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:: Feature
20 Nuclear verdicts rising
As more lawyers find ways to win multimillion-dollar lawsuits against fleets, insurance costs are on the rise. Investing in technology today can help your fleet operating tomorrow.
Regulations
14 Pilot HOS programs test driver flexibility
Prebuy
16 Did you know that EPA27 isn’t dead yet?
:: Cover Story
Eye on 2026
18 ACT Research lays out the path forward
Safety 411
26 Time to empower the next generation
28 2026 Fleet Vehicle Guide
FleetOwner’s annual guide provides an overview of all the light, medium, heavy, and alt-fuel vehicles in 2026. Check out the new and returning tractors, trucks, pickups, and vans for commercial operations.
:: Feature
56 Eyes on the road ahead
Transportation technology solutions are transforming fleet safety from reactive to proactive today. What can you can expect by 2030?
The Fifth Generation Cascadia from Freightliner unlocks a new level of efficiency and savings in every mile of your drive. Streamline airflow with the Max Aero Bumper, reduce drag with front wheel well closeouts, and optimize fuel economy with the aerodynamic A-Pillar Deflector. From early mornings to late nights, the Fifth Generation Cascadia is always fueling forward.
How to launch an electric truck company during the Trump era
Countless commercial
EV initiatives in the U.S. have either failed or stalled. Despite this, manufacturers still plan to succeed and grow where others failed.
Online
Zero-emission truck manufacturer ZM Trucks opened its first truck assembly plant in the Inland Empire, California, in late August. The company constructed the plant in only 88 weeks and plans to sell as many as 1,200 zero-emission trucks next year. Joost de Vries, CEO of ZM Trucks, joined The Fleet Lead podcast recently to share why his OEM emphasizes the importance of TCO and ROI for fleet managers, regardless of emissions. FleetOwner.com/podcast
Webinars
Future of freight: AI is now a competitive necessity. This free online event shares survey findings on AI adoption among shippers and future industry trends. Attendees will learn about promising AI applications like disruption planning, asset optimization, and customer experience, as well as how to prepare their organizations for innovation. FleetOwner.com/FutureFreight
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Market Leader
Commercial Vehicle Group
Dyanna Hurley dhurley@endeavorb2b.com
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Kevin Jones kevin@fleetowner.com @KevinJonesTBB
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Josh Fisher josh@fleetowner.com @TrucksAtWork
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Lessons from private fleet growth
How strategic planning set some fleets up for success when times got tough
By Josh Fisher Editor in Chief
@TrucksAtWork
Forward thinking, focus on people, technology, equipment, and safety planned out years ago continues to pay off for the companies that invested in their transportation networks.
THESE ARE THE TIMES that try fleets’ souls.
With apologies to Thomas Paine, the sentiment feels apt. For-hire carriers are grappling with this prolonged freight recession, while private fleets boast remarkable strength.
“There’s plenty of freight. There are just too many trucks,” noted Jim Lager, EVP of Penske Truck Leasing, sponsor of the National Private Truck Council’s 2025 Benchmarking Survey Report. The freight recession is forcing fleets to revisit strategies to find an edge, something private fleets did during the pandemic, as their parent companies sought supply chain control. Those investments are still paying off.
The data displayed in this year’s report offers lessons from the 104 NPTC fleets that participated by sharing operational data.
One lesson is about taking control through growth. NPTC’s Tom Moore, the report editor, referred to this focus as “a return on value invested by parent companies.”
The 2025 survey confirms this strategy is working, NPTC CEO Gary Petty told industry journalists. More than 75% of surveyed private fleets have increased shipments, volumes, and value for 11 consecutive years.
Mike Schwersenska, transportation VP for Brakebush, underscored how important control is, particularly when handling perishable commodities like the chicken his fleet moves nationwide. Wegmans Food Markets increased its footprint along the East Coast in recent years. The popular grocery chain has succeeded in large part due to its wellthought-out transportation network.
“We’ve always had a clear path for slow, steady growth,” David Barth, transportation safety manager for Wegmans and NPTC chairman, said. “A lot of the increase in the volume we’re seeing is through growing our own network of stores and moving into new markets. We want our drivers handling the majority of that freight because nobody can handle that work as well as them.”
Speaking of drivers, how private fleets invest in people is another lesson. Private
fleets’ rate dropped below 20% last year. The surveyed fleets employ about 35,000 drivers.
“Our private fleets are doing a better job of understanding the true cost of turnover,” Moore said. These fleets find value in building up better employee support systems.
A lot of that support comes from good pay. Ten years ago, the average private fleet driver made $62,000 annually. Today, it’s over $90,000. Good pay, good support, and sound equipment create staff stability.
Another lesson is leveraging technology and efficiency. “Use of advanced technology, without a doubt, is the highest in the industry,” Petty said of his membership.
Private fleets’ Class 8 trade cycles average about 6.6 years, with fewer miles driven as distribution centers move closer to customers. In 2024, the average semitruck traveled 80,400 miles—down from 85,000 in 2023 and 91,600 in 2019.
Opening a new Wegmans depot in Virginia to get closer to Mid-Atlantic stores had an “enormous impact on the number of miles we’re driving,” Barth noted. “It’s a conscious business decision that has paid dividends.”
Perhaps the most compelling lesson from NPTC is its members’ unwavering commitment to safety. “If it’s not safe, it’s not going to be efficient,” Moore, who has been editing the Benchmarking Report for 18 years, told me.
Private fleets are three times safer than the average motor carrier, according to the Federal Motor Carrier Safety Administration. And that’s not by accident; it’s something that NPTC members collaborate on all year long. “Safety is not a strategic advantage,” Schwersenska said. “So we try to make sure that we’re sharing as many good practices as possible, including what works and what doesn’t.”
The entire trucking industry is facing countless headwinds. But NPTC’s members’ planning, investments, collaboration, and people are proving to companies that transportation control, efficiency, driver support, and safety are the surest path forward. FO
Veteran Paccar executive to retire in January
One of the most senior executives at Paccar plans to retire early next year, at which point his responsibilities will be divided among two of the company’s senior vice presidents.
Darrin Siver has been with Paccar, the parent company of the Kenworth and Peterbilt brands, for more than 30 years and has served as one of its three executive vice presidents since January 2023. The executive, who was 58 years old at the time of Paccar’s most recently filed proxy statement earlier this year, has been overseeing Peterbilt and Paccar’s corporate quality and purchasing groups.
Two executives are preparing to take over those duties, e ective January 5:
CTO John Rich will stay in his role but also add to his job description the corporate oversight of Peterbilt. Rich joined Paccar in March 2021 from Ford, where he had spent more than three decades and had most recently helped oversee global strategy and the company’s work on autonomous vehicle technology.
Laura Bloch, who oversees Kenworth and Paccar Parts, will also take on responsibility for quality and purchasing. Bloch was a leadership development intern at Paccar in the summer of 2003 and has since risen through various distribution, sales, and operations roles. She was elevated to general manager of Paccar Parts in March 2022 and
was named a senior vice president at the beginning of this year.
DOT proposes adding fentanyl to truck driver drug testing rules
Truck drivers will soon have fentanyl added to their drug tests.
The Department of Transportation issued a notice of proposed rulemaking (NPRM) to add fentanyl to its drug testing regulations.
The rule would add fentanyl and norfentanyl (a fentanyl metabolite) to DOT’s drug testing panels. The tests would screen for fentanyl in both urine and oral fluid, but screen for norfentanyl in urine only. Safety-sensitive employees, including commercial vehicle drivers, are required to undergo and pass regular drug tests.
Currently, DOT has no formal testing method for detecting fentanyl use. Drivers could theoretically use the drug with little chance of being caught through federally directed tests.
Expanding drug testing to include fentanyl would help prevent addictive drugs from a ecting fleet safety.
If passed, the rule would implement the most sensitive analyte screening ever in DOT’s panel: Merely 1 ng/mL of fentanyl or norfentanyl in urine would trigger a positive result. For comparison, the second-most sensitive urine analyte cuto is 6-acetylmorphine (10 ng/mL), and the least sensitive urine analyte cuto is morphine (4,000 ng/mL).
The detection window for the drug is smaller than other substances. The detection window is also complicated by the type of fentanyl, the user’s age, kidney and liver function, and interactions with other drugs. For a subject that is not a regular user, urine tests could likely detect fentanyl exposure within two to four days. For chronic users, fentanyl could be detected in urine roughly 13 days after the last dose.
In hair testing (which is not yet used by DOT), fentanyl could be detected in laboratory tests as far as 90 days after the last dose.
DOT is accepting comments on its proposed rulemaking until October 17. The agency will likely issue a final rule and enforcement timeline some months after the end of the comment period.
Cummins introduces new engine brake for X10
Cummins recently introduced the High Power Density (HPD) engine brake in its X10 engine, marking the fi rst market application of this technology. The X10 engine is designed for heavy- and medium-duty vehicles, including vocational, regional haul, and transit bus applications, and replaces the L9 and X12 engines in Cummins’ HELM fuel-agnostic engine lineup.
“The HPD engine brake is both a unique and ideal braking solution for the wide displacement coverage of the new X10 engine, as well as the variety of duty cycles to be served,” RaNae Isaak, program leader of the X10 at Cummins, said. “Feedback from both OEM and end-user customers who have test-driven the new X10 with the HPD engine brake attest to its ability to o er the braking power of up to a 13L truck, via a 10L displacement engine.”
Darrin Siver Photo: Paccar
Cummins’ X10 engine is designed for use in heavy- and medium-duty vehicles.
Photo: Cummins
The HPD engine brake is available in 3-cylinder and 6-cylinder versions and provides up to 320 hp and 475 hp at 2,300 rpm. It delivers up to 40% more braking power at high engine speeds and up to 100% improvement at lower cruise speeds compared to traditional compression release braking. A 1.5-stroke mechanism with cylinder deactivation enables two compression release events per camshaft revolution. This supports improved braking efficiency, fuel savings, and a reduced total cost of ownership.
ATRI seeks carrier data on new entrant driver training and safety
The American Transportation Research Institute is calling on motor carriers to take part in a new study examining how driver training impacts safety and retention. The project updates ATRI’s 2008 research and will evaluate the effectiveness of the Federal Motor Carrier Safety Administration’s entrylevel driver training requirements.
Carriers that have hired at least 25 new entrants since March 2022 are eligible to participate. For this study, “new entrants” are defined as CDL holders with three weeks to 24 months of professional driving experience whose first job was with the reporting carrier.
The fleets participating in the study will provide data on demographics, safety events, crashes, select violations, and telematics, as well as training and retention
averages such as trainer drive time and home time. All information will remain confidential, anonymized, and published only in aggregate form, with ATRI prepared to sign NDAs where needed.
Carriers interested in contributing can complete ATRI’s motor carrier questionnaire at TruckingResearch.org.
Nagle acquires Kandel Transport
Nagle Companies, a Wallbridge, Ohio-based specialist in fresh and frozen food transportation, recently acquired Kandel Transport, an Ohiobased carrier that provides refrigerated trucking services.
The acquisition combines two family-owned companies that share a
Photo: 40306231 | Vitpho | Dreamstime
long-standing commitment to safety, service excellence, and customer satisfaction. With the addition of Kandel’s fleet, the combined operation will include 115 tractors, 200 trailers, and generate approximately $45 million in annual revenue, Nagle reported. Terms of the transaction were not disclosed.
“Kandel Transport has built a strong reputation for integrity, safety, and reliability,” Ed Nagle, Nagle Companies president and CEO, said in a news release. “We saw early on that our companies shared not only the same values but also complementary strengths. By joining forces, we’ll be able to provide enhanced resources, upgraded technology, and stronger network opportunities for our customers while supporting the talented team at Kandel.”
The new partnership began years ago when Jack Daniels, owner of Kandel, and Nagle, a recent past chair of the Truckload Carriers Association’s refrigerated division, developed a professional relationship while operating in similar markets, the companies explained. In 2024, Daniels approached Nagle about forming a strategic relationship, which eventually evolved into a full acquisition following months of collaborative discussions and evaluation.
The acquisition provides Nagle with additional strategic advantages, including Kandel’s cross-border operations in Canada. The combined scale also increases negotiating power in areas such as fuel, equipment, and parts purchasing while providing capital e ciencies that benefi t both employees and
customers. For now, Kandel will continue to operate under its existing name and structure as integration e orts move forward.
