5 myths and misconceptions about electric trucks

MYTH NO. 1: THE POWER GRID WILL NOT BE ABLE TO COPE WITH THE INCREASE IN DEMAND DUE TO THE PROLIFERATION OF ELECTRIC TRUCKS

There is every reason to believe that the power grid will be able to absorb the increased demand as the use of electric vehicles expands. If by 2040, 75% of the 12.5 million trucks in the European fleet are battery-powered electric trucks, an additional 700 TWh/year of electricity will need to be generated, which would require an increase in European electricity production of 0.9% per year between now and 2040. This percentage corresponds to the natural and anticipated growth of electricity producers (between 1990 and 2018, electricity production in Europe increased by 26.3% or 0.93% per year - source Eurostat).

This calculation is based on the assumptions made by the European Automobile Manufacturers’ Association - ACEA in their study on the impact of electric vehicles over 3.5 tonnes on electricity production in Europe, detailed as follows:

1 - There will be 12.6 million trucks, coaches and buses over 3.5 tonnes in Europe by 2040.

2 - The average electricity consumption will be 1.1 kWh/km in 2050 based on the same fleet structure as today and assuming that the annual distance travelled in 2050 will be the same as today (43,000 km / vehicle / year).

3 - Average efficiency of a battery charger: 92%

4 - Efficiency of the electricity grid: 90% (assumption)

5 - 75% of the fleet will be electrified in 2040, the remaining 25% will be made up of vehicles running on hydrogen, biodiesel and biomethane.

(5)*(1)*(2)*(3)*(4) = 540 TWh/year. Electricity consumption in Europe in 2018 was 2 800 TWh. This implies an increase of 540 TWh / 2,800 TWh = 19% over 20 years, or 0.9% per year.

As far as the French electricity network is concerned, ENEDIS carried out a study in 2019, showing that the integration of electric mobility will represent less than 10% of the total investments anticipated over the period for network maintenance between now and 2035.

Moreover, in the longer term, electric mobility even represents an asset for the power grid, as the fact that the electricity not used by vehicles is fed back into the grid at the end of the day ("smart grid") will partially compensate for the intermittent nature of solar and wind power.

However, we all know that energy production has an impact on the environment, so let's all be mindful of our energy consumption, as responsible citizens, to combat global warming. The most sustainable energy is the energy we don't use.

MYTH NO. 2: ELECTRIC VEHICLES ARE MUCH MORE EXPENSIVE THAN COMBUSTION VEHICLES

It is true that in 2025, electric vehicles are more expensive to buy. But in the end, running costs are much lower and overall, you come out on top! This is largely due to the ease of maintenance of the engines, which means that maintenance costs for electric trucks are generally 30% lower than for their internal combustion counterparts. The cost of energy is another advantage in favour of electric trucks. Since electricity is half the price per kilometre of traditional fuel, this is another area where savings are achieved.

In addition, purchase subsidies (tax relief or direct grants) are often available in the vast majority of EU states or regions. The European Automobile Manufacturers’ Association (ACEA) regularly publishes an overview of incentive schemes supporting the acquisition and ownership of electric vehicles across Europe. Initially focused on passenger cars, this document provides a country-by-country review of the tax benefits and financial incentives introduced by European Union Member States, as well as by several associated countries (Iceland, the United Kingdom, Switzerland and Norway).

As the energy transition in road transport continues to accelerate, ACEA has extended its analysis to zero-emission commercial vehicles. A dedicated publication now covers vans and electric trucks, offering a comprehensive overview of existing national support schemes.

• In France, for example, since 2025 companies and public authorities have been eligible for Energy Savings Certificates (Certificats d’Économies d’Énergie – CEE) when purchasing or leasing heavy electric trucks, with financial incentives that may amount to several tens of thousands of euros depending on the vehicle category.
• In the Netherlands, specific measures — including purchase subsidies for zero-emission trucks — have been introduced at various times to encourage operators to renew their fleets with cleaner vehicles.

These publications serve as a valuable reference point for understanding how public policies supporting electric mobility are evolving across Europe.

Finally, the batteries for electric vehicles are now mass-produced. Their weight and size are decreasing, and recycling is becoming more widespread, resulting in lower overall production costs for electric trucks. By 2030, the total cost of ownership (TCO) of an electric truck for distribution will be equivalent to or even lower than that of a combustion engine truck, with the added advantages of silence, zero emissions, flexibility and comfort, and respect for the environment!

MYTH NO. 3: ELECTRIC TRUCKS DO NOT HAVE SUFFICIENT RANGE TO MEET THE NEEDS OF TRANSPORTERS

There's much talk about the range of electric vehicles, but the most important thing is not necessarily to offer the greatest range. Instead, it's about offering a range suited to the real needs of transporters, whether for urban or regional distribution, worksite trucks or waste collection. For electric truck manufacturers such as Renault Trucks, it is a question of tailoring vehicles to the specific needs of hauliers. Each type of route and application corresponds to a particular model of electric truck (12 tonnes for the French market, 14 tonnes for other European markets, 16 tonnes, 19 tonnes or 26 tonnes), with the right number of batteries packs (from three to eight).

