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:
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Battery-powered electric vehicleUp to 60% of the energy generated is actually used to power the truck—an unmatched efficiency.
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Green hydrogen via fuel cellsOnly 18% of the initial energy is recovered at the wheel, which is three times less than with electric vehicles.
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Adapted internal combustion engine(direct hydrogen, biofuels, synthetic fuels)
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:
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Distribution in FranceMichelin 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.
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Regional shuttle busesTwo 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!
To learn about the available technological solutions (trucks, infrastructure) and the strategy for deploying a fleet of BEVs,
00:00:00 Logistics in Europe at Michelin
00:07:20 Michelin’s decarbonization strategy
00:18:30 Renault Trucks Decarbonization Roadmap
00:22:15 European Market and Market Share
00:25:35 Energy Efficiency
00:31:42 TCO
00:38:00 Available electric models
00:46:52 Michelin project criteria and use cases
00:55:55 Deployment method
01:00:50 RT Skills and Network
01:02:40 Q&A
Frequently Asked Questions and Answers from Participants Following the Webinar
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How does a battery perform over time?
Renault Trucks now guarantees 80% battery capacity for the duration of a long-term contract (up to 10 years).
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Is it possible to replace the battery instead of recharging it?
It’s batteryswapping; it’s quite widespread in China, although growth has slowed. Today, the market there has stabilized at around 30%. In other words, it had risen to 40% of China’s electric vehicles. China is a very large market that’s in a league of its own compared to Europe; electric vehicles currently account for 35% of the market there, so the market has really taken off.
Manufacturers are moving away from these backpack-style solutions, and swapping them out is more difficult. We estimate that the market share in China will remain around 25%.
In Europe, no manufacturer has opted for this solution. It’s much more integrated, and we’d lose too much in terms of operational efficiency. We have stricter standards.
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You’ve talked a lot about national and short-distance (city) routes, but is this feasible and realistic for international (long-haul) use for drivers who are on the road for a week at a time? Given that the diesel range is around 1,000–1,500 km.
As for the freight sector—specifically this segment of our logistics networks, which are extensive across Europe—our strategies, as I mentioned at the outset, are primarily focused on promoting multimodal transport, and in particular rail transport for long-distance routes, even if this means using electric trucks for the pre- and post-haul segments of this rail network to ensure a fully carbon-neutral corridor.
To round things out, I’ll also mention our charging infrastructure, since at Renault Trucks, we’re also in the charging business. We’ve just decarbonized the logistics flow between our factory in Blainville—where we manufacture the cabs, which are then assembled in Bourg-en-Bresse—a distance of over 600 km. And this entire solution is powered by 22 electric tractors. Simply put, the big challenge surrounding this was: how do we manage the charging infrastructure?
And so, the decision we made was to work in small, segmented sections. We divided that route into four sections, and each vehicle runs a loop. This also means drivers don’t have to spend the night away from home. That’s the solution we proposed—and adopted, at least for that particular route.
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Hello, is the €200 per ton of CO2 a decision made internally by Michelin, or is it based on an existing index?
This index is neither legally binding nor mandatory; it is an internal metric that we benchmarked 5–6 years ago against various entities, shippers, and others to see where we stood when we began developing our decarbonization strategy. Initially, we were at €100 per ton, which, in our view, did not allow us to achieve a sufficient level of interest or value.
And about two or three years ago, we decided to raise that threshold to €200 per ton, in order to truly prioritize projects that helped reduce carbon emissions over other projects within Michelin.
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Regarding the Michelin use cases, have you installed charging stations at the factories or distribution centers (or right next to them)? Is this being considered? Does the current infrastructure allow for it?
Well, that’s a very good question because this situation does come up. In fact, the question arises every time a new situation arises. Ultimately, we have a bit of everything—that is to say, we have use cases where decisions have already been made, particularly for distribution, as I was just explaining regarding the use cases we’ve implemented with our partner. We decided to equip our two distribution centers. To do this, in order to support GT Solutions and since some of the routes will start directly from our two sites, we decided to equip the sites with charging stations.
The regulations at our sites, particularly our production facilities, make it quite complex to install these charging stations. There’s also the budget issue, and we’re still having a hard time making a decision. So in practice, when it comes to comprehensive electric solutions, I think we see more use cases with charging stations located directly at our carriers’ depots, and most of the time they’re fairly close to our sites, which makes operations easier.
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Given the large number of trucks on the highways during the week, will there be enough charging stations and infrastructure?
Beyond the number of stations, AFIR sets minimum requirements for installed capacity and the number of charging points, designed to support the growing fleet of electric trucks. For certain routes (more specialized or off-main roads), the focus will often be on charging at the depot and optimizing stops, in addition to the public network.
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From a business perspective, you mentioned large corporate partners, but for family-owned SMEs operating both regionally and internationally, wouldn’t this be a major blow that could put them in a difficult position?
Indeed, the examples cited involve companies of a certain size. The reason is simple: these are often companies that obtained subsidized vehicles (and charging stations) by responding to a call for proposals, particularly from ADEME, which primarily benefited the largest investors (Perrenot, XPO, GT Solutions, etc.).
For smaller companies, we also have a few use cases, but to support them, these often require a long-term commitment (4–5 years) to amortize the vehicles, as they do not receive as much funding as those in grant programs, and typically involve a smaller number of vehicles (usually 1–2).
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When it comes to setting up charging infrastructure, does Renault Trucks do it on its own or through partners?
Renault Trucks relies on a European network of partners.
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Are you starting to see carriers submitting electric vehicle proposals directly in response to requests for proposals, without being prompted to do so by the shipper?
At Michelin, we do indeed have carriers who are bidding on tenders with electric solutions (or other alternatives to diesel) without us necessarily pushing them to do so. That said, they are aware of our commitment to this initiative and know that if they propose alternative solutions, we will listen to them. We also have carriers already operating certain transport routes who come back to us to propose solutions, without having to go through a tender process.
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What is the approximate cost of installing a mega charger?
The cost is approximately €120,000–€150,000 for a 1,000 kW power unit and €30,000–€40,000 for an MCS dispenser. Installation costs depend on the scope of the project, but can range from €130,000 to €180,000 if the installation of a new substation is included.
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What range are you aiming for in 40-ton tractors and semi-trucks by 2030–2035?
With a range of 500 km, electric trucks are more than capable of covering the 4.5 hours of driving between mandatory breaks. Thanks to the Mega Charging System (MCS), which can deliver charging power exceeding 700 kW, a 45-minute break is sufficient to recharge the vehicle. In this context, the deployment of public infrastructure planned by AFIR—with a station every 60 km on major European routes by 2031—should limit the need to significantly increase vehicle range.
