Who you are buying from
An export house, not a trading shell.
We buy chassis from the makers, build the body in our own shop, inspect every unit before it leaves, and ship it ourselves. One team owns the order from the first message to the spare-parts list in year one.
The setup
Shandong build, African routes.
A truck that arrives late, on the wrong tyres, without a parts list, costs more than the discount you negotiated.
Our yard sits within the Shandong commercial-vehicle cluster, which means chassis, bodies, axles and spares come from suppliers within a few hours' drive. That is why a specification change is a phone call rather than a six-week negotiation, and why a replacement part can be pulled from stock instead of re-ordered from a catalogue.
We work with dealers, transport companies, mining and construction contractors, and NGOs running their own fleets. Some buy one unit, some take a container a month. Both get the same written spec and the same inspection report.
What that means in practice
- Body fabrication, painting and final assembly in our own shop — not subcontracted out to whichever yard is cheapest that month.
- One account manager for the whole order: specification, proforma invoice, production photos, shipping documents.
- Chassis sourced from established Chinese commercial-vehicle makers, with the maker's own warranty chain behind the powertrain.
- Parts priced at order time for the first year of service, so you are not discovering consumable costs after the trucks arrive.
Real units
Photographed in our own yard.
No stock library, no renders. These are units we hold, inspect and load in Shandong — the same specification that arrives at your port.
Quality & inspection
What happens before the container closes.
Every claim we make here can be checked against the documents that ship with your order — or by standing in the yard yourself.
Chassis and component verification
Engine number, chassis number and gearbox serial are recorded against your order line and photographed before assembly. Mismatches are caught here, not at destination customs.
Body build inspection
Weld quality, plate thickness, hinge and latch alignment, paint film thickness, hydraulic routing. Recorded with dated photographs at each stage for special bodies — tankers, tippers, lowbeds.
Pre-delivery inspection
Road test, brake and light check, fluid levels, torque check on wheel nuts, tyre pressures, tool kit and manual. The PDI sheet is signed and sent to you with the photographs.
Third-party inspection on request
PVoC, SGS, Bureau Veritas or an inspector you appoint. We host the visit, provide the unit and the documents, and fix anything the report flags before loading.
Loading supervision
Lashing points, wheel chocks, protective film on paint, and the spares kit boxed and manifested inside the container. Photographs of the closed container and the seal number go to you the same day.
Shipping & documents
Container or RORO — priced both ways.
The cheapest freight option depends on the unit, the port and the season. A tractor head usually moves better in a container; a tipper with a tall body may not fit at all and goes RORO or flat-rack. We quote both and show the arithmetic.
Documents supplied with every shipment:
- Commercial invoice and packing list
- Bill of lading — original or telex release, your choice
- Certificate of origin (CCPIT)
- Pre-shipment inspection certificate where the destination requires it — PVoC, SGS, BSC/CTN
- Insurance certificate when the terms are CIF
- Operation and maintenance manual, spares catalogue
Ports we ship to most often
Inland destinations quoted on request — Kampala, Kigali, Lusaka, Lubumbashi, Harare, Niamey, Ouagadougou.
After arrival
The part everyone quotes cheaply and delivers badly.
There is no pretending we have a dealer on your street. What we can do is make the parts path short, documented and predictable.
- A fast-moving spares kit ships inside the unit — filters, belts, brake chambers, lamps, seals, clutch set.
- Parts orders are quoted against your chassis number, so the right variant arrives the first time.
- Air freight for a unit that is stopped, sea freight for stock replenishment — you choose the trade-off.
- Workshop manual and illustrated parts catalogue in English, French or Portuguese.
- 12 months or 100,000 km on the powertrain, terms written into the sales contract.
- Warranty claims handled by parts shipment plus a pre-agreed labour allowance — no argument about whose workshop.
- Driver handover notes: loading limits, gradient practice, cooling-pack checks, tropical service intervals.
- Annual parts forecast prepared with you, so stock is ordered before the season, not after the breakdown.
Ask us something specific.
A corridor, a payload, a budget, a deadline. That is enough to start — you will get a written answer, not a brochure.