MAN eTGX Low electric truck review

A quick lap of a proving ground is no way to get a feel for the strengths and weaknesses of a driveline, nor can you really experience the comfort and ride of the truck. For that, you need to take to the open road. Having briefly experienced the standard MAN eTGX, it’s now the turn of a different eTGX – more specifically MAN’s low-chassis-height model that is reduced by 270mm and rides on front and rear air-suspension.

Like the higher cabbed eTGX, the eTGX Low uses MAN’s central drive motor, adopting the same power outputs and battery configurations. That means the option of three to six batteries for rigids and four to six batteries for tractor units – each of which adds 80kWh of usable capacity. Power options range from a 244kW motor with a 2-speed transmission to 330kW or 400kW. both with 4-speed gearboxes. The final option is which charging sockets and how many you want on your truck. The current CCS standard that enables speeds of up to 350kW is the default option, but MAN has been one of the first OEMs to manage real-world charging speeds of more than 1,000kW using the new Megawatt Charging System (MCS). There is, of course, a price difference between the two, which varies by model and country. But expect to pay around €6,000 (£5,000) to future-proof the truck for these faster speeds – the cost of which comes from chunkier cabling and a water-cooled charging system, rather than air cooling. Deliveries taking place from Q3 this year will already be capable of charging speeds of up to 750kW.

MAN says the benefit of its central drive motor concept is that it allows for a mechanical PTO to still be used, which means the same interface and functions for the customer – a core theme of the MAN e-truck design, which looks to retain the familiarity of its diesel trucks in its electric vehicles. It also means that most bodybuilders won’t have to make any dramatic changes to package around e-axles or other high-voltage systems.

Furthermore, MAN says that the concept will enable other configurations once the process of building the e-trucks is industrialised into a fully fledged production line. Once up and running, other drivelines, including a 6x4, would become feasible.

Currently, there’s also no commonality between the MAN and Scania electric drivelines. However, according to Jens Hartmann, MAN Truck & Bus electric truck programme manager, in the future certain elements including charging inlets, compressors, and more than likely the central drive unit could become shared Traton products. “There will certainly be more commonality and modularity between the two by the end of the decade,” he explains.

Away from the test track and arriving in Salzburg we are able to drive the two versions back-to-back with each other to see how adaptable the MAN central drive concept can be. Although both units are direct carryovers from their diesel equivalents in appearance, under the skin they share exactly the same electric drivetrain. With Austria’s largest mountain (Grossglockner - 3,798m) within sight of our test route, we take both units out for a much flatter drive, where it is apparent that the lower running height and the air-sprung suspension of the lower eTGX leads to a superior and well-suited ride for an e-truck.

With a route taking in mostly national speed limit country roads with the occasional small town or village, the eTGX’s intelligent range prediction uses the topography data to calculate the truck’s range accordingly. As a result, we see no alarming amounts of range drop-off when confronted with one gradual slope and instead returns an average consumption of 1.2kWh/km for a fully laden vehicle. With the largest 480kWh, six battery option, that’s enough for 576km if that level of economy was maintained throughout.

While that seems unlikely, there are a number of driving modes available to help achieve the best possible economy, altering gear shift and battery regeneration levels to maximise efficiency. The standard mode, MAN TipMatic Efficiency, is configured for everyday use with a lean towards economy. However, for proper energy saving, it’s the TipMatic Range mode that works best, disabling kickdown and manual gearshifts. While it manages to not feel sluggish, it does feel like you’re only getting a taste of the driveline. The regenerative braking, in lieu of an engine brake but operated on the same familiar stalk, also feels less potent as a result. Perhaps counter-intuitively it’s the TipMatic Performance and Efficiency mode that combines the standard mode set-up with more responsive performance that feels better suited.

There’s a lot to like about the eTGX range, not least because the package is so familiar. These may be among the first electric trucks from MAN, but it already feels like the formula is correct.

- This article was previoulsy published in Commercial Motor, to subscribe see the latest Commercial Motor subscription offer