Destination Net Zero Magazine Issue 24 CV SHOW SPECIAL 2026 by CVMP

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Welcome to the CV Show 2026 Special Edition of Destination Net Zero Magazine.

As the commercial vehicle industry gathers to showcase innovation and ambition, this edition focuses on one of the most pressing challenges of our time: the urgent transition to sustainable energy. Nowhere is this shift more critical—and more complex—than in the Middle East, a region historically synonymous with fossil fuel production, yet increasingly positioned to lead in alternative energy solutions.

Rising global demand, geopolitical pressures, and evolving environmental commitments are reshaping the fuel landscape. While traditional energy sources remain significant, there is a clear and accelerating need to diversify. The question is no longer if change will happen, but how quickly and how effectively it can be achieved.

Locally produced sustainable fuels offer a compelling path forward. From green hydrogen and biofuels to synthetic

fuels derived from renewable energy, the Middle East has both the natural resources and strategic advantage to become a global hub for clean fuel production. Investing in domestic alternatives not only enhances energy security but also supports economic diversification and long-term resilience.

This special edition explores the technologies, partnerships, and policies driving this transition. It highlights industry leaders, emerging innovations, and practical steps toward decarbonising commercial transport.

The road to net zero is not straightforward—but it is underway. Together, through collaboration and bold thinking, we can accelerate progress and build a cleaner, more sustainable future for transport worldwide.

INFORMATION

EDITORIAL

Publisher: Matthew Eisenegger

Editor at large: Ian Jones

Designer: Harold Francis Callahan

Editorial Address: Commercial Vehicle

Media & Publishing Ltd, 4th Floor 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ

Telephone: 01257 231521

Email: matthew@cvdriver.com

ADVERTISING

Advertising Sales: David Johns

Telephone: 01388 517906

Mobile: 07590 547343

Email: sales@cvdriver.com

DESIGN

Art Editor: Harold Francis Callahan

Telephone: 01257 231521

Email: design@cvdriver.com

CONTRIBUTORS

Dean Barrett

Jack Sunderland

PUBLISHED BY

Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521

NOTE

The publisher makes every effort to ensure the magazine’s contents are correct. All material published in Destination Net Zero magazine is copyright and unauthorised reproduction is forbidden. The Editors and Publisher of this magazine give no warranties, guarantees or assurances and make no representations regarding any goods or services advertised in this edition. Destination Net Zero magazine is published under a licence from Commercial Vehicle Media & Publishing Ltd. All rights in the licensed material belong to Matthew Eisenegger or Commercial Vehicle Media and Publishing Ltd and may not be reproduced whether in whole or in part, without their prior written consent.

Enter the dragon

Yutong trucks land in UK.

Words: Dean Barrett

There’s a new player in the UK’s admittedly small 7.5-tonne electric truck market – and no, it’s not a startup. Yorkshire-based Pelican Engineering has announced it is importing a triedand-tested battery-electric chassis made by Chinese passenger and commercial vehicle giant Yutong – and the order book is open now.

Yutong is the biggest bus and coach manufacturer in the world – and also the largest producer of electric versions. It first launched the TE7 electric truck in China in 2023 and the truck has already achieved considerable success in the Asian market.

Pelican Engineering has been importing and maintaining Yutong’s passenger vehicles in the UK and Ireland since 2014. It has now added the Yutong TE7 zero-emission electric 7.5-tonne truck to its offer – a move which brings Pelican back to the commercial vehicle space after an 11-year absence.

The Yutong TE7 is a purpose-built electric truck designed to deliver high performance and energy efficiency in demanding urban and regional transport operations. It shares the same driveline technology as over 1000 single- and double-deck electric buses and coaches already in service across the UK, so the technology is already well-proven.

Powering the vehicle is a lightweight integrated rear e-axle capable of producing up to 200kW of peak power and 470Nm of maximum torque. TE7’s design uses a ladder-frame chassis available in two wheelbases at launch –3360mm and 3850mm – with body lengths of 4245mm and 5245mm respectively. A longer wheelbase option of 4500mm is slated to arrive in Q4 2025.

The e-axle designed enables TE7’s LFP (Lithium Iron Phosphate) battery pack to be fitted centrally within the chassis, and this works with a sevenin-one motor controller positioned beneath the cab. According to Yutong, this configuration supports intelligent energy management which helps to deliver up to 15% more range under equivalent working conditions when compared to less optimised systems. It also increases protection for battery components. Lightweight construction and an aerodynamic cab design further contribute to the TE7’s reduced overall energy consumption.

“Powering the vehicle is a lightweight integrated rear e-axle capable of producing up to 200kW of peak power”

Operators can specify one of two battery configurations depending on range and payload requirements. The 100kWh pack gives up to 140 miles per full charge, while the 132kWh pack can deliver up to 180 miles before a plug-in is required. Both options offer IP68 and IP6K9K protection for improved durability and reliability.

