Choosing the right tires for your fleet takes more thought than just comparing spec sheets. You need to know what your fleet values and which selection works best for your equipment and application.
In The Bay Annual PMs:
A top-to-bottom guide
Everything you need to know to schedule and pass DOT inspections and shore up year-long maintenance practices. p. 22
Shop Operations
Performance Evals: A lifeline to lost employees
Without regular feedback, shop techs can feel like castaways. Performance evaluations can rescue them from self-doubt and help them chart a course to a successful future.
Smoke Machines
Leaks: Smoke ’em if you got ‘em
Highly versatile and easy-to-use, smoke machines have proven to be indispensable diagnostic tools to detect leaks and cut repair time.
Mirrorless Cameras
Reflecting on a mirrorless future
With Daimler Truck and Volvo both poised to factory-install mirrorless camera systems in the cab this year, the need for traditional mirrors is going out the window.
Scenes from HDAW ’25 2025’s heavy duty event gave suppliers, distributors, and fleets the chance to catch up.
Transervice
Jim Park
ONLINE
EXCLUSIVES
Visit the official website of Fleet Maintenance for more information from stories in this issue, plus online exclusives on pertinent topics in the fleet maintenance management industry.
Will Trump’s second term usher in golden age for trucking?
Relaxed regulations and an America-first economic policy are a few ways the incoming president can help pull trucking from its current rut.
FleetMaintenance.com/55262317
TechForce adjusts technician demand projections by 20%
Despite growing employment numbers and graduation rates for diesel techs, the TechForce Foundation reported high replacement needs in this sector over the next four years. FleetMaintenance.com/55261439
Right to Repair debate to reignite with new Congress
Not everyone is in agreement on who should have access to manufacturer vehicle repair data, but there are plenty of opinions from shops, dealerships, OEMs, and everyone in between. FleetMaintenance. com/55260417
Editorial
Editor-in-Chief
Associate
Contributors
Alternator advice for medium-duty fleets
Work truck batteries are asked to do a lot, meaning the alternators also need to work harder. Product expert Brian Thompson details how fleets should spec alternators for their medium-duty trucks. FleetMaintenance. com/55253475
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White House via X
Alex Keenan I Fleet Maintenance
Coming to terms with performance (eval) anxiety
Just because it’s HR-related, don’t look at performance reviews as a waste of time. They might actually save you more in the long run.
By John Hitch Editor-in-chief
If you work as a manager for a corporation or chain, one thing you dread more than the winter doldrums this time of year is that first email reminder about performance reviews. These administrative chores require a manager to divert focus from completing productivity-driven initiatives (which are waaay behind schedule already) to introspect on how to improve as a leader and a follower.
Admittedly, I haven’t taken these very seriously in the past. When asked what my goals for 2024 were, I put something like “reduce my number of heart attacks by 100% year over year.”
And in all places I’ve worked, they ask you to rank yourself on a scale of 1 to 5, with the tacit direction that no one is ever worthy of a 5, and only a rare few should put down 4. I’m sorry, but that is precisely in the middle of 1 and 5, the very definition of average. And as a leader, I need to think I’m better than mediocre; otherwise why the hell should anyone follow me?
And then HR has the gall to make you have your direct reports take time out of their day to think about the past wins and losses and their future, too. Good lord, don’t I spend enough time obliterating their self-esteem daily by critiquing every flaw in their work? I know, that’s what an editor does, but I sometimes worry how much more criticism they can take before they start jobhunting and find the big bucks that Buc-cee’s offers.
By the end of the review process, after giving myself C+ scores and seeing the minimal dent made in my ambitious plans, the only thing I’m thinking about is how I got into management and when I will be revealed as a fraud.
That’s how these evals feel to me. They’re nerve-wracking for all involved and don’t directly impact our never-ending to-do list, so what’s the point?
We get to that point on Pg 22, in Alex Keenan’s feature on performance evals. After editing it, I realized I’m not alone in feeling, well, alone. Performance check-ins, be they weekly, quarterly, or yearly, are simply tools to loosen your internal pressure valve suppressing all your anxiety, stress, and doubt. If you take them as a challenge and not busy work— and they’re done more as a dialogue than a diatribe—they can lift you up to that 30,000-ft. view successful executives always talk about. Seeing things from up there, the ground level, or the day-to-day stuff, becomes clearer
and solutions more obvious. Like the answer to why I feel I don’t have enough time in the day. What if I spent less time on coming up with ambitious new projects to keep up with competitors, and instead made sure my staff can execute the fundamentals and manage their time well?
Good managers lead by example, and I certainly don’t want to lead them into the abyss. They deserve to know where they stand and how they can improve. The last thing I want is for them to inherit my bad behaviors. This means pausing my version of uptime, writing and editing, and planning on how to maintain their productivity, career trajectory, and overall job satisfaction.
And it’s always good to practice what we preach, and one sermon we always try to give our readers is about the importance of root cause analysis.
If you think about it, performance evals are not unlike scheduling preventive maintenance, which we also know plenty about (thanks to our great sources). This month’s cover story is even on the importance of annual PMs and inspections, and how to take care of minor problems before they feed off neglect and grow into huge ones. It stands to reason that if we’re not taking self-improvement as seriously as PMs, what kinds of issues are festering and waiting to pop out like the baby xenomorph from John Hurt’s stomach in “Alien”?
For me, that manifested as a myocardial infarction two years ago. While I exploited that medical trauma for a few writing awards, if I were to honestly reflect on the two years since, I haven’t improved enough to perform my job
WrenchWay’s 2025 Voice of the Technician (VOT) Report found 94% want their employer to offer a “well-documented career path,” with a third saying it’s a must-have. And about nine out of 10 vehicle techs and students overall want “thorough and consistent” performance reviews.
at a high level while maintaining a work-life balance and my own health. And as far as looking ahead five years, another question always asked in reviews, sometimes I think it’s six feet under the way I’m going.
But that’s anxiety talking. Wrenchway CEO Jay Goninen says these intrusive thoughts create a negative feedback loop. And reviewing your own performance, problems, hopes, dreams, etc., with your bosses can shut that unproductive voice up.
That satisfaction aspect is the most important, because if your people aren’t being fulfilled—like if you have that junior tech only doing lube jobs for the last two years— they will find a place that does care about them and their future. And who knows? If you help your employees mature and gain new skills, that won’t only relieve your workload and stress levels, but it’s something to brag about on your next eval, too.
Tire Spec’ing: Compiling your top priorities
Choosing the right tires for your fleet takes more thought than just comparing spec sheets. You need to know what your fleet values and which selection works best for your equipment and application.
By Jim Park
[ TIRES & WHEELS ]
You can research all you want, but spec’ing tires is less a matter of science than faith. All tire suppliers promise their products will deliver long life, durability, traction, good fuel mileage, and resistance to irregular wear, and they have the spec sheets to back those claims up. What matters to fleets is the degree to which a chosen tire delivers on each of those promises. Unless you have the road data to verify those claims, spec’ing new tires is a practice in faith that the tires will perform as expected. If you are re-upping on tried-and-tested tires, it can become more a matter of trust, though even then there are many other variables that can change, such as vehicle model year, routes, and
even loads. Tire makers o er an ever-changing array of products to suit a wide range of applications, including steer, drive, and trailer tires for regional, long-haul, and urban operations. ere are vocational tires, o -road tires, tires for dump trucks, tires for refuse trucks…you get the point. But all things considered, being able to combine scientific facts, faith, and budgetary constraints into a successful tire strategy is a managerial art form. It takes experience, wisdom, legwork, and sometimes failure. Fortunately, decades of driving for and covering the trucking industry have taught me a thing or two about tire spec’ing to help you sculpt your tire program into shape.
Getting started
Obviously, identifying what you’ll be asking of your tires and where they will be operating is the first step. But even that’s not always straightforward. For example, an on-highway, low rolling resistance rib tire won’t last long running on gravel roads. The extent of the exposure matters.
The benchmark for declaring a tire off-road, or maybe super-regional, is usually anything above 10% of its mileage in an unintended environment. It’s safe to say the odd delivery to an out-of-theway destination or a gravelly truckstop parking lot won’t prematurely kill such tires—but they won’t do the tire any favors either.
The risk in this case is that low rolling resistance tires tend to have thinner treads and therefore less rubber for an object such as a rock or a nail to pass through, making the tire more susceptible to puncture.
Spec’ing a tire without regard for where it will operate is a bit like spec’ing a downsped driveline for a stop-and-go environment, or rolling, hilly two-lane roads. It’s not the best choice.
“Fleets should address tire selection no differently than selecting the other drivetrain components,” advised Tom Clauer, Yokohama Tire’s senior manager of commercial product planning. “Too often tires are considered an add-on or accessory: Changing this thought to 'tires are a valued drivetrain component that needs to work in harmony with your equipment choices' can make a world of difference.”
Clauer said fleets should also prioritize the tire attributes they value most. “Knowing your operation and also knowing what you value most—long mileage, fuel efficiency, traction, etc.—all play into selecting a tire.”
» Consider what type of surface your vehicles will see the most action on. If operating on rocky roads, for example, make sure you spec for durability and toughness versus efficiency.
Three types of tire buyers
How fleets arrive at their choice of a suitable tire depends a lot on the fleet’s overall approach to business. Valentino Faraone III, CMA/DoubleCoin Tire’s regional vice president and new product development manager, breaks fleets into three categories.
“The first group is fleets that use a progressive tire program; they dedicate resources into understanding their total cost of ownership,” he says. “The second group is fleets that value certain features
The small fleet dilemma
Bigger fleets have a leg up on the small ones in tire spec’ing. They usually have the resources to study and evaluate tires and they can more conveniently collect data on past experience with various makes and models of tire.
When your scribe still worked as an owner-operator—more than 25 years ago—evaluating tires before purchasing wasn’t an option. It still isn’t, but there are more resources available to owner-ops and small fleets today. Primarily, dealers.
A reputable dealer helped me understand the options and the price points available to me, and after I had given him my tire wish list, he recommended a few options—and explained the trade-offs.
Acknowledging that tires are generally better today than 25 or 30 years ago, you now usually get two out of the three main selling points in a tire: traction, good fuel mileage, and durability.
And while it’s not universally true (it was with me), owner-ops and smaller fleets may not have the big-fleet tire budgets. Consequently, some smaller fleets might focus more on the price of the tires and less on operational considerations, noted Valentino Faraone III, regional vice president and new product development manager at CMA/Double-Coin.
“This is where dealer partners play a critical role,” he suggests. “They are experts on the brands they carry. They listen to the needs expressed by a fleet and make professional recommendations based on their experiences.”
above others and purchase tires based on those features. The selection is often based on their application. And the third group is the acquisition-cost purchaser. These fleets may have limited budgets, and thus dwell on the price of the tires and less on items the previous two groups focus on.”
Fleets in the first group will study multiple products offered by various manufacturers and try to come to a conclusion on which tires provide the best ROI throughout the lifecycle of the tire and casing.
And the other problem some small fleets face is adequate maintenance. If the truck isn’t properly maintained, particularly components and systems that impact tires, such as suspensions, alignment, and steering geometry, a tire may tear up before it wears out. Unfortunately, this can also leave the buyer with a bad impression of the tire or the brand.
So, while pricing will always be a consideration, it shouldn’t necessarily be the primary purchase motivator.
If you’re a small fleet lacking the resources for full-scale tire evaluations, discuss the options with your dealer and consider these strategies. They might provide adequate before-purchase insights.
Declare a “tire week” at regular intervals, say once per quarter, and track your tires carefully for the period, monitoring fuel consumption and tread wear between intervals. You’ll get a snapshot of the tire you can compare with previous data, including seasonal swings.
