2024_05_Sustainable Truck&Van

MAGAZINE
VADO E TORNO EDIZIONI
www.vadoetorno.com
www.vadoetornoweb.com
www.sustainabletruckvan.com
VADOETORNO SUPPLEMENT
Inspirational
RIDE
10 Interview
Volvo Trucks president
Roger Alm on e-truck
strategy, and more
16 Focus
Newcomers between
hopes and troubles
in e-vehicle production
22 Trends
ZE trucks&vans in
Europe, the U.S. and
China: the latest data
May
2024

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MAY 2024
sustainabletruckvan.com
CONTENTS
Awards
8 SUSTAINABLE TRUCK OF THE YEAR
The winning vehicles of the 2024 edition
E–SERIES
THE
ELECTRIC
EDGE
IN URBAN
AND INNER-CITY
DELIVERY
16
FOLLOW SUSTAINABLE TRUCK&VAN ON:
Face-to-face
10 LEADING THE TRANSITION
Roger Alm, President of Volvo Trucks
12 BIGGER THAN EVER
Organizing ACT Expo: Lawren Markle
14 NO TIME TO LOSE
Anja van Niersen, CEO of the JV Milence
Focus
16 IT’S A TOUGH GAME
ZE truck&van manufacturers at a crossroads
Trends
22 WAITING FOR THE SPARK
Analysing ZE registrations in three key areas
Preview
28 THE LONGER THE BETTER
The newly introduced Volvo FH Aero range
32 HERO OF THE TWO WORLDS
The launch of the new Mercedes eSprinter
36
Insight
36 FRENCH STYLE BATTERIES
Inside Forsee Power’s gigafactory in Poitiers
Smart Tests
40 BORN ELECTRIC
Behind the wheel of a Mercedes eActros 400
With E-Series, Thermo King hits the town with a new,
all-electric refrigeration unit for electric light
commercial vehicles. With energy efficiency at the heart
of the new design, it’s built to bring out the best in electric
performance, and deliver it straight to the city center.
44 THAT DRIVING FEELING
Nissan Townstar EV, right for the city
Columns
6 At a glance 48 Techno 49 Infrastructure
DISCOVER THE NEW E-SERIES AT
TKELECTRICEDGE.COM
FIND YOUR NEAREST THERMO KING DEALER AT
DEALERS.THERMOKING.COM
40
A growing editorial platform
In addition to our STV newsletter, out on Wednesdays,
we’ve launched a new weekly initiative, shared with
our sister platforms. Find out more and join us! p.4
3

NEWS GOOD START
SUSTAINABLE TRUCK&VAN: A GROWING EDITORIAL PLATFORM
Energy transition has its thorns
CHALLENGES, TRENDS, INTERVIEWS AND MORE: WHAT'S IN THIS ISSUE
Here we are, again.
Following the pleasant
appetizer of our first issue,
we sit down at the table and
really begin a journey that
we look forward to tackling
together with you readers.
This year, our plan is made of
two publications. In addition
to this one, which you will
find being distributed at ACT
Expo, Las Vegas, we will have
a fall issue distributed, among
others, at IAA Transportation,
Hanover.
In this issue, we try to
take stock of the obstacles,
sometimes impossible to
overcome, that may face those
who want to be players in
the new mobility in freight
transport. Especially when
it comes to newcomers or
young start-ups, often struggling with starting series production,
establishing a suitable supply chain or, more simply, with a lack of
liquidity. Then again, a true revolution like energy transition needs
to be gradual. As numbers do not lie, we have tried to put things in
order by analyzing market trends in Europe, the U.S. and China.
Without neglecting the heart of our magazine, the vehicles. Like the
Volvo that stands out on our cover, or the ones we tested in our smart
tests. Besides, three interviews with leading players in the transition,
well distributed among vehicle manufacturers, infrastructure
specialists and event organizers.
We close with a new feature that we introduced just a few weeks ago,
the Movin’ Ahead newsletter released each week in collaboration
with our sister platforms Sustainable Bus and Powertrain
International. Movin’ Ahead (on the right the QR code to subscribe
for free) aims to provide an up-to-date perspective on the evolution
of the commercial transportation, power and energy sectors.
MOVIN’ AHEAD
SUBSCRIBE HERE
GO TO OUR WEBSITE AND JOIN
OUR COMMUNITY OF ABOUT
20,000 PROFESSIONALS
WORLDWIDE
Charging
forward
to accelerate the world’s
transition to eMobility
One drives all.
Our Integrated Drive Module
simplifies the electrification
of all kinds of vehicles.
4

AT A GLANCE
MAN IS THE FIRST MANUFACTURER TO ANNOUNCE SUCH DEVELOPMENT
Hydrogen ICE truck in small series
THE TRUCK WILL BE AVAILABLE IN SELECTED MARKETS BY 2025
QUANTRON DESIGN AWARD, THE FIRST EDITION HELD IN MARCH
That's how ZE trucks will look like
THE CONTEST ATTRACTED 35 APPLICATIONS FROM OVER 10 COUNTRIES
MAN is about to develop small truck series with hydrogen
internal combustion engine by 2025. The so-called
hTGX will be initially produced in about 200 units
for special applications and distributed in selected
customers in Germany, the Netherlands, Norway,
Iceland and some more non-European countries. Indeed,
the German manufacturer is the first one to come up
with the news of a small series truck equipped with
hydrogen-powered ICE. The MAN hTGX is conceived to
be an alternative zero-emission drive variant for special
applications, for example for transporting heavy goods
– such as construction work, tank transport or timber
transport.
In fact, according to MAN, the hydrogen drive is
particularly suitable for special transport tasks that require
a special axle configuration or where there is no space for
the battery on the frame due to the need for truck body
work.
The MAN hTGX offers high payloads and maximum ranges
of up to 600 km in its initially offered 6×2 and 6×4 axle
variants. The H45 hydrogen combustion engine used has an
output of 383 kW (520 hp) and a torque of 2500 Nm at 900-
1300 rpm. The direct injection of hydrogen into the engine
ensures particularly fast power delivery. With hydrogen
compressed to 700 bar (CG H2) and a tank capacity of 56
kg, the vehicle can be refuelled in less than 15 minutes. “The
hydrogen combustion engine H45 is based on the proven
D38 diesel engine and is produced at the engine and battery plant in
Nuremberg. The use of familiar technology enables us to enter the
market at an early stage and thus provides a decisive impetus for the
ramp-up of the hydrogen infrastructure. With the hTGX, we have
now added an attractive product to our zero-emission portfolio,”
commented Friedrich Baumann, Executive Board Member of MAN
Truck & Bus and responsible for Sales & Customer Solution.
AUTONOMOUS ID. BUZZ
Following an extensive road
testing pilot phase in Germany
and the USA, Volkswagen ADMT,
a Volkswagen AG organization,
is announcing a cooperation
agreement with the Israeli
technology company Mobileye
Global Inc. The latter will develop
and supply software, hardware
components and digital maps for
the self-driving ID. Buzz.
Volkswagen aims to develop
an autonomous Level 4
service vehicle for large-scale
production. The target is to use
this vehicle in the commercial
sector, for mobility and transport
services in Europe and the
USA. Volkswagen ADMT aims
to develop the fully electric
autonomous ID. Buzz by 2026.
.A preview of the hTGX developed by MAN.
Assets for sale
U.S.-based electric truck manufacturer Canoo
announced the acquisition of valuable and
advanced manufacturing assets belonged to no
longer existing e-van manufacturer Arrival “at
deep discount”, as written in the official press
note. As stated by Canoo itself, the company’s
strategy “in acquiring new and unused equipment
at pennies on the dollar (80%+ discount),
reduces capital expenditures by tens of millions
of dollars, enhancing equity value”.
The purchased assets will be collected into
more than 20 containers and shipped by sea to
Canoo’s manufacturing facilities in Oklahoma.
“Our current strategy will save our shareholders
tens of millions of dollars, which today, is not
properly reflected in the value of our company.
We remain focused on capital discipline and the
smartest way to invest and create value,” said
Tony Aquila, Investor, Executive Chairman, and
CEO of Canoo.
With a successful online ceremony, German ZE truck specialist
Quantron celebrated in March the first edition of its Design Award.
With the goal of attracting young talents with fresh perspectives,
the event served as a platform to challenge the status quo of the
European transportation and logistics sector with forward-thinking yet
practical ideas. The competition managed to attracted 35 applications,
representing more than 10 different countries and 20 prestigious
universities and design schools.
After a thorough selection process, the panel selected three top
winners and awarded one honourable mention award. The first place
went to Siddhartha Dutt from CCS (College for Creative Studies),
Detroit, USA. Ana Alvarez Maestro (University of Navarra, Spain)
finished second, and Lorenzo Benzoni from IED (Istituto Europeo di
Design), Turin, Italy, was third. Moreover, a special mention went to
George (Siu Fung Lau), also from IED, Turin.
“The design briefing was creating a modular concept for a future
heavy hydrogen fuel cell powered truck and its ecosystem. You
can clearly see the result of the evaluations in the winning projects,
based on the 4 main criteria, which are: Reflecting The Design Brief,
Innovation & Creativity, Presentation & Visualisation, Feasibility
& Compatibility with QaaS”, told us Quantron Design & Strategy
Manager, Koorosh Shojaei the president of the Jury. “Designing
a zero-emission truck differs mainly due to the need to integrate
alternative powertrain solutions like hydrogen fuel cells or electric
batteries, necessitating reimagined vehicle architecture and advanced
energy and cooling management systems. This entails optimizing
aerodynamics and weight to maximize efficiency and range while
addressing refueling or charging infrastructure needs. The primary
goal is to minimize environmental impact by reducing greenhouse
emissions and pollutants associated with traditional diesel trucks”.
There’s more about the idea behind the projects: “The other main
focus of the QUANTRON Design Award 2024 has been the
possibility of considering a tractor unit with and without a cabin”,
added Koorosh Shojaei.
DIAMOND ECHO ROADSHOW
It’s called Renault Trucks E-Tech
Diamond Echo (pictured below)
the special version of a Renault
Trucks electric heavy vehicle
that is touring Europe for the
first time. The truck, featuring
a unique electroluminescent
design, started its journey on
11 April 2024, from the Bourgen-Bresse
plant, where it was
manufactured. The electric
truck is travelling
more than 10,000
kilometres across
seven countries
(France, Switzerland, Germany,
Belgium, the Netherlands, Spain,
United Kingdom), making over
60 stops to meet the transport
community and demonstrate
the operational reality of electric
mobility. The Diamond Echo
is painted with light, and is the
result of a collaboration with
drivers and design specialists.
Based on Lumilor technology,
the paint glows
when subjected
to an electrical
stimulus.
The ZE truck project presented by Siddharta
Dutt from CCS, Detroit, awarded for its
“comprehensive approach, reflecting the full
potential of design brief”.
Welcome, Flexis SAS!
Renault Group, Volvo and logistics operator CMA
CGM have officially unveiled Flexis SAS, the new
joint venture created with the aim of developing
an innovative, software-based platform for a line
of native electric vans. The partners have given
themselves two years to define and strengthen
the structure before moving on to mass
production of the vans.
Renault and Volvo share 45 percent ownership,
with CMA CGM
holding the remaining
10 percent. Also
announced at the
official launch, held
at the beginning of
April, was the new
CEO of Flexis, who
will be Philippe
Divry, while Krishnan
Sundararajan will take over as COO. The
electric LCVs will be assembled on a new
skateboard-type platform, which will offer great
modularity to fit various different body types at a
competitive cost, and will introduce major safety
improvements. One of the vehicles produced by
Flexis at Renault’s Sandouville plant will be a
stepvan, presumably modeled after those popular
in the U.S. market.
6
7