Of course, TE7 has provision for electric PTO capable of powering a wide range of ancillary equipment. The ePTO is rated at 40kW standard for the 100kWh battery pack, or 20kW standard for the 132kWh option.

The vehicle has fast-charging capabilities and can reach 20% to 80% state of charge in 35 minutes or less when using a 120kW DC charger. It’s CCS2 system is also compatible with 11 kW AC and 100 kW DC charging options. Yutong is confident in its battery tech and provides an eight-year/400,000km warranty, while the whole vehicle warranty is set at three years/150,000km.

Payload is naturally a key point in the distribution sector and the TE7 has been built to maximise its cargo-carrying capabilities. Indeed, Yutong reckons the truck offers class-leading payload based on a 3850mm medium wheelbase chassis – for models with a 100kWh battery, the unladen chassis weight is 3060kg, allowing for a combined body and payload capacity of 4430kg. The 132kWh versions have a slightly heavier unladen chassis weight of 3290kg, resulting in a combined body and payload capacity of 4200kg.

Safety is a priority and the TE7 is equipped with a range of systems to keep drivers and other roadusers safe. These include hill-start assist, downhill assist, traction control and a full air braking system.

Refreshingly, Yutong and Pelican Engineering have been up-front with TE7 pricing. At launch, 100kWh TE7 models start at £66,000, while 132kWh chassis start at £71,000.

In terms of service back-up, Pelican Engineering is offering full support for TE7 in the UK. Pelican will provide nationwide back-up, expert servicing and readily available parts to keep the TE7 on the road.

The company’s National Parts Distribution Centre is open 08:00 to 18:00 Monday to Saturday. Outside these hours, a call-out service is available from the adjacent Pelican Truck dealerships. For the single model TE7, Pelican said it expects every parts requirement can be met from stock. Parts can be shipped nationwide via the Royal Mail overnight service.

In addition, fully manned parts distribution centres in Dundee and Bristol are set to be open by summer 2025, and the company can provide impress stock for fleet operators if required.

The service centre is open 24/7, 362 days per year to provide full aftersales service to operators located in West Yorkshire.

Driving impressions

We were offered the chance to take TE7 for a short test drive at the launch event held at Pelican Engineering’s HQ in Castleford, near Wakefield in West Yorkshire. Climbing into the three-seater cab, we were immediately impressed with the level of fit and finish. The high-back driver’s seat is air-suspended and gave firm, but comfortable support, while the steering column had plenty of adjustment to enable us to find an optimum driving position. We didn’t try the dual fixed passenger seats, but we were told the central seat can fold down if required.

“The vehicle has fast-charging capabilities and can reach 20% to 80% state of charge in 35 minutes or less when using a 120kW DC charger”

The cab interior has lots of modern touches. On the central dash is a 10-inch touchscreen control panel that serves as the main interface for key functions, including media, connectivity and vehicle settings. It’s intuitive to use and positioned within easy reach for minimal distraction while driving.

Connectivity is well catered for, with twin USB-A and USB-C charging ports allowing drivers to power multiple devices on the go. A DAB radio with Bluetooth support is also included, as is a 24V socket for powering additional equipment.

“Air conditioning is also included as standard, as is a 360-degree camera, cruise control, AEBS, LDW, ESC and full air brakes.”

In terms of ergonomics and storage, the TE7 includes a central storage box, overhead stowage compartments and an all-important cup holder. The multifunction steering wheel allows access to key controls without the need to take hands off the wheel, while the electronic parking brake behaves as you’d expect during stopstart operations. Practical features like heated rear-view mirrors help in poor weather, and a fire extinguisher is also included as standard.

Air conditioning is also included as standard, as is a 360-degree camera, cruise control, AEBS, LDW, ESC and

full air brakes. A roof deflector is offered as an optional extra for improved aerodynamics and efficiency.

Our test drive was only a few miles, but we managed to pack in some urban A-roads and a quick tour of a local industrial estate. We got to grips with the TE7 immediately – it’s not difficult to drive, and we reckon those coming to it after driving vehicles from other manufacturers should find it fairly straightforward.

Our box-bodied vehicle was fully loaded so we could get a feel for how it handles at maximum payload, and we came away impressed. The e-axle’s direct delivery of power and torque means the truck feels nippy at roundabouts and junctions, and cruising is comfortable once you’ve managed to find the ‘sweet spot’ on the throttle. It takes a bit of finesse because the truck uses automatic regenerative braking. This kicks in as soon as you lift your foot off the accelerator, upon which the truck starts to slow, with the braking returning power to the batteries. Essentially, this means you can control much of the vehicle’s speed and braking just on the throttle pedal when cruising, and it quickly becomes second-nature.

