Which drivetrain suits your operation?

What the profile check assesses

• Range: up to 350 km (220 miles) a day, one charge is enough even in winter; 500–700 km needs an e-trailer or a public charging stop; above 700 km, only diesel manages it today without re-planning.
• Depot and grid connection: daily return means 85–100 % cheap depot electricity. Without a DNO connection at the yard there is no economic case for a BEV – and the connection is the critical path (6–18 months).
• 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 diesel.
• Trailer: refrigerated trailers benefit twice (the e-axle replaces the diesel fridge unit); tippers and silo trailers have no series-production e-trailer.
• Terrain and load: the Pennines and Scottish routes cost up to 20 % of range, full load costs 1.5–2 t of payload (2 t extra weight allowance for zero-emission HGVs).
• Hydrogen: ruled out without a filling station on the route; in the UK that means the HyHAUL corridor on the M4 or your own supply.
• 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, which applies the Zero Emission Truck Grant and the Depot Charging Scheme automatically.