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 at Record Highs: Recalculate Your Fuel Budget and Break-Even Now

Diesel just hit record highs — update your truck MPG, reset the per-mile fuel line in HaulProfit, recompute break-even rates, and tighten your fuel-surcharge script before you agree to another load.

You pull up to the pump, eyes on the price, and you feel it in your gut: this load might not pencil out. That's the moment to stop guessing and run the numbers.

The news: diesel prices are at record highs. Read the report from Land Line here: Land Line (OOIDA) — Diesel prices hit record high. For concrete numbers, the EIA's weekly U.S. on-highway retail diesel average was $5.599/gal for the week of 2026-08-31.

This matters because fuel is the single biggest variable cost you can change on a per-load basis. If you don't update your fuel budget, you're taking a pay cut every mile.

What to update right now (do this at the truck stop)

Re-measure your real, truck-specific MPG

Reset the odometer or note the current miles and the gallons pumped. Do the math over at least one full tank when you can. Short quick fills lie. Longer runs smooth out idle time.
Include real-world conditions: reefers, heavy loads, mountain lanes, and HOS idle time all kill MPG. If you usually run with a loaded reefer or up-hill lanes, measure under those conditions.

Recalculate the per-mile fuel line

Use your measured MPG and the EIA number as market context if you need to quote a surcharge. But for your per-mile cost, use the actual price you pay. If you don't have volume discounts or fuel cards that cap price, use that pump price.
Example quick math: if your truck returns 6.5 mpg and diesel you pay is $5.60/gal, your fuel cost per mile is $5.60 / 6.5 = $0.862/mile. That's pure fuel. Add extra for idling or prolonged detention if that happens often.

Reset per-load break-even in your spreadsheet or calculator

Break-even per-mile includes fuel, truck fixed costs (insurance, loan/lease, taxes, permits), variable costs (tires, oil, maintenance prorated per mile), and driver pay. Update the fuel line with your new per-mile number and run the math.
Use HaulProfit or another per-load profitability calculator to plug these numbers in. HaulProfit works off your own truck-specific mpg, your actual costs, and the load's numbers so you can see the true break-even and the minimum acceptable all-in rate before you say yes.

Rework your fuel-surcharge and negotiation script

If you're running with a fuel surcharge, it should move the needle now. Recalculate the surcharge based on your MPG and current pump price so it actually covers the added cost.
If the customer wants an all-in rate, use your break-even math on the call: "At my numbers this run needs to clear $X/mile to cover fuel and wear. I can do it for $Y, or I can accept the posted rate with a fuel surcharge of $Z." Say it confident and simple.

Worked example (clear, hypothetical numbers)

Truck MPG (measured, loaded): 6.5 mpg
Diesel price used for this load (what you actually pay or expect to pay): $5.60/gal (EIA national average was $5.599/gal for the week of 2026-08-31; use your actual price)
Fuel cost per mile = $5.60 / 6.5 = $0.862/mile

Now add the rest (hypothetical):

Fixed cost per mile (insurance, loan, permits): $0.40/mile
Maintenance & tires per mile: $0.25/mile
Driver pay per mile: $0.60/mile
Other per-load fees (lumper, scales amortized): $0.03/mile

Total break-even = 0.862 + 0.40 + 0.25 + 0.60 + 0.03 = $2.145/mile

If the broker is offering

.95/mile all-in, that load is junk. Walk away or demand a surcharge. If they offer $2.00/mile plus a fuel surcharge that covers the $0.862/mile, do the exact math on the phone. No vague talk.

Negotiation lines that work (short, real)

"My cost for this run is $2.15/mile. I can do $2.00 plus a fuel surcharge that covers $0.862/mile, or I'll pass."
"If you need me there tight, add $X in detention or a lumper allowance — I can't eat those costs." Keep it simple. Numbers beat feelings.

If the load involves deadhead or long waiting times

Recompute MPG impact for the whole trip, including deadhead miles. Deadhead washes out revenue miles and raises your per-mile fuel burden.
If detention is likely, estimate idling gallons per hour and add that to the trip fuel estimate.

When to adjust routes or equipment

Short term: renegotiate loads, demand fuel surcharge, or reject bad rates.
Medium term: push for more drop-and-hook or longer continuous runs to reduce deadhead percentage.
Consider whether a different truck or trailer setup (a sleeper tractor with better fuel economy, or a lighter trailer) could change the break-even on the lanes you haul most. That’s a business decision, not a quick fix.

Paper trail and accountability

Log the MPG measurements. Keep receipts or fuel card statements tied to trips. If a broker or shipper disputes a surcharge, you want the numbers ready.
Update your per-load calculations every week for at least a month while prices stay volatile.

Seasonality and market context

Diesel's high price is the baseline to work from right now. The EIA's weekly U.S. average was $5.599/gal for the week of 2026-08-31, and regional numbers are uneven (the West Coast is much higher). Use your own price at the pump for the per-mile math, but keep the EIA weekly number handy when talking fuel surcharge with brokers or shippers.

Quick checklist before you accept a load

Measured MPG updated this week? Yes/No
Per-mile fuel cost recalculated? Yes/No
Break-even updated in HaulProfit or spreadsheet? Yes/No
Fuel-surcharge script prepared? Yes/No
Deadhead and detention estimated? Yes/No

If you answer no to any of those, pause.

Takeaway

Diesel at record highs means you can't run last month's numbers and expect to come out ahead. Re-measure your MPG, reset the fuel line in your per-load math, and recompute break-even before you commit. Use a per-load calculator like HaulProfit to plug in your truck's mpg, your real costs, and the load's numbers so you see the true minimum acceptable rate. Numbers win. Don't let a shiny load con you into losing money.

Questions fréquentes

How often should I re-measure my MPG?

At least once a week while diesel is volatile and after any major route or load change; measure over a full tank for accuracy.

Can I use the EIA number to set my fuel surcharge?

You can reference the EIA weekly number when negotiating, but base your per-mile fuel math on the actual price you pay at the pump.

How do deadhead miles affect my fuel budget?

Deadhead increases the per-mile fuel burden because those miles use fuel without revenue; include expected deadhead miles when computing the load's break-even.