Mercedes-Benz eActros 600

The eActros 600 is the battery-electric long-haul tractor at the top of the Mercedes-Benz range; the number in the model designation refers to the battery, not to a power output or a tonnage. It is the second generation of Mercedes-Benz Trucks’ battery-electric line, following the eActros 300/400 that the maker introduced in 2021 for heavy-duty distribution haulage. Series production started at the Wörth plant at the end of November 2024, deliveries to customers began in December 2024, and the truck was voted International Truck of the Year 2025 by a jury of 24 commercial-vehicle journalists from Europe, who named the electric drive axle and LFP battery concept the decisive factor.

This page is the technical record: the cab, the drivetrain, the battery and charging, the safety systems, and the plated weights and variants, each figure with the condition its source attaches to it.

Mercedes-Benz Trucks designed it from the start as a long-distance vehicle, and publishes a full specification table for it.

Overview and generations

Mercedes-Benz Trucks has had electric trucks in its range since 2021. The eActros 300/400 was introduced first, for heavy-duty distribution haulage, followed a year later by the eEconic, built for municipal waste-disposal transport. Series production of the second model generation began with the eActros 600 at the end of 2024; Mercedes-Benz Trucks describes the eActros 600 itself as carrying over the drive axle, the LFP cell technology and the 800-volt on-board voltage as the technological core of that generation. In its May and September 2025 press releases, Mercedes-Benz Trucks said that production of the first-generation eActros 300/400 would be discontinued by the end of that year as the portfolio was rebuilt around the eActros 600 platform; no later document opened for this record confirms that the discontinuation has actually taken place. A related model, the eArocs 400 for urban construction haulage, adopting the eActros 600’s front box and LFP batteries, was opened to order in 2026: on 30 March 2026 Daimler Truck said that customers in an initial 13 EU markets could order it, that sales would begin in April, and that the base vehicle would be produced at Wörth from the third quarter of 2026.

From May 2025 Mercedes-Benz Trucks began widening the eActros 600 platform rather than replacing it: further wheelbases, alternative cab variants, and a two-battery-pack derivative badged eActros 400. In September 2025 the maker confirmed the range as two named models built on one platform — the eActros 400 with two packs and the eActros 600 with three — each offered as a semitrailer tractor or a platform chassis. On 2 June 2026 Mercedes-Benz Trucks announced a further derivative, the eActros Lowliner, a tractor with a particularly low coupling height for high-volume (“volume”) transport, available with two or three battery packs and described as built on the overall technological concept of the eActros 600; the announcement said the first Lowliner models would be available to order from the third quarter of 2026, with series production scheduled from the second quarter of 2027 at Wörth.

Mercedes-Benz has also run the eActros 600 through two named validation programmes. In 2024 the vehicle covered 15,000 kilometres across 22 countries in the “eActros 600 European Testing Tour 2024”, and it covered a further approximately 6,500 kilometres through Northern Europe in the “European Testing Tour Winter 2025”; both were run at a gross combination mass of 40 tonnes.

Cab

The eActros 600 is sold with two cab families, both built in Mercedes-Benz’s established Actros cab architecture and badged under the maker’s own names: the L-cab and the ProCabin.

The L-cab is offered as a Classic or StreamSpace variant. It is 2.30 metres wide, with a 170 mm lower entry than the ProCabin, and carries the Multimedia Cockpit Interactive 2 and LED headlamps as standard. Mercedes-Benz describes it as bringing a weight-related payload advantage over the ProCabin.

The ProCabin is 2.50 metres wide, sold in Stream, Big or Giga trim, and built with a flat, even floor. Mercedes-Benz markets it as the aerodynamic cab: the front is extended by 80 mm over the Actros cab already in series production, with a large, fully closed and rounded front hood, an optimised bumper with underbody paneling, an aerodynamically shaped driver access, sail-shaped end flaps, air deflectors on the A-pillars, an additional roof spoiler, a sealed motor compartment, aluminium step plates, matrix LED headlamps and an LED light strip. The maker states this lowers the ProCabin’s drag coefficient (cW) by nine percent against that Actros cab, and that the streamlined shape was developed in a multitude of in-house air-flow simulations as well as wind-tunnel and on-the-road measurements, making a decisive contribution to the 500-kilometre range figure below.

Drive axle and transmission

The truck has no combustion engine. Drive comes from an 800-volt electric axle, developed in-house specifically for heavy-duty long-haul transport, carrying two electric motors and a four-speed transmission. Continuous output is 400 kW and peak output is 600 kW, and Mercedes-Benz states that the full motor output is available most of the time with almost no interruption in torque.