Overall, we found the TE7 a capable performer and UK operators looking to reduce their 7.5-tonne fleet emissions would do well to give the new vehicle a try.

Electrifying change

Electric trucks are evolving fast: DAF’s latest offerings tick all the boxes from 12-tonne rigids to 4x2 tractors with long-haul cabs

DAF began its journey into electric transport back in 2018 when the first battery-electric versions of the LF and CF appeared on European roads. Since then, the manufacturer has steadily developed its BEVs to produce what a modern electric truck needs to deliver in real-world distribution.

Now, that early progress has culminated in a new generation of zero-emission products: the XB Electric, XD Electric and XF Electric. Together, they

give operators BEV options for everything from urban multi-drop to regional distribution and longdistance trunking.

The timing is important. Under current European legislation, CO2 emissions from trucks and buses must fall by 43% compared with 2019 levels by 2030. According to Raoul Wijnands, DAF’s senior product manager for testing, achieving this target will require around 400,000 electric trucks to be in operation across the continent. That’s a huge number, but DAF is positioning itself to

“CO2 emissions from trucks and buses must fall by 43% compared with 2019 levels by 2030”

The smallest of the three new BEVs is the XB Electric: available as a 4x2 rigid at 12, 16 or 19 tonnes. Battery choices for the 12-tonner are 141kWh, 210kWh or 282kWh packs, with options for the two larger batteries only on the heavier trucks. Power comes from either the 120kW EX-M1 motor or the 190kW EX-M2 motor, depending on gross vehicle weight. Operators can choose between Day Cab and Extended Day Cab versions, and range is up to 350 km depending on specification and conditions.

ensure customers can begin their transition with confidence.

Of course, charging infrastructure across Europe and the UK will have to keep pace. But part of DAF’s approach has been to design electric trucks that can integrate easily into existing fleets where shorter routes, predictable duty cycles or returnto-base operations already make battery-electric transport a realistic and attractive option. By offering multiple battery capacities, motor outputs and body configurations, DAF is ensuring these vehicles can serve a broad range of applications from day one.

DAF’s XD Electric offers the widest flexibility. It’s designed for regional, urban and national distribution and is available with Day Cab, Sleeper Cab or High Roof Sleeper. Configurations include 4x2, 6x2 and 6x2 rear-steer rigids, plus a 4x2 tractor. Power options span the EX-D1 and EX-D2 motors, giving outputs from 170kW to 350kW. Battery packs are available in 315kWh, 420kWh or 525kWh capacities. GVWs range from 20.5 to 29 tonnes, while GCWs reach up to 50 tonnes. Maximum range is over 500 km, though DAF suggests 350-420 km is a realistic working figure when running at full weight in hilly conditions.

The XF Electric is positioned for the top end of the market. It uses the same three battery capacities as the XD and exclusively features the EX-D2 motor, delivering 270, 310 or 350kW. Cab choices are Sleeper or High Roof Sleeper. GVW and GCW limits mirror those of the XD, and maximum range likewise matches its mid-range sibling.

Test drives

A varied test route around Eindhoven showed how the new electric trucks perform in a variety of real-world scenarios. Our route included a long

motorway loop, tight village roads, A-roads, roundabouts, chicanes and slower sections with cyclists, pedestrians and changing traffic conditions.

The XF 350 FT Electric was the first truck of the day and it provided a superb introduction to DAF’s new generation of BEVs. Configured as a 4x2 tractor at 40 tonnes gross, it came paired with a two-axle trailer and a High Roof Sleeper Cab.

The specification was representative of a premium driver-oriented long-distance set-up: Xtra Leather Air driver’s seat, Xtra Comfort Mattress, fridge, cinema-style passenger seat and the familiar pull-out table that many DAF drivers swear by. The XF feels built for long stints of uninterrupted cruising. With the 350kW motor delivering instant, smooth torque, the truck gathers pace easily and maintains it with almost no effort.

What stands out most, however, is the level of quietness. Without engine noise, the cab becomes a calm, spacious workspace where conversations with co-drivers are refreshingly crystal clear. It’s an environment that encourages smooth driving and reduces fatigue.

Visibility is excellent thanks to DAF’s digital mirrors, excellent Corner View camera and Kerb View Window fitted low in the passenger door. Together they give an uninterrupted awareness of the truck’s surroundings. This test vehicle achieves a three-star London DVS rating.

Regenerative braking is managed via a threestage stalk, which becomes intuitive very quickly. The large power gauge on the driver’s

display makes it easy to see when the truck is drawing energy and when it is feeding power back into the batteries.

DAF was keen to demonstrate its ‘intelligent one-pedal driving’ set-up, which means the driver can for the most part adapt to using just the throttle to control acceleration, cruising and braking. It soon becomes the natural way to operate the truck, especially when planning smooth deceleration for roundabouts or tighter sections.

