Together, Volkswagen Group Logistics and MAN Truck & Bus want to accelerate the electrification of road freight. The battery-electric trucks are seen as a decisive lever to achieve the climate targets in the transport sector. The two companies made this clear at an industry meeting on November 5, 2025, at the MAN Truck Forum in Munich. Representatives from logistics, industry and infrastructure debated there about the state of the transformation. In addition, Simon Motter, Head of Volkswagen Group Logistics, Friedrich Baumann, MAN Board Member for Sales and Customer Service, and Nanno Janssen of the Nanno Janssen freight forwarding company spoke in a press conference about their experiences, strategies and challenges.
Strategic Goals and Motivation
From the outset, Simon Motter emphasized strongly that the company clearly commits to the Paris Climate Agreement and pursues the reduction of CO₂ emissions in domestic road transport as a strategic goal. The Group does not only want to support pioneers but to enable broad adoption of e-trucks, according to his statement. “For strategic reasons we are convinced that e-trucks are the future,” Motter said. Access to suitable financing options must be opened up for all partners.
In the goTozero impact logistics initiative, Volkswagen relies on sustainable technologies to make transport more climate-friendly. In addition to ecological aspects, Motter also emphasized economic considerations: A
battery-electric truck currently costs about 2.5 times as much as a diesel model at purchase, but can amortize through lower operating costs. The decisive factor is the electricity price. With the MAN Charge Card, this stands at around 39 euro cents per kilowatt-hour.
MAN Brings E-Trucks into Serial Production
Friedrich Baumann, in turn, drew a first positive balance barely six months after the start of production of the e-truck from the pre-series line. “Things are not all running perfectly yet, but they are gaining momentum now,” was his assessment. Over 300 vehicles are already in the market, more than 1,000 ordered. By 2030, about half of all trucks sold in Europe are expected to be electric.
The MAN eTGX and eTGS models have been available since October 2023. Thanks to modular battery technology, they can cover different use profiles—from distribution transport to automotive logistics. Baumann highlighted that MAN is currently the only manufacturer offering so-called Lowliner variants with a low loading height, as they are needed in the automotive industry’s supplier logistics.
Baumann named the biggest obstacles in the interview: high acquisition costs, still insufficient charging infrastructure, and difficult financing conditions. To reach the targeted electrification rate, around 3,000 truck charging spaces would be needed in Germany alone. This requires sufficient electricity capacity and the expansion of the
grids.
Practical Experiences
How the use of battery-electric trucks works in everyday operations was demonstrated by the Leer-based freight forwarding company Nanno Janssen. The East Frisians already have 35 electric trucks in their fleet and a further 23 ordered – delivery scheduled for early 2026. Managing Director Nanno Janssen reported in the press conference that his operation had already decided in 2021 to commit to electromobility. He has not really regretted it so far. “Long-haul transport with electric trucks is already possible in Europe today. Now it’s about scaling the technology,” Janssen says.
His vehicles operate nationally and internationally. In East Frisia, the company benefits from the high availability of renewable energy and a dedicated four-megawatt power connection at the depot. The trucks charge during driving and rest periods. “That works well enough for me with the current generation,” the carrier assures.
He also acknowledges that infrastructure needs to catch up across much of Europe. Only in Scandinavia is it a “dream”; in Germany it is at least still good. In Western Europe the situation is sometimes more difficult, while Turkey already has many charging stations. To make charging easier for drivers, the company uses Tobias Wagner’s E-Trucker app, which shows available charging points along routes. Route planning is done centrally, but the drivers should still be able
to independently find suitable charging stations.
Janssen is convinced that regional freight forwarders have a competitive advantage through their own electricity production. Public charging is economically less attractive because electricity costs are higher. Companies with large fleets could, however, negotiate special tariffs with charging providers by guaranteeing fixed purchase quantities. This in turn benefits companies that go “all-in” with large electric fleets.
Economic Aspects and Service
Motter explained in the discussion that the cost structure of battery-electric vehicles shifts markedly compared with diesel vehicles. While with diesel about half of the costs come from fuel and tolls, depreciation dominates for e-trucks. Therefore, the right electricity price mix is decisive. “If the pass-through price finally comes, i.e., when the market electricity price is passed on, that would be a very decisive step,” Motter said.
Baumann added that parts and service revenue per vehicle will fall, since electric trucks have fewer wear-and-tear parts. Moreover, the vehicles are likely to stay in operation longer. “So why should a Nanno Janssen replace the vehicle after four years?” he asked. Janssen did not make concrete statements about service costs. His company currently sends the vehicles to the workshop more frequently as a precaution to gain experience, said the carrier, which already buys the electric trucks without subsidies — precisely because of the economic
