Use this page to search for trucks that are suitable for export from the UK to destinations across the world. As most of the trucks operating in the UK are right hand drive, these used commercial vehicles are in high demand in other right hand drive markets.
The countries that are major importers of UK trucks include most parts of Africa - especially the previous British colonies. Malta and Cyprus also have many buyers of used trucks in the UK, since these countries also drive on the proper (left) side of the road.
The top markets for second hand UK trucks that exporters target are Kenya, Zambia, Zimbabwe, Nigeria and Namibia all Trinidad & Tobago plus Indonesia and Malaysia.
For importing trucks into Zambia, they will be shipped to the ports of Dar es Salaam in Tanzania, or Walvis Bay in Namibia, as Zambia is landlocked.
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Volvo FM 12- 380 6x2 Rigid
1999 | Plant Bodies | 26000kg
1999 (V) xVolvo FM12 -380 6x2 Rigid. Rear lift axle with double tyre. 28ft plant body with flip toe ramps. 12 speed manual gear box. Globetrotter cab. 248, 500 kms. Tested end Mach 2017
DAF LF45 FA LF45.160 Sleeper 23 Foot 3ins Box
2013 | Box Vans | 7490kg
23 foot 3ins Grp box,electric windows,cruise control,exhaust brake,Radio/Cd player,night heater,air deflector,barn doors,357,000 kilometres,excellent condition,CHOICE OF 2,for more info please phone 0121 326 6950 or visit www.junction6.com,for the latest stock updates follow us on Twitter @junction6com
Volvo FH 13.340
2006 | Tractor Unit
Volvo FH13 480 6x2 Tractor Unit (GN06 XSA), year 2006, 06 reg, sliding 5th wheel, midlift, double sleeper cab, I shift, 44 tonnes. Clock reads 858391 kms. H: 3.80 W: 2.50 L: 6.20 metres
Mercedes-Benz Axor 2528L 6X2 REAR LIFT DROPSIDE WITH CRANE AND GRAB
MERCEDES AXOR 2528L DAY CAB 6X2 REAR LIFT WITH DROPSIDE BODY AND PALFINGER PK12000 BEHIND CAB MOUNTED CRANE WITH GRAB. MANUAL GEARBOX. DRIVES PERFECT! VERY CLEAN WAGON ALL AROUND. APRIL 2017 MOT. AVAILABLE NOW CALL FOR MORE INFORMATION AND PRICE!
Renault Premium RHD 460 6X2 M LIFT TRACTOR
2010 | Tractor Unit | 44000kg
Sleeper, DXI11 460, 902149km, Automatic, Air, Diesel,
Iveco Trakker 360
2007 | Dropsides | 26000kg
IVECO 360 TRAKKER
FIRST REGISTERD 24/10/2007
183627 KM RECORDED
MOT UNTIL JULY 2017
HIAB 288 E HIDUO WITH 6 EXTENTIONS AND REMOTE CONTROL CRANE
18 FOOT BODY
FOR MORE DETAILS ON THIS IVECO TRAKKER WITH HIAB 288 CRANE WITH REMOTE CONTROL PLEASE CALL THE CROMWELL TRUCKS SALES TEAM
Iveco Eurocargo 75E17
2006 | Dropsides
MOT UNTIL OCTOBER 2017
89611 KM RECORDED
FIRST REGISTERD 02/10/2006
HIAB 055 2 X EXTENTIONS REAR MOUNTED
AIR COMPRESSOR FOR WORK TOOLS
13.4 FOOT WITH ALLOY DROPSIDES
FOR MORE DETAILS ON THIS IVECO 75E17 WITH REAR MOUNTED HIAB 055 CRANE WITH 2 X EXTENTIONS PLEASE CALL THE CROMWELL TRUCKS SALES TEAM
Iveco Eurocargo 75E15
2001 | Dropsides
MOT UNTIL JANUARY 2017
27429 KM RECORDED
FIRST REGISTEERD 14/02/2001
PM 6 SERIE CRANE REAR MOUNTED
16.7 FOOT DROPSIDE BODY
7500 KG GVW
FOR MORE DETAILS ON THE IVECO 75E15 WITH REAR MOUNTED CRANE PLEASE CALL THE CROMWELL TRUCKS SALES TEAM
Mitsubishi Fuso Canter MITSUBISHI 7C75
2008 | Dropsides
FIRST REGISTERD 01/04/2008
204057 KM RECORDED
7500 KG GVW
18.1 FOOT DROPSIDE BODY
HMF 500 CRANE WITH TWO EXTENTIONS
FOR MORE DETAILS ON THIS MITSUBISHI CANTER WITH HMF CRANE PLEASE CALL THE CROMWELL TRUCKS SALES TEAM
Iveco Daily 2.3TD 35S11 MWB Chassis Cab 2287cc or FRIDGE OVER
2011 | Refrigerated Box | 3500kg
Adjustable steering wheel, Electric windows, Full side opening, Insulated, Internal shelving, Power steering, CD Player, Disc brakes, Door - Barn door, Door- Roller shutter door, Drivers Airbag, Dual passenger seat, Remote Central Locking, Seat belts, Side Loading Door, Suspension - Leaf, 2011 61 Registered Iveco Daily 35s11 CHASSIS CAB or Fridge,Hubbard Fridge Equipment With 240 Volt
