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A 2024 research demonstration in Plattling, Germany, showed a MAN electric truck charging at a reported peak of 1,025.5 kW. New Atlas reported that 30 minutes of charging added about 400 km (248.5 miles) of range. This was a prototype demonstration—not evidence that megawatt charging was already widely available to truck operators.
What happened in the first public megawatt charging demonstration?
On July 19, 2024, the NEFTON project presented an electric truck and megawatt-class charging prototypes at the Technical University of Munich’s Technology Campus in Plattling. TUM described it as the world’s first megawatt charger for electric trucks; New Atlas characterized the event as the first public demonstration of charging above one megawatt. Those “first” claims refer to the public research demonstration, not a commercial network rollout. TUM’s event account identifies the project consortium, led by TUM and including MAN Truck & Bus and research and industry partners.
How fast can an electric truck charge at a megawatt?
New Atlas reported a peak output of 1,025.5 kW at 1,488 A during the NEFTON demonstration. That is the reported peak, not a full charging curve showing how long the truck sustained that power. The available account does not establish that every truck—or a commercial charger—would reproduce the result. New Atlas’s report attributes the result to the MAN eTruck demonstration.
How far could the truck go after 30 minutes?
New Atlas reported that a 30-minute charge added approximately 400 km (248.5 miles) of range to the MAN eTruck. Treat that as the demonstration’s reported vehicle-specific result, not a universal range estimate: the sources do not establish equivalent performance across different trucks, payloads, routes or operating conditions.
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How did the project relate charging to driver rest?
TUM said the charge could provide enough energy for 4.5 hours of operation within the regulatory rest period, without additional waiting time. This is the project’s operational framing of the truck-and-charger demonstration; it should not be read as a guarantee for every vehicle or haul.
What charging network would long-haul trucks need?
NEFTON worked with four freight forwarding companies to examine use cases ranging from local distribution to long-distance transport. TUM’s account distinguishes where charging can fit into those operations:
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- Local and regional distribution: charging can often take place at a carrier’s premises.
- Long-haul transport: high-power stations are needed at highway rest stops and parking areas, where charging can fit into route schedules.
The project’s proposed highway spacing
For core highway routes, the project recommended installing one-megawatt charging posts every 50 km. That is a proposed infrastructure pattern, not a report that posts at this spacing have been installed.
Research beyond the public demonstration
TUM said the project also studied charging outputs of up to 3 MW in a research setting, with the aim of increasing operating flexibility and potentially allowing smaller batteries. This higher figure describes research prospects; the public demonstration’s reported peak was 1,025.5 kW.
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What commercial network plans were announced?
MAN separately announced a plan with E.ON for around 400 charging points at around 170 locations across Europe. Those are planned network figures from MAN’s announcement, not verified current operating totals. The announcement does not establish which locations are operational, their charging power, or whether they support the Megawatt Charging System (MCS). MAN’s announcement describes the planned partnership.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.What the demonstration does—and does not—show
The NEFTON event demonstrated that megawatt-plus charging could be presented publicly with a heavy electric truck and charging prototype. Its reported power and range figures make the potential operational benefit concrete, while the project’s highway-spacing proposal shows the scale of infrastructure it considered necessary for long-haul use.
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It does not establish that megawatt charging is broadly accessible, that the planned network is built, or that the MAN eTruck’s reported 30-minute range gain applies to other trucks. To assess a real charging option, operators need to check the actual charging curve, compatible truck and connector standard, site coverage and grid connection, and whether a stop fits their route and driver-rest schedule. The cited accounts do not provide a controlled comparison of commercial chargers.
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