DAF XG / XG+ Electric

The XG Electric and XG+ Electric are the battery-electric versions of DAF’s two largest cabs, and DAF documents them as a pair: one technical table headed “XG / XG+ Electric”, one introduction release on 13 January 2026 and one production release on 6 May 2026. This page follows DAF and covers both. What DAF’s table separates is the cab. The configurations, motors, batteries and charging options it lists beneath the two cabs are the same.

Overview and generations

The XG and XG+ cabs are older than the Electric versions. DAF launched them on 9 June 2021 with the diesel New Generation XF, and the launch release said production of the New Generation would begin that October. The battery-electric versions followed more than four years later.

• 13 January 2026. DAF introduced the XG and XG+ Electric, offered as a 4x2 tractor and as a 6x2 rigid chassis with a steered trailing axle.
• 28 January 2026. A release covering the XD, XF, XG and XG+ Electric together added the FTG and FTN 6x2 tractors, the FAS 6x2 rigid and the FAT 6x4 and FAW 8x4 rigids.
• 6 May 2026. DAF said series production of both trucks had started in Eindhoven, and that the first one, an XG+ tractor at 350 kW (480 hp), would be delivered to the German logistics company Hellmold & Plank.
• September 2026. DAF showed both at IAA Transportation 2026 in Hanover.

DAF says the XG and XG+ Electric are designed for longer-distance transport. None of the DAF documents opened mentions an earlier electric version of either cab. Against the diesel XG and XG+, DAF states two differences in the documents opened. The infosheets say the Electric driveline makes use of “carry-over drivetrain parts from DAF’s diesel-powered vehicles”. The IAA release of 14 September 2026 says the XD, XF, XG and XG+ Electric can offer “up to 500 kilogram more payload compared to the equivalent diesel versions”, and credits the extra registration weight allowed for electric trucks and the weight distribution for it.

Cab

DAF’s technical table lists two cab versions, the XG Cab and the XG+ Cab, and gives both the same configurations and drive options.

The Electric releases describe the two cabs together. DAF says they are 33 centimetres longer than the XF cab and that, with the extra height, this gives a standing height of up to 2.2 metres. It gives the total volume as 12.5 m³ in the introduction release and as up to 12.5 m³ in the May and September releases. The introduction release says the beds are 80 centimetres wide along their entire length. DAF’s UK product page for the XF, XG and XG+ Electric lists options for the XG and XG+ beds: an adjustable headrest, an electrically adjustable Relax bed and an upper sleeping or luggage bed. None of these documents splits the volume or the standing height between the XG and the XG+.

DAF’s New Generation documents, which describe the XG and XG+ cabs before any Electric version existed, do split them, but they do not agree:

Document	XG	XG+
DAF UK New Generation page (undated, checked 18 September 2026)	2,025–2,075 mm standing height, 11.85 m³	2,145–2,195 mm standing height, 12.50 m³
Launch release, 9 June 2021	1,980 to 2,105 mm standing height	up to 2,220 mm standing height
Launch press kit, 2021	the release’s figures in one passage	2,145–2,200 mm in another

The same UK page gives both cabs a length of 2,690 mm. The 2021 release says both have 330 mm of extra length at the rear of the cab, a cab datum 125 mm higher than the New Generation XF, a semi-flat floor and access by three steps. The 2021 launch press kit gives the bunk as 2,220 mm long in all versions and 800 mm wide over its full length in the XG and XG+. On the UK page’s figures neither cab reaches 2.2 metres; on the 2021 release’s, only the XG+ does. None of the Electric documents opened says whether the Electric cab interiors match any of these figures, or which of them DAF’s “up to 2.2 metres” refers to. The infosheets say only that each Electric truck is “a complete New Generation DAF product with its archetype allongated cab”.

For the exterior, the introduction release names the tapered cab, the curved windscreen, side skirts, deflectors and fenders, and “digital cameras instead of traditional mirrors”. The product page lists curved windscreens, tapered sidewalls, roof air deflectors, aero seal, collars, side skirts, bottom plates and closed wheel bay covers for the XF, XG and XG+ Electric cabs.