AWARDS
STY 2024: THE WINNING VEHICLES
IT'S GREAT
TO BE
CONFIDENT
Once again, two vehicles awarded out of three are electric. The path
to sustainability seems quite clear among the LCVs, as well as in
the distribution truck segment. As for heavy-duty trucks, some issues
still need to be solved. However, the signals coming from OEMs
make us think that the turning point may be close.
Let’s start by saying that energy transition
will certainly happen, although probably
not quite on schedule. At least not for
everyone. As the figures say, above 3.5 tons
it’s more difficult to have a boost, right now.
One of the reasons is that, as soon as you get
out of the cities, the range is often insufficient,
the charging times long and the transportation
costs prohibitive. Nevertheless, the the vehicles
awarded at the Sustainable Truck of the
Year in the latest editions show that the trend
is quite clear, at least in two categories out of
three. The Tractor category still awaits for the
first electric winner. This year, the MAN TGX
18.520 achieved a stunning result in terms of
efficiency in the Supertest conducted by our
sister platform Vado e Torno, breaking the 4
km per liter threshold. With a wide choice in
terms of configurations and 5 power ratings
available up to 480 hp, the DAF XD Electric
picks up the DNA of the now famous New
Generation.
Finally, the IVECO eDaily is the heir of a true
urban freight icon, featuring significant advancements
in terms of available range, connectivity
options ans ADAS.
Watch the awarding
ceremony
Awarded vehicles
The latest MAN
TGX 18.520 won
the Sustainable
Truck of the
Year award
in the Tractor
category. The
most sustainable
distribution truck
was the DAF XD
Electric. IVECO
won the STY in the
Van category with
the new eDaily.
tractor 2024 distribution 2024 van 2024
9

FACE-TO-FACE
VOLVO TRUCKS PRESIDENT, ROGER ALM
TAKING THE LEAD
With quite impressive
e-truck market
shares in both
Europe and North America,
Volvo Trucks is a benchmark
in medium- and heavy-duty
vehicle electrification. Nevertheless,
the Swedish brand’s
overall strategy does not neglect
renewable fuels or biogas,
with hydrogen on the
background. Starting from the
market figures, Volvo Trucks
President Roger Alm takes
stock of the current situation
and future development.
Almost half of the electric
trucks sold last year in Europe
are Volvo trucks, with
about 40 percent share in
North America, as well.
Can we say that Volvo is almost
the only ones building
and delivering them, or is it
due to the company’s particularly
aggressive business
strategy?
“Of course, I won’t talk about
our competitors or what they
are doing. We are focused on
“We have to take the legislation for
what it is and then adapt accordingly.
Let’s think of what’s been done with
the different emissions standards for
ICEs. As manufacturers, we have
invested a lot in new technologies to
meet the standards”.
the Paris agreement and Science-based
targets and that is
one thing, but we also believe
in the philosophy of sustainability
and zero emissions, in
order to reduce the pollution
and hand over the situation
to the next generations in a
better shape than we have
today. In 2019 we started the
serial production of our first
electrical trucks, and then
we had the development of
other models coming out. Today
we’ve got six models into
serial production and in the
month of May we will go up
to 8 models”.
What about the vehicle
availability, then?
“Thousands of Volvo trucks
are out in customer operations
driving down and delivering
goods every day. If we
sum up the number of kilometers
that all our e-trucks have
been doing, it’s around 35
Born in 1962,
Roger Alm
is currently
Executive
Vice President
of Volvo
Group, and
President of
Volvo Trucks.
Employed
since 1989,
he boasts
quite a long
experience
within the
Volvo Group.
millions of kilometers, more
or less 900 laps around the
world”.
Volvo will participate in the
ACT Expo in May. Can you
tell us how the North American
market is different
compared to the European
market?
“We’re talking about different
items and different
things, however at the end of
the day, it’s up to customers
and to legislators to make
the transformation happen, in
both cases. Moreover, several
customers, so transporters or
transport buyers, are global
and operate both in Europe
and in North America. As for
ACT Expo, I’m glad I’ll be
there as a keynote speaker,
and I believe the exhibition is
quite strong nowadays”.
Volvo Trucks has focused
very strongly on electric
mobility, although an open
door has been left open on
gas. With the Green Deal on
the brakes, given the high
costs as well, and with the
next European Parliament
most likely less skewed toward
decarbonization, what
will be the company’s priorities?
“I do hope that everybody is
focused on a more sustainable
future and then legislations
will come accordingly. I refer
for example to CO 2
taxes,
which will help accelerate the
transformation and promote
the shift to battery electric or
fuel cell trucks, or even go towards
the adoption of renewable
fuels, for instance. About
the legislation, we cannot do
so much, but we need to take
the legislation for what it is
and then adapt accordingly,
which we have been doing
so far. Let’s think of what’s
been done with the different
emissions standards for combustion
engines. As manufacturers,
we have invested into
new technology to meet the
emissions legislations in a
very successful way and that
is what we are doing as well”.
With the new FH Aero
range, Volvo has definitely
taken a step forward. Offering
a new ICE on the FH
16 might be considered as a
confirmation that diesel will
still have a long life. Is that
the case?
“I think it is a natural move
in the current transformation.
We’re not changing our
strategy, but rather following
it. To get to net zero we must
rely on different solutions. Although
we believe that most
of the volumes will be made
by battery electric trucks, this
is not the only viable solution.
We’ll have the fuel cells, then
hydrogen, or combustion engines
running on biogas, or
something else like renewable
fuels. We can say it’s a multi-technology
approach. Back
to the Aero truck range, we’re
very proud of the truck design,
but also in terms of safety features
and fuel consumption. I
have big hopes regarding this
new model range”.
The Euro 7 standard is expected
to come into force
with significant changes
compared to the very first
proposal. As a manufacturer,
is Volvo happy with the
current proposal? Why?
“With the Aero range, we’re not
changing our strategy. To get to
net zero, we must rely on different
solutions: electric trucks, fuel cells,
combustion engines running on
biogas or renewable fuels. It’s a
multi-technology approach”.
“First, I’d say it’s positive
that all the manufacturers
are working on reducing CO 2
emissions. That’s the main
target, and there are several
ways to do that. Euro 7 is one
of these. At the end of the day,
we want to reduce CO 2
emissions
in the fastest possible
way. We’re positive that this
is happening. Also, it needs
to be clear what we need to
do as manufacturers to meet
the legislation of the Euro 7
standard”.
Together with Daimler and
Traton, Volvo has launched
the Milence charging infrastructure
project. Some are
skeptical about the projects,
and someone recently said
‘stop dreaming’ when talking
of megawatt charging.
What is your response to
that?
“Let me put the thing in this
way. We all know that there is
limited charging capacity in
Europe. Of course, we need
to build a density of charging
points that should be similar
to the one we have today
when it comes to fuel stations.
Milence is one way to improve
this charging point density.
The availability of charging
stations is the one of the main
requirements for the customers
to consider working with
electric trucks”.
10
11

