Scaling Cleaner Freight Movement
NACFE, Andrew Halonen, Lightweighting, February 2021


Emissions regulations combined with fuel economy features and driver amenities on today’s commercial vehicles have added 1,000 lbs. to the typical Class 8 truck. Certain fleets like bulk haulers value weight savings more than other segments of the market.

To understand the true benefits of reducing vehicle weight, fleets should look beyond fuel economy improvement to freight efficiency gains—the ability to use fewer trucks to carry the same amount of payload. Fleets can save 2,000 lbs. by investing to a limited degree in lightweighting and as much as 4,000 lbs. with an aggressive investment. Lightweighting can take place in various areas of the tractor and trailer including the powertrain, axle suspensions, wheel ends, drive shaft, frame, 5th wheel, and more.


Fuel Savings
0.5% to 0.6% for every 1000 lbs. of weight reduction

Increased Freight Efficiency
Every pound of weight taken off the truck translates to another pound of payload that that the truck can legally carry

Driver Retention
Lighweighting makes it possible to spec driver amenities that add weight

Additional Fuel Efficiency Technology
Lighweighting makes it possible to spec other fuel efficiency technologies like aerodynamic devices and idle reduction products

Regulatory Compliance
A variety of regulations impact vehicle weight, lightweighing helps fleets comply with those regulations.

Lightweighting can reduce the number of trucks needed to haul the same amount of freight which is a major sustainability gain.


Upfront Costs
The upfront cost to save 4,000 lbs. of weight does not offer an attractive payback, unless the duty cycle is payload limited.

Negative Impacts On Resale Value
Things like 13-liter engines, short and/or flat topped sleepers, 6×2 axles, other de-contenting, and less fuel tank capacity result in a lower resale value

Higher Maintenance Costs
Components may not be as robust and may be damaged more easily

Ability to Take Advantage
It is difficult to determine how much additional revenue and/or lower operating costs will be guaranteed

Redundant Product Testing
Time to market for lightweighting features is long in part because of redundancies in product testing.

Common Fleet Strategies

Only bulk carriers—representing 2% of the industry—operate at the 80,000 lb. limit nearly all the time. These fleets are willing to pay $6 to $11 up front cost per pound of weight saved. The majority of bulk haulers have already invested in lightweight technologies. About 10% of the trucks on the road—primarily reefers and some dry vans with dedicated routes—gross out on 10% of their trips. These fleets are willing to pay $2 to $5 per pound of weight saved. The other 88% of the trucking industry are dry van units that rarely travel (only 2% of the time) at maximum weight. These fleets are willing to pay $0 to $2 per pound of weight saved.

What People Are Saying

“The benefits of lightweighting are centered on payload — to carry more freight, or to offset the weight of other features added to the tractor and trailer.”

– Andrew Halonen, NACFE Lightweighting Consultant

“Lightweighting makes sense in a wide variety of applications when it is looked at not only in terms of better fuel economy but also improved freight efficiency.”

– Mike Roeth, NAFCE Executive Director

“If you’re not careful, the weight of these newer trucks will get away from you. In this industry, weight costs. Being able to shave off 2,000 lbs. on the base tractor equals profit — plain and simple.”

– Jamie Hagen, Owner and Truck Driver, Hell Bent Xpress LLC

Decision-Making Tools

NACFE developed a tool to assist fleets in evaluating lightweighting. The Confidence Matrix shows how confident NACFE is in the adoption case for lightweighting.


  1. Tractor and to some degree trailer weights have increased,
  2. Freight is becoming denser, and
  3. Shippers are loading more pallets per trailer.


The study team developed the following recommendations:

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