Electric motor

There is no combustion engine. Power comes from PACCAR’s EX-D2 unit, which DAF describes as two separate electric motors combined with an integrated three-speed transmission, mounted midship. It is sold at three power levels, and DAF’s model overview names the variants after them:

Variant	Motor	Power
XG 270, XG+ 270	PACCAR EX-D2	270 kW
XG 310, XG+ 310	PACCAR EX-D2	310 kW
XG 350, XG+ 350	PACCAR EX-D2	350 kW

DAF gives the span as 370 to 480 hp and quotes a maximum torque of 2,400 Nm. It does not say whether that torque applies at all three levels, or where it is measured, and it publishes no continuous and peak pair, so the record lists the three levels as three separate figures. What a quoted power figure covers is explained in reading truck power figures.

One DAF document disagrees on the motor. The release of 28 January 2026, which covers the XD, XF, XG and XG+ Electric together, names PACCAR EX-D1 as well as EX-D2 motors for the FAS, FAT and FAW, with outputs from 170 kW. The XG / XG+ table, both infosheets and the model overview list the EX-D2 alone for these two trucks, and the record follows those documents.

Not every power level can be ordered with every battery. The infosheets pair the 270 kW level with three, four or five packs, and the 310 and 350 kW levels with four or five packs only. DAF’s UK product page says the same.

Transmission

DAF describes the transmission in several ways, all for the same unit:

• introduction release: “an integrated transmission with three gears”;
• release of 28 January 2026: a “3-step direct drive transmission with planetary gearing set” and “Transmission with 3 gears and planetary gearing set”;
• infosheets: an “integrated powershift transmission”;
• technical brochure: e-motors “with automated transmission systems” for the XD, XDC, XF, XFC, XG and XG+.

The technical brochure and the product page say the powershift technology uses the two e-motors to smooth out torque differences during gear changes. DAF gives the gearbox no name of its own and publishes no gear ratios in the documents opened.

Axles, suspension and brakes

The UK technical brochure lists seven configurations for the XG and XG+ Electric, and both infosheets give the same seven. The axle details below are from the brochure’s codes and the release of 28 January 2026, which covers the XD, XF, XG and XG+ Electric together:

• FT, 4x2 tractor.
• FTG, 6x2 tractor with a pusher axle, steered or non-steered.
• FTN, 6x2 tractor, always with a steered trailing axle.
• FAS, 6x2 rigid with a double-mounted trailing axle with a load capacity of 10 tonnes; a liftable third axle is optional.
• FAN, 6x2 rigid with a steered trailing axle.
• FAT, 6x4 rigid with a double-driven tandem.
• FAW, 8x4 rigid with a double-driven tandem and a steered trailing axle.

For the FAT and FAW, the release gives a 21-tonne tandem set “with single or hub reduction; leaf spring or air suspension”, and says the FAT is also available with DAF’s lighter 19-tonne tandem set.

DAF’s head-office overview of its electric axle configurations (HQ-EN-0426) also marks an FA 4x2 rigid for the XG and the XG+. The UK brochure’s XG / XG+ table has no FA column, and its small print says products “may vary depending on the country in which you are located”. No DAF document opened says in which markets the XG or XG+ Electric is offered as an FA, so the record above lists only the four wheel formulas all of these documents share: 4x2, 6x2, 6x4 and 8x4. What each layout code means is covered in axle configurations explained.

Regenerative braking. DAF One Pedal Drive turns the accelerator pedal into the control for both driving and regenerative braking. The driver activates it with the right-hand steering-column stalk and sets one of three levels of braking power. The infosheets and the UK product page give the levels as 33, 67 or 100 per cent “of the maximum motor power”; the release of 28 January 2026 gives them as 33, 66 or 100 per cent “of the total braking power”. DAF’s One Pedal Drive infosheet, which covers all its electric trucks, gives the maximum regenerative braking power for each EX-D2 level:

EX-D2 level	3 packs	4 packs	5 packs
270 kW	315 kW	350 kW	350 kW
310 kW	—	350 kW	350 kW
350 kW	—	350 kW	350 kW

The same infosheet says the available power can be limited by the battery’s state of charge, its temperature and the motor temperature, that regenerative braking is also applied through the brake pedal when heavy braking force is requested, and that 10–30% of battery energy can be recuperated “depending on route and driving conditions”.

Endurance braking. The infosheets say that during long braking, for example downhill, most of the energy is recuperated, and that where the required energy capacity is not fully available a brake resistor takes over. They list the resistor “for endurance braking and extra range (combination only)”.