FACE-TO-FACE
THE ORGANIZERS OF ACT EXPO, LAS VEGAS
BIGGER THAN EVER
With a remarkable
conference programme
and hundreds
of exhibitors, ACT Expo
2024 is probably the most
awaited sustainable transportation
event in North America.
Lawren Markle, director
of media relations at GNA, a
TRC Company, helps us understand
the secret behind the
success of this exhibition.
We’re just ahead of this
year’s edition. In terms of
booked space, exhibitor
involvement, and visitors,
what are your expectations
regarding ACT Expo 2024?
I can tell you it’s going to be
the largest expo floor ever. We
have 350 exhibitors and sponsors,
with about 200 vehicles
on display. Until a few years
ago, ACT Expo was a tiny
corner at Long Beach convention
center. It grew about 50%
every year and finally we had
to move to Anaheim last year,
and now Las Vegas, where we
have much more space, be-
“The show is in its mainstream, with
fleets talking to other fleets about
what they’re doing when it comes to
electrification. We moved it to Vegas
because we needed more space,
so I’d suggest the visitors to wear
comfortable shoes this year!”.
cause we are growing so fast.
Last year we had over 12,000
visitors, this year we might
get closer to 18,000, so a
steady and consistent growth
over the years. At ACT Expo
we’ll see a very good mix of
technology.
Last year, the exhibition was
held in Anaheim, while this
year Las Vegas is the chosen
venue. Why have you decided
such change?
We needed to have more
space for vehicles, exhibitors
and attendees. This was the
main reason why we moved
the exhibition to Las Vegas.
Las Vegas convention center
is quite big, though, so I’d
suggest wearing comfortable
shoes this year! Jokes aside, I
think the show is in its mainstream,
with fleets talking to
other fleets about what they’re
doing when it comes to electrification.
Lawren Markle
is director
of media
relations at
GNA, a TRC
Company, the
organizers of
ACT Expo, to
be held in Las
Vegas from
20 to 23 May,
2024.
What are the major trends
and topics to be discussed
this year as for clean transportation
advancements at
ACT Expo?
Funding is a big part of the
program. Professionals often
don’t know how to deal with
incentives, tax credits and
so on, and coming to ACT
Expo can be a good way to
be aware.
Another trending topic is hydrogen,
now seen as a viable
solution mainly for fleets.
We’re seeing some companies
focusing their attention
on building up hydrogen
refueling infrastructure
in strategic locations along
the main freight corridors in
North America for heavy-duty
trucks. It’s exciting to see
it coming.
The last edition placed emphasis
on component manufacturers.
Will this be the
case again this year?
As the market matures, we
are seeing more and more
finished, commercial vehicles
and ready-to-use fueling
and charging products, which
are both of great interest to
fleets. There are still a fair
amount of components being
displayed, such as fuel cells,
e-axles, engines and other
components. Furthermore, the
conference is becoming more
“The big OEMs will be there, such as
Volvo Trucks, Navistar, Daimler Truck
North America, Mack Trucks, Peterbilt,
Kenworth. Even Tesla will have a
speaker at ACT Expo, and some more
companies like Nikola will participate
with a dedicated booth”.
and more international, with
numerous exhibitors coming
from Europe and Asia, too.
Can you please name some
of the major OEMs that
confirmed their participation
in this year’s edition?
The big companies will be
there, such as Volvo Trucks,
Navistar, Daimler Truck North
America, Mack Trucks, Peterbilt,
Kenworth, and I’m sure
I’m forgetting some of them.
All the big names will be
there. On stage we’ve assembled
all the big truck makers
together talking on the same
panel about electrification,
strategies, reducing emissions,
and more. Even Tesla
will have a speaker at ACT
Expo. Some more companies,
like Nikola for instance, will
be there with their own booth.
In terms of products, we do
expect new truck reveals.
What effect is the Inflation
Reduction Act having on the
industry?
The bigger picture is that a lot
of activities are happening at
the State level now. You have
some great federal incentives
too, such as the Inflation Reduction
Act, which allow for
big investments. Moreover, a
dozen states have adopted the
Advanced Clear Trucks rule.
That rule requires manufacturers
to sell an increasing
percentage of zero emission
trucks.
Also, the Advanced Clean
Fleets rule is a sort of sister
rule implemented in January,
requiring many fleets to
buy zero emission vehicles.
Fleets are starting to realize
that change is coming, and
“Funding is a big part of the ehibition
program, as professionals often don’t
know how to deal with incentives, tax
credits and so on. Another trending
topic is hydrogen, now seen as a
viable solution for many fleets. It’s
exciting to see it coming”.
investments are needed, now.
Regardless of what happens
with the national elections at
the White House or the Senate,
this transition is under
way.
So, you don’t foresee a
change of direction after the
next election in the U.S.
I think that what will happen
at the national elections
does not imply a big change
because you have these long
investment cycles like the Inflation
Reduction Act or the
Infrastructure Investment and
Jobs Act with tons of money
targeted towards to the transportation
sector in order to
promote zero- or ultra-low
emissions. And in terms of
fleets, they have an increasing
number of options in both
equipment and funding options
to make these transition
projects happen.
What are your plans to keep
the exhibition lively?
We created a market here
with ACT Expo for all the
professionals involved in zero-emission
vehicles. The
show almost makes the market.
Naturally, the exhibition
is going to attract companies
from all over the world. The
percentage of foreign exhibitors
is steadily growing and
it’s exciting to see.
12
13

FACE-TO-FACE
MILENCE, CEO VAN NIERSEN SPEAKING
NO TIME TO LOSE
The ultimate target is
quite ambitious, as
well as crucial for
the future of zero emission
long-haul transportation in
Europe. Milence, the joint
venture shared by Volvo,
Daimler Truck and Traton,
gathering nearly all the European
truck manufacturers,
seems to be the only viable
option to get a charging corridor
along the main road
commercial routes.
Anja van Niersen is the CEO
of the young company. The
one holding quite a big responsibility.
Nevertheless,
the road ahead is clear, and
the very first stage was set
some years ago, with the official
inauguration of the truck
charging hub in Venlo, in the
Netherlands, open to the vehicles
of all brands.
The newly inaugurated hub
in Venlo was huge news, at
the end of last year. How’s
the hub doing, some months
later?
“In addition to cooperation between all
stakeholders, we need bold decisions
from the European administration.
Over-regulation is slowing down the
transition and the market needs a
system of notification, planning and
anticipation”.
At the heart of Milence’s
mission is a commitment to
a fossil-free future for road
transport.
To achieve this, Milence is
developing its network with
a focus on creating green
corridors for road transport
connecting key logistics hubs.
The opening of the Venlo
charging hub is the first step
towards realising this vision,
and we are pleased to see that
since its launch in December
last year, it is already ahead
of plan in terms of utilisation.
We have already announced
the development of the second
phase, which should be operational
in the coming weeks.
This expansion will double
the number of loading bays,
allowing more trucks to use
our hub on a daily basis.
Looking at the following
months, what are the next
steps of the Milence project?
After serving
as CEO and
Chairman of
the Board
of a major
EV charging
network
provider, Anja
van Niersen
was appointed
CEO of the
newborn
Milence in
July 2022.
Is there any new hub inauguration
ahead?
As our target is to deploy at
least 1,700 charging points by
2027, we need to move at full
speed which is what we currently
do. There are a number
of hubs in development and
construction phase with two
major openings planned in
Q2: in France, near Rouen
and in Belgium at the Port of
Antwerp-Bruges. This last one
will be the biggest hub we will
open this year with the separate
sites and a total of 30
charging bays.
What are the main challenges
when it comes to designing
new public charging
hubs in Europe? Finding
the right location, ensuring
the necessary power supply,
getting all the red tape done,
finding the money, or else?
The transition to electrification
still faces some challenges,
but these can be overcome
with the right strategies and
policies. One of the most
important is future-proofing
electricity grids to support the
increased demand for electric
vehicles. This, together with
the complexities of sharing
data between different systems
and ensuring full interoperability,
are key elements in the
new ecosystem that needs to
be designed. Increasing the
“Our partnerships to develop
megawatt charging systems marks
a significant leap forward in the field
of EV charging. This technology isn’t
just about faster charging: it’s about
enabling long-haul electric trucks to
operate seamlessly across Europe”.
number of parking spaces that
can accommodate both rest
areas and charging facilities,
as well as the deployment of
the megawatt charging system,
will ensure the acceleration
of EV charging.
We know Milence is working
with valuable partners
(Hitachi Energy, for instance)
to develop megawatt
charging systems for the
coming years. Would this be
the actual breakthrough for
long-haul electric truck development
and penetration
in the market? Or even lower
power systems are suitable,
in your opinion?
Our partnership with Hitachi
Energy and others to
develop megawatt charging
systems marks a significant
leap forward in the field of
EV charging. This technology
isn’t just about faster charging;
it’s about enabling longhaul
electric trucks to operate
seamlessly across Europe.
While megawatt charging is
at the forefront, we recognise
that the Combined Charging
System (CCS) technology
will continue to be used and
have a key role in providing
versatile charging solutions.
Together, these technologies
meet a wide range of needs,
facilitating both quick stops
and overnight charging in
different locations.
As said, Milence has communicated
the ambitious
target of building over 1,700
high power charging points
in Europe by 2027. Do you
believe this is still an achievable
target? Why?
Yes, we are still very confident
“The transition to electrification still
faces some challenges, which can
be overcome with the right strategies
and policies. One of the most
important is future-proofing electricity
grids to support the increased
demand for electric vehicles”.
that we can meet this target,
given the pace we are on and
the number of sites we have
already contacted and are
developing. There is still a
lot of work to be done and
we are using all the learning
from the first hubs we open
to make sure we improve and
move faster for the others.
But working with the market
is key. In addition to cooperation
between all stakeholders,
we need strong commitment
and bold decisions from the
European administration.
Over-regulation is slowing
down the transition and the
market needs a system of notification,
planning and anticipation.
From your perspective, are
the manufacturers involved
in the joint venture showing
the right commitment and
support to reach the initial
targets?
The joint venture is a clear
commitment by our shareholders
to electrification. By
working closely together, we
can leverage each other’s
strengths and accelerate this
transition. This joint effort
will not only ensure the realisation
of our project goals,
but will also give the market
confidence and enable the introduction
of electric vehicles
in road transport.
14
15

FOCUS
EV: HOPES AND TROUBLES
IT'S A TOUGH
Volta Trucks
Tesla
Arrival
GAME
Nikola Motors
Challenges ahead.
Nikola Motors,
Tesla, Volta
Trucks, Arrival,
Hyzon Motors,
Rivian, Canoo,
Tevva. Eight
companies, eight
different stories,
each of them with
interesting meaning
and consequences.
The life of
newcomers is not
that easy.
Energy transition in the truck world brings
with it a change that it is no exaggeration
to call radical. From the production
of vehicles to their marketing; from after-sales
service to the overall management of trucks
and vans, a new world is opening up. A world
that has inevitably attracted the attention of
entrepreneurs and investors, who are eager to
test their skills in the design and manufacturing
of innovative vehicles, flanking and, therefore,
challenging traditional manufacturers.
However, the transition from the initial phase
of vehicle design and prototyping to the crucial
phase of vehicle marketing and production is
a quantum leap.
It is not enough to collect an electric motor
and various components to assemble a vehicle
to be then launched on the market; much
more is needed in order to be successful. Not
to mention that sales of electric trucks are not
taking off, at least not as fast as hoped, as we
mention elsewhere. Here are eight stories of
failure, hope and resilience.
Tevva
Exploiting the wave of electrification, several newcomers have tried
to approach the challenging and competitive scenario of commercial
and industrial vehicles. Some have succeeded, others continue to
struggle for survival and some have thrown in the towel. Let’s try to
take stock of the current, although ever changing situation.
16
Rivian
Canoo
Hyzon Motors
17

