Comment HaulProfit calcule-t-il si un chargement est rentable ?

HaulProfit compare le tarif par mile du chargement avec votre coût réel par mile, qui comprend le carburant, le paiement du camion, l'assurance, l'entretien, les permis et le salaire du conducteur. Si le tarif dépasse vos coûts plus la marge bénéficiaire, vous obtenez vert. S'il couvre les coûts variables mais pas les fixes, vous obtenez jaune. S'il perd de l'argent, vous obtenez rouge.

Qu'est-ce que le RPM d'équilibre ?

Le RPM d'équilibre (Tarif Par Mile) est le tarif minimum dont vous avez besoin pour couvrir tous vos coûts d'exploitation. Il est calculé à partir de votre coût réel par mile incluant le carburant, les paiements, l'assurance, l'entretien et autres dépenses. Tout chargement payant en dessous de ce tarif vous fait perdre de l'argent.

Comment les partenaires de service utilisent-elles HaulProfit ?

Les partenaires de service offrent HaulProfit gratuitement à leurs clients camionneurs. Cela aide les clients à prendre des décisions rentables, à survivre leur première année et à devenir des clients à long terme. Les sociétés peuvent personnaliser la plateforme avec leur propre marque.

HaulProfit fonctionne-t-il sur les bourses de fret ?

Oui. Notre application de bureau ajoute des indicateurs de rentabilité directement dans les grandes bourses de fret. Vous voyez des indicateurs vert/jaune/rouge à côté de chaque chargement sans quitter la bourse.

Diesel Surge, Spot Drop: Recalc Your Fuel Budget and Break-Even Now

Diesel's jumped while spot pay softens — recalc your fuel CPM, update fuel-surcharge inputs, and rerun per-load profit numbers so you don't take a money-losing run.

You get a load offer. Fuel's higher. Spot pay's softer.

Last week you'd have taken it. Today, that same all-in rate can be junk. Diesel climbed again — the EIA's U.S. national average hit $5.65/gal for the week of 2026-08-24 — and spot rates are slipping. Read the FreightWaves rundown for context: FreightWaves story.

This is about one thing: money in your pocket. If fuel costs go up and the load's pay goes down (or doesn't move), your break-even changes. Fast. Here's how to handle it like a driver who knows the math and won't sit on a bad load.

First move: recalc your fuel cost-per-mile (CPM)

Don't guess MPG. Don't use industry averages. Use your truck's numbers.

Steps:

Check your real MPG for the truck/route type (reefer, dry van, flatbed). Use the last 30 days if you can. Wet routes, different.
Use the latest diesel price for your region. National's $5.65/gal for the week of 2026-08-24 is the EIA number; use that if you fuel broadly. If you usually fuel on the West Coast, use the West Coast number ($6.41/gal for the week of 2026-08-24).
Fuel CPM = diesel price per gallon ÷ actual MPG.
Add fuel-related extras per mile: DEF usage, idling fuel, required fuel for PTO or reefers when running.

Quick example (hypothetical numbers):

Truck gets 6.5 MPG on a longhaul reefer. You use national diesel $5.65/gal (EIA, week of 2026-08-24).
Fuel CPM = $5.65 ÷ 6.5 = $0.87/mile.
Add DEF and idle, say $0.05/mile. Total fuel-related CPM = $0.92/mile.

If you did this calc last month with a lower price, your fuel CPM just jumped. That changes the rest of your per-load math.

Update your fuel-surcharge and invoice inputs

If you run fuel surcharge on contracts or pass FSc on brokered loads, don't rely on the number the broker spits out. Check the method and your baseline.

If the fuel-surcharge formula uses a different baseline than what you use, adjust the invoice to match your real fuel CPM.
If spot offers include a fuel surcharge that's obviously pegged to an old baseline, run the per-load math with and without that FSc. Often it's not enough to cover the real increase.

