The KTH3 electric cargo truck fits the distribution loops that move livestock feed and animal loads around Tashkent and the fertile valleys. An electric truck on a 60–120 km regional run carries 10–18 t of bulk feed or penned livestock and returns the same day, a duty cycle where a 424 kWh CATL LFP pack and a 400 kW motor deliver a full day on one charge. Importers in the Uzbekistan electric truck market get a platform that beats diesel on the stop-start regional grid while keeping the load quiet and cool.
The production figures below drive both load planning and charger sizing for a cargo fleet.
| Parameter | KTH3 value |
|---|---|
| Battery capacity | 424 kWh CATL LFP, liquid-cooled |
| Motor power | 400 kW traction motor |
| Payload | 10–18 t (body-dependent) |
| Real-world range | 280–330 km per charge |
| Energy use | ~1.28–1.45 kWh/km |
| DC fast charge | 120 / 240 / 360 kW, 20–80% in 45–85 min |
| Battery warranty | 8 years / 4,500 cycles |
| FOB price | US$115,000–150,000 |
A Tashkent fleet running regional loops charges at the base overnight and tops up between the morning and afternoon dispatch. Install 240–360 kW DC at the depot so a truck leaving at 100% covers the 120 km outbound and the return on one charge, with margin for the 60 km short hop. Size the service for peak concurrent load: six trucks at 240 kW is 1.44 MW, which needs roughly a 1.5–1.8 MVA transformer with headroom for cooling and losses. Night tariffs in Uzbekistan are sharply lower than daytime, so scheduling the bulk charge after 23:00 cuts cost roughly 35–50% and protects the pack from midday heat.
The KTH3 chassis accepts a washdown box or a ventilated livestock body without structural change. For feed, a sealed bulk hopper protects product from rain and dust on the valley roads. For animals, a slatted, ventilated body with a shore-power cabin fan keeps the load calm and within welfare temperature limits on a 35 °C summer day. Because the body draws from the traction battery only when parked, range is unaffected by the fan, and the liquid-cooled pack holds the working band through the heat. Fleets running both products simply swap bodies on the same chassis across the day.
A 100 km loop at 1.35 kWh/km costs about 135 kWh, so the 424 kWh pack supports three loops — roughly 300 km — before a top-up, covering a full shift with margin. A livestock load is lighter than feed, so the same pack reaches the top of the 330 km range band on a single charge for the longer valley run. Regenerative braking on the gentle grades back to Tashkent returns 3–5% to the pack, and the single-speed reduction removes shift decisions that slow new EV drivers. The math makes the KTH3 a natural fit for distributors running multiple short drops.
Uzbekistan winters dip to -20 °C, and cabin and battery heating draw extra energy. The KTH3 pre-conditions the pack on shore power before departure, which protects the first 20 km of range, and the liquid loop holds cell temperature so charge acceptance stays high at the depot. Expect about 12–18% shorter range in deep cold versus mild weather; planning the loop 15% shorter in January keeps the schedule intact without a midday charge. The block heater on shore power costs far less than the diesel a combustion truck would burn idling to warm up.
At a FOB of US$115k–150k, the KTH3 lands with CIF adding roughly US$8k–12k. Grid electricity at 0.08–0.14 USD/kWh makes the per-km energy bill about one-third of diesel. Over an 80,000 km/year cargo duty cycle the energy and maintenance saving recovers the premium inside about 20–28 months. The 8-year battery warranty covers the full payback, and brake pads last about twice as long thanks to regen on the rolling regional roads. The low upkeep is what makes the unit attractive to family-owned distributors.
The 8-year / 4,500-cycle battery warranty covers roughly 1.35 million full-equivalent cycles, far beyond cargo duty, so the pack is under contract for the whole payback. Scheduled service is light: reduction-gear oil check at 60,000 km, coolant swap at 200,000 km, and brake inspection at 40,000 km. Resale at 36 months runs about 45–52% of landed cost when the battery health report stays above 85%, which telematics proves to the next buyer. Because the body is removable, the rolling chassis holds value even as body wear differs by operator.
An EV cargo truck changes almost nothing about dispatch but adds one planning rule: watch the pack, not the tank. Drivers need half a day to learn the single-speed controls and the regen feel, after which the KTH3 is easier to drive than a diesel because there is no gearbox. Route planning stays on the 60–150 km valley loops the truck already runs; the 424 kWh pack covers three loops before a top-up, so the only new habit is plugging in at the Tashkent depot between the morning and afternoon runs. Dispatchers get a telematics login that shows state of charge per truck, which prevents a driver from leaving on a loop he cannot finish and avoids the awkward roadside charge. Because the body is removable, the same chassis can switch from a feed hopper to a ventilated livestock body in the workshop, so one truck covers both products across the season.
Uzbekistan's feed and livestock trade is price-sensitive and high-volume, which is exactly where energy saving compounds fastest. A distributor running ten KTH3 units on regional loops cuts a diesel-equivalent fuel bill by roughly two-thirds, and that margin drops straight to the bottom line on thin cargo rates. The lower noise and zero tailpipe also help inside Tashkent's tightening emission rules, where a diesel box is starting to draw fees that an EV avoids. The 8-year battery warranty removes the residual-value fear for a first-time buyer, and the removable body means one chassis can run feed by day and a ventilated livestock body by season, lifting utilization. For a family distributor, the KTH3 is the lowest-risk entry to electric because the duty cycle is short, the depot is one site, and the payback is visible within two years on the existing routes.
The distributor who electrifies first also locks the cheapest power. Early chargers at the Tashkent depot secure the night tariff before demand grows, and the telematics data from the first KTH3 units feeds the business case for the next five trucks. That first-mover position is hard for a late competitor to match once the regional grid is busy, so the KTH3 is as much a market move as a cost move for a distributor defending its lanes.
Lock these items with the exporter:
The KTH3 electric cargo truck makes Tashkent's feed and livestock loops a lower-cost, lower-noise operation. For fleets in the Uzbekistan electric truck market, it is a production-ready cargo platform that pays back on energy alone. Contact Shaanxi Fenghan Trading for a configured quote and a depot charging review.
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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