A line of electric trucks idles at a Johannesburg loading bay, their silent motors a stark contrast to the roar of diesel rigs that dominate the road. The scene illustrates a shift that Hiten Parmar, executive director of The Electric Mission, says is reshaping South Africa’s vehicle market.
Parmar told TechCentral’s Watts & Wheels podcast that while electric passenger cars still account for less than 1% of new vehicle sales, electric trucks are already being bought in noticeable numbers. The low uptake of cars is largely a price issue, most electric models sit above R400 000, a price point that 64% of all cars sold in the country do not exceed. Import duties and the ad valorem levy (a tax on the value of imported goods) add to the cost, keeping many electric cars out of reach for average buyers.
In contrast, the commercial side is moving faster. Light-, medium-, heavy- and ultra-heavy-duty electric trucks are now available locally, not just on paper. Parmar said fleets that have switched report total cost of ownership (the sum of purchase price, fuel, maintenance and other operating costs) savings of up to 25 percent. The economics improve the more kilometres a vehicle travels, making high-mileage fleets the first adopters rather than the last.
Why trucks make sense now
Two factors give trucks an edge. First, the vehicles’ operating profile, long, predictable routes and high utilisation, means the savings from cheaper electricity and lower maintenance are amplified. Second, South Africa’s growing solar capacity provides a ready source of clean power. The South African Photovoltaic Industry Association projects 12.5 GW of private solar installations by the end of 2025. Fleet owners can charge trucks from on-site solar panels during the day and rely on the grid at night, reducing dependence on expensive diesel and mitigating load-shedding risks.
Parmar also highlighted progress on the supply side. Six of the seven passenger and light-commercial vehicle manufacturers in the country now receive batteries from local production lines, and four have secured hybrid-technology investments. What remains missing, he warned, is a tier-one battery cell supplier, a large-scale producer that can meet the volume needs of both cars and trucks, and a clear incentive framework for zero-emission vehicles. The only government incentive in place since 1995 supports local vehicle assembly, not the purchase of electric models.
For small and medium-sized enterprises that run delivery or transport services, the message is clear: electric trucks can lower operating costs and align with South Africa’s renewable-energy push, but the upfront price and lack of incentives still pose hurdles. Companies that can tap into their own solar generation stand to gain the most, while those reliant on grid electricity may see slower returns.
Parmar cautioned that the window for policy change is narrowing. European markets are tightening emissions standards ahead of 2035, and South African manufacturers looking to export will need to meet similar requirements. Without a supportive policy environment, the domestic market may lag behind global trends.
In the meantime, the commercial sector’s early adoption of electric trucks offers a practical case study for other businesses. By calculating total cost of ownership, factoring in fuel savings, maintenance reductions and potential solar-charging benefits, fleet managers can make data-driven decisions that may offset the higher purchase price.
As electric trucks gain traction, the broader EV ecosystem, from battery manufacturers to charging infrastructure providers, will likely feel the ripple effect. Whether that translates into lower car prices and wider consumer uptake remains to be seen, but the momentum on the road suggests that heavy-duty vehicles are leading the charge in South Africa’s electric-mobility journey.
The gap between passenger and commercial adoption is itself instructive for policymakers: it suggests that South Africa’s electric-vehicle transition, at least in its early years, is likely to be led by fleet economics rather than consumer preference, meaning incentive design aimed primarily at private car buyers may miss where the market is actually moving fastest.
