Frame sections, axle ratings, suspension types and weight capacities across our range, with the standards each one is built to and the test reports behind them.
The main beam is the trailer. Everything else is attached to it.
Our beams are fabricated I-sections with the flange and web thicknesses varied by duty rather than shared across the range. On the flatbed, for example, the flanges are 6 mm top and 8 mm bottom with a 5 mm web, tied by 8# W-section through members.
Two things are worth understanding about those numbers. The bottom flange is thicker than the top because a loaded beam is in tension underneath, and that is where the material is needed. The web thickness matters most near the supports, where shear is highest — which is why beam thickness is quoted as a set of figures rather than one.
What none of it tells you on its own is service life. A well-proportioned beam in a well-controlled weld is worth more than a heavier beam badly made, and the second is not visible in a specification.
Axle rating is the load one axle may carry, and it is a component specification. Axle spacing is a legal and dynamic decision, and it is the trailer's.
Most of our three-axle trailers run 13 t axles. Spacing on the dropside, for example, is 6800 / 6600 / 6400 / 6280 + 1310 + 1310 mm depending on deck length — a long first span from the king pin, then two closely spaced axles at the rear.
Why the rear pair sits close together: it concentrates the rear load into what most legal regimes treat as a bogie, and it keeps the tyre scrub of a tight turn manageable. Spread them further and you gain stability and lose manoeuvrability, and depending on the jurisdiction you may gain or lose permitted mass.
Axle spacing therefore has to be specified against the country you operate in, not against a general preference.
Leaf packs carry the load on stacked steel. Simple, cheap to maintain, tolerant of neglect, and repairable anywhere. Ride is harder and load sharing between axles is whatever the geometry gives you. We build packs of 4, 7, 8, 10 and 13 leaves, specified against the load rather than the vehicle.
Air bags carry the load on air. Better ride, better load sharing, and adjustable ride height. In exchange there is a system to maintain — bags, lines, valves, linkage — and a failure mode that leaves the vehicle sitting on its bump stops.
The choice is not about quality. It is about where the vehicle works and who maintains it.
Every kilogram of trailer is a kilogram of cargo you cannot carry, so tare matters — and it is also the figure most confidently misquoted in this trade.
We publish one figure and we name it: tare weight (manufacturer’s stated). We also say what it contains: the spare wheel and its carrier, the toolbox and the landing legs are all on the trailer when it is weighed, and no tarpaulin or bows are fitted. Most of this trade leaves that unsaid, which is how a trailer arrives 1.3 t heavier than the buyer planned for.
Our vehicles are built to Chinese national standards for commercial vehicle construction, and six of our lines hold CCC certification — the compulsory Chinese certification — published by model number with certificate numbers and validity dates on the certifications page.
We list certification by model and we do not summarise it. A certificate covers the models printed on it and nothing else. Where a line of ours is not covered, the certifications page names it.
Destination-market approval requirements differ by country. Tell us where the vehicles will be registered and we will confirm what we can evidence before you order.
Independent third-party test reports are available on request for the specific tests where they exist. We do not publish report numbers or summaries — a test result characterised in marketing copy is worth nothing to a buyer. Ask for the report and you get the report.
If your tender or your own specification requires evidence of a particular test, tell us which test and we will tell you what we hold, what we can obtain, and what we cannot — before you build a bid around it.