Ask some of your more reliable drivers, ones who run steady routes fairly consistently and can diligently monitor their tires. Inform the drivers what you’re up to and maybe add some incentive to keep them onside during the evaluation.
Check out what tires your competitors are running. This is fraught with risk because you won’t know what went into their spec’ing decision. Maybe they bought inexpensive tires in an effort to keep costs down. If you’re in a business similar to another large company, take a peek at their tires. There may be clues you can use. —JP
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Reader data
Fleet Maintenance recently conducted an equipment survey to uncover our reader’s tire spec’ing priorities. Input received from contributors to this story bears out what the survey revealed. We found that 40% of readers prioritized durability, with 26% focusing on total cost of ownership. Performance topped the list for 21% of the respondents, and just 7% said they were most concerned about initial cost. That reflects a pretty healthy and educated position relative to tire spec’ing. (We knew we had the smartest readers!)
Tracking tires
Ask any fleet manager who has ever tried establishing a tire tracking and analysis program. It’s hard. First, it’s a long-term project. Tires, good ones, can last more than a year or two. Establishing total miles-to-take-off means you have to run it right down to your normal pull point. Also, since fuel efficiency (rolling resistance) improves as the tread wears; tires are most efficient the day you take them off the truck.
If you’re monitoring fuel economy as well as overall miles-to-take-off, the life cycle fuel economy will be best in the final third of its life. Fuel economy will be its worst when the tire is new. In other words, you have to leave the tire on ‘till the bitter end to get an accurate bead on how it will perform in that category.
“ Factors such as total cost of ownership, tire availability, and manufacturer’s warranty can have a significant impact on a fleet’s profitability.”
Gavin Broussard, Apollo Tyres’ head of commercial tire sales
“When we break down all the data and analytics from our research and tire tracking, it comes down to cost-per-32nd over the life of the casing,” stressed Jeremy Gough, associate vice president of national fleet maintenance, at Canadian-based Bison Transport (hands-down the safest fleet in North America). “We watch the miles-to-take-off on the first go-around, but it’s second or third life as a drive tire and then a trailer tire can make or break the spec’ing choice.”
There are other considerations, too, like fuel economy, traction, and driver acceptance, but
Gough said if all the other concerns are met it still comes down to durability.
Bison is a big company, with 1,700 power units and more than 9,000 trailers. That’s a lot of tires to track, but they also have the people to do it. After fuel and people, tires are Bison’s largest expense, Gough points out.
“You have to be dialed in,” he asserted. “We have multiple people studying tires day in and day out, including our technicians. They are constantly collecting data on tread depth and tire pressure. It’s really mundane stuff, but critically important to tire life.”
Of course, any number of things can happen to a tire over the trial period. Flats, blowouts, curb strikes, road hazards, etc., and somebody also has to track all the fuel consumed by that truck during the course of the test. The possibility of seeing a test through successfully can be fairly slim.
This begs the question, is it even worth trying?
If you’re a fleet like Bison, with the resources to undertake such a program, the answer is yes. If you’re a 20-truck fleet where the dispatcher is also the tire guy and the receptionist, maybe not.
Is traction still king?
Some drivers (even company ones) are pretty particular about their tires. Bison’s Gough seeks driver input on the tires he specs. He’s painfully aware of how difficult it is to find and retain good drivers. So, he doesn’t want his tire spec scaring off good candidates.
“Drivers are not tire experts,” he says. “They have this idea that really gnarly tread—a deep lug tread—is a better traction tire. Generally, it is, but they are usually designed for mud or snow. They are off-road tires.”
He added the importance of training new drivers on the fleet’s tires is also part of crafting a successful tire program.
“Tires are a big part of our onboarding and ongoing driver training programs,” Gough explained. “Like any other technology, we explain to our drivers the benefits of various tread patterns and rubber compounds. That helps to build confidence in the tires they drive on.”
Oklahoma City-based FTC Transportation also solicits driver input on its tire spec and relies on drivers to report good and bad impressions of their tires.
“We get input from our drivers through our driver committee as well as the monthly safety committee meetings on equipment,” said John Shepard, FTC senior director of operations. “We look for feedback before, during, and after any
» Establishing a tire program can be difficult, and may require buy-in from a fleet's drivers and techs. Yokohama Tire
changes are made to ensure we are providing the safest and most sensible solutions for their needs.”
FTC was named an EPA SmartWay “High Performer” in 2024 and is a Best Fleets to Drive For Hall of Fame member.
Like almost everything else in trucking, time has improved tire design and construction. Today, a good all-round drive tire may look more like a steer tire, with tight-packed lugs arranged in patterns that resemble rib tires. Once drivers and fleet owners grasp the fact that such tires do have more than adequate traction due to the tread design and the tread rubber compounds, the spec’ing decision becomes a little clearer.
Still, some tire buyers live with a bunch of ill-conceived notions about tires.
“The classic questions from fleets are often, ‘How many miles will these tires run?’, ‘How much do they cost?’ and ‘Are they retreadable?’” noted Gavin Broussard, Apollo Tires’ head of U.S. commercial tire sales. “However, there are many variables at play depending on the specific needs of the fleet and the segment they operate in.
“Factors such as total cost of ownership, tire availability, and manufacturer’s warranty can have a significant impact on a fleet’s profitability. These considerations often go beyond just mileage and price, making it essential for fleets to evaluate multiple tire brands,” Broussard adds.
Tire spec’ing and maintenance
Poor maintenance can reduce the best tire money can buy to a chunk of scraggly, gnarled rubber and wire in no time. Tires often get the blame for poor performance and durability, when they are actually only the messengers, signaling the existence of a significant chassis-related problem.
“When we talk about tires, it’s really about the suspension,” Gough said. “If you don’t do the preventive maintenance on your suspensions, you’re not going to be successful, even with a top-tier tire. You need to have everything in your preventive maintenance cycles set up perfectly, including suspension, vehicle alignment, and inflation pressure. It won’t work out well any other way.”
If you’re honest about it, and you recognize there’s weakness in the shop, then maybe a more durable tire is the best choice. You might, but not always, give up a little fuel economy, but you could cut down on the tire spend by keeping them in service longer.
“Our primary focus is durability and its direct correlation to our safety,” FTC’s Shepard offered. “We are willing to pay a little more up-front for tires, with the result being durability and better fuel mileage.
“Every one of our tires is stamped for tracking purposes,” he added. “If we see an increase in rubber consumption or a slip in their durability, we start drilling into the root causes and working to address the issue, whether it’s weather-related, under-inflated, tire defects, quality of tires, etc.”
Today’s tires are different
Let’s face it; trucking is a pretty conservative industry. One of the lines most often heard when spec’ing trucks is, ‘I want the same thing I had last time.’
» When you operate in the mud, dirt-cheap economy tires are not your best bet. Spec for what provides the best traction and performance.
That’s probably true for tires as well. But chances are your next tire will be better in many ways than the one you bought last time.
“Tire design and manufacturing today are almost custom,” noted Yokohama’s Clauer. “Over the years we have been able to scrutinize the trucking-transportation industry and work with equipment OEMs and fleets to develop tires that deliver a wide variety of performance aspects.”
The digital age and the speed and accuracy with which service data can be analyzed have brought about some remarkable changes in tire design and construction. Fleets no longer need to choose between key features; they can now get enough of everything they want in a single tire.
“We have been gathering data from the field with advanced digital tools, and by leveraging this data, we can develop tires that address the pain points across various segments and regions,” says Tim Netzel, marketing director at Bridgestone Americas, commercial off the road tires. “These
learnings are applied to every stage of the tire design process to ensure the final product thrives in the environment it was made for.”
For related content go to FleetMaintenance.com/equipment
» To avoid unplanned maintenance on the road and higher costs overall, make sure to closely track tire metrics like treadwear.
Jim Park
Goodyear
Annual PMs:
A top-to-bottom guide
[ IN VEHICLE ]
Everything you need to know to schedule and pass DOT inspections and shore up yearlong maintenance practices.
By Seth Skydel
Preventive maintenance is by far the best defense against unplanned downtime and shortened component life, and it’s hard to imagine any fleet would argue against the value of PMs.
But does every fleet value PM schedules the same way?
First, let’s establish what we mean by schedule. A common way to defi ne the PMs are assigning them A, B, C, or D. An “A” PM involves cleaning and lubrication, like an oil change, and happens the most frequently. “B” is reserved for calibration, adjustments, and diagnostic trouble code checks, “C” for component replacements, alignments, and Department of Transportation inspections. “D” is for rebuilds and seasonal service.
Now to answer the question: No, they do not.
At least that’s in regards to hitting “C” level annual inspections, according to Thomas Bray, sr. industry advisor at J. J. Keller & Associates.
“In 2024, as of mid-December, not having proof of a current periodic/annual inspection was something that was written up on almost 190,000 roadside inspection reports,” Bray explained. “This makes no proof of periodic/annual inspection compliance the number four and number five roadside inspection violations—because there are two different violation codes.”
Operators can incur up to $1,000 per day fines, or $10,000, for each violation. Failing to comply can add up to even more than ignoring an engine issue and having a breakdown, and the government takes enough of your revenue already. So to help stay in compliance, here’s what you need to know about annual inspections.
What needs inspecting?
First off, according to the Federal Motor Carrier Safety Administration, commercial vehicle operators must conduct inspections every 12 months, covering at a minimum: braking systems, coupling devices, exhaust systems, fuel systems, lighting devices, safe loading, steering, suspension, frames, tires, wheels and rims, windshield glazing and wipers, motor coach seats (if applicable), and rear impact guards.
These records need to be kept for 14 months by the motor carrier, while the vehicles must have a sticker, decal, or report on the vehicle. Inspectors can be in-house employees, though must have the proper training and credentials. The inspector records need to be kept by the fleet for at least a year after they cease their duties.
Bray reported that common reasons for roadside inspection failures include:
The carrier did not know about the requirement. The carrier did not know that the requirement. applied to the vehicle (there is a misunderstanding when it comes to non-CDL CMVs and trailers, especially lightweight trailers, which are covered by these requirements).
The carrier believed there was a “grace period.” but the inspection must be done by the end of the month; there is no grace period beyond that due date.
The carrier lost track of when it was due and missed it.
The driver was unable to locate the proof of inspection (it is not the officer’s responsibility to locate the copy of the report or the sticker).
How fleets schedule PMs
Because of the large fines and sheer complexity of fleet compliance, giving yourself some lead time might be the first consideration when planning when trucks are inspected.
“Most carriers schedule the next periodic/ annual inspection for 11 months,” Bray said. “That way, if the date is missed by a week or so, it is still getting done in the correct month.”
Chris Hough, VP of maintenance design and engineering for Penske Truck Leasing, also pointed out the importance of scheduling inspections and service in advance, and planning for enough
time to complete follow-up repairs should any issues be discovered.
“Also, keep in mind that requirements may vary by equipment type, vehicle usage, and even geography,” he added.
Bray related that during standard periodic/ annual inspections, items that turn up which are not always seen during routine maintenance include brake component issues with linings and hoses that are chafing or damaged, as well as small exhaust leaks in hard-to-spot areas, and windshield damage and obstructions.
“At carriers that do in-depth annual inspections, there are more items found due to additional inspection steps,” he said.
How different fleets prepare
With most of the equipment at Lily Transportation under a full-service lease, the carrier holds vendors accountable for meeting all maintenance requirements, including federal and state inspections and annual certifications, said Rusty Stevens, Lily VP of maintenance and fleet services.
