Empty-truck EPA range rarely survives a loaded depot run. Model how payload pounds translate into range loss before you commit routes, charging windows, or last-mile handoffs to drivers.
Benefits
- Applies a transparent payload penalty: adjusted range = base range × (1 − payload/100 × loss% per 100 lbs)—easy to audit in dispatch meetings.
- Surfaces miles lost and percent derating at your entered cargo weight so planners see both absolute and relative impact.
- Configurable loss factor lets fleets align the model with telematics, OEM tables, or conservative planning buffers.
How it works
- Enter the manufacturer's rated range with no cargo (miles).
- Add payload weight in pounds and set range loss per 100 lbs from fleet data or a conservative default.
- Review adjusted range, miles lost, and loss percentage—iterate payload scenarios for outbound vs. return legs.
FAQ
How does payload affect electric truck range?
Extra mass raises rolling resistance and motor load, increasing kWh per mile. The calculator uses a linear planning factor (loss% per 100 lbs) so dispatch teams can bracket outcomes before detailed route energy modeling.
Is the loss linear with weight?
Real-world consumption is route-dependent—grades, speed, and regenerative braking dominate on some lanes. This tool is a fleet planning estimate, not a substitute for OEM route simulators or logged kWh/mile at operating weight.
Where do I get loss% per 100 lbs?
Start with OEM guidance or compare empty vs. loaded telematics on a representative route. Many fleets use 1.5–3% per 100 lbs for initial planning, then calibrate quarterly as seasons and tyre sets change.
Technical specifications
- Formula: adjusted range (mi) = base range × max(0, 1 − (payload_lbs ÷ 100) × loss% per 100 lbs ÷ 100).
- Inputs: rated empty range (mi), payload (lbs), loss% per 100 lbs (0.5–5% slider in tool).
- Outputs: adjusted range (mi), range loss (mi), total loss (%).
- Scope: Class 3–8 electric truck planning; validate against depot charging capacity and driver HOS limits.
Empty rating vs. loaded operations
OEM range figures assume unladen or reference curb weights. Dispatch plans must subtract payload impact before assigning return-to-depot charging or mid-route opportunity top-ups. A 250 mi empty rating with 8,000 lbs cargo can fall below a single-shift loop if loss factors are ignored.
Pairing with TCO and charger planning
Payload-adjusted range feeds fleet TCO when kWh/mile rises with weight. Use conservative adjusted miles when sizing depot chargers or scheduling dual shifts—especially on regional routes with repeated grade changes.