On the motorway, stage one or two felt ideal, though we stepped up to stage three when decelerating on a couple of shorter off-ramps. Of course, the service brakes are also on hand, but with enough foresight you may not need to use them too often. The route featured a broad mix of conditions: long motorway runs, flowing A-roads and a handful of tighter sections including narrow roundabouts and chicanes. These are the places where an electric powertrain’s smoothness truly shines. The XF handled it all with confidence, maintaining an even, predictable feel throughout. For operators who want a premium longdistance electric solution, the XF delivers a quiet, refined and highly capable driving experience.

After the XF we tried the smallest truck in the range: a 4x2, 14.5-tonne XB 190 FA Electric rigid with an Extended Day Cab. This part of the test route took us through a tight village, complete with narrow lanes, tree-lined verges, wide cycle lanes and a 30km/h limit. It was exactly the kind of environment where an electric distribution truck needs to excel – and the XB rose to the challenge.

The cab layout is practical and intuitive, ideal for fleets. Controls are straightforward, and everything a driver needs is close at hand. The XB on test used conventional mirrors and carries a three-star DVS rating. Despite the more compact footprint compared with the XD and XF, the driving position feels generous enough for a full working day.

A single-stage regenerative braking system is fitted to XB, controlled by a simple button on the steering wheel. While basic compared with the multistage systems in the larger models, it works cleanly and consistently. Drivers looking to maximise energy recovery simply need to choose their moments carefully – lifting early on approach to junctions or roundabouts and using smooth throttle control during slower sections. For typical distribution cycles involving shorter routes and regular returns to base, this is more than adequate.

The 190kW motor provides brisk acceleration around town and power delivery is reassuringly smooth. It feels nimble and easy to place on the road,

even when navigating the tight pinch points common in Dutch village streets.

Ride comfort is impressive for a smaller rigid. It maintains the same calm found in the XD and XF, contributing to a relaxed, unhurried driving style. For operators looking for a dependable, quiet and energy-efficient urban truck with DAF’s familiar ergonomics, the XB Electric fits the bill perfectly.

The final truck of the day was the 30-tonne XD 350 FT Electric, a 4x2 tractor with a Sleeper High Cab, and a two-axle trailer featuring a steered rear axle. With its combination of motorway, town and mixed rural sections, the XD had the most varied drive of the three –ideal for showcasing its versatility.

From the moment the combination was rolling, the XD felt reassuringly sure-footed. Visibility is excellent – this model achieves a four-star DVS rating – and the driver’s environment is roomy, uncluttered and well thought out.

As with the XF, the XD uses a three-stage regenerative braking system. One-pedal driving becomes second nature, especially once you’ve located the ‘sweet spot’ in the accelerator that allows the truck to maintain speed smoothly during cruise. Lifting the pedal lets regen step in, recovering energy and slowing the vehicle without fuss. Stage zero allows the truck to free-roll, which is helpful on long, gentle descents or when you want to maintain momentum.

Performance from the 350kW motor is strong even under load, and the combination felt agile throughout the route. Roundabouts, junctions and short bursts of acceleration were all handled confidently, while motorway sections highlighted the XD’s relaxed cruising style.

ergonomics. The regenerative braking systems, power delivery and display layout all contribute to a driving experience that’s easy to adapt to.

DAF’s approach demonstrates clear readiness for the industry’s transition toward zero-emission heavy vehicles. These trucks deliver quiet operation, strong performance and impressive smoothness – qualities that drivers will appreciate immediately.

Across the XB, XD and XF, DAF’s electric lineup leaves a consistently strong impression. Each model is thoughtfully engineered for its intended role, offering smooth performance, excellent refinement and the reassuring familiarity of DAF’s latest cab environment and end

“The 190kW motor provides brisk acceleration around town and power delivery is reassuringly smooth”

DAF WIN BIGINTERNATIONAL TRUCK OF THE YEAR 2026

DAF’s New Generation XD and XF Electric trucks have been named International Truck of the Year 2026, marking a major milestone for the Dutch manufacturer and underscoring the rapid rise of zero-emission heavy vehicles across Europe.

The award—widely regarded as the most prestigious honour in the commercial vehicle sector—was presented to company president Harald Seidel during a ceremony at the Solutrans exhibition in Lyon, France. The win represents DAF’s third International Truck of the Year title in just five years, following victories for the New Generation XF/XG/XG+ in 2022 and the New Generation XD in 2023.