The end of the partnership with Iveco, inaugurated
in 2019, has decisively reshaped Nikola’s business:
no more expansion plans in Europe, but focus on
the North American market. At the same time, the
Arizona-based manufacturer has decisively focused
on hydrogen, creating the Hyla brand and aiming
to promote a dedicated ecosystem. In 2023, Nikola
manufactured 42 hydrogen-powered trucks and sold
35 of them, according to a report earlier this year.
And it was not a long ago that the first Hyla-branded
hydrogen filling station opened in California.
The stock market, however, is suffering: for the
second time in less than a year, Nikola is facing
the risk of ‘delisting’ from the Nasdaq index of the
American stock exchange, due to the low price of
the company’s shares. And the reputation damage
generated by the Trevor Milton affair - the company
founder sentenced to four years in prison and now
no longer involved in the business - continues to
weigh on the brand’s development.
ARRIVAL
THE END OF
A DREAM
NIKOLA MOTORS
BETWEEN HYDROGEN
AND DELISTING RISK
VOLTA TRUCKS
WILL IT RISE
FROM THE ASHES?
The failure of the Volta Trucks project took
everyone a little by surprise. The Swedish
manufacturer’s adventure seemed to be
well underway, with many expressions of
interest and pre-orders collected (suffice it
to mention the now famous 1,500 vehicles
booked by DB Schenker). However, issues
related to Proterra, a battery supplier that
was itself affected by liquidity problems,
scuppered (almost) everything. The
investment fund Luxor Capital Group took
over the brand and promised a second
life. However, a (major) downsizing of the
initial plans seems inevitable, since most of
the almost one thousand employees have
found new jobs and even founder Carl-
Magnus Norden has announced via social
media that he is starting a new business,
which is also linked to sustainable mobility.
Lately, the ‘new’ Volta Trucks announced
the signing of a further agreement with
Steyr Automotive to restart vehicle
production.
Manufacturing electric vans, but also buses and cars, in agile microfactories
spread across several European countries. Moreover, replacing
the (now many) disused factories scattered across Europe. An absolutely
revolutionary project, to say the least, which foundered in the face of
harsh reality and the difficulty of ‘becoming’ manufacturers. The first
bad signs came with the step back of the first CEO, Denis Sverdlov,
which was followed by news of workforce downsizing in Great Britain.
Then, Arrival announced that the company was leaving the bus and car
business to focus on manufacturing electric vans for the North American
market only. This is little, in truth, to think of a rosy future, and not even
cash injections from investors managed to save the day. Thus, February
brought the news of the opening of bankruptcy proceedings. Too bad.
TESLA
THAT SEMI
IS A MISTERY
When it comes to Tesla and its fatherin-chief,
Elon Musk, the verbal clashes
between enthusiasts and detractors
become heated. It applies to cars, a
business in which Tesla is undoubtedly
reaping commercial success, and even
more so to trucks. The American electric
vehicle manufacturer’s famous Semi
was announced back in 2017, with a
promise to go on sale two years later
and to guarantee 800 kilometres on one
charge. Things didn’t exactly turn out
that way and since then the first official
news of the truck came in late 2022,
with the delivery of the first vehicle
to PepsiCo and the start of some road
tests. At the beginning of last year, Tesla
announced its intention to invest $3.6
billion in its own production facility
for the Semi’s mass production. Since
then, little else has happened, with the
exception of the ever-present ‘deep
throats’ ready to wreck the project and
Musk’s plans to start series production
in 2024. The mystery deepens.
18
19

TEVVA
ELECTRIC AND HYDROGEN
MADE-IN-UK
First of all: the Tevva project is alive and kicking, although
it seems to be proceeding in slow motion compared to
initial proclamations. Tevva is a British start-up that has
been able to design electric trucks that can be fitted with
fuel cells capable of acting as range extenders and thus
increase the vehicle range. An idea applicable, according to
initial plans, to truck models of different class and overall
weight. In fact, also due to a relatively long development
process and approval times, the only model actually on
the market is a 7.5 tonne truck intended for mainly urban
distribution, which has been approved for Great Britain
and Europe. With the ‘mystery’, as far as the company
structure is concerned, of the merger agreement with
ElectraMeccanica, which was first announced and then
withdrawn. An agreement that would have guaranteed a
calmer future for Tevva and for which there are still legal
consequences.
RIVIAN
A COMPLICATED
MARRIAGE
Uniquely shaped electric vans, available for both freight and passenger
transport. Quite a simple idea, in theory, that of the American start-up
founded in 2017, which has lived these first years always on the razor’s
edge. Numerous budgets in the red threatened to undermine the
confidence of investors who had allowed the entire industrial project
to get off the ground. What allowed Canoo to stay on the market were
the orders it received from a number of US retail giants, from Walmart
(4,500 vehicles) to Zeeba (3,000), to Kingbee, a vehicle rental company
that pre-ordered as many as 9,300 vans. Canoo has started delivering
the vans this year and announced other important agreements,
including one with the U.S. Postal Service and one with NASA for the
supply of some passenger vans. These agreements are breathing life
into the whole project.
CANOO
LOOKING
FOR TRUST
Amazon’s firepower makes anything, or almost
anything, possible. Even making an electric van
tailored to one’s needs. It was 2019 when the
e-commerce giant struck a deal with Rivian, a
manufacturer based in Irvine, California, for
the exclusive supply of electric commercial
vehicles. The deal was fueled by Amazon
with an investment of around 700 million,
with the stated goal of purchasing as many as
100,000 electric vehicles by 2030 as part of
the overall plan to reduce emissions generated
by transport and logistics activities. Lately,
the partnership has continued, but last year
Rivian began trying to dissolve the exclusive
agreement that bound it to Amazon. The reason
is quickly stated: orders have so far fallen far
short of the admirable intentions, generating
losses in the manufacturer’s balance sheet.
Thus, Rivian’s Electric commercial van (ECV) has
been available on the market since last autumn.
Amazon remains an important partner, but not
the only one for the Californian manufacturer.
HYZON MOTORS
ALL-IN ON HYDROGEN
Since its foundation, Hyzon Motors has rhymed
with hydrogen. Founded at the end of the last
decade with the specific aim of facilitating the
decarbonisation of heavy transport, Hyzon
manufactures and supplies fuel cell-powered
trucks. Based in upstate New York, the company
has branches in Europe (HQs are in the
Netherlands), Asia and Australia. A number of
Hyzon trucks are currently operating in the US,
Europe and Australia: in 2023, Hyzon claimed
to have delivered 19 hydrogen-powered trucks
to three continents in a year described by CEO
Parker Meeks as complex. It is no mystery
that the whole hydrogen-powered transport
ecosystem is struggling to take off for various
reasons, from the cost of fuel to technology
development to the limited availability of
refueling stations. For Hyzon, as well as for Nikola,
the fear of ‘delisting’ from the Nasdaq index for
the company’s excessively low share price has
been raised in recent weeks. Parallel to vehicles,
Hyzon is working on the production of fuel
cells that promise high performance. Business
diversification may benefit the company’s health.
20
21

TRENDS
ZERO-EMISSION STATS
WAITING
FOR THE
SPARK
22
Let’s clear up any doubts right away: 2023
was not the ‘boom’ year for zero-emission
commercial vehicles, which continue
to represent, almost everywhere globally,
rather low percentages of the total number of
vehicles registered. As always, however, carefully
analysing market figures helps us to better
understand the trends at work, and imagine
what the near future might look like.
We are aware that regulatory developments,
especially but not only in the area of incentive
policies, may tip the balance one way or the
other. Similarly, any upheavals in the roadmaps
that have so far been mapped out by political
decision-makers (more specifically, the composition
of the new European Parliament that will
emerge from the June elections or the ‘colour’
of the next US administration) can undoubtedly
alter the picture.
Comforted by registration statistics, we try to analyse the evolution
of the zero-emission commercial vehicle market in Europe, the
USA and China, which are perhaps the three most significant
areas globally. With quite different dynamics and one point in
common between the three markets. Growth.
Being unable to predict the future, we have
preferred to play it safe and analyse what happened
last year in what can be considered the
three most significant areas of the world in
terms of the spread of electric vehicles, namely
Europe, the United States and China. An analysis
supported by some of the most authoritative
international associations or research bodies
(ACEA and ICCT for Europe; CALSTART
for the United States, and Interact Analysis for
China) who provided us with data, graphs and
even opinions. A note before we dive into the
statistics: the data for the EU and China refer
to the end of 2023, so they look at the entire
calendar year. As for the United States, the latest
available data are as of June 2023.
23

TRENDS
OUR QUALITY SOURCES
New EU commercial
vehicle registrations
1.0%
Trends and insights on light and heavy vehicle registrations
in the European market come from ACEA, the association
that brings together the major vehicle manufacturers. It is
currently chaired by Renault Group’s CEO, Luca De Meo.
On the ohter hand, ICCT, the International Council on Clean
Transportation, which operates on a global scale, is also
very active in monitoring the market, especially for zeroemission
vehicles.
The U.S. zero-emission truck market figures are provided
by CALSTART, a mission-driven, industry organization
focused on transportation decarbonization and clean air
for all, with its periodic report ‘Zeroing in Zero Emission
Trucks’. A close and competent look at the Chinese market
is provided by the international research institute Interact
Analysis, which operates in various markets, including the
commercial mobility market, with regular reports on the
Chinese context provided by senior specialists like Yvonne
Zhang or Shirly Zhu.
Europe: growth at slow speed
Let’s start with the big picture: in Europe, registrations
of vans (up to 3.5 tonnes) and trucks
(over 3.5 tonnes) increased last year. According
to ACEA, almost 347,000 trucks (+16.3%)
and about 1.5 million LCVs (+56.8%) were
registered in the 27 countries of the Union.
EU: ZE sales share by vehlcle type
and reglon of manufacturer
Heavy trucks
Zero-emission sales share
0.8%
0.6%
0.4%
0.2%
0%
0.9%
2015 2017 2019 2021 2023
Light and medium trucks
10%
8%
6%
4%
2%
0%
Source: ICCT
4.8%
2015 2017 2019 2021 2023
1,600,000
1,400,000
1,200,000
1,000,000
800,000
600,000
400,000
200,000
0
Source: ACEA
2022 2023
The European market of commercial
vehicles was quite positive in 2023, with
remarkable growth both in the light and
heavy-duty segments. The share of ZE
vehicles is growing in both segments,
although remaining quite small.
So, it is an overall healthy market, certainly recovering
from the somewhat stuttering last few
years. Again according to ACEA data, there
were 5,279 ‘electrically chargeable’ trucks,
i.e. electric or plug-in hybrid, over 3.5 tons in
2023. They are almost equally divided between
medium-duty and heavy-duty, a 234% increase
U.S. ZET Deployments by
Vehicle Model Year (2017-June 2023)
18.000
16.000
14.000
12.000
10.000
8.000
6.000
4.000
2.000
Deployments by Model Year
Cumulative Total
0
2017 2018 2019 2020 2021 2022 H1 2023
Model Year
ZETs are defined as Class 2b-8 commercial vehicles, including
cargo vans, MD step vans, MD trucks, HD trucks, refuse trucks,
and yard tractors.
Data source: CALSTART research
Vans
Trucks
year-on-year, with the Dutch and German markets
characterised by the highest increase and
accounting for about 60% of the overall market.
Seemingly large numbers, but the share
of electric trucks in the total is only 1.5%, still
up from 0.8% in 2022. Electric vans, on the
other hand, gained two percentage points of the
total, rising from 5.4% to 7.4%, an increase of
56.8% year-on-year thanks mainly to countries
such as the Netherlands, Spain and France.
A slightly different picture is offered by ICCT,
the International Council on Clean Transportation,
which in its latest report offers a subdivision
into heavy trucks (with a total mass above
12 tonnes) and ‘light and medium trucks’ (from
3.5 to 12 tonnes), with the first category going
from 820 units registered in 2022 to 2,600 in
2023 (0.9% of the total). Looking at individual
EU countries, Germany and France dominate
with around 30% of the total respectively,
ahead of the Netherlands (11%) and Sweden
(10%). Interestingly, Volvo Trucks has 42%
of the market share, with Renault Trucks just
above 30%; both of them are well above their
share when looking at the conventional truck
market. The only other manufacturer with a
share above 10% is Mercedes-Benz.
The second category, light and medium, grew
by a good 28% compared to 2022 for a total
of 3,100 registrations in Europe, about half of
which were in Germany. In terms of vehicle
types, almost 60% belong to 4x2 wagons and
the remainder to 4x2 vans. Market leader in
this segment is Ford E-Transit, with just under
40% of total registrations, ahead of Fiat Professional
and Maxus, respectively above 20%
and above 10%. Then IVECO and Mercedes,
whose market shares among conventional vehicles
have ample room for growth.
USA, the market is still young
It is worth repeating that in this case, the data
compiled by CALSTART refer to the first
half of 2023. Considering all ZE vehicles of
3.5 tons and up, just over six thousand units
(6,088) were registered in the first half of last
year, compared to an overall result in 2022 of
just under 10 thousand. The US market is still
a very young one, if we consider that the total
number of ZE trucks registered up to June 2023
is 17,734 units, with the vast majority consisting
of the ‘cargo vans’ category, i.e. models
with a mass between about 3.5 and 4.5 tonnes.
It’s a trend that hasn’t changed in the first six
months of 2023, with 5,297 cargo vans registered
compared to, say, 441 heavy-duty trucks
made available nationwide: different numbers
for the two fastest-growing segments, albeit for
very different reasons, as Jacob Richard, Technical
Project Manager, Trucks at CALSTART,
explains. “Cargo vans have limited market
barriers with smaller batteries, lower upfront
costs, high production volumes and ideal duty
cycle capabilities, which makes them an ideal
segment for electrification today. HD Trucks,
on the other hand, are seeing greater incentives
Top brands.
In 2023, 42% of
heavy-duty electric
trucks sold in
Europe were Volvo,
and 30% were
Renault Trucks
models. Belonging
to the same group,
the overall share is
quite high. The only
other manufacturer
with a share above
10% is Mercedes-
Benz. Things
might change in
the next years,
when some more
manufacturers
enter the market
and start delivery
their vehicles.
24
25

