By Piyush P. Yadav

India’s electric truck market is tiny in volume, with only 573 units sold in all of 2025, but the product catalogue has quietly filled out. There is now at least one electric option in every weight class from a 1.8-tonne mini truck to a 55-tonne tractor, from Tata, Ashok Leyland, Switch, Eicher, Montra and Olectra. What fleet buyers lack is a single place that lays the models out by gross vehicle weight with the numbers that drive a purchase decision: payload, battery, range and price. This guide does that, class by class, and then explains how to read the specifications the way a fleet operator should.

The market in one paragraph

Electric truck sales in India remain a rounding error against roughly 10 lakh commercial vehicles a year, and the reasons are the ones we set out in our analysis of why the e-truck market has not started: a purchase price two to three times that of a diesel equivalent, no depot charging at most transporters, and lenders unwilling to finance an asset with no resale history. The proposed Rs 9,852 crore heavy-duty EV scheme, which would support 50,000 e-trucks with a credit guarantee, is designed to address the last of those. Until it is notified, the catalogue below is what a buyer can actually order today.

Class 1: Mini and light trucks, under 3.5 tonnes GVW

This is where almost all of India’s electric truck volume sits, because last-mile e-commerce and FMCG distribution have predictable urban routes and overnight depot parking. Several of these compete directly with the three-wheelers and small commercial vehicles in our electric three-wheeler and SCV buying guide.

Model Ex-showroom price GVW Payload Battery Claimed range
Tata Ace EV About Rs 10.51 lakh 1,840 kg 600 kg 21.3 kWh 154 km
Tata Ace EV 1000 About Rs 11.50 lakh n/a 1,000 kg class n/a n/a
Mahindra Zeo About Rs 8.19 lakh n/a n/a 18.4 kWh n/a
Montra Electric Eviator About Rs 16.11 lakh 3,490 kg n/a n/a n/a
Euler Motors Turbo EV 1000 About Rs 6.00 lakh n/a 1,000 kg class n/a n/a

Class 2: Light and intermediate trucks, 3.5 to 8.75 tonnes GVW

Model Ex-showroom price GVW Payload Battery Claimed range Charging
Switch IeV4 Rs 15.29 lakh n/a 1,700 kg 32.2 kWh 120 km 61 hp, 230 Nm motor
Switch IeV3 n/a n/a 1,200 kg n/a n/a Sister model to IeV4
Eicher Pro X EV Rs 17.99 lakh n/a n/a 32 or 40 kWh n/a Two pack options
Eicher Pro 2055 Electric About Rs 27 lakh 5,450 kg 2,209 kg 64.4 kWh n/a 8 to 10 hours AC
Tata Ultra T.7 Electric Rs 15.29 to 16.81 lakh (2024 listing) 7,490 to 8,750 kg 3,692 to 4,935 kg n/a 100 km About 2 hours DC

Class 3: Medium-duty trucks, 11 to 12 tonnes GVW

This is the class that matters most for intercity distribution, and it is where the two largest Indian truck makers now go head to head.

Model GVW Payload Motor Battery Claimed range Charging
Tata Ultra E.12 11,990 kg 6,000 to 6,500 kg 200 kW PMSM, 450 Nm continuous 95 kWh or 147 kWh Up to 200 km fully laden (147 kWh) CCS2 DC fast charging
Ashok Leyland Boss 1219 EV 11,990 kg 6,000 kg n/a n/a n/a n/a

Tata launched the Ultra E.12 on 20 January 2026 at Bharat Mandapam as part of a 17-model next-generation truck portfolio spanning 7 to 55 tonnes. The two-battery strategy is the interesting part: the 95 kWh pack is pitched at short urban routes, the 147 kWh pack at intercity legs, and both use the same chassis with parabolic front and semi-elliptical rear suspension, pneumatic drum brakes, 245/90 R16 radials and a 25 per cent restart gradeability. Pricing has not been published and is quoted to fleets on request. Ashok Leyland’s Boss 1219 EV matches it on GVW and payload but the company has not published battery or range figures.

