Which drivetrain suits your operation?

What the profile check assesses

• Range: up to 350 km/day, one charge is enough even in winter; 500–700 km needs an e-trailer or an MCS stop; above 700 km, only hydrogen or diesel manage it today without re-planning.
• Depot and grid connection: daily return means 85–100% cheap depot electricity. Without a grid connection at the yard there is no economic case for a BEV.
• Shift pattern: 1 shift charges overnight, 2 shifts need ≥150 kW per vehicle, 3 shifts have no charging window – then only MCS at the depot (≥1 MW), a vehicle swap per shift or hydrogen.
• Trailer: refrigerated trailers benefit twice (the e-axle replaces the diesel cooling unit); tippers and silo trailers have no series-production e-trailer.
• Terrain and load: the Alps cost 20% of range, full load costs 1.5–2 t of payload (2 t extra GVW permitted).
• Hydrogen: ruled out without a filling station on the route; public prices (€12–13/kg) are above diesel, a supply contract (~€8/kg) brings it close to diesel.
• Service network: a high-voltage-qualified workshop within ~100 km is a must – MAN routes eTrucks to eReady sites, Sany/SuperPanther run via Alltrucks, Tesla only starts in 2027. Without a workshop in range, every breakdown becomes a standstill day.

What happens next

The check produces a ranking with reasons and derives annual mileage, depot share, consumption and diesel consumption for the TCO calculator. You then check the route in the route planner.