Fleetworthy adds roadside inspection reporting
Fleetworthy released 10 new SmartTiles in CPSuite, its cloud-based driver and asset compliance management platform, bringing the total library to more than 100. SmartTiles provide fleets with insights into roadside inspections, providing both driver- and asset-focused views, and are included at no additional cost.
“Roadside inspections are one of the most visible compliance challenges facing fleets, and our new SmartTiles give customers a sharper, more flexible view into this critical area,” Shay Demmons, CPO at Fleetworthy, said. “By o ering both driverand asset-based insights, we’re making it easier for fleets to identify trends, address risks, and improve performance before issues lead to violations or downtime.”
SmartTiles enable fleets to customize dashboards, surface compliance insights, and enhance operational e ciency through automated reporting and recurring email or SFTP reports, allowing leaders to make faster, data-driven decisions
Aurora, McLeod partner on autonomous truck TMS
Autonomous truck company Aurora recently announced a partnership with McLeod Software, marking a milestone: the first transportation management system with autonomous truck integrations.
The plan is to connect the McLeod TMS to Aurora’s self-driving trucks via application programming interface integration. The connection would benefit fleets using both Aurora’s trucks and McLeod’s TMS. These customer fleets will be able
to easily tender loads and gain realtime visibility into their autonomous vehicles’ operations.
“Integrating Aurora’s autonomous capabilities into our TMS platform provides our customers with a pathway to adopt autonomous tractors within their operations,” Tom McLeod, founder and CEO of McLeod Software, said.
The partnership could make it easier for fleets using McLeod to integrate and manage autonomous trucks. Aurora this year announced several other autonomous milestones, including driverless operations at night, a new Phoenix terminal, and expanding operations into Texas.
Macro environment continues to weigh on public LTL carriers
Many publicly traded less-thantruckload carriers reported negative numbers for the first two months of the third quarter, thanks in part to a sluggish economy.
Old Dominion Freight Line, XPO Logistics, and Saia—No. 10, 13, and 19, respectively, on the 2025 FleetOwner 500: For-Hire list—saw their August tons per day fall an average of 5.4% from the same month in 2025. The companies’ shipments per day showed a similar trend.
Old Dominion (-1.2%) and XPO (-1.3%) also saw their weights per shipment slip in Q3 due in large part to weakness in manufacturing activity. Most analysts aren’t expecting that dynamic to change soon, citing ongoing policy uncertainty that is limiting major investments but not quite squashing demand. FO
Photo: Nagle Companies
Photo: Aurora
Pilots to test driver flexibility
FMCSA’s HOS exemption pilot programs have reached the Federal Register
by Jeremy Wolfe
The Federal Motor Carrier Safety Administration is another step closer to loosening its hours-of-service requirements. FMCSA published its proposed HOS pilot programs in the Federal Register last month, outlining in greater detail what the pilots could look like.
The agency is developing two pilot programs that allow fleets and drivers more HOS flexibility: one allowing drivers to pause their 14-hour driving window and one to split their sleeper berth time.
The agency said the pilots will help it determine if greater HOS flexibility can reduce fatigue and improve safety.
“Truck drivers are the backbone of our economy, and we owe it to them to explore smarter, data-driven policies that make their jobs safer and more enjoyable,” Secretary of Transportation Sean Duffy said. “These pilot programs will help identify real solutions for America’s drivers without compromising safety.”
Pilot 1: Pauses for 14-hour driving windows
Current HOS regulations put a hard limit on driving after 14 hours since coming on duty. The split duty period program would allow commercial motor vehicle drivers an option to extend their 14-hour driving window by pausing their driving time.
The pause, FMCSA now confirms, would include detention time. The driving pause period could be anywhere between 30 minutes and three hours.
“FMCSA believes that the exemption covered by the proposed pilot program provides the flexibility to take extra rest, avoid driving during traffic congestion, and mitigate the impacts of unreasonable ‘detention times,’ thereby improving the working conditions of America’s truck drivers,” the agency said in the Federal Register.
Pilot 2: Flexible sleeper berth split options
Current HOS rules also require a 10-hour off-duty period each day. That period can be 10 hours consecutively or split into two separate periods, where the first period is at least seven hours and the second at least two hours. These periods can include 7/3 or 8/2 splits.
FMCSA’s flexible sleeper berth program would allow participating drivers to divide their sleeper berth time into other configurations, such as 6/4 or 5/5 splits. Splitting someone’s daily sleep into two periods is known as biphasic sleeping, a practice that was common in winters before the industrial revolution. In its proposal, FMCSA referenced several independent and sponsored studies that suggest multi-phased sleep might not make drivers significantly more fatigued.
How fleets would participate in the exemption pilots
FMCSA is limiting participation to 256 CMV drivers for either program (a maximum of 512 drivers combined). The pilots would take about 34-36 months to complete.
Each driver would submit data for four months—one month to collect baseline data and three months using the exemption.
Participating carriers would submit application information for a pre-study briefing. The agency requires that participating carriers do not have:
• A high or moderate risk crash rate.
• A conditional or unsatisfactory safety rating.
• Any enforcement actions within the past three years.
• A driver out of service (OOS) rate above 5.97%.
• A vehicle OOS rate above 21.41%.
FMCSA would provide its eligible participants’ drivers with a smartphone and smartwatch to monitor health information, including fatigue, alertness, and rest cycles.
To apply, fleets and drivers would complete an online application at the pilot program’s website.
FMCSA is accepting comments on its proposed programs until November 17. After the comment period closes, FMCSA will publish a final rule some undetermined months later, likely announcing the program’s timeline. FO
The exemption pilots were first announced as part of the Pro-Trucker Package in June.
Photo: Department of Transportation
Is your fleet ready for lingering law?
EPA27 isn’t dead yet. Trucking
by Jade Brasher
INDIANAPOLIS—While
fleet owners and truck buyers might have been able to ignore EPA27 woes over the summer, the deregulation-focused Environmental Protection Agency has offered no updated guidance on the regulation’s fate—and the clock is ticking.
This time a year ago, the 2027 prebuy was one of the hottest topics in the industry. Yet after the presidential election, the conversation changed. Instead of talking strategy about vehicle acquisition and prebuy, the industry celebrated the hope that the Trump administration would eliminate or postpone the regulation predicted to cause the cost of model year 2027 trucks to skyrocket.
The regulation in question is part of the EPA’s Clean Truck Plan and requires all heavy-duty trucks model 2027 and later to emit no more than 35 milligrams of NOx per horsepower-hour (the current regulation is 200 milligrams per horsepower-hour). To meet these standards, OEMs anticipate equipment costs to soar—upwards of $20,000— due to the cost of complex components, aftertreatment systems, and a required increase in the vehicle’s warranty period. While the rule is technically final, the Trump administration is “reevaluating” it, the EPA announced on March 12. Since then, truck manufacturers kissed the prebuy goodbye—which many predicted would have begun already.
With 2027 less than 18 months away, industry leaders are warning trucking companies not to get comfortable—at least not yet. Paul Rosa, SVP of procurement and fleet planning at Penske, believes that even if the “goal post is moving” regarding emissions regulations, that doesn’t change the outcome.
Rosa offered this insight as part of a discussion on the status of emissions regulations at the 2025 FTR Transportation Conference here in Indianapolis.
industry executives advise fleets to prepare.
The EPA is reevaluating the agency’s heavy-duty emissions standards for 2027. With no clear guidance yet announced and with 2027 less than 18 months away, industry leaders are warning trucking companies not to get comfortable.
Photo: Joe Sohm | 52311444
Both Rosa and Sean Waters, VP of compliance and regulatory affairs for Daimler Truck North America, took a conservative approach to the pending emissions regulations changes, signaling that the industry cannot afford to ignore potential procurement disruptions if the decision to eliminate, amend, or push EPA27 is not made soon.
“If [EPA27] is going to go into effect as it’s scheduled to go into effect, we’re running out of time for that decision to be known and for fleets to make a decision,” Rosa said, noting that in a few short weeks, OEMs will begin the production of their MY 2026 vehicles, leaving fleets just one year to plan their truck acquisitions before MY 2027 vehicles.
Tariffs and the freight recession have both slowed OEM production, as noted by FTR’s data, which could prevent OEMs from being able to meet fleets’ demand as we inch closer to 2027.
Until EPA announces otherwise, EPA27 is the law
Truck OEMs are currently bound to the regulations that are in front of them—and EPA27 is still law. Multiple truck makers and engine suppliers have announced the development and,
in some cases, the validation of new EPA27 models that could begin selling within the next year. As Waters stated, equipment development takes years, and “there’s not supposed to be changes to any emission regulations without four years’ lead time,” he said.
Waters believes the change most likely to occur with EPA27 would be with the warranty requirements, which increase from 435,000 miles to 650,000 miles under the current EPA27 rule.
The latest on EPA27
Other truck manufacturers have suggested a delay is likely, and industry organizations have tried to persuade EPA to delay its rule.
Traton SE said that there is a high possibility that the rule will not go into effect by January 1, 2027, citing the lack of certainty surrounding the regulation.
In the meantime, the American Trucking Associations and other organizations requested that EPA delay the low NOx requirement by four years, from 2027 to 2031.
While uncertainty surrounds trucking emissions policy, the fact remains that the government still considers the EPA27 rule final. FO
DEPENDABILITY SHINES THROUGH
As the clouds of uncertainty gather on the horizon, rise above them with the power, eff iciency and unflinching reliability of the most trusted engine in the industry.
ACT Research lays out path forward
Insights and forecasts as economic roller coaster nears year’s end
by Jeremy Wolfe
As the industry grapples with flat freight demand and low for-hire rates, the national economy wallows in widespread uncertainty—on tariffs, interest rates, taxes, and more. There might be no better time for a seminar that shares industry analysis on the market’s vitals.
ACT Research held its 73rd Market Vitals Seminar in Columbus, Indiana, in late August. At the event, industry experts discussed the health of the industry, and ACT’s team provided its outlook for the commercial vehicle and freight markets for the next years.
FleetOwner had the opportunity to sit down with several of ACT’s analysts to explain the industry’s pressing problems and murky questions. The entirety of these conversations are available on our website at the following URLs.
WHERE’S THE ELECTRIC TRUCK MARKET HEADING?
The new federal administration is mixing up alt-fuel trucking in big ways. State and federal incentives are dissipating. Electric vehicle adoption forecasts are dropping for U.S. markets.
While ACT Research’s analysts Lydia Vieth and Ann Rundle lowered their North American Class 4-8 battery electric vehicle adoption forecast—from 41% by 2040 down to 27% by 2040—they expect the market will continue to grow. As battery energy density grows and other nations maintain adoption momentum, fleets could see electric trucks’ TCO as a more persuasive option in the coming years. www.fleetowner.com/55315287
THE OVERCAPACITY PROBLEM: PAST, PRESENT, FUTURE
Average for-hire trucking rates have remained painfully low, with overcapacity bearing much of the blame. In this podcast episode, Tim Denoyer, ACT’s senior analyst, explains the history of the industry’s overcapacity problem—and how it will likely resolve.
The pandemic’s supply chain shocks pushed companies to develop private fleets and incentivized a wave of new trucks and owner-operators. Those sources of new freight capacity proved more persistent than the industry expected. Now, equipment demand is dropping—setting the stage for a capacity crunch.
www.fleetowner.com/55313687
WHEN WILL FREIGHT DEMAND IMPROVE?
Freight demand remains sluggish, further hurting for-hire fleets’ profitability and rates. As Jim Meil, principal and industry analyst from ACT Research, explains in this video interview, a large chunk of that stagnant demand comes from sluggish manufacturing and housing sectors. The industry keeps a watchful eye on freight-intensive sector growth, though without hopeful signs as of late.
“We wish there were indicators that we’re coming out of [the trucking recession],” Meil told FleetOwner ing real hard for them, but the signs are not promising.” www.fleetowner.com/55312768
TARIFF POLICY BURDENS FACING FLEETS
If goods cost more because of inflation from tariffs, consumers will simply get less stuff, and “stuff is what trucks haul,” Ken Vieth, president and senior analyst of ACT Research, explains succinctly in this video interview.
In this conversation, Vieth details the burdens of tariffs on the transportation industry. Not only will duties cause consumer spending to stagnate, but the policy will also increase commercial vehicle equipment prices. Vieth expects even more price increases as new tariffs are announced, which could further disadvantage U.S. manufacturers that use imported parts. www.fleetowner.com/55311740
Ann Rundle, VP (left) and Lydia Vieth, research analyst (right).
