Shacman Delong X5000 4X2 LNG Tractor Truck

The SHACMAN Delong X5000 4X2 is a two-axle tractor unit running on LNG rather than diesel. This unit is a stock vehicle held in our own yard in Shandong, listed under reference M1079 (138248), finished in Flame Gold metallic paint.

Every figure on this page comes from the vehicle configuration we hold for this unit. Where something is settled at order stage rather than fixed on the vehicle, we say so.

The configuration recorded for this unit is set out below. It is the same sheet we attach to a formal quotation.

The Delong X5000 is Shacman's long-haul cab, and in 4X2 form it is a road tractor rather than a site vehicle. It has one steering axle and one drive axle under a rear-mounted natural gas cylinder, driving through a Fast Gear automatic transmission.

The engine is a Weichai WP13NG460E61 natural gas unit. The rear axle is an LNGMAN single reduction axle with a 3.364 ratio - a tall final drive, chosen to keep engine speed down at cruising speed. The suspension is multi-leaf at the front and air at the rear.

Overall dimensions are 6,470 × 2,550 × 3,720 mm. The fuel is carried as LNG in a single 1,000 L cylinder mounted behind the cab. If you are comparing this semi tractor for sale against other gas tractors in the same class, the deciding factors are the engine, the final drive ratio and where the cylinder sits - all three are recorded above.

Walk-around, photographed in our yard

 

The same unit from four positions, including the rear-mounted gas cylinder.

Front

Delong X5000 cab in Flame Gold metallic paint, with the front axle on multi-leaf springs.

Side

4X2 layout on 12R22.5 tubeless tyres. The LNG cylinder sits behind the cab, over the drive axle.

Rear

LNGMAN single reduction rear axle at a 3.364 ratio, with the 90# fifth wheel and rear air springs.

The cab is finished in Flame Gold metallic paint. It is a high-mounted long-haul cab, which is the layout that suits multi-day trunking work rather than short local shunts.

Driver comfort fittings on this unit include electric windows, central locking with a remote and electrically heated mirrors. The heated mirrors are worth more than they sound in cold or wet conditions: they clear frost and mist without the driver reaching across the cab.

As with any stock vehicle, the interior is the one it was built with. We photograph the dashboard, seats and bunk as part of the pre-shipment set so you know exactly what is being loaded.

The engine is the WP13NG460E61, a Weichai 13-litre natural gas unit from the 460 PS class. Natural gas engines produce their torque at low engine speed, which suits a tractor unit that spends most of its life at a steady cruise with a loaded trailer behind it.

Power goes through a Fast Gear automatic transmission. On gas tractors an automated box does more than save the driver effort: it shifts consistently, which keeps the engine inside its efficient speed band and stops the fuel consumption drifting upward with driver habits.

Gas engines run cleaner than diesel in terms of particulates, which is one reason LNG tractors are popular where local emission rules are strict. The trade-off is that the fuel has to be available along your route, which the next section deals with.

This unit carries its fuel as LNG in a single 1,000 L cylinder mounted behind the cab. Liquefied gas is stored cold, so the cylinder is a vacuum-insulated vessel rather than an ordinary tank.

The practical question with any gas tractor is not the tank size on its own but the distance between LNG stations on the route you intend to run. Before you commit, check that your corridor has refuelling points at intervals you are comfortable with. Where that is a problem, a CNG cylinder configuration can be supplied instead - tell us at quotation stage and we will confirm what is available for this unit.

The commercial case for LNG is normally the price difference against diesel in your market. That gap varies a great deal between countries and even between regions, so we do not publish a saving figure. Work it out on your own local prices and annual mileage, and the answer will be clear.

Because the cylinder sits behind the cab, it occupies the space a diesel tractor would use for a large tank. Check that the arrangement is compatible with the trailer front and any equipment you mount on it.

The rear axle is an LNGMAN single reduction axle with a 3.364 ratio. A tall ratio like this keeps engine speed low at highway speed, which is what you want on a gas tractor: less noise, less wear, and better fuel consumption on long steady runs. The cost is some pulling ability on very steep gradients, so match it against the terrain you actually operate in.

Suspension is multi-leaf at the front and air at the rear. Air springs on the drive axle hold the coupling height steady as the load changes, which makes dropping and picking up trailers predictable and reduces wear on the kingpin.

Tyres are 12R22.5 tubeless - a common size in this class, so replacements are widely available along normal long-haul corridors rather than having to be ordered in.

This is a semi tractor for sale for operators on sealed long-haul corridors where LNG is available. Container trunking, regional distribution and bulk tanker work over long distances all suit the layout.

The 4X2 arrangement keeps tare weight and tyre cost down compared with a 6X4, and the 3.364 final drive is chosen for steady cruising rather than heavy pulling. Long motorway legs with moderate gradients are where this truck is at its best.

It is not the right vehicle if your route has no gas refuelling within a comfortable distance, if you frequently climb steep loaded gradients, or if you work on unsealed sites. In those cases a diesel 6X4 is the honest recommendation, and we will say so rather than sell you this one.

Gas tractors are a different purchase from diesel tractors, and three questions decide whether one suits your operation. The first is refuelling. Work out the longest leg on your normal route that has no LNG station within reach; if that distance is comfortably shorter than the range you get from a 1,000 L cylinder, the truck will do the job.

The second is price. The commercial case for gas rests entirely on the gap between LNG and diesel in your market, and that gap moves. It differs between countries and sometimes between regions of the same country, so build your own figure from your own local prices and your own annual mileage rather than relying on a general claim.

The third is service. Natural gas engines need workshops that understand gas systems, and the cylinder itself has a working life and periodic inspection requirements. Before you buy, check that there is someone in your area who can look after the fuel system, not just the engine.

If refuelling is the sticking point, a CNG configuration can be supplied instead of the LNG cylinder. Tell us at quotation stage and we will confirm what is possible for this unit.

Stock vehicles have to be looked at, not just read about. We start the engine from cold, read the stored fault codes, and work through the braking system, lamps, tyres, steering and the rear air springs before anything is loaded.

The gas installation is checked separately. The cylinder, its valves and the supply lines are examined, and copies of the cylinder certification are put in the file so the paperwork travels with the vehicle rather than arriving later.

Loading photographs cover the parts a listing cannot show: the frame rails, the cylinder mounting and its straps, the rear of the cab, the coupling and the underside. They go to you before the balance falls due, and any defect we find is reported at that point rather than discovered at the destination port.

Gas tractors are carried by RoRo or on a flat rack depending on the route, and carriers apply their own acceptance conditions to LNG-fuelled vehicles. We confirm those with the shipping line before the booking is made, then prepare the commercial invoice, packing list, bill of lading and certificate of origin. If your market asks for extra certification on gas vehicles, raise it when you request the quotation so there is time to arrange it.

This truck is standing in our own yard in Liangshan, Shandong, which means you are dealing with the seller rather than with a broker who has never seen the vehicle. Shandong Huayuanda Automobile Manufacturing Co., Ltd. exports semi-trailers and trucks to Africa, Central Asia and the Middle East, and we can quote spare parts for the Shacman and Weichai ranges alongside the unit.

To move forward on this semi tractor for sale, send us your destination port and the type of trailer you will pull. We will come back with a quotation, the current inspection photographs and the cylinder documentation. Email Huayuanda2024@163.com, message us on WhatsApp +86 133 7124 2881, or call +86 198 6119 9628 / +86 153 7652 0075. You are also welcome to visit the yard at Industrial Park, Quanpu Town, Liangshan County, Jining City, Shandong Province, China.

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