Jerry Griener, VP of operations, procurement & fleet management at Transervice, noted that with a mix of full-service lease and contract maintenance agreements for their fleet, the emphasis is on following federal and state inspection requirements. “Additionally,” he said, “we need to make sure trucks are ready for the extreme temperatures that we can get in both winter and summer.”
» Procrastinating on annual PMs might not leave enough time to fix any issues your inspection team finds, so don’t wait until the last minute.
PM multi-tasking
According to Thomas Bray, sr. industry advisor at J. J. Keller & Associates, consider the following list of common PMs to perform along with regulatory required periodic/annual inspections:
• A full and complete inspection of the vehicle
Front end/all axle alignment
Replacement (or rebuild) of components that have reached the end of their expected life cycle/service life
• Removal of all viewing plates and inspection of hidden components (such as for clutch wear)
• Oil and other fluid sampling/analysis
Replacement/repair of non-inspection items that have become questionable (such as mirrors that have become cloudy)
Retorquing/tightening of specific components
Penske Truck Leasing
At Greenbush Logistics, Matthew G. Kelly, director of maintenance, recommends four inspections per year. That includes a dry service at 20,000mile and a wet service at 40,000-mile intervals.
“Those are guidelines,” he said. “Each manufacturer is going to be different, and each technician will have learned a different way. The most important thing is that it was inspected thoroughly, referencing the recommended practices.”
At Blaine Brothers, a comprehensive approach is based on the belief that when it comes to preventive maintenance, going beyond the annual DOT inspection ensures customers’ equipment remains in peak condition, Trailer Service Manager Nick Richardson noted.
“A thorough inspection catches any potential issues before they become costly problems,” he said.
Blaine also schedules seasonal PMs to winterize trucks.
“This includes checking and servicing the charging and electrical systems, inspecting the differential fluid, and addressing moisture in the air system by servicing the air dryer,” Richardson said. “We also check the block heater, test battery performance, and ensure coolant protection is sufficient.
“As spring rolls around, we shift our attention to services that prioritize cleaning the radiator and air cleaners, checking the air conditioning system, and making sure any upcoming DOT inspections are scheduled,” Richardson went on. “Trailer services during this period also include checking tarps and tarp covering systems, ensuring proper lubrication of moving parts, and inspecting trailer floors for wear or damage.”
For Dave Forgie, VP of maintenance at Leonard’s Express, performing annual PMs should be done not just to meet DOT requirements but also to strengthen general maintenance practices as well.
“We exceed recommended annual inspections,” he said. “We also perform DOT inspections at a PM interval, although our inspection covers more than just DOT items.
“For example, we do the same inspections at each 20,000-mile interval on trucks whether the oil is dropped or not,” Forgie continued. “We have found that a deeper inspection is a better option, even on a low mileage interval while drain intervals are being extended.”
At Leonard’s Express, trailer DOT inspections are completed
every 90 days. “We never know where our trailers will end up across the country so we try to stay ahead of this each time we can,” Forgie related.
Tracking the trucks
Across the board at all types of fleet service operations, keeping track of and managing inspection activity is deemed equally important.
Forgie reported that on-board telematics systems are used to upload truck mileage and reefer hours multiple times daily, and then reports are sent out via email to each equipment domicile with a shop.
“At NationaLease locations, both basic and component schedules are flagged when a service interval is reached,” said Joe Puff, VP of truck technology & maintenance at NationaLease. “We
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base this on truck year/make/model, usage, idle time, fuel e ciency, terrain, weather, load type, and duty cycle factors. In other words, even two of the exact same truck can have vastly di erent inspection schedules if they’re used and driven di erently.”
“Penske uses a proprietary system to automatically track and schedule all inspections, including annual inspections,” Hough said. “ e scheduling is based on the last completed PM and inspection and the intervals entered when the vehicle was serviced.”
At Lily, Stevens said the fleet works with vendors to ensure inspection schedules are followed and to receive updates on equipment due.
Griener noted that Transervice uses maintenance so ware to track schedules based on time or mileage. “ at data is used to create dashboards and reports to ensure everyone knows what units are coming due,” he added.
“We utilize maintenance management so ware at Greenbush Logistics that is designed to incorporate alerts,” Kelly related.
“Carriers that have maintenance so ware systems will have alerts set up to notify maintenance supervisors and fleet managers when a vehicle is coming due for a period/annual inspection,” Bray continued. “At large carriers, that alert will also be built into the fleet dispatch system, so the dispatchers will know when a truck or trailer is due.”
“We use a combination of robust systems and visual checks at Blaine Brothers to ensure nothing is overlooked,” said Blaine Brothers CEO Spencer Dally. “Our ERP system provides automated reminders when inspections are due, keeping us on schedule. At the same time, we rely on visual indicators, such as service and DOT inspection stickers, which our technicians always check when a truck or trailer is in the shop. is dual approach ensures thoroughness and prevents missed inspections.
“Our process also involves technicians using digital tools or physical checklists while working in the service pit or shop,” Dally continued. “ ese help document and manage inspection activity in real time, ensuring a smooth and e cient workflow. By performing proper inspections throughout the year, we aim to make annual inspections seamless.”
Additional considerations
Pu advised that in addition to the usual preventive maintenance inspections, it’s a good idea to complete a thorough test of the cooling system, including inhibitors/freeze protection, and a complete test of the charging and starting electrical systems. For components like A/C, coalescing filter, air dryer cartridge, wheel ends, engine air filters, transmissions, and di erentials, intervals need to be scheduled for the vehicle’s application, he added.
“Many component intervals are based on time and mileage,” Hough said. “However, with the evolution of connected vehicles and components, the industry is moving toward application-based models that drive e ciency by using data to predict the most optimal intervals.
“In terms of a follow-up repair list,” Hough continued, “a driving factor is the quality of PMs completed
“ By performing proper inspections throughout the year, we aim to make annual inspections seamless. ”
Spencer Dally, Blaine Brothers CEO
between the annual inspections. e level of inspections and PMs completed between annual inspections and the quality of follow-up repairs a er each PM event will dictate and mitigate the number of repairs required during annual inspections.”
Emissions systems are another area to focus on. Forgie noted that with modern SCR systems it’s essential to monitor the quality of regens. “We connect to the truck and look for any issues that could be presenting themselves,” he said.
“During annual inspections, expect to see more in-depth diagnostics,” Kelly related. “Areas where there would be reported fi ndings would not be limited to the braking system, coupling devices, frame, and suspension.”
“To maximize e ciency, we o en align the timing of the annual inspection with scheduled maintenance,” Richardson added. “Combining the two ensures a comprehensive approach without redundancy, saving time and reducing the likelihood of unexpected fi ndings.”
Blaine Brothers also recommends incorporating oil sampling into a maintenance strategy to allow for precise analysis of contamination levels and wear metals. For trailers, regular inspections of brake components, tarp systems, and structural integrity ensure that equipment is in top condition.
How long should inspections take?
Inspection time requirements vary widely. Leonard’s Express, noted Forgie, plans for 2.5 hours on trucks and 1.5 hours on trailers. At NationaLease, according to Pu , a thorough general inspection takes about 2.5 to three hours. Hough reported that Penske inspections, combined with a PM, can be completed in around two hours, but you must also factor in the time required to complete follow-up repairs.
At Transervice, Griener related, the timing depends on the type of unit and any additional equipment, such as li gates, reefers, and APUs.
Inspection time estimates
Thomas Bray, sr. industry advisor at J. J. Keller & Associates noted that inspection time will depend on vehicle size and complexity and what is done, but included these estimates:
Periodic/annual inspection only:
• Small truck: 30 minutes up to 1 hour
• Large truck: 1 to 2 hours
Inspection plus other annual inspection/maintenance items:
• Small truck: Up to 4 hours
• Large truck: Up to 8 hours
» Blaine Brothers uses enterprise resource planning software to set up automated reminders to ensure shops conduct annual inspections on time. Blaine Brothers
“We generally allot two to four hours for power units and one to two hours on trailers,” he said.
“For annual inspections, we allocate time based on the type of service to ensure thoroughness without unnecessary delays,” Richardson stated. “For DOT inspections, winterization, and basic service, we typically plan for 1 to 1.5 hours. For a more comprehensive and detailed service, we allow 3 to 3.5 hours.
“Trailer services, such as brake inspections, lighting checks, and suspension evaluations, are incorporated into these timelines, ensuring a holistic approach to maintaining both vehicles and trailers,” Richardson also said.
When issues are found during routine and annual inspections, service operations have implemented proven processes to ensure timely and effective repairs are made.
“If an issue is found on a truck, we immediately notify our driver advocates in dispatch,” Forgie said. “We attempt to give them the best estimated time to completion so they can plan around that.”
“The first method I’ve seen used is the technician is given the authority to immediately repair any defect covered in the standards,” Bray stated. “This practice is commonly used at carriers that are doing the periodic/annual inspection as a scheduled maintenance activity, and as a result expect to find defects. Another method some carriers use is to not even start the periodic/annual inspection until the vehicle has first gone through a PM type inspection.”
Passing inspections
Blaine’s Dally related that when issues are identified during annual inspections, a structured process ensures timely and effective repairs.
“It begins with the technician compiling a detailed list of deficiencies as soon as the inspection is completed,” he said. “Once the customer decides on the immediate course of action, we proceed with the approved repairs while also scheduling reminders and follow-ups for any deferred work.”
One key point that needs to be understood is that a vehicle cannot pass the inspection if it has a listed defect, Bray advised.
“The technician cannot give the vehicle a ‘provisional’ or ‘conditional’ pass based on the promise that a discovered defect will be corrected in the near future,” he explained further. “If there is
such a defect, the vehicle does not pass until the defect is corrected.”
The easiest way to make the grade, though, is to conduct all your PMs—the A’s, B’s, C’s, and down the alphabet—on time and to industry standards. That will make the less common PMs more of a box to check than a moment of truth where you find out what you missed in the past 12 months.
“If proper preventive maintenance is performed
consistently throughout the year, there shouldn’t be many surprises during annual inspections,” Richardson stated. “Our goal is to ensure that everything is addressed proactively during routine maintenance, so the annual inspection is more of a confirmation than a discovery process.”
For related content go to FleetMaintenance.com/in-the-bay
dealer LEVEL DIAGNOSTICS
ONE PLATFORM PLATFORM
A LIFELINE TO LOST
Without regular feedback, shop techs can feel like castaways. Performance evaluations can rescue them from self-doubt, help overcome deficiencies, and chart a course to a successful future.
By Alex Keenan
[ EMPLOYEES ]
LOST EMPLOYEES
or young technicians entering their first full-time shop position, adjusting to shop life isn’t easy. Perhaps they’re fresh out of high school or an apprenticeship program. For the most part, they’re still unsure of themselves or the career they’ve gotten themselves into: working on commercial vehicles.
In their social group, these techs likely knew the most about engines of all sorts, from little 2-cylinder deals on lawnmowers to great big Cat diesels found on hulking construction equipment. ey were the best at working with their hands and figuring things out. In the shop, they probably know the least. ey will make mistakes. And even when they learn a new skill, there’s always something more challenging tomorrow. If they don’t pick it up quickly, the older techs may wonder what’s wrong with them. It’s a lonely feeling.
Now take those superstar master techs. ey know the most about troubleshooting and have a slew of inventive shortcuts to (safely) slash standard repair times. But when they get promoted to supervisor or manager and mess up, they hear it from their direct reports and bosses. In this case, they learn the o ce can be just as isolating as being the newbie.
In both instances, their position could feel like being marooned on an island, a mass of responsibilities jutting out from a sea of expectations. And it’s up to their manager to throw a lifeline every once in a while via performance evaluations, which range from casual weekly check-ins to more thought-out quarterly and annual reviews.