Photo: Endeavor
Ken Vieth, president and senior analyst (left)
Photo: Endeavor
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As more lawyers find ways to win multimillion-dollar lawsuits against fleets, insurance costs are on the rise. Investing in technology today can help keep your fleet operating tomorrow.
by John Hitch and Kevin Jones
Over the past decade, trucking companies have faced a growing concern: nuclear verdicts, or judgments exceeding $10 million in civil suits related to crashes. Insurance premiums and legal costs rise as a result, and these issues are spreading like a mushroom cloud at a time when fleets need to keep costs down as economic factors such as inflation and tariffs threaten to increase equipment and parts prices.
Commercial auto liabilities have experienced an annual 10.1% growth since 2016, according to David McKnight, a principal at the Brattle Group consulting firm. He said this is the biggest increase in insurance segments tracked in his company’s Tort Costs in America study.
McKnight’s research indicates that costs and compensation related to the U.S. tort system totaled $529 billion in 2022, accounting for more than 2% of the U.S. GDP. And 11%, or $58 billion,
“Investing in [ADAS] technologies is not just about compliance. It’s about creating a safer working environment for drivers, protecting valuable cargo, and safeguarding the company’s reputation.”
— Brian Holland, Fleet Advantage
was related to commercial vehicles.
“Nobody can deny the fact that our industry is targeted,” asserted Drew Hofley, VP of sales at Phillips Industries. “For every dollar of revenue that [trucking companies] make, 90 cents of it goes
to cover their costs,” he noted. “They now must self-insure, shaving their razorthin profit margins even more.”
He mentioned a particular personal injury lawyer in Dallas who brags on billboards that he earned a client $27 million for injuries he suffered in a truck accident. The lawyer’s fee: $21 million.
“Anybody who says it’s not inflationary is delusional,” Hofley added.
From 2022 to 2023, the amount of nuclear verdicts overall in the U.S. rose to 89, a 27% year-over-year increase, Marathon Strategies reported in its Corporate Verdicts Go Thermonuclear report. The median award was $44 million, though the number of thermonuclear verdicts—those above $100 million—is on the rise. Marathon said these grew by 35% in 2023. Juries from Missouri ($4 billion) and Texas ($3.7 billion) gave out the most nuclear verdicts overall across several industries.
In Missouri, a jury levied $450 million
Guaranteed Accurate Weights
Survey ranks top technology providers and highlights key challenges for U.S. fleets
by Jenna Hume
Fleet professionals weigh customer service, telematics, and insurance savings as the most important factors in choosing technology providers.
With the growth of AI and reliance on telematics for safety and compliance, technology is more important to fleets today than ever before; however, not all trucking technology is created equal.
Samsara and Endeavor Business Intelligence (a division of FleetOwner’s parent company, EndeavorB2B) recently partnered on a study comparing fleet management technology providers. This study included a survey of over 500 fleet management professionals in the U.S., focusing on “the top challenges they face today, what they value most in technology, and how different fleet management technology providers compare.”
“Our research shows that within a crowded market of technology providers, not all deliver the same level of quality,” Paul Mattioli, EVP of Endeavor Business Intelligence, said. “Choosing the right platform is a long-term strategic decision that will determine whether businesses get the outcomes they need. This study makes clear that fleet leaders need technology that works reliably every day, provides clear insights, and improves both safety and efficiency in measurable ways.”
Key findings from the Samsara-Endeavor fleet technology survey
Critical operational challenges for U.S. fleets
According to the study, the top three most pressing issues for fleet management professionals today are fuel costs (32%), driver shortages (30%), and recruiting and training employees (29%).
However, the study notes that fleet size significantly impacted the survey responses for these pressing issues. Larger fleets were found to be more likely to struggle with technician shortages (26%) and driver retention (25%) compared to smaller fleets. Smaller fleets were found to be more likely to struggle with fuel costs (40%) and insurance costs/availability (37%).
What
fleet
managers prioritize when selecting fleet management technology
When asked what matters most in choosing a provider, support and customer service ranked at the top, with 85% of respondents saying it is extremely or very important. Fleet professionals also highly ranked asset tracking (79%), a quality driver app (79%), and insurance premium reduction (75%).
Fleet technology satisfaction rankings: Top providers evaluated by industry professionals
Respondents ranked their firsthand experiences with technology they currently use or have used. The highest ranked was Samsara (84%), followed by Geotab (76%), Powerfleet (74%), Zonar (71%), and Motive (70%). Trimble/PeopleNet received the lowest overall satisfaction score (55%).
Survey approach and fleet demographics behind the study
This study was conducted by Endeavor Business Intelligence, commissioned by Samsara, from May 8 to June 4. It includes 521 responses from U.S.-based fleet management professionals. To qualify, respondents had to be directly involved in their company’s fleet technology decisions, work for companies headquartered in the U.S., and manage fleets of 11 or more vehicles.
The majority of respondents (68%) have more than 50 commercial vehicles (CVs) in their fleet, and more than a fifth of respondents (22%) have over 500 CVs in their fleet. Respondents were recruited through Endeavor’s proprietary databases, including FleetOwner and Fleet Maintenance. Note: As of February 2025, Trimble no longer owns PeopleNet and does not offer any telematic solutions.
Photo: Robert Philip | 78119726 | Dreamstime
in punitive damages against Wabash because an intoxicated driver sped directly into a nearly stopped 15-yearold trailer’s backend and died, as did his passenger. Judge Christopher McGraugh decided that it was “grossly excessive” and lowered it to $108 million, with additional Wabash appeals still pending. Texas, meanwhile, can claim the $100 million verdict against Werner Enterprises and a $160 million decision against Daimler Truck North America.
This report noted Florida dropped from second place to seventh after tort reforms were signed into law.
That’s not even scratching the surface of the complicated issues that have created an environment where nine-figure nuclear verdicts are no longer surprising—and which are leading to unsustainable trucking insurance rates.
The Wabash case, in particular, raised many concerns for fleets: What does it mean for fleets still operating older trailers (or trailers with rear-impact guards [RIG] spec’d to meet National Highway Traffic Safety Administration standards when stronger upgrades are available)? What does it mean for trailer OEMs that might wonder what the point of federal safety standards is if a jury can come back years later and decide you should have exceeded regulations.
The case facts can make any fleet feel like the system is rigged:
In 2019, two young men, a father and a father-to-be, died in an accident when the Volkswagen sedan they were in crashed at highway speed into the rear of a tractor-trailer that had slowed to a near stop in a construction zone. A toxicology report revealed the driver was intoxicated; a police report indicated that neither occupant was wearing a seat belt, according to a filing by the carrier involved, GDS Express, which has since lost its operating authority.
Attorneys representing the surviving family members argued that a stronger RIG could have saved the lives of both the driver and passenger. They contended that Wabash, the manufacturer,
used a design that met only the minimum federal requirements in 2004, rather than implementing a more robust RIG.
Wabash contended that the collision severity was “far in excess” of that contemplated by the RIG regulations and that the plaintiff’s case—which focused on a RIG design from a decade later— punished Wabash for “current conduct”
rather than the conduct related to the accident, a violation of Missouri procedure and even a violation of Wabash’s Constitutional rights, as the company argued in a motion for a partial summary judgment.
For fleets and equipment manufacturers, is this an anomaly, or does it represent a trend? What are Wabash’s appeal
options and arguments moving forward? How can eets and equipment manufacturers better safeguard themselves? How can a company mount a defense without appearing insensitive to accident victims? When will this cycle conclude?
Taking on the nuclear threats
With the proliferation of nuclear verdicts, eets cannot wait for other states to reform their tort law, and they certainly cannot “duck and cover,” the recommended practice for actual nuclear explosions. They must face the threat head-on. And while plaintiff lawyers emotionally manipulate juries to achieve their lucrative payouts, eets have found technology to strike back.
In the cab itself, this means advanced driver assistance systems, including collision mitigation, lane keep assist, and blind-spot monitoring. These are always active and provide surface-level protection. Fleets can go deeper with AI-enhanced dashcams, as well as trailer compatibility. In the event of an accident, they can provide video evidence that may exonerate a eet. Preventively, they act as in-cab coaches giving realtime alerts if a driver is speeding (via an accelerometer) or engaging in behavior that could distract them.
Video can also be sent to management
This chart breaks down the total value of nuclear verdicts in 2023, showing that product liability and wrongful death cases accounted for a significant portion of awards. For the trucking and transportation sectors, these verdicts represent a growing financial threat. Source: Marathon Strategies
for review of speci c unsafe practices, allowing for more in-depth coaching. In addition, positive and negative events can be used to train other drivers. Some may show how a eet’s star driver turned certain doom into a near miss, while another can show how a momentary lapse in judgment can create a fatality.
Advanced driver assistance systems offer a powerful dual bene t, according to Brian Holland, president and CEO of Fleet Advantage. They enhance safety by mitigating human error and simultaneously drive down operational
Nuclear verdicts (awards over $10 million) against corporations jumped 27% in 2023 to a 15-year high of 89 cases. This dramatic rise in large jury awards highlights a dangerous trend for the trucking and transportation industries, which are frequent targets of these costly lawsuits. Source: Marathon Strategies
costs. ADAS can reduce collisions by a signi cant margin, with some reporting a 47% reduction since its widespread adoption. Furthermore, adaptive cruise control and predictive gear shifting enhance vehicle performance and fuel consumption, resulting in improved eet fuel ef ciency and lower emissions.
“Investing in these technologies is not just about compliance,” Holland said. “It’s about creating a safer working environment for drivers, protecting valuable cargo, and safeguarding the company’s reputation, all while securing a powerful return on investment through reduced accident costs, lower insurance premiums, and substantial fuel savings.”
To help keep future costs down, eets should look at what they can invest in today, Holland added.
“Because of persistent tariff threats and in ationary pressures, the longer companies hesitate, the more likely it is that they will pay more tomorrow,” he explained. “Accelerating eet modernization is not just about avoiding future costs; it’s about seizing the opportunity to gain a competitive edge today, ensuring operational resilience, and ful lling the core responsibility of delivering products ef ciently, safely, and scally responsibly. The cost of inaction is too high to bear.” FO
Giving safe, younger CDL operators more opportunities could boost us all
IF A TREE FALLS in the forest and no one is around to hear it, does it make a sound? In our industry, we wonder: If a driver is under 21, is there enough data to determine if they are safe enough to operate across state lines?
Presenting our younger generation with a vital path moving forward could place our industry and its driving workforce along a path that will pave the way for trucking for years to come.
The Federal Motor Carrier Safety Administration’s Safe Driver Apprenticeship Program (SDAP) attempts to answer this decades-old trucking conundrum: Can a younger driver—between 18 and 20 years old—with a CDL operate in interstate commerce in a manner that is as safe or safer than their more seasoned counterparts?
That these drivers can only operate in intrastate commerce can be quite challenging. In many states, you can travel hundreds of miles before crossing a state line, which these younger drivers
are not permitted to do. The lack of substantial data on the safety performance of 19-year-olds with a CDL led to the development of SDAP to address this issue.
FMCSA launched SDAP under the Infrastructure Investment and Jobs Act. The program allows qualified 18- to 20-year-olds to operate in interstate under specific conditions, including additional training, mentorship from experienced drivers, and the use of vehicles equipped with advanced safety technologies.
Participants must undergo at least 400 hours of supervised driving, and carriers must report safety data to FMCSA. The pilot aims to collect enough data to evaluate whether the age restriction for interstate driving should be permanently lowered. But the data collection has dragged. The study called for about 3,000 drivers from 1,000 motor carriers; however, FMCSA reported totals considerably less than that. Its most recent report had just 42 drivers who completed both probationary periods.
This is a far cry from the 3,000 that FMCSA originally requested.
The SDAP’s November 7 expiration date is quickly approaching. With limited data to support it, what does the future hold for this program and its goal of determining whether young drivers can safely operate commercial motor vehicles?
Here is when I cue up the DRIVE Safe Act, a bill introduced in previous Congresses that serves as the basis for the SDAP. Now is the time to lift the barriers that prevent these drivers from operating in interstate commerce, given the lack of data and the need for waivers for those who have completed the program.
Training will almost always be part of this equation, and it should be, since we, as an industry, are fully operating under FMCSA entry-level driver training
requirements as minimum rules for training drivers who have never held a CDL, regardless of age. FMCSA’s proficiency standard remains in question, irrespective of its enforcement.
