting with its best seller, the agile M21.
The Isuzu Light Duty is available as Gen 2 in three wheelbases
(2,500, 2,760, 3,360 mm), two rear wheel variants (single or
twin), and two configurations (T and TT). Under the cab is a
1.9-liter Euro 6 common rail four-cylinder engine with 120
hp and 320 Nm of torque, combined with a 6-speed AISIN
automated transmission. Safety is provided by Safety Pack 2.
The Heavy Duty segment is dominated by the M27 (with a
front overhang of 1,400 mm).
Again, there are three wheelbases (2,475, 2,750, and 3,345
mm), while the power of the Euro 6e engine rises to 150
horsepower (with 375 Nm of torque).
There are two transmissions: a 5-speed manual or a 9-speed
automated manual. The 6-ton weight range is covered by the
M29 with two wheelbases (2,750 and 3,345 mm), the same
3-liter 150 horsepower engine, and a 6-speed manual or
9-speed automated transmission.
At the top of the range is the 7.5-ton M30: same engine as
the previous model (with double cab there is also the 5-liter
190 hp engine) but available in four wheelbases (2,765,
3,365, 3,815, 4,475 mm). 6-speed manual or 9-speed ISIM
automated transmission.
GSR-II ready
The M21-M27
models in the
N series, with a
total weight of 3.5
tons, feature the
new modified cab
(left), which has a
longer front section
with a 1,400 mm
overhang, 290 mm
longer than the
previous model,
in order to comply
with European
GSR II security
regulations.
A couple of common factors tie together the new F-Series,
which the Japanese manufacturer offers in the Gen 2 version,
in the 10 to 14 ton weight range. These are the Euro 6e
engine, a four-cylinder turbo (two-stage) with a displacement
of 5,193 cc, delivering 240 horsepower and 765 Nm of
torque (managed by a six-speed AMT/MT transmission), and
the new cab, which retains the same width as the previous
model (2,195 mm) but has been substantially redesigned
inside and out, with a fresher, more modern look. Two pillars
on which a Medium Duty range is based, available in four
different weight categories (10, 11, 11.99, and 14 tons) and
offered in a single configuration (with Safety Pack 1), with
six different wheelbases (3,410, 3,790, 4,060, 4,660, 4,990,
5,320 mm; the latter reserved for the F12).
have changed (although the solutions for the
N-Series are not particularly intuitive, as the
individual versions are actually marked with
the letter M).
Naturally, in keeping with the tradition established
and pursued with its trucks, Isuzu is
innovating without disrupting or discarding
the extensive experience gained in the past.
Instead, Isuzu is writing a new chapter in its
history “while remaining faithful to the spirit
that inspired every previous generation”.
In short, this means the practicality, functionality,
and robustness typical of every truck from
the Japanese brand, accompanied by an aesthetic
revamp that, without stylistic exaggeration,
gives the N and F Series a more modern
look in step with the times.
Newly-looking, starting from the cab
Let’s start with the look of the new Isuzu light
trucks. We are talking about the cab, which
has changed for both models after 17 years.
Unchanged in width (1,815 and 2,040 for the
M21, M27, and M29 versions; 2,040 mm for
the M30; 2,195 mm for the F-Series), it stands
out aesthetically for its generously sized black
grille, which incorporates a double V-shaped
moustache at the top.
Extended front section of the cab
But there’s more. For the 3.5-ton variants only
(i.e., M21 and M27 Generation 2), in order to
comply with European GGS II safety regulations,
Isuzu has specifically developed a cab
with an extended front section and 290 mm
more front overhang (now 1,400 mm compared
to the previous 1,110 mm).
Inside, the design focuses on maximum functionality
and practicality without frills. In short:
it is a basic but well-organized cab, which also
offers the driver an improved driving position.
External look, functionality, and ergonomics
are not the only new features of the Isuzu’s
Gen 2.
In terms of applied technology, the most significant
innovation comes from the introduction
of the new ISIM (Isuzu Smooth Intelligent
Transmission) 9-speed dual-clutch automatic
transmission. Engineered and developed by the
Japanese manufacturer itself, Isuzu offers it in
combination with the 3-liter engine.
30
31

PREVIEW
KIA E-VANS
WHAT A GREAT
COMEBACK
The fact that an automotive giant like Kia
has decided to make a strong comeback
in the commercial vehicle segment is
definitely noteworthy. Even more so with native
electric vans (i.e., built on a brand-new
architecture, not an electrified internal combustion
architecture) ready to enter what promises
to be a fiercely competitive market in the
coming years.