“It doesn’t matter what position or what job you’ve got, in general, if you’re just sitting out there on an island, not getting any feedback as to if you’re doing good or if you’re doing bad, you could start to think, ‘Oh, no, I’m gonna get fi red,’” commented Jay Goninen, co-founder and president of WrenchWay, an organization bent on advocating for vehicle repair techs via helping them fi nd decent jobs and ensure they’re treated fairly.
If a manager leaves a tech stranded without consistent career feedback, Goninen noted employees can fall into a negative loop of assuming the worst, with these invasive thoughts serving as the proverbial sharks circling about.
Evals can also ensure employees feel they are plotting the right career course—that they’re going somewhere, and not just aimlessly adri .
ink of it this way: Techs’ days are fi lled with troubleshooting and fi xing things, using technical procedures and data. If managers aren’t providing similar data on their performance, they don’t know what to fi x. And what employee wants to stay at a company where they think they’re failing? Performance evals are the tool to solve this.
Goninen talks to enough shops and techs across the country to feel confident this is what’s happening, but WrenchWay also conducts an annual Voice of the Technician survey to back this up.
According to the 2025 Voice of the Technician (VOT) Report, 86% of techs and 93% of students surveyed indicated ‘thorough and consistent’ performance reviews as important resources an employer can o er, with about one-third labeling them a “must-have.”
e report also said 94% of diesel technicians felt an employer should o er a well-documented career path, with 35% saying it was a “must-have.”
In other words, if your shop doesn’t take their career progression seriously, they will fi nd one that does (if pay and benefits are similar, of course).
And while these reviews take time and don’t directly improve uptime or generate revenue, managers should also consider them must-haves if they want to keep the shop sta ed in the future. Managers’ bonuses may even be tied to retention, as another great reason to take them seriously.
heavy and acts like an anchor. And how o en do you even need to do these? A er all, the shop’s main job is to ensure the fleet’s uptime is high, not employees’ self-worth. Luckily, the eval process isn’t all that complicated, and we’ve come up with some ways to instantly improve your processes.
Importance of feedback and career planning
In general, younger employees crave actual actionable feedback. A survey from the HR app Sta Circle found that 73% of Gen Z workers (born between 1997 and 2012) are more likely to quit a company if they don’t get routine feedback from their managers, versus 52% of other workers. at survey also found one in five companies doesn’t have a formal review process, and only 15% of employees surveyed had weekly check-ins.
Generational speaker Meagan Johnson also noted that Millennials want feedback every week (40%), while the Center for Generational Kinetics found that over 65% of Gen Z employees want frequent feedback, too.
And not making time to discuss employee performance and their career trajectory can have dire consequences.
“Lack of a career plan can lead to uncertainty and angst with a person and can cause them to question what the true thoughts of their boss are,” Goninen explained. “Mapping out a career path doesn’t have to be overly complicated either. Talk to them about what their aspirations are, get aligned with what it’s going to take for them to get to that point, and make sure it aligns with the goals of the business.”
And just because there’s more uncertainty at the beginning of a career doesn’t mean you shouldn’t touch base to chart all employees’ progress.
employees, directly ties an employee’s performance to their career aspirations and development goals, so that they can see and discuss how their contributions impact their career and the organization as a whole.
“ is formula sets the organization up for success through the promotion of engagement, understanding expectations, and [by providing a] mechanism for measuring individual impact,” she explained.
Evaluation frequency
One of the fi rst things to keep in mind regarding performance evaluations is that they should never be the only time your technicians, foremen, or service writers are getting feedback. Instead, they should always be one part of a manager’s overall communication with their employees, which generally takes place daily.
“My expectation is that the general managers at each of our dealerships are walking their shops daily,” said Victor Cummings, VP of service operations for Rush. “Conversation, observation, and full engagement helps build those relationships with their technicians.”
is way, shops can make performance reviews feel more like a natural bookmark in an employee’s career, instead of a looming, anxiety-provoking event that’s all the more stressful for its rarity—and its potential impact on a technician’s take-home pay, said Beverly Beuermann-King, workplace culture and resiliency speaker and expert at Work Smart Live Smart. at being said, when exactly evaluations should take place and how o en can vary. Stepheni Trunk, an International Navistar service technician at Ascendance Truck Centers, suggested that quarterly reviews could be helpful to help keep employees on track.
But how do you even go about conducting a performance review? For some managers, you might think you’re throwing out some constructive criticism as a life preserver, but the criticism part is too
“Career pathing is important to everybody, regardless of age,” Goninen explained. “It ensures that the technician and the shop are on the same page and helps clarify a vision for their personal future.”
Olivia Nevarez, sr. director of talent development for Rush Enterprises, told Fleet Maintenance that the maintenance provider, which has 8,000
At Rush Enterprises, the number of performance evaluations it holds is based on a technician’s level and always involves reviewing an employee’s performance over 90 days, 120 days, six months, and 12 months. For Cummings, specifically as a GM, he focused on a tech’s performance for the previous 90 days, because he found a week or a month-long period did not provide a strong enough baseline.
» Matt Brown, regional maintenance manager, at right, goes over a review with Justin Coon, at left. UFP Industries
“Every technician occasionally lands a bad job, they may have a workmanship issue or may be in training or on vacation, and that can affect that month’s performance,” Cummings explained. “But we found over the years that when we consistently look at a 90-day range, we get a very clear picture of our technician’s performance.”
A structured performance
Once you know how frequently you want to hold your formal performance reviews, next you should know how you’re going to conduct them and what areas of a technician’s career you want to focus on.
“For performance evaluations, you need to understand what type of evaluation you are giving,” said Sydney Mayhew, head of Fleet Maintenance at UFP Industries. “[They’ll be] either ‘where you were’ or ‘where are you going,’ and hopefully you can do both in the same conversation.”
Either way, Mayhew emphasized that a manager needs to have strong communication abilities for a review, which can vary based on the size of your fleet. For instance, when Mayhew worked as transportation maintenance area manager, and later as service shop operations manager for Walmart, her team was all on site, which facilitated day-to-day interactions and real-time feedback. This, in turn, gave Mayhew a lot of insight while doing performance evaluations. But at her current position, her entire team is spread all across the country
and communicates remotely, which reduced her ability to give feedback in real-time.
“These last few months I had to learn to slow down and really learn about each person on this new team,” Mayhew explained. “I had to learn their work style, their communication style, and I had to change myself to adapt to that.”
But regardless if a fleet is large or small, Beuermann-King recommends that performance evaluations be treated like a conversation.
“I always start with the other person’s perspective,” she said, “Because sometimes there are things that you may not be privy to or that you may not have done enough research on, and you may not know what’s happening in the background.”
Then the review progresses from the employee’s perspective on what is or is not working to the manager’s perspective, what needs to change, and how the employee, with help from their manager, can achieve these changes.
Some questions that Mayhew includes in her reviews include:
What skill do you feel you developed most this year?
What is something you have accomplished this year you are most proud of?
In what areas or skills do you feel you struggle with?
What are your short-term goals (able to complete in a year or less) and long-term goals (able to complete in 2-5 years)?
The goals question also includes non-negotiable elements such as those on budget, compliance, and safety, as well as ensuring the employees understand which items they can impact and which they can’t. Then, Mayhew sets later meetings to ensure employees are working towards their specific goals or the items she wants them to improve on.
“With the number of projects everyone has going on, it’s easy to jump into those and lose focus,” she noted.
Beuermann-King also noted that performance reviews can include questions such as ‘How likely are you to leave your job?’ and ‘How close to burnout are you?’
“Those last two questions give you a really good picture of how people are being treated and if [the job] is sucking the life energy from them,” she said.
This can be especially important when evaluating leaders in a fleet’s business, whether they’re shop managers or fleet executives.
“Unless you’re the owner of the company, you should be evaluating how people are doing,” Beuermann-King said. “But then if you’re the owner of the company, they should be evaluating you, too.”
This means evaluating if what a company’s leaders are doing is helping to meet the company’s goals and if what they’re doing fits with an organization’s values, she explained. “Really, it’s about how effective you are in the job that you’re doing.”
Turning to data
While having a conversation with your employee is all well and good, many shops also have another resource at their disposal for their reviews: Cold, hard data. From technician e ciency and productivity metrics to vehicle data and comeback numbers, shops are rife with numbers that can be applied to technician evaluations.
As for how those numbers can be applied, when Rush’s Cummings was a regional GM, he helped clean up a shop that was struggling with inconsistent tech pay, high turnover, and no process to measure performance at all.
“I collaborated with the techs and the service team to develop a very rudimentary performance calculator,” Cummings recalled. “We called it the Tech Pay calculator, and that allowed us to evaluate our technicians’ training and their performance in terms of proficiency, which referred to hours billed versus hours worked.”
Later, Rush Enterprises’ previous COO, Mike McRoberts, worked with Cummings and his team to refi ne that system into the Tech Pro performance review they use today. e Tech Pro process looks at a technician’s overall performance, including their skill assessments, training, competencies, hours billed per day, and revenue per day.
“ e revenue per day has a lot more to do with proficiency,” Cummings explained. “And it’s really a good guideline for our managers to begin to understand where the deficiencies are; it would point them in the right direction in terms of what questions to ask to truly understand where there are performance issues.”
And at Rush, technicians aren’t the only ones who can be evaluated numerically.
“My personal performance evaluation is based on the overall performance of the service departments in our dealership network and where we’re going,” Cummings said. “If we have high turnover, for example, that is as much my responsibility as it is that of our dealership managers.”
at means that leaders at Rush Enterprises may be evaluated using dashboards that provide aggregate performance metrics by division, location, department, or employee.
Things to avoid
So, once a manager knows how o en they’re providing their evaluations, what kinds of questions they want to include, and have the data to back up their points, now comes the evaluation itself. While it might be tempting to present a technician with a list of their failings that you’d like them to change and then call it a day, Beuermann-King emphasized that that’s not all a performance review should accomplish and that managers should never underestimate the power of their tone.
“[Performance evaluations] should never be this fi nger-wag kind of thing,” she said. “Otherwise, you’ve completely demotivated that person, even if there are good things happening.”
Part of keeping a manager’s tone constructive means showing your technicians respect and appreciation throughout the process, even
The do’s and don’ts of giving feedback
“Performance and performance reviews are only as good as your communication,” explained Sydney Mayhew, head of fleet maintenance at UFP Industries.
When Mayhew does reviews, she structures them like a conversation.
Beverly Beuermann-King, workplace culture and resiliency speaker and expert at Work Smart Live Smart, said to make sure to start off on the right foot by acknowledging employees “for their time, their energy, their contribution, their education.”
Here are a few more tips:
Review Dos
• Listen to the employee’s thoughts and opinions before offering your own
• Adapt your feedback and phrasing to the individual
• Be curious about context— consider their training, attitude, experience, etc.
• Always aim to be constructive in your criticism
• Make your advice and goals actionable
• Acknowledge the employee’s successes and achievements
• Set up follow-up appointments
Review Don’ts
• Don’t only focus on negative experiences during the evaluation
• Don’t rely on numbers alone when evaluating an employee’s performance
those items for this evaluation, but strengthen their skills for the next one.
when you’re trying to tell them how they should improve. If a technician leaves a review feeling denigrated instead of evaluated and supported, they may remember that feeling instead of what they needed to do to work on. is happened to Trunk a er she fi nished her fi rst review. e technician had an illness that took her out of commission for four months. is impacted her annual metrics, and she felt being sick was held against her, while her progress, especially as a younger tech in the shop, was ignored.
