CLW Chengli Special Automobile · Suizhou, China
CLW builds semi-trailers for port, logistics and bulk transport: flatbed and container-locking trailers, lowbed and skeleton trailers, bulk feed trailers with auger discharge, fracturing-sand trailers and tanker trailers for fuel, water and powder. Frames use Q345 high-strength steel with automatic welding and shot blasting; axles, suspension and landing gear are matched to payload and road rules. Trailers ship as complete units or CKD kits for local assembly.
A semi-trailer carries part of its load on the tractor through the fifth-wheel coupling and has no front axle of its own. A full trailer has its own axles and a drawbar and is pulled by a truck or tractor. Semi-trailers dominate container, bulk and tanker transport because they carry more payload per metre.
Price depends on trailer type, length, axle count, payload rating, brake system and export packing. A standard 3-axle flatbed is the entry tier; a lowbed, bulk feed or tanker trailer with premium axles is higher. Send the cargo, route and permit limits for a quotation.
Use a skeleton trailer for ISO containers, a flatbed for general and oversized cargo, a lowbed for machinery, a bulk feed trailer for animal feed, a fracturing-sand trailer for oilfield proppant, and a tanker trailer for liquids or powder.
MOQ is one unit. Standard flatbed and skeleton trailers ship in 20-35 working days after deposit; lowbed, bulk feed and tanker trailers take 30-50 working days. CKD packs add a few days for packing.
Yes. Frames, axles, suspension and body panels are packed as CKD kits with assembly drawings, bolt torque lists and video guidance; an engineer can attend the first assembly batch.
BPW, FUWA and local axle options, mechanical or air suspension, ABS and optional tyre brands. Trailers ship with ISO factory certification, certificate of origin and inspection report on request.
Axle count follows your legal axle load and the payload you need. A 2-axle trailer suits 18-25 t payloads on short routes, while a 3-axle trailer carries 30 t and spreads the load so it passes axle checks. Give us the permitted axle load, the density of your cargo and the route, and the trailer rating and tare weight are set from those numbers.
Leaf springs are simpler, cheaper and more tolerant of rough roads; air suspension protects fragile cargo, rides better and is preferred where road-friendly or low-vibration rules apply. For tankers and electronics, air is usually worth the extra cost; for construction cargo on unsealed roads, leaf springs are the more durable choice.
Flatbeds and skeletal trailers can ship knocked down or on a flat rack, which lowers freight cost on small orders. Tankers and lowbeds normally move by RoRo or on a flat rack because of their size and shape. Tell us the order quantity and destination port so packing, lifting points and securing plans match the shipping method.
A 3-axle aluminium fuel tanker trailer of 30,000-40,000 L typically weighs 7-9 tonnes empty; a carbon-steel equivalent is 9-12 tonnes. Tare weight depends on tank material, shell thickness, baffles, pump and landing gear, so the weighbridge ticket should be part of the delivery documents.
T700 is a high-strength steel grade used for the trailer floor and main beams; a 3 mm floor is the common specification for general cargo and container twist-lock decks. It balances strength against tare weight. For heavy concentrated loads, specify floor thickness and cross-member spacing together.
A detachable towing unit (DTU) is a recovery module that couples to a truck or tractor and can be left at the scene, turning a standard chassis into a tow truck. On a semi trailer, 16 meters is the overall deck length used for long steel, poles or machinery; confirm the permitted combination length in your country before fixing the deck size.
Yes. Semi tanker, semi truck tanker and tanker semi all refer to a tanker body carried on a semi-trailer that couples to a tractor unit through a fifth wheel. A truck-mounted tanker is the alternative when the tank must be self-propelled. Our semi tankers run from 20,000 to 45,000 L for fuel, water and chemicals.
A truck head - tractor head, lorry head, or cabezal de trailer in Spanish - is the power unit that pulls a semi-trailer. It has a fifth-wheel coupling instead of a cargo body, so the same tractor can pull a flatbed, a lowbed or a tanker trailer. We supply 4x2 and 6x4 tractor units from HOWO, SHACMAN, FAW and Dongfeng and can quote the tractor and trailer together, matched on fifth-wheel height, axle load and brake coupling.
A bogie is a group of two or more axles carried in one load-sharing frame; a bogie trailer is the heavy-haulage layout used in markets such as Australia and New Zealand, where the tandem or tri-axle group is rated and inspected as a unit. Our trailer range is built with 2- and 3-axle groups; tell us the destination regulation and the load per group and we set axle spacing, suspension and tyre size to match.
A semi-trailer is a load deck, a running gear and a coupling, and each part is specified separately. CLW builds 40FT container flatbeds and skeletal trailers, aluminium and steel fuel tankers from 20,000 to 30,000 L, lowbed trailers for excavators from 20 to 40 t, and pneumatic bulk-feed trailers of 45-55 m3 for mills, feed plants and oilfield sand.
Choose the deck type from the cargo, then size the running gear from the legal load. A trailer rated by nameplate but never checked against axle loads will be stopped at the first weighbridge.
Trailer capacity is decided by axle rating, tyre size and the towing vehicle, so the three must be specified together:
Send the tractor model, the cargo density and the legal axle limits. CLW returns tare weight, payload, deck height and turning geometry so the combination is legal and stable before it is built.
Factory-direct FOB bands for standard specifications; a budget framework, not a quotation.
Compare axle and suspension brand, steel grade and plate thickness, deck flooring, twist-lock count, tank compartment layout, brake system and paint. Trailer prices are sensitive to tare weight: a lighter trailer earns more per trip, but only if the structure still holds its rated load without deformation.
CLW builds trailers to MIIT requirements in an ISO-certified factory. Export files include certificate of origin, invoice, packing list, bill of lading and inspection report on request. Axle, brake and coupling tests are recorded before shipment, and the trailer carries its own plate with ratings and axle loads.
Lead time is typically 20-35 working days for flatbeds and skeletal trailers after deposit, and 30-45 working days for tankers, lowbeds and pneumatic bulk units. Flatbeds and skeletons can ship knocked down or on a flat rack; tankers and lowbeds normally move by RoRo. CLW supplies assembly drawings, securing plans and coupling instructions so the trailer is commissioned correctly at the destination port or yard.
Trailer faults are found by inspection, not by breakdown. Check the kingpin and fifth-wheel contact area, the landing gear, the suspension hangers and the axle alignment each season. Look for cracks at the deck-to-chassis welds and at the gooseneck on lowbeds, and confirm that twist locks, lashing points and side posts still lock fully.
Brake chambers, slack adjusters, ABS sensors and the electrical connector should be checked monthly, and tyres inspected for uneven wear that signals axle misalignment. Tanker trailers need compartment, baffle and earth-continuity checks, plus hose and valve inspection at every loading. CLW supplies brake kits, suspension parts, seals and the original trailer drawing with each unit.
Main models: CLW 45cbm Fracturing Sand Silo for Oilfield Supply
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Tell us your truck model and quantity — an engineer replies within 12 hours with a factory-direct price.
Tell us the model and your requirement — an engineer replies within 12 hours, factory direct.