In numerical terms, Kia is focusing particularly
on electrification, with a global target for 2030
of selling over 1.25 million electric vehicles,
250,000 of which will be commercial vehicles.
Although still in its static version, we saw the PV5, a model that
marks Kia’s return in the commercial vehicle arena. Design,
technology, and versatility are the three pillars of a truly interesting
native electric project. Waiting for testing the new electric vans on the
road, here are some of their most interesting technical features.
This journey began in 2021 with the relaunch
of the Kia brand, and now adds a significant
new piece to the puzzle. In this context, the
PV5 is only the first model to hit the market:
it will be followed by the larger PV7 and PV9,
in 2027 and 2029 respectively.
New modular electric platform
Kia’s PV5 electric van has been designed on
Hyundai’s new E-GMP modular electric platform.
Production has already begun at the innovative
Korean factory in Hwaseong, which
is highly automated and dedicated solely to the
manufacture of electric vehicles.
It will arrive in Europe by the end of the year.
The starting price is competitive when compared
to rival models.
Several options in terms of battery packs
The new Kia electric van is designed to offer
craftsmen and companies involved in urban deliveries
an extremely versatile option, thanks
to heights ranging from 1.9 to 2.2 meters and
widths from 4.5 to 4.7 meters, depending on
the configuration.
As for the batteries, there are options of 43,
51.5, and 72 kWh, which promise (but these
are homologation targets at the moment) a
range of close to 400 kilometers.
As for charging, AC and DC options are available,
with the latter offering a maximum power
output of 100 kW for a theoretical charging
time of around 30 minutes. The Kia Pv5 has a
total weight of 2,600 kg, a maximum payload
of up to 770 kg, and a cargo volume of nearly
5 cubic meters. Of course, there will also be a
chassis version with the possibility of customization,
and Kia managers say they are already
working with several local customizers.
A quick glance inside the electric van reveals
the 7.5-inch digital cluster and the 12.8-inch
central screen. The Android-based software
is open to third parties for the development
of dedicated apps. All this is accompanied
by connectivity through over-the-air updates,
which can be implemented without going to
the workshop.
Electric vans designed also for craftsmen
Finally, the Digital Key 2.0 allows access to
the electronic key via smartphone, eliminating
the need to manage a fleet of keys.
These may seem like minor details, but Kia is
focusing on these aspects to attract the attention
of last-mile operators and enter a rapidly
evolving market, relying on its proven sales
and service network.
Coming soon.
Kia will start
production of their
new PV5 electric
vans by the end
of this year. The
vehicles will be
manufactured in
Korea, in a brandnew
factory fully
equipped for EVs,
then delivered to
Europe.
32
33

TRENDS
EU+EFTA+UK H1 2025 MARKET
WAITING
FOR THE
HEAVIEST
34
The year that is coming to an end has not
been a good one for heavy transport in
Europe. According to data released by
ACEA, the reference point for the automotive
sector, 15.4% fewer trucks were registered in
the first six months of the year. In absolute
terms, the threshold of 155,000 units was exceeded
by a very small margin. Both the heavy
segment (over 16 tons; -14.3%) and the medium
segment, with a total mass between 3.5 and
16 tons, were down 20%. As a result, all the
major continental markets are suffering. Starting
with France (-18.8%), followed by Spain
(-13.6%) and Italy (-13.3%). Germany, on the
other hand, has collapsed, with a -27.5% decline
that perfectly reflects the current difficult
situation in Europe.
We are very interested in data concerning fuel
types. Diesel remains strong, still accounting
Within a complex year for industrial and commercial vehicles in
Europe, electric vehicles are advancing in the medium and
light segments, but much less so among heavy trucks. Here’s
our continental overview based on the latest available data,
along with the best-selling brands of e-trucks.
for over 93%, although down by around 15%
in absolute terms. Electric vehicles have risen
to a 3.6% market share compared to 2.1% a
year ago. Among electric vehicles, the Netherlands
has made a particularly impressive
leap forward, growing by almost 200% and
now ranking as the second largest European
market behind Germany, which has remained
virtually unchanged since last year (we discuss
this in the box within the article). Italy
has also grown by 184%, making it the fastest
growing of the major markets. Figures show
that the medium truck segment is driving the
market, while there has been little progress in
the heavy truck segment.
Even in the light commercial vehicle seg-
35

TRENDS
Up to 3.5 tons.
