Choosing between the KTH1 and KTH3 chassis is one of the most common buying decisions we handle at Shaanxi Fenghan Trading for fleets that need a heavy electric truck for regional haulage. Both share the same Dongfeng cab and high-voltage architecture, yet they target different payload and duty-cycle profiles. This comparison breaks down battery capacity, axle rating, charging strategy, and five-year operating cost so a procurement manager can match the right EV truck to the route profile instead of over- or under-specifying the powertrain.
The KTH1 is built on a 6x4 rigid platform rated for 18,000 kg gross vehicle weight, while the KTH3 uses an 8x4 configuration rated at 31,000 kg GVW. The longer wheelbase of the KTH3 supports a 9.6 metre box body, whereas the KTH1 is typically specified with a 7.2 metre cargo deck. For fleet buyers in Kazakhstan moving containerized goods or palletized FMCG, the KTH3 offers a 42 percent higher cube capacity per trip.
| Parameter | KTH1 | KTH3 |
|---|---|---|
| Gross vehicle weight | 18,000 kg | 31,000 kg |
| Payload capacity | 9,800 kg | 19,500 kg |
| Battery capacity | 262 kWh LFP | 423 kWh LFP |
| Motor power (LvKong) | 282 kW | 360 kW |
| Range at full load | 240 km | 300 km |
| DC fast charge | 120 kW | 240 kW |
| FOB price band | $60k-95k | $100k-180k |
Both trucks use CATL LFP chemistry with an 8-year or 4500-cycle warranty, which removes the residual-value risk that worries many first-time EV truck buyers. The KTH1 runs a 262 kWh pack that reaches 80 percent in roughly 105 minutes on a 120 kW CCS2 charger. The KTH3 carries a 423 kWh pack and supports 240 kW DC fast charging, cutting the same 80 percent window to about 95 minutes despite the larger pack. Neither model offers battery swap, so depot overnight charging remains the primary energy strategy.
For a single-shift operation running 180 km per day, the KTH1 consumes about 116 kWh daily, easily recovered in a 7-hour depot window on a 22 kW AC wallbox. The KTH3 consumes roughly 211 kWh at the same duty cycle and benefits from a 120 kW DC pedestal installed at the yard, which recovers full charge in under 3 hours. We recommend fleet buyers budget $18,000 to $35,000 per site for charging hardware depending on the number of simultaneous charge points.
Kazakhstan routes around Almaty and the mountain corridors to Kyrgyzstan involve sustained 6 to 9 percent grades. The KTH3's 360 kW LvKong motor holds 55 km/h on a 7 percent grade at 28,000 kg, while the KTH1 sustains 48 km/h under the same gradient at lighter load. For flat industrial park shuttle work, either chassis is over-specified, and the KTH1 becomes the cost-efficient choice.
At $0.09 per kWh industrial electricity and 60,000 km per year, the KTH1 costs about $8,500 annually in energy versus $14,200 for the KTH3. Maintenance runs about 35 percent lower than an equivalent diesel, saving roughly $4,200 per year on the KTH1 and $6,800 on the KTH3. Over five years the KTH3's higher payload lets a fleet remove one diesel truck from the rotation, which often offsets its higher purchase price within 38 months.
| 5-Year cost item | KTH1 | KTH3 |
|---|---|---|
| Energy | $42,500 | $71,000 |
| Maintenance | $21,000 | $34,000 |
| Driver labor (same) | $150,000 | $150,000 |
| Residual value | -$18,000 | -$32,000 |
| Net 5-year TCO | $195,500 | $223,000 |
If your lanes stay under 200 km and payload under 10 tonnes, the KTH1 delivers the fastest payback and the smallest charging footprint. For heavy bulk or 300 km regional runs, the KTH3 justifies its price through payload and uptime. Buyers can review full geometry and option codes on our KTH3 electric heavy cargo truck specifications page before issuing a purchase order.
For importers planning a multi-unit order into Central Asia, our Kazakhstan electric truck market guide covers homologation, left-hand-drive requirements, and recommended Saint Petersburg or Aktau port routing. Shaanxi Fenghan Trading provides containerized shipping, customs documents, and on-site driver training with every fleet contract.
Both models share the same battery warranty and telematics suite, so the decision is fundamentally about payload class rather than technology risk. We advise fleets to pilot one KTH1 and one KTH3 on the same lane for 90 days, then scale the configuration that posts the lower cost per tonne-kilometre. Our export team can configure either chassis with curtain-side, box, or flatbed bodies and arrange a video inspection before deposit.
Shaanxi Fenghan Trading treats delivery as the start of the relationship, not the end. Every KTH1 or KTH3 order includes a 3-day on-site commissioning where our engineer calibrates the battery management system to the buyer's altitude and ambient profile, verifies the charging handshake at the depot, and trains two lead drivers on regenerative braking technique. Regenerative driving alone typically recovers 12 to 18 percent of line energy on the rolling Kazakh steppe, and drivers who learn to read the torque gauge hold that recovery consistently after the first week on the job.
We also supply a digital fleet portal that reports state-of-charge, daily kilometrage, and per-trip energy cost in a single dashboard. Procurement teams use it to confirm the TCO model against real diesel and electricity receipts, and to flag any truck drifting above its energy budget so maintenance can intervene before a small irregularity becomes a roadside event. The portal supports Russian-language labels, which matters for Kazakhstani operators running mixed local and CIS crews across the border lanes.
For a 10-truck KTH3 depot running two shifts, we recommend four 240 kW DC stalls plus two 120 kW stalls, giving 1,440 kW of simultaneous power and a 2 MVA service connection. A site of this size recovers a full 423 kWh pack in under 2 hours, so each truck cycles twice per shift without queue. The capital for chargers and civil works typically lands between $220,000 and $340,000 depending on trenching distance from the grid tie-in point, and we provide the single-line diagrams for the local electrical contractor to price accurately.
Buyers should also budget a 10 percent spare capacity on the service to absorb future fleet growth, because upgrading a substation later costs far more than oversizing it at build time. Where three-phase supply is weak, a 500 kWh buffer battery at the depot smooths the peak and can be fed by a small solar array, cutting the demand charges that otherwise dominate the electricity bill in remote oblasts where the grid is thin.
Specify the KTH1 for city and sub-200 km lanes, the KTH3 for heavy intercity bulk, and always pair the order with the charging design and driver training described above. The combination, not any single truck, is what delivers the sub-40-month payback we model for Central Asian operators, and it is what protects the asset value when the time comes to refinance or resell the fleet.
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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