“ Many of our vehicles operate in confined spaces during the hours of darkness so it makes perfect sense to fit a lighting system which ensures our drivers can see and be seen at all times - especially when reversing. ”
- Jeremy Harrison, M GROUP SERVICES
It looks like 2024 will be the year when most of the pieces of the net zero freight jigsaw fall into place. But, to stretch the metaphor a bit, we are still not sure what the actual picture will look like.
Our established truck manufacturers now all have a range of battery-electric offerings in place, and some of those were present in the Destination Net Zero Zone at the recent Commercial Vehicle Show. It’s widely agreed across the industry that the next big hurdle is the charging infrastructure to serve them. While generating the electricity isn’t likely to be a problem, and nor is getting it into the vehicle itself via high-powered chargers, distributing it to those chargers will be. Charging a heavy truck requires between five and 10 times the amount of energy required to charge a van, and many depot locations just don’t have the local power supply to allow a fleet of trucks to plug in at will.
Industry experts have postulated that for the road freight sector to reach its net zero targets public dedicated truck chargers will have to be opened at a rate of thousands a year: 3000 by 2025 was a figure suggested just a couple of years ago. So far, there is just one such charging station in the whole of the UK.
Waiting for Government intervention is fruitless: there are far more pressing calls on public money in the eyes of our new Labour Government. Instead, it is far more likely that the industry will build its own network, with chargers situated at dealer premises where space and grid connections allow. But these can only cover part of the industry needs. Talking to early adopters of heavy electric trucks, it appears that another solution, perhaps only a temporary one, is for different companies to share their depot charging facilities. Selling-on charging opportunities also provides an opportunity to offset some of the capital cost of installing the things in the first place.
The next hurdle is the price of the vehicles themselves. And freight operators could perhaps learn a lesson here from the coach sector which in the 1980s was faced with a huge jump in vehicle acquisition costs with the switch from cheap lightweight chassis built by the likes of Bedford, to heavyweight European coaches with premium Volvo and DAF drivelines.
Their solution was simply to exploit the better quality of the vehicles by keeping them on-fleet longer. There’s every indication that the same could be done with electric trucks, which don’t face the
complexities of exhaust emissions control systems, or the component fatigue caused by the heat and vibration of a diesel engine. Instead of moving a truck on at the end of its warranty/R&M contract, it could remain in-service with its original owner for 10 or 15 years, just as modern coaches do.
Finance houses would obviously have to adapt their current offerings to suit, and operators might have to face up to the fact that an electric truck won’t turn much of a profit while it is being paid for, but will enjoy a long and lucrative life once the final payment is made. The terrors of running older trucks (clutch, turbo and exhaust system failures) really don’t apply to electric vehicles. There are questions over battery life, but even now there are independent companies out there who are delighted to buy the batteries of recently-delivered electric trucks and then lease them back to their owners, so the risk doesn’t have to be borne by the operator. Second-life batteries find good use in static applications such as storing energy from solar panels. And, if there’s one thing the logistics industry is blessed with, it is roof space.
Are you thinking what I’m thinking?
Matthew Eisenegger, Publisher
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Electric vehicles stole the show as the Destination Net Zero Zone made its debut
6, 8, 11 & 12 News
Megacharger breakthrough
40,000 chargers planned
Direct-injection gas engines
Bolt-on hybrid for rigid trucks
– 26 Shocking Times
Investment by government, hauliers, and customers boosts electrification in Norway
20 – 21 Thought Leadership
We’ve come a long way towards getting battery-electric vans into the mainstream
30 – 33 Canoo Launched
American entrant cashes in on the departure of Arrival from the electric van market
28 – 29 Farewell to Diesel
MAN outlines its plans for electrification and alternative energy in the UK and Europe
With extended cabs streamlined for energy efficiency, the Volvo Aero range is another leg on our journey towards zero emissions. Trucks designed to take you further and to make a difference to your bottom line. The Volvo Aero range is available with electric, gas or diesel powertrains and loaded with innovative features to maximise performance. Your efficiency. Extended.
Contact your local Volvo Trucks dealer or visit volvotrucks.co.uk
Everything you need to know from the last two months
Traton subsidiary MAN has demonstrated a 1000 kW+ truck charger, which can deliver sufficient energy in 30 minutes to take a 40-tonne truck 400 km, and signed a deal with energy giant E.ON to build a network of 400 truck charging points at 170 locations across Europe.
The so-called megacharger was part of the German government-funded NEFTON project, which also involved MAN and the Technical University of Munich, and was demonstrated at Plattling in Bavaria.
Dr Frederik Zohm, MAN’s research and development director, said: “With NEFTON, we have succeeded in developing technologies to charge e-trucks within a very short time and with a power output of over 1000 kW. Our research focussed on practicality, costs and grid connection power. Together with our project partners, we have clearly demonstrated that electric trucks and megawatt charging are the perfect combination for the comprehensive decarbonisation of road freight transport. The technology is there, now we need to drive forward the expansion of the charging infrastructure in the market in close cooperation with politicians, the energy industry and vehicle manufacturers.”