Class 4: Heavy-duty, 28 to 55 tonnes GVW

Model Ex-showroom price GVW Claimed range Charging Application
Olectra electric truck (6×4 platform) On request 28,000 kg 70 to 110 km About 2 hours Mining and port haulage
Montra Rhino 5538 EV About Rs 1.15 crore 55,000 kg n/a n/a Tractor-trailer
Tata Prima E.55S On request 55-tonne class n/a n/a Tractor-trailer, part of Tata’s January 2026 launch

Prices and specifications compiled from manufacturer announcements and the 91trucks, FR8 and Tractor Junction listings current in 2026. “n/a” means the manufacturer has not published the figure; “on request” means pricing is negotiated per fleet. Listing prices for light trucks move frequently, so treat them as indicative.

How to read an electric truck spec sheet

Payload, not GVW, is the number that earns money

Because a battery weighs far more than a diesel tank, two trucks with identical GVW can carry very different loads. The Ultra E.12 gives up roughly 500 kg of payload between its 95 kWh and 147 kWh versions. For a parcel operator that cubes out before it weighs out, the bigger battery is free range. For a cement or steel carrier that weighs out every trip, that 500 kg is lost revenue on every run.

“Range” means laden, on a route, in heat

Tata quotes the Ultra E.12 at up to 200 km fully laden, which is more useful than the unladen figures some smaller makers publish. Whatever the claim, budget for 70 to 80 per cent of it in summer with air conditioning, and for a further loss after five years as the pack degrades. A truck that needs 160 km a day needs a 200 km claim, not a 160 km one.

Charging power decides how many shifts you get

A 147 kWh pack on a 60 kW DC charger takes about two and a half hours from 20 to 80 per cent. On a 120 kW unit that halves. Since public DC chargers are rare on freight corridors and most are under 60 kW, as our report on India’s charger power distribution showed, depot charging is the only realistic model for anything above Class 1. Factor the cost of a 60 to 120 kW charger and its grid connection into the vehicle price.

Total cost of ownership is where EVs win, if utilisation is high

An electric medium-duty truck typically costs Rs 8 to 12 per km in energy against Rs 20 to 25 per km for diesel, with maintenance perhaps 30 per cent lower. That gap only pays back a purchase premium of Rs 40 to 60 lakh if the truck runs 200 km or more a day, six days a week. Below about 40,000 km a year the diesel truck remains cheaper over five years, which is why the first electric medium-duty fleets are in captive, high-utilisation operations such as port drayage and plant-to-warehouse shuttles.

Policy context: localisation and the coming scheme

Two regulatory items shape what is on offer. First, from 1 September 2026 the PM E-DRIVE traction motor localisation rules apply to e-bus and e-truck makers seeking incentives, which we covered in our report on the September 1 localisation deadline. Trucks assembled with imported motors may not qualify for whatever demand incentive follows. Second, the Ministry of Heavy Industries has floated a five-year scheme to support 50,000 e-trucks and 50,000 e-buses, backed by a credit guarantee to unlock financing. If notified in the form discussed at the India Clean Transportation Summit on 1 September, it would be the first meaningful demand-side support for the Class 2 to Class 4 trucks in this catalogue.

Sources & Further Reading

Frequently Asked Questions

Which electric trucks are available in India in 2026?

From the Tata Ace EV and Mahindra Zeo in the mini class, through the Switch IeV4, Eicher Pro X EV and Tata Ultra T.7 Electric in light duty, to the Tata Ultra E.12 and Ashok Leyland Boss 1219 EV at 12 tonnes and the Olectra 28-tonne and Montra Rhino 5538 EV and Tata Prima E.55S at the heavy end.

What is the range of the Tata Ultra E.12?

Up to 200 km fully laden with the 147 kWh battery. A 95 kWh version is offered for shorter urban routes. Both use a 200 kW motor with 450 Nm continuous torque and CCS2 DC fast charging.

How much does an electric truck cost in India?

Light electric trucks list between about Rs 8 lakh and Rs 27 lakh ex-showroom. Medium-duty models such as the Ultra E.12 are priced on request to fleets, and heavy tractors run to around Rs 1.15 crore.

Is an electric truck cheaper to run than diesel?

Per kilometre, yes, with energy costs of roughly Rs 8 to 12 per km against Rs 20 to 25 for diesel. But the higher purchase price only pays back at high utilisation, typically 200 km a day or more with depot charging.