The UK overcomes
France on top of
the chart. Some
more countries had
a very good first
half of the year,
such as Spain
and Italy. Except
for Denmark, the
Nordic countries
seem to suffer a
bit.
NEW ELECTRIC VANS (H1, 2025)
BELOW 3.5 TONS BY COUNTRY (TOP 10)
H1 2025 H1 2024 Trend %
registrations registrations 2025/2024
United Kingdom 16,928 8,946 89.2
France 16,501 14,546 13.4
Germany 10,109 8,231 22.8
Netherlands 7,777 4,999 55.6
Spain 7,671 3,765 103.7
Norway 5,689 4,809 18.3
Italy 4,924 2,066 138.3
Sweden 4,805 4,961 -3.1
Denmark 3,629 1,822 99.2
Belgium 2,346 1,156 104.5
Overall 93,334 63,297 47.5
Data: EU+EFTA+UK. Source: ACEA
NEW ELECTRIC HEAVY TRUCKS (H1 2025)
OVER 16 TONS BY COUNTRY (TOP 10)
H1 2025 H1 2024 Trend %
registrations registrations 2025/2024
Germany 509 568 -10.4
France 410 257 59.5
Netherlands 309 274 12.8
Switzerland 371 195 41.2
Sweden 183 177 3.4
Norway 178 162 9.9
United Kingdom 119 144 -17.4
Austria 117 85 37.6
Denmark 80 121 -33.9
Spain 59 78 -24,4
Overall 2,410 2,140 12.6
Data: EU+EFTA+UK. Source: ACEA
Heavy-duty.
In this segment, the
pace is not much
different compared
to last year. Not
a good sign for a
technology that’s
expected to grow
at high speed.
Germany still leads
the chart, with few
changes compared
to 2024. The UK
and Spain seem to
lose momentum,
while Italy is out
of the chart with
21 heavy electric
trucks registered.
Medium-duty.
Here, the
Netherlands show
the positive effects
of the current
policies (see box at
page 37). Germany
still leads, but
th UK is coming
closer. Italy and
Sweden recorded
quite a good start
of the year.
ment, after a generally positive year, the trend
is now downward. The three main markets,
namely Germany, France, and Italy, closed the
half-year with double-digit declines, while the
Spanish market grew by around 11%.
The LCV market in Europe
Electric commercial vehicles grew significantly,
now accounting for 9.5% of the market
compared to 5.8% a year ago. In absolute
terms, considering the EU + EFTA (Norway,
Switzerland, Iceland) + UK area, there are
approximately 93,000 registered electric light
commercial vehicles, compared to 63,000 in
the first half of 2024. The market is driven by
Italy and Spain, with growth of over 100%,
and the UK with +89%. France and Germany
are growing less. The Netherlands is the
fourth largest market for electric vehicles after
the UK, France, and Germany.
Instead, we use data from the ICCT (International
Council on Clean Transportation) to
NEW ELECTRIC TRUCKS (H1 2025)
BETWEEN 3.5 AND 16 TONS BY COUNTRY (TOP 10)
H1 2025 H1 2024 Trend %
registrations registrations 2025/2024
Germany 1,372 1,280 7.2
United Kingdom 1,023 484 111.4
Netherlands 669 66 913.6
France 358 351 2
Italy 355 114 211.4
Sweden 292 9 3144.4
Denmark 204 75 172
Spain 182 127 43.3
Norway 149 180 -17.2
Switzerland 147 70 110
Overall 4,975 2,850 74.6
Data: EU+EFTA+UK. Source: ACEA
WHY THE NETHERLANDS
ARE PAVING THE WAY
Launched in January 2025, Zero-Emission
Zones for Freight (ZEZ-F) now operate in
18 Dutch cities. Their impact has been
immediate. According to Clean Cities,
municipalities with ZEZ-F zones, or even
those adjacent to them, are seeing faster
fleet electrification and a sharp drop in
diesel registrations. In the first half of
2025, 78% of all new vans registered in
the Netherlands were battery-electric,
compared to an EU average of just 9%.
Electric truck sales have also surged,
rising 188% year-on-year and accounting
for nearly 20% of all new electric trucks
sold in the EU.
However, this alone isn’t enough. The
Dutch model works because it blends
strong regulation with financial incentives.
Cities received dedicated subsidies,
while logistics operators benefited
from national support programs, tax
advantages, and transitional exemptions.
