When an Algerian fleet buyer shortlists a heavy electric cargo truck, two Dongfeng models sit at the top of the list for the same money: the KTH1 and the KTH3. Both share a 424 kWh CATL LFP pack, but they diverge on power, gross combination weight, and the duty cycles they suit. This EV truck comparison strips the marketing away and puts the hard specifications side by side so a buyer can match the truck to the route instead of the brochure.
The KTH1 and KTH3 are built on the same heavy cargo chassis and the same liquid-cooled CATL LFP battery, which means both inherit the 8-year / 4,500-cycle warranty and the 20-80 percent charge in 45-90 minutes on DC fast charging. The difference is ratings, not chemistry. The KTH1 is the heavy-haul variant rated for 60 t gross combination weight with a 510 kW peak motor, while the KTH3 is tuned for 400 kW peak and a slightly broader range band at lighter loads. Choosing between them is a question of how heavy your typical load is and how far it travels.
The fastest way to see the trade-off is the spec sheet itself. Both trucks carry the same 424 kWh pack, so battery cost is a constant; the variables are motor power, GCW, range, and FOB price.
| Specification | KTH1 heavy cargo | KTH3 cargo |
|---|---|---|
| Battery capacity | 424 kWh CATL LFP | 424 kWh CATL LFP |
| Peak motor power | 510 kW | 400 kW |
| Gross combination weight | 60 t | Medium-heavy class |
| Range | 280-320 km | 280-330 km |
| DC fast charge (20-80%) | 45-90 min | 45-90 min |
| Battery warranty | 8 yr / 4,500 cycles | 8 yr / 4,500 cycles |
| FOB price | USD 120,000-160,000 | USD 115,000-150,000 |
The KTH1's 510 kW motor exists for one reason: sustained heavy climbing and full 60 t loads on Algerian mountain passes between the coast and the Haut Plateau. A 400 kW motor in the KTH3 is plenty for flatland distribution and partial loads, but it will work harder and draw more current on long grades, which trims real-world range under maximum load. Buyers running steel, cement, or bulk commodities at or near maximum GCW should default to the KTH1; buyers running parcels, food, and general cargo under 45 t will never feel the missing 110 kW and will save on the sticker.
Published range is always optimistic, so apply a load and climate factor. On the Algiers-Oran corridor (roughly 430 km) neither truck runs non-stop, but both complete a single loaded leg with a mid-route DC top-up inside the 45-90 minute window at a highway stop. For the dense urban and peri-urban delivery around Algiers, Constantine, and Oran, the 280-330 km band covers a full shift with margin. The KTH3's slightly higher top of range (330 km) comes from running lighter; load a KTH1 to 60 t and its 280-320 km band is the honest number to plan around.
FOB separates the two by roughly USD 5,000-10,000, with the KTH3 the cheaper buy. Algerian import duty and VAT on completely built-up trucks add a meaningful landing premium, so the percentage gap narrows but does not close. A buyer should model landed cost, not FOB, because the cheaper truck's saving shrinks once duty is applied at the same rate. The table below shows a representative landed estimate.
| Landed cost element | KTH1 | KTH3 |
|---|---|---|
| FOB | USD 120,000-160,000 | USD 115,000-150,000 |
| Freight and insurance | ~USD 6,000 | ~USD 6,000 |
| Import duty + VAT (est.) | ~USD 45,000-60,000 | ~USD 43,000-57,000 |
| Estimated landed | USD 171,000-226,000 | USD 164,000-213,000 |
Because both models share the battery, drivetrain service differences are small. The KTH1's higher-power motor and heavier-rated axles add a little to brake and suspension wear under 60 t duty, but regenerative braking still extends foundation brake life well past 200,000 km on both. Annual maintenance for either sits around USD 1,500-2,200, far below an equivalent diesel, and shared parts between the two models simplify warehouse stocking for a fleet that buys a mixed pair.
Because the KTH1 and KTH3 share the identical 424 kWh CATL LFP pack, a single depot charging plan serves a mixed fleet without duplicated hardware or training. Both trucks accept DC fast charging at 120/240/360 kW and recover 20-80 percent state of charge in 45-90 minutes, and both can trickle-fill overnight on AC for the lowest available tariff. An Algerian operator running regional loops should size the depot to the overnight window rather than the fastest possible blast: with 280-330 km of daily range required, a 240 kW charger shared between two trucks keeps the yard clear before the 06:00 departure. The shared pack also means one spare module type covers both models, which simplifies the parts buffer, shrinks the technician training load, and removes a common excuse for mixed-fleet downtime.
The smarter procurement for many Algerian fleets is not choosing one model but blending both. Deploy KTH1 units on the 50-60 t mountain and bulk lanes where the 510 kW motor and 60 t GCW rating genuinely earn their premium, and KTH3 units on the 30-45 t flat distribution lanes where the lower FOB price and lighter tune maximize return on capital. Because both carry the same 8-year / 4,500-cycle pack warranty, residual risk is comparable and the used market will treat them as one family, protecting resale value. Operators should negotiate a documented trade-in path with the distributor up front; the predictable LFP degradation curve makes a SOH-based buyback far more defensible than the guesswork that surrounds diesel residuals, and that certainty is worth real money at renewal.
Both models sit under the same Dongfeng export service framework, so the buying decision does not hinge on support coverage. Buyers should confirm the Algerian distributor stocks the shared wear parts locally and can dispatch battery modules within the regional window, then align service intervals to the 40,000-60,000 km EV schedule rather than a diesel rhythm. A mixed KTH1/KTH3 order also lets a fleet phase its capital spend, buying KTH3 units first for the predictable lanes and adding KTH1 units only where the heavy-duty requirement is proven, keeping cash flow aligned with realized savings rather than forecast promises.
Algeria's push to localize transport and cut fuel imports is producing evolving support for certified electric commercial vehicles, from reduced import friction to preferential access in public-works tenders. A buyer should price the KTH1 and KTH3 against not just FOB but the expected incentive and the tender advantage of showing a zero-emission fleet to a state client. The identical battery and warranty across both models means the incentive applies equally, so the choice stays a pure duty-cycle decision. Fleets that register the vehicles under the right program and keep the telematics evidence tidy capture the full benefit, while those that treat paperwork as optional leave money on the table that the diesel incumbent would happily keep.
The decision rule is simple. If your Algerian operation regularly pulls near 60 t or climbs the interior passes, buy the KTH3 electric cargo truck only if your loads are genuinely light; otherwise the KTH1's 510 kW and 60 t rating earn their premium. For the typical distributor running 30-45 t on flat corridors, the KTH3 is the value pick. Either way, track the Algeria electric truck market for incoming charging corridors and duty changes that affect landed cost. Match the motor to the load, not the headline range, and both trucks will pay back.
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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