Perhaps this should be added to the enforcement calendar for incoming Administrator Derek Barrs, who we expect to be confirmed this fall. Instituting the rule is one thing, but there should be some expectation that training institutions are following it to begin with. There are rumblings that some training institutions could benefit from a “compliance review” as it pertains to the standards outlined in the entry-level driver training rules.
Safety, of course, is non-negotiable, and that premise is why the entry-level driver training rules were developed in the first place. With extensive training, use of telematics, and real-time monitoring, younger drivers can be introduced to interstate driving in a controlled and supportive environment. Training drivers, regardless of age, to a set standard makes all the difference in the world. Now, let’s ensure that the training providers are doing the same.
No matter how you look at it, younger CDL drivers represent an opportunity to expose a great American industry to an engaging workforce demographic at a time when questions surround the costs incurred for a college education. Presenting our younger generation with a vital path moving forward could place our industry and its driving workforce along a path that will pave the way for trucking for years to come. FO
David Heller | Dheller@truckload.org
David Heller, CDS, is senior VP of safety and governmental affairs for the Truckload Carriers Association. He is responsible for interpreting and communicating industry-related legislation to TCA members.
Photo: Brothers91 | 1599573373 | Getty Images
THE POWER OF TEAMWORK
Each F-Series truck is powered by the Cummins B6.7 diesel engine, the most popular engine ever built by Cummins. This powerhouse combination easily moves heavier payloads through urban environments and long hauls.
What will it be? Class 6 FTR , Class 6 FVR Derate, or the Class 7 FVR?
• 8 wheelbases from 152 to 248 in.
• GVWRs at 25,950 or 33,000 lbs.
• Body lengths from 14 to 30 ft.
• 50- or 100-gallon fuel tank, based on wheelbase
• Optional air suspension and low-pro tires
See Your Authorized Isuzu Dealer for Information
C2026 FLEET VEHICLE OUTLOOK
by FleetOwner sta
ommercial vehicles continue to evolve, and as we look ahead to 2026, eet executives face a landscape more dynamic than ever. Fleet equipment buyers face a complex world of changing regulations, economic pressures, and the ever-present need to attract and retain skilled drivers. This guide from the FleetOwner staff provides a comprehensive overview of the new and existing models—from heavy-duty tractors to light-duty pickups and vans—to help you make sense of it all.
While alternative powertrain potential dominated the rst half of the decade, slow EV adoption rates and infrastructure limitations are a reminder that the heart of the heavy-duty and medium-duty segments still beats with the
power of traditional diesel engines. For 2026, manufacturers are re ning these workhorses to unprecedented levels of ef ciency and performance. You’ll nd a host of new and updated models featuring next-generation diesel engines, advanced safety technologies, and driver-centric designs that remind us that the internal combustion engine has many useful years ahead.
At the same time, the transition to alternative fuels is undeniable. From battery-electric vehicles to those adapted for natural gas and biofuels, the options for eets seeking to reduce their emissions and future-proof their operations continue to expand. This year’s guide highlights the latest developments in this space, showcasing how traditional OEMs and new players alike are pushing
the boundaries of what’s possible with cleaner powertrains.
Whether you’re looking for the most ef cient diesel tractor for your long-haul operations or a zero-emission solution for your last-mile routes, the following pages provide a comprehensive overview of the vehicles shaping the industry for 2026. This is a moment of choice and opportunity, and the right vehicle can be the key to your success.
To help you navigate this moment of choice and opportunity, we’ve organized our 2026 vehicle guide into six categories: traditional and alternative heavy-duty, medium-duty, and light-duty vehicles. For any new consumer-focused updates announced after our press deadline, check for real-time information at FleetOwner.com this fall. FO
HEAVY DUTY
Freightliner
Daimler Truck North America refreshed its agship over-the-road tractor late last year with the fth-generation Freightliner Cascadia. With a focus on eet business tools, advanced safety technology, and improved aerodynamics, the Cascadia model joins more than one million versions of the truck sold since 2007.
Available in large and small cab con gurations, the Cascadia features advanced technology focused on eet business intelligence, including DTNA’s Detroit Connect telematics platform and safety tech. That includes a wide range of the latest advanced driver assistance system (ADAS) offerings from Detroit.
Improved aerodynamics include a redesigned hood, A-pillar de ector, threepiece front wheel well closeouts, hood-to-bumper seals, and new bumper air ducts that direct air ow around the underbody and tires to increase ef ciency. Like its predecessors, the new Cascadia offers a complete lineup of engine options, including the Detroit DD13 and DD15 engines; this spring, DTNA said it would offer the Cummins X15N, the industry’s rst 15L natural gas engine for heavy-duty on-highway applications, in Cascadias with 400 to 605 hp and 1,450 to 2,050 lb.-ft. of torque.
Improved e ciency: Freightliner engineers noted that the newest Cascadia has 1.9% greater fuel ef ciency compared to the previous model, thanks to its aerodynamic enhancements.
International
Over the past year, International Motors has worked to diversify its heavyduty powertrain potential for its line of heavy-duty trucks. The International S13 Integrated Powertrain—available in the International LT, RH, HX, and HV series trucks—was certi ed for renewable diesels, such as R100, R99, or hydrotreated vegetable oil (HVO). This cleaner-burning fuel works seamlessly in existing S13 diesel engines while reducing carbon emissions, according to the OEM.
Unlike biodiesel, R100 is a paraf nic fuel that contains no oxygen compounds. This allows the fuel to have better cold- ow properties than biodiesel. Its high cetane number provides for a cleaner burn, making it a high-quality, low-carbon alternative to conventional diesel.
The over-the-road agship model, the International LT, is built for long-haul operations, but its ve cab con gurations make it suitable for agile urban or drayage operations. Bendix Fusion collision mitigation technology provides safety inside and outside the truck.
Power on the road: The Class 8 trucks with the S13 offer up to 515 hp and 1,850 lb.-ft. of torque. The S13 Integrated Powertrain comprises an engine, T14 transmission, and aftertreatment system—all designed to work in tandem.
Kenworth
Kenworth Trucks upped its safety and driver assistance offerings for the Kenworth T680, its agship over-the-road tractor. After adding in cleaner engine options in 2024—including the Cummins X15N, a 15L natural gas engine, and parent company Paccar’s MX-13, a California Air Resources Board-compliant engine—the OEM created three new ADAS packages.
The three technology options—marketed as ADAS, ADAS Pro, and ADAS Premier—are coupled with the latest Bendix Fusion features, including a new forward-looking camera on the truck that allows drivers to utilize adaptive cruise control (ACC) with Stop and Auto-Go, pedestrian-sensing autonomous emergency braking, and high-beam assist.
The Bendix system also includes autonomous emergency braking systems, highway departure braking, lane departure warnings, and Bendix’s blindspot detection technology.
The optional ADAS packages can include real-time tire pressure monitoring, lane-keeping assist, torque-assisted steering, and Kenworth’s DigitalVision Mirrors that use HD cameras and in-cab displays.
Automated transmission upgrade: The Paccar TX-12 Pro automated transmission can now be paired with the Paccar MX-13 engine in the T680, T880, and W990. Kenworth says the automated transmission enhances vocational and select off-highway applications.
Freightliner Cascadia Photo: Freightliner
International LT Photo: International
Kenworth T680 Photo: Kenworth
HEAVY DUTY
Mack
Mack Trucks used its 125th year in business to re ne its Class 8 over-theroad offerings with a new line of long-haul tractors and renewed focus on regional operations.
After unveiling its new agship Mack Pioneer truck in early 2025, designed for long haul, the OEM showed off a redesigned Mack Anthem for regional haul. A key differentiator of the new Anthem is its enhanced maneuverability, thanks to a shorter bumper-to-back-of-cab (BBC) length of 113.5 inches compared with the Pioneer’s 125.5 inches. This 12-inch difference makes the Anthem ideal for navigating tight spaces and urban environments.
The Anthem, available in day cab, 44-inch sleeper, and 64-inch sleeper con gurations, features the same interior cab space as the Pioneer, providing drivers with a premium work environment designed to reduce fatigue and enhance satisfaction.
The premier Pioneer focuses on aerodynamics, fuel ef ciency, safety, and driver comfort. It is powered by the Mack MP13 engine, offering up to 455 hp and 1,900 lb.-ft. of torque.
Connectivity and uptime: The Pioneer is Mack’s most connected truck in history, coming standard with Mack Connect telematics, which the OEM said will help drivers improve behavior and keep eets ahead of maintenance and software updates.
Peterbilt
Peterbilt Motors added the Paccar TX-12 Pro automated transmission to its heavy-duty truck lineup for Models 579, 567, and 589. Built on the TX-12 foundation and coupled with the MX-13 engine, the new transmission-engine powertrain improves both off- and on-highway applications, according to the OEM.
For the vocational Model 567, Peterbilt now offers a new front-frame equipment mounting provision, which the company says provides a robust framework for accessories such as snowplows, outriggers, hose reels, and more. The Model 567 also features a sloped hood design that provides enhanced visibility and a more aerodynamic pro le, resulting in improved fuel ef ciency.
For long haul, Peterbilt added Bendix Fusion’s Stop and Auto-Go to the Model 579, the OEM’s agship over-the-road tractor. The technology utilizes a new forward-facing camera and software that includes automatic emergency braking, pedestrian detection, and active cruise control with braking, which automatically resumes driving in traf c.
Bright lights, big rigs: The Model 589, Peterbilt’s premium work truck, now features LED pod headlights on the distinctive cab. The new lights use 30% less power than halogen while providing maximum light output, including 45-degree left and right low beams.
Volvo
Volvo Trucks North America’s all-new Volvo VNR is a Class 8 regional haul tractor built on the same platform as the OEM’s long-haul agship VNL model that was refreshed in 2024.
Speci cally engineered for urban and regional applications, the new VNR offers a tighter turning radius, improved visibility for city driving, and a more rugged design than its predecessor. While it’s primarily for short-haul operations, the VNR can be con gured with a sleeper cab for long haul.
Just like the larger VNL, the new VNR features a 24V electrical architecture, which the OEM claims enables faster diagnostics and lighter components. The new model is also 7.5% more fuel ef cient than its predecessor, thanks to a redesigned cab with improved aerodynamics and a new-generation Volvo D13 VGT engine.
Part of the VNR redesign includes additional Volvo advanced safety, connectivity, maneuverability, and visibility features that the OEM claims will make it ideal for eets operating in pedestrian areas.
More safety and driver amenities: The new VNR features Volvo Active Driver Assist, the OEM’s optional dynamic steering assist system, its mirrorless camera monitor system, and more. The tractor also features a short-stop parking heater for day cab models that keeps the cab heated without idling.
Mack Pioneer Photo: Mack
Peterbilt Model 579
Photo: Peterbilt
Volvo VNR Photo: Volvo
The
A new Department of Energy report warns that blackouts could increase 100x by 2030 due to rising demand from data centers, home energy use, and an aging grid. That makes EV fleets more vulnerable than ever to downtime due to charging delays. Propane autogas delivers a proven alternative, with clean, cost-effective energy that keeps fleets moving without depending on the grid to recharge. Along with reliability, propane autogas offers portability and an extended shelf life, helping put your fleet on the road to success.
Learn more about the benefits of propane autogas at propane.com/fleets
HEAVY DUTY
Western Star
Western Star Trucks offers three X-series trucks going into 2026: 47X, 49X, and 57X. The X-series trucks are designed to accommodate a range of engines and transmissions. Each model is equipped with a Detroit Assurance suite of active safety systems and is available in two trim levels: Base and Premium.
The 47X is the shorter con guration in the series, built for applications such as concrete mixers or dump trucks. The truck has a bumper-to-back-of-cab (BBC) length of 111.6 inches.
The 49X is 10 inches longer than the 47X. It features air ltration ef ciency, higher horsepower and torque, and longer sleeper cab options.
The 57X is the highway-focused model of the series and closely resembles its Daimler Truck relative, the Freightliner Cascadia. It has the longest BBC length in the series.
Ready to work: The 47X, powered by a Detroit DD13 engine, is engineered for durability, safety, and performance in extreme conditions, which Daimler says makes it ideal for snow and ice removal.
MEDIUM DUTY
Chevrolet Low Cab Forward
The 2026 Chevrolet Low Cab Forward (LCF) is available in multiple models with differing levels of capability. Gasoline-powered Low Cab Forwards are available from 3500 HG to 5500 XG. The 6.6L V8 engine produces 350 hp and 425 lb.-ft. of torque. The diesel-powered version is available in the 6500 XD and 7500 XD. The diesel engine, a Cummins 6.7L Turbo Diesel, offers 260 hp and 660 lb.-ft. of torque. The 3500 to 5500 LCF features a GVWR between 12,000 and 19,000 lb. The 6500 and 7500 LCF have a GVWR up to 25,950 lb. and 33,000 lb., respectively.
