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There are two parts to a fuel tanker trailer: the tank body and the skeleton or driving part supporting the tank body. The latter is roughly the same, which includes rear double-axle and rear three-axle. The tank body is usually made of 4mm or 6mm high quality stainless steel under national standards. The tank shape can be oval or cylindrical that can hold up to four kinds of products. Functions such as heating and insulation can also be added to the tank trailers. The tank body is equipped with multiple wave proof diaphragms. High pressure gas leakage test is performed to ensure its characteristics of high strength, stable center of gravity, and smooth and safe transportation. Centrifugal pump, gear pump, and stainless steel pump can be optioned depending to the purpose of stainless tanker trailer. It provides large flow and fast suction speed.
Optional carbon/aluminum/stainless steel
20-55 CBM loading capacity. Optional number of compartments: 1 to 9
Highly Strengthened steel and titanium with content of 0.98‰ ensures beam and frame’s high durability.
Treated with shot blasting process: combination of primer and polyurethane for stronger adhesion. Provides high oxidation resistance.
The 42 tough rib design ensures safety and carrying capacity.
Specially designed anti-tire abrasion suspension system prevents tire offset after loading and tire abrasion. Easy to disassemble and maintain.
National level welding supervision - process takes more 30 minutes than normal welding time.
Examined with X-ray to ensure maximum safety.
Mechanical/Air suspension
American/German type suspension
Light duty suspension.
Number of compartments: 1 to 9
20 - 56 CBM
Anti-overflow
Oil and gas recovery
Bottom loading system
Brand options: Vehicle Master/BPW/FUWA
American/German type axle
Front axle lifted
Optional brands per requirement
Aluminum/carbon steel
Optional water/fuel box
Brand options: Vehicle Master/JOST
Many people tend to do maintenance quite frequently when their tanker trailer is still new. However, the longer they use it, the less attention they will pay. It may sound a little extreme, but this practice is seen more often than we think. As a matter of fact, the frequency of maintenance should be proportional to the mileage of stainless steel tanker trailers. In another word, the longer the tanker trailer is used and the greater the mileage, the more frequent the maintenance should be done. For instance, normally a new tanker trailer should be serviced every 10,000 kilometers, while a 10-year-old tanker trailer should be serviced every 1,000 kilometers. That’s why for any tanker trailers older than six years, an inspection must be done annually.
When driving the tanker trailer, many drivers have the bad habit to turn the steering wheel all the way to its limit and even intensify the turning process. They think by doing so best accuracy can be obtained. However, this practice is very harmful to the truck and tanker trailer as this will greatly aggravate the wear of ball joint and connecting rod of steering system. In addition, for vehicles with power steering, when steering wheel is turned to its limit, the fluid flow output from the power pump to the steering gear is at its maximum, which makes the internal oil pressure and temperature suddenly rise. This will often cause damage or even leakage of the power system.
Many drivers like to slamming the accelerator and then slamming on the brake. There are mainly two types braking system: disc braking and rum braking. Disc braking uses the energy generated from friction between brake pad and break disc to brake, in which case the brake pad is a consumable part. Frequently slamming the brake will shorten the service life of brake pad. Depending on different drivers’ driving habit, some will replace their brake pad after 40,000 kilometers, while others will need to replace them only after 10,000 kilometers. If drum brake is frequently slammed, overheating or even system failure will occur, which is a huge safety hazard. That said, only slam the brake when it’s necessary. Always cover the brake paddle with your foot when you’re not sure of the road condition and brake periodically if needed.
Some truck drivers like to drive their tanker trailer like they stole it. They do not slow down over speed bumps, ditches, or potholes. This dangerous driving style usually damage the wheel alignment and suspension system, lead to vehicle deviation, and shorten the tire life. Sometimes, vehicle’s chassis will be scratched badly.
When the fuel tank warning light is on, it indicates that the fuel is low. Experienced drivers tend to continue driving because they know there’s still enough fuel left to last another 20 to 30 kilometers at least. However, the gasoline pump of many vehicles is installed directly at the bottom of fuel tank and relies on the amount of gasoline available for lubrication and cooling. If there is very little gasoline left in the fuel tank, the gasoline pump will not be properly lubricated and cooled when driving, and therefore, will be damaged.