Using a megacharger will enable trucks to fully-recharge during 45-minute tachograph rest breaks, or when loading/unloading, removing one of the remaining constraints on the transition from diesel to battery-electric power.
Prof Markus Lienkamp, the chair of automotive engineering at the Technical University of Munich, who is leading the NEFTON project consortium,
explained: “The scientific facts speak for themselves: battery-electric trucks have an efficiency of around 75%. Fuel-cell trucks with an efficiency of only 26% and eFuels with an efficiency of just 14% are miles away from this. However, the infrastructure on the main transport routes is still lacking for the actual effective use of electric trucks. Megawatt charging technology is a huge step forward in this respect.”
E.ON is to build its 400 truck charging points at MAN’s service workshops: with priority to those near busy transport routes or in areas with high truck populations. Around 125 will be in Germany with additional sites in Austria, the UK, Denmark, Italy, Poland, the Czech Republic and Hungary.
The first 80 will be open by the end of next year. Initially they will offer several 400 kW charging points (delivering enough energy in 45 minutes to power a 40-tonne truck for up to 300 km), and will subsequently be upgraded to megawatt capacity. They will be open to all brands of trucks, and drivers will also benefit from facilities in the MAN service workshops during the day.
Close Brothers Asset Finance’s Business Sentiment Index (BSI), which measures SME business confidence, has risen modestly for the third consecutive research period, with the Transport sector also maintaining its upward trajectory.
Appetite for investment
Transport firms’ appetite to invest increased from an already high 72% to 77% for those intending to seek funding for investment in the next 12 months.
Confidence in the macroeconomic outlook among SMEs – including those in Transport - has improved incrementally, achieving positivity for the first time in around two years, but it’s worth remembering that in November 2021, 75% of respondents were positive about the economy – by January 2024 this had reached just 46%, which is itself an improvement over surveys conducted in the past two years.
The number of companies that have missed business opportunities because of a lack of available funding continued to fall and this latest figure is in line with the more normalised levels achieved for this question, last seen in May 2022.
At 41% (Sept 2023: 26%), Transport saw the biggest difference in sentiment, when compared to the previous research period.
Reflecting the overall BSI result, predictions about future business performance rose slightly. What hasn’t changed is that most firms expect to continue treading water in 2024, with their prospects remaining unchanged.
• The chargers will be located at customer depot and destination locations
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Traton subsidiary Scania has launched Erinion, a new company specialising in private and semi-public heavy-vehicle charging facilities, with the UK as one of the first nations for roll-out. Ultimately, 40,000 new charging points will be installed at customer locations across Europe and will strengthen the Scania Group’s e-Mobility offer in the future transport ecosystem.
Erinion will provide depot and destination charging, with the aim of accelerating electric truck adoption in line with Scania’s purpose of driving the shift towards a sustainable transport system. This will be a key factor in fulfilling Scania’s declared ambition for 50 percent of its sales volume in Europe to be electric by 2030.
Industry studies suggest that depot charging will be the primary source of energy for short and long-distance operations. Depot and destination charging offers dedicated charging infrastructure at the customer’s home depot or other pre-defined locations allowing predictable charging schedules, ensuring fully-charged vehicles, increasing uptime and maximalising operational efficiency and cost savings through predictable and stable energy costs that are matched to each customer’s specific operations.
By providing predictable energy costs and tailored solutions for each customer’s operations, depot and destination charging also enable optimised charging power levels and schedules, while improving battery life and overall vehicle efficiency. Also, because depot charging often occurs during off-peak hours, this means lower and more controlled electricity rates, while destination charging can happen on an opportunistic basis while a driver is resting or delivering goods.
Scania’s research, validated by pilot programmes with customers, reveals the potential for significant cost savings with the enhanced charging solutions. Customers can expect reductions in investment needs by up to 50% and operational savings of up to 15,000 Euros per truck each year.
Depot charging is becoming increasingly advanced. With the new company, Scania’s customers will be able to take advantage of advanced integrated software and hardware, as well as operational services and support. Purpose-built and modular solutions can be offered as a standard re-seller model (with cash payments) or a hybrid-flexible pricing model that lets customers combine down payments, financial leases and rolling fees for service and maintenance.
Initially, the new company will establish its market presence in Sweden, Norway, the Netherlands, France, and Germany, as well as the UK. A global rollout will follow in due course. The brandagnostic approach ensures that businesses of all types, regardless of vehicle brand, can benefit from Erinion’s charging infrastructure and operational services.
By 2030, it is projected that 230,000 electric trucks will be on European roads. To support this growth, Erinion plans to install a minimum of 40,000 charge points at customer locations.
Sapphire Vehicle Services, one of Britain’s most successful fleet management service providers and Volta Trucks, a leading manufacturer of electric commercial vehicles have strengthened their commercial ties by announcing the continuation of a strategic partnership.
The announcement is a significant milestone for the UK commercial vehicle industry. By providing Volta customers with access to Sapphire’s technical support network, the partnership brings together the pioneering spirit of two brands with a shared customer vision.