“When I started at International, I could only do PMs, and now, I’m in the middle of replacing NOx sensors on an X15 engine,” Trunk stated. “With this service review, they’re telling me things I already know, while also insulting how hard I’ve been working for the past two years. It’s discouraging because nothing that they said was able to help me continue with a good idea of where to look for direction.”
JR Hartz, a medium-duty technician for Rush based in Denver, Colorado, tries to avoid this kind of result with the technicians he mentors by providing perspective during evaluations. is means understanding that even if their numbers don’t reflect where they want to be, they can’t take them as a sign that they’re failing. Instead, they need to consider that if they’re tackling new projects and processes, they might not make time on
Jeremy “JJ” Jolly, a mobile technician for Rush from Tyler, Texas, also tries to make sure his managers keep a certain amount of perspective during his evaluations. As a mobile tech who has to contend with hours of drive time and 24/7 availability, Jolly’s e ciency numbers might not be the same as a shop technician’s, but that doesn’t mean he’s not putting in the work.
is is also partially why performance evaluations should never be stand-alone events in a shop or fleet. A er all, Trunk noted that while her performance evaluation le her feeling frustrated and undervalued, the conversations she has had with her boss for the rest of the year have been more open and constructive.
“I am able to have private and open conversations with my boss, and I’m allowed to ask him things like, ‘Is there more that I can be doing? What can I be doing that would make me a better technician for you?’” Trunk stated. “And he will answer honestly, and he will give it to me straight. He does acknowledge when we change our behaviors and make improvements.”
ese are the kinds of insights Trunk said she wished had been more present in her yearly review. Because while evaluations are important to helping fleet employees get stronger, no matter their job, that strength shouldn’t come at the cost of recognizing the good work technicians are doing.
“A lot of people are here because they like what they do, and that should be appreciated a little bit more because there’s not a lot of people who want to do this job,” Trunk concluded. “Companies all around should do a better job at celebrating their technicians and showing them that they value them.”
For related content go to FleetMaintenance. com/shop-operations
Constructive feedback needed
SPOTLIGHT ON SMOKE MACHINES
Leaks: Smoke ’em if you got ’em
Highly versatile and easy-to-use, smoke machines have proven indispensable diagnostic tools to detect leaks and cut repair time.
By Gregg Wartgow
Vehicle system leaks can be among the more time-consuming issues to resolve. Leaks are often difficult to pinpoint, leading to technicians spending a lot more time on diagnostics versus making actual repairs. Your operation may also incur more costs if techs start needlessly replacing various components to resolve phantom issues.
Fortunately, smoke machines can help remove the haze associated with leak detection, a reason they often become one of the more indispensable tools in fleet maintenance shops.
“A diagnostic smoke machine is a valuable general repair tool that can quickly diagnose
issues in both low-pressure, traditionally aspirated vehicles, and also large, heavy-duty, turbo-boosted, and diesel trucks,” said Alex Parker, president of Redline Detection, a manufacturer of diagnostic leak detection equipment.
How do they work?
“A test typically takes under 10 minutes from setup to confirmed diagnosis, producing fast and accurate results,” she explained.
And this can help shops from leaking money on unproductive labor time. Considering how technician pay continues to rise, these machines’ relative low cost (often $500 to $1,500), and durability provide a tangible ROI for many years.
“A high-quality smoke machine is considered a lifetime tool that will pay for itself in weeks based on serviceability,” Parker said.
“As long as you can inject smoke into a system and cap off the opposite end, you can use a smoke machine to find a leak,” said Jeff Wiedecke, VP of sales at Mastercool, a manufacturer of leak
detection equipment and other vehicle and HVAC service tools.
When it comes to operation, some smoke machines are easier to use than others, and some vehicle systems are easier to test than others. That said, Wiedecke believes the learning curve is relatively short for the typical vehicle technician.
In the case of an exhaust leak, for example, a technician would insert either a bladder or cone into the exhaust pipe. If working on something like a semi-truck, they’d use a large, specialized bladder to insert into the stack. Once the end of the system is capped off, the technician utilizes the smoke machine to inject pressurized smoke into the system.
“The technician introduces smoke vapor into the system they’re testing and uses a light to locate a potential leak,” said Duane “Doc” Watson, technical trainer at Bosch Mobility Aftermarket, a provider of diagnostic and shop equipment, as well as replacement parts. “If the technician sees smoke coming out of the system, there is a leak.”
Along with knowing how to properly cap off a
» When a smoke machine’s vaporproducing fluid is heated up, it creates white smoke (as pictured) that is pushed into the system under pressure. In some instances, UV dyes may also be incorporated to add another visual indication that a leak exists.
Redline Detection
vehicle system, the technician must also know how to set the pressure on the smoke machine itself. Some have an internal compressor, while others utilize shop air. An internal regulator allows the technician to set the psi to whatever they need. Large systems like exhaust or intake require at least 10 psi. Smaller systems often require less, but large trucks can require much more. “However, most vehicle systems are not designed to handle 90 psi like shop air generates,” Wiedecke pointed out. That’s why the regulator is so important.
Once the pressure is set, Wiedecke advises technicians to first run the smoke machine without even injecting smoke. That pressurizes the system being tested. Dials on the smoke machine show how much pressure is being injected into the system. After about five minutes, the technician can see if the system is maintaining the desired pressure level.
“If it holds that preset psi, the technician knows there isn’t a leak, so there’s no need to bother adding smoke,” Wiedecke explained. “But if it doesn’t hold the pressure level, the technician can now add smoke to determine where the leak actually exists.”
The smoke is produced via a mineral oil that goes through a heating element, and is then pushed into the system under pressure. “Keeping it under pressure is the key because that is what forces the smoke out of the leak, wherever the leak might be,” Wiedecke said.
To provide an additional visual cue, some smoke machines allow for the use of dye. This allows the technician to utilize a UV light to search for the leak, with the assumption being that even a tiny leak will be easy to see. But as Wiedecke pointed out, every smoke machine comes with a high-powered, telescoping flashlight so the technician can direct the beam into the tightest of areas to look for locations where smoke is coming out—even if that smoke is in its natural white state. Many technicians find this approach to be more than sufficient.
“One thing to think about when using a dye is that it can cause issues down the road,” Wiedecke added.
Any residue from a previous test could show up under a UV light and give a false indication of another leak in that location. The dye has to be cleaned up thoroughly after a test is completed, which requires more time on the part of the technician.
Types of machines and uses
According to Redline’s Parker, it’s an industry standard practice to use smoke machines for diagnosing a range of issues, including:
Ü Turbo/boost
Ü Engine check light issues related to the aftertreatment system
Ü Overly frequent regeneration
Ü Limp mode
The aftertreatment system can be one of the biggest beneficiaries of smoke machine diagnostics.
“The use of a high-pressure smoke machine is a recommended practice by the Technology & Maintenance Council of the American Trucking Associations,” Parker pointed out. “Pinpointing upstream, unmetered air leaks in heavy-duty systems cuts down on premature clogging of DPF filters, and can mean less maintenance and lower maintenance costs.”
According to Parker, the most frequently found heavy-duty component leaks are:
Ü Clamps and tubing to/from the charge air cooler
Ü Charge air cooler itself
Ü V-clamps, gaskets, and exhaust tubing cracks on the DOC/SCR
Ü Turbo housing leaks
Ü DPF gaskets and housing failure
To diagnose those and many other leak-related issues, there are three general types of smoke machines.
EVAP (evaporative emissions) machines are low-pressure systems set at just 0.5 psi because they work with a vehicle’s fuel system. Wiedecke said they can also be used to check for vacuum leaks which cause high or low idling and knocking.
High-pressure smoke machines allow technicians to look for things like exhaust, intake, and turbocharger leaks.
Heavy-duty smoke machines allow technicians to check for everything, Wiedecke pointed out, including large-system leak detection on large trucks. Unique accessories often accompany these machines so technicians can properly cap off large systems like exhaust stacks on semi-trucks. Technicians can also check air brake systems, as well as oxygen, temperature, and pressure sensors found on semi-trucks.
Justifying the investment
Regardless of which type of smoke machine a shop ends up using, saving time is the biggest reason why an investment will likely pay dividends.
» Mastercool’s newest leak tester is its Model 43066 Digital Dual Smoke Machine. This unit displays easy-to-understand digital readouts for low-pressure EVAP and high-pressure testing. It also features an internal air pump for mobile capability. It can be a good fit for shops primarily working on lighterduty vehicles, particularly those with technicians who aren’t that familiar with smoke machine diagnostics.
Mastercool
According to Bosch’s Watson, ROI ties to one major factor: accuracy.
“Tracking the number of comebacks can help a shop evaluate the ROI for their smoke machine. All in all, it’s an investment that can lead to multiple benefits across the shop floor,” Watson said.
Penske Truck Leasing has been using smoke machines for seven years. Adam Sands, director of tool management optimization, said they currently use the Bosch HPT 500 high-pressure leak tester, which is actually manufactured by Redline Detection.
“The high-pressure leak tester is essential in diagnosing difficult emission-related faults,” Sands said. “We have found leaks in many components on medium- and heavy-duty engines, like the charge air cooler, intake air system, exhaust manifolds, cracked exhaust bellows, exhaust gas recirculation (EGR) piping, cracked aftertreatment systems, and misaligned diesel particulate filters (DPF). Also, it is often used to find water leaks in truck cabs and cargo boxes.”
According to Sands, any technician with a basic knowledge of safety precautions can effectively use a high-pressure leak tester. Training starts with studying the operator’s manual. Use of the smoke machine is also covered in Penske’s exhaust stream management training class and related in-house training videos.
The relatively short technician learning curve is one of several factors that play into ROI for Penske Truck Leasing.
“A smoke machine truly makes it easier for a technician to execute a core function of their job safely, efficiently, and accurately,” Sands said. “This turns into less time to diagnose, repair, and validate leaks that one cannot normally find with ease. When a technician can be reassured with training and proper use of an accurate, high-quality tool, they are confident, and it builds trust with the customer that it’s going to be done right the first time.”
A fleet maintenance shop should choose a smoke machine that aligns with the type of vehicles it services. For a shop working on a variety of truck classes, Wiedecke said a smoke machine with a high degree of functionality and versatility makes sense. For instance, Mastercool’s Model 43065 is a dual machine that’s high-pressure on one side and low-pressure EVAP on the other. Redline’s Dual Purpose Diagnostic Leak Detector also allows technicians to switch from low- to high-pressure testing. Various accessories and accessory kits then allow for large-system testing on large vehicles.
On the other hand, there are also smoke machines that are EVAP-only, as well as those designed exclusively for high-pressure systems, heavy-duty trucks, and even specific vehicle systems like cooling systems and air brakes. Again, a shop should assess the types of vehicles it is servicing and the services it is providing. As long as a smoke machine will see regular use, the investment will likely pay off.
Parker offered one final piece of advice. Narrow your choices down to smoke machines that are made in the U.S. Doing so will ensure the best quality, as well as easy domestic service and support, and the ability to refurbish and repair.
“With those considerations, you will have a lifetime tool,” Parker said.
SPOTLIGHT ON MIRRORLESS CAMERAS
Reflecting on a mirrorless future
With Daimler Truck and Volvo both poised to factory-install mirrorless camera systems in the cab this year, the need for traditional mirrors is going out the window.
By John Hitch
One of the first things you were probably taught as a student driver was to check your side and rearview mirrors. With the rapid onset of mirrorless camera systems, not-so-distant future generations will find this as antiquated as dialing a rotary telephone or renting movies on VHS. These systems, which comprise an array of cameras around the vehicle that feed high-definition video of traffic and objects onto monitors inside the cab, are meant to offer a wider and clearer view of what’s behind and to the side of the driver than traditional mirrors.