TRENDS
U.S. ZET Deployments and Market Share by Segment (As of June 2023)
Vehicle Segment ZET Deployments Total Stock ZET Market Share
Cargo Van 14,400 3.687.740 .39%
MD Step Van 843 266.866 .32%
MD Truck 442 3.573.915 .01%
HD Truck 867 5,104.926 .02%
Refuse 48 118,135 .04%
Yard Tractor 1.134 23.437 4.84%
Total 17,734 12,775,019 .14%
Source: CALSTART
Below one.
According to
the latest data
released by
CALSTART, the
share of zeroemission
vehicles
in the overall
market in the U.S.
remains small,
below 1%, as
shown in the chart
above. Below, a
couple of trucks
of the newlyintroduced
Daimler
Truck EV brand
for LCVs in North
America, Rizon.
26
and more push to decarbonize as a lot of those
vehicles are domiciled in disadvantaged communities,
particularly around ports”.
Talking about incentives, in order to imagine
future trends, it is crucial to assess the impact
of the Advanced Clean Trucks (ACT) regulation,
adopted by 11 federal states and requiring
manufacturers to sell an increasing percentage
of zero-emission vehicles over time. “California,
being the first to adopt the regulation
in 2022, has already surpassed its truck sales
goal two years ahead of schedule and states
that have passed the Advanced Clean Trucks
(ACT) regulation account for 38 percent of all
ZET deployments despite making up just 25
percent of all truck registrations”, says Jacob
Richard. Another hot issue is that of infrastructure,
on which the investment plan envisioned
by the Biden-Harris administration is focused
with the promotion of several dedicated projects.
“Access to charging is a prominent consideration
for fleets interested in going electric”,
says Richard. “There will be fleets for
which it doesn’t make sense to purchase and
install their own chargers or lease their depots,
but they will need en-route charging facilities”.
China. Towards a mature market
The situation of zero-emission commercial
vehicles in China is quite different from what
has been described so far. There, the ‘boom’,
at least in terms of numbers, has been expe-
New energy truck sales in China in 2023: the top ten OEMs
Ranking OEM Sales(Units) YoY Market Share
1 Geely 30.396 95% 20.9%
2 Seres 12.956 156% 8.9%
3 Dongfeng 10.044 4% 6.9%
4 Foton 9.846 24% 6.8%
5 SAIC Motor 6.248 7% 4.3%
6 XCMG 6,182 110% 4.2%
7 Yutong 6.092 37% 4.2%
8 Guanaxi Auto 5.429 10% 3.7%
9 SANY 5.334 27% 3.7%
10 Shineray 5.149 2% 3 5%
Others 47.896 32 9%
Source: Interact Analysis
rienced in recent years, many more manufacturers
are on the market with zero-emission
vehicles, and government incentives have
already been provided and have now been
partially reduced. In 2023 (a figure that also
includes buses), registrations of ‘new energy’
commercial vehicles, as by the Chinese definition,
exceeded 308 thousand, up about 30%. A
large part of these, of course, relate to LCVs
(242 thousand, up more than 46%), while registered
new energy trucks are around 34,000,
a 36% increase for a market share of 5.5%.
Interestingly, more than 3,600 fuel cell trucks
were registered in China in 2023: these figures
are unimaginable elsewhere in the world, although
according to Yvonne Zhang, Research
Associate at Interact Analysis and an expert on
the Chinese market, the performance of fuel
cell vehicles has been “below expectations”
due to “lack of infrastructure and delays in
the provision of subsidies”. Hybrid trucks are
also growing strongly, +270% and more than
5,300 units registered last year. Also according
to Yvonne Zhang, this increase is due to the
advantages of this type of vehicle, i.e. “lower
cost and flexible charging compared to battery
electric vehicles, as the national subsidy for
BEVs was withdrawn”. For the current year,
the penetration of new energy trucks is expected
to continue its growth, reaching “7 percent
of the total market, with a total of over 200,000
units registered this year”.
Looking at manufacturers, last year more than
190 companies sold new energy trucks in China,
with 67% of the market in the hands of the
top 10 brands. “Geely, Foton, Dongfeng and
Series are leading players in the new energy
light-duty truck market. SANY, XCMG and
Geely are big players for heavy-duty trucks
and Yutong Group and Infore Enviro are top
two vendors in the medium-duty truck market”,
confirms Yvonne Zhang. “Overall, these
major suppliers who are also leading players in
the ICE truck market, remain in lead in recent
couple of years and we have not foreseen any
emerging new players yet in the market”.
Start-up.
Young Chinese
start-up Windrose
Technology is
working with the
global retailer
Decathlon on a
hughly promising
e-truck model, quite
similar to the Tesla
Semi.
27

PREVIEW
VOLVO FH AERO
THE LONGER
THE BETTER
It has emerged from the starting blocks
of 2024 with a sprint worthy of the best
hundred-metre runner launched towards
a prestigious goal, with all the strength and
weight of its history, tradition and above all the
technological know-how that has always characterised
its actions. Over the years, Volvo has
never renounced to innovation, not as an end
in itself and less so flaunted as an easy slogan,
but rather as an element capable of improving
the level of efficiency and safety that are the
hallmark of Volvo Trucks products.
Extended cab, reduced fuel consumption
In short, for the Gothenburg-based manufacturer,
a sprint start that tastes like a breakaway,
such as to force its competitors into hot
pursuit. In order, and almost at the same time,
to enrich the Swedish brand’s offerings came
the FM Low entry, the first exclusively electric
vehicle (see the dedicated box), the new 17-litre
diesel engine with top power of 780 bhp
and, of course, the FH Aero series.
The FH Aero is the perfect synthesis of this.
Starting, of course, from the basis of the iconic
FH, the designers in Gothenburg have changed
the cab size, lengthening it at the front by 240
millimetres. A possibility granted by virtue of
the amendment introduced by the European
Commission regarding the limit gauge (and
already exploited by DAF for its XG). In this
way, the refined aerodynamics, achieved by
improving the drag coefficient, combined with
the digital camera monitor system (with automatic
panoramic function following the trailer
when turning), has resulted in a cut in energy
consumption and emissions of up to 5 percent.
FH Aero is also Electric and Gas
The new Volvo Aero will be available, as early
as 2024, in four different versions: FH Aero,
FH Aero Electric, FH Aero gas, FH16 Aero.
So, not an exercise in style intended as a simple
special edition, but a genuine line of heavy
roadsters, within which, moreover, it is possible
to choose between different powertrain
technologies: diesel, gas, electric. And with all
the safety and comfort features that, in the case
With the unprecedented variant in the FH range, Volvo is setting the
new benchmark for heavy-duty trucks. The cab is 24 cm longer, with
refined aerodynamics and elegant lines, while fuel consumption is cut
by up to 5 percent in the ICE trucks. All this is available in four
versions, including full electric.
28
29

