2025 MAN eTGX
MAN and Scania, both of which belong to the Traton Group, are majority-owned by the Volkswagen Group. When reporting on MAN, one cannot help but simultaneously consider developments at Scania.
The intriguing question remains as to how the parent company managed to separate the two brands, at least in the electric drive sector. Since 2024, the MAN eTGX and the Scania eTGX have been available,
both of which fall into the heavy-duty segment.
What differentiates the two? Let's start with engine power, which is usually less relevant for electric vehicles, but here it is. For the Scania, it starts almost where it ends for the MAN. The latter is available with
330 kW (449 hp) and 400 kW (544 hp).
That wouldn't be so bad if the torque, so crucial for trucks, weren't 'only' 1,150 or 1,250 Nm. When directly compared to diesel trucks, which offer twice the torque, the MAN eTGX risks being taken too lightly.
What's overlooked is the very early development of electric torque over engine speed. Therefore, the weaker 42-ton engine doesn't exactly stand out as a powerhouse in the mountains, but it ultimately
manages them. Incidentally, the eActros is also said to have a slight weakness on hills.
The Scania is different in this regard. Starting in 2025, it will even be available with up to 728 kWh (990 hp). This still doesn't match the slightly more powerful Iveco, but many haulage companies will be more
likely to settle for the 520 kW version.
It turns out that the MAN is not as poorly placed as it seems at first glance. And that the Scania has the advantage over the Iveco of an automatically operated manual transmission. Depending on the
performance, two to six gears are possible.
The MAN makes do with four gears. The automatic shifting is almost unnoticeable, but it helps on hills and especially with fuel consumption. The MAN's fuel consumption is obviously significantly lower than
the Scania's and even lower than the Iveco's.
This further reduces the costs of the electric truck. Four, five or six batteries are even possible with the MAN, with curb weights of up to 10.4 tonnes. Their clever arrangement enables a wheelbase of 3,750
mm, comparable to that of a standard diesel truck.
This is the exception with electric trucks. The Scania, for example, is 40 cm longer. This is possible with electric trucks because they are allowed to be one meter longer as a tractor unit. The MAN deliberately
doesn't take advantage of this and even manages to stay within the permitted two tons more unladen weight.
If it weren't for the unchanged axle loads, it would have the same loading capacity as a diesel truck. And there's another feature that's probably unique to the MAN: It's so flat that its fifth wheel height is only 950 mm. This
allows for a trailer height of 3,000 mm.
If it weren't for the unchanged axle loads, it would have the same loading capacity as a diesel truck. And there's another feature that's probably unique to the MAN: It's so flat that its fifth wheel height is only 950 mm. This
allows for a trailer height of 3,000 mm.
There are quite a few logistics customers, such as VW, who demand such a height, and it's also common practice for Gigaliners. So, now you might look at the 480 kWh of the maximum possible net battery capacity with
different eyes.
In addition, the charging capacity of the MAN is by no means lower than that of the Scania, including the future potential for mega-charging. In any case, the charging curve for electric trucks, which typically operate at 800
volts, appears to be barely declining after the initial increase.
| Unlike the eActros, both have a conventional drive train and NMC batteries. |
| 