It’s hard to predict when passenger cars will fully adopt the technology, which is already more than a decade old; but in heavy-duty trucking, it’s already happening. Stoneridge, the premier developer of these camera systems, has offered MirrorEye as an aftermarket solution for several years and now has deals in place to be factory installed on Fifth Generation Freightliner
Cascadias and the All-New Volvo VNL. The Freightliner version is called MirrorCam and Volvo calls it the Camera Monitor System (CMS). A big reason these OEMs are integrating the mirrorless cameras during assembly is safety. MirrorEye allows tractor-trailer drivers to see things typically hidden in their blind spots while changing lanes on the highway or backing into a loading dock.
“Drivers have 40% more visibility just based on the cameras versus what they would have in their traditional mirror,” explained David Kracirik, Stoneridge director of North American fleet sales. “And then they have access to tools to help them tackle different challenges when they’re driving, like enhanced night vision.”
The cameras use focused infrared light for night driving and backing up into dark places, he added. Automatic panning, meanwhile, keeps the back of the trailer in view during turns. “That way they can see what’s always in between the front of their tractor and the end of their trailer,” Kracirik said.
The cameras also have a breakaway feature that folds if a driver smacks them on a wall, post, or other object. An internal motor allows the driver to remotely return the armature to normal position with a switch. This feature will not be available on MY2025 Freightliners, but Volvo said the VNLs will have it.
Because these cameras are usually the sole way for drivers to see to the side and rear, the external cameras have also been built with heating
John Hitch | Fleet Maintenance
elements to prevent frost buildup and a hydrophobic coating to repel water.
“As with any new technology, there is some level of skepticism by drivers, but that typically goes away once they’ve had time to adapt to the [CMS] and see the many benefits it offers,” offered Kyle Zimmerman, public relations manager for Volvo Trucks North America.
While OEMs are just starting to standardize the driver-assistance technology, several fleets have chosen to install these aftermarket safety systems throughout the first half of the decade. KLLM Transport Services and Frozen Food Express, both owned by brothers Thomas and James Duff, started spec’ing the device on all new trucks in 2023.
“Throughout the validation period, our drivers have told us that the reduction of blind spots,
» The MirrorEye A-pillar monitors display what you’d see in traditional mirrors, while the center monitor covers the blind spot between on the passenger side, front bumper, and rear wheel well, explained David Kracirik, Stoneridge director of NA fleet sales.
Stoneridge
» The MirrorEye external cameras are mounted to the roof and have a breakaway feature in case of collision.
better night vision, and visibility in inclement weather situations, along with the ability to see the end of the trailer consistently through turns, have made operations less stressful and, most importantly, safer,” said Wilson Risinger, VP of safety for KLLM and FFE, at the time.
Risinger also noted a slight improvement in fuel efficiency—1%— when the large rectangle exterior mirrors are replaced with the sleek roof-mounted MirrorEye cams, allowed by an FMCSA waiver. This exception was renewed last year until 2029.
“We are still required by law to sell trucks with smaller, cab-mounted support mirrors in North America and cannot sell them with CMS only at this time,” Zimmerman explained.
Safety is what fleets truly have their eye on, and Kracirik said in a study sampling 160 million miles driven with the system, the average cost reduction due to collisions was $13,000 per 1 million miles. Even when collisions occurred, they were much less severe, he said.
“The driver just had that much more time to make a decision when they were merging or changing lanes,” Kracirik explained. “Or they had just a few more seconds when they were backing up to see an object.”
Continuous improvement
MirrorEye is on its second iteration, and the aftermarket version can record video to a DVR, which can send 10 minutes of video to fleet managers via a dedicated dongle. The system relays diagnostic and fault code data from the FA 470 telematics device. Information can be tracked through the My Stoneridge app.
Software updates in the last few years have improved how the backup fail-safe camera activates if the primary system goes down. Kracirik teased that an “enhanced diagnostics feature is coming in the next few months.”
“[Fleets will] get notified proactively before the driver actually sees an issue,” he said. “And then those DTCs actually come with very detailed resolution steps from our customer service team.”
The factory-installed camera systems are fully connected into the OEMs’ diagnostic system and can self-diagnose if a cable breaks or a camera goes out and alert the driver that maintenance is needed, Stoneridge CTO Troy Cooprider said.
Stoneridge also has “a pretty
extensive fault tree analysis that all our technicians have access to,” along with a 24-hour customer hotline, to better aid drivers in case of technical problems.
A connected trailer partnership with Grote launched in 2024 has also led to additional visibility of the road and overall tractor-trailer health. With the aid of trailer-mounted cameras, the system provides a better rear view. A dynamic overlay appears on the monitor to help a driver know where they will end up on their current reverse angle.
“The goal of that was to provide that rear trailer view and trailer data to the driver in real time all through the J560 connector,” said Mario Gafencu, Stoneridge product design/evaluation specialist.
Maintenance
When MirrorEye was new and upfitters were less familiar with how to install the cables, Kracirik said they could become loose or pinched. Like any video cables, that could affect the feed on the monitors. That is not a common problem anymore, according to Stoneridge.
He cautioned that technicians should be careful, though, when working near the equipment in the cab and around the A-pillar. “Those video coax cables are sensitive, so just be careful as you’re repairing other things in the overhead,” Kracirik said. “Don’t zip tie them too tight; don’t 90 degree them.”
Fleets should also train drivers, especially in sleepers, not to lean on or hang clothing or gear on the monitors. Trying to shift the monitors is also a major no-no.
“Those are not adjustable unless you loosen them up,” he warned. “A lot of drivers will want to point the monitor a little bit more to the left, so they’ll grab it and then end up breaking it.”
Stoneridge offers various levels of training for fleets to ensure they know all this before getting on the road.
“Our head of service will essentially give a virtual training on what are the most common things to repair,” Kracirik said. Depending on fleet size and number of units ordered, Stoneridge will also provide on-site training on updating ECUs, swapping rigs and cables, and if the external camera were to hit something too much for even the breakaway feature to withstand.
These cameras may serve as an excellent lookout, but it’s still up to the driver, after all.
Scenes from HDAW ’25
» HDAW included business meetings, educational sessions, speakers, a packed exhibitor hall, and networking events in the evening for its attendees.
The 2025 aftermarket event not only gave suppliers, distributors, and fleets the chance to network, but also allowed the sector to showcase its technological developments and coming trends.
By Alex Keenan
From January 20-23, MEMA gathered members of the heavy-duty sector together at the Gaylord Texan Resort Hotel & Convention Center for Heavy Duty A ermarket Week. Alongside the Auto Care Association and the Commercial Vehicle Solutions Network, 3,000 executives and managers, including distributors, suppliers, and service providers, attended over 1,900 one-on-one business meetings and networking events, all while exploring the exhibit hall full of suppliers both small and large.
» The exhibit hall featured 350 booths, including one for Cummins Drivetrain and Braking Systems, the new name for CumminsMeritor. The business also discussed its continued investment in air disc brakes and unveiled its partnership with Nexus Automotive International to create a global framework for the company.
Alex Keenan I Fleet Maintenance
» Fontaine Fifth Wheel’s SmartConnect fifth wheel can monitor its lock position and wear.
awarded FleetPride as the first to sell the component.
» Amanda Schuier, strategic maintenance director for Jetco Delivery and TMC General Chair; Joe Phillips, VP of Fleet Maintenance and Equipment for Eagle Transport; and Nick Forte, VP of Maintenance, Stevens Transport, discussed the difficulty of finding quality parts, especially for disc brakes, calipers, batteries, radar, harnesses, and air dryers at Heavy Duty Aftermarket Dialogue.
» As usual, Peterson Manufacturing was on hand to light things up. The company celebrated it 80th anniversary the prior week.
» Optronics showed off its branded lighting options, with tooling at about a rate of $1,200 instead of $80,000, said Brett Johnson, president and CEO.
Peterson Manufacturing
» PAI Industries displayed a Detroit Diesel Series 60 engine at their booth.
Alex Keenan I Fleet Maintenance
Alex Keenan I Fleet Maintenance
» Vanair, a Lincoln Electric company, featured the Start•All Jump•Pack’s 2500A, 12/24V, and 10,000A models designed for cold-weather starts.
Alex Keenan I Fleet Maintenance
Alex Keenan I Fleet Maintenance
» Jammy, Inc. included ID bar lights, backup lights, and more at their booth. “A lot of people discount what good lighting is on a vehicle,” Ralph Bradley, CEO, said.
Alex Keenan I Fleet Maintenance
» Kinedyne displayed their Drumclip at HDAW, which comes in three variations to secure both closed-head and open-head drums.
Alex Keenan Fleet Maintenance
Fontaine
Alex Keenan I Fleet Maintenance
Get to know tomorrow’s engine oils
It’s worth knowing what goes into your engine oils in light of new performance specifications, and how they can benefit every truck.
New performance categories are impacting engine oil formulations like never before. Driven by a continued effort in the auto industry to better enable cutting-edge engine hardware while reducing emissions, today’s engine oils are more technologically advanced than they have ever been.
Currently, the passenger car world is preparing for the arrival of ILSAC GF-7, scheduled for first license on March 31, 2025. Meanwhile, the heavy-duty space is busy anticipating new details around Proposed Category 12 (PC-12), which will be the next generation of HD technology for commercial vehicle diesel engines.
For fleet owners and operators, your choice of engine oil is a critical part of your overall operations. The right choice can propel your vehicles to meet their full potential and achieve operational efficiencies—and it’s worth knowing what exactly goes into top-tier performance. This article will explore the role of base oils, performance additives, and viscosity modifiers, and how they work together to create a finished product you can trust.
What goes into a heavy-duty engine oil?
PC-12-compliant engine oil technology is under development now, and it’s expected to be licensed for use in early 2027. In short, this
By Padu Sreenivas PRODUCT MANAGER, THE LUBRIZOL CORPORATION
Padu
is the Product Manager at The Lubrizol Corporation and manages Lubrizol’s North American passenger car motor oil business. He has over 25 years of industry experience and has held numerous positions in technology, testing, and commercial roles globally.
next generation of engine oils will help deliver improved oxidation performance, stronger wear protection, improved diesel particulate filter performance, and improved fuel economy contributions for heavy-duty trucks. GF-7 products for passenger cars meet different criteria but likewise must deliver elevated performance across several key areas, particularly fuel economy.
How can engine oil meet these new standards? First, it can be helpful to understand what all goes into your bottle of oil. Formulations are composed of three primary component parts:
Ü Base oil: The base oil is the carrier fluid and delivers basic performance benefits. It makes up the majority of the formulation and is a critical building block for formulating a high-quality lubricant.
Ü Additive: This is the key performance enabler, allowing the finished product to meet operational requirements when in use.
Ü Viscosity modifier and pour point depressant: This component ensures the final product will deliver consistent flow across a broad range of operational temperatures and climates.
These components complement each other to create optimized performance that will meet new performance specifications. But there are certain complexities here that engine oil formulators must account for.
