Refrigeration Unit for Electric Mini Trucks | HT-100-II

A refrigeration unit for electric mini trucks is a transport refrigeration system powered by electricity rather than by a vehicle engine. As battery-electric small commercial vehicles become more available in India, fleet operators, delivery companies and body builders are evaluating how these platforms can support temperature-controlled transport.

The Hwasung Thermo HT-100-II WING EV-CAR is an electrically powered transport refrigeration unit designed for small battery-electric refrigerated transport vehicles. Trans ACNR Solutions Limited is the authorised distributor and service partner for Hwasung Thermo transport refrigeration products in India.

This article explains how to assess whether an electric mini truck is suitable for refrigerated transport using the HT-100-II WING EV-CAR. It covers payload, battery and electrical architecture, body volume, insulation and ambient conditions. It also explains why a catalogue specification alone cannot confirm fitment: the final application must be assessed against the actual vehicle and refrigerated body configuration.
The article is intended for fleet owners, delivery operators and body builders. No specialist engineering background is required.

What is an electric mini truck?

The transport industry commonly uses the term small commercial vehicle (SCV) for this class of goods vehicle. SCV is a market term rather than a single legal vehicle category.

For the vehicles discussed here, the relevant regulatory category is generally N1. AIS-053 defines N1 vehicles as goods vehicles with a gross vehicle weight of not more than 3.5 tonnes. Gross vehicle weight includes the vehicle and its permissible load.

Three practical points follow.

Payload varies considerably. The electric goods vehicles covered in this article have published payload figures ranging from 600 kg to 1,960 kg, depending on the vehicle and variant.
The 3.5-tonne N1 limit is not the same as the vehicle’s payload. Payload is determined by the vehicle’s permissible gross weight minus its unladen or kerb weight and the relevant equipment.
Refrigerated body construction can materially reduce available payload. The weight of the insulated body, doors, flooring, refrigeration equipment and associated electrical components must be considered before the vehicle is put into service.

Why electric vehicles need a different refrigeration architecture

On a conventional engine-driven truck, the refrigeration compressor can be driven mechanically by the vehicle engine or through an associated drive arrangement.

A battery-electric vehicle does not provide an engine-driven mechanical power source for the refrigeration compressor. The refrigeration system therefore needs its own electric drive or another independent power arrangement.

This changes how the refrigeration system is integrated with the vehicle.

For a delivery operator, an electrically driven refrigeration system can provide several practical advantages:

Cooling can be available while the vehicle is stationary. An electric compressor does not depend on vehicle engine speed.
Stationary pre-cooling can be considered where the installation provides a suitable electric standby supply. This can reduce the refrigeration energy drawn from the traction battery before a delivery route begins.
The system does not require an engine-driven compressor belt or pulley arrangement. This can simplify the mechanical interface between the refrigeration system and the electric vehicle.

The exact electrical architecture depends on the vehicle and the refrigeration installation. The refrigeration system must therefore be integrated according to the vehicle manufacturer’s requirements and the refrigeration system’s specified electrical interface.

The HT-100-II WING EV-CAR electric refrigeration unit in plain terms

The HT-100-II WING EV-CAR is designed for small battery-electric refrigerated transport vehicles. The system uses a roof-mounted condenser and an evaporator installed inside the refrigerated body, together with a cab-mounted controller.

The published condenser dimensions are 1,420 × 490 × 270 mm, with a stated weight of 30 kg. The evaporator measures 1,040 × 669 × 168 mm and has a stated weight of 24 kg. The cab controller measures 95 × 55 × 10 mm. (TRANS ACNR)

The system therefore adds relatively little refrigeration equipment weight compared with the weight of the complete insulated body. The body itself remains an important part of the payload calculation.

HT-100-II WING EV-CAR: main specifications

The following figures are published by Trans ACNR for the HT-100 WING II EV-CAR specification. Cooling capacity is stated at 30°C ambient under ATP Standard. (TRANS ACNR)