PREVIEW
BORN ELECTRIC
In its own way, the Volvo FM Low entry is a first. It is the
first Volvo truck designed and built solely with electric
drive. Based on the FM series, the Volvo FM Low entry is
a vehicle whose characteristics make it perfectly suited to
the wide variety of uses in urban areas of large and small
cities: from waste collection to distribution to construction.
The access and the correspondingly low driving position of
the cab, which has been moved forward, provide the driver
with an excellent view that translates into greater safety.
Ergonomics, comfort and use of space on board are other
hallmarks of the Volvo FM Low entry. The truck will be
produced from the second quarter of 2024, and will initially
be available in Europe, Turkey, Australia, and South Korea.
The Aero concept.
Aero is a word that
deliberately invokes
the concept of
aerodynamics, so
the heavy-duty
FH truck definitely
changes its face.
And there’s more,
as the cab is made
longer by 240 mm,
further refining the
lines and design
in search of the
best air penetration
coefficient.
of the FH Aero, are so many strong points:
from the further improved I-See, to the dragfree
disc brakes, i.e. without parasitic clutch
for better braking capacity, from the intuitive
infotainment to the microwave oven.
“Our most efficient truck ever”
A flagship vehicle, which Volvo Trucks president
Roger Alm himself describes as “our most
efficient truck ever, safe, with an attractive design
and superior quality. A vehicle designed
for the success of our customers”.
Witht the big news of the camera monitor
system, instead of the conventional mirrors,
which ensures not only further vehicle effi-
ciency and reduced consumption in case of
ICE models, but also extremely good view in
nearly all the conditions, from sunlight to rain,
up to darkness of inside the tunnels.
In its electric version, i.e. with zero emissions,
it has all the credentials to be an extra weapon
in the offensive that Volvo is launching in the
field of electric trucks in Europe. In 2023, the
Swedish manufacturer maintained its dominant
position, in terms of sales, among electric
vehicles, marking a +265 percent increase over
2022 with almost two thousand e-trucks registered
(1,977). Volvo’s market share in Europe
is growing - and this is not a detail - from 32
percent in 2022 to over 47 percent in 2023.
30
31

PREVIEW
THE NEW MERCEDES E-SPRINTER
HERO OF TWO
WORLDS
It glided into Europe directly from the
States, where it was unveiled, bringing
with it what Mercedes describes as ‘a multitude
of technical innovations’ that accentuate
its versatility, comfort and efficiency. The new
eSprinter, the 100 percent electric version of
the large van with the three-pointed star symbol
on the radiator grille, has not simply picked up
the baton from the previous model in the wake
of the ex-pected and anticipated handover. On
the contrary, proceeding swiftly on the road to
the complete elec-trification of the range, it has
added a whole series of contents that, taken
as a whole, make the German manufacturer’s
best-seller in light vehicles capable of setting
the pace in its market segment. This is certainly
not a new role for the series launched
almost thirty years ago, in 1995, which very
quickly made its way into the hearts of drivers
and fleets.
The ability to meet customers needs, versatility,
performance combined with the style, elegance
and comfort that Mercedes would never
Launched in the United States and now also available on the
European market, the Star’s full-electric large van is distinguished
by hi-tech solutions and contents that make it a versatile all-rounder,
at the top in terms of efficiency and range. Let’s find out how
Mercedes managed to improve the main vehicle features.
32
33

PREVIEW
ENERGY RECOVERY
The efficiency of the new Mercedes eSprinter also includes
energy recovery through regenerative braking. With the
new generation of the Star’s full-electric van, four levels of
manual regeneration are available, namely D-, D, D+, D++.
But, in addition to this poker of possibilities, the eSprinter
adds the more refined D Auto function. This is basically the
function through which the rate of energy recovery occurs
fully automatically, depending on traffic conditions. It is easy
to use: the Eco Assist on the vehicle dashboard ‘alerts’ the
driver when it is time to lift their foot off the accelerator.
Once the pedal is released, the system can automatically
calculate the right recovery force to be applied.
Increased range.
The lithium/
iron phosphate
battery technology
allowed Mercedes
to increase the
range of the new
eSprinter, capable
to travel 475 km
(from Stuttgart
to Munich, and
back) with a single
battery charge
during a preliminary
test in Germany.
be able to do without. These are the pluses that
have always been distinctive of the Sprinter
and are now characteristic, with even greater
emphasis, of the zero emission version with
rear-wheel drive.
That three-module concept
This version is based on the three-module
concept, thus expanding the range of variants.
The front module houses all the high-voltage
components. The middle one is home to the
battery, housed in the underbody for the benefit
of a low centre of gravity, hence better handling
and driveability. The third module, on the
rear, houses the electric motor (synchronous,
with permanent magnets) and the also electric
rear axle, which are combined for the first time.
The power unit, weighing around 130 kilos,
is available in two power levels, 100 and
150 kW (136 and 204 hp, respectively), with
a torque of 400 Nm. It is powered by a lithium-iron-phosphate
battery.
In the launch programme, the eSprinter will
initially be available in the United States and
Canada with the 113 kWh battery version,
while in Europe the Star’s rear-wheel-drive van
will include the 56 kWh battery and, later this
year, also the more muscular 81 kWh version.
The declared driving range values are remarkable:
up to 440 kilometres (WLTP cycle),
rising to 530 calculated in the urban cycle.
All this also takes into account the possibility
of optimising vehicle efficiency and energy
consumption by exploiting the various driving
modes. There are three of them: Comfort, the
most advantageous, Economical, with limited
engine power, and Autonomy, which in addi-
Highlights
Model type Mercedes eSprinter
Est. range
440 km (WLTP)
Battery type lithium/iron phosphate
Battery capacity
113 kWh
AC charger
up to 9.6 kW
DC charger
up to 115 kW
Est. charging time (DC) 42 min (10-80%)
E-motor max. power 100 or 150 kW
E-motor max. torque
400 Nm
tion to limiting power limits the use of functions
such as air conditioning, for example.
The battery charging systems are the classic,
either AC or DC with power up to 115 kW.
Always connected to the latest on-board
technology, including the MBUX system, the
eSprinter does not forget on-board safety. The
bouquet of systems is extensive. They range
from Active brake assist (standard) to Blind
spot assist, to Attention assist, up to the optional
digital rear-view mirror that redirects the
images captured by the High dynamic range
camera installed at the rear, in the upper part
of the windscreen, to the classic mirror in the
centre of the windscreen.
34
35

INSIGHT
REPORT FROM POITIERS
FRENCH
STYLE
BATTERIES
The year 2024 will be the one of balance
in terms of Ebitda for Forsee Power, a
manufacturer of battery modules ‘made
in France’ whose core business is public transport
(two thirds of sales can be attributed to
the bus sector). At the end of February, we had
the opportunity to visit the Poitiers production
plant, where the company aims to double its
production capacity to reach 4 GWh by 2028.
The French factory, opened in 2022, is the pivot
of a global network that includes a second
European plant in Wroclaw (Poland), a plant in
Ohio (USA), and two Asian factories: in Pune,
India, and in Zhongshan, China.
An intelligent brownfield operation
The Poitiers plant stands on the ashes of an
industrial complex where the American group
Federal Mogul produced pistons for diesel ve-
We had the opportunity to visit Forsee Power’s highly automated
battery assembly factory in Poitiers, with an installed capacity
of 2 GWh and the aim of expanding up to 4 GWh by 2028.
What about the company’s profits? Ebitda is expected to balance
this year. Here’s the chronicle of our plant tour.
hicles before ceasing operations in 2014. Forsee
Power, in short, made a brownfield operation
with substantial help from the institutions
(government, Grand Poitiers agglomeration,
Nouvelle-Aquitaine region), which helped finance
the renovation and redevelopment of the
factory in order to attract new players in the
tech sphere. Forsee Power is actually renting in
Poitiers for a total of twelve years. On the other
end, the technological equipment is entirely
borne by the group (which in 2021 benefited
from a 50 million euro loan from the EIB, the
European Investment Bank). The equipment
is distributed over the 10,000 square metres
dedicated to production, to which are added
2.5 square kilometres dedicated to components,
Technology.
The product
portfolio is broad,
with NMC and LTO
battery types, now
joined by lithiumiron-phosphate
(LFP) battery
modules.
36
37

INSIGHT
Two shifts.
The Poitiers factory
currently operates
in two shifts, with
the possibility to
increase up to
three to reach
2 GWh installed
capacity. The
French company’s
target is to double
production capacity
before the end of
the decade.
ical components quickly. Between the buildings
there is a pool of water where suspicious
‘pieces’ can be thrown. A precaution, that of
training workers to manage the fire risk, which
the company assures us was adopted entirely
voluntarily, without being required (incredible
but true) by regulations.
The production lines, five in all, feature a high
level of automation. The technical check on the
integrity and good condition of the cells, the
first step in the production process, is the prehoused
in a building constructed from scratch.
To conclude our space overview, here is another
2,000 square metres dedicated to shipping
operations.
How to manage the fire risk
Our journey through the company’s production
lines starts in the safety room. A squad of the
company’s workers is trained to intervene in
the event of a fire, including the qualification
to drive a forklift in order to move any crit-
rogative of a robot, as is the arrangement of the
cells in ‘stacks’ (a kind of cell column), which
are then arranged in modules and battery packs.
Instead, the workforce of the French plant is
responsible for the installation of the electrical
and electronic components: from wires to the
PDU (Power Distribution Unit), the electrical
infrastructure is manually assembled and controlled.
The same approach is implemented at
Forsee Power’s plants in China and the United
States.
The factory employs around 200 workers and
has enough installed capacity to reach 2 gigawatt-hour
(GWh) per year at maximum operation
(three shifts). At present, the factory works
in two shifts.
From first to second life applications
Forsee Power’s focus is not only on the development
and manufacturing of batteries for the
so-called ‘first life’, i.e. use as traction accumulators
for electric vehicles, but extends to
the management of ‘second life’ applications.
Outside the French company’s perimeter remain
cell production (for which the company
sources from a number of partners among
which Lg, Toshiba and Calb have a prominent
position, in addition to well-known names such
as Samsung Sdi, Northvolt, Panasonic, Blue
Solutions) and recycling management.
The company’s strategy does not include the
car segment and focuses on heavy vehicles
(not only buses and trucks, but also construction
and rail) and light vehicles (scooters and
tuk-tuks for which the Far East markets are
voracious). Commercial vehicles accounted for
85 percent of sales in 2023, up from 79 percent
in 2022.
In terms of business performance, revenue
growth in 2023 was 54 percent. The turnover
is 171 million euros. As mentioned at the beginning,
2024 is expected to be the first year
with positive Ebitda in the history of Forsee
Power. The company’s ambitious target is to
reach a 7 percent Ebitda margin in 2028.
Plans for China, the U.S., India and Europe
Looking at the company’s strategies globally,
the Chinese factory, operational since 2003,
has a similar production capacity target of 4
GWh per year over a four-year period, also on
five production lines spread over 10,000 sqm.
What about India? Two lines on 2,000 square
metres, focus on light vehicles (the electric
tuk-tuk market is very promising), target of
2 GWh in 2028, up significantly from 0.4 in
2022. The U.S. plant, with the same extension
as the French factory, started operations at the
end of 2023 and is expected to ’give birth’ to
1 GWh of modules this year, with a target of 3
GWh in 2028. In Poland, Forsee Power maintains
production of around one million small
battery packs for various uses, including service
centres.
The product portfolio is broad: NMC and LTO
(the latter is reserved mainly for fuel cell vehicles
or pantograph electric vehicles) have been
on the list for some time; the latest novelty is
the foray into lithium-iron-phosphate (LFP),
which will be introduced in the second half
of 2023. This news is in response to a general
trend whereby LFP is gaining significant
ground (a similar move was recently made by
BorgWarner). BloombergNef analysts wrote
this in black and white two years ago (‘LFP
batteries have significantly increased their market
share over the past three years and are expected
to account for 40 percent of EV sales in
2022’). Among the company’s ‘jewels’ are the
Zen Slim modules, which are characterised by
their extra-slim design and intended for direct
integration into the chassis.
Multi-vehicle.
According to
the company’s
own figures,
135,000 vehicles
are equipped
worldwide, an
overall figure
‘drugged’ by
large volumes
of scooters and
3-wheelers for
the Asian market.
Buses are the
group’s core
business.
38
39