Dimensions and weights

The UK technical brochure gives a wheelbase and a gross vehicle mass for each configuration, and a gross combination mass of 50 tonnes in every column:

Configuration	Wheelbase	Gross vehicle mass	Gross combination mass
FT 4x2 tractor	390 cm	20.5 t	50 t
FTG 6x2 tractor	415 cm	28 t	50 t
FTN 6x2 tractor	400 cm	29 t	50 t
FAS 6x2 rigid	460–590 cm	29 t	50 t
FAN 6x2 rigid	460–610 cm	29 t	50 t
FAT 6x4 rigid	405–555 cm	31 t	50 t
FAW 8x4 rigid	405–555 cm	39 t	50 t

The release of 28 January 2026 says gross combination weights of up to 50 tonnes facilitate “application as EcoCombi”. It does not say where such a combination may run.

The same release gives three gross vehicle weights that differ from the brochure’s: the FAS “up to 28 tonnes” against the brochure’s 29, the FAT 29 tonnes against 31, and the FAW 37 tonnes against 39. The release covers the XD, XF, XG and XG+ Electric together, while the brochure column covers only the XG and XG+. Neither document explains the difference, so this page records both.

Both infosheets add a “GVW Bonus: Up to 2 tonnes can be added up to the technical limit”, and the IAA release says legislation allows that extra registration weight for electric trucks. No DAF document opened says whether the brochure’s figures already include it. How the allowance works is explained in truck weights, GVW and GCW.

DAF publishes no kerb weight, no payload figure, no overall length, width or height and no turning circle for any XG or XG+ Electric layout in the documents opened.

Battery

Both trucks take three, four or five lithium iron phosphate (LFP) packs. DAF’s table lists them as 315, 420 and 525 kWh installed. Both infosheets print an “available” figure beside each one:

Packs	Installed	Available
3	315 kWh	277 kWh
4	420 kWh	370 kWh
5	525 kWh	462 kWh

The infosheets explain the gap in a single line, “The LFP batteries offer 88% depth of discharge”, and each available figure is 88 per cent of its installed figure, rounded to the kilowatt-hour. That check is our arithmetic, not a DAF statement. The record above carries only the installed range, because DAF publishes an available figure for each pack count and none for the model as a whole. How this site’s spec records keep installed and usable figures in separate fields is explained in installed vs usable battery capacity.

The configuration table lists the FTG 6x2 tractor with three packs only, and the release of 28 January 2026 says the FTG “comes with three battery packs as standard” while the FTN offers three, four or five. The same table marks all three power levels for the FTG, and the release gives the FTG and FTN outputs as 270 to 350 kW; the infosheets pair three packs with the 270 kW level alone. Whether an FTG can be ordered at 310 or 350 kW cannot be answered from what DAF publishes.

According to DAF’s releases, the packs are liquid-cooled, cobalt- and nickel-free, and “can be charged daily up to 100% without compromising their durability”. They are mounted modularly on the chassis, and DAF says their position can be adjusted to the vehicle’s application to make room for bodywork such as crane legs or a side loader.

DAF sums up the battery warranty on both infosheets as “8 years, 4 MWh/kWh, 70% SoH”. Written out in full, it guarantees 70 per cent state of health “over 8 years or 4 MWh/kWh of energy use”, which DAF says is equivalent to 4,000 charging cycles. DAF’s general electric brochure adds “whichever comes first”. None of the DAF documents opened says when the eight years begin. The technical brochure says DAF Electric trucks have the same vehicle warranty programmes as every other New Generation DAF truck.

At IAA 2026, DAF introduced “a battery set-up without a pack under the cab and with (up to) 4 packs smartly positioned more to the back of the vehicle”. DAF says this lowers the front axle load “by some 700 kilograms” and allows “a payload increase … of up to no less than 2.5 tonnes”. The release does not say which models the set-up applies to, what the 2.5 tonnes is measured against, or when it can be ordered or will be built, and nothing from it appears in the record above.

Range as DAF states it

DAF puts the range at over 500 kilometres in almost every place it gives one, and none of its documents says how the figure was measured. The wording differs between documents:

• XG+ Electric infosheet: the truck “can reach a range of over 500 km”.
• XG Electric infosheet, in the same layout with the same battery table: the XG Electric “can drive up to 500 km”.
• Introduction release: “The 5-battery-pack option allows for up to over 500 zero-emission kilometres on a single charge.”
• Release of 28 January 2026: ranges of over 500 kilometres are possible “depending on applications and the number of battery packs”.

