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Battery-Powered Electric Trucks: Technologies, Use Cases, and Total Cost of Ownership
The electrification of trucks is gaining momentum and market share. This trend is well established and can be attributed to strong regulatory incentives (including the VECTO Directive) combined with the maturity of the electric mobility sector (both in terms oftechnology and infrastructure). So, beyond just getting familiar with the topic, we invite you to dive deeper into it toaccelerate your decarbonization strategies through this article, a comprehensive replay of our webinar from last March and an extensive FAQ section.
Why go electric for trucks?
In light of the climate emergency and increasingly stringent European regulations, decarbonizing road freight transport has become a major priority. Among the solutions being considered, battery-electric vehicles clearly stand out as the most energy-efficient option. Renault Trucks, like other manufacturers, is banking on this technology to reduce the sector’s carbon footprint. To understand why, one need only analyze the energy efficiency of the various available options.
A comparative chart reveals significant differences between the technologies:
Up to 60% of the energy generated is actually used to power the truck—an unmatched efficiency.
Only 18% of the initial energy is recovered at the wheel, which is three times less than with electric vehicles.
efficiency remains lower than that of hydrogen fuel cells, and well below that of electric vehicles.
These figures show that battery-powered vehicles optimize energy use, thereby minimizing losses and maximizing efficiency. But the benefits don’t stop there: CO₂ savings also depend on the country’s electricity mix. In France, thanks to nuclear and hydroelectric power, electricity is already very low-carbon, enabling an 85% reduction in emissions over the lifecycle of a regional truck. Even in Germany, where the energy mix remains higher in carbon, the reduction reaches 41% as early as 2024, with prospects for continued improvement as Europe decarbonizes its electricity.
In addition, Stève Manikas, Sales Director for Electromobility Solutions at Renault Trucks, notes :
Competition among modes of transportation for carbon-free resources is boosting the appeal of electric vehicles. The aviation and maritime sectors, unable to transition to electric power on a large scale, will turn to biofuels and synthetic fuels, leaving few resources available for road transport.
In this context, electric vehicles appear not only to be the most effective solution, but also the most realistic one for achieving climate goals in the freight transport sector.
What will be the total cost of ownership for a truck purchased by 2030?
By 2030, the Total Cost of Ownership (TCO) of electric trucks is expected to reach a turning point: parity with diesel vehicles, thus marking the end of an era of dependence on public subsidies. This trend is driven by several key factors, starting with the stabilization of electricity costs in Europe. After the peak in 2022, linked to the energy crisis, prices per kilowatt-hour have gradually normalized, and projections indicate lasting stability across all European countries.
As Pierre Chaufour, Business Intelligence Manager at Renault Trucks, explains:
By 2025, everyone will have passed the peak. […] According to projections, electricity prices will remain stable in all countries.
This stability is essential for electric truck fleets, whose profitability depends directly on energy costs.
Today, driving an electric vehicle is already cheaper than driving a diesel vehicle, thanks in particular to savings on energy and maintenance, as well as government incentives. In France, for example, Energy Saving Certificates (CEE) can amount to as much as 60,000 euros toward the purchase of an electric tractor. In Switzerland, usage subsidies reach up to 1 euro per kilometer traveled, while in Germany, a tax exemption for electric vehicles saves 0.35 euros per kilometer on 90% of the road network. These mechanisms, combined with energy savings, already yield significant savings : up to 250,000 euros over the lifetime of a regional truck in France.
However, the year 2030 marks a turning point: subsidies are expected to disappear, as electric technology will have matured enough to no longer require such support. Projections show that, over a seven-year ownership period, the higher upfront cost of purchasing an electric truck will be offset by savings on energy and maintenance, making the total cost of ownership comparable to that of a diesel vehicle. Conversely, other alternative energy sources, such as hydrogen or biofuels, will not be able to achieve this parity without subsidies, thus remaining dependent on public support to stay competitive. The end of biofuel subsidies, announced in France, should further accelerate this transition to electric vehicles, confirming their status as the most viable solution for the road transport of tomorrow.
Success Stories and Failures in the Use of Battery-Powered Electric Trucks
The adoption of battery-powered electric trucks in industrial logistics depends on a rigorous analysis of several criteria, explains Antoine Chatard, head of Performance & Progress Transport at Michelin:
We consider three main criteria: operability (range, usage, and charging infrastructure), TCO (vehicle cost and price per kWh), and CO₂ savings, valued at €200 per ton.
These factors help identify the most effective initiatives for decarbonizing logistics. Here are a few concrete examples illustrating both the successes and limitations of these efforts.
Success stories:
Michelin has deployed 17 electric trucks for "milkrun" routes (multiple deliveries in a single day). The daily mileage ranges from 180 to 450 km, resulting in a reduction of 600 tons of CO₂ per year. This project, carried out in partnership with a third party, demonstrates the viability of electric vehicles for urban and regional distribution.
Two projects are set to be rolled out starting in May–June 2026. The first connects Clermont-Ferrand to Vitrolles (a 530-kilometer round trip in two stages, part of which will be powered by electricity), and the second connects Clermont to Bourges (a 370-kilometer round trip). These routes will save 40 tons of CO₂ per year.
Failed attempt:
A plan to replace eight diesel trucks with electric ones for trips ranging from 2.5 to 3 km at the Olsztyn plant has been scrapped. There are two main reasons: Poland’s electricity mix, which is very carbon-intensive (primarily derived from coal), and extreme weather conditions (down to -20°C), which could affect battery performance.
A final case study involving Renault Trucks demonstrates the decarbonization of a transport route spanning over 600 km between Blainville (cab manufacturing) and Bourg-en-Bresse (assembly) using 22 electric tractor-trailers and a charging plan divided into four segments to avoid overnight stays.
We invite you to watch the replay and use the timeline!
