An electric truck for quarry duty must match payload to ramp and cycle, and the KTA1 and TZ3V sit at different points of that scale. The KTA1 runs a 350 kWh pack at a FOB price of $85,000-110,000 with a payload near 25 t, while the TZ3V 600 kWh electric dump truck carries 600 kWh at $130,000-165,000 and a 35-40 t payload. The choice is less about which is better and more about what your loading face demands each shift, because the wrong pack size strands energy or money on the table every single day of the contract. A 25 t pit that specs the 600 kWh TZ3V overpays for range it never uses, while a 38 t face that buys the KTA1 will limp home on a low pack before the shift ends and the loader waits.
The KTA1's 350 kWh pack paired with a 282-510 kW LvKong motor suits shorter quarry loops of 150-200 km per shift, while the TZ3V's 600 kWh pack extends loaded range toward 300-350 km and feeds a 510 kW motor for steep climbs with full load. Both use CATL LFP cells with the 8-year / 4,500-cycle warranty, so the durability story is identical; the gap is purely energy and the mass it can move per charge. The table sets the two side by side so a specifier can read the dollar per tonne-km directly off the row, and the motor figure matters as much as the kWh because a 35 t load up a 12 percent grade needs the full 510 kW or the cycle time slips and the pit waits for the truck that should already be back.
| Spec | KTA1 | TZ3V |
|---|---|---|
| Battery capacity | 350 kWh | 600 kWh |
| FOB price range | $85,000-110,000 | $130,000-165,000 |
| Payload | ~25 t | ~35-40 t |
| Motor power | 282-510 kW | 510 kW |
| Loaded range | 200-250 km | 300-350 km |
| Charge time 10-80% | 45-90 min | 60-90 min |
On DC fast charge at 120-360 kW, the KTA1 reaches 10-80 percent in 45-90 minutes, a window that fits a lunch or loader-change break. The bigger TZ3V needs 60-90 minutes on the same plug, or can use MCS megawatt charging up to 1 MW to fill the 600 kWh pack far faster between shifts. For a two-shift site, plan the charge slot as part of the cycle rather than an afterthought, because a flat dump stops the whole pit and the loader behind it waits, burning diesel idle while your EV sits silent and full of untapped cells. Where a swap cabin is available the TZ3V swaps in 5-6 minutes, turning the charge plan from a 90-minute halt into a coffee break, which is the difference between three shifts and two on a busy contract.
Total cost of ownership favors the smaller truck on light loops and the larger one on heavy, long hauls. The KTA1 at $95,000 average with 25 t payload moves 2,500 t-km per 100 km shift at low energy cost, while the TZ3V at $147,000 average moves 3,750 t-km with the same energy per ton. Run the numbers on your own ramp: a 3 km haul with 20 trips per shift changes the answer versus a 10 km haul with 8 trips. Buyers should model the following before signing, because the truth lives in the loop, not the leaflet, and a misread gradient can flip the cheaper truck into the expensive one by dinner time:
The 8-year / 4,500-cycle LFP warranty shapes resale because a buyer paying used money wants years of pack life left. The KTA1, cheaper new, also depreciates less in absolute dollars, while the TZ3V holds a higher residual if 35-40 t quarry demand stays strong in your region. Either way, keep the pack within the warranty envelope by avoiding daily deep discharges and logging charge sessions, because a documented healthy pack is what the second owner pays for. A truck with a clean telematics record and 1,500 cycles left typically sells for 35-45 percent of original FOB, and that residual is a real line in your TCO that the upfront price alone hides from the finance team until trade-in day.
Mines and quarries in the region run hard, and the South Africa electric truck market is weighing exactly this pairing for platinum and chrome haul roads. Where the loop is short and the load moderate, the KTA1's lower ticket and faster charge win; where the face is deep and the payload heavy, the TZ3V's 600 kWh and 35-40 t class pay back through throughput. Either way, spec the pack to the shift, not to the brochure, and the quarry TCO will track the payload instead of fighting it on every climb, which is the only metric a mine finance team actually reads at renewal time when the diesel alternative is costing double in fuel.
No quarry TCO math is complete without the site power behind the plug, because the pack is only as useful as the energy you can deliver to it between shifts. A 600 kWh TZ3V on a 360 kW DC charger fills 10-80 percent in about an hour, but that assumes the depot has the transformer headroom and the utility connection to push 360 kW without sagging the rest of the site. Where grid power is weak, a solar and battery buffer or a swap cabin removes the dependency and keeps both trucks moving on a fixed cycle. Buyers should survey the incoming supply, the peak demand charge, and whether the utility allows staggered charging overnight at a cheaper rate, because a 45-90 minute charge slotted into a loader change costs nothing while a forced mid-shift charge costs the whole pit its rhythm and its daily tonnage target for the day.
The right answer often pairs a modest DC charger for overnight with a swap cabin for the busy face, and the capital for that infrastructure belongs in the same TCO model as the truck price so the true cost per tonne-km is visible before the contract is signed and the power question becomes someone else's emergency. A fleet that buys the truck and forgets the plug will discover the hard limit is not the battery but the wire, and the cheapest fix is to plan the energy delivery with the same care as the payload, because the quarry pays for kilowatt delivered, not for kilowatt stored in a pack it cannot reach in time to load the next truck and keep the haul road turning through the afternoon.
Pick the KTA1 for a 25 t, short-loop pit and the TZ3V for a 35-40 t, long-loop operation, and your quarry TCO will follow the payload instead of fighting it, which is the only way an EV dump earns its keep against a $60,000 diesel tipper that never asks for a charge window but always asks for a fuel bowser.
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
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