FAW JIEFANG Helps Transporters Get the 'Electrification Ledger' Right

　　 In September 2026, domestic sales of NEW ENERGY heavy-duty trucks reached 33,100 units, up 37% year on year, with a penetration rate of 50.28%, setting a new monthly high for the year. This is also a key inflection point that the industry is closely watching: NEW ENERGY heavy-duty trucks are no longer just supporting players in closed scenarios such as ports, mines and steel plants, but have fully entered the main battlefield of stock replacement.

　　In the second half of this year, high diesel prices, continuously tightening road access in many places, and the accelerated implementation of scrappage-and-replacement subsidies and financial solutions are jointly changing the 'ledger' in the hands of transporters. For FAW JIEFANG, a penetration rate of NEW ENERGY heavy-duty trucks exceeding 50% does not mean simply launching new vehicles; rather, it means providing actionable, verifiable and financially calculable solutions centered on what transporters care about most: energy consumption costs, road access, residual value expectations, uptime and energy replenishment efficiency.

Energy consumption ledger: turn per-kilometer electricity consumption into profit.

　　'The duck is the first to know when the spring river warms.' Those who first feel the change in market temperature are often the ledgers of transporters and fleets. At present, domestic diesel prices remain high, and the fuel cost pressure on heavy-duty truck users has risen markedly. For heavy-duty truck users with high annual mileage and relatively fixed routes, differences in energy costs will continue to be amplified.

　　FAW JIEFANG is striving to turn this cost difference into user benefits. The J6 Pro series NEW ENERGY products have higher comprehensive transmission efficiency and, combined with regenerative braking and integrated thermal management, can run 10-20 km farther than comparable products under the same battery capacity, saving about RMB 10,000-20,000 in electricity costs per year. For transporters, what is truly persuasive is not a simple comparison of 'energy consumption per 100 km', but how much can be reliably earned in a year under scenarios with fixed routes, stable cargo sources and battery-swap-enabled energy replenishment.

Road access ledger: NEW ENERGY heavy-duty trucks gain traffic advantages.

　　Changes in road access are another behind-the-scenes driver accelerating the electrification of heavy-duty trucks. In the second half of 2026, Zhengzhou in Henan, Chongqing, Hengshui and Langfang in Hebei, Jinan in Shandong, Tianjin and other places successively introduced traffic restriction policies for medium- and heavy-duty diesel trucks meeting China IV or China V standards. Hangzhou in Zhejiang also plans to restrict China V medium- and heavy-duty diesel trucks in central urban areas starting in 2027. The signal sent by such policies is clear: urban freight is accelerating its green transition, and high-emission old trucks will gradually withdraw from core traffic zones; meanwhile, NEW ENERGY medium- and heavy-duty trucks are gaining practical operational advantages thanks to lower emissions and more flexible road access. For truck drivers, road access is not just an environmental requirement, but also a guarantee of uptime, timeliness and order stability.

Energy replenishment ledger: build a closed loop for trunk-line energy replenishment.

　　If policy drivers and ledger changes explain 'why switch', the energy replenishment network answers the doubt of 'whether the truck can run far'.

　　CATL released its Qiji battery-swap ecosystem solution, proposing a plan to build 900 battery-swap stations by the end of 2026 and form a 1.5-hour trunk-line energy replenishment circle, and to build 2,000 stations by 2027 covering the national highway trunk network. At the launch event, CATL joined FAW JIEFANG, XCMG Automotive, Dongfeng Trucks and other automakers to kick off ecosystem co-construction; FAW JIEFANG has already been deeply involved in building this energy replenishment system.

　　In the bulk commodity transport scenario in Jiangxi, FAW JIEFANG has coordinated with CATL Qiji and Zhongyi Times to sign a procurement agreement for 1,000 battery-swap heavy-duty trucks. The vehicles have a single-charge range of more than 350 km, and one battery swap can provide a 700 km range capability. This means electric heavy-duty trucks are extending from closed scenarios such as short-haul shuttles, ports and mines to intercity trunk lines, resource transport and cross-provincial logistics.

Financing ledger: lower the initial purchase threshold and add replacement subsidies.

　　In the past, one concern of truck drivers when switching to electric heavy-duty trucks was the rapid depreciation of battery assets and the uncertainty of used-vehicle residual value.

　　In response, FAW JIEFANG is lowering the threshold through vehicle-battery separation, battery leasing and financial solutions. Businesses such as Jiefang 'Whale E-Rent' have achieved vehicle-battery separation settlement, allowing users to pay battery rent monthly and reducing one-time vehicle purchase investment. For the port, express/parcel and resource transport markets, Jiefang offers solutions such as low down payment and flexible repayment during off-season; in some scenarios, zero down payment can be achieved, helping users reduce initial investment pressure further.

　　In addition, subsidies for NEW ENERGY heavy-duty trucks have expanded from a single purchase subsidy to a multi-dimensional policy system of 'scrappage and replacement + additional local incentives + financial support + operational incentives'. At the national level, scrappage-and-replacement subsidies of up to RMB 140,000 remain the baseline; Henan, Hunan, Hangzhou in Zhejiang and other places have further raised the per-vehicle subsidy cap; and Shandong, through loan interest subsidies, insurance subsidies, financing guarantee subsidies and operational rewards, has extended the focus of subsidies from the 'vehicle purchase stage' to the 'full vehicle-use cycle'. The accelerated implementation of scrappage-and-replacement subsidies in various places is further heating up the NEW ENERGY heavy-duty truck market.

From 'whether to electrify' to 'which route makes more money'.

　　As the penetration rate of NEW ENERGY heavy-duty trucks crosses the 50% mark, industry competition has entered a new stage. The topic discussed by transporters is no longer whether electric heavy-duty trucks can replace diesel heavy-duty trucks, but, under scenarios with fixed routes, stable cargo sources and battery-swap-enabled energy replenishment, which technology route, which financial solution and which energy replenishment network can lower the fleet's full-lifecycle cost.

　　For FAW JIEFANG, competition in NEW ENERGY heavy-duty trucks is no longer just a product battle, but a systemic battle involving energy replenishment networks, financial solutions, road access policies and full-lifecycle costs. What Jiefang needs to do is work with transporters to change the logic of calculating the accounts, making trucks lighter, electricity consumption lower, energy replenishment faster, financing more flexible and residual value more controllable, so that the industry inflection point can be turned into real returns on transporters' ledgers.