# More Retail Electrifies 25% of Mid-Mile Fleet With 110 Montra EVIATOR EVs

> More Retail has added 110 Montra EVIATOR electric commercial vehicles, taking its electric mid-mile fleet to 150 vehicles--one-fourth of its 600-vehicle operation.
- **Author**: Prakash
- **Published**: 2026-10-04
- **Modified**: 2026-10-04
- **Category**: news
- **URL**: https://bestev.in/news/more-retail-110-montra-eviator-electric-commercial-vehicles

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More Retail has deployed 110 Montra EVIATOR electric commercial vehicles in a major expansion of its mid-mile logistics programme. The addition takes the retailer's electric fleet to 150 vehicles, equal to 25% of its 600-vehicle mid-mile operation.

The deployment is significant because mid-mile transport--the movement of goods from distribution centres to stores--is a strong use case for electrification. Routes are repetitive, daily utilisation is high and vehicles can often return to a depot for planned charging.

## More Retail electric fleet: the numbers

| Fleet metric | Figure |
|---|---:|
| New Montra EVIATOR EVs | 110 |
| Total electric mid-mile vehicles | 150 |
| Total mid-mile fleet | 600 |
| Fleet electrification share | 25% |
| Claimed daily electric distance | At least 22,000 km |
| Claimed annual tailpipe CO₂ avoidance | More than 1,750 tonnes |

The distance and emissions figures are company estimates. Actual results will depend on vehicle utilisation, route profiles, charging energy and the methodology used to compare the EVs with combustion vehicles.

## Why grocery logistics suits electric vehicles

Retail distribution fleets typically operate on planned routes between warehouses, dark stores and outlets. Predictable mileage allows operators to match battery capacity to duty cycles instead of paying for more range than they need.

Depot charging is another advantage. Vehicles can charge during loading windows, shift changes or overnight parking, reducing dependence on public charging. Centralised fleets can also monitor energy use, driver behaviour, maintenance and charging schedules more closely than dispersed private vehicles.

The business case is built around total cost of ownership. Electricity can reduce energy cost per kilometre, while electric drivetrains have fewer routine mechanical service items. Those savings must be weighed against the vehicle's purchase or lease price, charger installation, financing, battery performance and potential downtime.

## What 22,000 electric kilometres a day implies

At a claimed minimum of 22,000 km daily, the 150-vehicle electric fleet would average roughly 147 km per vehicle if utilisation were distributed evenly. Actual routes will vary, but the figure shows why route planning and dependable depot charging are essential.

Operators need sufficient charging capacity to prepare the fleet for the next shift without creating a simultaneous peak-load problem. Smart charging can stagger sessions, prioritise vehicles by departure time and reduce demand charges where the tariff structure allows.

## Operational questions that will determine success

The deployment should be judged on measurable fleet outcomes:

- Vehicle availability and unplanned downtime
- Energy consumed per kilometre
- On-time delivery performance
- Battery performance across seasons
- Charger uptime and charging turnaround
- Maintenance cost per kilometre
- Driver feedback and payload utilisation

Publishing these operating metrics would give other retailers a much clearer template for electrifying logistics fleets.

## A scalable signal for commercial EV adoption

More Retail's 25% electric share shows that commercial electrification can move beyond small pilots when routes and charging are designed together. The next milestone is not simply adding more vehicles; it is proving that the electric fleet can deliver consistent uptime and lower lifetime costs at scale.

If the programme meets its utilisation and reliability targets, it could encourage broader EV adoption across grocery distribution, e-commerce and urban supply chains.

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