A win rooted in efficiency

Each year, the jury of the International Truck of the Year organisation selects a model launched within the previous twelve months that delivers the greatest contribution to roadtransport efficiency. Evaluation covers technology, comfort, safety, drivability, environmental impact, energy efficiency and overall operating costs.

end

For 2026, the panel of 23 leading commercial-vehicle journalists from across Europe singled out the XD and XF Electric models for their standout energy efficiency, long driving ranges, and advanced electric architecture. Jurors praised the smooth, almost seamless driveline behavior and the trucks’ modular design, which allows operators to tailor battery capacity and axle configurations to different applications.

Florian Engel, chairman of the jury, noted that DAF’s decision to combine a central electric motor with a traditional rear axle delivered impressive results. He said the setup achieves energy efficiency on par with e-axle systems while offering ideal weight distribution and broad operational flexibility.

Power, range, and real-world capability

The award-winning trucks are powered by PACCAR’s EX-D1 and EX-D2 electric motors, producing between 170 kW (230 hp) and 350 kW (480 hp). They can be equipped with battery packs ranging from 210 to 525 kWh, enabling more than 500 km of zero-emission range on a single charge. With optimised charging strategies, operators can achieve over 1,000 km per day—an important benchmark for both regional and longdistance use.

Designed for urban distribution and full-scale logistics operations alike, the XD and XF Electric models combine lowmounted cabs, excellent aerodynamics, and advanced digital camera systems to maximise visibility and safety.

Pride—and

momentum—for DAF

Calling the award “a moment of pride,” president Harald Seidel said the recognition highlights the company’s commitment to shaping the future of zero-emission transport. He added that the accolade affirms the brand’s dedication to delivering efficient, comfortable, and safe vehicles to its customers.

With its latest win, DAF strengthens its position as a leading innovator in the transition to electric road transport—signaling that the race toward cleaner logistics is not only accelerating, but reaching new milestones faster than ever.

Bigger and better

The Farizon SV L3H3 106kWh shows how the large electric van market is entering a new phase, with fresh entrants challenging established European players.

The Farizon SV L3H3, equipped with the substantial 106kWh battery pack, arrives with in the UK with serious intent. While the Farizon badge may still be unfamiliar to many UK operators, the brand sits within the extensive automotive portfolio of Volvo Cars’ Chinese parent Geely, and that industrial backing is evident in the overall maturity of the vehicle.

Our test route across the North-West of England is designed to reflect genuine fleet use rather than idealised proving-ground conditions. The vehicle was driven on flowing A roads, tighter

mixed B roads and, importantly, over a longer distance run from Manchester to Marlborough in Wiltshire. The objective was to assess real-world drivability, comfort and usable range.

Step in, and the Farizon SV L3H3 makes a strong impression inside the cab. The standout feature is the driving position, which is probably the best currently available in the large electric van sector.

Farizon has clearly invested significant effort into driver ergonomics. The seat offers generous adjustment and excellent support, allowing

drivers of varying builds to find a natural and relaxed posture quickly. The relationship between seat, pedals and steering wheel feels well resolved, and the elevated seating position provides a commanding view of the road ahead.

Over extended time behind the wheel, the benefits of this setup become even more apparent. Fatigue levels remained impressively low, even during the longer Manchester to Marlborough run. Visibility is equally well judged, with effective mirror placement and good forward sightlines, which proved particularly helpful on the narrower B roads encountered during the test.

On A roads, the SV quickly settles into a composed and refined cruising manner. Power delivery is

smooth and progressive, with none of the abrupt responses sometimes associated with newer electric commercial vehicles. The van builds speed confidently and maintains higher-speed running without strain. Cabin refinement is strong for a high-roof vehicle of this size, with low drivetrain noise and well-controlled road intrusion contributing to a relaxed long-distance feel.

The mixed B-road sections in the North-West are often where larger vans begin to feel cumbersome, but the Farizon remains well mannered. While the L3H3’s dimensions are undeniably substantial, the vehicle is easy to place on the road. Steering is light yet consistent, allowing accurate positioning through tighter bends and along narrower rural routes. Body

“Power delivery is smooth and progressive, with none of the abrupt responses sometimes associated with newer electric commercial vehicles.”

control is respectable, and the suspension deals competently with uneven surfaces typical of secondary roads. The overall impression is of a van that behaves predictably and inspires confidence rather than demanding constant correction.

Range remains the critical metric for electric van operators, and here the 106kWh battery delivers a convincing real-world performance. Across our mixed driving profile, we achieved a range comfortably in excess of 200 miles. This figure included A-road cruising, B-road work and the extended Manchester to Marlborough journey, making it far more representative than laboratory figures. For many regional distribution and service fleets, this level of real-world capability moves the SV firmly into practical daily usability.

The longer inter-urban run further reinforced the vehicle’s credentials. Efficiency remained stable over distance, and the calm, well-insulated cabin made sustained driving notably undemanding. Crucially, the vehicle feels engineered for more than just urban stop-start work, giving it broader operational appeal.