The technical brochure lists the conditions as “load, configuration, route, and driving style”. Its text adds “the use of auxiliaries”, gives average energy consumption “for the most typical situations” as 0.7 to 1.2 kWh/km, and says: “That delivers a range of more than 350 km for the DAF XB and over 500 km for the more powerful models.” That passage covers DAF’s electric trucks as a whole and names no pack count. No document names a test procedure, a load, a temperature or a regulation, and DAF publishes no separate range for three or four packs. The record above has no range row, because DAF gives the 500 km as both “over” and “up to”, tied to five packs.

Two larger figures belong to different claims. DAF says that “with optimal vehicle and charging planning” the XG and XG+ Electric can cover over 1,000 fully electric kilometres a day, which describes a working day with charging stops in it. The IAA release of 14 September 2026 speaks of “ranges of over 550 kilometers on a single charge” for DAF’s electric trucks as a whole and names no model, so this record does not apply that figure to the XG or XG+.

Charging

Both trucks charge through CCS2 sockets, and the charging hardware is chosen at order. The infosheets list four options with their option codes:

Option	Code
150 kW DC	01745
150 kW DC + 22 kW AC	01749
325 kW DC + 22 kW AC	03677
325 kW DC	01756

The 325 kW in the record above is the top option, not the rate every truck can accept.

DAF’s two charging-time claims describe different things. The introduction release says “a battery configuration with three packs can be charged from 10% to 80% in just over 45 minutes”. The UK technical brochure says instead that “Charging to 80% can be done in 45 minutes for a 420-kWh battery pack”, and the UK product page makes the same claim in slightly different words. A 420 kWh battery is the four-pack one, and no starting charge is given. Neither claim names the charging power, the charger or the temperature. None of the documents opened mentions megawatt charging for these trucks; the state of that standard is covered in megawatt charging explained.

The infosheets say charging can be planned through a DAF Electric menu in the truck: the driver sets when charging should take place and when the truck is to leave, and the truck conditions the cab for that departure time. The same functions, with the locations of available charging stations, are in PACCAR Connect.

Safety and driver-assistance systems

Both infosheets list three vision items as options: the DAF Digital Vision System (option code 01362), DAF Corner View (01913) and a kerb view window (07343). DAF’s general electric brochure describes the Digital Vision System as retractable cameras giving a wide-angle view. The infosheets also say each truck is “up to date with ADAS and cybersecurity requirements”.

DAF’s general electric brochure, which covers all its electric trucks, lists forward collision warning, lane departure warning, drowsiness detection, side and turn assist, advanced braking and automatic emergency braking among its Advanced Driver Assistance Systems, and says all new DAF trucks “comply with or exceed the EU’s general safety regulations”. None of the documents opened says which of these systems are standard on the XG or XG+ Electric and which are optional.

For passive safety, the same general electric brochure describes the cab structure as “the strongest on the market”, with design features that protect against moving loads, prevent cabs from detaching, maximise the occupants’ survival space, and reduce the impact of collisions on the driver’s chest and knees. As with the ADAS list, the brochure does not say which of these design features are specific to the XG or XG+ versus general to the New Generation platform.

Equipment and options

Beyond charging and the vision items, the infosheets list these options:

• Electric power take-off, 25 or 90 kW. The technical brochure gives the same two outputs as 25 kW DC and 90 kW DC. The UK product page lists 25, 60 or 100 kW, and the release of 28 January 2026 describes a “650 V e-PTO (25 kW, 60kW and 100 kW)”. None of these documents says which set applies to a truck ordered today.
• PACCAR Connect (option code 07707), DAF’s online fleet management service.

DAF’s UK product page for the XF, XG and XG+ Electric also describes cab storage and convenience equipment: storage in the roof console, on the dashboard, in the door pockets and under the lower bunk; a compartment with a USB connector and a 12V socket; a storage tray for documents; a double cup holder; three credit card slots; optional phone-charging storage; and a large retractable table, which the page says leaves room for a microwave or TV. The page does not say which of these are standard and which are optional.

The release of 28 January 2026 says the XD, XF, XG and XG+ Electric chassis have bodybuilder preparations with which the vehicle and the body can communicate, so that the body can be partly operated from inside the cab and vehicle functions can be reached from the body.

At IAA 2026, DAF said the XG and XG+ “can now be ordered with a 90 cm wide Relax Bed”, and described new rear-wall storage for the XF, XG and XG+ with a total volume of up to 290 litres in the XG and XG+ cabs. The release does not say whether either option is offered on the Electric versions.