SMART TEST
MERCEDES eACTROS 400
BORN
ELECTRIC
Electric technology applied to heavy vehicles
over 16 tonnes is no longer new.
Or, at least, it shouldn’t be. It has been
talked about for some time now, and not only:
there is practically no truck manufacturer today
that does not have at least one model in its
catalogue along these lines. With the eActros,
however, Mercedes is fielding a truck that, under
the familiar guise of its flagship model, is
born electric, not ‘transformed’. Indeed, it was
the first to offer the electrified axle and batteries
located inside the chassis.
The road is traced
The battery-powered vehicle technology, in
short, is certainly young but at the same time
we can also define it as sufficiently mature.
From the earliest tests to the present day, and
we are speaking in general, not about a specific
brand, the upgrade in efficiency has been remarkable,
especially with regard to two aspects
that make all the difference: driving range and
charging time.
Our test behind the steering wheel of the eActros 400 clears up
many doubts about the efficien use of a full electric truck in
regional distribution. It is equipped with four battery backs for
a range of about 400 km. And the Star’s e-truck range now also
includes the City Tractor version...
40
41

SMART TEST
THE RANGE GETS BIGGER
While we wait for the guest of honour to actually sit
down at the table (read: for Mercedes to start production
of the eActros 600 for the medium-to-long haul), the
electric range of Mercedes-Benz Trucks has recently been
bolstered with the City Tractor variant of the eActros,
which is to all intents and purposes the Star’s first ‘born
electric’ road tractor.
In terms of the overall design for the vehicle and electrified
powertrain, very little changes compared to the version
we describe on these pages. There are more options for
customers to choose from, especially in terms of vehicle
equipment.
Before it was put on the market, the eActros 300 City
Tractor underwent stringent testing, during which
Mercedes engineers focused in particular on the vehicle’s
safety systems, performance and range.
You can see it in action with your own eyes by scanning the
QR code below.
Watch the eActros
300 City Tractor
in action
Yet, it still happens today that whenever a
heavy electric vehicle is approached (and it
is happening more and more often), people’s
first feeling is mistrust, which is certainly the
result of the cultural-historical habit of considering
freight transport, at least mediumand
long-haul transport, to be the exclusive
The eActros in the City Tractor
version, e.g. the one you see above, is
compatible with all common European
semitrailers, taking into account the
maximum permitted tractor/trailer
combination length.
domain of the dear old internal combustion
engine.
Perhaps, the time has really come to review
certain principles that are considered
indispensable. The road to transition to fully
decarbonised freight transport, however long
the path may still be, is certainly marked out.
And, sooner or later, electric technology will
take the stage. With peace of mind not only
for the most conservative, but more generally
for an era that now seems to be marked.
Mercedes, which is well aware of this,
looks to electric technology with the conviction
and strength of a brand that has always
driven change in the maturation process that
has affected the truck sector in its various
areas, from safety to aerodynamics to comfort,
and more generally from a technological
point of view.
Mercedes proves that it can be done
The eActros, which we had the opportunity to
drive during the Roadshow organised last year
by Mercedes, fits perfectly into this perspective,
while at the same time helping to clear
certain clouds of doubt about the efficiency and
use of an electric truck in heavy medium- to
long-distance distribution. The few kilometres
covered was enough to appreciate a couple of
‘details’ that make the eActros a full electric
truck in its own unique way. And our following
approach with the eActros, this time in the road
tractor version, Mercedes’ first zero-emission
model, only confirmed our first impression.
The video of our test with the eActros 300, in
the City Tractor version, is available via the
QR code in the article.
The first of these details, which is immediately
and pleasantly noticeable, is that of a
truly remarkable, almost total operating (and
Highlights
Model type Mercedes eActros 400
Gross Vehicle Weight
27 ton
Wheelbase (1 st to 2 nd axle) 4,900 mm
Est. range
up to 400 km
Battery type
lithium-ion
Battery capacity 448 kWh (4 packs)
Est. charging time (DC, 80 kW)
3 h 15 m (up to 80%)
Est. charging time (DC, 160 kW)
1 h 40 min (up to 80%)
E-motor max. power 400 kW (543 hp)
driving) silence. Rather than attacking the road,
our three-axle 6x2 (with liftable third steering
axle) seems to caress it. On board, there are no
hisses, vibrations or any even small annoying
noises, as if the wheels were not even in contact
with the asphalt. Comfort, and above all
the driver, gives thanks.
Electric axle with two integrated motors
This is clearly due to the design and architecture
of a vehicle which, and here we come to
the second distinguishing feature, dispenses
with the classic drive shaft to present the true
technological heart of this truck: an electric
rigid axle with two integrated electric motors
combined with a two-speed gearbox. Liquid-cooled,
the motors generate 330 kW of
continuous power (and 400 kW peak). Energy
is supplied to the eActros 400 by a module
with four battery packs (three on the eActros
300), each providing 112 kWh of capacity.
Hi-tech equipment and mirror cams
In this configuration, the heavyweight Mercedes
claims a range of around 400 kilometres before
recharging with the classic options (AC or DC).
In terms of driving, the eActros is thoroughly
enjoyable, even more so by adopting a shrewd
driving style that allows energy recovery under
braking. And to keep the driver company, there
is top-level equipment, ranging from the mirror
cam (second generation) to the digital cockpit
to the ABA (fifth generation).
In the article, we
mentioned the
awaited eActros
600, the very
first electric truck
developed by
Mercedes-Benz
for medium- and
lon-haul tasks. The
truck was officially
launched in
Autumn 2023. Last
winter, Mercedes
conducted several
tests in challenging
conditions.
Some European
customers have
already ordered
the vehicle, with
the first deliveries
expected by the
end of this year.
42
43

SMART TEST
NISSAN TOWNSTAR EV
THAT
DRIVING
FEELING
44
If the Nissan eNv200 was the pioneer of
electric commercial vehicles, and for a
long time the market leader in the segment,
the Townstar can certainly be identified as the
turning point vehicle. In the sense that the Japanese
brand wanted to accompany its launch,
in 2021, with the decision to definitively retire
the diesel engine, relying solely on the 1.3-litre
petrol engine and, precisely, on the electric
motor.
A change of pace, or rather, a change of strategy
aimed, that much is clear, at increasingly
sustainable freight mobility. But at the same
time referring to the short term; certainly a
risky strategy. Clearly, however, Nissan took a
calculated risk. Or, if you like, it started a carefully
planned path that the Japanese brand has
pursued with tenacious conviction. Indeed, the
results speak for themselves. Nissan’s sales of
It moves with great ease in the city and in the tightest of spaces,
but does not disdain the most brilliant gear on fast, flowing
routes. Elegant and with a modern design, the Nissan city van
also impresses with its functionality and practicality. We tested the
vehicle in an urban environment.
commercial vehicles increased by 81 percent
in 2023 compared to 2022. And the Townstar
contribution was decisive, as it was very well
received by customers.
That legacy to be secured
This is enough to put the zero-emission,
full-electric version of the compact Nissan on
a strain. Heir to the eNv200 that ‘danced’ with
great success on the market for a decade or so
from 2009 onwards, at first arousing curiosity
for its novel proportions that broke with established
patterns, the Townstar is closely related
to the Renault Kangoo E-Tech, with which it
shares the Alliance’s CMF-CD platform, as
well as the (Renault) production site located
45

SMART TEST
The silent city.
The Townstar
offers the full
standard equipment
with everything
that should not
be lacking on a
modern city van.
In driving it then
shows itself to
be docile and
maneuverable
as well as quiet.
The quality of the
interiors is higher
than expected.
THE BIG BROTHER IS COMING
Starting in September, the ‘big brother’ of the
Townstar will also arrive. The Interstar is to all
intents and purposes the heir to the NV-400.
In addition to the diesel engine, the Interstar
will naturally also be available in a full electric
version with 87 kWh batteries promising a driving
range of 460 km, in the wake of the new large
electric vans that manufacturers are launching
on the market in recent months. With DC fast
charging, up to 252 km can be recharged in just
30 minutes. Alternatively, there is a version with
a 40 kWh battery, which offers a range of around
200 km, suitable for those travelling shorter
distances during the day. Nissan has also worked
on the vehicle’s aerodynamics, with a 20 per cent
reduction in drag (SCx). The result is less fuel or
battery power consumption and therefore greater
range and lower running costs for businesses.
in the French city of Mauberge.
Having said that, at first glance it seems like
a vehicle with a modern, avant-garde design,
whose stylistic features are reminiscent of the
brand’s (electric) cars. It is also immediately
clear that it is a vehicle designed and built
for customers seeking practicality and space.
The presence of the asymmetrical rear double
doors, which open 180 degrees, and the sliding
side door (as a standard) on the right side, hint
at the remarkable ease of access to the compartment
(with LED lighting) for loading and
unloading operations.
A payload of more than 600 kg
This well-dimensioned compartment offers a
volume of 3.3 cubic metres, but rises to 3.9 by
adopting the Pack space, i.e. the option that
includes the swivelling bulkhead, instead of the
full bulkhead without windows, combined with
the retractable passenger seat.
The payload of 612 kilos is also good. These
values change if the choice falls to the long
wheelbase L2 variant, with a length of 4,910
mm (as opposed to the 4,486 mm of the short
wheelbase L1) and a load capacity of 4.3 cubic
metres that rises to 4.9 by folding down the
passenger seat.
Inside the passenger compartment, the distinguishing
feature, in addition to the quality of
materials and the care taken in organising the
various elements, are ergonomics and comfort.
Qualities, moreover, that are not easy to ensure
in a van that, with a 4,486 mm footprint (with a
Highlights
Model type Nissan Townstar EV L1
Gross vehicle weight
2.2 ton
Wheelbase
2,716 mm
Est. range
up to 301 km (WLTP)
Battery type
lithium-ion
Battery capacity
45 kWh
Est. charging time (AC)
1.5 hours (up to 80%, 22 kW)
Est. charging time (DC)
37 min (up to 80%, 80 kW)
E-motor max. power 90 kW (122 hp)
E-motor max. torque
245 Nm
wheelbase of 2,716 mm), dedicates 1,806 mm
to the length of the load compartment.
Leather-wrapped steering wheel, 8-inch touch
screen in the centre of the dashboard with Apple
and Android car play, navigation system, a
roomy central tunnel between the seats, even
a heat pump for the benefit of comfort and efficiency
at low temperatures are all standard.
Indeed, the Townstar EV Van does not compromise
on safety and driver assistance either,
in compliance with the latest requirements on
the issue.
Up to twenty safety systems
The bouquet is extensive, with up to twenty
systems, from emergency braking to active
lane-keeping control.
On the road, the Nissan compact van shows
itself, even when loaded, to be easy-going
and absolutely enjoyable in city driving. And
needless to say, with the comfort of excellent
soundproofing.
With the 90 kW (122 hp) delivered by the
electric motor powered by the battery (lithium-ion),
the drive is brilliant. And Nissan
claims a range of 300 kilometres. A figure that
removes any concern (or anxiety, if you like)
about recharging.
46
47