The Dutch example shows that when
regulation, funding, and enforcement
align, cities can drive substantial progress
toward zero-emission urban logistics.
analyze the breakdown by manufacturer in the
electric truck sector. In the heavy-duty segment
(over 12 tons for the ICCT), out of 134,000
heavy-duty trucks sold in Europe in the first
half of 2025, 1,900 were electric.
Who is selling more e-trucks
Volvo Trucks and Renault Trucks, two brands
of the Volvo Group, continue to dominate the
electric truck market, with a combined share
of over 50% of all heavy-duty electric sales in
the first and second quarters of 2025, although
this is down from the 66% share recorded in
the first half of 2024. Mercedes and MAN both
increased their sales shares during this period.
The Lion brand’s share of total zero-emission
heavy trucks rose from 1% in the first and second
quarters of 2024 to 10% in the first and
second quarters of 2025. Mercedes accounted
for just under 20% of ZE heavy truck sales in
the first and second quarters of 2025. IVECO
sold only 7 zero-emission heavy trucks in the
first half of the year.
Among light and medium trucks (3.5 to 12
tons), of the 21,000 vehicles sold, 4,000 were
electric, accounting for 19% of sales in the
segment. Most of the electric light and medium
commercial vehicles consisted of just four
models: Ford E-Transit (25%), Mercedes eSprinter
(22%), Iveco eDaily (15%), and Fiat
E-Ducato (11%).
36
37

TRENDS
ICE REVIVAL
YOU WON'T GET RID
OF US
They seemed to have disappeared, at least in terms of research and
development, in the name of electric vehicles and decarbonization
goals. Here we tell you why, and how, the beloved ‘old’ diesel engines
are back on the tip of everybody’s tongue in the industrial vehicle
sector. May we say the revolution can wait?
Everything revolves around the energy
transition, the true mantra of this era in
the heavy transport sector. Not so much
in terms of numbers, but in terms of trends,
communication, and research. In recent years,
there has been little talk of the development
of internal combustion engines, evidently taking
it for granted that they would soon become
obsolete. On the other hand, manufacturers’
resources are not infinite, so it seemed only
logical to invest in order to achieve the goals
set by the European Commission. However,
the penetration of electric vehicles in the medium-to-long
range is still minimal in Europe,
well below expectations and the trends flaunted
just a few years ago.
The ICEs are alive and kicking
So, although many European manufacturers
already have electric truck models available
and in series production in their portfolios, we
are back to talking about the evolution of internal
combustion engines, powered by diesel
and almost always compatible with HVO and
biofuels.
It all began with Iveco, with the spectacular
presentation of its revamped range at the end
of 2023. An investment of close to one billion
euros was made in light, medium, and heavy
vehicles, supported by the considerable efforts
of FPT Industrial, the engine division of the
Iveco Group, in updating their powertrains.
This spring saw the update of Ford Trucks’
12.7-liter Ecotorq engine. Identified by the
code Gen2, it was designed to reduce carbon
dioxide emissions by 5 percent on both the
flagship F-Max and the latest F-Line models.
Here too, engineers focused on reducing the
overall weight of the engine (by up to approximately
50 kilograms), increasing power availability,
and optimizing torque.
MAN evoked a touch of romance, or perhaps
a little more, when it launched the new
D30 engine in February, the successor to the
successful D26 and D15 engines, designed
to power MAN’s road tractors, stating that it
would be the last combustion engine designed
from scratch by MAN. It would, in fact, be
an ideal bridge between the Bavarian brand’s
long tradition of engine manufacturing and
the multi-technological future. Manufactured
in Nuremberg, the 13-liter D30 engine has a
power output of between 380 and 560 hp and
torque of between 2,100 and 2,800 Nm, depending
on the settings.
The smaller the better
Scania has also responded to the engine challenge,
recently presenting its alternative to the
DC13 in the ‘Super’ version. Then came its
‘little brother’, the DC11, which has a couple
of liters less displacement and weighs 85 kilograms
less. This engine is a strong contender
not only for medium-range, distribution, and
quarry applications, but also for long-haul missions
in certain mountainous conditions.
Four examples, four confirmations of a trend
that is difficult to ignore when trying to decipher
the future of road transport in the coming
years.
All about R&D.
MAN with the new
D30 engine, and
Scania unveiling
the DC11. Also,
IVECO showing
off FPT’s expertise
and Ford Trucks
with the evolution
of the Ecotorq.
Not to mention the
other truck makers:
none of them has
abandoned R&D on
internal combustion
engines, yet.
