India’s 30-ton payload truck : prices, drivetrains, finance and what buyers should expect

India’s heavy-haul segment — trucks capable of carrying roughly 30 tonnes of payload — is seeing strong attention from fleet owners, contractors and large logistics operators as infrastructure projects and long-distance freight demand rebound. Manufacturers from legacy domestic players to global OEMs now offer multiple 28–35 tonne GVW platforms that, depending on chassis kerb weight and body fitment, deliver practical payloads in the “around-30-ton” band. Here’s a market snapshot: prices, key features and driveline layouts, finance options and what operators can realistically expect on mileage and long-term durability. 91 Trucks+1

What’s on offer and pricing
Major Indian heavy-truck manufacturers — Tata Motors, Ashok Leyland, BharatBenz (Daimler India Commercial Vehicles), Eicher, Mahindra and select global players (Volvo, Scania) — field 28,000–35,000 kg GVW platforms configurable as tractor-trailers, rigid bodies or tippers that are commonly used to achieve ~30-ton payloads after body and equipment fitment. Price points vary widely with configuration: from mainstream heavy-duty models priced in the ₹28–40 lakh range (ex-showroom) to premium 6×4 tractor/rigid and specialized tippers/haulage trucks that can push past ₹50–60 lakh and up to ₹1+ crore for high-spec or imported platforms. Market aggregates put the 25–30-ton segment price band roughly between ₹28.75 lakh and ₹1.55 crore depending on make, model and body type. Trucksfloor+1

Representative models (what buyers see at dealerships)
• BharatBenz’s heavy-duty offerings include 28-ton class trucks and tipper ranges (examples: 2823/2826 series) positioned for mining, construction and long-haul bulk transport; typical ex-showroom pricing for 28t GVW models appears in the mid-₹30 lakh band. BharatBenz+1
• Ashok Leyland’s AVTR / 28t class variants target the same use cases, with on-road pricing often starting in the low-to-mid ₹30 lakh range depending on spec. TruckDekho
• Tata’s Prima/Signa/LPT heavy family covers a wide spectrum — buyers will find competitive 28–30t capable chassis across LPT and Signa ranges, with dealer quotations varying by wheelbase, body and emission/comfort packages. Tata Motors Trucks+1

Driveline and features — what’s standard
Most trucks in this payload band use conventional diesel powertrains (BS6/BS6+ compliant), with in-house or global diesel engines delivering 220–380+ hp and torque tuned for low-end pull in 6×2 or 6×4 axle configurations. Typical driveline layout: robust manual or automated manual transmissions (AMTs) coupled with multi-axle suspension (parabolic or semi-elliptic leaf springs, and air-suspension options on premium rigs), heavy-duty axles and multiple ratio differentials for grading and load. Telescopic cabins, telematics and driver-comfort upgrades (AC, ergonomic seats, cruise/retarder on pricier models) are increasingly standard on flagship trims. Manufacturers also offer tipper-specific strengthening, body-building kits and service contracts for mining/construction customers. Tata Motors Trucks+1

Mileage and operating economics
Expectations must be calibrated: heavy-duty 28–35t class trucks return low fuel economy compared with light commercial vehicles. Typical real-world fuel economy for loaded long-haul and tipper duty ranges from roughly 2–6 km/l depending on duty cycle (mining/off-road tipper work is at the lower end). Fleet rationales therefore depend on tonne-km economics (payload, route, speed, empty-run) more than absolute kmpl. Operators should plan lifecycle cost models (fuel, tires, maintenance) rather than headline kmpl alone. 91 Trucks+1

Financing: what’s available and interest trends
Commercial vehicle loans and equipment finance remain the primary purchase route. Large banks and NBFCs offer tailored CV loans — many lenders provide up to 80–100% finance for new vehicles (subject to credit profile), repayment tenors commonly up to 60–84 months, and processing fees/margins that vary. Indicative headline interest rates for commercial vehicle finance across lenders in 2025 sit broadly in the mid-single to low-teens (roughly 8–14% p.a.) depending on bank, borrower profile, security and tenor; state-run banks often show the most competitive entry rates for well-documented SME/fleet customers. Always compare offers (bank vs NBFC vs OEM captive finance) because EMI, balloon, moratorium and insurance inclusions materially change total cost. BankBazaar+2Moneyview+2

Durability and resale
Durability is driven by chassis strength, duty-cycle matching and after-sales support. OEMs position heavy-duty 28–30t platforms with reinforced frames and heavy-duty axles for extended life; operators focused on mining or long-haul should buy factory-approved body builds and service contracts — both preserve uptime and resale value. Resale depends heavily on maintenance history, odometer hours and whether the truck was used in aggressive off-road duty. BharatBenz

Bottom line — how to pick
For operators targeting a true 30-ton payload, start with: (1) accurate tonne-km planning (route, axle limits), (2) pick the right chassis-axle configuration (6×2 vs 6×4), (3) compare dealer packages (warranty, telematics, service), and (4) source competitive finance quotes including OEM captives. Given tight margins on fuel and maintenance, a decision guided by lifecycle TCO — not just upfront price — will deliver the best returns.

If you’d like, I can convert this into a printable 800-word formatted news story with subheads and quotes from specific manufacturers or produce a comparison table (models, GVW, payload estimate, ex-showroom price) for the top 6 models — tell me which brands you want compared and I’ll pull the latest dealer prices and specs.