The 5500 features an Allison transmission as standard equipment. The 6500 and 7500 are available in eight different wheelbases and offer a 6-speed transmission with a power take-off gear.
High tech work model: While these are true work vehicles with few bells and whistles, the Chevrolet Low Cab Forward is available with Bluetooth connectivity, enhanced audio system with Apple CarPlay and Android Auto, and a rear camera.
Chevrolet Silverado Chassis Cab
The Chevrolet Silverado Chassis Cab lineup includes the 4500 HD, 5500 HD, and 6500 HD. While Chevrolet has not yet released full details of its chassis cab for model year 2026, we can expect several features to carry over from model year 2025. The chassis cab is powered by the Duramax 6.6L diesel V8 paired with an Allison transmission. It offers 350 hp and 750 lb.-ft. of torque. The chassis cab features a max available GVWR of 23,500 lb. and a max available GCWR of 37,500 lb. The truck is available in multiple con gurations to accommodate a variety of work bodies, and customers can opt for factory-installed rear air suspension.
Other features of the chassis cab include a downward-sloping hood for improved visibility and triple-sealed doors, tuned shocks, and cab mounts to increase comfort. Further, the forward-tilting hood, the location of the battery box, and DEF ll position increase maintenance accessibility.
A factory-installed switch for every function: Designed for up ts, there are 10 auxiliary switches available and a dual-side power take-off that allows for easy access to power.
Western Star 57X Photo: Western Star
Chevrolet Silverado Chassis Cab Photo: Chevrolet
Chevrolet Low Cab Forward Photo: Chevrolet
Ford F-650 and F-750
Freightliner
Ford Motor’s 2026 medium-duty lineup includes the F-650 and F-750, now with updated features and powertrain options for eets. Both models are available with a gasoline 7.3L V8 or a 6.7L Power Stroke turbo diesel engine, supporting a GVWR range of 25,600 to 37,000 lb.
The F-650 and F-750 retain a 39.4-inch chassis height and standard 22.5-inch wheels. The 7.3L V8 delivers 335 hp and 468 lb.-ft. of torque, while the 6.7L Power Stroke provides a standard 270 hp and 700 lb.-ft. of torque, with an optional rating up to 330 hp and 750 lb.-ft. of torque. Both engines are paired with Ford TorqShift transmissions—the HD 10-speed for diesel and the HD 6-speed for gas. PTOs remain standard with the HD 10-speed and are available on the 6-speed.
The 2026 models feature an ergonomic steering wheel and instrument cluster, steering wheel audio controls, and available factory-installed auxiliary switches. Standard Ford Co-Pilot360 Technologies include Hill Start Assist and the Driver-Assist Technology Package.
Alternative fuel options: Ford offers compressed natural gas and propane autogas powertrain options for eets seeking exible, lower-emission powertrains.
Freightliner’s Plus series elevates medium-duty and severe-duty vehicle offerings for 2026. The M2 106 Plus, M2 112 Plus, 108SD Plus, and 114SD Plus remain specable across Class 6 to Class 8, now with updated features and enhancements for the new model year.
The 2026 Plus improves interiors and electrical systems for both medium-duty M2 and vocational SD vehicles. Customers can access Daimler’s safety and connectivity suites via Detroit Assurance.
The QuickFit Electrical System has been re ned to simplify up ts. It offers easier access to connection points, additional power sources, programmable switches, customizable parameters, and interlock features, giving eets greater exibility and faster installation for specialized equipment.
Vocational models deliver enhanced performance: The Detroit DT12-V transmission features low-speed maneuverability technology. New features for off-road operation include aggressive-shifting modes for sustained momentum, hill-start aids to prevent rollback on steep grades, and rockfree functionality to reduce downtime in challenging terrain.
Ford F-750 Photo: Ford
Freightliner Plus series
Photo: Freightliner
MEDIUM DUTY
Isuzu
For 2026, Isuzu Commercial Truck continues to offer its N-Series gas and diesel models along with its F-Series lineup, covering Classes 3-7.
On the gasoline side, the NPR, NPR-HD, and NQR are powered by a 6.6L V8 producing up to 350 hp and 425 lb.-ft. of torque. The NPR and NPR-HD feature a 6-speed Hydra-Matic transmission with a lock-up torque converter and dual overdrive gears. GVWRs span from 12,000 lb. on the Class 3 NPR to 14,500 lb. on the Class 4 NPR-HD. The Class 5 NQR and NRR, equipped with an Allison 100-Series 6-speed automatic, deliver 17,950 lb. and 19,500 lb. GVWR, respectively.
Diesel models—the NPR-HD, NPR-XD, and NRR—are powered by a 5.2L I4 turbocharged engine rated at 215 hp and 452 lb.-ft. of torque. Each pairs with a 6-speed automatic transmission and a 30-gallon in-frame fuel tank, with GVWRs and wheelbase options tailored to a wide range of body applications.
Heavier o erings: The Class 6 FTR and Class 7 FVR draw on Cummins B6.7 power, producing up to 260 hp and 660 lb.-ft. of torque for demanding eet operations.
Hino
Hino Truck’s 2026 lineup includes the L Series in the medium-duty segment. Power comes from the proven Cummins B6.7L diesel, delivering 240–260 hp and 660 lb.-ft. of torque. Updates to the B6.7 extend maintenance intervals with longer oil drain schedules, fewer fuel lter changes, and a maintenance-free crankcase ventilation lter.
Standard safety features include electronic stability control, collision mitigation, lane departure warning, active cruise control, and a seat belt sensor for the driver. Fleets also gain exibility with new wheelbase options and extended cab and crew cab con gurations.
Kenworth
In-cab comforts: Inside, the re-engineered cab blends automotive-grade nishes with commercial durability. Drivers bene t from added legroom, expanded storage, a 7-inch LCD display, new steering wheel controls, and a more functional layout designed for long days on the road.
Ram Chassis Cab
For 2026, Kenworth Trucks offers the Paccar TX-12 and TX-12 Pro automated transmissions with the Paccar PX-9 engine on T280, T380, and T480 medium-duty models. The TX-12 is designed for lightweight, durable performance in on-highway applications, while the TX-12 Pro provides added capability for vocational and off-highway use. Both 12-speed transmissions feature wide ratio coverage for maneuverability and integrate seamlessly with the PX-9 for ef ciency and drivability.
Aerodynamic features: Kenworth also offers new aerodynamic roof caps and side extenders for the T180, T280, T380, and T480. These updates reduce drag and improve fuel ef ciency.
The 2026 Ram Chassis Cab is powered by a 6.7L Cummins Turbo Diesel or 6.4L HEMI V8. The former offers 360 hp, 800 lb.-ft. of torque, and a maximum towing capacity of 34,540 lb. and 43,000 lb. GCWR for the 5500. The 6.4L HEMI offers 375 hp, 429 lb.-ft. of torque, and a maximum towing capacity of 21,240 lb. and maximum GCWR of 28,500 for the 4500. Ram 5500 models offer a maximum payload of 12,260 lb. A TorqueFlite HD 8-speed automatic is standard with the Cummins engine and with the PTO-capable HEMI. The chassis cab is available in two cab types, four cab axle lengths, and nine different wheelbases. Available technology features include a 12-inch digital instrument cluster with turn-byturn navigation, trailer tire monitoring, and vehicle dynamics. Available safety and driver assistance technologies include traf c sign recognition, drowsy driver detection, forward collision warning, adaptive cruise control, departure warning, and more.
Built for the job: Work-ready features include an enhanced power take-off that’s accessible from the left or the right, 480amp dual alternator output, six auxiliary switches, an up t-ready frame, available trailer tow mirrors, an available 74-gallon fuel tank, and 2.4 kW of onboard power and three 110V outlets to power tools and equipment.
Isuzu N-Series Diesel Photo: Isuzu
Kenworth T380 Photo: Kenworth
Ram Chassis Cab Photo: Ram
Hino L-Series Photo: Hino
LIGHT DUTY
Chevrolet Colorado
Chevrolet’s midsize pickup will receive minor updates for 2026. The 2026 Chevrolet Colorado gets a new color palette and two different wheel designs. Each trim features the 2.7L TurboMax engine as standard equipment, which offers 310 hp and 430 lb.-ft. of torque. The truck can tow a maximum of 7,700 lb.
The truck features up to 17 different tie-downs and an available StowFlex tailgate. It also includes technology features such as an 11.3-inch infotainment screen, an 11-inch digital information cluster, up to 10 different camera views, and an integrated trailering app. Safety technology includes the Chevy Safety Assist package as standard equipment, which offers forward collision alert, automatic emergency braking, lane keep assist, and more.
Go where the job takes you: Designed for the road less traveled, the truck features ve different drive modes, including Terrain for steep hills and obstacles, Off-Road, Baja, and an available Tow/Haul mode.
Chevrolet Silverado 1500
The 2026 Chevrolet Silverado 1500 is available in 10 different models (if you count the all-electric Silverado EV). The truck is offered with four different engines: the TurboMax, standard on the WT, Custom, LT, and RST, which offers 310 hp and 430 lb.-ft. of torque; the 5.3L EcoTec3 V8, standard on the High Country and LTZ, which offers 355 hp and 383 lb.-ft. of torque; the 6.2L Ecotec3, available on High County, ZR2, LTZ, RST, and LT Trail Boss, which offers 420 hp and 460 lb.-ft. of torque; and the 3.0L Duramax Turbo Diesel, standard on the ZR2, which offers 305 hp and 495 lb.-ft. of torque. The truck can tow a maximum 13,300 lb. and has a maximum payload of 2,260 lb.
The truck features up to 14 different camera views, including hitch view, bed view, and transparent trailer views. It features trailering safety technology such as a trailer blind spot alert and an integrated trailering app that allows operators to create different trailer pro les. Other technology includes an available 13.4-inch infotainment screen, a 12.3-inch digital information cluster, a 15-inch head-up display, and more. Chevy Safety Assist, a package of six safety and driver assistance features, is standard with every 2026 Silverado 1500.
Tailored to the needs of the job: Depending on the trim, the Silverado 1500 can be equipped for the trails or work, with the Multi-Flex tailgate, 12 tie-downs, 89 cu. ft. of cargo volume, and a 120V outlet.
Chevrolet Silverado HD
The Chevrolet Silverado HD lineup features the 2026 Chevrolet Silverado 2500 and 3500. The trucks are available in six different models from the more basic Work Truck (WT) trim to the heavily appointed High Country. The truck features two different engine options: the Duramax 6.6L Turbo Diesel and the 6.6L V8 gas. The diesel offers 470 hp and 975 lb.-ft. of torque with 36,000 maximum trailering weight, and the gas engine offers 401 hp and 464 lb.-ft. of torque with 19,080 lb. maximum trailering weight. A diesel-powered Silverado HD 2500 has a maximum towing capacity of 22,070 lb.
Technology offered in the Silverado HD includes eight cameras with up to 14 different views, including hitch view, transparent trailer, and a bed view. An integrated trailering app allows operators to save custom trailer pro les, and trailering safety technologies include a trailer blind spot alert. The truck features a 13.4-inch infotainment screen, 12.3-inch digital information cluster, and more. In addition to the six different models, the Silverado HD is available in different editions: High Country Midnight Edition, with blacked-out accents; ZR2 Bison Edition, with AEV features; and the Z71 Chrome Sport Edition, with chrome accents.
Ready for work: The truck features the Multi-Flex tailgate, 12 cargo tie-downs, an available 120V outlet, and more.
Chevrolet Silverado 1500 Photo: Chevrolet
Chevrolet Silverado HD Photo: Chevrolet
Chevrolet Colorado Photo: Chevrolet
Ford F-150
Ford Maverick
One the most popular vehicles in America, the Ford F-150 also doubles as a popular commercial vehicle. From the XL to the King Ranch to the Raptor, the F-150 can accommodate various jobs and functions. It can be spec’d with six different engines: a 2.7L EcoBoost V6, offering 325 hp and 400 lb.-ft. of torque; a 5.0L Ti-VCT V8, offering 400 hp, 410 lb.-ft. of torque; a 3.5L EcoBoost V6, offering 400 hp, 500 lb.-ft. of torque; a 3.5L PowerBoost Full-Hybrid V6, offering 430 hp, 570 lb.-ft. of torque; a 3.5L High Output EcoBoost V6, offering 450 hp, 510 lb.-ft. of torque; and a 5.2L Supercharged V8, offering 720 hp and 640 lb.-ft. of torque. Various con gurations can tow up to 13,500 lb. and handle a payload of 2,440 lb.
