Four steps, no forms, no inspection appointments, and no waiting on somebody else's resale. Photos in, firm offer out, payment before pickup, freight on us.
Text or email photos of the forklift — overall shots, the data plate, and the hour meter if it reads. No forms, no inspection appointments, no waiting on an appraiser.
We price from your photos and reply the same business day with a real number, not a range. What we quote is what you get paid.
Accept the offer and payment goes out before pickup. No consignment, no waiting for us to resell it, no reduced number at the dock.
Our carriers load and haul at our cost, including units that will not start or drive. You do not arrange a truck or pay a dime for transport.
You do not need a professional shoot. What we need is eight to ten clear photos: each of the four sides from far enough back to see the whole machine, the mast and carriage from the front, the data plate, the hour meter if it reads, the tires, and the operator compartment. On electrics, add the battery compartment and the charger.
The data plate is the single most valuable photo. Model and serial tell us the exact configuration — capacity, mast, fuel system, and factory options — rather than an approximation. Sellers who send a clear data plate photo get a firm number faster and more accurately than anyone else.
We price against the actual used market for your specific configuration, then adjust for hours, tire condition, mast damage, hydraulic leaks, and any faults you disclose. What comes back is a single figure, not a range pending inspection. Because the number is built on disclosed condition rather than an optimistic assumption, it holds when the truck is loaded.
Honesty is worth real money here. When a seller tells us the transmission slips in second or the left lift cylinder weeps, we price that in from the start and nothing changes at the dock. An offer built on optimism gets revised, which wastes everyone's time.
Loading is our responsibility, including units that will not start or drive.
Much of the used equipment market runs on deferred money. Consignment pays after resale. Brokers pay after their buyer pays. Auctions settle weeks after the hammer falls. Each of those places your proceeds behind somebody else's transaction.
We pay on acceptance, before our carrier arrives — wire, company check, or cash depending on deal size and your preference. There is no commission, no listing fee, no buyer's premium, and no transport charge. The gross offer is the net proceeds.
Our carriers handle transport at our cost in every state. Flatbed and step-deck for standard trucks, lowboy for heavy capacity iron, and rigging where a machine must be lifted rather than rolled. Units that will not start get winched. Machines that have sunk into gravel or sat behind a building for years get recovered. Rural locations that local dealers decline are routine work.
For fleet buyouts, send a spreadsheet or a simple list: make, model, capacity, fuel type, approximate hours, and a note on condition, along with photos of the higher-value units. We price the package as a whole, which nearly always beats unit-by-unit sales, and we coordinate staged removal so your floor stays workable until you are ready to release each group.
Multi-site operations get one offer covering every location, one payment, and a removal schedule built around your calendar rather than ours.
Send photos of the forklift, the data plate, and the hour meter. We reply with a firm number the same business day — usually within a few hours.
Before the truck leaves. Payment goes out once you accept the offer and we confirm pickup details — wire, company check, or cash depending on the size of the deal and your preference. We do not work on consignment, we do not pay after resale, and we do not renegotiate at the dock. The number you accept is the number you receive.
Both. One forklift sitting behind a shop is a perfectly normal transaction for us and we treat it the same way we treat a forty-unit deal: firm offer, payment upfront, freight on us. Fleets are where the largest dollars are, but a single unit is never too small to be worth a call.
Yes. A dead or missing battery changes the number, never the willingness to buy. Lead-acid packs carry core value even when they no longer hold a charge, and the truck itself is what most buyers want. If you still have the charger, include it — chargers add real money and we will take them in the same load.
All of them. Toyota, Hyster, Yale, Crown, Raymond, Caterpillar, Clark, Mitsubishi, Nissan, UniCarriers, Komatsu, Linde, Doosan, Hyundai, Jungheinrich, TCM, Daewoo, Taylor, Hoist, Kalmar, Combilift, Landoll, JLG, Genie, SkyTrak, Sellick, Big Joe, EP Equipment, and the obscure and discontinued names too. Older or off-brand iron is often worth more than sellers expect precisely because parts support has dried up and used units are the only source.
Yes. Side shifters, fork positioners, rotators, carton clamps, paper roll clamps, drum handlers, extended forks, and man baskets all have their own market. So do battery chargers, spare battery packs, and racks of forks. If you are clearing a maintenance area, tell us what is on the shelves — we regularly buy attachments and chargers in the same transaction as the trucks.
A scrap yard pays by the pound for steel. We pay for the machine as a machine — its make, model, capacity, hours, mast, attachments, and rebuildable components. On a running truck the difference is frequently several thousand dollars, and even on a dead unit our number generally beats scrap because the drivetrain and mast retain resale value that a shredder ignores. You also skip paying a hauler, since our freight is free.