Practicality in the load area is another strong point. The load space itself is well executed, offering the kind of clean, usable volume operators expect in this class. Rear door access is straightforward and userfriendly, and overall cargo usability feels properly thought through rather than an afterthought.

“load space itself is well executed, offering the kind of clean, usable volume operators expect in this class”

One particularly welcome detail is the provision of three three-pin plugs positioned just inside the rear doors. This is a genuinely useful feature for many trades and service operators, allowing tools or auxiliary equipment to be powered directly from the vehicle without additional modification. It is a small but intelligent touch that reflects realworld use cases.

Farizon has also introduced a genuinely distinctive body design feature. The absence of a traditional B-pillar on the passenger side allows notably improved access through the side loading doors. For operators working in tight urban environments or frequently handling bulky items, this wider, less obstructed opening could prove extremely valuable. The engineering solution is complemented by the unusual placement of the passenger seat belt, which is mounted within the door itself. It is an unconventional approach, but in practice it works neatly and contributes to the improved access.

Taken as a whole, the Farizon SV L3H3 106kWh feels far from a tentative newcomer. The vehicle demonstrates a clear understanding of fleet priorities, from driver comfort to real-world range and practical load area usability. While brand recognition in the UK will naturally take time to build, the connection to the Geely group provides a degree of reassurance regarding engineering depth and long-term support.

The conclusion is clear. The Farizon SV delivers good drivability and genuinely excellent comfort, underpinned by a real-world range well beyond 200 miles and thoughtful practical features in the load area. As a new entrant backed by the scale and capability of Geely, it is a van that serious fleet operators should be watching closely.

FIVE INTO 11 DOES GO!

Scania has extended the Super range with the new 11-litre five-cylinder engine, featuring cutting-edge new technology to suit it for tightening VECTO and Euro 7 emissions standards. Words: Jack Sunderland.

The Scania Super 11

fills a gap in the Swedish manufacturer’s engine range which hasn’t been as noticeable as it would have been a few years ago as engine specification trends have shifted across various market segments.

Scania’s lightest trucks start at 18-tonnes gross weight, with seven and nine-litre engines on offer. The six-cylinder DC07 (actual capacity 6.7-litres, and derived from the Cummins ISB 6.7) weighs a healthy 360kg less than the 9-litre and offers outputs from 220 to 280bhp. The 9-litre (9.3-litre) DC09 is a five-cylinder rated from 280 to 360bhp, with the latter producing upto1700Nm of torque.

Prior to the arrival of the new 11-litre there was quite a gap between the DC09 and the 13-litre Super which was introduced three years ago with its entry level 420bhp and 2300Nm torque. Where payload is a priority, the Super 11 is likely to be of great interest: tipper, mixer and tanker operators would all welcome the 85kg payload advantage over the 13-litre as well as a claimed fuel consumption reduction of 7% over the 9-litre.

While the three-axle tractor unit market has moved toward 13-litre engines as standard, demand for a lighter option still exists. In addition to those seeking ultimate payload,

lighter articulated operations which use twoaxle tractor units or shorter trailers may well see the Super 11 as a preferable choice.

Curiously, the eight-wheeler market has seen an increase in the use of 13-litres over 11s as well. The expected payload of an aggregate tipper is now widely considered to be 19.5 tonnes with anything over that a bonus. It’s common to see an eight-legger with just as much power as an artic (and an equally well-appointed cab) with operators citing the perceived improved longevity of the larger engine, residuals, driver retention and generally staying well on top of the job, with the latest 13-litres returning mpg figures running loaded which were unattainable when empty not too long ago.

With that in mind, the new Scania 11-litre has some work to do. The new Super 11 comes in three power ratings: 350bhp/1800Nm, 390bhp/2000Nm and 430bhp/2200Nm. All will run on HVO and the 430 can be prepared for FAME (Fatty Acid Methyl Ester). The 350 will make for a good 26 tonne option, while the 390 may tempt tipper and mixer operators in urban or relatively flat environments. The 430 will be the one the ultra-light 6x2 and 4x2 tractor unit users will be interested in and it would be no surprise if this option proves the most popular on four-axle rigids as well. The horsepower figure of 430 overlaps the entry level Super 13’s entry level unit, and while it’s less than some rivals, it’s important not to look only at the horsepower as the 2200Nm torque output isn’t far off a lot of 13-lites and betters most competitor 11-litre offerings.

Numbers on screen or paper are one thing, what really counts is how the vehicle performs in the real world. With the Super 13, every power rating we’ve tested so far has exceeded expectations. For instance, the 460 Super 13 feels every bit as capable as the old 500. Scania’s switchable performance modes give outstanding flexibility and allow the driver to get the best from the truck, depending on the load and road conditions.