Sapphire Vehicle Services’ expertise in EV servicing and maintenance coupled with Volta Trucks’ cutting-edge electric vehicle technology, will help to accelerate the adoption of zero-emission vehicles amongst UK operators.
Sapphire Vehicle Services and Volta Trucks aim to address the growing demand for sustainable urban transport by supporting fleet operators in their transition to
electrification. By leveraging their respective strengths and resources, the two companies seek to empower businesses to embrace environmentally friendly transportation without compromising on performance or reliability. The launch centres are Basingstoke, Tamworth and Dartford, with more sites set to follow in due course.
Sapphire Vehicle Services, supports Volta Trucks’ by providing highly skilled technicians. From vehicle maintenance and repairs to battery management and charging infrastructure optimization, Sapphire Vehicle Services will ensure that operators will be able to maximize up-time offered by efficient and reliable vehicles. Volta Trucks, known for its innovative approach to electric vehicle design and manufacturing, brings to the table its flagship product, the Volta Zero – the world’s first purpose-built full-electric 16-tonne truck, designed specifically for inner-city freight distribution.
The operational synergies offered by the partnership are complemented by a set of
shared values that sit at the heart of both organisations.
Commenting on the partnership, Oliver Baker Head of Field Operations of Volta Trucks, said, “Sapphire Vehicle Services understands the critical role that technicians play in their business. They recognise that technicians are the backbone of a strong operation. They acknowledge that constantly developing their skills and expertise are central to ensuring a quality service and experience for our customers. We value their on-going investment and training programme, an approach that we welcome and fully support at Volta Trucks”
“We believe Volta Truck’s pioneering product offering supported by our highly trained team of technicians creates a winning partnership for customers” said Grant Tadman at Sapphire Vehicle Services. “Having worked closely with Volta Trucks over recent years, I’m excited by furthering our partnership with a view to supporting fleet operators for many years to come.”
A direct-injection technology that enables existing heavy-duty diesel engine designs to be run on gaseous fuels including methane and hydrogen is to be produced by a joint venture between Volvo Group and Canadian gas engine specialist Westport.
The JV will develop and market Westport’s highpressure-direct-injection (HPDI) gas fuel system and will operate as an independent entity, with Westport contributing HPDI assets and activities, including related fixed assets, intellectual property and business. Volvo Group acquires a 45% interest in the as-yet un-named JV for the approximately US$28 million, plus up to an additional US$45 million depending on the subsequent performance of the JV.
Engine manufacturers will be able to use HPDI technology to offer engines with novel fuels including
biogas and hydrogen, while retaining a majority of component commonality with existing diesel designs. Currently, only Volvo, Iveco, and Scania offer gas engines in the UK truck market, and these on a limited range of engines.
Lars Stenqvist, chief technology officer at Volvo Group, said: “Decarbonization with internal combustion engines running on renewable fuels, especially with HPDI, plays an important part in sustainable solutions.
“HPDI has been on the road in Volvo trucks for over five years and is a proven technology that allows customers to significantly reduce CO 2 emissions in LBG (Liquified Biogas) applications here and now and is a potential avenue for hydrogen.”
A bolt-on hybrid kinetic energy recovery system for diesel distribution trucks was launched at the CV Show by British company AEM (Advanced Electric Machines).
It returns to the principle of the old Telma retarder in using electro-magnetic forces to slow a vehicle, but instead of just dumping the current generated as heat, it fills ultra-capacitors which are capable of very rapid charge and discharge.
When acceleration is required, current passes from the capacitors back into the ‘electric machine’ (which is a motor-generator) and helps propel the vehicle forward with 147 kW (200 hp) of power. The electric machine is installed on the truck’s prop-shaft, while the capacitor bank mounts on a chassis rail.
This is by no means a new idea: many hybrid and all-electric vehicles operate on the same principles, but AEM maintains that its technology has certain key advantages.
Firstly, there are no permanent magnets in the motor, which means there is little parasitic drag when the system is not in use, and there is no requirement to use scarce, expensive, and environmentally-damaging rare earth metals in its construction. Instead, it’s a reluctance motor, and effectively freewheels until it is energised.
While it is activated by the driver applying accelerator or brake, it remains separate from the engine and braking systems other than via its integral ECU using the standard FMS interface. It’s effectively fail-safe, as there are no magnets to become demagnetised. The ultra-capacitors can take a million
charge-discharge cycles before degradation, where conventional EV batteries decline after a few thousand cycles, and use graphine rather than potentially dangerous lithium.
On a typical 18-tonne vehicle covering 45,000 miles pa on urban distribution a 28 per cent reduction in fuel consumption and hence CO2 output can be achieved, AEM claims, giving a payback in just over three years. The system weighs 300 kg, but some of this extra weight could potentially be saved by taking advantage of the increased range to put less fuel in the vehicle at the start of shift. It can also take the place of a conventional hydraulic retarder or engine brake.
A further economic and environmental bonus is reduced friction brake wear: particles from friction brakes have increasingly been highlighted as an environmental hazard.
They system has been trialled on an 18-tonne Iveco, but would work on any rigid truck with a gross weight of 12 tonnes and up, and could be scaled up to suit multi-axle trucks of up to 32 tonnes.
