One in five commercial vehicles fails the main inspection. This is the central result of the new “TÜV Report Commercial Vehicles 2025”, which the TÜV Association presented in Berlin. Defect rates have risen across all weight classes. Defects occur most often in lighting, the oil circuit and axle suspension. Particularly alarmingly: Heavy trucks over 18 tonnes form the bottom of the statistics for the first time.
Defects are increasing across all weight classes
For the report, around 2.31 million main inspections from the years 2023 and 2024 were evaluated, according to the TÜV Association. As a result, 20.4 percent of the inspected vehicles showed substantial or dangerous defects. This corresponds to an increase of 0.8 percentage points compared with the previous study from 2023.
The increase affects all weight classes. Vans up to 3.5 tonnes have a defect rate of 21.5 percent, vehicles between 3.5 and 7.5 tonnes sit at 20 percent, and the mid-weight trucks between 7.5 and 18 tonnes reach 16.5 percent. However, the increase for heavy trucks over 18 tonnes is particularly significant: here the rate climbed by 2.1 points to 21.9 percent.
Heavy trucks become the problem case
Thus, the large vehicles lead the defect
statistics for the first time. Richard Goebelt, Head of Vehicle & Mobility at the TÜV Association, described the result as “remarkable.” After all, these vehicles are mainly deployed on long-haul routes, are inspected more often, and are regarded as being meticulously maintained.
A look at the mileage shows the burden: According to figures from the Federal Motor Transport Authority (KBA), trucks over 7.5 tonnes in 2024 on average covered 43,309 kilometers, tractor units even 86,585 kilometers. For comparison: cars reached 12,309 kilometers in the same period. With intensive use, the risk of age-related damage also increases. For one-year-old vehicles over 18 tonnes the defect rate is 7.4 percent; at five years it is 20.5 percent, and at ten years it rises to 29 percent.
Typical Defects and Safety Risks
The most common defects were in lighting. Already in five-year-old vehicles more than one in fourteen is affected; in ten-year-old vehicles, almost one in eight. Oil loss is also among the most frequent complaints. In ten-year-old commercial vehicles, almost one in twelve is affected. If oil reaches hot engine parts, it can lead to fires. Damages to the axle suspension also increase noticeably with age and endanger driving stability.
Goebelt
emphasized that maintenance and upkeep must have the highest priority, especially with intensive use.
“Every safety-relevant defect means a risk for operation and traffic safety,” he said.
Investment Pressure Slows the Drive Transition
The results of the report also show how closely technical safety and economic conditions are intertwined. Many freight companies invest in new vehicles, but at the same time keep older ones in operation longer. According to the Federal Motor Transport Authority (KBA), the stock of trucks over 7.5 tonnes has grown by 22 percent since 2015—from 173,166 to 211,809 vehicles.
The overall stock of commercial vehicles in Germany is also steadily increasing: Since 2000 it has grown by 51 percent to currently 3.83 million vehicles. 92 percent of them are light commercial vehicles up to 3.5 tonnes. The average age now stands at 8.7 years; in 2015 it was 7.7 years.
The reluctance to invest also affects the drive transition. While the share of electric trucks among new registrations is rising—from 5.5 percent in 2024 to 8.7 percent in the first seven months of 2025. But the share of the total stock remains at only 2.4 percent. In the assessment of the TÜV Association, high acquisition
costs, a limited vehicle supply and the uncertain profitability slow the ramp-up. Added to this is a patchy charging infrastructure, especially for long-haul traffic.
Call for a Modernized Inspection
The testing practice also faces new challenges. Systems such as emergency braking or turn-assist systems have not yet been fully integrated into the main inspection, according to the TÜV Report. The reason is that manufacturers do not grant testing organizations comprehensive access to safety-relevant data.
The association therefore calls for a modernized HU that also reliably covers digital and automated systems.
“Heavy trucks must be kept in an absolutely reliable technical condition throughout their entire service life,” Goebelt said.
Only then can road safety be sustainably increased.
Consequences for Fleet Operators
For freight and fleet managers, the results mean two things: On the one hand, the requirements for maintenance and upkeep rise, especially for older and heavily used vehicles. On the other hand, the pressure to carefully plan investments in new propulsion systems increases. Uncertainties about costs, infrastructure, and the auditability of digital systems complicate the transition. Those who want to secure the reliability of their fleet must therefore actively manage the balancing act between an aging fleet and new
