Mercedes-Benz eEconic 2026 Review

Daimler Trucks is a leader when it comes to the gradual introduction of electric trucks on to the Australian market. The first-generation Fuso eCanter appeared in Australia as far back as 2019, and three generations later the battery-powered pioneer is starting to make inroads into the market.

Although early models simply placed an electric motor in the space normally occupied by a diesel engine, the latest models from Daimler all feature an e-axle with electric motor and transmission now part of the axle assembly.

On the Mercedes-Benz eEconic truck, the eAxle uses two electric motors to produce 400kW of power (that’s over 540hp in old money).

The latest changes have seen considerable space freed up to enable the fitting of batteries and ancillary systems in between the chassis members. On this model, the three batteries provide the power system with 336kWh of capacity.

Charging from 20 per cent to 80 per cent takes 75 minutes.

One of the tasks which electric power should suit very well is garbage collection, while Daimler will also see this an opportunity to bring in more eEconic models.

The diesel Econic has made some inroads into the garbage space, but the sophistication and design of the electric powered version should open many new doors for the Mercedes-Benz brand.

The vocational work the eEconic is designed for also lends itself to a severely limited truck charging network. Stop/Go work in the major cities means the truck can dissipate and then regenerate the batteries en-route, while also returning to the depot for recharging after every shift.

The Mercedes eEconic reviewed here combines a two-speed transmission with an eAxle; it’s a two-speed transaxle, according to Daimler. The truck is currently running as a demo in a number of Australian fleets.

It has a tare of about 13.9 tonnes, giving it sufficient carrying capacity to cope with the eight tonnes of garbage which the compactor can handle.

Experience in Europe with this rear load body shows the truck capable of 800 bin lifts per day, plus 150km of travel: well within the parameters that this kind of truck would be expected to perform on a daily basis.

My first impression is how quiet the truck is as I sit in the cabin, moving out on to the road. All of the noise associated with the electric motor and the transmission occurs below the rear end of the truck and well away from the cabin.

Second impression is how well the electric motor works as a retarder when the driver pulls the regen lever on the steering column. There’s a double benefit from this: the brakes don’t wear out (a common issue in the garbage industry) and, every time the truck slows, it goes into regeneration mode and tops up the battery.

The first application Mercedes-Benz is working with is the rear loader; the ubiquitous side loader we see on our home streets every week is a bit more problematic, requiring more power and an even bigger battery storage.

However, with the speed of development of battery and charging technology, we shouldn't have to wait long before electric side loaders start appearing on our streets.

The current rear loader will slot straight into any fleet working in and around city CBDs, as long as there is charging capacity back at base. Producing less noise, it may also be more acceptable in urban areas where there are currently curfews around the use of trucks.

As a driver used to handling a diesel truck, it comes as a surprise when I don't have to touch the brakes for long periods behind the wheel. The retardation available in the electric power system is sufficient to keep the brakes in the back pocket, and mainly used in the event of an emergency stop.

This technology also requires the driver to adopt a completely new driving style.

Drivers used to pressing hard down on the accelerator, followed by hard down on the brake, will need to adapt their driving style accordingly. Just use the accelerator to get going and let the retardation system handle most of the donkey work when it comes to slowing down.

A couple of trips in the eEconic should be enough to develop a driver’s understanding of the retarder’s five settings, and when to use them in each road situation.

European garbage trucks are not always perfectly suited to Australian working conditions, in that often the large amount of glass at the front of the truck ends up overloading the air conditioning in the cabin.

Addressing this, Mercedes has taken a belt and braces approach; it's kept the existing factory HVAC system and added a Webasto air-conditioner on the cabin roof, to help keep things cool.

The eEconic also gets a speed limiter to help the driver avoid those pesky speeding fines. While it will hold the truck to the driver’s chosen speed limit, if there's a need to go over the limit, as there sometimes is, the driver simply stamps down on the accelerator which disables the limiter.

The review truck is fitted with conventional mirrors, but Daimler’s MirrorCam will be available and this is likely to be a boon for drivers in difficult urban loading situations where all round visibility is vital.

The test vehicle does feature a number of cameras, including front and rear, but also down the sides of the truck, with the image available on a split screen monitor in the middle of the dashboard.

When setting off it is simply a matter of getting into the driver’s seat, putting your foot on the brake and selecting D for drive. My first attempt to set off was stymied because one of my passengers in the crew cab, failed to put their seat belt on. After they were counselled, we were up and running.

Out on the road the truck responds well to the driver’s right foot; a gentle push and gradual acceleration is achieved with a relaxed demeanor that gets the truck up to the right speed.

A little more insistence gets the impatient driver up to that road speed quicker but again, with little fuss. At the same time the retardation is simple to modulate and set for different traffic conditions.

We're all pretty used to hearing safety concerns around battery technologies, whether they’re in our mobile phone or in a car or truck. One of the advantages the move to an eAxle has brought to this truck’s design is that there are no batteries outside the chassis rails, reducing the risk of problems in the event of a side-on collision.

Containing the bulk of the mass inside the chassis rails also increases the inherent stability of the truck; something I experienced during a sharp turn just as the truck was pulling up at the end of the test drive. Throwing the wheel to the left brought the truck around in a sharp 90 degree turn, without creating any untoward movement in the rear mounted body.

As the next few years unfold, more and more electric and other zero emissions trucks capable of handling various tasks are going to appear. And once city residents appreciate how much quieter these electric garbage trucks are in their neighbourhood, everyone will want one.

Related: What electric zero-emission trucks are available in Australia in 2026?