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More than 220 exhibitors used the three-day Commercial Vehicle Show at the NEC to reach business leaders eager to upgrade their fleets with the latest trucks, vans and technology. The chance to see 180 vehicles on display, ranging from 4x4s and pick-ups to vans and heavy trucks, all under one roof, proved compelling - attracting around 10,000 visitors. Words: Jack Sunderland
Therewas a significant focus on electric vehicle manufacturers, continuing a trend that has been increasingly apparent In recent years. There has been a notable surge in interest in electric vehicles with increasing environmental concern and a shift towards sustainable transport. This trend was clearly reflected at the Show, where leading EV manufacturers presented their latest innovations and technologies to cater to this growing market.
Ford Pro showcased its range of electric commercial vehicles, including the new E Transit van and Ranger Pickup. These vehicles are not only environmentallyfriendly, but also offer significant cost savings in terms of fuel and maintenance over diesel equivalents. Additionally, the new Ford Pro business ecosystem was demonstrated to fleet customers.
Another key player in the EV market that made a strong impression at the show was Maxus: the company unveiled 13 of its range of electric T90EV pickups and eDeliver 5 LCVs. The company’s presence at the exhibition underlined the growing competition in the electric commercial vehicle market and emphasised the importance of innovation and quality in this sector.
Renault UK was another exhibitor that attracted a significant amount of attention at the Commercial Vehicle Show 2024, with the New Renault Master making its UK debut. This latest generation of Renault’s largest LCV includes the 100% electric E-Tech version. New Master E-Tech electric joined the Trafic E-Tech electric and Kangoo E-Tech electric on display, reinforcing the point that Renault now offers a pure-electric version of every model in its LCV range.
“...the dedicated Destination Net Zero zone provided a showcase of the latest technology helping decarbonise Britain’s heavy haulage...”
Mercedes-Benz dealer Midland Truck & Van showcased the German manufacturer’s range of commercial vehicles at the exhibition, including electric trucks and vans that combine performance, efficiency, and reliability. Mercedes-Benz’s presence at the show highlighted its commitment to driving innovation in the commercial vehicle sector and its efforts to provide customers with environmentally friendly alternatives.
Reflecting the wider trend towards zero emission transport, the dedicated Destination Net Zero zone provided a showcase of the latest technology helping decarbonise Britain’s heavy haulage fleet, including zero emission trucks from Iveco, Mercedes-Benz, Renault Trucks, and Scania.
The show’s importance also meant that businesses such as CANOO B-ON, Ford, Harris Maxus, ISUZU, National Highways, Schmitz Cargobull and Totalkare used the event to highlight their vehicles and services to Britain’s road transport sector.
Veronica Grigoriou, Director of Communications and PR, B-ON, said: “The CV Show is one of the most important events of the year for B-ON. The perfect mix of customer decision-makers and supplier partners at the show proved it again this year – and we’re already planning for next year!”
Returning from this year’s APSE show in Aviemore, I was struck by both the remarkable advancements we’ve made in vehicle development and technology in such a short time, and the proverbial crossroads we’ve come to in decision making.
The industry is split into three different groups, those leading the way in adopting new technologies, those interested bystanders who are observing and investigating, and finally those who are waiting for the ultimate solution before committing their direction of travel.
Against the backdrop of increased European legislation forcing OEMs to drive new technologies via a mechanism of minimum registration percentages, the first group are already reaching a point of satisfactory fleet renewals. If we are to speed the transition to Net Zero, the onus for increased change must now fall to the second and third groups. Here, the challenge is how to have sensible and thought-provoking conversations, not least with the added uncertainly of where UK government policy will go post-election.
Yet many of the most common barriers to decarbonising transport are already holding far less water than they may have done even 12 months ago. Let’s take a look.
Price – BEV vehicles are now at almost capital price parity to ICE versions, and with the added costs of Euro 7 on the horizon, this argument will soon be completely countered.
TCO – with capital prices at almost ICE parity, maintenance costs between 65 – 75% of the equivalent ICE vehicle, TCO calculations are leaning in favour of BEV, with the exception of residual value impact. However, this can be overcome by selecting an off balance sheet solution such as contract hire or operating lease, where the leaseco takes the RV risk.
Range – This month sees the official launch of the all-new Renault Trucks Master 4 range at 3500 and 4000kgs GVW, a very typical ICE and EV solution. The major difference is that with a range of up to 460 kms or 285 miles in an urban environment and charge speeds of 130 kW DC, range anxiety is much less of an issue. If you charged overnight five days a week, you could be clocking up over 71,000 miles per annum. Very few operators
do this in reality, and in fact, a recent study commissioned by Mercedes Benz found that of 1.6 million van journeys, over 96% were of less than 100 kms (or 62 miles) per day.
Network – While the public charge network is not growing as quickly as we would like, it is improving slowly. However, with increasing ranges, those operators that can move to models where they fulfil nearly 100% of their business to a full charge from their business locations, either at the driver’s home or a suitable depot, will be insulated from the vagaries of the public network, the fluctuating public charge prices and possible delays in gaining access to charging facilities.