“The

Scania has opted not to simply downsize the 13-litre six, choosing instead to develop an allnew five-cylinder platform. The company has plenty of previous experience with five-cylinder engines: the 9-litre is also a five-cylinder although it bears little relation to the new unit, being based on the previous generation architecture. The thinking behind switching to five cylinders is that it allows the Super 11 to share 85% of its componentry with the 13-litre engine.

There are several new features making their debut with the Super 11, one of the most potentially beneficial for drivers is the powerful new variable valve brake (or engine compression brake), operated using the right-hand column stalk), rated at 233kW in standard configuration: there is also a high output version which produces 344kW. Those kw figures might not mean a lot here in the UK with our mash up of metric and imperial units, but if you look into what engine brakes on other models produce, they’re impressive figures.

The high output variant produces stopping power that’s not that far off what a separate transmission retarder will provide; that’s impressive on a lightweight engine and it comes without the weight penalty of a retarder. Such is its potency, care must be taken not to simply engage full power when empty on wet roads, the first two stages are plenty.

While the engine is 85kg lighter than the 13-litre, it also features ‘cam phasing’ for the first time: Variable Valve Timing, or VTEC as it’s become known colloquially, which has been offered on automotive petrol engines for decades. This not only increases performance under load, but the continual monitoring and optimisation of the valve timing means exhaust gas temperatures are closely controlled under low load situations which improves aftertreatment performance and subsequently fuel economy.

There’s further good news as the exhaust aftertreatment system is Adblue only, EGR (exhaust gas recirculation) which was always a compromise with undesirable side effects, is no more.

The aftertreatment system is all-new and is another feature which shows Scania has its eye on the forthcoming Euro 7 regulations which come in during 2027. A new single stage dosing system debuts on the Super 11, with all AdBlue being injected immediately downstream of the turbo, where temperatures are at their highest. This replaces the previous dual-dosing layout where additional AdBlue was injected immediately ahead of the SCR catalyst. This is not only much simpler, it is more efficient as AdBlue conversion rates are higher, particularly at cold start. As we approach the end of the Euro VI era, this is an engine built for Euro 7 and the enormous engineering challenges it brings.

“All will run on HVO and the 430 can be prepared for FAME (Fatty Acid Methyl Ester). ”

Although operators are increasingly looking to 13-litre engines for eight-wheeler applications and Scania buyers have had no alternative option up to now, if this new 11-litre, five-pot can deliver the same levels of performance and economy as its bigger brother it could tempt payload-conscious operators to give it a try.

The 430 will cope very well in eight-wheeler form and as a 40-tonne 4x2 artic, the real

test for it will be as a 44-tonne tractor unit. The entry level Super 13 is the 420 which was once a benchmark power rating for Scania tractors with the 124 420 and R420, but time has moved on, and even the perfectly capable Super 460 is being phased out of some big fleets in favour of 500s. This is partly due to residual values and partly due to driver perception and retention. There’s little doubt that 500bhp is a benchmark where a truck is considered to have an element of ‘performance’ and therefore desirability, but buyers of 11-litre tractor units have other priorities.

We drove a selection of Super 11-powered trucks at Scania’s test track. The first thing to note is that a straight-six engine is naturally balanced and other configurations either aren’t as smooth, so they need some internal assistance to smoothen things out. With the Super 11 running with five cylinders, Scania’s engineers have had to install balance shafts to eliminate vibration and ensure the smooth running we’ve become so accustomed to in modern trucks.

We drove a 390 three-axle rigid, a 390 four-axle artic and a 430 five-axle artic. All of them were R-series with the rigid having a neat day cab with a fold down rest bunk. The clever packaging even provided a little fridge which had a surprising amount of storage. All daycabs, where chassis configurations allow, could benefit from a set-up like this as it improves the working environment enormously for drivers who may often be

involved in physical multi-drop work: even if it’s not for a night out, that rest bed could provide much needed relief for drivers.

The engine note is surprisingly satisfying, the Opticruise gearshifts are seamless and the facility to engage eco-roll with a tap of the throttle can be utilised to great effect by drivers who are familiar with their truck and the roads. A near standstill pull away on a steep hill was completed without the gearbox getting into any state of confusion. The 390 artic did feel a tad lacking in power, but you’d likely only find these used in the UK with two-axle trailers on urban work.

Changing the 430 from Eco into Standard mode livened up the shifting, with more priority given to retaining momentum rather than lugging down to the bottom of the rev band before finally changing down, and at 35 tonnes gross it was perfectly happy. Over-egging the Eco-roll into a corner where we were going too fast was contained entirely by the new engine brake, our foot hovered over the brake as the corner approached, but it knocked off enough speed without the pedal being required – with some practice drivers should be able to make their brake pads last a very long time. Again, this may help with Euro 7, where dust from brakes will be counted as particulate emissions.