38
39

SMART TEST
RENAULT MASTER E-TECH
GOING IN
STYLE
It’s easy to say “icon”, but it’s not easy to
be one. Even more so in the commercial
vehicle sector. However, here we’re talking
about the Master: launched in 1980, the
Renault van marked an era, and not just for
the French manufacturer. It brought innovation,
set the standard in the light commercial vehicle
segment, and achieved results that made it a
legend. In short, with each new model, as was
the case in 2024 with the arrival of the fourth
generation, everyone waited for yet another
leap forward, even more refined technology.
And so it was.
The Master E-Tech, the electric version of the
fourth series of the iconic light commercial vehicle
from across the Alps, winner of the Sustainable
Truck of the Year 2025 in the Van category,
emphasizes the concept of versatility by
expanding the range with the battery-powered
version. At the same time, it has been given
a makeover with a more dynamic and somewhat
more aggressive front end that suggests
strength and robustness. Inside, despite the un-
In our well-established urban route, we tested the newest version
of Renault Trucks’ large-sized van, winner of the Sustainable Truck
of the Year award in 2025. With its eye-catching livery, its design,
particularly at the front, conveys solidity, and robustness. Not to
speak of the matter of range, more than enough in the city.
40
41

SMART TEST
Highlights
Model type Master E-Tech L2H2
Gross Vehicle Weight
3.5 ton
Wheelbase (1 st to 2 nd axle) 3,585 mm
Est. range
up to 460 km
Battery type
lithium-ion, NMC
Battery capacity
87 kWh (gross)
Charging power
up to 375 kW
Charging after the test (1h 5min)
78% to 100% at 22 kW; 21.3 kWh charged
Cargo volume 11 m 3
Payload
1,122 kg
fortunate placement of the drive mode selector
lever, which is uncomfortable and impractical,
comfort and functionality are improved.
All this, of course, without forgetting its mission.
In this regard, it is worth highlighting the
usability and easy access to the large cargo
compartment with a volume of 11 cubic meters
Made for workers.
Inside the van, the infotainment screen is
wide and well positioned. As for the outside,
we appreciated the load ramp, which allows
for an easy access to the cargo area.
and a load capacity of 1,122 kg (accessible via
the double rear doors and the sliding door on
the right-hand side). In our test, it was ballasted
with two pallets weighing just over 800 kg.
Even with this load on its shoulders (standard
for this type of test), the Master E-Tech moves
with ease and agility, great confidence in even
sudden changes of direction, and without ever
showing the slightest hint of instability.
In short, even in the battery-powered version,
Master proves to be a perfect example of a city
worker. And with a range of 460 kilometers, it
has the DNA of a true marathon runner.
Cutting-edge aerodynamics
Inside, comfort has been further improved;
outside, bold, striking lines highlight the aerodynamic
refinement, all encapsulated in a
CX that is 30 points better than the previous
generation. What’s more, the architecture has
been tested for robustness and reliability, with
independent front wheels and McPherson suspension
combined with a rigid rear axle, where
the single-leaf suspension works.
All well and good, but it is under the hood, in
what we like to call the engine room, that the
Master E-Tech makes the difference. It is there,
in the driveline, that Renault solves one of the
problems that, even in the competitive and
crowded commercial vehicle segment, slows
down the choices of professional customers
and hinders the success of electric vehicles on
the market: driving range.
42
It’s all about expected range
By opting for a synchronous motor powered
by a lithium-ion traction battery with NMC
cells (guaranteed for eight years), in the more
powerful 87 kWh version (the alternative is 40
kWh), the French manufacturer can uphold the
pure marathon runner status of its large van.
Renault claims a range of 460 kilometers,
which is quite impressive. Above all, this distance
goes well beyond the daily operational
requirements for transporting and distributing
goods.
We put it to the test on our city test route to
verify the accuracy or excessive generosity of
this figure. Well, after completing the about
88 kilometers of our test, the indicator on the
dashboard showed a remaining range of 316
kilometers, with 78 percent of energy still
available. No further comment is needed.
Fast charge.
We drove the
Renault Trucks
Master E-Tech
van on our city
test route for more
than 88 km. At the
end of the test,
carried out in the
city of Milan, we
charged the vehicle
at 22 kW power. In
slightly more than
one hour, the van
was completely
charged.