Recuperation is driver-selectable across five levels, and one-pedal driving — deceleration through recuperation with reduced use of the mechanical brake — can be enabled from the touchscreen. Predictive Powertrain Control (PPC) is tuned specifically for the electric driveline: it takes topography, the course of the road, traffic signs and route information from the navigation system into account, so that the vehicle avoids unnecessary braking, accelerating and shifting.

An electric power take-off (ePTO) is available as a DC variant rated up to 90 kW or an AC variant, through an inverter at 400 V, rated up to 22 kW, letting many applications draw power directly from the battery; a separate mechanical power take-off (mPTO) rated up to 70 kW is available for hydraulic equipment such as tipping, sliding-floor or silo semitrailers. Mercedes-Benz states the compact design still allows the eActros 600 to run as a semitrailer tractor with standard semitrailers.

Axles, suspension and brakes

The product sheet’s own footnote names the semitrailer tractor a “4x2 tractor unit”; Daimler Truck’s 30 September 2025 press release names the flatbed chassis on the original 4600 and 4900 mm wheelbases a “6x2 platform truck”, matching the third, non-driven axle the product sheet prices into that column’s weight. The same release adds a separate 4x2 platform-chassis line from the 2025 expansion, alongside four further wheelbases for the existing 6x2 platform truck. All three original product-sheet columns run on full air suspension, with front and rear axle loads printed under dimensions and weights below. Mercedes-Benz publishes no axle ratio, no brake type and no tyre specification in any document that opened for this record; those rows stay blank rather than filled from elsewhere.

Dimensions and weights

The product sheet prints three columns for the eActros 600 as originally launched: a 4x2 semitrailer tractor on a 4000 mm wheelbase, and a flatbed chassis at 4600 and 4900 mm. All three carry three battery packs.

Mercedes-Benz has since widened the range. As of the 30 September 2025 release, the eActros 600 gained a 4x2 platform chassis at three wheelbases — 4000, 5500 and 5800 mm — and four further wheelbases for the 6x2 platform truck beyond the 4600 and 4900 mm already available: 4000, 4500, 5200 and 5800 mm. Both the ProCabin and the L-cab are offered across these variants.

On weights, the tractor is technically designed for a gross combination weight of up to 44 tonnes. Its own technical gross vehicle weight is 22 tonnes, split 9 tonnes on the front axle and 13 tonnes on the rear, on full air suspension; unladen it weighs approximately 11.7 tonnes depending on the features fitted. With a standard semitrailer in the EU, Mercedes-Benz quotes a payload of around 22 tonnes and notes that national law may in some cases permit a higher one — a published figure rather than a subtraction from the two before it. The flatbed chassis is plated at 28 tonnes, on the same 9- and 13-tonne axles with 7.5 tonnes on the third, and weighs approximately 13.2 tonnes at 4600 mm and 13.4 tonnes at 4900 mm. On every plated variant the battery mass is carried by the vehicle, not by the trailer.

The product sheet and the press releases label one figure differently. The GB product sheet heads the 44-tonne row “technically permissible gross trailer weight” and prints the same 44 tonnes in all three columns, tractor and chassis alike. Daimler Truck’s press releases instead call 44 tonnes a gross combination weight the vehicle is technically designed for, and say it of the tractor only. Same figure, two labels, and nothing published reconciles them; this record follows the press releases and applies the gross-combination label to the 4x2 tractor unit only, while the chassis columns keep the product sheet’s own heading.

Battery and charging

Battery capacity is published as two figures. The eActros 600 carries three lithium iron phosphate (LFP) packs of 207 kWh each, giving 621 kWh installed. What the truck releases for normal operation is 600 kWh, or 200 kWh per pack. Mercedes-Benz publishes both in the product sheet under two separate headings with two separate footnotes: the installed figure is the nominal capacity of a new battery, the usable figure is the capacity available for regular truck operation with new batteries, and both footnotes add that the values rest on internally defined boundary conditions and may vary with use case and ambient conditions.

The maker also publishes a third figure — a share rather than a pair. At the world premiere Daimler Truck stated that, in contrast to other battery cell technologies, approximately 95 percent of the installed capacity can be used with LFP technology; the figure is the maker’s approximation. Dividing the two published capacities gives 96.6 percent, which is our arithmetic and appears in neither the product sheet nor the press releases.

The LFP packs contain no nickel and no cobalt. Mercedes-Benz designs the vehicle for up to 1.2 million kilometres in ten years of operation and says battery state of health should still be over 80 percent after that; the product sheet puts the same ceiling on the batteries themselves. “Up to” is the maker’s own wording. The product sheet gives a factory warranty of a maximum 12 months, unlimited mileage, on the whole vehicle; a maximum 36 months or 360,000 kilometres on the ePowertrain; and a maximum 72 months, 720,000 kilometres or 1,800 charging cycles on the high-voltage batteries, whichever limit is reached first in each case, with a warranty case defined as state of health falling below 80 percent under the specified conditions.