TECHNO
INFRASTRUCTURE
THE REVISED X15 ENGINE PLATFORM IS NOW PART OF A FULL DRIVELINE
Agnostic and integrated powertrain
DELIVERIES OF X15N NP ENGINE STARTED IN NORTH AMERICA
KEMPOWER CAME UP WITH BIG NEWS AT NORDIC EV SUMMIT, OSLO
Megawatt charging available in Europe
THE FIRST VERSION OF THE MCS HAS 1.2 MW PEAK POWER
Let's get familiar with the loose acronym HELM, standing
for Higher Efficiency Lower Emissions Multiple Fuels. Indeed,
Columbus-based engine manufacturer Cummins
renewed its fuel agnostic engine platform
introduced for the very first time at IAA
Transportation in 2022. The diesel X15,
conceived for heavy-duty truck in North America
and beyond, will be compliant with U.S. EPA
and CARB 2027 aligned regulations at launch.
Advanced diesel X15 will feature improved
greenhouse gas and fuel efficiency benefits while
retaining the same ratings of the current X15 (up
to 605 horsepower). The X15N, the natural gas
variant, is the first engine on the Cummins HELM
platforms available to customers in North America.
Technically speaking, the X15 architecture utilizes
a belt-driven, high output 48-volt alternator and
aftertreatment heater solution, optimized for
increasingly stringent emission standards. Customers
taking advantage of EX ratings (requires Eaton
Cummins Endurant and GPS look-ahead data) with
Cummins Meritor axles, brakes and drivelines will
experience additional optimized fuel efficiency and
drivability through features such as predictive gear
shifting, on-ramp boost, and hill roll out.The very
same engine platform can be used, in the future, with
hydrogen as a fuel.
“We have applied our decades of experience with
the X15 engine to our next-generation product and believe these
investments will serve our customers well into the future. The next
generation X15 is the next evolution of technology, truly proving
to the world that we never stop innovating,” said José Samperio,
Vice President, North America On-Highway at Cummins, during the
official presentation held at the end of February.
ONE THOUSAND UNITS
ZF started to produce its
innovative CeTrax lite drive units
for electric commercial vehicles
in April 2023. Less then one year
later, the company managed to
produce one thousand units,
due to increased demand
shortly after the start of series
production. More into details, the
ramp-up in volume production
was steeper than planned
because demand from the
customer Isuzu increased.
The electric central drive for light
commercial vehicles continues
the success story of its “big
brother” CeTrax. A special
feature of ZF’s CeTrax concept is
that the all-electric central drive
is suitable for electrifying existing
commercial vehicle platforms.
Cummins’
new X15 engine platform.
Hi-tech joint venture
Westport Fuel Systems and Volvo Group
have announced the intention to establish
a joint venture aimed at accelerating the
commercialization and global adoption of
Westport’s HPDI fuel system technology for
long-haul and off-road applications. The joint
venture, subject to certain closing conditions, is
set to become operational following the formal
closing which is currently expected to occur
in the second quarter of 2024. Westport will
contribute certain HPDI assets and opportunities,
including related fixed assets, intellectual
property, and business, into the JV. Volvo Group
will acquire a 45% interest in the JV for the sum
of approximately US $28 million.
“We are motivated to keep innovating and
investing in strong business relationships with
leading organizations that share our goals, of
which Volvo Group is certainly one,” said Dan
Sceli, CEO of Westport Fuel Systems Inc.
At Nordic EV Summits 2024, held in Oslo last April,
Kempower launched in Europe its Megawatt Charging System
(MCS), company’s state-of-the-art electric truck charging solution
for power ratings above 1 MW. Kempower’s MCS, now open for
orders in Europe, seeks to be part of the solution to the challenges
of electrification of heavy-duty vehicles to meet the EU’s
decarbonization goals. According to the Finnish manufacturer, to
bridge the market transition towards full megawatt charging adoption
in the coming years, the current CCS2 power levels for heavy duty
vehicles need to be increased in the short term. That’s why a dual
strategy with MCS and High-Power CCS co-existing in the same
truck charging ecosystem is a must to drive the zero-emission
transition of road transport.
The first version of the MCS comes with a peak power of 1500A,
1.2 MW and a Kempower Mega Satellite ensuring maximum
compatibility in the form of either high-power CCS plug or MCS
plug. Additionally, the MCS and CCS outputs can be in the same
system for maximal flexibility, and the unused power can be
distributed among several outputs through dynamic power sharing.
Through our workforce of more than 700 professionals, we have
developed disruptive charging solutions that we have delivered to
more than 50 countries,” said Tomi Ristimäki, CEO of Kempower.
“Trucks and large vehicles are currently responsible for around 25%
of the CO 2
emissions generated by road transport in the EU. This
is a challenge that all players in our ecosystem must face together,
joining efforts and developing solutions to co-create a cleaner and
quieter world. In this sense, our Megawatt Charging System provides
a part of the answer to the EU’s decarbonization goals”.
SIEMENS’ EV FAST CHARGER
Siemens Smart Infrastructure
has introduced an additional
variant of its SICHARGE D
electric vehicle fast charger,
with a maximum output of 400
kW for IEC markets. Thanks to
the SICHARGE D dispenser,
charging up to four vehicles
at the same time is possible
with only one grid connection,
optimizing charging times
and delivering financial and
space savings for Charge
Point Operators (CPOs). The
new charging system is ideally
suited for different use cases
like destination
charging, public
fast-charging
or highway
charging and can offer
continuous, stable power output
of 400 kW at 40°C. It features
a multi-language touchscreen
with an intuitive user interface
and cable management at both
the charger and the dispenser
for easy cable handling, making
charging convenient for EV
drivers. “Reduced charging
times will play a pivotal role
in increasing convenience
and acceptance of this type of
transportation. SICHARGE D is
a great milestone in achieving
this result”, said Markus
Mildner, CEO
eMobility at
Siemens Smart
Infrastructure.
Charging in California
At the end of February, North American operator
NFI inaugurated state-of-the-art DC fast charging
facility in Ontario, California. Supporting NFI’s
fleet of 50 heavy-duty electric trucks, the
project advances the electrification of drayage
operations between the Ports of Los Angeles and
Long Beach.
The new charging facility will feature roughly 7
megawatts of charging capacity shared across
a total of 38 chargers,
capable of speeds up to
350 kW for capable trucks.
According to Electrify
America, later this year,
the depot will be coupled
with nearly four megawatts
(nearly eight megawatthours)
of onsite battery
energy storage and
approximately 1 megawatt of solar power, helping
to promote vehicle-grid integration and reduce
stress on the grid by shifting energy usage to offpeak
times. The charging depot will also feature
microgrid functionality.
In addition to NFI and Electrify America’s
investments, the project is funded by the Joint
Electric Truck Scaling Initiative (JETSI), shared
between several actors in California.
48
49

INFRASTRUCTURE
THE VERY FIRST HYLA STATION IN ONTARIO, CALIFORNIA
Plenty of hydrogen
NIKOLA MANAGED TO SELL 40 FCEVs IN Q1
Through its dedicated brand HYLA, Nikola has recently opened the first
hydrogen station in Southern California. The Ontario station, which opened for
operation last February, will be capable of fueling up to 40 Nikola hydrogen
fuel cell electric Class 8 trucks daily. This station is integral to Nikola’s strategic
initiative to develop up to nine refueling solutions set to be completed by mid-
2024. Such a significant event happens at the same time of quite a big debate
started from some articles published by a few hydrogen-related web platforms.
The news is that Nikola is apparently selling its hydrogen fuel cell trucks at a
higher cost compared to production costs.
As a matter of fact, Nikola declared it was able to produce 43 hydrogen fuel
cell trucks in Q1, 2024. Forty of them were wholesaled. At the same time, the
Phoenix-based manufacturer stated that the company’s working on the revised (or
‘2.0’) version of the battery electric vehicles, whose production and sales were
stopped by several issues in the last period.
“We are on
track for a
successful 2024
by continuing
the momentum
set in 2023”,
said Nikola
CEO, Steve
Girsky. “More
than setting
goals, it’s
about following
through our
commitments”.
ALL-IN-ONE 400 KW CHARGER
Introduced between the end of 2023 and
the beginning of 2024, Ekoenergetyka’s
Axon Easy 400 all-in-one DC charging
stations has got maximum charging
power of 400 kW, as well as options up to
240 or 320 kW. The new charging system
results from Ekoenergetyka’s experience
and continuous work to improve the
previous versions of the Axon chargers,
now employed in at least 25 European
countries.
The new Axon Easy 400 relies on
integrated 10 inches touch display with
RFID for easy operation and full visibility
also during the night. The charger is also
equipped with an innovative, retractable
Cable Management System (CMS), with
the cables always at a safe distance
from the ground. The system developed
by the Polish manufacturer also offers a
wide range of cable lengths, from 5.5 m
to 9.5 m.
Additionally, a 24″ advertising display
allows for remote, independent
management of advertising content,
providing your company with space to
promote both its image and products.
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50

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