Ford updated what’s new for the 2025 F-150 back in June, and we can expect these updates to be the latest until 2026. Ford added new exterior colors for the latest model, and added multiple tech features. These include automatic emergency braking to the Pre-Collision Assist, including blind spot assist with the lane-keeping system, a one-year trial of Blue Cruise available with select trims, intersection assist, road edge detection, and more.
XL productivity: The XL trim now has the Tailgate Step with Tailgate Work Surface as an available option.
The smallest of the Ford pickups, the Ford Maverick can tow a maximum of 4,000 lb., carry a payload of 1,500 lb., and gets a whopping estimated 42 mpg. The vehicle is available in multiple models depending on the customer’s needs, from the more basic Maverick XL to the off-road capable Maverick Tremor. The 2026 model receives new paint color options, a realigned power-sliding rear window as an optional feature for the Lariat and Tremor trims, and the option to add a power-sliding rear window in XLT and Lobo trims. Additionally, the 2.0L EcoBoost AWD is available as a “no-charge upgrade” from the hybrid FWD powertrain. Every 2026 Maverick features the Ford Connectivity Package.
The truck features the available Flexbed storage system, the Multi-position Tailgate to tie down longer items, and in-bed cubby storage.
Your truck, your choice of engine: New for 2026, buyers have the option to power the 2026 Ford Maverick with a 2.0L EcoBoost engine for the XL and XLT trims instead of the standard 2.0L hybrid engine.
Ford Maverick
Photo: Ford
Ford F150 Photo: Ford
LIGHT DUTY
Ford Super Duty
New with Ford’s commercial pickups—powered by a 6.7L Power Stroke diesel and a 7.3L gas engine—the 2026 Ford Super Duty lineup features a new Lariat Premium Package for Crew Cab 4x4 models, complete with Ford Co-Pilot360 2.0, platform running boards, power sliding glass with defrost and privacy glass, Pro Trailer Hitch Assist, Pro Trailer Backup Assist, and trailer reverse guidance. A new STX appearance package is also now available for the F-350 Dually, which features body-color bumpers, a painted grille, distinctive STX badging, and premium interior enhancements.
Among the new features and options are a shorter bed on the SuperCab, tire pressure monitoring, the Tremor Off-Road package, and Ford Connectivity package.
The Ford Super Duty lineup can tow a maximum of 30,000 lb. and accommodate a maximum payload of 8,000 lb. Gooseneck con gurations are even more powerful, capable of towing 40,000 lb.
Taking care of telematics: Ford Pro customers can take advantage of Ford’s “complimentary-for-life” subscription to Ford Pro Telematics Essentials, providing eet insights on vehicle health, dealer scheduling, and more.
Ford Transit
The versatile Ford Transit is available as a cargo van with multiple con gurations, three different roof height options, and even available with factory-installed up ts designed for speci c trades. The Transit is available with two different engines: a standard 3.5L V6, which offers 275 hp and 260 lb.-ft. of torque, as well as a 3.5L EcoBoost V6, which offers 310 hp and 400 lb.-ft. of torque. It’s available with GVWR ranges from 8,670 to 11,000 lb. Maximum payloads range from 3,060 to 5,110 lb. The Transit is available with an all-wheeldrive system that Ford says will “maximize and enhance handling.”
The Transit will receive signi cant technology upgrades for the 2026 model year, including an 8-inch digital instrument cluster, a 12-inch infotainment touchscreen, and wireless connectivity—all now standard equipment across the Transit lineup. Ford Co-Pilot360, which is also now standard on all Transit models, includes a lane-keeping system, intersection assist, pre- and post-collision assist, front and rear parking sensors, and more.
Seamless integration: The 2026 Transit now includes built-in access to Ford Pro’s suite of eet management software and telematics.
GMC Sierra 1500
New for the 2026 model year, the GMC Sierra 1500 features exterior styling tweaks, such as the availability of new 22-inch wheels and new paint colors. Buyers have the option of four different engines: a 2.7L TurboMax gas engine, a 6.2L V8, a 3.0L Duramax Turbo Diesel, and a 5.3L gas engine. The 2026 Sierra 1500 features a maximum payload of 2,200 lb. and is capable of towing a maximum 13,300 lb. when equipped with the diesel engine. The truck is available with up to 13 camera views, a digital cluster display, a 13.4-inch infotainment system, and an integrated ProGrade Trailering System that allows operators to con gure and save up to ve custom trailer pro les. Depending on the trim, the truck accommodates multiple safety and security technologies and features—from automatic emergency braking to trailer blind zone alerts.
The Pro trim is GMC’s most basic trim for the Sierra 1500, marketed to commercial customers. The 2026 Sierra 1500 Pro features 12 cargo tie-downs; 12V front power outlet; and a TurboMax engine, offering 310 hp, 430 lb.-ft. of torque, and max towing of 9,400 lb. The 2026 GMC Sierra 1500 Pro is also available with a 5.3L gas engine and 10-way power driver seat.
Driver safety first: Standard safety and driver assistance features for the Pro include automatic emergency braking, following distance indicator, forward collision alert, and more.
Ford Super Duty Photo: Ford
Ford Transit Photo: Ford
GMC Sierra 1500 Photo: GMC
LIGHT DUTY
GMC Sierra HD
GMC’s heavy-duty lineup includes the GMC Sierra 2500 and 3500. The models are available with gas and diesel engines, a 6.6L V8 and a 6.6L Duramax Turbo Diesel. The former is standard on Pro, SLE, and SLT trims and offers 401 hp and 464 lb.-ft. of torque, while the latter is standard with the Denali and available on all other trims. It offers 470 hp and 975 lb.-ft. of torque.
Like the Sierra 1500, the 2500 and 3500 offer multiple camera views (up to 14) and the ProGrade Trailering System. The bed is optimized for gooseneck/ fth-wheel trailer clearance. Trailering mirrors are also available in the 2500 and 3500 and can feature auxiliary spot lamps and power extension, retraction, and folding. On the GMC Sierra Pro trim, standard safety features include forward collision alert, following distance indicator, front pedestrian braking, lane departure warning, and more.
Work smarter, not harder: GMC advertises that the vehicle has best-in-class HD cargo bed volume and that the bed height makes for easy “lift-in” loading.
Mercedes-Benz Sprinter
Nissan Frontier
The 2026 Mercedes-Benz Sprinter offers multiple con gurations for cargo delivery, work crews, passenger transport, and chassis cab upfits. The light-duty vans from Daimler Truck can be spec’d as Class 2 or Class 3 vehicles. More than 75% of commercial Sprinters are converted into industry-speci c vans by up tters, serving courier, express, and parcel services; passenger transport; refrigerated vehicles; ambulances; construction site vehicles; and more.
The Sprinter emphasizes safety, comfort, and digital connectivity for eets. The optional Mercedes-Benz User Experience multimedia system includes a 10.25-inch touch display and instrument cluster with color display.
Safety systems: Features available in 2026 include sideguard assist, blind spot assist, tire-pressure monitoring, rain sensors, and optional packages focused on winter performance, comfort, and advanced driver assistance features.
Ram 1500
The 2026 Nissan Frontier is a midsize pickup built for versatility across eet and work applications. Offered in multiple cab, bed, and drivetrain con gurations, it balances payload capacity, towing capability, and driver comfort for light-duty operations.
Power comes from a 3.8L V6 engine producing 310 hp and 281 lb.-ft. of torque, paired with a 9-speed automatic transmission. Rear-wheel drive is standard, with four-wheel drive available for off-road use and challenging conditions. Payload capacity reaches up to 1,725 lb.
Driver-assist features: The Frontier offers driver-assist features such as hill start assist and available electronic locking rear differential, along with off-road-focused trims for rugged applications. Interior highlights include a touchscreen infotainment system with smartphone integration, intuitive controls, and durable materials to support daily eet use.
Ram is bringing back the HEMI V8 engine for its 2026 Ram 1500. The addition of the 5.7L HEMI V8 brings Ram 1500’s available engine count to four: two 3.0L Hurricane engines, the HEMI, and a 3.6L Pentastar V6. The 3.0L Hurricane offers 420 hp, 469 lb.-ft. of torque, max towing capacity of 11,610 lb., and a maximum payload of 1,930 lb. The high-output 3.0L Hurricane offers 540 hp, 521 lb.-ft. of torque, a maximum towing capacity of 10,000 lb., and a max payload of 1,490 lb. The 3.6L Pentastar offers 305 hp, 269 lb.-ft. of torque, 8,130-lb. maximum towing capacity, and a maximum payload of 2,360 lb. Finally, the 5.7L HEMI offers 395 hp, 410 lb.-ft. of torque, and a maximum towing capacity of 11,610 lb.
The most advanced Ram—ever: Ram boasts that the 2026 1500 is the most technologically advanced and most luxurious Ram 1500 yet. It’s available with hands-free driving on select roads, ve available drive modes, an integrated trailer information feature, trailer reverse guidance, digital rearview mirror with the ability to display multiple views, and more.
GMC Sierra HD Photo: GMC
Mercedes-Benz Sprinter Photo: Mercedes-Benz
Ram 1500 Photo: Ram
Nissan Frontier
Photo: Nissan
LIGHT DUTY
Ram 2500 and 3500
The 2026 Ram 2500 and the 2026 Ram 3500 are powered by two available engines: the high-output 6.7L Cummins turbo diesel and the 6.4L HEMI V8. In the 2500, the Cummins 6.7L offers 430 hp, 1,075 lb.-ft. of torque, a maximum payload capacity of 3,600 lb., and a maximum towing capacity of 20,000 lb. The standard 6.4L HEMI offers 405 hp, 429 lb.-ft. of torque, a maximum payload of 3,930 lb., and a maximum towing capacity of 17,750 lb. In the 3500, the Cummins 6.7L offers the same horsepower and torque but with a maximum payload of 6,050 lb. and a maximum towing capacity of 36,610 lb. With the HEMI, the 3500 offers the same horsepower and torque but with a maximum payload of 7,590 lb. and a maximum towing capacity of 18,150 lb. Work-ready features include Onboard Power capability with a 400W inverter or 2.4kW inverter, truck bed lighting, the RamBox cargo management system, and available trailer tow mirrors.
Like the Ram 1500, Ram boasts that the new 2500 and 3500 are its most advanced yet. The 12-inch digital cluster features turn-by-turn navigation, trailer tire monitoring, vehicle dynamics and diagnostics, and more. Users also have the ability to add 360-degree views of their truck and the trailer they’re towing with available equipment. As with the 1500, the 2500 and 3500 come with more than 100 safety and security features as standard equipment.
Seeing is believing: The Ram 2500 and 3500 feature an available digital rear view mirror that offers multiple views at once, including rear, both sides, and more.
Ram ProMaster
The 2026 Ram ProMaster is powered by a 3.6L Pentastar V6 engine paired with a TorqueFlite FWD transmission. This pairing offers 276 hp, 250 lb.-ft. of torque, a max payload of 4,820 lb., and a max towing capacity of 6,910 lb. The ProMaster cargo van offers 524 cu. ft. of maximum cargo space with the ProMaster 3500 159-inch wheelbase and high roof. The van is offered in three different trim levels (Tradesman, SLT, and SLT+) as well as three different cargo heights and four length options.
Technology features in the ProMaster include an available 7-inch digital information cluster that features drowsy driving detection, available speed assist, forward collision alert, and available traf c sign recognition. Other safety features include a front and rear park assist, crosswind assist that helps keep the vehicle stable in windy conditions, and blind spot alert.
Decrease driver fatigue: The 2026 ProMaster is available with Level 2 autonomous driving and active driving assist. This system helps maintain a set speed and safe distance from vehicles ahead, and it can also keep the vehicle centered in the lane on approved roadways.
Toyota Tundra
The 2026 Toyota Tundra is powered by two different engines: the 3.4L Turbo i-Force Max hybrid, which offers 437 hp and 583 lb.-ft. of torque; and the 3.4L Turbo i-Force V6, which offers 389 hp and 479 lb.-ft. of torque. It can tow a maximum of 12,000 lb. and carry a payload of up to 1,940 lb. The pickup is offered in 10 different models and multiple trims from the basic SR to the luxurious Capstone. The bed is available in three different lengths: 5.5 ft., 6.5 ft., and 8.1 ft.