Recompute break-even and your target rate for every load

Break-even isn't what covers operating costs alone. It's what covers operating costs plus the margin you actually need to keep the truck rolling.

What to include:

Fixed costs per mile (truck payment, insurance, permits allocated per mile).
Variable costs per mile (maintenance, tires, tolls) — update any numbers that change with slower traffic or different routes.
Updated fuel CPM from above.
Deadhead miles and detention estimates for that specific load.

Worked example (hypothetical numbers):

Fixed CPM: $0.60
Variable CPM (non-fuel): $0.30
Updated fuel CPM: $0.92 (from the earlier example)
Total operating CPM =
.82
Add desired margin or owner pay say $0.50/mile
Target rate = $2.32/mile

If the lane's all-in rate converted to CPM (including deadhead) comes in at

.90/mile, that's a loss by your math. Don't take it.

A per-load profitability calculator like HaulProfit helps here — plug your truck's actual MPG, the region-specific diesel price you use, your fixed and variable CPMs, and the load's miles and deadhead. It spits out the break-even and target rate for that load so you can decide without guessing.

Tighten fuel reserves and cashflow while things are bouncy

When fuel spikes and spot softens, cash gets tight. Be proactive.

Tighten fuel reserves: keep an extra tankful set aside for runs that go long or when you're caught off route. Not a luxury — a cashflow tool.
Run a tighter credit check on shippers/brokers. Longer pay cycles and slower freight can strain you fast.
Trim discretionary spending on the truck for a couple weeks — non-urgent maintenance can wait if it's safe and legal. Prioritize stuff that keeps you rolling.

Reprice lanes you control; say no to the rest

If you run your own lanes, reprice them based on the new fuel CPM and updated operating costs. If a shipper or freight broker refuses to adjust, walk.

Offer to reprice as a per-mile or per-stop contract with a fuel pass-through tied to a known index you both accept.
For repeat lanes, build in a clause that revisits the rate when regional diesel moves beyond X cents.

If you're owner-operator on a dedicated or longer contract, bring this math to your fleet manager and ask for a recalculation. You've got receipts — MPG logs, fuel receipts. Use them.

Short checklist: what you should do today

Re-run per-load profit for every pending offer using updated fuel CPM.
Tighten fuel reserves by one extra fill-up where possible.
Update fuel-surcharge inputs on invoices and compare to your real fuel CPM.
Reprice lanes you control; refuse loads that fall below your break-even.
Call the payer on any questionable FSc — don't assume it's covering your increase.

What this means for your runs and your money

Higher diesel means higher CPM. Lower spot pay means less room for mistakes. Combine them and the old margins vanish. That’s the plain truth.

Use your own numbers. Not a market rumor. Not yesterday's assumption. Recalculate. Run the math on every load and don't be shy about saying no. A per-load calculator (like HaulProfit) that forces you to enter your truck's MPG, your fixed and variable CPMs, and the load's miles will give you a clear break-even and target rate so you can stop guessing and start protecting your pay.

Takeaway: fuel went up (EIA: U.S. national average $5.65/gal, week of 2026-08-24). If you don't update fuel CPM and recompute break-even, you're probably losing money. Do the math. Protect the truck. Keep the bank account tidy.

Questions fréquentes

How do I quickly recalc fuel cost-per-mile when diesel jumps?

Divide the diesel price per gallon you pay by your truck's real MPG, then add DEF and idling fuel per mile. That gives your updated fuel CPM to use in per-load math.

Should I trust the fuel-surcharge brokers list on a spot load?

Check their baseline and run the load math yourself. Often the FSc won't match your real fuel CPM, so compute the load with and without it before accepting.

What diesel price should I use for my region?

Use the price you actually pay most often. If you fuel widely, the EIA U.S. national average ($5.65/gal for the week of 2026-08-24) is a reference, but regional numbers (West Coast $6.41/gal, etc.) matter if you fuel there.