There are two parts to a fuel tanker trailer: the tank body and the skeleton or driving part supporting the tank body. The latter is roughly the same, which includes rear double-axle and rear three-axle. The tank body is usually made of 4mm or 6mm high quality stainless steel under national standards. The tank shape can be oval or cylindrical that can hold up to four kinds of products. Functions such as heating and insulation can also be added to the tank trailers. The tank body is equipped with multiple wave proof diaphragms. High pressure gas leakage test is performed to ensure its characteristics of high strength, stable center of gravity, and smooth and safe transportation. Centrifugal pump, gear pump, and stainless steel pump can be optioned depending to the purpose of stainless tanker trailer. It provides large flow and fast suction speed.
Optional carbon/aluminum/stainless steel
20-55 CBM loading capacity. Optional number of compartments: 1 to 9
Highly Strengthened steel and titanium with content of 0.98‰ ensures beam and frame’s high durability.
Treated with shot blasting process: combination of primer and polyurethane for stronger adhesion. Provides high oxidation resistance.
The 42 tough rib design ensures safety and carrying capacity.
Specially designed anti-tire abrasion suspension system prevents tire offset after loading and tire abrasion. Easy to disassemble and maintain.
National level welding supervision - process takes more 30 minutes than normal welding time.
Examined with X-ray to ensure maximum safety.
Mechanical/Air suspension
American/German type suspension
Light duty suspension.
Number of compartments: 1 to 9
20 - 56 CBM
Anti-overflow
Oil and gas recovery
Bottom loading system
Brand options: Vehicle Master/BPW/FUWA
American/German type axle
Front axle lifted
Optional brands per requirement
Aluminum/carbon steel
Optional water/fuel box
Brand options: Vehicle Master/JOST
Many people tend to do maintenance quite frequently when their tanker trailer is still new. However, the longer they use it, the less attention they will pay. It may sound a little extreme, but this practice is seen more often than we think. As a matter of fact, the frequency of maintenance should be proportional to the mileage of stainless steel tanker trailers. In another word, the longer the tanker trailer is used and the greater the mileage, the more frequent the maintenance should be done. For instance, normally a new tanker trailer should be serviced every 10,000 kilometers, while a 10-year-old tanker trailer should be serviced every 1,000 kilometers. That’s why for any tanker trailers older than six years, an inspection must be done annually.
When driving the tanker trailer, many drivers have the bad habit to turn the steering wheel all the way to its limit and even intensify the turning process. They think by doing so best accuracy can be obtained. However, this practice is very harmful to the truck and tanker trailer as this will greatly aggravate the wear of ball joint and connecting rod of steering system. In addition, for vehicles with power steering, when steering wheel is turned to its limit, the fluid flow output from the power pump to the steering gear is at its maximum, which makes the internal oil pressure and temperature suddenly rise. This will often cause damage or even leakage of the power system.
Many drivers like to slamming the accelerator and then slamming on the brake. There are mainly two types braking system: disc braking and rum braking. Disc braking uses the energy generated from friction between brake pad and break disc to brake, in which case the brake pad is a consumable part. Frequently slamming the brake will shorten the service life of brake pad. Depending on different drivers’ driving habit, some will replace their brake pad after 40,000 kilometers, while others will need to replace them only after 10,000 kilometers. If drum brake is frequently slammed, overheating or even system failure will occur, which is a huge safety hazard. That said, only slam the brake when it’s necessary. Always cover the brake paddle with your foot when you’re not sure of the road condition and brake periodically if needed.
Some truck drivers like to drive their tanker trailer like they stole it. They do not slow down over speed bumps, ditches, or potholes. This dangerous driving style usually damage the wheel alignment and suspension system, lead to vehicle deviation, and shorten the tire life. Sometimes, vehicle’s chassis will be scratched badly.
When the fuel tank warning light is on, it indicates that the fuel is low. Experienced drivers tend to continue driving because they know there’s still enough fuel left to last another 20 to 30 kilometers at least. However, the gasoline pump of many vehicles is installed directly at the bottom of fuel tank and relies on the amount of gasoline available for lubrication and cooling. If there is very little gasoline left in the fuel tank, the gasoline pump will not be properly lubricated and cooled when driving, and therefore, will be damaged.
