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There is a way to solve the range versus payload equation: ���ϲ�����’s modular approach to product design gives customers the unique possibility of picking exactly the right building blocks they need to design the best battery electric truck (BEV) for their specific needs.

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“There are many answers to what is the best combination of battery packs. It depends on the operation,” says Petersson, and outlines two examples:

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• Example #1: City distribution
  
  In this example a logistics company transports goods such as groceries, retail products, and parcels within urban areas. The BEV trucks operate with frequent stops, manoeuvering in tight spaces and meeting strict emission standards. The typical payload is 10 to 12 tonnes and the maximum range is around 300 kilometres. Charging mainly takes place at the transport company’s depot.
  
  For this application, Petersson recommends ���ϲ�����’s 416 kWh battery pack with a 75% SoC window*, weighing 2,300 kg: “Here, we go for the smallest battery configuration. That will suit this truck very well.”
  
  
• Example #2: Long haulage distribution
  
  In this case, a transport company operates long-haul distribution with BEVs, running between logistics hubs and warehouses, mainly on motorways. The typical payload is 24 tonnes, and the maximum range for four and a half hours of driving at 80 km/h is 360 kilometres. The trucks are charged both at the depot and upon reaching their destination.
  
  Here, Petersson recommends ���ϲ�����’s 520 kWh with a 83% SoC window*, weighing 2,920 kg: “For this application, the medium-sized battery configuration is ideal. It also performs well for en-route charging, allowing for an additional 250 kilometers of range during a 45-minute break.”