That is our specialty. Mixed lots of any composition — propane sit-downs, reach trucks, order pickers, a wall of walkies, a telehandler, scissor lifts, racking-adjacent equipment — priced as one package with one payment and a coordinated pickup schedule. We work with facility managers, liquidators, and auctioneers on deadline-driven closures and can stage removal around your last day of operations.
Constantly, and many dealers keep us on standing call. Trade-ins that will not retail, aged inventory tying up floor space, units taken on allowance that do not fit your mix, and rental retirements. We buy them in bulk, pay upfront, and clear your back lot without you having to retail or auction anything.
Still buyable. A blown engine, seized transmission, dead hydraulic pump, or cracked mast rail is a line item in our valuation, not a disqualification. Be specific about what failed so the offer is accurate the first time and there is no adjustment later. Trucks with major mechanical faults are a routine part of our volume.
Yes. Telehandlers are among the strongest-value machines we purchase — JLG, Genie, CAT, SkyTrak, Lull, JCB, Manitou — and we buy scissor lifts and boom lifts alongside them, particularly from rental fleet retirements and contractors downsizing after a project. Include attachments like buckets, truss booms, and platforms in your photos.
Hours matter less than most sellers assume. A 20,000-hour propane truck that has been maintained can be worth more than an 8,000-hour unit that sat outdoors and rusted. We look at the whole picture: mast condition, hydraulic leaks, tire wear, cosmetic state, service history, and how the market is currently moving on that specific model. Send the hour meter photo and let us weigh it properly.
None. Offers are free and there is no obligation. Plenty of people contact us simply to establish a value for budgeting, insurance, or an internal approval process, then sell months later or not at all. We would rather be the number you compare against than not hear from you.
All fifty states plus Washington D.C. We are a nationwide buyer with carrier coverage everywhere, including rural areas that local dealers will not drive to. Remote locations do not reduce your offer, because freight is our cost and we build it into our own math, not into your number.
We do. Forklifts generally do not carry titles like on-road vehicles, so most transactions need only a bill of sale, which we prepare. For government, institutional, or corporate sellers who require purchase orders, W-9s, insurance certificates, or specific release forms, we complete whatever your process requires.
Yes, and we do it regularly. Units that have sat outside for seasons, sunk into gravel, or been parked behind a building since the last plant manager left are all normal for us. Our carriers handle recovery, including winching and rigging. Send photos showing access so we can plan the right equipment for retrieval.
In lots, yes. Manual pallet jacks, walkie stackers, drum lifts, hand trucks, and similar equipment are worth buying when there is volume. A single manual jack is not worth a freight run, but twenty of them alongside a couple of forklifts absolutely is, and it beats paying to dispose of them.
Typically two to seven business days depending on your location and the equipment involved. Metro areas on major freight lanes move fastest. Heavy capacity units needing lowboy transport or rigging take a little longer to schedule. If you are working against a lease expiration or facility close-out date, tell us the deadline and we will build the schedule around it.
Get ours too. Sellers are often surprised at the spread between offers on identical equipment, and we are frequently higher because we buy for our own inventory rather than brokering for a fee. Even if you use another buyer, having a second firm number in hand is free leverage.
Yes. We work with auctioneers, estate representatives, bankruptcy trustees, and liquidators who need equipment moved on a firm timeline. We can buy pre-auction to reduce risk, buy no-sale lots afterward, or take an entire equipment category off the catalog before the sale.
Yes, and cold-storage-rated units command premiums. Reach trucks, double-reach, turret trucks, order pickers, and walkies configured for freezer duty are in short supply on the used market. If your units have cold storage packages, wire guidance, or high-lift masts, make sure to say so — those specs raise the offer meaningfully.
Yes, and it is a large share of what we buy. A forklift that will not start, will not lift, or has not moved in years still carries real value in its mast, carriage, transmission, drive axle, hydraulics, and counterweight. We buy dead units every week. Tell us honestly what it does and does not do, send photos, and we price accordingly. A non-running truck gets a lower number than a working one, but it still gets a real offer and we still cover the freight, including winching it onto the trailer.
The same business day in almost every case, and often within a couple of hours. Text or email photos of the forklift, the data plate, and the hour meter, and you will have a firm number back — not a range, not an estimate pending inspection. We are principal buyers using our own capital, so nobody has to route your unit through a committee.
Send photos to 954-740-1983 and you will have a firm number the same business day. Payment upfront, freight on us.
