The Weight of Electrification — Why Electric Trucks Tip the Scales Differently

Electrifying heavy-duty transport is one of Europe’s biggest industrial challenges — not only because of batteries, charging, or infrastructure, but because of something far more fundamental: weight.

Behind every zero-emission truck lies a delicate equation between energy, payload, and regulation. And the data shows that this balance is shifting fast.

🚛 Heavier trucks, lighter payloads

According to ACEA:intelligence’s latest dataset on the weight of registered heavy-duty vehicles across Europe, battery-electric trucks (BEVs) now weigh on average 1.5 to 2 tonnes more than their diesel counterparts of equivalent capacity.

This gap stems primarily from the battery pack, which can represent up to 15% of total vehicle mass in long-haul configurations.

While this additional weight may seem minor, it translates directly into reduced payload — a critical parameter for logistics operators where every kilogram counts. For a 40-tonne truck, losing 2 tonnes of load capacity can mean 5% lower efficiency per trip — a significant margin in a sector already under cost pressure.

⚖️ Regulation catching up

European policymakers have recognised this physical constraint. The amended Directive 96/53/EC, adopted in 2023, allows up to +2 tonnes of extra weight for zero-emission vehicles, enabling manufacturers to integrate heavy battery systems without compromising payload.

This “2-tonne grace” ensures parity in commercial operations — at least on paper.

However, implementation remains uneven:

• Not all EU Member States have yet updated their national weight limits.

• Cross-border recognition of higher-weight BEVs is still fragmented.

• Infrastructure durability (bridges, pavements, tunnels) was designed for lower mass vehicles.

The result is a regulatory patchwork where electric trucks may legally weigh more — but cannot always operate everywhere.

🔋 The battery paradox

Heavier trucks do not only affect payload — they also influence energy efficiency. While electric drivetrains are intrinsically more efficient, the energy required to move the extra mass partially offsets this gain on long-haul routes.

ACEA:intelligence’s modelling shows that for every additional tonne of empty weight, energy consumption rises by roughly 0.6–0.8% under mixed driving conditions. This means that design optimisation (battery density, lightweight materials, axle distribution) will play a decisive role in the coming years.

Manufacturers are already responding:

• Modular battery packs for variable range requirements.

• Lightweight composite chassis and aluminium frames.

• Advanced regenerative braking systems to recapture more kinetic energy.

Each innovation is an attempt to rebalance the same equation — power versus payload.

🌍 Europe’s pioneers in balance

Some markets are already leading the way in adapting to this new reality.

🇸🇪 Sweden and 🇳🇱 the Netherlands have authorised longer and heavier truck combinations (up to 60t) under specific safety and axle distribution conditions. These “megatrailers” offset the mass of electric drivetrains while maintaining payload efficiency.

🇫🇮 Finland, a long-standing pioneer in modular transport, has gone further, allowing up to 76 tonnes on certain corridors, including pilot routes for electric and hybrid long-haul trucks.

These initiatives are more than regulatory experiments — they are prototypes of Europe’s future freight ecosystem, where zero-emission mobility coexists with productivity and infrastructure safety.

🔍 A new metric for decarbonisation

Electrification has transformed how we measure progress in heavy-duty transport. It’s no longer just about grams of CO₂ per kilometre — it’s about tonnes moved per kilowatt-hour.

In this new paradigm, weight becomes both a constraint and a compass.

“Every extra tonne of battery challenges a tonne of freight — but also drives innovation in design, materials, and policy.”

A reminder that weight isn’t just a constraint — it’s a catalyst for progress.