From 8 to 14? How Chinese lorry manufacturers are set to conquer Europe
The good old days are over. For decades, the European market for heavy commercial vehicles was relatively small. But that could soon change. Chinese competitors are pushing their way into the market – and they’re going electric.
Daimler Trucks, Renault Trucks, DAF Trucks, Volvo Trucks, Ford Trucks, MAN, Scania and Iveco largely dictated the market. Anyone looking to buy a heavy goods vehicle had a choice of eight established brands. But this manageable competitive landscape is now a thing of the past.
A new generation of Chinese manufacturers is rapidly making its way into Europe – and they’re not just bringing affordable vehicles, but also highly advanced electric powertrains, large batteries, intelligent driver assistance systems and their own European production and service networks.
There are already more than half a dozen Chinese manufacturers planning to launch heavy-duty electric lorries in Europe by 2026.
Windrose is one of the most notable newcomers. The all-electric E700 was developed for international markets from the outset. The current generation offers a range of around 670 kilometres with a battery capacity of 705 kWh. Windrose is now even establishing a European production facility in Antwerp.
Farizon, a commercial vehicle brand belonging to the Geely Group, is bringing the Homtruck H – an electric 4x2 articulated lorry – to Europe. The European version features a 600-kWh battery and is expected to offer a range of more than 500 kilometres.
Sany, one of China’s major manufacturers of construction machinery and, increasingly, heavy commercial vehicles, also aims to gain a foothold in Europe. The manufacturer unveiled a heavy-duty electric lorry in 2026 and is focusing on localisation in Europe as well as its own service concept.
Sinotruk is not a start-up, but one of China’s major lorry manufacturers. With brands such as SITRAK and HOWO, the company already boasts a broad portfolio of heavy lorries. The SITRAK C9H represents the Chinese premium segment and is marketed internationally.
SuperPanther is entering the market with the Black Panther electric articulated lorry. The manufacturer relies on an electric architecture developed entirely in-house and is simultaneously establishing its European production and service organisation. Another electric lorry, the eTopas 600, has already found its first buyers in Europe.
DeepWay also aims to bring its intelligent ‘Xingchen’ 4x2 and 6x4 electric lorries onto European roads. Both vehicles were specifically developed to meet European regulations and operating conditions.
However, the list is far from complete. Others include BYD, Foton, Dongfeng, SAIC Hongyan, XCMG and Chery Commercial Vehicles. Foton, for example, already has more than 300 service centres in Europe and plans to start local assembly by 2028.
The electric lorry offensive
The strategy is noteworthy: Chinese manufacturers are not even attempting to directly copy established European diesel lorries. Their main focus is on zero-emission lorries.
There is a method to this. Whilst European manufacturers are gradually electrifying their existing platforms, many Chinese vehicles are designed as electric vehicles from the outset. At the same time, Chinese companies have vast experience with batteries, power electronics and electric drivetrains.
Price is another trump card. Some Chinese suppliers aim to offer their vehicles at up to 30 per cent below the price of comparable European electric lorries.
The market could almost double
The Chinese market share in Europe is still negligible. But the momentum is crucial. If six, eight or even more Chinese brands establish permanent sales, service and production structures, the competitive landscape will change fundamentally.
The current eight established suppliers could thus give rise to a market with 15 or more relevant brands within a few years. The number of competitors would therefore almost double.
For haulage contractors and fleet operators, this is good news at first glance: more suppliers mean more choice, more innovation and additional price pressure. At the same time, the purchasing decision becomes more complex. In future, it will not only be range, fuel consumption and purchase price that count, but also the supply of spare parts, the workshop network, residual values, financing and the long-term availability of software and services.
Whether Chinese lorry manufacturers will enter the European market has long been settled: they are already here. The real question is rather how many suppliers will establish themselves in the long term – and which of the European manufacturers will ultimately have to cede market share.