Insurance – for those not on a fleet policy, this has been higher than an ICE engine, but we need to work with the insurance industry to help the transition, and we are seeing emerging insurance and finance bundles being offered by OEMs such as Renault Trucks to help counter this.
“1.6million van journeys, over 96% were used for less than 100 kms (or 62 miles) per day.”
Finance – More and more financing solutions are now available including the emergence of Green Finance which helps those businesses that are fully committed to investing into greener solutions today for a better future tomorrow.
Payload – Current technology from some OEMs like Renault Trucks has minimised the loss in payload versus ICE versions to less than 100kgs meaning that unless you max out every single trip, for many the small loss in payload will not adversely affect your operation. If you do max out on payload then you can move to the uprated versions to gain back some additional capacity, but remember that MOTs will be annual and your speed limiter will slow your journeys down a little, which should be factored into your decision.
Vehicle spec and comfort – Absolutely identical these days, in fact the driver of a BEV will often now have even more technology in their vehicle than an ICE, as well as telematics and connected apps. The nearly silent operation of the electric motor results in a significantly quieter driving experience compared to internal combustion engines.
Dealers competence – keeping pace with the change in new technology may have been a challenge over the last few years, but today, BEVs aren’t novel, they’re normal and dealers and their teams are ready to meet the changing demands of their customers.
“Oh I will wait for hydrogen” – Often heard in discussions with those in Group 3 but the challenges around vehicle costs, associated infrastructure and payload are even more complex for hydrogen than EV. While there is
no doubt that hydrogen-powered vehicles will be available one day, in reality this may be at least one, if not two fleet change cycles away, whereas electric mobility is readily available and proven technology today.
As barriers to making the switch disappear, thanks to a combination of market-driven actions and economies of scale, it is clear that those groups previously hesitant about transitioning to electric vehicles now have little to fear. While replacing an entire fleet overnight is impractical, a gradual shift of 10-20% is achievable without negative impacts. Sensible discussions and a clear understanding of today’s offerings, free from aggressive sales tactics, are key. By focusing on tangible fiscal benefits and operational efficiency, the transition to electric vehicles becomes not only feasible but advantageous, with environmental benefits an added bonus.
Scania laid on an event in Norway to demonstrate the capabilities of their new electric trucks along with demonstrating how hauliers have moved to electric in the country. Words:
The move to electrify
heavy goods transport is well underway in Norway. The government, large companies and hauliers are all working together and it really is working. Truck manufacturers have been promoting their new battery electric ranges heavily and Scania put together an impressive event in Norway to show off their new generation of electric trucks while also giving an insight into hauliers who have them in service.
Norway is a unique case. The country is extremely rich in natural resources with the ability to generate colossal amounts of electricity courtesy of hydro power which the geography of the Fjords lends itself perfectly to. They’re also rich in oil and gas, of which the UK is a major importer of, so the Scandinavian nation has the best of both worlds.
To put things in perspective, Norway generates so much electricity at times that without the ability to store it all, they’re delighted to let hauliers draw the power from the grid for their trucks. They’ve invested heavily in infrastructure and there’s a real desire and willingness across the board to make it work.
It’s a very different situation in the UK. If you go online you’ll find a lot of resistance from drivers to electric trucks, but few have ever driven one. There are electric trucks operating in the UK, but in small numbers due to the huge step up in cost over a diesel and the lack of infrastructure. Having seen the case studies in Norway of a supermarket haulier and a heavy-duty powder tank operation which moves product from quarry to port using some impressive S-series drawbar outfits, electric can work in a variety of roles.
“There are electric trucks operating in the UK, but in small numbers due to the huge step up in cost over a diesel and the lack of infrastructure.”
Hauliers will ultimately move to use whatever is competitive and viable, but it looks like the gap between Norway – admittedly perhaps an exceptional example – and other European countries and the UK may only widen in the coming years. Currently, an electric truck costs about three-and-halftimes as much as a diesel, then there’s the cost of installing a charger at base and the potential need for them to be available on the road. Hauliers cannot be expected to bear the costs alone; large corporations for which transport is essential need to step up. Quarry companies, pallet networks and supermarkets for example need to support hauliers by providing incentives to move to electric along with charging infrastructure. They’re the ones that can afford it. It’s clear the government needs to do a lot more if they really want this to happen as well. The new government’s
energy policy appears to be some vague hope that solar and wind is going to be the magic solution to replace fossil fuels. To make electrification truly worthwhile there is no point in burning gas in power stations to power trucks that could potentially be running on bio-gas or HVO but that’s a story in itself.
Make no mistake, these new electric trucks can really do the business and they’re not the horrific loss of liberty a lot of paranoid posters on the internet would have you believe. The truck makers are doing their bit, and then some. Bear in mind their R&D departments cannot focus on just one type of power, they’re also continuing to develop combustion engines while also looking into hydrogen technology. Battery technology is advancing at a great pace; with the cost and lifespan of batteries it’s unlikely these trucks will be bought outright and will instead by leased. It’s likely that the batteries of tomorrow will be much more efficient, providing the long range hauliers crave. It may be that trucks have their batteries replaced for better ones, but again the haulier can’t be expected to shoulder the full cost of that.