For example, base oil availability and pricing can be inconsistent, and access to the highest-quality options is not always a guarantee—and that can pose a formulation challenge. Lower-tier base stocks may not always be adequate for formulating finished fluids to meet today’s elevated standards, like those of GF-7 and PC-12. However, by formulating with higher-performing additive technology, engine oil producers can meet the required performance standards with a range of available base stocks. Elsewhere, elevated additive performance can enable formulators to utilize viscosity modifiers (VMs) that help maximize engine durability while achieving the necessary fuel economy requirements of new specifications. Because most oil marketers produce both passenger car lubricants and heavy-duty lubricants for diesel trucks, it’s typical to source two separate VM products for each product line. Heavy-duty lubricants typically require VMs that meet a shear stability index (SSI) of 25. Comparatively, passenger car lubricant formulations will utilize VMs with an SSI of 35. A higher SSI, indicating greater shear, helps to enable the final product to deliver higher fuel economy gains at the slight compromise of engine protection and durability. But optimized additive technology can change those considerations. Top-tier additives enable the final product to achieve those same fuel economy gains required by modern performance categories, while simultaneously allowing formulators to choose VMs with lesser shear (25 SSI). This enables formula-
How heavy-duty additives deliver longevity and protection
Additive technology has long played an important role in protecting heavy-duty diesel engines. Today, engine technology is growing more advanced to lower emissions, creating more severe operating conditions. Meanwhile, fleet owners and operators want to get as many miles from their trucks as possible while minimizing maintenance needs and their associated costs.
Considering these circumstances, high-performance additive technology is more important than ever before. While base oils provide a baseline of performance across these areas, it is the additive that elevates performance to the levels required by modern specifications like we will see in PC-12.
For example, modern heavy-duty oil additives are designed to prevent a number of challenges, including:
Oil oxidation
Viscosity loss due to shear
Oil aeration
Catalyst poisoning
• Particulate filter blocking
• Engine wear
• Piston deposits
• Degradation of low- and high-temperature properties
Soot-related viscosity increase
Taken cumulatively, these attributes mean that today’s high-performance additive technology is truly enabling modern, cutting-edge heavy-duty hardware to meet its full potential.
tors to accept no compromises when it comes to protection and durability while delivering meaningful fuel economy contributions.
Selecting highperformance engine oils
New engine hardware, developed to become more efficient than ever before, requires compatible lubricant technology that can help those engines meet their full potential. Technologically advanced, robust formulations that meet modern performance categories can deliver true real-world benefits.
Procuring engine oil is essential to heavy-duty fleet operations. And armed with the knowledge of what may differentiate one product from the next, operators have the opportunity to select an option that can deliver some real benefits for your business.
Sreenivas
FLEET PARTS & COMPONENTS »
Adaptable storage and cargo solutions
The Auto Accessories Collection by Channellock and MULTY Rack Systems features adaptable storage and cargo solutions with racks made to withstand the demands of heavy-duty applications. The line includes truck racks for ladders and other bulky equipment and will be available for purchase beginning in mid-February 2025. For more information visit FleetMaintenance.com/55261495
Fully electric unit with automatic GPS speed control
The IceStriker 8000 CM Combi Spreader from Hilltip is a truck-mounted, fully electric unit with a capacity of 8.0 cu. ft. that can spread bulk sand, gravel, bulk/bag salt, and fertilizers. It comes standard with HillTip’s GPS speed control system and has an integrated liquid tank for pre-wetting material as it’s spread. The unit can be powered by 12- or 24-volt dual motors, which are mounted inside a sealed, weather-resistant enclosure. An automatic GPS speed control adjusts the material rate according to vehicle speed, ensuring the exact target rate is consistently applied on each job. Other features include built-in tie-down loops, a top screen, tarp kit, and an accessory wire for installing work and beacon lights. Built using stainless-steel and polyethylene for superior corrosion resistance. For more information visit FleetMaintenance.com/55260921
Includes 3 Peak Mountain Snowflake certification
The EnduCombi RD OS drive tire from Apollo Tires is a long-wearing regional open-shoulder drive tire that features zig-zag grooves and block aids for even load distribution, plus deep 3D sipes for traction. The tire’s overall construction comes with an optimized belt package for multiple retreads.
The EnduCombi RD OS comes in sizes 11R22.5, 295/75R22.5, and 11R24.5.
For more information visit FleetMaintenance.com/55249711
Portfolio includes power distribution, circuit protection, and vehicle control solutions
Eaton ’s portfolio of low-voltage auxiliary power solutions for commercial vehicles is now available for aftermarket. For power distribution and circuit protection, Eaton offers fuses, circuit breakers, junction blocks, and fuse boxes with direct wire and J1939 compatibility. For power conversion, DC/DC converters, battery equalizers, and inverters with power levels ranging from 70W to 3kW are available. These products feature durable packaging designed for harsh conditions and IP67 sealing, ensuring resistance to dust and water. In vehicle control, customers can choose between traditional or multiplexed configurations, with options including electromechanical toggle, pushbutton, and sealed rocker switches along with J1939 keypads and electronic switch modules.
For more information visit FleetMaintenance.com/55261807
Enhanced rear
lock
for durability
Shur-Co ’s ShurTite Retractable Tarping System is equipped with new and enhanced low-profile locks to offer increased rear deck space, allowing for loading from front to rear with greater ease. This eliminates the need to manually remove heavy bracing for loading and unloading, saving time and reducing physical strain. The reduced weight—by up to 80 lbs.—enhances operator safety.
For more information visit FleetMaintenance.com/55260916
Replaces failed Ram truck hoses
A multi-fuel, single base engine for diesel and methane
The XCURSOR 13 Engine from FPT Industrial is a multi-fuel single base engine designed to run on diesel, methane, and eventually, hydrogen. It provides increased Common Rail and peak cylinder pressures, as well as new connecting rod pins and crankpin materials. The XCURSOR 13 is also easily adaptable for various vehicle installations and offers a wide range of ratings, including 460 hp/2,300 Nm to 600 hp/2,850 Nm, and provides long service intervals of up to 93,000 miles (150,000 km) for oil changes, and up to 372,822 miles (600,000 km) for DPF change intervals. For more information visit FleetMaintenance.com/55245744
Dorman Products Intercooler Hoses , No. 667-435 and 667-030, are a charge air cooler pipe and turbocharger inlet duct, respectively, designed to match the fit and function on specific Ram vehicles. Both serve as replacements for hoses that have failed due to pressure, heat, and cracking. The charge air cooler pipe will work for the Ram 2500 2018-13, Ram 3500 2018-13, Ram 4000 2013, Ram 4500 201813, and the Ram 5500 2018-13. The turbocharger inlet duct will work in the Ram 2500 2024-19, Ram 3500 2024-19, Ram 4500 2024-19, and Ram 5500 2024-19. For more information visit FleetMaintenance.com/55245740
Indicates engine air filter status without need for manual inspection
FleetguardFIT ’s LED air restriction indicators provide users with a real-time, dependable, and clearly visible indication of air filter health, enabling air filter maintenance intervals to be determined based on real-world conditions. They serve as a direct replacement for industry-standard mechanical solutions like unreliable spring-loaded gauges. Built with fully integrated algorithmic technology that monitors restriction across the air filter, the LED changes color from green to yellow to red based on the filter’s restriction, providing both a visual indication and an electrical signal of filter status. This enables fleet and maintenance managers to avoid replacing air filters prematurely, which reduces maintenance costs and increases equipment availability. The LED indicator also helps users avoid operating equipment with blocked filters, which can put additional stress on the air induction system and reduce fuel economy or power. This sensor provides customers with a quick, accurate visual of the engine’s air filter condition without the need to manually inspect the filter.
Eliminates unexpected movement of truck bed
The BedLock System , No. BL-450A/B, from Bedlock Safety Products is engineered to prevent the unexpected movement of raised dump beds, increasing user safety. With its robust design and locking mechanism, the BL-450A/B keeps the dump bed in place. It also utilizes two chains with hooks and a double key slot retention plate for additional safety and versatility. Crafted from high-strength materials, this product is built to withstand the rigors of daily use and has the ability to bear a maximum load of 50,000 lbs. per pair.
For more information visit FleetMaintenance.com/55262002
Includes new SKUs for light-duty truck batteries
For more information visit FleetMaintenance.com/55263340
Bosch Mobility Aftermarket ’s re-launched Bosch Premium Battery Program for passenger car and light-duty truck batteries includes 13 new SKUs for the Bosch S5 Premium Power Flooded Batteries. They come with a three-year warranty and provide dependable starting power, long service life, and reduced risk of acid leakage in newer models with high electronic demand. The new program also includes three new SKUs for the Bosch S6 High Performance AGM Batteries, which promise a lifespan up to two times longer than conventional alternatives and provide consistent, optimal power for start-stop vehicles and models that use regenerative braking. The S6 batteries offer a warranty guaranteeing free replacement for four years after the date of purchase.
For more information visit FleetMaintenance.com/55263347
Protects valuables from auto theft
Anti-Theft Car Safes from Console Vault are designed to protect valuables and firearms from auto theft. Built from heavy-gauge steel with a choice of drill-resistant locking mechanisms, each hidden safe is easy to install and is created to meet OEM quality standards. Multiple different applications are available for use in light trucks, SUVs, and select sedans across many makes, models, and years. Installation requires no modifications to the vehicle’s factory console. Products are backed by a lifetime warranty.
For more information visit FleetMaintenance.com/55263353
High-separation filter for pickup trucks
The PU 10 023/1 z KIT filter from MANN+HUMMEL has a high separation efficiency of more than 96% with a particle size of four micrometers, the company said. The PU 10 023/1 z KIT removes water with a three-step process: A filter medium that removes solid impurities, a coalescing fleece that absorbs water droplets, and a water-repellent screen fabric that catches enlarged droplets. The materials are elastic, can withstand the pressure and temperature of vehicle operation, and are resistant to standard diesel, biodiesel variants, and synthetic diesel fuels. The filter also includes a handhold to facilitate disassembly.
For more information visit FleetMaintenance.com/55260668
Provides low-friction, high-heat capabilities, and improved fuel economy
The Scotseal X-Treme truck hub unit from SKF can help improve fuel efficiency by lowering frictional torque and wheel-end friction overall, providing high rolling efficiency, better fuel economy, and lower emissions. The Scotseal X-Treme is a unitized, one-piece hand-installable seal with three metal unitizer rings for damage-free installation. It is constructed from HNBRX material that is broadly compatible with synthetic lubricants and is available in various dimensions for truck, bus, and trailer wheel ends for driven and non-driven axles. Comes with a 5-year, 500,000-mile warranty.
For more information visit FleetMaintenance.com/55251552
Designed for last-mile applications
TTX ’s CeraPhite Brakes are formulated from ceramics and graphite and are specifically designed for last-mile vans and trucks. Able to withstand frequent stops, the CeraPhite Brakes provide low dust, heat and noise, with high stopping power and corrosion resistance. The brakes come with an abutment clip, anti-rattle spring, caliper bleeder screws and a braket bolt, a caliper boot, and more for easy installation. The brake pads meet the 3-Leaf Requirements and are rated Level A Plus.
For more information visit FleetMaintenance.com/55241686
Delivers up to 20% improved rolling resistance
Continental ’s new fuel-efficient trailer retread, ContiTread HT, features an enhanced shoulder design that increases the tread’s durability, particularly in high scrub situations. The innovative tread compound combines an engineered tread pattern to deliver removal mileage and ensure that the retread performs well. Fleets can expect up to 20% improved rolling resistance, translating to lower fuel consumption and reduced operational costs with the new tread compound, according to the company. The retread has been developed to meet the updated SmartWay Regulations on retread products and is available across the common sizes for various customer applications.