Specification	Published figure	Practical significance
Cooling capacity at 0°C compartment temperature	2,189 kcal/h	Relevant to chilled applications
Cooling capacity at –10°C compartment temperature	1,719 kcal/h	Intermediate temperature application
Cooling capacity at –20°C compartment temperature	999 kcal/h	Relevant to frozen applications
Test condition	30°C ambient, under ATP Standard	The published capacity figures are tied to this reference condition
Suggested body volume	Frozen: up to approximately 13 m³; fresh: up to approximately 22 m³	Subject to insulation, ambient and operating conditions
Compressor	Scroll type, 34 cc	Electric refrigeration compressor
Refrigerant	R-404A, 1.5 kg	Refrigerant charge
Airflow	1,300 m³/h	Circulates air within the refrigerated body
Electric standby supply	DC 350 V / DC 650 V	High-voltage electrical supply specified for the unit
Power output	1.2 kW at 3.5 A at 350 V DC	Published electrical power figure
Control supply	DC 12 V	Used by the cab control and associated low-voltage system
Condenser	1,420 × 490 × 270 mm; 30 kg	Roof-mounted refrigeration component
Evaporator	1,040 × 669 × 168 mm; 24 kg	Installed inside the refrigerated body
Cab controller	95 × 55 × 10 mm	Driver interface
Refrigeration circuit	R-404A	Requires appropriate service and refrigerant management

At 0°C, the system is rated at 2,189 kcal/h. At –20°C, the cooling capacity is 999 kcal/h.

This is not unusual in refrigeration. As the required compartment temperature falls, the temperature lift across the refrigeration system increases and compressor operating conditions change. Available refrigeration capacity therefore decreases at lower evaporating temperatures.

This is why a refrigeration unit should not be selected simply by looking at the largest body volume mentioned in a product brochure. The required cargo temperature, ambient temperature, insulation, door-opening frequency and operating duty cycle all affect the thermal load.

At 0°C, the system is rated at 2,189 kcal/h. At –20°C, the cooling capacity is 999 kcal/h. In other words, the available cooling capacity is less than half at the lower temperature. (TRANS ACNR)

Insulation is part of the refrigeration system

A refrigerated body and its refrigeration unit should be treated as one thermal system.

Published body-volume recommendations are meaningful only when the body achieves the assumed insulation performance. Heat enters the cargo compartment through the walls, roof, floor, doors and other thermal bridges. Door openings can add another significant heat load.

A well-designed refrigerated body therefore needs:

appropriate insulation thickness and thermal performance;
properly sealed doors;
suitable flooring;
controlled air circulation;
protection against thermal bridges;
an appropriate refrigeration capacity for the application.

The refrigeration unit cannot compensate indefinitely for an inadequately insulated body.

Electric small commercial vehicles in India

India now has a growing range of battery-electric goods vehicles. The table below provides an August 2026 reference snapshot of N1 electric goods vehicles and variants relevant to refrigerated-transport evaluation.

The figures are presented for comparison and should be confirmed with the vehicle manufacturer before a body or refrigeration system is ordered. Vehicle specifications can vary by battery, variant, model year, body configuration and market.

Manufacturer	Model / variant	Published payload	Battery	Claimed / certified range	GVW
Tata Motors	Tata Ace EV	600 kg	21.3 kWh	154 km, ARAI certified	1,840 kg
Tata Motors	Tata Ace Pro EV	750 kg	14.4 kWh	155 km, certified	1,610 kg
Tata Motors	Tata Ace EV 1000	1,000 kg	21.3 kWh	161 km, ARAI certified	2,120 kg
Tata Motors	Tata Intra EV	1,750 kg	28.2 kWh	211 km, certified	3,310 kg
Mahindra Last Mile Mobility	Mahindra ZEO V1 FSD	Up to 765 kg	18.4 kWh	160 km	Not published
Mahindra Last Mile Mobility	Mahindra ZEO V2 FSD	Up to 765 kg	21.3 kWh	160 km	Not published
Mahindra Last Mile Mobility	Mahindra ZEO V1 DV	Up to 765 kg	18.4 kWh	160 km	Not published
Mahindra Last Mile Mobility	Mahindra ZEO V2 DV	Up to 765 kg	21.3 kWh	160 km	Not published
Switch Mobility	SWITCH IeV3	1,250 kg	25.6 kWh	140 km	2,590 kg
Switch Mobility	SWITCH IeV4	1,750 kg	32.2 kWh	206 km, ARAI certified	3,490 kg
Euler Motors	Euler Storm EV T1250	1,250 kg	Not published	140 km	2,600 kg
Euler Motors	Euler Storm EV LongRange 200	1,250 kg	30 kWh	200 km	Not confirmed
Euler Motors	Euler Storm EV T1500	1,500 kg	Not published	140 km	2,800 kg
Omega Seiki Mobility	OSM M1KA 1.0	1,000 kg	38.7 kWh	150 km, NEDC at half load	2,620 kg
EKA Mobility	EKA K1.5	1,300 kg	32 kWh	180 km	2,510 kg
TI Clean Mobility	Montra Electric Eviator	1,707 kg	40 kWh	245 km	3,490 kg
VE Commercial Vehicles	Eicher Pro X CBC 3.5T	1,960 kg with 32 kWh battery	32 / 40 kWh	206 / 249 km, certified	3,490 kg
EVage Motors	EVage FR8	928 kg	21.6 kWh	100 km	2,550 kg
Jupiter Electric	JEM TEZ	1,000 kg	14 / 28 kWh	100 / 200 km	2,200 kg

The table should be treated as a market reference rather than a statement that every vehicle is already approved or validated for HT-100-II installation.