Norwegian green
Putting the questions to one side, let’s focus on the new Scania electric truck. Scania brought us to Norway to see a fleet of electric trucks in service for ASKO, the largest supplier of food products to stores and supermarkets in the country. It works perfectly. Scania were keen to show off what their new electric trucks could do and set up an impressive 185km drive taking in motorways, twisting lakeside roads, steep hills and descents and some of the finest scenery Norway has to offer. We were fortunate to get to drive the new 45R which has a power output equivalent to over 600bhp and a top-spec V8 amount of torque - 3500Nm – which you get from idle.
Some electric trucks have the potential to take off like a rocket, so Scania will work with the haulier taking the truck into service to fine tune the driveline to maximise the range. A supermarket lorry grossing 32 tonnes with a tandem trailer burning off cars at the traffic lights is unnecessary and may attract unwanted attention. Not to mention the strain on the differential and tyres. In any case the performance is effortless and this, along with the fact that a Scania like this 45R is virtually identical to a 460R diesel is likely to gradually win over drivers. It certainly has in Norway. Trucks are emotive pieces of equipment and that’s often a major reason while people drive them, the thrum and heartbeat of a diesel engine. People make films and write songs about them and give them girl’s names. Drivers can spend more time with their truck than they do
“This truck is great to drive, and it’s obvious that it CAN work. The truck makers are now able to build electric trucks that can do almost anything.”
their spouse. An electric truck can’t be the same, can it? A soul-less milk float, they cry. Well, they’d be wrong. It’s not quite the same as a diesel but it’s closer than you might think and it has a lot going for it.
The driving experience is very good and potentially it’s excellent. Climb into the cab and it’s the same as any other R-Series. This is a pre-production model: production versions will have the revised interior with a new dash which incorporates a digital touchscreen. The existing dash and interior from 2017 has aged well and remains one of the best. The electric has identical switchgear and steering wheel to the diesel’s. Drive is engaged using the same column stalk and there’s a six-speed gearbox sending that 3500Nm torque to the road.
The artic was freighted at about 37 tonnes, but it may as well be empty for all the difference it makes. The truck pulls away quietly but you do get a bit of humming noise from the driveline. It’s incredibly smooth, and once you’re up to speed with the cruise on there’s barely any difference to a diesel. It steers the same, brakes the same, looks the same from the driver’s seat barring the rev counter is replaced with a power gauge. It’s very nice, just like a conventional R-Series it’s surprising how quickly you forget it’s electric.
The party piece is when it gets to a hill. Bearing in mind this truck would likely replace your average supermarket truck with modest 11-litre engine that struggles on hills at full weight, the 45R sails up them as effortlessly as a 770 V8. Reservations drivers had about taking these out would probably soon be forgotten when it becomes apparent that they glide past almost anything on a hill.
On downhill section you activate the retarder which then recharges the battery. On a long downhill section, it sent a few % points back into the system. Interestingly, according to our calculations, this truck would have been able to do 550km before needing a charge. That’s 341 miles; an awful lot of hauliers could do a whole day’s work on that. Plus, if you have a fast charger (if) you can charge it from empty to full in 83 minutes. A 45-minute charge break on a run that’s likely to max your driving hours out in a day would give you range to spare.
This truck is great to drive, and it’s obvious that it CAN work. The truck makers are now able to build electric trucks that can do almost anything. Electric is already working in
Norway and in the next few years we’ll see a lot more progress with electric trucks there. The UK authorities would do well to take a trip there to see how they’re doing it. Norway has unique advantages with their hydro power, but there’s so much more which needs to be done in the UK by the government and FTSE 100 companies in terms of incentives, infrastructure and energy. Scania is holding up their part of the deal and going on how impressive this truck is now, and the pace of progress with battery technology it’s likely that genuine long haulers won’t be far away. end.
“...the pace of progress with battery technology it’s likely that genuine long haulers won’t be far away.”
We promise to be by your side every step of the way. From initial operations analysis and planning, through to implementation and long term ongoing operation; ensuring you have a charging solution that can scale as your fleet grows. It’s another way that our alternate powertrains are driving the shift towards a sustainable transport system.
for the final sale of new diesel trucks of 2035 for below 26 tonnes GVW and 2040 for greater GVWs, truck manufacturers are focusing increasingly on alternatives. Additional pressure is now coming from freight customers, particularly in the EU who because of Scope 2 and 3 CO2 emissions standards, will seek to phase out diesel haulage from their transport operations ahead of these dates.
MAN stated in 2022 that its 13-litre Common Base engine (with the major components shared with Scania) would be its last classic diesel unit to be developed, and now, two years on, it has issued a progress report on its advances in battery-electric and hydrogen power.
Alexander Vlaskamp, MD of MAN Truck & Bus Germany informed UK journalists last month that Traton Group (MAN, Scania, VW Truck & Bus, and Navistar) has spent €2.6bn on electric vehicle research. Little detail was offered about how technology would be shared within the Group, but logically cooperation with Scania (and Navistar) will now extend beyond powertrain and into chassis development as well as battery technology.