Technology offered in the Tundra includes a 12.3-inch digital instrument cluster, a 14-inch infotainment screen, 360-degree camera view, and a trailer backup guide with Straight Path Assist, which helps keep your trailer in a straight line when backing.
Toyota’s popular TRD package is available with the Tundra, offering off-road capabilities for the road less traveled. Features available with the TRD include off-road suspension with Bilstein or Fox shocks; an upper control arm that increases the strength of the front suspension; a trim-speci c grille that demands attention; and an aluminum skid plate.
Design details: The Tundra is designed with lightweight body panels, a front splitter that adapts to driving conditions to increase ef ciency, and a boxed steel frame.
Toyota Tundra Photo: Toyota
Ram ProMaster Photo: Ram
Ram 2500 and 3500 Photo: Ram
ALT-FUEL VEHICLES: Heavy Duty
Freightliner eCascadia
The battery-electric version of the Freightliner Cascadia has been in production since 2022. Designed for regional distribution and drayage, the eCascadia has a range of 155 to as much as 230 miles, depending on the choice of battery pack. Both battery options feature lithium nickel manganese cobalt batteries inside CATL prismatic cells. The lower-range 291 kWh battery pack can charge from 0 to 80% capacity in roughly 90 minutes with a 400-amp charger. The higher-range 438 kWh pack can charge in the same timeframe with a 600-amp charger.
Driving the eCascadia are the Detroit ePowertrain’s eAxles, which place the electric motors and transmissions in a compact package adjacent to the drive axles. The truck’s 4x2 con guration produces 320 to 395 hp and up to 11,500 lb.-ft. of torque, while the 6x4 con guration produces 425 to 470 hp and up to 23,000 lb.-ft. of torque.
Lightweight: The all-electric truck’s lightest basic build weighs 16,350 lb., while its heaviest is 21,800 lb.
Hyundai Xcient FCEV
Hyundai Motor unveiled a new model of its Xcient hydrogen fuel cell truck at ACT Expo 2025 that includes additional safety features and a redesigned interior.
The Xcient’s interior received an upgraded 12.3-inch digital instrument cluster, a 12.3-inch touchscreen infotainment system with physical buttons, and a low-power utility mode for hotel loads.
The hydrogen-powered 6x4 cabover’s powertrain uses two 90 kW fuel cell systems to power a drive motor with a maximum output of 469 hp and 1,650 lb.-ft. of torque. The truck also uses a 72 kWh battery system. It can achieve a maximum range of 450 miles, fully loaded under ideal conditions.
Safer haul: The new model received a suite of advanced driver assistance systems, including forward collision avoidance assist, lane departure warnings, smart cruise control, and blind-spot collision warnings.
Kenworth T680E
International eRH Series
International Motors designed an all-electric version of its heavy-duty RH diesel tractors: the eRH Series. A battery-electric regional haul tractor available in 4x2 and 6x4 con gurations, International plans to begin series production of its eRH in the rst half of 2026.
The truck’s lithium nickel manganese cobalt battery options have energy capacity ranging from 300 to 500 kWh and a range of up to 300 miles. It uses the Bendix Fusion driver assistance system, which combines enhanced automated braking and unsafe driving alerts.
Dana power: To get moving, the truck uses a central Dana TM4 Sumo HP HV2500 6P motor system that produces up to 670 hp and 1,807 lb.-ft. of torque.
Kenworth Trucks updated its T680 battery-electric truck to support higher torque, faster charging, and longer range.
The T680E’s exterior has been redesigned with new aerodynamic re nements. Like the T880E, it uses the new Paccar ePowertrain to deliver up to 605 peak hp and 1,850 lb.-ft. of peak torque. The largest battery con guration option has a 500 kWh capacity and can deliver up to 200 miles of range. Supporting CCS1DC fast charging at a 350 kW peak charge rate, the T680 can charge up to 90% in about two hours.
The next-generation T680E is designed for short-haul, regional-haul, LTL, and drayage operations. It is available as a day cab, either as a tractor or straight truck in a 6x4 con guration.
BEV inside the cab: The updated T680E’s digital interface provides speci c insights into range, regenerative braking, and performance. It also features a 15-inch DriverConnect touchscreen display.
International eRH Photo: International
Hyundai Xcient FCEV Photo: Hyundai
Kenworth T680E Photo: Kenworth
Freightliner eCascadia Photo: Freightliner
ALT-FUEL VEHICLES: Heavy Duty
Kenworth T880E
Kenworth Trucks introduced its new Class 8 vocational battery-electric truck in April this year. The zero-emission heavy work truck uses the Paccar ePowertrain: a 847-lb. electric motor with a 3-speed gearbox that can produce up to 1,850 lb.-ft. of peak torque.
The new truck has three battery con guration options: a two-string set of battery packs for 250 kWh capacity, up to 100 miles of range, and up to 470 peak hp; a three-string set for 375 kWh capacity, up to 150 miles range, and up to 540 peak hp; and a four-string set for 500 kWh capacity, up to 200 miles range, and up to 605 peak hp.
ePTO: The T880E has an option for low-voltage and high-voltage electric power takeoff ports to power auxiliary equipment.
Mack LR Electric
With the LR Electric, Mack Trucks offers a Class 8 battery-electric truck that is built speci cally for refuse applications. First unveiled in 2019, the LR Electric uses Mack’s integrated electric powertrain to produce up to 536 peak hp and 4,051 lb.-ft. of peak torque.
The LR Electric uses four lithium nickel manganese cobalt batteries with fast charge capability. With two-stage regenerative braking, the truck can reach an operating range of up to 100 miles. Supporting up to 150 kW charge power, the BEV can fully charge in about 120 minutes.
Safer routes: Like the diesel LR, the BEV refuse truck has large window coverage for high visibility, large handles and oversized doors for easier accessibility, and collision warning tech to prevent accidents.
Peterbilt 579EV
Peterbilt 567EV
Peterbilt Motor’s new BEV variant of the 567 vocational truck is now available to bring zero emissions and instant torque to worksites. The truck’s Paccar ePowertrain provides up to 1,850 lb.-ft. of peak torque and, depending on battery con guration, up to 605 peak hp.
The 567EV can have a GCWR of up to 82,000 lb., a lower rating than the diesel 567’s max GVWR of 100,000 lb. Battery con gurations from 250 to 625 kWh can give a maximum range of 250 miles. The battery packs can reach 80% charge in roughly 100 minutes with 350 kW DC power.
High-tech cab: Inside the 568EV are a 13-inch vertical infotainment touchscreen and 15-inch driver display with EV ef ciency insights.
Peterbilt Motors upgraded its regional-haul Class 8 BEV with the new Paccar ePowertrain and safety enhancements. The 579EV’s midship-mounted motors and integrated transmission can provide up to 1,850 lb.-ft. of peak torque. Depending on the choice of three lithium iron phosphate battery con gurations, the truck can provide as much as 605 peak hp.
The truck has a GVWR of 82,000 lb. and a maximum range of 200 miles. With up to 350 kW DC charging, the vehicle can reach 80% charge in roughly 90 minutes. The truck has ePTO options ranging from 25 to 150 kW.
Safety enhancements: The upgraded 579EV includes a new electronic parking brake and standard Bendix Fusion Stop and Auto-Go with pedestrian detection and high beam assist.
Mack LR Electric Photo: Mack
Peterbilt 567EV Photo: Peterbilt
Peterbilt 579EV Photo: Peterbilt
Kenworth T880E Photo: Kenworth
ALT-FUEL VEHICLES: Heavy Duty
Tern RC8
Available in California, Tern’s RC8 is a collaboration between Hexagon Purus and Hino Trucks for electric regional trucking. RC8’s maximum GCVW is 68,000 lb., and the tractor itself weighs 18,000 lb. Its short wheelbase is 165 inches.
The truck uses dual Hexagon Purus Gen3 269 kWh battery packs. It can reach 80% charge at 240 kW and has a range of up to 200 miles fully loaded. Tern claims the electric powertrain can provide 38,350 lb.-ft. of peak torque and 680 peak hp.
Collaborative e ort: The RC8 is built on Hino’s XL Series 4x2 chassis, driven with Dana’s Zero-8 e-Axle, and powered by Panasonic Energy battery cells assembled into Hexagon Purus battery packs.
Tesla Semi
Though serial production has been postponed for years, Tesla has delivered a handful of its Class 8 battery-electric Semis since late 2022—and plans for mass production in 2026.
Tesla makes bold claims for its Semi: Even when fully loaded, its three independent motors can accelerate from 0 to 60 mph in only 20 seconds and can charge up to 70% of range in 30 minutes. Fleets have con rmed that the Semi can travel 500 miles on a single charge with a full load. Its ef cient powertrain can consume less than 1.8 kWh per mile.
Cockpit cab: Like other futuristic trucks of late, the Semi has a central seating position for better visibility. Promotional images feature digital displays on both sides of the steering wheel.
ZM Trucks
Windrose
Chinese electric truck startup Windrose Technology is opening for business in the U.S. The company expects volume production and deliveries of its battery-electric truck across the country in 2026. The electric Class 8 Windrose truck has two power options: a long-range con guration using 705 kWh from lithium iron phosphate batteries, boasting a range up to 420 miles; and a regional-haul con guration using 486 kWh from nickel cobalt manganese lithium batteries with a range up to 295 miles.
Despite their capacity difference, both battery packs charge from 20 to 80% in roughly 35-40 minutes. The long-haul con guration weighs 26,235 lb., while the regional con guration weighs 21,605 lb. Either build of the Windrose truck comes in a 6x4 axle con guration with a GCVR of 82,000 lb. It features a futuristic central-seat cab with digital displays on either side of the steering wheel.
Hold your horses: The Windrose BEV trucks use a set of 800V motors to produce a whopping 1,046 peak hp.
ZM Trucks is a new entrant into the North American market, but its parent company, Japan-based ZO Motors, has a 23-year history. The company produces all-electric commercial vehicles and recently opened a manufacturing plant in California. Its vehicles are available for order now. Its product portfolio consists of multiple medium-duty vehicles and two heavy-duty vehicles: a smaller Class 8, the ZM37, and one Class 8 yard tractor, the ZM T75. The ZM37 BEV has a GCWR of 82,000 lb. and can accommodate a payload up to 60,000 lb. It offers a range of 240 miles, 489 hp, and 480 lb.-ft. of torque. The ZM T75 yard tractor features a GCWR of 165,350 lb. It has a range of 75 miles.
Quick charge: Using DC fast charging the ZM T75 can charge from 20 to 80% in just 70 minutes. The ZM37 charges from 20 to 80% in 108 minutes.
Windrose Photo: Windrose
Tesla Semi Photo: Tesla
Tern RC8 Photo: Tern
ALT-FUEL VEHICLES: Heavy Duty
Blue Bird Commercial Chassis
Known for its school buses, Blue Bird also offers a commercial chassis, powered by propane or as a BEV. The chassis has a GVWR of up to 23,000 lb. and a 50,000-psi standard steel frame. The Class 6 is designed to be compatible with all existing body providers. The battery-electric chassis features a battery pack that is housed within the frame rails and offers a range of up to 130 miles. Tech features include over-the-air updates and an available telematics system. The propane-powered chassis is equipped with a Ford 7.3L propane engine, offering 335 hp and 468 lb.-ft. of torque.
No corners cut: Both the propane-powered chassis and the electric chassis have a wheel cut of 55 degrees for tight city streets.
Bollinger B4
While Bollinger Motors has had a trying year, the all-electric medium-duty manufacturer is still selling its Class 4 2025 B4 cab forward. The B4 is powered by a dual battery pack that offers 185 miles of range. All drivetrain components rest inside the at frame rails, making the B4 up t friendly. The battery offers 323 hp and 675 lb.-ft. of torque. The B4 has a GVWR of 15,500 lb. and a payload of 7,325 lb. It features a 158-inch wheelbase. The B4 can fully charge in two hours when using Level 3 DC fast charging.
A better view: Bollinger boasts that its cab-forward design enables better driver visibility and provides additional cargo space that conventional cabs cannot accommodate.