For more information visit
TOOLS & EQUIPMENT »
Includes two batteries, charger, and carrying case
The 16V Cordless Infinium 1/4” Drive Stubby Impact Driver Kit - Green , No. MCL16SIDKG, from Matco Tools features a compact design with an overall length of less than 5” while delivering up to 300 ft.-lbs. of breakaway torque with its brushless motor. The driver is ideal for operating in tight spaces and uses a 1/4” hex opening for quick and easy bit changes. It also includes two 16V 2.5Ah Li-ion batteries, a charger, and a carrying case. For more information visit FleetMaintenance.com/55251644
Chrome finish prevents rusting
The ARES 35-pc Long Arm Hex and Star Key Wrench Set offers hex and star keys designed for nearly any fastener, even the ones at odd angles and in cramped spaces. With wrenches in SAE and metric hex sizes, and star keys in Torx sizes, these key wrenches provide extra length compared to standard key wrenches, offering more torque in addition to extra reach for more convenient access. Crafted with premium S2 steel, the chrome finish helps prevent rust and corrosion while maintaining a polished appearance, and the high visibility textured finish prevents slippage.
For more information visit FleetMaintenance.com/55251643
Features wire-free operation
The Challenger Lifts HD Mobile Column Lifts can lift any rubber-tired vehicle within its rated capacity of 152,000 lbs. without pits, cables, or compressed air. Each column operates independently and features the ability to connect up to eight units and a 25V rechargeable battery system that ensures wire-free operation. Each column has a built-in height and weight gauge, as well as communication and battery diagnostic screens. The HD Mobile Column Lifts have adjustable forks that can accommodate various vehicle types and provide ideal under-car clearance for servicing electric vehicle batteries. Challenger Lifts also has a range of accessories for lifting specialty trucks and vehicles.
For more information visit FleetMaintenance.com/55260681
Durable and offers high dexterity
Milwaukee Tool ’s anti-vibration gloves , No. 48-73-8762 and 48-73-8772, are designed to protect maintenance and mechanical professionals from harmful tool vibrations. These nitrile-dipped gloves feature a Cut Level 4 rating to protect technicians from lacerations and have a soft liner for comfort. Constructed of 18-gauge material for greater mobility and including back-of-hand protection to prevent bumps and scrapes, these gloves are reinforced in high-wear areas such as the fingertips and palms, while also including SMARTSWIPE fingertips compatible with touchscreens. Available February 2025 in sizes S-XXL.
For more information visit FleetMaintenance.com/55253079
Yellow layer offers visual safety indicator
The Gray Tools Insulated 7-pc SAE Nut Driver Set features an orange top insulation layer and a second yellow layer that acts as a visual safety indicator. The set contains sizes 3/16”, 1/4”, 5/16”, 11/32”, 3/8”, 7/16”, and 1/2”. Each driver is individually insulated and tested to ASTM F1505 standards, providing user protection for up to 1,000V.
For more information visit FleetMaintenance.com/55252307
Aids in repair planning
The EVS Plug-In Device from Elitek Vehicle Services performs pre/post scans and programming and offers live chat with the technician and customer. With a fast response time and faster cycle times, according to the company, the device is designed to aid in repair planning. It is engineered to be easy to use with PC, smartphone, or tablet capabilities, and the product features a wired internet option, status LEDs, four CAN busses, and CAN FD and DoIP readiness.
For more information visit FleetMaintenance.com/55252882
key rings
Ultra compact and attaches to
Streamlight ’s Nano Light II is an ultra-compact keychain light that can provide an hour of bright illumination from a single AAAA alkaline battery. At 2.20” long and less than an ounce, the light easily fits in pockets without taking up a lot of space and features a non-rotating snap hook to easily attach to key rings and zippers. Built with a rotating on/off head switch, the Nano Light II can offer 20 lumens of illumination for a 22-meter beam distance and a max candela of 120.
For more information visit FleetMaintenance.com/55251629
Ideal for flexible workspaces
The Folding Shelf, No. KRA412GPWZ, from Snap-on is compatible with all of the company’s KRA4000 and KRA5000 series roll cabs and KRSC430/46-series carts. Featuring a bracket that can slip over the raised lip of roll cab carts, the shelf’s piano hinge easily folds down when not in use and can provide over 1’ of extra workspace. Measuring 18.25” in length by 18” in width with a 1/4” rim to avoid losing small parts, this U.S.-made shelf is perfect for technicians with a flexible workspace. Features a lifetime warranty.
For more information visit FleetMaintenance.com/55253084
Features yellow soft-grip handle
The CTA Tools Torque Limiting Ratchet Wrench , No. 1444, is a 3/8” square drive wrench with a patented internal torque-limiting device designed to precisely install oil filter housing caps without overtightening. Its 11-1/2” length provides additional leverage and reach.
For more information visit FleetMaintenance.com/55252880
Includes 40 maintenance tasks
The MaxiSYS 906MAX from Autel is a 10.1” Android-based wireless diagnostics and service tablet with professional capabilities featuring industry-leading coverage of U.S., Asian, and European vehicles, 1996 and newer. It can perform pre- and postscans, all-systems diagnostics including reading and erasing codes, viewing and graphing live data, and bidirectional tests and services including active tests and special functions. Advanced functionality includes coding and adaptations. It also features extensive vehicle-specific, direct-to-system service, and 40 maintenance tasks including oil light reset, DPF regen, steering angle sensor reset, airbag reset, occupancy seat reset, and brake bleed. It includes Bluetooth-enabled MaxiVCI V200, which supports standard and advanced vehicle communication protocols.
For more information visit FleetMaintenance.com/55249096
Automatically provides optimal settings
The Forney Industries 190 AC/DC MP Welder, No. 300, offers AC/DC TIG, MIG, and stick welding capabilities, allowing it to handle a variety of metals, including aluminum, steel, and stainless steel. It features dual-voltage input options and TruSet technology that automatically provides optimal settings based on material type and thickness, gas, and wire diameter. It also uses a “Set-and-Forget” despooler that provides consistent wire feed performance and minimizes user errors.
For more information visit FleetMaintenance.com/55251638
Connects to smartphone as image generator
The HD Video Borescope , No. 4812-24/4AF, from Hazet features a 360-degree swiveling probe and is 1m long and 3.9mm thin. The borescope is designed to get into areas otherwise hidden from the user. With a focus range of 5mm to 100mm, this tool can detect damage as small as hairline cracks or grooves. The joystick feature can direct the camera head in any desired direction. With no display unit of its own, the borescope can be connected to a standard smartphone as an image generator and storage unit. The borescope is IP67 waterproof with a temperature operating range of -4 degrees F to 158 degrees F.
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Generates 13A corded power for tough grinding applications
The M18 FUEL 4-1/2”-6” Braking Grinder with a Paddle Switch , No. 3670-20, from Milwaukee Tool offers 13A corded power for fast cutting, delivering up to 135 cuts per charge. The tool features a POWERSTATE Brushless Motor for sustained power and 9,000 rpm to remove material faster. Meanwhile, REDLINK PLUS Intelligence provides performance and protection, while the RAPIDSTOP Brake provides stop times in under two seconds with an abrasive disc. It also includes an electronic clutch for kickback protection and overload protection.
1/2hp motor provides 5,000 strokes per minute
The Reciprocating Air Saw, No. 6355-A, from AIRCAT features a quick-change blade design retainer that allows for quick and easy blade changes without having to use another tool. Its 1/2 hp motor can provide up to 5,000 strokes per minute and uses a reciprocating crank mechanism. The saw can cut 1/4” mild steel and steel pipe up to 3”, and it accepts various brands of saw blades. The 6355-A has a rear exhaust, a total weight of 2.43 lbs., and a noise level of 87 dBA.
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Increases safety for technicians in risky environments
DENIOS Non-sparking 1/2” Drive 21 Pc SAE Socket Set makes the shop safer for technicians working close to flammable gases, vapors, liquids, or dust. These aluminum bronze tools reduce the risk of fires and are corrosion resistant, with the set featuring 5/16”–1-1/4” sockets, a ratchet, bars, and an anti-static case. The set measures 16” long by 20.3” deep and 5.5” high and weighs 18 lbs.
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Preset shortcuts adapt to repair needs
The TEXA IDC6 AI Diagnostic Assistant is designed to provide technicians with the advanced experience and troubleshooting knowledge needed to diagnose repairs quickly and accurately the first time. The IDC6 engine uses relevant and filtered data, validated vehicle records, and code-specific technical service bulletins to identify the correct repair blueprint for all vehicle issues. Two functional steps based on AI support operate IDC6 diagnostic assistance, focusing on autonomous working access. The AI Smart Diagnosis function guides technicians through all diagnostic stages. IDC6 quickly completes the TGS3 control unit scan for automatic vehicle selection, and VIN Scan confirmation, then optimizes malfunction identification and suggests effective troubleshooting and repair or service options.
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Mini-Ductor® Venom® HP
YouTube Shorts
Features integration with RepairSolutions2 app
QUICK QUICK QUICK QUICK
Attention, tool and equipment marketers! Do you have a product you'd like featured in our new Quick Pick series on YouTube Shorts? Let us know at editor@fleetmaintenance.com. You must be able to provide images and b-roll of the product in use, or send us the product to test out and video.
Designed for accuracy and mobility
The AirPro Auggie from AirPro Diagnostics is a forward-facing camera (FFC) solution for ADAS calibrations. Auggie utilizes machine learning and vision technology to render ADAS targets and lighting conditions accurately, ensuring precise alignment for proper FFC ADAS calibrations according to vehicle manufacturer specifications. Designed for accuracy and mobility, Auggie delivers precise calibrations in any environment and is compatible with the most sophisticated calibration-capable scan tools. This solution is designed to streamline the ADAS calibration process, allowing your business to operate more efficiently and increase profitability.
For more information visit FleetMaintenance.com/55253097
Minimizes risk of strain and injury
Rotary ’s R1250 Leverless Tire Changer provides a safe and easy solution for changing tires with a pneumatic, frontloading wheel lift for strain-free set up, dual-bead rollers for faster mounting and demounting, and laser-guided, automatic tool positioning for accuracy. The patented, quicklocking center-clamping pedestal helps prevent accidental wheel damage, while a telescoping, three-position pedestal allows users to service a wide range of wheels. With pushbutton controls and synchronized bead rollers, technicians can stay in virtually one spot, minimizing the risks of strain and injury.
For more information visit FleetMaintenance.com/55247483
The Matco Tools OBDII Code Reader, No. MDCRADV, provides comprehensive system diagnostics and can read and clear engine codes, including those for ABS and airbag systems. It also supports Battery Management System initialization, battery reset after maintenance, and TPMS relearn for enhanced tire safety. The OBDII Code Reader offers integration with the RepairSolutions2 app, allowing users to access verified repair solutions, predictive repairs, maintenance alerts, and recall information. It can provide real-time OBDII live data, detailed cylinder misfire data, freeze frame captures, and vehicle status checks.
For more information visit FleetMaintenance.com/55251640
Part of Mitchell 1’s Manager SE Truck Edition
Mitchell 1 and FinditParts are offering a comprehensive heavy-duty parts eCatalog within the Mitchell 1 Manager SE Truck Edition. The catalog includes OEM and aftermarket parts for semitrucks and other commercial vehicles, with over 7 million SKUs available from thousands of manufacturers, the companies said. This will also allow technicians and service writers to update quotes and work orders with real-time data from the FinditParts’ catalog within Manager SE Truck Edition.
For more information visit FleetMaintenance.com/55249706
Versatile, precise, and durable
The Kangaroo Jack , No. WS-24-LPJ, from ARI-HETRA is a precise tool that can be used for forklift, vehicle, and rigging maintenance. The hydraulic jack features an adjustable lifting bracket and compact design for easy movement and storage, as well as a lifting capacity of 12,000 lbs. at the lift bracket and 22,000 lbs. on top of the piston. The jack measures 14” in length by 10” in width by 24” in height and has a minimum height of 1”.
For more information visit FleetMaintenance.com/55248192
