Choosing between the Dongfeng TE8M and the Dongfeng TE9L comes down to duty cycle, payload and budget. Both are Dongfeng EV trucks on the same LFP platform, but their 4x2 vs 6x4 layouts and battery sizes target different jobs. This comparison helps fleets in Uzbekistan pick the right electric truck before import, with a side-by-side table and a verdict tied to real Eurasia copper and cotton export corridors conditions.
| Metric | Dongfeng TE8M | Dongfeng TE9L |
|---|---|---|
| Configuration | 4x2 | 6x4 |
| Battery (CATL LFP) | 350-420 kWh | 400-600 kWh |
| Motor (LvKong) | 410 kW | 510 kW |
| Range | 280 km | 300-350 km |
| GCW | 49 t | 60 t |
| FOB price | $80,000-$96,000 | $98,000-$120,000 |
The Dongfeng TE8M carries a 350-420 kWh pack and a 410 kW motor for 280 km; the Dongfeng TE9L uses a 400-600 kWh pack and 510 kW motor for 300-350 km. On paper the larger pack wins range, but on fixed routes either EV truck covers a full shift on one charge or a 5-6 minute swap, so the deciding factor is payload and body, not headline km.
Both motors are LvKong permanent-magnet units with strong low-end torque, so the on-road feel is similar; the difference shows on grades and under full GCW, where the higher-kW motor holds speed without draining the pack as fast. For {ctx} the grade profile of your corridor should weigh as much as the spec sheet.
With GCW up to 49 t versus 60 t, the two electric trucks suit different bodies. The Dongfeng TE8M leans toward regional distribution; the Dongfeng TE9L toward long-haul and GCC corridors. Bodybuilders mount tippers, mixers or boxes on either chassis without touching the HV system.
Because the HV architecture is shared, bodybuilders already certify the same rear-frame, PTO and control interfaces across both models, which shortens lead time and keeps spare parts common. Fleets often standardise on one body supplier and run both EV trucks through the same workshop bay.
Both support 120-360 kW DC depot charging and the 5-6 minute battery-swap variant. If your {ctx} site already has a swap station, either EV truck slots straight in; otherwise plan a 360 kW depot unit and opportunity charging during breaks.
FOB splits $80,000-$96,000 against $98,000-$120,000. Because energy and maintenance run 50-70% below diesel, the cheaper upfront EV truck usually wins on payback unless the heavier-duty model is required by law or load. See the model pages for the Dongfeng TE8M electric truck and the Dongfeng TE9L electric truck for full warranties.
Both carry the Dongfeng 8-year / 4,500-cycle LFP battery warranty and share the Shaanxi Fenghan Trading spare-parts pipeline, so support cost is comparable. The deciding support variable is local technician familiarity, which favours whichever EV truck your depot has already standardised on.
Both EV trucks hold value better than diesels because the LFP pack is warranted to 4,500 cycles and the HV system has few wear parts. A Dongfeng TE8M or Dongfeng TE9L sold at year five typically retains more of its $80,000-$96,000 / $98,000-$120,000 FOB value than a comparable diesel, and the battery can be leased separately to lower the upfront number further.
Importers can review electric trucks in Uzbekistan for local homoliation and depot-power planning before committing. The model pages for the Dongfeng TE8M electric truck and the Dongfeng TE9L electric truck carry the latest datasheets and option lists.
| Item | Specification |
|---|---|
| Battery | CATL LFP 400 kWh, swap-ready architecture |
| Traction motor | LvKong permanent-magnet motor, 420 kW peak |
| Real-world range | 300 km fully loaded, duty-cycle dependent |
| Charging | DC fast charge 20-80% in 45-90 min; battery swap in 5-6 min where stations exist |
| Battery warranty | 8 years or 4,500 cycles, 70% state-of-health guarantee |
| FOB price guide | $125,000-$155,000 depending on specification and options |
Charging an electric truck is a depot discipline, not a public-network gamble. A 400 kWh pack working a 300 km day typically returns with 25 to 35 percent in reserve, so overnight demand is about 240 kWh per truck. On a 120 kW DC charger the pack climbs from 20 to 80 percent in roughly 120 minutes; on 240 kW that falls to about 60 minutes, which lets two trucks share one charger on staggered shifts.
Size the site transformer for your busiest shift plus 30 percent headroom, keep cable runs under 30 metres to limit voltage drop, and meter each charger separately so energy cost per truck stays visible. In Uzbekistan, grid connection lead times of three to nine months are common, so apply for the connection the day you sign the truck order, not the day the ship arrives. Shaanxi Fenghan Trading includes a charger layout drawing and load calculation with every EV truck quotation, so your electrician can price the civil works before the truck lands.
A comparable diesel 6x4 tractor burns about 0.38 litres per kilometre in mixed duty; at $0.95 per litre that is roughly $0.36 per km. The electric equivalent consumes about 1.15 kWh per km fully loaded; at an industrial tariff of $0.10 per kWh the cost is near $0.12 per km, and overnight or solar-coupled charging can push it below $0.08. Over 70,000 km a year the saving is about $17,000 per truck, before any carbon or low-emission-zone benefit.
The gap widens in stop-start duty, where regenerative braking returns 15 to 25 percent of traction energy instead of burning it as brake dust. In Uzbekistan, where diesel quality and price both fluctuate, locking in an electricity tariff also removes a major budgeting variable from the fleet P&L.
The TE8M has roughly one moving drivetrain part where a diesel has hundreds: no engine oil, no DPF, no turbocharger, no clutch, no multi-gear transmission service. Scheduled maintenance lands near $0.035 per km against $0.11 per km for a diesel equivalent, a saving of more than $5,000 a year at typical utilisation. Brake pads last two to three times longer because the motor does most of the deceleration.
Uptime matters more than parts cost. Fleet data from Chinese operators running the same e-axle platform shows 96 to 98 percent availability once drivers are trained, versus 92 to 94 percent for diesel trucks of the same age. Keep a small stock of filters, coolant, brake pads and 12V batteries on site; Shaanxi Fenghan Trading quotes a two-year consumables kit with every truck so the first service interval never waits on freight.
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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