MAN’s experience in electric traction goes back well over a decade: as Europe’s largest supplier of e-buses, delivering 1000 since 2020. A 400km-range coach will be marketed in 2025 and the company has now been also granted authorisation to run autonomous vehicles in Germany.
MAN has had several third-party pilot electric truck programmes operating in Germany and Austria since 2018/9, and in August 2024 will deliver the first 150 eTGX to users. It has a complete line of rigid chassis and tractor applications with swap-bodies for rigids and chassis designs which include skips and cement mixers and a low-chassis tractor will which allow 3m high trailers in Continental operation. Large scale manufacture is scheduled to begin Q3 2025.
During 2025, MAN also plans to introduce mega-charge stations capable of restoring truck batteries from 10 to 80% charge in 30 minutes. The company demonstrated its 46-tonne GVW 450 km range artics as long ago as 2022: such mega-chargers will be essential if these e-trucks are to run on Germany’s Autobahnen and this is where infrastructure will have to be massively upgraded in terms of power, availability and space. Here the partnership of OEMs, power
companies and regional governments which MAN spokesmen have referred to before will be needed if charging facilities are to be built for commercial traffic. Now MAN’s executives seem prepared to go further, suggesting that private equity could take up some of the financial slack here: the predictable charge patterns - time of day, fixed number of trucks, should make supplying e-hauliers an attractive proposition to energy providers. But although it provides truck finance, MAN has no intention of branching out into energy provision, rather it is expanding its consultancy to attract investors.
Britain is MAN’s third largest market in Europe and 2023 was its best year yet, but the UK’s specific problems such as technician shortages remain. The Swindon headquartered firm has been accoladed as a ‘Top UK Employer’ in 2024, a measure of the company’s success in making MAN an attractive place to work. Substantial investment is going into training programmes for technicians as besides refurbishing its 20 existing service centres, MAN plans to open more, “a massive transformation” says Alexander Vlaskamp. Environmental concerns will be at the forefront: MAN UK mandates renewable-only electricity at its depots, which have solar panels. Biodegradable gloves are used in its workshops and waste is not sent to landfill.
A national launch of the entire electric range is being MAN followed with regional customer experience days. These will be comprehensive affairs, tutoring clients in e-truck driving techniques, particularly how to maximise energy regeneration but also on charging, servicing and the financial aspects of running an e-fleet. Although the full implications of Scope 3 are likely to kill off many of the smallest operators, MAN has had enquiries from hauliers with as few as 35 trucks and has produced feasibility studies for these firms.
MAN’s e-bus experience suggests that batteries should reliably have a twelve-year life by which time the truck itself will need replacement. The company sees recycling the materials of used batteries (compulsory from 2030 in any case) is more satisfactory than using them to store energy in a static second life.
British motorways will not need “too many” charging stations, MAN believes, but planning and installing them will require government help.
Electric 6x2 Tractors
MAN has no plans to build that UK speciality, the 6x2 tractor, in battery-electric form. Battery technology as it stands leaves no space for an undriven centre third axle; MAN’s view is that to judge from the number of raised third axles on the roads, relatively few hauliers are running at maximum GVW. The company believes the UK market will adapt to continental 4x2 tractors, not so long ago the mainstay of articulated rigs here anyway.
MAN is working in conjunction with other parties on small-scale production, and in cooperation with partners has already opened two hydrogen filling stations in France, but the company’s commitment to battery traction is clearly more important.
Vlaskamp maintains that fuel cell technology is twice as complex as battery-power because of the addition of the cell to the electric system.
MAN is among many players in advocating HVO as an interim measure, but says it is more efficient to use electricity for traction rather than for making bio diesel. On the fossil diesel front, he believes that MAN will be able to meet Euro 7 (due Q3 2029) with its existing engine designs thanks to revised software and fuel injection modifications.
With a larger and upgraded service offering and a comprehensive product launch, MAN is clearly putting enormous effort into its 2024 campaign. Long disappointed by its lowly fifth position in the UK truck market, it sees the transition to electric trucks as a major opportunity to move up the pecking order especially given its expertise in the urban bus sector. On the face of it by 2025-6 MAN will have a very complete offering, but progress, as for all the OEMs, will depend on the UK’s ability to install the necessary charging infrastructure.
“During 2025, MAN also plans to
introduce mega-charge stations capable of restoring truck batteries from 10 to 80% charge in 30 minutes.”
Canoo is the electric van maker you have probably never heard of. Words: Steve Banner
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UK’s Commercial Vehicle Show seldom spring genuine surprises, but this year’s did with the appearance of the US-based manufacturer Canoo with a portfolio of distinctively-styled vehicles. Making their British debut at the event, they are fitted with stainless steel bodies and are said to offer a range of from 200 to 220 miles between recharges.
The first examples are likely to head down UK roads in 2025 says chief financial officer, Greg Ethridge. Adds Canoo executive chairman and chief executive officer, Tony Aquila: “Steer-bywire technology and unique low-profile suspension allow for a readily-configurable right-hand-drive system while maintaining the desired roll and ride stability.”