The Namibian pot of Walvis Bay is an important port for other southern African countries bringing trucks into the country and is a shorter crossing time from the UK – at around 15 days, compared to 21 days for Dar es Salaam, Mombasa and Durbam.
Many countries will require an inspection of the vehicle in the UK prior to export. In all likelihood, this will be carried out by one of two organisations – Cranleigh-based JEVIC or Brentwood-based Intertek.
In order to ship used trucks from the UK to Malta, Uganda, Kenya or Zambia, you will need a JEVIC inspection and certificate, (this oddly stands for Japanese Export Vehicle Inspection Centre). The UK’s offices are based in Cranleigh, Surrey.
Intertek manages the pre-shipment inspection for Mozambique, Bangladesh the Philippines and Uzbekistan.
JEVIC can issue a Kenyan roadworthiness certificate in the UK for about £160. This is not a thorough ‘MoT’ style test, but confirms that the vehicle isn’t more than eight years old, is right hand drive and has a current UK test and a V5. Jevic will visit a dealer’s site to carry out the test, or the exporter can wait until arriving at Tilbury docks, where the company has an inspection facility. Forget this step and the importer will get a fine worth 15% of the value of the truck and will still have to get it tested in Kenya.
Top ten truck importing countries on the trucklocator website:
7. Trinidad & Tobago
JEVIC also issue roadworthiness inspection certificates for Uganda, with most imports arriving in Dar es Salaam. There are no age restrictions regarding the vehicles that can be imported into the country, but they have to have passed a mechanical inspection and be free of CFCs. This market is less important for the UK, since the country will accept left hand drive vehicles.
The authorities require that there is a current V5 for the truck and if it has not been through the correct inspection processes, there could be a fine to the value of 15% of the import.
The only restrictions to imports are for cars and vans which have to have their odometer readings confirmed – again by Jevic.
Mozambique requires that vehicles are inspected by Intertek in the UK at a cost of USD265. If this hasn’t taken plane, then a fine of 10% will be levied, plus the cost of a subsequent inspection. Used left hand drive trucks are not permitted to be exported into Mozambique.
The days of exporting second-hand trucks that in UK terms were only fit for the scrap-heap are long gone. Buyers in most export markets are looking for used vehicles that are increasingly similar to those purchased by British hauliers in terms of age, equipment and performance: but there are significant differences.
Countries such as Kenya, Uganda and Tanzania - traditionally important export markets for UK dealers - tend not to want tractor units with big sleeper cabs because the road conditions cause them to bounce around too much. As well as making driving unpleasant, all that hopping about is likely to do damage to the vehicle.
They prefer smaller day or rest cabs and rather less powerful engines than are typically favoured by UK operators. Around 400hp to 430hp is usually viewed as more than adequate compared with the 460hp to 480hp more commonly found in Britain these days.
Automated gearboxes are becoming more widely accepted by export customers, mainly one suspects because they have little choice. Those are after all the boxes that tend to be fitted to trucks in Western countries when they are sold new.
Manual boxes still have a strong appeal however.
