ZF CEO: China Drives the Future of Electric Trucks

ZF CEO calls China the “center of gravity” for electric trucks

China is becoming the main market to watch in the development of electric trucks, according to ZF CEO Mathias Miedreich. Electric trucks already account for about 30% of China’s truck market, and ZF expects that share to move toward 50% as manufacturers, fleets and infrastructure providers continue expanding their electric-vehicle offerings.

Miedreich’s assessment places China at the center of the commercial-vehicle industry’s shift toward electrification. For truck operators, the change is significant because it extends beyond the vehicle itself. Electric trucks require new approaches to charging, route planning, depot operations, maintenance and energy management.

ZF supplies driveline, chassis and other systems used by commercial-vehicle manufacturers. The company has been working to adapt its business as demand moves gradually from conventional powertrains toward electric and hybrid technologies. Miedreich has said ZF will maintain a technology-independent strategy while developing electric mobility, autonomous driving and other systems for changing vehicle markets.

That approach reflects the uneven pace of electrification across regions and applications. While battery-electric trucks are gaining ground in China, adoption in other markets remains more dependent on vehicle costs, charging availability and the suitability of electric power for particular routes.

ZF’s expectations also come as Chinese truck manufacturers are preparing to expand their presence outside the domestic market. Daimler Truck CEO Karin Rådström expects Chinese electric-truck makers to increase their push into Europe. Their presence in the European market remains limited, she said, but European manufacturers will need to continue improving products and reducing costs to remain competitive.

For fleets and drivers, competition among manufacturers could eventually mean a wider selection of electric models and powertrain systems. It may also increase pressure on established truck makers and suppliers to deliver longer operating ranges, faster charging and lower ownership costs. The timing and scale of those changes will vary by market and by the type of freight operation.

Charging infrastructure remains a central issue. An analysis by Transport & Environment found that charging infrastructure is growing faster than electric-vehicle sales across Europe. That suggests infrastructure investment is advancing, although the availability of chargers does not by itself resolve the operational challenges faced by truck fleets.

Heavy trucks require charging equipment capable of supporting large batteries and demanding daily schedules. Depot operators must also manage when vehicles charge, how much power is available at a site and whether trucks can be ready for their next assignment. Those considerations are particularly important for regional and long-haul fleets, where delays can affect delivery schedules and driver working plans.

New equipment is being developed for those applications. Alpitronic has introduced a depot dispenser for electric bus and truck fleets, with up to 400 kilowatts available per charging point as part of its distributed HYC1000 charging system. The product is intended to support fleet charging at depots, where centralized energy management can be coordinated with vehicle movements.

In North America, a Swedish freight technology company is set to acquire U.S.-based Flipturn. The deal is expected to add more than 250 megawatts of managed charging capacity and strengthen the company’s integrated charging and fleet-management offering for electric trucks. The transaction illustrates how charging software and energy management are becoming part of the broader commercial-vehicle market, rather than remaining separate from truck operations.

Those developments are relevant to professional drivers because electric trucks change daily routines as well as equipment specifications. Refueling stops may be replaced by scheduled depot charging, while dispatchers will need to account for battery state, charging time and route conditions. Maintenance work will also involve different powertrain components, even though tires, brakes, suspension and cargo-handling equipment will remain familiar parts of the job.

ZF’s projection for China does not mean electric trucks will advance at the same rate everywhere. The company’s own business includes electric, hybrid and combustion-engine systems, reflecting the continued use of multiple powertrain types. Electric drive technology has also presented profitability challenges for suppliers, increasing the importance of production efficiency, product selection and strategic partnerships.

For now, China’s approximately 30% electric-truck share gives manufacturers and suppliers a large market in which to develop products and operating models. If that share approaches 50%, the country’s influence on electric-truck technology, component supply and fleet practices is likely to grow further. European and North American operators will be watching those developments while assessing how quickly electric trucks fit their own routes, depots and freight requirements.