For example, Eicher publishes a 3,490 kg GVW for the Pro X CBC 3.5T, with payloads of 1,960 kg for the 32 kWh version and 1,900 kg for the 40 kWh version.

The same distinction applies to battery and range figures. Manufacturer specifications are not necessarily directly comparable because range may be certified under different test conditions, while payload may vary with battery configuration.

What the table does not tell you

The vehicle table is useful for identifying potential platforms. It cannot confirm final refrigeration fitment.

Before ordering, the following should be established for the actual vehicle:

available payload after body construction;
finished kerb weight;
refrigerated body dimensions;
insulation specification;
electrical architecture;
available auxiliary electrical power;
approved connection points;
mounting locations;
roof loading limits;
vehicle height after refrigeration installation;
operating temperature range;
route and ambient conditions.

A vehicle-level survey is therefore required before finalising the installation.

Four checks that decide whether a refrigeration unit for electric mini trucks suits a vehicle

Check one: payload

Payload is one of the most important considerations because the refrigeration system is only one part of the refrigerated vehicle.

The HT-100-II WING EV-CAR has a stated condenser weight of 30 kg and evaporator weight of 24 kg. The complete refrigeration installation also includes the controller, refrigerant circuit, pipework, mounting structure and electrical components. (TRANS ACNR)

The insulated body can add substantially more weight.

The Eicher Pro X provides a useful illustration. Eicher publishes a payload of 1,960 kg for the 32 kWh Pro X CBC 3.5T, while its refrigerated configuration has a substantially lower published payload. The difference illustrates how a refrigerated body and associated equipment can materially reduce the available payload on a 3.5-tonne vehicle. (Small Trucks Eicher)

The practical rule is simple:

Ask the body builder for the finished kerb weight of the completed refrigerated vehicle before ordering.

Do not calculate payload from the chassis specification alone.

For smaller platforms with published payloads of 600 kg or 765 kg, body weight becomes particularly important. A refrigerated vehicle may therefore be more suitable for relatively high-value, lower-density cargo than for heavy bulk loads.

Check two: body size and operating temperature

The HT-100-II WING EV-CAR has published suggested body volumes of approximately 13 m³ for frozen applications and 22 m³ for fresh applications, subject to the specified operating conditions. (TRANS ACNR)

The actual body volume on an electric mini truck may be considerably smaller.

That is not necessarily a problem. A smaller body can provide a useful capacity margin when the refrigeration system is correctly matched to the thermal load.

The correct question is not:

“What is the largest body this refrigeration unit can cool?”

It is:

“What refrigeration capacity is required for this particular body, cargo temperature, insulation specification, ambient condition and duty cycle?”

For multi-drop distribution, door openings can create significant heat ingress. Adequate refrigeration capacity can help the system recover after door openings, but the unit should still be sized against the actual application rather than simply selecting the largest available system.

Check three: the electrical connection

This check requires a vehicle-level assessment.

The HT-100-II WING EV-CAR specification provides a DC 350 V / DC 650 V electric standby supply, with a published output of 1.2 kW at 3.5 A at 350 V DC. The controller uses a DC 12 V supply. (TRANS ACNR)

However, nominal battery voltage alone does not establish compatibility.

The installation also needs to consider:

the vehicle’s actual voltage range;
permissible auxiliary electrical load;
isolation and protection requirements;
approved connection points;
high-voltage safety requirements;
vehicle control architecture;
available auxiliary power;
charging strategy;
whether the refrigeration system uses the traction battery or a separate energy source.

Publicly available vehicle specifications do not always provide all the information needed for refrigeration integration. These details should therefore be confirmed with the vehicle manufacturer and body builder.

Two approaches can be considered in electric refrigerated vehicles.

Traction-battery integration uses energy from the vehicle’s main battery. This can simplify the energy architecture but may increase the refrigeration system’s effect on driving range.

Separate refrigeration battery uses an independent energy source for the refrigeration system. This can reduce direct demand on the traction battery but adds battery weight, space requirements and a separate charging requirement.

