DAF, here’s how the electric New Generation trucks look like. We tested them in Eindhoven
this is not DAF's first foray into electric mobility. The project to electrify part of the range dates back to 2022, but only now – we can say – is the Dutch brand's offensive really getting underway. Three truck models will be part of the new zero-emission line-up, chosen according to a precise strategy that has to do with market dynamics and the potential of plug-in transport in the European scenario. Our report from the Netherlands.
As our readers know quite well, this is not DAF’s first foray into electric mobility. The project to electrify part of the range dates back to 2022, but only now – we can say – is the Dutch brand’s offensive really getting underway. Three truck models will be part of the new zero-emission line-up, chosen according to a precise strategy that has to do with market dynamics and the potential of plug-in transport in the European scenario. Firstly, the XB in the 12-19 ton range for transport and distribution mainly in urban areas; then the XD, which ranges from city to regional transport and goes up to 44 tons, and the XF for even more demanding and long-range missions.
DAF electric trucks to be built in Eindhoven
Three options are therefore available immediately, with series production scheduled to start in the last quarter of the year at the dedicated factory that DAF has lately built in Eindhoven. A new assembly plant covering an area of 5,000 square meters and equipped with two lines: one for the preparation of battery packs and one for the assembly of the electric drive module (EDM). In short, the electric vehicle is finalized in a different plant from the one reserved for ICE trucks.
Before discussing the powertrain and layout of the new electric trucks—the most interesting new features we saw in the Netherlands—it is worth noting that the cab is the same as the successful New Generation model, first seen in 2021 and praised by the market for its comfort and size (DAF was the first manufacturer to take advantage of the greater flexibility in European regulations on weights and dimensions in the development of the vehicle). Inside, therefore, everything is identical, except for the right-hand side of the cluster, which has been adapted to display information about the electric vehicle, such as remaining range, battery charge status, braking energy recovery, and so on.
Inside the cab, the sound is certainly different from the ICE versions, as usual for electric trucks. Zero noise, vibrations reduced to a minimum. At the wheel, DAF has focused on an efficient and harmonious three-speed automatic transmission, as well as optimizing the retarder lever set to three different levels (for the XD and XF; one for the XB), which in the last step allows the vehicle to be driven with one-pedal mode, thanks to a system optimized to balance power delivery and soften the braking phase. More specifically, the lower part of the pedal stroke is reserved for acceleration, while the upper part can be used to control and modulate regenerative braking.
Electric motors and battery pack technology
Talking to DAF engineers, we were able to grasp the design philosophy behind the new electric trucks. There is no electrified axle (although DAF is developing one, as seen at IAA 2024) so as not to weigh down the rear of the vehicle and to give the entire project greater flexibility. The electric motor is positioned in the middle of the wheelbase, one battery pack is located under the cab and the others (up to 5 on the XF and XD) are housed on the sides, also in the wheelbase. The battery hardware is supplied externally, with CATL cells and module and pack assembly carried out not far from Eindhoven. DAF takes care of the battery management system to maximize performance. The latest generation of LFP (lithium iron phosphate) chemistry for cobalt- and nickel-free batteries ensures a long life, even when recharged at high power, we are assured. DAF expects a lifespan of around 4,000 cycles and guarantees a state of health of over 80 percent for 8 years. This compensates for the lower energy density compared to, for example, NMC cells that use cobalt.
DAF XD and XF Electric
But let’s move on to the models, starting with the ‘big’ XD and XF. The new electric trucks are powered by efficient and reliable PACCAR EX-D1 and PACCAR EX-D2 permanent magnet powertrains, offering power outputs from 230 to 480 hp. The extremely compact powertrains consist of two separate electric motors and the integrated three-speed automatic transmission. The motors can be combined with between two and five battery packs, with a gross capacity of between 210 kWh and 525 kWh. The promised range varies, of course, depending on the number of battery packs installed and reaches a maximum of around 500 km in the versions with 5 battery packs, always in the name of modularity. In line with what the market currently offers.
In terms of charging, the new generation XD Electric and XF Electric models are compatible with fast charging up to 325 kW. An optional on-board charger is available that can be used for alternating current (AC) charging up to 22 kW, allowing the vehicle to be used even when fast direct current charging is not available. Finally, the DAF XD and XF are available in 4×2 tractor and cab configurations. They are also available in a 6×2 cab configuration with a steering bogie axle or a steering trailing axle. Other configurations will be available in the future.
DAF XB Electric, covering from 12 to 19 tons
The electric DAF XB trucks complete the zero-emission range, with a total weight ranging from 12 to 19 tons. In this case, one or two battery packs can be installed, with a modular design that also applies to the layout of the individual modules, to maximize customer choice. The power of the engines (in this case, we have the PACCAR EX-M1 and EX-M2 versions) ranges from 156 to 250 hp, while the battery capacity reaches a maximum of 282 kWh for a maximum range of around 350 kilometers. The XB can be recharged with alternating current up to 22 kW, but also with direct current up to 150 kW.
Even more important than in the higher-end models is the so-called one-pedal drive, which can be activated with a steering wheel control and serves to minimize the use of the brake pedal, especially in urban areas or where speeds are lower and start/stop is more frequent. Again, the lower part of the pedal stroke is reserved for acceleration, while the upper part can be used for regenerative braking. Special mention should be made of the XB’s configurability, facilitated both by the arrangement of the battery packs on the chassis and by the optional 650 V (25 kW and 90 kW) PTOs, which can be used, for example, to power an electric refrigeration system. This eliminates the need for a separate generator.