43

SMART TEST
MERCEDES eSPRINTER
WORKING
WITHOUT
STRESS
Some models are never satisfied. Models
that consider the milestones achieved
along their journey as a springboard
to new and more ambitious horizons. The
Mercedes Sprinter, with over 5 million units
sold, belongs to this category. Its DNA clearly
reflects a desire not to rest on its laurels, but
rather to raise the famous bar of quality, efficiency,
and safety.
The current 100% electric version of Mercedes-
Benz’s best-selling van is a classic example.
Without compromising on the model’s distinctive
features, the eSprinter implements hi-tech
solutions and content that make it the benchmark
in the battery-powered van category.
Mercedes achieved this by utilizing a
three-module architecture, with high-voltage
components in the front module, the battery
located in the center module under the floor to
The traditional qualities and features of the Star’s van,
widely appreciated in the ICE versions, can also be found in
the fully electric configuration. Without compromising payload,
and with a range that makes it possible to work wothout
constantly thinking about charging the vehicle.
44
45

SMART TEST
Details.
Even in its full
electric version,
the eSprinter
keeps most of
the qualities
that makes it a
benchmark among
high-quality vans
in Europe, and
beyond.
The charging port
is placed on the
front of the van.
OUR TEST ON BUSY CITY STREETS
No surprises there. In other words, the Sprinter
confirms that it deserves top marks even in its
100% electric version, as demonstrated by the
city test we conducted on our route, equipped
with a powerful 113 kWh battery.
Traveling on busy (and in some cases congested)
city streets without the background noise of the
engine is quite something. And you notice it at
the end of the day, after driving for most of the
morning and afternoon.
So, let’s say that with the eSprinter, the difference
is in the whole package: motor, chassis, interior
layout, functionality and practicality for the
driver, available cargo space, and last but not
least, load capacity.
It’s a combination that adds up to high efficiency,
to which the large battery-powered van from
Mercedes adds the icing on the cake in the form
of top-class equipment.
maintain optimal cargo space and drivability,
and the combination of a permanent magnet
synchronous motor and electric axle housed in
the rear module (for the first time).
But the new generation of the eSprinter is not
just that. It also comes with a wide range of
assistance systems and functions that focus
on uncompromising safety, thereby enhancing
driving pleasure even when traveling with a
loaded vehicle (800 kg in the case of our test).
Quite a long list of ADAS
Highlights
Model type Mercedes-Benz eSprinter
Gross vehicle weight
4.2 ton
Wheelbase
4,325 mm
Tare
3,178 kg
Payload
1,072 kg
Est. range
up to 440 km
Battery type lithium-iron-phosphate
Battery capacity
113 kWh
Charging after the test (2 hours)
35% to 53% at 22 kW; 21.2 kWh charged
E-motor power
150 kW (204 hp)
The list includes Active Brake Assist, Hill
Holder, Blind Spot Assist, Crosswind Assist,
Active Lane Keeping, Sideguard, and Attention
Assist. And of course, in addition to safety, the
MBUX multimedia system is a must.
The eSprinter’s three-module configuration allows
Mercedes to expand its range of available
variants. The brand’s fully electric rear-wheel
drive van is available with a total weight of
up to 4.25 tons in two lengths (5.9 and 7 meters),
with a standard or high roof, and three
trim levels (base, Pro, Select).There are three
battery options available (lithium iron phosphate):
51, 81, or 113 kWh. The electric motor,
a permanent magnet synchronous type, weighs
approximately 130 kg and is available in two
power levels: 100 or 150 kW.
The version put through its paces in our test
is the long version (6,967 mm) with Pro trim,
a high-voltage 113 kWh battery, and 150 kW
of power.
In this configuration, the zero-emission Sprinter
ensures a range before recharging that leaves
no room for concern: while the 56 kWh battery
already easily exceeds 210 kilometers, the
113 kWh battery increases range to over 440
kilometers.
When driving, the advice is to always be gentle
with your right foot, optimizing the vehicle’s
performance through the three driving modes
that the eSprinter is equipped with: Comfort,
Economic, and Max Range. But that’s not all:
a real gem of Mercedes-Benz’s 100% electric
best seller is its smart braking energy recovery
system. Smart because, in addition to the
four manual recovery levels (D-, D, D+, D++),
there is also D Auto which, as the name suggests,
automatically recovers energy depending
on traffic conditions. EcoAssist alerts the
driver when it is time to lift their foot off the
accelerator.
Measures.
The double
rear door of the
eSprinter we had
the opportunity to
drive has a total
width of 1,555 mm
and a height of
1,846 mm.
The loading
threshold is 725
mm high.