It pulled cleanly out the corner and up a hill with no fuss, there were no premature downshifts as the truck reads to topography ahead of it and factors in the weight, speed and whether it’ll make it over the top without needing a downshift.

Some of the new technology debuted here in the 11 will no doubt be installed in the 13

by the time Euro 7 rolls around. Considering how well the likes of the 460 Super has performed both with its surprising power and fuel economy, the expectation will be more of the same from the 11. This engine is a completely new option for existing Scania buyers, and may also make the marque more attractive to nonScania operators who regard the current offerings of 13-litre as overkill, and the 9-ltire as being not up to the job. If the fuel economy figures of the 13 are anything to go by, then a well specified Super 11 could be even more impressive. end.

“The aftertreatment system is all-new and is another feature which shows Scania has its eye on the forthcoming Euro 7 regulations which come in during 2027”

GreenPower Hydrogen is a UK-based developer focused on accelerating the shift to clean, sustainable energy through the delivery of hydrogen infrastructure. Our mission is to provide reliable, green hydrogen solutions that support the decarbonisation of transport and logistics across the UK. By combining renewable energy with advanced hydrogen production technologies, we aim to create a dependable and scalable fuel supply for the growing hydrogen economy.

GreenPower Hydrogen is developing a nationwide network of green hydrogen refuelling stations designed to support commercial fleets, logistics operators, and infrastructure partners transitioning to zeroemission operations. Each site is designed to produce and supply hydrogen generated

entirely from renewable energy sources, ensuring a truly low-carbon solution from production through to distribution.

Our approach focuses on delivering integrated, end-to-end hydrogen infrastructure that enables businesses to confidently adopt hydrogen-powered vehicles and technologies. By providing accessible refuelling locations and a consistent supply of green hydrogen, we help remove key barriers to the widespread adoption of hydrogen as a fuel.

With a strong background in clean energy development and a commitment to responsible environmental and community engagement, GreenPower Hydrogen is helping to build the foundations of a resilient and sustainable hydrogen economy in the UK.

5 Reasons the Most Efficient EV Fleets Will Choose FullStack Mobility Intelligence

Electric fleets are generating more data than ever. But data alone does not create efficiency. What matters is whether operators can turn that data into uptime, cost control, battery protection, and faster decisions.

That is where many fleets still struggle.

Too often, operators are asked to stitch together separate layers of technology: one vendor for telematics hardware, another for software dashboards, and a third promising AI-driven insights. On paper, that sounds flexible. In practice, it often creates fragmentation, blind spots, and slower execution.

As fleet electrification scales, the next wave of operational excellence will come not from adding more disconnected tools, but from unifying the stack. The best-performing fleets will increasingly treat hardware, software, and AI as one continuous intelligence layer.

Here are five reasons why.

1. Better decisions start with better data at the edge

Fleet intelligence is only as strong as the data feeding it. If upstream data is shallow, delayed, or inconsistent, downstream outputs will always be limited. A full-stack approach starts closer to the source, at the hardware and firmware layer, capturing richer real-world signals across vehicle, battery, driving, and charging behaviour.

2. Raw signals must become operational visibility

Data alone does not help a fleet manager unless it is organised into workflows they can act on. This is where software becomes critical. Full-stack mobility platforms do more than display numbers. They turn signals into monitoring, diagnostics, maintenance, certification, analytics, and exception handling.

3. AI only matters when grounded in real operations

The market is full of AI claims: predictive, agentic, conversational, automated. But AI sitting on incomplete or disconnected fleet data can only go so far. For fleets, AI becomes valuable when it is built on validated operational context, helping teams ask better questions, predict what happens next, and trigger action at the right time.

4. Fragmented point solutions create execution drag

When different vendors own different parts of the stack, fleets often inherit the integration burden. Data models differ, workflows break, accountability blurs, and response time slows. A full-stack model reduces that friction by connecting capture, analysis, workflow, and action in one architecture.

5. The future belongs to fleets that think in systems, not silos

Electrification is no longer just about replacing vehicles. It is about building an operating model that can scale with control. The fleets that lead the next phase of the transition will not be those with the most tools, but those with the most integrated intelligence.

This is the thinking behind Datakrew’s approach to mobility technology. From hardware such as ITUS Max and ITUS AutoScan, to software including OXRED MyFleet, OXRED AutoCert, and OXRED Lens, to AI layers such as GuardianAI and AskOX, Datakrew is building across the full stack.

Datakrew will be showcasing at CV Show Birmingham 2026, Booth 5C71, where we will be unveiling new products across our hardware, software, and AI stack, and sharing case studies on how a full-stack technology approach can improve fleet efficiency, visibility, and control.

www.datakrew.com