Megawatt charging systems for electric trucks were one of the key topics at Power2Drive Europe 2025. There are already drivers who drive exclusively electric and they are gathering a wealth of interesting insights along the way. Tobias Wagner is one such driver.
Mr. Wagner, how did you get started as an electric truck driver?
I changed careers and trained driving diesel trucks exclusively. I then specifically looked for a shipping company that would enable me to drive electric vehicles. My training did not include electric drives – neither in practice nor in theory. Driver training still hardly ever covers alternative drives, even though this is urgently needed. Range planning and dealing with charging infrastructure in particular should form part of the basic qualification.
How is driving an electric truck different?
It is very different! The single-speed transmission means that shifting gears is no longer necessary. Power delivery is constant. My vehicle has 1,069 horsepower, which makes it more powerful than any V8 series diesel. And that means a superior driving experience in any situation. Even going uphill there is hardly any power derating. I drive at a constant speed of 80 km/h, and the vehicle is limited at 90 km/h. The smooth power delivery makes driving safer and more comfortable.
What does your long-haul driving profile look like?
I drive long-distance transport internationally, usually 650 to 750 km a day – regulatory driving time does not permit any more than that. In that sense, the daily distance covered is the same as it would be with a diesel trucks. The crucial difference lies in charge planning. I charge up during statutory rest periods, which are generally 45 minutes after every four and a half hours of driving, as well as overnight.
What charging infrastructure do you use?
I mainly use high-power charging stations with 300 to 400 kW, often on highways. With this charging power, I can recharge enough during my break to cover the rest of the day. I have a 738 kWh gross battery, of which 550 kWh is usable – that gives me a range of around 500 km, depending on the cargo and on aerodynamics. I only use passenger car charging stations in exceptional cases.
Are there challenges when it comes to charge planning?
Yes. Statutory provisions are currently the biggest problem. Moving the truck after charging resets my rest period. But at the same time, I do not want to block a charging point for eleven hours when I am not charging anymore. We urgently need changes in the law to address this. In order to secure my overnight space, I often unhook the trailer and only take the tractor cab to the charging point.
What are the differences in terms of wear and maintenance?
Electric trucks recuperate well, even at full pull weight and gradients of up to eight percent. This significantly reduces wear and tear on the brakes. There is no need to change the oil. Overall, maintenance costs are lower, which also reduces operating costs in the long term.
How do you see the market evolving?
The transition is in full swing. Purchase costs have been falling significantly – since subsidies were discontinued, prices have dropped by up to 200,000 euros. Most shipping companies have long since worked out the profitability. E-trucks are worth it, particularly at high capacity utilization.
Does driving electric trucks provide a competitive edge in securing contracts?
Yes, some clients prefer us because we provide CO₂-free transportation at prices comparable to diesel. We cost the same but drive greener.
How has the industry responded?
Very positively. I exchange views with drivers and shipping companies via my YouTube channel. Many drivers are initially skeptical, but those who try it for themselves is usually very quickly impressed. And ultimately it is the shipping contractor who decides, and they have already made their calculations.