46
47

TECHNO
INFRASTRUCTURE
THE JOST WORLD ENHANCES AN IMPROVED RANGE OF PRODUCTS AND SOLUTIONS
Greener mobility lies in the components
FIFTH WHEEL COUPLINGS, LUBRICATIONS, AXLES, AND MUCH MORE
EWIVA HAS RECENTLY INAUGURATED A WIDE CHARGING HUB IN PIACENZA, NORTHERN ITALY
New option for truck charging in Italy
THE STATION HAS SIX 400 KW POINTS DESIGNED FOR HEAVY VEHICLES
Under the ubrella brand of JOST, we now have quite a
comprehensive range of products coming from the different
brands belonging to the Jost World. To make some examples,
JOST includes fifth wheel couplings, landing gears, and
axles, Rockinger specialises in towing hitches, drawbar eyes
and drawbars for transporters and trucks; Tridec provides
steering systems and axle suspensions for trailers, while Hyva,
acquired earlier in 2025, is a leading producer of front-end
tipping cylinders and also offers underbody and double-acting
cylinders, lifting systems and waste handling solutions.
One of JOST’s major efforts is put in making the commercial
vehicles more environmentally friendly by providing
technologies supporting electric or hybrid engines as well as
developing light-weight materials to improve fuel efficiency
and reduce emissions. Additionally, JOST ensures advanced
recycling solutions for end-of-life components.
To mention some of the products, the new aluminum drop
leg FA027 from JOST is particularly aimed for users of
tippers, tankers and silo vehicles, and wherever low weight
is a requested. In terms of lubrication systems, The second
generation of the LubeTronic 1Point combines sustainability
and user-friendliness. Reducing emissions, protecting resources
and maximising efficiency were the key aims when developing
the lightest axle in its class. The highlight of DCA Weightmaster
Plus is its wheel head with optimised weight, wear properties
and performance. This includes the new DCA X7 brake.
Finally, two more products play a role in the so-called JOST
green vision. The JOST DCA-L7-2 disk brake, and the swivel
axle suspension Tridec TP-O Low, which especially fits the high
volume low-bed market in Europe.
RESEARCH ON BATTERIES
Industrial automation
specialist Comau has built a
proprietary, fully-equipped dry
room laboratory at its Italian
headquarters in Grugliasco, near
Turin, Italy, to develop and test
the cell manufacturing equipment
the company has already
developed. The system will also
be used to test new machines
targeting lithium-ion and lithium
metal cells, in order to access
solid state technologies as
a further step towards nextgeneration
and
post lithium
batteries. The new
dry room, for which
Comau invested
close to €1 million,
aims to facilitate
and speed the
development and
commercialization
of new
technologies.
HPDI trial on truck
Cespira, the joint venture created by Westport
Fuel Systems and Volvo Group, and led by
CEO Carlos Gonzalez, has recently signed an
agreement with “leading OEM” to trial HPDI
key components on customer trucks. The
aforementioned agreement “marks an important
step forward to potential full commercialization
with a second OEM”, as stated by Westport.
Cespira will deliver several hundred sets of a key
component in support of the trial. The truck trial
is designed to assess the market interest and
viability of the direct injection system in certain
heavy-duty trucking markets and is expected
to form the basis upon which the OEM will
determine whether to make a further investment
to commercialize this system. As stated by the
partners of the joint venture, the patented HPDI
fuel system technology offers substantial CO 2
reductions for long-haul trucking and demanding
off-road uses.
Ewiva, a company founded specifically to accelerate electric
mobility, and the Municipality of Piacenza, in Northern Italy, have
inaugurated the first ultra-fast charging station for electric trucks
built on public land by Ewiva in Italy.
The new facility represents a fundamental step towards the
decarbonization of heavy transport and a model for the logistics
of the future. Indeed, Italy is quite poor in terms of charging hub
designed for trucks. There’s one hub recently inaugurated by Milence
in the province of Mantua, as well as another option close to the port
of Savona, in Liguria.
The station built by Ewiva covers 2,400 square meters,
approximately, and has six charging points, each with a capacity of
400 kW, with a drive-through layout and extra-large parking spaces
(20×4 meters) designed to facilitate maneuvering and charging, even
for articulated vehicles. The area is equipped with clear signage,
optimal lighting, and is accessible to all: ramps for people with
reduced mobility and protective barriers are included.
