You list your truck with its registration document and photos. Verified dealers and exporters then submit binding bids, and you decide whether to accept one. The purchase contract, payment and collection run through truckoo – not through the dealer. For you the sale is free of charge, even after you accept.
Through truckoo you sell rigid trucks from 7.5 tonnes gross vehicle weight in every axle configuration – from the two-axle box body to the four-axle tipper. Euro standard, mileage and condition rule out no vehicle; they determine which dealer bids and which market he comes from.
A special body narrows the circle of buyers but often raises the price. Tippers, refrigerated boxes and crane vehicles are regularly in greater demand on the export markets than a standard chassis.
The sale consists of four steps: list, receive bids, accept a bid, hand over. Until you accept a bid you can cancel at any time at no cost – and even after that you pay nothing.
Photograph the registration certificate, enter the mileage, take six mandatory photos. The listing process guides you through each photo. Around ten minutes.
Every bid is binding and valid for a fixed period. You see all bids side by side, not just the highest.
If none suits, you don’t sell – at no cost. Once accepted, there is no renegotiation.
Handover at a partner workshop or collection from your premises. Then payout by instant bank transfer. Deregistration can be added as an optional service (from 49 €).
Four factors determine the price: demand in the export markets, the Euro standard, the equipment and the technical condition of drivetrain and body. Trucks hold their residual value more steadily than light commercial vehicles, because their high purchase cost makes them less dependent on the economic cycle.
Outside Central Europe, demand for used trucks is often higher than at home. Mercedes-Benz and Volvo with medium mileage and a registration up to about six years old are particularly sought after – both makes benefit from a good supply of spare parts and dense workshop networks. Poland, Romania, Bulgaria, North Africa and the Middle East also take older vehicles with robust technology for which there is hardly any market left in Germany. Emissions requirements and roadworthiness test rules play no part there.
The emissions standard divides the market in two. Euro 5 and Euro 6 achieve considerably better prices within the EU, because they can be used without restriction in low-emission zones and on industrial sites. Older standards are of interest almost exclusively for export – but there they are in real demand. Whoever sells a Euro 6 machine sells to European haulage companies; whoever sells Euro 3 sells to exporters.
With rigid trucks, the standard equipment determines the pool of buyers. A retarder, a long-haul or long-distance cab and sufficient engine power are taken as given. Added to that are the lift axle, the total number of axles and of driven axles, the power take-off and the tow coupling. A four-axle truck with all-wheel drive serves a completely different market from a two-axle vehicle for distribution work.
Dealers assess the drivetrain, leak-tightness, remaining tyre tread, frame and body separately. A complete service history is worth hard cash, because it lowers the risk for the buyer. Dealers allow for reconditioning and smart repair anyway – which is why a repair before the sale rarely pays off. What does pay off: having the service book, the roadworthiness test report and invoices for major repairs to hand.
The body determines the sales market. Tippers go to construction and the raw materials trade, refrigerated box bodies to food logistics, tankers and silo vehicles to specialist operators with their own approvals. A chassis without a body, by contrast, serves the smallest circle of all. With crane-equipped vehicles, the crane make, its reach and its year of manufacture count separately from the vehicle – a young crane on an old chassis is worth more than the combination suggests.
With trucks, complete documentation is a value factor in its own right, not just a formality. Registration certificate part I and part II, roadworthiness test and safety inspection reports, the service book with the repair history, invoices for work on the engine, gearbox and axles, and COC papers or data sheets. In export business in particular, the documentation decides whether a buyer bids at all – for many exporters, a vehicle without a COC is simply not tradeable.
What appears on mobile.de, autoline or truckscout24 are dealers' selling prices, not purchase prices. On a truck the gap is larger than on any other vehicle type, because transport and days in stock cost more on a forty-tonner than on a panel van. Five items lie in between:
Added to this is a peculiarity of the truck market: one and the same vehicle has two different prices, depending on whether a European haulier or an exporter buys it. Euro 6 is traded within the EU, Euro 3 in export – and the two markets calculate differently. That is exactly why it brings more to have several dealers calculate at the same time than to take a listing price as your benchmark.
Condition rules out no vehicle. For trucks with defects there are dedicated buyer groups: exporters who ship without an inspection requirement, workshops with their own repair capacity, and recyclers. They frequently pay more than a European dealer who would first have to repair the same vehicle. What matters is that you state the condition in full when you create the listing.
An expired roadworthiness test is no obstacle; many buyers export without any testing requirement or carry out the repairs themselves. → In detail on the page Sell a truck without a roadworthiness test.
Even vehicles that are not driveable find buyers – workshops with their own repair facilities and exporters. → In detail on the page Sell a truck with engine damage.
Accident-damaged vehicles are sold like any others; an expert report and repair invoices are an argument for a higher price. → In detail on the page Sell an accident-damaged truck.
Many vehicles that are no longer economical in Germany still have a value abroad. → In detail on the page Sell a truck abroad.
With rigid trucks, the technical condition counts for more than the odometer. A well-kept Actros with 900,000 km and a complete service history regularly fetches more than a neglected one with 500,000 km.
An ongoing contract does not stand in the way of a sale. truckoo obtains the settlement amount from the bank or the leasing company and offsets it against the purchase price – you receive the difference.
On truckoo, 1500+ verified dealers and exporters from 35+ countries submit bids. Every buyer is checked for proof of trade registration, VAT identification number and solvency before being approved. You yourself have a contract with none of them – your contractual partner is truckoo.
The difference from a classified ad is the number of calculations. With an advertisement one interested party calculates, and you negotiate against his figure. Here several calculate at the same time – and they calculate differently, because one buys for the European market and the other for export. A Euro 5 vehicle is worth a different amount to each of them, and you do not need to know which of the two is currently paying more.
For sellers, selling through truckoo is free of charge – completely and permanently. There is no listing fee, no brokerage commission and no deduction from the purchase price, not even when you accept a bid and actually sell.
As a rule, a few working days after the vehicle details are complete. For trucks, entering the details takes longer than for light vehicles, because the axle configuration, body and technical condition are each asked for individually. You get that time back later on: the more precise the information, the fewer the queries and the more reliable the bids.
No. You see every bid and decide freely. If you accept none, no costs arise and the vehicle stays yours. There is no deadline by which you have to decide – only the individual bids are time-limited.
truckoo. The sales contract, the payment and the processing all run through truckoo, not through the dealer who bids. You have a single point of contact, even if something needs clarifying after the handover.
On the day of handover. As soon as the partner on site has confirmed that the vehicle, keys and documents have been handed over in full, truckoo pays out by instant bank transfer. You do not have to chase your money and you do not have to pay anything in advance.
The number of axles and driven axles, lift axle yes or no, retarder, engine power and emissions standard, as well as the validity of the roadworthiness test and the safety inspection. On condition: accident history, leak-tightness and wear of the drivetrain, remaining tyre tread and the general state of the cab and body.
Either at one of more than 250 partner workshops in Germany or at your own location. For collection, truckoo coordinates the appointment with the haulier. If the vehicle is not driveable, it will be towed – that is already accounted for in the bid.
Often yes. Many trucks that are no longer economical in Germany because of their age or emissions standard still have a value in Eastern Europe, North Africa or the Middle East. You do not have to take care of that yourself: exporters are part of the buyer pool and bid through the same listing.
Ten minutes to create the listing, then you decide at your own pace. For sellers the sale is free of charge – even when you do sell.
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