Something that has far less of an appeal is AdBlue. Most export markets, especially those in sub-Saharan Africa, want nothing to do with it.
As a consequence any second-hand Euro-4/Euro-5 truck equipped with a Selective Catalytic Reduction System will have to have it removed at a typical cost of around £600 to £700.
It may also be necessary to fit a fuel filter/separator. Diesel quality in some markets - Russia for example - can be variable, and modern engines are sensitive to particulate contamination.
The fact that UK trucks are right-hand-drive (rhd) only serves to enhance their second-hand appeal in certain overseas countries, territories and dependencies.
Some 75 are rhd including India, Pakistan, Bangladesh, Sri Lanka, Thailand, Indonesia, Malta, Jamaica and Trinidad & Tobago compared with 161 that favour left-hand-drive.
Each export market tends to like different brands. Attitudes are based around a mixture of personal experience, the image of the badge concerned and the availability of parts and service back-up. Kenya's capital Nairobi for example is home to a well-established Renault and MAN outlet.
Kenyan operators still have a fondness for Mercedes trucks however as do their Ugandan counterparts and the ubiquity of the Three Pointed Star serves only to enhance its global appeal. In other words, you will not go far wrong if you stock an Axor or two, although both Scanias and (increasingly) Dafs have their keen followers.
As indicated earlier, few if any export markets will accept trucks that are old and tired and some impose restrictions on the age of vehicle that can be imported. No more than seven to eight years old is the typical limit, and remember that the clock begins to tick from the day that the truck rolled off the production line; not the day it was first registered.
The export market is primarily a tractor unit market, with one leading exporter offering ten times as many units as rigids. Some specially-bodied rigids undoubtedly have an appeal to niche markets however, including tankers and refuse collection vehicles.
Extensive civil unrest, terrorist attacks and outright war can have a serious impact on export markets from time to time, with Ukraine and Syria both springing to mind. So can financial crises, with hauliers suddenly finding they cannot raise the funds to acquire the vehicles they need.
Even countries that appear on the face of it to be worryingly unstable may still have an appetite for second-hand vehicles however and the ability to pay for them. Bombs may be going off every day and the government may be in disarray; yet business goes on.
Currency movements can have a more serious overall impact on UK export sales. If the pound is strong against the US dollar - a trading currency often favoured by importers - then that can have a chilling effect.
Anybody seeking to export trucks will need to put their details on a web site (phone number, fax number, email address, postal address) with photographs of each vehicle being offered for sale (one of each side and one of the cab interior as a minimum) along with all the most important information a purchaser is likely to require. That includes age, horsepower, gearbox and the price.
A facility that will convert the sterling price to indicative prices in US dollars and euros is a useful touch.
There is no need to translate the page into umpteen foreign languages. Most of your prospective customers will speak at least some English.
One exporter however has come up with the nice idea of putting the flags of all the countries he exports to on his web site. Click on the flag and you are treated to a friendly welcome in the language of the country concerned.
Set yourself up as an exporter and you will of course become the target of every scam artist on the planet; so be careful. Even the most experienced exporter gets caught out from time to time.
Shipping trucks around the world is not cheap. Send a tractor unit to Tanzania for example and you could be looking at a £2,000 to £3,000 bill.
You can bring the bill down if you can squeeze two units into a 20ft shipping container. That is just about possible if you are talking about the smaller units likely to appeal to export customers.
One way of locating a forwarder who can arrange shipping is to visit the British International Freight Association's web site (www.bifa.org). Its 'Find a Forwarder' facility allows you to locate the nearest BIFA member to your premises with the expertise to arrange the shipment of vehicles overseas and the ability to handle customs clearance and any other cross-border requirements.
Before you think about despatching a truck however you need to be sure you will get paid for it.
Payment in advance is of course preferable, but there are other approaches that can be taken.
One is to use letters of credit.
Your customer organises a letter of credit with his bank which pays a bank in the UK once you complete the necessary paperwork, the goods have arrived at their destination and the accompanying documents are accepted without any discrepancies.
If the documents are accurate then you are guaranteed to be paid on time. Your customers pays for the letter of credit to be raised; but you will have to pay commission to your bank.
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