Ethridge emphasises that they are purpose-built electric vehicles rather than petrol or diesel models that have been modified to take a battery pack and an electric motor. “Ninety per cent of their content is sourced from the USA and allied nations,” he remarks; a barelydisguised dig at Chinese electric van builders and the challenge they pose in global markets.
The line-up displayed at the CV Show included the 2.7 tonne 130 with an 80kWh battery, a 3.76cu m load bay and a 650kg payload capability. Equipped with the same size battery, the bigger 190 3.0-tonner offers 4.87cu m of cargo space and can handle 800kg.
The electric motor delivers up to 350hp in both cases. They can be taken from 20% to 80% of their battery capacity in 32 minutes if a DC fast-charger is used, says Canoo.
The newcomers will be broadly fishing in territory already colonised by models such as Renault’s Kangoo E-Tech, Peugeot’s e-Partner and similar offerings from the Stellantis stable, the Maxus eDeliver 3, and Volkswagen’s ID. Buzz Cargo.
Canoo has also designed a big-capacity parcels van (The MPDV or Multi Purpose Delivery Vehicle), probably with an eye to making sales
to carriers such as UPS, not to mention a pick-up under the American Bulldog banner. They have the same-size battery as the 130 and 190, as does the seven-passenger LV or Lifestyle Vehicle.
Canoo refers to the 130 and 190 as LDVs –Lifestyle Delivery Vehicles – on its website; a perhaps-unfortunate use of initials in a UK context.
Canoo describes the American Bulldog in the following terms: “Its robust exterior features a rigid stance and clean, angular lines, exuding strength and durability on two or four wheels. Taking cues from military technology this truck prioritises function over form, resulting in a rugged, modular machine built to conquer any terrain.”
That might be interpreted as a pitch for a defence contract or two, and it is not difficult to see the military advantages of a robust truck that can move quietly at night. Turns out that Bulldog is a derivative of the Screaming Eagle pick-up that was delivered to the US Army for extensive testing in 2022.
Canoos are built in a factory in West Oklahoma City in the state of Oklahoma, USA, on a 125-acre site formerly owned by machinery manufacturer Terex, which moved its operation to Mexico in 2022. The plant was acquired by I-40 OKC Partners LLC, a group led by Aquila, for $34.2m (£26.33m).
Canoo has received significant financial support from the state’s government, including tax credits and exemptions, and from the Cherokee Nation. The factory has been designated as a Foreign Trade Zone, which among other things enables Canoo to defer customs duties on imported parts used in vehicles sold domestically.
The company has also set up a battery module manufacturing plant in Pryor, Oklahoma.
Although its birth has not all been plain sailing, the fledgeling operation is already enjoying some success with fleets in the USA.
In 2022 it announced that retail giant Walmart had signed a contract to buy 4,500 of its vehicles for use on home delivery work, with an option to acquire up to 10,000. Three Canoos have been delivered to the Kennedy Space Centre in Florida to transport astronauts to the launch pad for lunar missions while half-a-dozen 190s are now being operated by the United States Postal Service.
Other domestic customers that have signalled commitments include fleet management specialist Zeeba.
Production and deliveries to clients began in small quantities last year, with over 100 jobs created at the plant at the time of writing. The business has yet to turn a profit, but expects that losses will shrink as sales volumes increase.
The aim is to build output to 20,000 units a year.
The company has begun winning export deals. One of the first is an order placed by Saudi Arabian paint manufacturer Jazeera Paints for 20, a mixture of 130s and 190s, with an option to acquire a further 180.
Back in March Canoo announced that it had acquired what it describes as “a substantial proportion” of the manufacturing assets previously owned by defunct electric van maker Arrival Automotive UK, and was shipping them to the USA.
It had already acquired virtually all of Arrival’s US assets and transported them to Oklahoma.
Perhaps not surprisingly, the assets were bought at a significant discount of over 80%a valuable saving for what remains a start-up.
“Our strategy will save our shareholders tens of millions of dollars,” says Aquila. “We remain focused on capital discipline and the smartest way to invest and create value.”
The purchase highlights an inescapable fact, however. The track record of start-up electric commercial vehicle makers that lack the deep pockets of established manufacturers such as Stellantis and Ford is patchy to say the least of it, with Arrival one of several that have gone to the wall.
Hopefully that will not be the fate that befalls Canoo. In the meantime its offbeat approach to design has been recognised by the recent receipt of multiple Red Dot Awards, with the 190 and the American Bulldog both garnering accolades.
Red Dot is an annual international competition recognising excellence in design and one of the largest competitions of its type.
Perhaps some of those ex-Arrival UK assets referred to earlier will make a return trip across the Atlantic one day. Assembly of Canoos in Britain is a possibility for the future, says Ethridge; and may become essential if tariff disputes triggered by a change in regime in Washington result in price hikes for vehicles exported from the USA.
“Three Canoos have been delivered to the Kennedy Space Centre in Florida to transport astronauts to the launch pad for lunar missions”
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