The published range is 500 kilometres without intermediate charging. In a footnote, Mercedes-Benz states the figure was determined internally under specific test conditions, after preconditioning, with a 4x2 tractor unit at 40 t total towing weight and an outside temperature of 20 °C in long-haul operation, and that it may deviate from the values determined in accordance with Regulation (EU) 2017/2400. Total towing weight is the sheet’s own phrase, reproduced as printed; the sheet’s labelling is set out under dimensions and weights above.

A second range figure sits beside it. Up to 560 kilometres is quoted for the most economical combination with three battery packs in classic long-haul at a gross train weight of 40 tonnes. It does not rest on the same basis as the 500: Daimler Truck footnotes the 560 as an estimated range derived from the results of internal simulations as well as real driving tests, where the 500 is an internal determination under stated test conditions.

The truck charges over a CCS2 socket on the left side of the vehicle behind the cab at up to 400 kW; a second socket on the right-hand side can be ordered. The product sheet gives approximately 60 minutes from 20 to 80 percent with the three packs, footnoted as internally determined empirical values under optimal conditions, including an ambient temperature of 20 °C at a standard DC fast-charging station with 500 A charging current. The wider 10 to 80 percent window is quoted at around 70 minutes, footnoted differently again: to the conditions defined for heavy-duty trucks in ISO/SAE 12906, with 400 kW charging power at a standard DC fast-charging station with 500 A. The first figure is footnoted to optimal conditions, the second to a published standard.

For megawatt charging, Mercedes-Benz quotes approximately 30 minutes from 20 to 80 percent at an output of around one megawatt — the product sheet’s charging-power row reads 400 kW for CCS and 1000 kW for MCS — but footnotes it as based on internal simulations, on the ground that a binding and uniform Megawatt Charging System standard was, when the sheet was written, still under development. This record therefore carries 400 kW over CCS2 as the charging figure. From the start of sales, customers could order a megawatt pre-installation, with retrofit planned once the technology is available and standardised across manufacturers.

Safety and driver-assistance systems

The eActros 600 was launched on a newly developed electronics platform built around sensor fusion: radar and camera data merged for a wider field of view. At launch the platform combined four short-range radars, one long-range radar and a multifunction windshield camera, covering a 270-degree angle around the vehicle, and Mercedes-Benz states this gives roughly twenty times the data-processing capacity of the system it replaced.

Mercedes-Benz Trucks’ current model-overview page lists the standard assistance suite in an updated form, and the two generations are described here in the tense each document uses. At the October 2023 world premiere the launch suite was named Active Brake Assist 6 (ABA 6), Active Sideguard Assist 2 (ASGA 2) and Active Drive Assist 3 (ADA 3); ABA 6 could brake automatically for moving or stationary pedestrians and cyclists at up to 60 km/h, and ASGA 2 monitored up to seven metres ahead, 30 metres behind and 4.25 metres to the right. The current overview page instead names Active Brake Assist 6 Plus and Active Sideguard Assist 3 as the standard fitment.

A Daimler Truck release of 12 November 2025 on Mercedes-Benz Trucks’ assistance systems, which names no model, says that Active Brake Assist 6, “which will be replaced by Active Brake Assist 6 Plus, already pre-complies with the European AEBS (Advanced Emergency Braking System) regulation, which will come into force in September 2028”. Of the successor, the same release says that with the 270-degree fusion technology “already familiar from the previous version” it can react even faster to critical situations, enabling “a higher level of accident prevention” for vehicles at up to 90 km/h and for pedestrians and cyclists at up to 60 km/h. Active Sideguard Assist 3 monitors the driver and passenger sides and, new in this generation, the area in front of the vehicle, detecting oncoming road users at speeds of up to 120 km/h and able to trigger an automated braking intervention at up to 20 km/h; it shares its visual warnings through the MirrorCam displays described under equipment below. Frontguard Assist monitors the area directly ahead of a stationary or slow-moving truck and supports the driver up to 15 km/h, issuing a two-stage visual and acoustic warning if it detects a person in front of the vehicle. Active Drive Assist 3 is a semi-automated (SAE level 2) system: it holds automatic proximity control, including in stop-and-go traffic, can steer the truck back into its lane if the driver risks a collision while changing lanes, and can initiate controlled emergency braking through a hands-off warning if the driver does not respond. Attention Assist 2 reads driver inattentiveness or fatigue from an integrated camera tracking viewing angle, with the data, Mercedes-Benz states, kept inside the vehicle. Active Cross Traffic Assist uses the same 270-degree sensor fusion to detect crossing traffic at up to 120 km/h, issuing a warning and partial braking, with automatic full braking if the driver does not react.

