The Obvious Case for Electrification
Fact One: Most 7.5-tonne trucks operate locally and return to base each day.
Fact Two: The 7.5-tonne segment is the second largest in the UK commercial vehicle market, after tractor units.
These two facts alone would suggest that every major European truck manufacturer would prioritise launching a 7.5-tonne electric truck before tackling a 42-tonne tractor unit. You would be mistaken.
Despite the compelling logic, none of the leading European truck makers currently offer a grid-powered 7.5-tonne electric truck.
Diesel Still Dominates – But Not Across the Board
Some truck makers—such as Scania, Volvo Trucks, and Renault Trucks—don’t manufacture diesel 7.5-tonners, and so naturally have no electric equivalent either. That leaves four major players in the ring: DAF, Mercedes-Benz, Iveco, and MAN, all of whom continue to offer diesel models in this category—but have yet to release an electric version.
Who Still Needs a 7.5-Tonner?
The market for 7.5-tonners has been gradually declining since the abolition of so-called “Grandad rights” at the end of 1996, which allowed standard car licence holders to drive them. Now, most drivers must take an additional test.
Despite this, annual UK sales still hover around 4,000 units. Organisations such as Royal Mail, which runs over 2,000 7.5-tonners, still rely heavily on them. While you won’t see a postie behind the wheel of one, these trucks are pivotal for transporting mail between local depots and distribution hubs. Their size offers the perfect balance: compact enough to access urban locations, but big enough to make them commercially viable.
Policy-Driven Inertia
So, why the delay? A lot of it comes down to legislation—or the lack thereof.
Since 2019, EU emission regulations for heavy-duty vehicles have focused on reducing CO₂ from vehicles over 16 tonnes GVW using the Vehicle Energy Consumption Calculation Tool (VECTO). Manufacturers must cut CO₂ emissions from a 2020 baseline by 15% by 2025, but only for vehicles above that weight threshold. That means emissions reductions from 7.5-tonners don’t count towards regulatory targets. So, from a compliance standpoint, why bother?
Payload Penalties Prompt Scaling Up
Another factor is payload sensitivity. Even diesel-powered 7.5-tonners can be borderline when it comes to usable payload. Add the weight of a large battery pack and many become unviable for practical use.
As a result, many manufacturers have instead focused on developing electric models at higher gross vehicle weights. For example:
- DAF XB and MAN eTGL at 12 tonnes
- Volvo FL Electric at 16 tonnes
That said, Iveco does offer a 7.2-tonne eDaily, and has partnered with Electra for an electric version of its Eurocargo in the 7.5-tonne class.
Mercedes-Benz has no electric variant of its Atego range. Its electrification efforts start with the eActros, beginning at 19 tonnes. However, its affiliate brand Fuso does offer a 7.5-tonne eCanter, which has been in the market for several years.
The Argument for Scaling Up
The main manufacturers argue that 12-tonners can better accommodate the weight of battery packs while still delivering viable range and payload capacity. Hence, the decision to bypass 7.5 tonnes in favour of heavier electrified urban distribution vehicles.
A Door Open for New Entrants?
The delay in European response is not being mirrored elsewhere. Chinese manufacturers have already made significant inroads into the European electric bus market, and now they’re eyeing the 7.5-tonne electric truck segment.
In China, the market for electric 7.5-tonners is massive—about 100,000 units annually, most of which are battery-powered. Europe, by comparison, sees around 50,000 7.5-tonners sold per year, with only 10% being electric.
Two new Chinese brands have launched in the UK recently with 7.5-tonne electric offerings.
Rightech RT75
Rightech, backed by Wrightbus in Northern Ireland, imports and rebadges the JAC Junling. The RT75 has an unladen weight of just 3.3 tonnes, around 100 kg lighter than the DAF XB.
The compact cab may prove unpopular with some UK drivers, but its claimed range of up to 144 miles (expect around 100 real-world) and dual AC/DC charging options make it highly suitable for local operations.
With a battery capacity similar to a Tesla Model 3, overnight charging is easily achievable without complex infrastructure. Pricing will be key, but with finance options available and experienced electric bus expertise from Wrightbus, it’s a credible contender.
Yutong TE7
With more than 1,000 electric buses operating in the UK, Yutong has earned trust in fleet circles. Their TE7 7.5-tonner, debuted at RTX 25, comes with two battery options (100 kWh or 132 kWh) and an impressive claimed range of up to 180 miles (realistically around 130 miles).
Starting at 2,970kg unladen, it competes well on payload with diesel equivalents and offers short and long wheelbase versions. However, uncertainty remains around long-term support—especially for larger fleets like Royal Mail, where reliability and parts supply over an 8–10 year service life are paramount.
If Yutong can prove staying power in the UK and Europe, it could open the door to widespread adoption.
A Mixed Track Record in UK Start-Ups
Several UK-based electric truck initiatives have emerged over the years, with mixed results:
- Modec (6-tonne EV) launched in 2007 but folded in 2011, burdened by premature battery tech and £40m in debt.
- Volta Trucks, known for its 16-tonne Zero and planned 7.5-tonne variant, entered administration in 2023. Despite attempts to relaunch, it ceased operations again in May 2025.
- Tevva Motors, with a 7.5-tonne electric truck based on the Iveco Eurocargo, entered administration in June 2024. Their factory was located in Essex, and they supplied vehicles to Royal Mail.
Bright Spots: Magtec and Electra
Not all stories end in failure:
– Magtec, based in the UK, converts Isuzu N75s into electric vehicles branded MEV75. They even offer a 160kWh long-range version.
– Electra builds 7.5-tonners using either an Isuzu N-Series or Iveco Eurocargo as a base. They also produce heavier-duty electrified Mercedes Econic models.
Notably, Electra has gained access to Tevva’s rolling stock assets—giving them momentum and inventory for future builds.
Thinking of Going Electric? Start Here
If you’re in the market for a 7.5-tonne electric truck, don’t start with a spec sheet. Talk to multiple suppliers and explain your operational needs. You might find that a 12-tonner or even 19-tonner better suits your requirements.
Key considerations:
- Ancillaries: Will you need to power refrigerated units, cranes, or tail lifts? Ensure the battery and electrical systems can handle the load.
- Range: Don’t base decisions on average daily use or best-case summer conditions. Plan for your longest route in worst-case weather.
- Support: Assess not just the vehicle, but the manufacturer’s long-term presence, spare parts availability, and aftersales support.
Who’s Offering What?
Here’s a list of current suppliers worth exploring:
- Electra – Choice of 7.5-tonne models: electracommercialvehicles.com
- Magtec – Isuzu-based MEV75: magtec.co.uk
- Fuso – eCanter via Mercedes-Benz dealers: fuso-trucks.co.uk
- Pelican Engineering – UK importer of Yutong trucks: pelicanyutongtrucks.co.uk
- Rightech – RT75 electric truck: rightech.eco
- Iveco – Consider the eDaily at 7.2 tonnes: iveco.com