The appropriate arrangement depends on the vehicle, duty cycle and application.

Check four: ambient temperature

Refrigeration capacity is always linked to a specified operating condition.

The HT-100-II WING EV-CAR’s published capacity figures are stated at 30°C ambient under ATP Standard.

This does not mean that the same capacity can simply be assumed at every ambient temperature.

As ambient temperature rises, heat entering the refrigerated body increases and the refrigeration system operates under more demanding conditions.

The WHO/PQS refrigerated-vehicle specification provides a useful reference for this principle. It specifies a heat-extraction capacity of at least 2.25 times the heat flow through insulation in climate zones warmer than 30°C, compared with 1.75 times for climate zones colder than 30°C. (WHO Extranet)

The specification of a refrigerated vehicle operating in hot Indian conditions should therefore account for the actual route environment rather than relying only on a nominal capacity figure.

What a refrigeration unit for electric mini trucks can and cannot do

A refrigeration system is designed to maintain the required cargo temperature under its rated operating conditions. It should not be treated as a substitute for correct loading practices or adequate insulation.

It maintains temperature; it is not a substitute for pre-cooling

If warm cargo is loaded into a refrigerated vehicle, the refrigeration system has to remove the sensible and latent heat associated with that cargo while also dealing with heat entering through the body.

For temperature-sensitive distribution, cargo should normally be brought to the required temperature before loading, subject to the requirements of the particular product.

The refrigerated body should also be pre-cooled before loading where the operating procedure requires it.

For an electric vehicle, stationary pre-cooling can reduce the amount of traction-battery energy required for this part of the operation where an appropriate standby electrical arrangement is available.

It does not replace insulation

A refrigeration unit cannot compensate indefinitely for poor insulation, damaged panels or leaking door seals.

The refrigerated body should therefore be inspected and maintained throughout its operating life.

Particular attention should be paid to:

door seals;
panel joints;
floor condition;
drainage points;
thermal bridges;
evaporator airflow;
condenser airflow;
refrigerant circuit integrity.

The refrigeration unit and body should be maintained as one temperature-control system.

Cold-chain considerations for food and pharmaceuticals

The required refrigeration temperature depends on the cargo.

Food items

FSSAI material specifies that the receiving temperature for frozen food should be –18°C or below, while high-risk food requiring chilled conditions should be maintained at 5°C or below. Refrigerated food of animal origin is specified at 4°C or below for storage in the relevant FSSAI requirements. (FSSAI)

FSSAI training material also states that vehicles transporting perishable food should be refrigerated where required and that temperature recording devices should be checked at regular intervals and tested for accuracy. (FOSTAC)

The exact temperature requirement should always be checked against the specific food category and applicable current FSSAI requirements.

Medicines and vaccines

Pharmaceutical transport requires more than selecting a refrigeration unit with an appropriate temperature range.

Depending on the product and supply-chain requirement, a qualified pharmaceutical vehicle may require:

temperature monitoring;
calibrated measuring equipment;
temperature mapping;
documented operating procedures;
alarm management;
maintenance records;
excursion management;
product-specific temperature validation.

For vaccine and pharmaceutical applications, the refrigeration system, vehicle body and monitoring equipment should therefore be evaluated as part of the complete cold-chain system.

A refrigeration unit’s published temperature range alone does not establish pharmaceutical suitability.

What to ask before ordering

Before ordering a refrigeration unit for an electric mini truck, ask these questions:

What is the finished kerb weight of the completed refrigerated vehicle, and what payload remains?
Ask the body builder for the finished figure in writing.
What insulation performance is specified for the body?
The insulation specification is necessary to evaluate the thermal load.
At what ambient temperature is the quoted cooling capacity measured?
A capacity figure without its test condition is incomplete.
What thermal margin has been allowed for the actual operating environment?
Consider ambient temperature, solar load, door openings and route duty cycle.
How will the refrigeration system be electrically integrated with the vehicle?
Confirm voltage range, connection method, protection and available auxiliary power.
Will the refrigeration system use the traction battery or a separate energy source?
Evaluate the effect on range, weight, charging and operating time.
Can the refrigerated body be pre-cooled while the vehicle is stationary?
Confirm the available standby-power arrangement.
What temperature monitoring is required for the cargo?
Pharmaceutical and other regulated applications may require additional monitoring and validation.
Where will the vehicle receive refrigeration service?
Consider service coverage along the vehicle’s operating routes.
What are the spare-parts and maintenance arrangements?
Temperature-controlled vehicles depend on planned maintenance to protect cargo continuity.