Because the eActros 600 is quiet on the road, it carries an external Acoustic Vehicle Alerting System (AVAS) as a legal requirement: the sound differs between forward and reverse travel and varies with vehicle speed and accelerator position, and Mercedes-Benz describes it as designed to be recognisable as a heavy vehicle in urban traffic.

Equipment and options

The Multimedia Cockpit Interactive 2 is standard on both the L-cab and the ProCabin: a 12-inch instrument display and a configurable touchscreen operable by voice, continuous display of battery charge, predicted range and energy consumption, an eNavigation function designed for electric vehicles that accounts for charging infrastructure, a tachograph app, and connectivity through TruckLive with live traffic information and over-the-air updates. The Remote Truck App 3.0 mirrors battery status, vehicle tracking and comfort functions to a smartphone, and Fleetboard Portal gives fleet managers a charge-management system, a logbook of driving, standing and charging times, and a real-time vehicle-location map.

MirrorCam, the mirror-camera system, is fitted to both cabs. Mercedes-Benz describes it as assisting overtaking, manoeuvring, driving in poor visibility or darkness, cornering and passing through narrow spaces, with a wide-angle mode when reversing, distance lines to judge the gap to objects behind the vehicle, an image that swivels when cornering, and surroundings monitoring during breaks.

The ProCabin’s own equipment list includes improved seat heating, premium flat-weave seat covers, a full-size slatted bed base with a one-piece, seven-zone cold-foam mattress fitted as standard, extended control-panel functions on the beds, ambient lighting and gooseneck LED reading lamps, plus optional items such as additional USB-C sockets on the side walls, a two-tone curtain, a second refrigerator, a 230-volt socket, and the SoloStar Concept in additional seat-cover variants.

Mercedes-Benz Trucks also sells the eActros 600 with e-specific services: national eConsultants for infrastructure and cost planning, the My TruckPoint digital customer portal, Fleetboard Charge Management, Mercedes- Benz Uptime, and the Mercedes-Benz Complete service plan; the Mercedes-Benz Trucks Value Bundle combines these with financing from Daimler Truck Financial Services and individual driver training.

Source notes

Installed and usable capacity are published as two separate figures: 621 kWh in three packs of 207 kWh, of which 600 kWh — 200 kWh per pack — is released for normal operation. At the world premiere Daimler Truck put the share as approximately 95 percent of installed capacity usable with LFP technology; 600 of 621 kWh divides to 96.6 percent, which is our arithmetic and appears in neither document. The 500 km range was determined internally under specific test conditions, after preconditioning, with a 4x2 tractor unit at 40 t total towing weight — the sheet’s own wording — and 20 °C outside temperature in long-haul operation, and the maker states it may deviate from values determined in accordance with Regulation (EU) 2017/2400. Up to 560 km is quoted separately for the most economical combination with three battery packs in classic long-haul at a gross train weight of 40 t, and that figure carries its own footnote: an estimated range derived from internal simulations as well as real driving tests. CCS2 charging takes approximately 60 minutes from 20 to 80 percent with three packs, footnoted as internally determined empirical values under optimal conditions, including 20 °C ambient at a standard DC fast charging station with 500 A charging current; around 70 minutes is quoted over the wider 10 to 80 percent window under the heavy-duty conditions defined in ISO/SAE 12906, with 400 kW charging power and 500 A. Different windows and different bases. The 1000 kW megawatt figure and its 30 minutes rest on internal simulation, on the ground that a binding and uniform MCS standard was under development when the sheet was written. The 4x2 tractor sits on a 4000 mm wheelbase, is plated at 22 t technical gross vehicle weight (9 t front, 13 t rear) and weighs approximately 11.7 t unladen; Mercedes-Benz quotes a payload of around 22 t with a standard semitrailer in the EU. The flatbed chassis is listed at 4600 and 4900 mm, plated at 28 t (9 t front, 13 t rear, 7.5 t third axle), and weighs approximately 13.2 t and 13.4 t unladen respectively. Labelling discrepancy, recorded and not settled: the product sheet heads the 44 t row “technically permissible gross trailer weight” in all three columns, while Daimler Truck’s releases call 44 t a gross combination weight the vehicle is technically designed for and say it of the tractor; this record follows the press releases and applies it to the 4x2 tractor unit only. The electric PTO (ePTO) is rated up to 90 kW as a DC variant or up to 22 kW as an AC variant via inverter; a separate mechanical PTO (mPTO) is rated up to 70 kW for hydraulic equipment. Mercedes-Benz designs the vehicle for up to 1.2 million km in ten years of operation and warrants the high-voltage batteries for a maximum of 72 months, 720,000 km or 1,800 charging cycles, whichever is reached first.