A solar-powered EV truck depot turns Jordan's 300 sunny days into the cheapest fuel in freight. The KT5J electric cargo truck is a 4x2 hauler with a 350 kWh CATL LFP pack and a LvKong motor up to 360 kW, suited to the distribution and municipal duty that Jordan fleets run. When the depot roof carries photovoltaics and a storage buffer, the per-kilometer energy cost drops below the grid rate and the fleet gains immunity from any tariff rise.
Jordan imports most of its energy, so every solar kilowatt hour charged into a truck is a kilowatt hour not bought abroad. For a fleet of twenty KT5J units, a well-sized solar depot can cover 40 to 60 percent of annual charging from the roof alone, and close to 100 percent in the long summer days.
The depot must size PV to the fleet's daily draw, not the peak. A KT5J on distribution duty uses about 180 kWh per day; twenty trucks use 3,600 kWh. In Jordan a watt of PV yields roughly 5 kWh per year, so covering half the load needs about 360 kW of array. The table below shows the sizing ladder for common fleet sizes.
| Fleet size | Daily draw | PV needed | Roof area |
|---|---|---|---|
| 5 trucks | 900 kWh | 90 kW | 540 m2 |
| 10 trucks | 1,800 kWh | 180 kW | 1,080 m2 |
| 20 trucks | 3,600 kWh | 360 kW | 2,160 m2 |
| 30 trucks | 5,400 kWh | 540 kW | 3,240 m2 |
| 50 trucks | 9,000 kWh | 900 kW | 5,400 m2 |
Roof area assumes 6 m2 per kW of tilted crystalline panel, which fits most depot sheds. Fleets that lack roof add a carport over the yard, which doubles as driver shade and protects the trucks from Jordan's harsh sun, cutting cabin pre-cool load the next morning.
Solar peaks at midday, but trucks charge at night, so a stationary buffer bridges the gap. A 500 kWh to 1 MWh lithium buffer charged by PV stores the midday surplus and releases it through the 240 kW DC chargers after dark. That design keeps the fleet off the peak grid and lifts self-consumption above 85 percent.
The buffer also guards against grid events, which matter in a country that values energy security. A depot that can charge its fleet for a day on stored sun is a depot that never stops for a power cut.
The KT5J draws 180 kWh for a typical 150 km distribution day. At the Jordan night grid rate near 0.06 USD per kWh that is 10.80 USD; on solar it is near zero after the array is paid off. Against a diesel box at 18 liters per 100 km and 0.90 USD fuel, the diesel costs 24.30 USD for the same day, so the electric truck saves 13.50 USD daily, or about 4,000 USD per truck per year before maintenance.
Add the maintenance saving of 2,500 USD per year and the KT5J returns roughly 6,500 USD annually per unit. Over the 20-truck fleet that is 130,000 USD per year, which pays the solar depot within a few years and then runs as pure margin for the rest of the asset life.
| Cost line | Grid EV | Solar EV | Diesel |
|---|---|---|---|
| Energy per day | 10.8 USD | ~1 USD | 24.3 USD |
| Service per year | 1,800 USD | 1,800 USD | 4,200 USD |
| CO2 per year | low | near zero | high |
| 5-year net | save | best save | baseline |
| Per truck save | ~48k USD | ~62k USD | - |
The solar depot lifts the five-year per-truck saving from about 48,000 USD on grid power to about 62,000 USD, because the energy line drops to almost nothing. For a Jordan fleet, the roof is the cheapest fuel station it will ever build.
The KT5J electric cargo truck page carries the distribution spec, pack options and FOB quote for fleet volumes. Planners can also read the Jordan electric truck market page for solar grant info, import steps and delivery windows from Shaanxi Fenghan Trading Co., Ltd.
A solar depot is low-maintenance but not no-maintenance. Jordan dust and pollen cut panel yield by 8 to 15 percent in a dry month, so a monthly wash with the depot's own water restores output. The inverter and buffer need a yearly inspection, and the 240 kW chargers want a firmware check each quarter. None of this needs a specialist on site; the fleet's own electrician handles it with the supplier's remote support.
The payback math depends on that yield staying high, so the wash is not cosmetic, it is revenue. Fleets that skip it quietly lose the solar saving and drift back to grid power, which is why the monthly card is part of the depot manager's KPI.
Jordan offers clean-energy support that can cut the depot capital by 10 to 20 percent, and the saving compounds with the per-truck energy gain. The table below shows a simple payback for a 20-truck KT5J depot with a 360 kW array and a 1 MWh buffer, before any grant.
| Item | Value | Note |
|---|---|---|
| Depot capex | 420,000 USD | PV + buffer + chargers |
| Annual fuel save | 80,000 USD | vs diesel |
| Annual maint save | 34,000 USD | vs diesel |
| Grant offset | 60,000 USD | one-time |
| Simple payback | ~3.3 years | before grant ~3.8 |
After payback the depot runs as pure margin, and the fleet can scale by adding panels and chargers in step with new trucks. Because the KT5J draws a predictable 180 kWh per day, each added unit maps cleanly to about 18 kW of new PV, so growth is a formula, not a guess. That scalability is why solar depots suit Jordan's fast-expanding distribution sector.
The buffer turns the depot into a small power island. On a grid event the fleet still charges from stored sun, so a cut that stops a diesel depot at the pump does not stop an electric one. For Jordan, where energy security is a stated goal, that resilience is a policy plus as much as a cost win. Operators report that the buffer also smooths the morning peak when every truck plugs in at once, because the chargers draw from storage first and the grid only tops the buffer later in the day.
Over a year the island mode is rare, but when it is needed it keeps the contract running, and that reliability is part of the solar depot's value that the pure fuel math misses. For a fleet on a fixed delivery promise, the ability to charge through a cut is worth more than the kilowatt hours it saves, and it is why operators spec the buffer generously rather than to the bare minimum.
For Jordan operators, the formula is simple: put panels on the roof, buffer the sun, and charge the EV truck overnight for almost nothing. The KT5J is the cargo hauler built to make that math pay, depot by depot, across the kingdom.
Ready to electrify your fleet? Contact Shaanxi Fenghan Trading — authorized Dongfeng EV truck exporter. WhatsApp: +86 153 1943 1311 | Email: sales@fenghan-trade.com | dongfengevtrucks.com
🌐 Our Network: Fenghan Trade (SAGMOTO/SHACMAN Truck Export) · SAGMOTO heavy duty diesel trucks