Today, the maximum range of a Renault Trucks electric distribution truck is suitable for most use.

Finally, it is also important to remember that effective braking can save between 20 and 40% of energy. Good driving habits will extend the vehicle's range even further. The range of a Renault Trucks electric truck can reach up to 460 km (Renault Trucks E-Tech T 585) and 600 km (Renault Trucks E-Tech T 780) respectively on a single charge (Based on 32T GCW). Consumption and range will depend on usage and operating condition. Renault Trucks contractually guarantees to maintain up to 80% of the energy in the batteries of its electric trucks for the entire duration of the contract. 

MYTH NO. 4: IT'S COMPLICATED TO CHARGE AN ELECTRIC TRUCK

In fact, charging an electric truck is very easy! All you need is an industrial three-phase socket (400 volts - 22 kW). Vehicles are fully charged overnight at the depot and the driver's working day can begin.

Of course, for even greater operational flexibility, partial charging can also be carried out on the job, for example during the driver's breaks. With the networks of charging points developing rapidly in Europe, this operation will become increasingly easy in the months and years to come. It should be noted that Renault Trucks, through the Volvo Group and the agreement signed with Daimler Truck and the TRATON Group, aims to provide an efficient public charging network for its battery-electric truck customers throughout Europe. The Volvo Group, to which Renault Trucks belongs, is proactively contributing to this movement via Milence, a joint venture founded with its partners to develop a pan-European high-power charging network for trucks and coaches. Besides, Renault Trucks published an open-access map on its corporate website showing the location of public charging hubs for electric trucks in Europe.

Another option for transporters is to invest in a 150 KW fast charging station (as recommended by Renault Trucks), which will fully charge the electric truck in just one to two hours.

Furthermore, in March 2022 the European Automobile Manufacturers’ Association (ACEA) published its European EV Charging Infrastructure Masterplan, outlining the charging infrastructure required by 2030 to support the growth of electric vehicles, including heavy-duty trucks. According to this roadmap, close to 280,000 charging points will be needed for trucks by the end of the decade, around 85% of which will be located at fleet depots. The remaining infrastructure will need to be deployed in the public domain, including 36,000 fast-charging points along Europe’s motorways and 9,000 public overnight charging points.

The report also highlights the importance of ultra-fast charging stations, aligned with the emerging megawatt charging standards. These developments will enable electric truck drivers to recharge efficiently during their mandatory 45-minute break every four and a half hours, supporting the seamless integration of electric vehicles into long-haul operations.

Finally, the number of batteries packs on board electric trucks will increase, thereby extending the range. Renault Trucks electric trucks currently have between three and six batteries offering p to 460 km (Renault Trucks E-Tech T 585) and 600 km (Renault Trucks E-Tech T 780) respectively on a single charge (Based on 32T GCW). Although most of our vehicles currently carry four (see myth no. 3 on the range of electric vehicles).

MYTH NO. 5: ELECTRIC TRUCK BATTERIES POLLUTE

To effectively measure the environmental footprint of electric batteries, the entire life cycle must be taken into account, "from cradle to grave", as the saying goes. Three major points need to be analysed, namely the manufacture of the batteries themselves, which generates greenhouse gases (CO₂, N20, CH4, etc.), the extraction of raw materials (the ecological impact of which varies according to the minerals used), and finally their second life and recycling.                          

The good news is that the potential for global warming due to battery production is rapidly offset by an electric truck! For example, the manufacture of the four 66 kWh battery packs in the Renault Trucks E-Tech D currently emits 20 tonnes of CO₂, while its use saves 61 tonnes of CO₂ per year. The CO₂ emissions due to the battery production are therefore offset after the first four months of the electric truck's life.

Renault Trucks closely monitors the supply chain for the extraction of minerals used in electric batteries, such as lithium, nickel, manganese, copper and cobalt. The aim is to safeguard conditions, whether environmental (soil protection, biodiversity, water and waste management) or societal (health, safety, labour rights, human rights), for the extraction and transformation of these minerals.

At the end of their first life in an electric vehicle, when they still retain up to 80% of their initial capacity, batteries can embark on a second life in stationary applications. They can be coupled with renewable energy sources or used to help balance electricity grids.

When their performance no longer supports these uses, they enter a structured recycling stream regulated at European level. In 2023, the European Union adopted Regulation (EU) 2023/1542 on batteries and waste batteries, applicable since February 2024. This regulation strengthens extended producer responsibility and introduces strict requirements for traceability, collection and recycling throughout the entire battery life cycle, including those used in electric vehicles.

The regulation sets progressive and ambitious targets. For lithium-ion batteries, overall recycling efficiency must reach 70% by the end of 2030 (with an initial milestone of 65% as early as 2025). It also establishes high recovery rates for strategic raw materials: 90% for cobalt, nickel and copper by the end of 2027, rising to 95% by the end of 2031. For lithium, the targets are set at 50% by 2027, increasing to 80% by 2031.

These requirements help secure the supply of critical materials, reduce the environmental footprint of batteries and accelerate the development of a high-performing circular economy across Europe.