100-ton heavy-duty truck king was born.
For a 6×4 tractor truck during the early stages of product planning and definition, heavy-duty truck companies conduct extensive market research to align with various customer demands. Typically, they first develop a standard payload baseline model. For instance, a 6×4 tractor paired with a 3-axle semi-trailer is designed for a gross vehicle weight of 49 tons. To ensure a B10 life of 1.2 million kilometers over 10 years, manufacturers generally incorporate a safety margin, where the dynamic load on the chassis can be 1.3-1.5 times the static load. In simpler terms, even when carrying cargo 30% over capacity, as long as roads are smooth and not in poor condition, the vehicle can still operate normally.
It’s important to note that the safety margin design isn’t intended for overloading but rather to handle adverse conditions. Due to strict regulations on truck overloading in China, heavy-duty trucks traveling long distances across provinces on highways tend to avoid overloading. For customers who predominantly drive on good conditions (80% highways, 20% national roads, without poor roads), manufacturers develop lightweight models. Specific measures include using two front and three rear leaf springs, removing internal chassis reinforcement plates, and optimizing the powertrain system with rear axle speed ratios of 2.714 or 2.688. Currently, the lightest 6×4 tractor truck models in China can achieve weights as low as 7.64 tons, indicating a trend towards lightweight heavy-duty trucks in the industry.
On the other hand, there are heavy-duty truck customers who do not travel on highways or across provinces and may require overloading capabilities. For these customers, manufacturers typically develop heavy-duty models. However, the design isn’t aimed at overloading but rather to handle steep mountain roads and poor conditions, often with a safety factor increased to 1.5-1.8. In simpler terms, these vehicles can still operate normally with a 50% overload on flat roads. Measures for these models include using multiple leaf springs for both front and rear, adding a 5mm liner inside the chassis, and employing rear axles like 485 single reduction or 300 double reduction with rear axle speed ratios above 4.1.
Based on interviews with multiple heavy-duty truck companies, lightweight, standard payload, and heavy-duty models are typical configurations of 6×4 tractor trucks based on platform and modularization. These configurations are typically explained in sales catalogs to meet diverse customer needs.
100-ton heavy-duty truck king was born
The birth of the 100-ton heavy-duty truck king involves extensive research. Typically, the first owners of a 6×4 tractor truck opt for standard loads on long-haul routes. After about three years, when the vehicle has recouped its initial costs but its condition has declined with increasing minor issues, owners often sell it for profit. The second owners usually choose to overload for short-haul trips and immediately modify the vehicle upon purchase.
From various vehicle modification workshops surveyed, typical enhancements include:
- Adding an outer layer of 10mm thick steel to the chassis, increasing load capacity by over 40%.
- Adding 3-5 extra leaf springs on top of the original count, increasing load capacity by over 40%.
- Replacing tubeless tires with inner-tube tires wrapped with cloth before assembly to boost tire load capacity by 40%.
- Upgrading brakes and installing larger water tanks to cool them.
For instance, a heavy-duty model designed with a 50% safety margin can carry up to 73.5 tons on flat roads. After modifications increase this capacity by 40%, it reaches 102.9 tons, hence creating a 100-ton heavy-duty truck.
Regarding concerns about modifications not affecting powertrain systems, a 49-ton heavy truck traveling at 80 km/h consumes about 270-300 horsepower and generates torque of approximately 1400-1600 Nm. Today’s 13-liter engines produce over 480 horsepower and around 2300 Nm torque, ensuring the 100-ton truck can accelerate and maintain 60 km/h using lower gears for enhanced torque.
When climbing steep slopes, additional assistance is often required. A loader positioned at the base of the slope charges approximately 100 yuan per trip to push the trailer up the slope without stopping, reinforcing safety. Descending steep slopes is the riskiest part; drivers downshift early to lower engine speed and increase braking force, applying water to the rear axle hubs at 80 km/h for cooling.
Due to severe overloading, the 100-ton truck’s lifespan is limited to about three years, with frequent breakdowns necessitating roadside repairs. Short-haul transport’s leniency towards timely delivery mitigates repair costs, and after six years, second owners typically scrap the vehicle, earning 20,000-30,000 yuan from scrap iron and parts sales. Insufficient enforcement against overloading in many regions leads to fines rather than management changes, with penalties becoming a subset of the truck’s total cost of ownership (TCO). Some regions even offer discounted fines for early payment, perpetuating risky behaviors.
Thus, despite the chaotic environment of overloading penalties, the profitability of surpassing fines often tempts drivers and owners to continue pushing boundaries with the 100-ton heavy-duty truck.
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thndrtrailer integrates product design, scientific research and development, production and sales, with professional and advanced trailer production equipment and complete trailer design, product and quality supervision system. Our company mainly produces various trailers such as Low Bed Trailer, Windmill Blade Trailer, ISO Tank, Bulk Powder Tanker, Fuel Tank Trailer, Cryogenic Tank, and Container Trailer, as well as heavy-duty trucks and tractors Various types of engineering machinery.