Semi Trailer Buying Questions Answered

We are a trailer factory. Production is in Liangshan, Shandong, with more than 20 years of manufacturing experience, and the sales and export department is in Jinan.

Tell us the country you will use it in, so we can match the trailer to your road conditions and operating conditions, along with the model, specific use and loading capacity you need. If you already have detailed requirements such as length, capacity, height and width, send those and we will quote against them.

Some models ship in sea containers; others must go by bulk or roll-on roll-off. We confirm the method with the quotation, since it affects the freight cost.

We quote FOB, where the trailer is delivered to a Chinese port and you appoint the forwarder, or CIF, where we arrange the forwarder and insurance and deliver to your designated port. We work with many forwarders long term, which keeps the rate competitive.

One year quality assurance. If there is a quality problem we provide after-sales service and guarantee spare parts supply for the whole service life of the trailer. Where necessary we can arrange engineers to travel to your country for guidance.

Stock models can be dispatched in as little as 10 days. A customized build normally takes around 45 days from signed drawings, and urgent orders can go on an expedited production process.

Yes. We previously worked mainly on OEM for large enterprises and now have agents in many countries. We welcome more agents to join and develop with us.

Yes, extensively. Axle count and brand, load capacity, body or tank dimensions, deck height, plate thickness, suspension type, braking, lighting, tire size and paint system are all adjustable, and you approve the drawing before production.

Rear tipping is more stable on soft or uneven ground and needs less lateral space. Side tipping places material directly along a road edge or trench, which is what roadworks need when there is no rear clearance.

A U shape has no corners for wet sand or sticky material to pack into, so it empties cleanly. A rectangular body carries squared and mixed loads better and takes rock impact well.

Measure your tallest machine, add the deck height and check it against the lowest bridge, cable and gantry on your route. Work backwards from the clearance, not forwards from the catalogue.

It depends on the ground clearance of the machines you load. Low-slung tracked plant needs 32 degrees or more; ordinary excavators load fine at 20 to 28 degrees.

Aluminium saves roughly 2200kg of tare at 43 cubic metres, which is payload on every trip. Carbon steel costs less and can be repaired by any competent local workshop. If there is no aluminium welder where you operate, choose steel.

Work from your legal gross weight and the density of your product. A tank that hits the weight limit before it is full is carrying empty volume you paid for.

LPG travels under pressure at ambient temperature in a certified pressure vessel. LNG must be held at cryogenic temperature in a vacuum-insulated double-cylinder vessel. The two builds are completely different and are not interchangeable.

A vacuum-insulated vessel is inherently heavy. On a 40 tonne gross, payload is typically 20 to 24 tonnes. Aluminium alloy tanks and aluminium main beams are how we recover some of it.

Work from your material density and your legal gross weight. Cement at roughly 1.4 tonnes per cubic metre fills a 35 cubic metre tank at a 40 tonne limit; fly ash and lime need considerably more volume for the same payload.

The inclined floor lets powder run to the discharge outlet under gravity, which reduces bridging and residue and shortens discharge time against a flat-floored tank.

Our skeletal frame runs at 5500kg tare, which leaves 34500kg of container cargo within a 40000kg gross.

It loads and unloads its own container using an onboard crane, so no reach stacker or crane is needed at either end of the journey.

600mm where forklifts need to reach into the deck, 800mm for deeper loose loads, and the taller 2850mm body for bulky low-density freight that cubes out before it reaches weight.

Yes, on the side tipping builds. That lets one trailer carry palletised freight behind closed sides and discharge bulk along a road edge.

1200 to 1600mm for general bagged and baled cargo, 2000 to 2200mm for livestock or bulky low-density freight. Choose by cargo depth, not appearance.

For occasional use, possibly. For regular livestock work we supply the dedicated cattle build, which has the deck surface, rail spacing and structure set for a live shifting load.

Our three-axle flat transport trailer runs at 6000kg tare, giving 34000kg payload within a 40000kg gross.

Yes, with twist locks fitted for the box sizes you handle. It is less efficient than a skeletal chassis for pure container work but far more versatile.

Choose by the steepest sustained grade on your route, not the average. 400HP is enough for flat and moderate work; 430HP gives reserve for heavy loads on grades.

The fifth wheel height, kingpin size, brake connections and hydraulic take-off are matched at the factory, so the outfit arrives ready to work instead of needing modification.

A wingspan opens the whole side for forklift access and still seals when closed. A box van is simpler and lighter but loads only through its doors.

Yes. Sealing strips are fitted between the vertical frames of the side panels, so the compartment stays dry with the wings closed.