Strategically located near the highway and a commercial area with
services and restaurants, the new facility is accessible to all electric
vehicles, not just trucks. With this project, Ewiva strengthens its
presence in the Emilia-Romagna region. In Piacenza alone, there are
now four facilities in operation, for a total of 15 charging points.
“The inauguration of the Piacenza site represents a paradigm shift
for electric mobility and logistics in Italy,” said Daniela Biscarini,
CEO of Ewiva. “For the first time, heavy vehicles can count on a
dedicated, efficient, and strategically located infrastructure.”
The station has already been used by electric trucks belonging to
different brands. Scania and MAN participated in the opening event.
FORECASTS IN EUROPE
According to a new study
published by the ICCT
(International Council on
Clean Transportation), up to
5,300 megawatt chargers are
needed in Europe by 2030 to
support heavy-duty transport
electrification.
In addition, the study shows
that overnight charging will be
the primary charging mode
of battery electric trucks in
2030, while ultrafast megawatt
chargers will represent almost
15% of charging power needs.
More into details, by 2030,
the EU truck
fleet will
require 22–28
gigawatts (GW)
of charging
power capacity. This translates
to 150,000–175,000 private
chargers and 60,000–80,000
public chargers across the EU.
Megawatt chargers comprise
almost 15% of the projected
installed charging power needs
but only 2% of the total number
of chargers.
“One key finding is that more
than half of public fast-charging
needs can still be met with 350
kW chargers, which are more
economic and easier to deploy,”
said Felipe Rodríguez, Director
for Heavy-Duty Vehicles at the
ICCT. “Now,
the challenge
isn’t just scale”,
Rodriguez
added.
Ambitious plans in India
Tata Motors has signed MoUs with 13 leading
Charging Point Operators to install and operate
25,000 additional public chargers over the next
12 months. All existing and upcoming charger
locations will be integrated and visible on Fleet
Edge, Tata Motors’ state-of-the-art connected
vehicle platform, providing customers with realtime
navigation and availability for seamless
access.
Right now, over 25,000
public charging stations
are installed and
accessible to customers of
electric small commercial
vehicles. Strategically
located across more
than 150 cities including
Delhi-NCR, Bengaluru,
Mumbai, Chennai, and
Hyderabad. These chargers span key logistics
hubs, empowering last-mile delivery operators
with enhanced range confidence, operational
efficiency, and improved earnings.
Tata Motors’ e-SCV lineup currently includes the
Ace Pro EV, Ace EV, and Ace EV 1000, each
engineered to meet diverse urban and semiurban
cargo requirements. Tata now controls the
Iveco Group.
48
49

Siemens has recently unveiled the Sicharge Flex product family, its nextgeneration
electric vehicle distributed charging system. According to the German
giant, unlike rigid, single-purpose charging systems, Sicharge Flex offers a
dynamic and adaptable approach, ensuring optimal performance and investment
protection for operators and businesses.
This system offers a wide power range, from 480 kW to over 1.68 megawatt,
enabling the charge points to deliver power in 80/120 kW increments. As a result,
it ensures optimal and efficient power delivery to exactly where it is needed.
Supporting both CCS and MCS charging standards allows for up to 4 MCS
charge points to be installed with a single system.
Sicharge Flex delivers up to 1,500 A of charging current through its MCS
dispenser, enabling rapid charging for even the largest electric vehicles like
heavy-duty trucks as well as electric city and overland buses. The system may
support dispensers placed up to 300 meters away from the central power cabinet.
50
INFRASTRUCTURE
SIEMENS ENHANCES THE SICHARGE FLEX FAMILY
Next-gen energy dispensers
WIDE POWER RANGE AND MORE FLEXIBILITY
UP-TO-DATE EUROPEAN MAP
Renault Trucks has recently released an
up-to-date map of electric truck charging
stations all over Europe.
As of September 30, 2025, there
are (updated regularly): 191 truckspecific
operational charging hubs, 157
operational charging hubs suitable for
trucks, and 135 truck-specific charging
hubs, some of them created by the
Milence joint venture.
“These networks feature high-power
charging points that allow trucks to
recharge during drivers’ mandatory
rest periods. In the near future, the
introduction of megachargers, capable
of partially or fully recharging trucks in
just a few minutes, will make operations
even more efficient”, stated the French
manufacturer.
According to the ICCT, Renault Trucks is
the second-best e-truck seller in Europe,
right behind Volvo Trucks. The map
provided by Renault Trucks is available
below. The French manufacturer boasts
a complete range of electric commercial
vehicle models, from the Trafic E-Tech
van, up to the 44-ton options.
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