Frequently asked questions

Can a refrigeration unit be fitted to an electric mini truck?

Yes. Electric transport refrigeration units are designed for battery-electric refrigerated vehicles. The HT-100-II WING EV-CAR is specifically designed for small battery-electric refrigerated transport vehicles. Final fitment must be confirmed against the actual vehicle, body, electrical architecture and operating conditions.

Which electric mini trucks in India can use a refrigeration unit?

India has a growing range of battery-electric goods vehicles, including models from Tata Motors, Mahindra Last Mile Mobility, Switch Mobility, Euler Motors, Omega Seiki Mobility, EKA Mobility, TI Clean Mobility, VE Commercial Vehicles, EVage Motors and Jupiter Electric.

These vehicles can be considered as potential platforms for refrigerated applications, but being listed in a market comparison does not constitute confirmation of refrigeration-system compatibility. Payload, mounting points, electrical architecture, body dimensions and operating conditions must be checked for each vehicle.

How much payload does a refrigerated body add to an electric mini truck?

The refrigeration unit itself is only part of the additional weight. The insulated body, frame, floor, doors, refrigeration equipment, mounting hardware and electrical components must all be included.

The Eicher Pro X illustrates the effect. Eicher publishes 1,960 kg payload for the 32 kWh Pro X CBC 3.5T, while refrigerated configurations have substantially lower payload ratings. The difference demonstrates why the finished refrigerated vehicle must be weighed before its usable payload is determined. (Small Trucks Eicher)

What size body can the HT-100-II WING EV-CAR support?

Trans ACNR’s published specification gives suggested body volumes of approximately 13 m³ for frozen applications and 22 m³ for fresh applications. These figures must be considered together with insulation performance, cargo temperature, ambient conditions and operating duty cycle.

The actual body volume should therefore be established during application engineering rather than selected from the volume figure alone.

Does a refrigeration unit for electric mini trucks use the vehicle battery?

It can, depending on the vehicle integration.

A refrigeration system can be connected to the vehicle’s traction battery where the vehicle architecture and approved electrical interface permit it. A separate refrigeration battery can also be considered for some applications.

The choice affects vehicle range, system weight, available space, charging and operating strategy. It should therefore be established during vehicle-level integration.

What temperature should frozen food be transported at in India?

FSSAI material specifies –18°C or below for frozen food. High-risk food requiring chilled transport is generally maintained at 5°C or below, while the applicable requirement can vary by product category. (FSSAI)

The specific food category and current applicable FSSAI requirements should always be checked before defining the vehicle temperature specification.

Should the refrigerated body be pre-cooled before loading?

Where the operating procedure requires temperature-controlled loading, the body should be pre-cooled before loading temperature-sensitive cargo.

Pre-cooling removes heat from the body structure before the cargo is loaded. For an electric vehicle, stationary pre-cooling can also reduce the amount of traction-battery energy used for this part of the operation where an appropriate standby electrical supply is available.

Is a special driving licence required for a refrigerated electric mini truck?

The Motor Vehicles Act defines a light motor vehicle as a transport vehicle with a gross vehicle weight of not more than 7,500 kg. N1 goods vehicles, by definition, have a maximum gross vehicle weight of 3.5 tonnes.

However, licence requirements can depend on the vehicle classification, licence category and applicable rules. Operators should confirm the requirements applicable to their specific vehicle and state before deployment.

Where to go from here

Selecting a refrigeration unit for electric mini trucks is not simply a question of matching cooling capacity to cargo volume. The completed vehicle should be considered as a combined payload, thermal and electrical system.

Payload remaining after body construction, insulation performance, cargo temperature, ambient conditions, electrical architecture and operating duty cycle all influence the suitability of a refrigeration installation.

The HT-100-II WING EV-CAR provides defined cooling capacities and electrical specifications for small battery-electric refrigerated transport vehicles. However, final compatibility must be confirmed against the actual vehicle and refrigerated body configuration. (TRANS ACNR)

For fleet operators and body builders, the most useful step is therefore a vehicle-level application assessment before ordering. This establishes the available payload, body volume, insulation specification, electrical interface and operating conditions before the refrigeration system is integrated.

Readers who want to understand the engineering principles behind electric transport refrigeration can read our companion guide to electric transport refrigeration units.

Trans ACNR Solutions Private Limited manufactures and supports transport cooling systems from facilities in India and the United Arab Emirates. The company is the authorised distributor and service partner in India for Hwasung Thermo transport refrigeration products.

Explore our transport refrigeration systems to understand the wider range of solutions available for temperature-controlled road transport.