Car haulage is a business of deck length, axle limits and fuel per trip, in that order. Get the deck wrong and you leave two vehicles behind every load; get the axle limits wrong and you leave the truck at a weighbridge; get the fuel wrong and you lose the contract on rate. The Auman New ETX car carrier truck is listed at 60,000 USD and is offered in both 6x4 and 8x4 configurations across a 21 to 30 tonne load capacity, with thirteen deck lengths and fourteen engine ratings. That is a lot of choice, and the point of this review is to narrow it down to the two decisions that actually matter.

Decision one: 6x4 or 8x4

Both are offered on the New ETX DT, covering a 21 to 30 tonne load capacity. The 6x4 is the lighter, more economical choice for shorter decks and fewer cars per trip, while the 8x4 gives you the axle capacity and stability for the long 7.6 to 8 metre bodies and the top of the load range.

Decide from deck length and the axle load limits at your destination rather than from habit. This is worth stressing: an 8x4 spreads weight over four axles, which is often the only way to run a long double-deck legally in markets with strict per-axle limits. A 6x4 with a long deck may be perfectly capable structurally and still illegal loaded. Ask your dealer to work the axle distribution for your market before you fall in love with a configuration.

"Choose the drive configuration from your deck length and your destination's axle limits. Habit is the most expensive way to specify a car carrier."

The deck choice is unusually wide: 5, 5.4, 5.6, 5.8, 6, 6.2, 6.5, 6.8, 7, 7.2, 7.6, 7.8 and 8 metres. That range covers single-vehicle recovery at the short end through to full multi-car transporters at the top. Work out how many vehicles you need per trip, add the loading angle you need for low-clearance cars, and pick the shortest deck that does the job — every extra metre is mass you carry empty.

Decision two: which engine rating

The range runs from 300 to 460 hp across Weichai, Xi'an Cummins and Dongfeng Cummins units, all Euro 6, paired with Fast gearboxes of 10, 12 or 13 forward speeds. The specific ratings on offer are 300, 336, 340, 345, 350, 360, 375, 385, 390, 400, 430, 440 and 460 hp, with engine capacity above 8 litres throughout.

For flat intercity routes with a 6 to 7 metre deck, the 350 to 400 hp band gives the best fuel balance, while 430 to 460 hp suits hilly country or running consistently at the top of the load range. The temptation is to over-specify "just in case"; resist it, because an oversized engine running at part load on flat motorway is not more economical, and the purchase price difference is real.

Which of the three engine brands you take should be a support decision. Ask your dealer which has parts stock and trained technicians on your route, and let that decide it — a Cummins badge is only worth a premium if someone within reach can service it. Confirm the gearbox speed count too: 10, 12 or 13 forward gears are offered, and the right count depends on how much of your day is motorway versus urban delivery.

Sorting the manufacturer's claims from your budget

The maker quotes up to 4,100 USD of annual fuel saving from the Euro 6 powertrain, roughly 13,600 USD over three years, along with a 200 kg lighter modular design, turbocharger technology giving 30 per cent higher intake efficiency, and piston rings with 15 per cent reduced friction cutting oil consumption by up to 50 per cent. Treat all of it as a manufacturer claim to verify on your own routes, not as a line in your rate card — but do note the 200 kg figure, because on a car carrier mass is capacity.

The durability claims are equally worth reading with a critical eye: a B10 engine lifespan rated at 1.8 million kilometres, validated through 16 million kilometres of extreme-condition testing and 23,000 hours of operational evaluation, with upgraded steel pistons and dual-cylinder air compressors claimed to raise efficiency by 78 per cent. Ask what the warranty term actually is in your market, because the testing figure and the warranty document are two different things and only one of them protects you.

"A B10 life of 1.8 million kilometres is an engineering statistic. The warranty document is the commercial one. Ask for both."

On the technology side, the specification lists a CBM 3.0 engine management system, intelligent power management with EBP load control, torque control and curve recognition, OTA remote updates with fault warnings, and iBrake 3.0 engine braking coordinated with ABS and claimed to be 60 per cent stronger than traditional exhaust braking. The engine brake matters on a loaded car carrier: you are descending ramps and gradients with a high, heavy load, and retardation is what keeps service brakes alive.

Shipping: the practical problem with a finished car carrier

The listed transport package covers train, flat rack, RO-RO and container. In practice a completed car carrier with a 5 to 8 metre body and its upper deck frame is generally too tall and too long for a standard box, so most units move by RO-RO or on flat rack, sometimes with the top deck shipped separately.

Tell the dealer your discharge port and whether the body must be assembled on arrival, and get the method and the freight quoted. If the top deck ships separately, you need someone competent to assemble and certify it — so ask who does that, who pays, and what the local certification requirement is. For an export buyer, that question is worth more than any horsepower debate.

One genuinely useful export detail: tyres are tubeless and certified to ECE, GCC, ISO and DOT. That is a broad set of approvals, and it means the rolling stock should not become a homologation problem in most major markets — worth confirming on the delivered specification, but a good sign.

At 60,000 USD with Euro 6 running gear, the value argument against European car carriers is substantial. The counter-argument to weigh is residual value, dealer density and parts lead time on your route — none of which appear in this pack. Ask your dealer what support exists where you operate before committing to a fleet quantity. The New ETX car carrier page is where you confirm the build slot and the available ratings.

Questions buyers ask before signing

Should I order the car carrier in 6x4 or 8x4?

Both are offered on the New ETX DT, covering a 21 to 30 tonne load capacity. The 6x4 is the lighter, more economical choice for shorter decks and fewer cars per trip, while the 8x4 gives the axle capacity and stability for the long 7.6 to 8 metre bodies and the top of the load range. Decide from your deck length and destination axle limits rather than habit.

How is a New ETX car carrier shipped overseas?

The listed transport package covers train, flat rack, RO-RO and container. A completed car carrier with a 5 to 8 metre body and its upper deck frame is generally too tall and too long for a standard box, so most units move by RO-RO or on flat rack, sometimes with the top deck shipped separately. Give the dealer your discharge port and ask whether the body must be assembled on arrival.

Which engine rating suits long-distance car haulage?

The range runs from 300 to 460 hp across Weichai, Xi'an Cummins and Dongfeng Cummins units, all Euro 6, with Fast gearboxes of 10, 12 or 13 forward speeds. For flat intercity routes with a 6 to 7 metre deck, 350 to 400 hp gives the best fuel balance; 430 to 460 hp suits hilly country or running at the top of the load range.

What is not on the sheet?

No kerb weight, no GVW, no axle ratings, no dimensions beyond deck length, no fuel consumption and no warranty term is published. Ask for the completed-vehicle masses for your exact deck and configuration, confirm the warranty in writing, and check Euro 6 against your registration rules.