Freightliner eM2
Freightliner Custom Chassis MT50e
Freightliner Custom Chassis MT50e is an all-electric Class 5 or 6 chassis based on the company’s MT chassis platform. The EV offers 318 hp and an estimated range of 180 miles. It can charge in about three hours with DC fast charging. It features a GVWR of 16,000 to 23,000 lb. The chassis is available in a 178- and 208-inch wheelbase. Built using single-piece steel straight-rails, 3-inch anges, and dogbone crossmembers, it minimizes body stress when maximizing load capacity. Tech features include FCCC’s OptiView digital instrument cluster with real-time ef ciency feedback, navigation, and more. Its safety features and tech include electronic stability controls, 360-degree camera, curbside exit, lane keeping assist, collision mitigation, and more.
Maneuverability for urban streets: The MT50e’s front axle offers up to a 50-degree wheel cut for increased maneuverability in tight spaces.
The 2026 Freightliner eM2 is built on Daimler Truck North America’s M2 106 Plus medium-duty platform and features a fully integrated, battery-electric Detroit ePowertrain. Electric motors and a 2-speed transmission are located directly on the drive axles to minimize energy loss.
The Class 6 single-motor eM2 delivers up to 190 hp with a 194 kWh battery, providing a driving range of around 180 miles per charge. The Class 7 dual-motor variant produces up to 255 hp, supported by a 291 kWh battery, and offers a range up to 250 miles.
Safety features on the eM2 include Detroit Active Brake Assist 5, tailgate warning, adaptive cruise control down to 0 mph, lane departure warning, intelligent high beam headlights, automatic wipers and headlamps, and Side Guard Assist. Detroit Connect provides connected-vehicle functionality for monitoring battery health, charging status, and energy usage, supporting route planning, energy optimization, and post-trip analysis.
Build for your business: The eM2 is offered in multiple con gurations to accommodate different wheelbases, battery capacities, and ePTO options for a variety of medium-duty applications.
Harbinger is producing Class 4-6 electric stripped chassis for various operations. Designed for urban routes, the 158-inch wheelbase offers an estimated 175mile range and 14,001 to 22,000 lb. GVWR and maximum 9,610-lb. payload. Designed for standard routes requiring optimized cargo capacity, the 178-inch wheelbase (offered in Class 5 and 6) offers a similar range as the 158-inch wheelbase. Its GVWR ranges from 16,001 to 22,000 lb. with a maximum payload of 9,500 lb. Finally, the Class 5 and 6 208-inch wheelbase, designed for larger payloads and longer routes, has an estimated range of 210 miles, a GVWR between 16,001 and 26,000 lb., and a max payload of 13,350 lb. It can accommodate four, ve, or six battery packs. The Harbinger electric stripped chassis is available for orders today.
Spec to your needs: Harbinger offers its electric chassis in Class 4, 5, and 6.
Harbinger Plug-in Hybrid Chassis
The Harbinger plug-in hybrid stripped chassis is available in two wheelbases to accommodate Class 5 and 6 vehicles. The 178-inch chassis has a GVWR of 16,001 to 22,000 lb. It can accommodate four battery packs, offering a range of about 500 miles. Its maximum payload is 9,803 lb. The 208-inch wheelbase chassis also offers about 500 miles of range and offers a GVWR between 16,001and 26,000 lb. It can accommodate four and ve battery packs and offers a payload of up to 13,686 lb.
Moving with the market: While Harbinger designed the all-electric chassis cab rst, the plug-in hybrid version of its chassis was developed in response to customer needs and expectations.
Isuzu NRR EV
International eMV
The 2026 International eMV series is a battery-electric medium-duty truck available in Class 6 and Class 7 con gurations. It is equipped with factory-installed ePower and electric power take-off (ePTO) options. The eMV is built to the same standards as the diesel-powered International MV Series and is designed for straight rail applications.
The 2026 eMV offers four wheelbase options: 217, 236, 254, and 272 inches. It is equipped with the Diamond Logic electrical system as standard. The electric motor delivers peak power of 335 hp (250 kW) and continuous power of 215 hp (160 kW), supported by a 210 kWh high-voltage battery that provides a driving range of approximately 135 miles. Regenerative braking is available in three levels.
Charging options: Charging options include Level 2 AC for overnight charging and DC fast charging in under two hours. The eMV also supports ePower applications, allowing the truck to supply electrical power for transport refrigeration units (eTRUs) or other auxiliary equipment.
The 2025 NRR EV from Isuzu Commercial Truck is the brand’s rst electric truck. The Class 5 truck delivers 19,500 GVWR with wheelbase options from 132.5 to 176 inches. The NRR EV is available with different battery pack options—buyers have a choice between using three to nine battery packs—offering a range up to 235 miles. The NRR EV features the new Isuzu cab, which is more aerodynamic, quieter, and more ef cient. It features LED headlights and a newly designed front bumper. On the inside, the steering wheel is now positioned to provide more comfort to the driver, outboard passenger airbags are standard, and an Auto Light Sensor enables the headlights to illuminate as the sun goes down. Drivers will also appreciate the new 7-inch information cluster that displays vehicle functions and other necessary information.
New EV meets advanced tech: Buyers can choose to add an advanced driver assistance system to the NRR EV, which delivers lane departure warnings, automatic emergency braking, distance alerts, forward vehicle start noti cation, and adaptive cruise control.
International eMV Photo: International
Isuzu NRR EV Photo: Isuzu
Harbinger All-Electric Chassis Photo: Harbinger
Harbinger Plug-in Hybrid Chassis Photo: Harbinger
ALT-FUEL VEHICLES: Medium Duty
Mack MD Electric
The Mack Trucks MD Electric integrates Mack’s standard vehicle engineering with an electric powertrain. Its battery-electric system provides torque and acceleration suitable for frequent stops and starts in urban environments. The cab has a longer design, allowing increased seat recline and legroom, plus a tilt-telescopic steering column for driver comfort. The interior includes satin aluminum trim, seating with lumbar support, LED lighting, and steering wheel controls for cruise, telephone, and audio functions.
The MD Electric is offered in Class 6 (25,995 lb. GVWR) and Class 7 (33,000 lb. GVWR) con gurations, with 150 kWh or 240 kWh battery options. Both AC and DC charging are supported, and the vehicle includes a regenerative braking system.
Configurations: The MD Electric can be con gured for dry van, refrigerated, stake/ atbed, or dump applications. The 107inch bumper-to-back-of-cab measurement and wheel cut are designed to support urban maneuverability.
Rizon E16 and E18
A Daimler Truck brand, Rizon produces the all-electric E16 and E18 with various con gurations. The E16M has two battery packs with a range of 75 to 110 miles, and the E16L has three, producing a 115- to 160-mile range. The E16M is available in four different wheelbases from 134 to 187 inches; the E16L is available with a 175- and 187-inch wheelbase. Both offer a GVWR of 15,995 lb.
The E18 has four different versions: E18M, E18Mx, E18L, and E18Lx. There are two battery packs in the E18M and E18Mx, and three battery packs in the E18L and E18Lx; however, because of their larger size, each model loses about 5 miles of range compared to the E16 models. The E18M and E18L offer a GVWR of 17,995 lb., and the E18Mx and E18Lx offer a GVWR of 18,800 lb.
All Rizon trucks include standard safety features, such as side assist, brake assist, and more.
Equal treatment: The trucks feature similar interiors, integrated steering wheel controls, touchscreen infotainment system, and digital instrument cluster.
ZM Trucks
Workhorse W56
The Workhorse W56 is an all-electric vehicle available as a step van or in stripped chassis con gurations. It can be con gured as a Class 5 or 6 vehicle.
Two wheelbase options are offered. The standard 178inch wheelbase provides 1,000 cu. ft. of cargo capacity, while the extended 208-inch wheelbase provides 1,200 cu. ft. Both con gurations include composite panel sidewalls.
The W56 has a battery-electric design that offers an estimated range of 150 miles at full payload and up to 170 miles under optimal conditions. The W56 has two battery pack options: 140 kWh and 210 kWh. The vehicle utilizes an integrated eAxle to bring 385 peak hp. The vehicle supports a payload of up to 10,000 lb.
Telematics: The platform includes Workhorse’s Metron telematics system, which provides remote monitoring of battery range and more than 500 other data points. Updates occur every 10 seconds, enabling trip tracking and route replays.
ZM Trucks, a new entrant into the North American market, produces a number of all-electric medium-duty vehicles: the ZM8 SWB, ZM8 LWB, and ZM12 BEV.
The ZM8 is offered in a short wheelbase (SWB) and long wheelbase (LWB), with the SWB at 138 inches and the LWB at 177 inches. The SWB is offered in a Class 4 (16,000 lb. GVWR) and Class 5 (19,500 lb. GVWR), while the LWB is available as a Class 5 and Class 6 (19,510 lb.). The Class 4 ZM8 SWB has a range of 165, and the Class 5 has a range of 150 miles. Both the Class 4 and 5 ZM8 SWB offer 150 hp and 170 lb.-ft. of torque.
The ZM8 LWB has an estimated range of 150 miles and offers 150 hp and 170 lb.-ft. of torque. The ZM12 BEV features a GVWR of 26,000 lb. (Class 6) and 28,000 lb. (Class 7) and can accommodate a payload of 13,000 and 15,000 lb. It has an estimated range of 240 miles for the Class 6 and 230 miles for the Class 7. It offers 350 hp and 370 lb.-ft. of torque.
Need more power? ZM also produces a Class 8 battery-electric truck (listed on page 44) as well as a Class 8 yard tractor.
ZM Trucks’ ZM8 Photo: Josh Fisher EndeavorB2B
Workhorse W56 Photo: Workhorse
Mack MD Electric Photo: Mack
Rizon e18Mx and e18Lx Photo: Rizon
ALT-FUEL VEHICLES: Light Duty
Chevrolet BrightDrop
The BrightDrop is Chevrolet’s agship electric commercial van. The lineup includes the 400 and 600 models, with the 400’s maximum cargo volume at about 412 cu. ft. and the 600’s maximum cargo volume at roughly 614 cu. ft. The maximum payload is 3,350 lb. for the BrightDrop 600 and 3,710 lb. for the BrightDrop 400. Both front-wheel drive and all-wheel drive con gurations are available.
New for 2026, both the BrightDrop 600 and 400 are offered with three battery packs: the Standard Range, which offers up to 178 miles of combined city and highway range; the Extended Range, which offers up to 204 miles of combined city and highway range; and the Max Range, which offers up to 296 miles of city and highway combined range. When charging at the maximum charging rate, the BrightDrop can charge to 160 miles in one hour.
The electric van includes radar sensors, ultrasonic sensors, camera sensors, and camera displays to assist the driver. This technology stack enables more than 20 safety and driver assistance technologies as standard features, including intersection automatic emergency braking, front pedestrian and cyclist braking, enhanced automatic emergency braking (which uses radar and camera technology), a forward collision alert, and more.
Power tools with the BrightDrop: A Power Offboarding Inverter, which enables the vehicle to power tools and equipment with 7.2 kW of power through four 120V outlets and one 240V outlet, is also now available with 2026 models.
Chevrolet Silverado EV
General Motors’ rst-ever electric pickup, the Silverado EV is back for 2026— and this year, Chevrolet introduced its Trail Boss trim to the lineup. The Silverado EV offers 760 maximum hp, 775 lb.-ft. of maximum torque, and can tow up to 12,500 lb. The EV is available in three different models: the WT, LT, and Trail Boss. Each model is available with three different battery packs: Standard Range, offering an estimated 286 miles; Extended Range, offering an estimated 424 miles; and Max Range, offering an estimated 494 miles.
The WT is the most basic trim, yet still packed with technology, such as a 17.7-inch infotainment screen, 11-inch digital cluster, up to 11 outlets, and the ability to power tools and equipment using up to 10.2 kW of offboard power. The LT includes more lighting on the front exterior, 18-inch wheels, and a Multi-Flex tailgate. The Trail Boss is Chevy’s most appointed electric pickup, equipped with a 2-inch lift, 18-inch wheels and 35-inch all-terrain tires, trim-speci c badging and aesthetics, Multi-Flex tailgate, Multi-Flex Midgate, and all-tire steering that offers the Sidewinder diagonal steering feature.
Work-ready features: The Silverado EV’s eTruck offers 10.7 cu. ft. of cargo space, and when using the Multi-Flex Midgate, the bed of the truck can accommodate tools and equipment nearly 11-ft. long.
Ford E-Transit
Ford Motor’s electric cargo van, the Ford E-Transit, has several years of eet operations under its belt, and with its multiple roof heights, two body lengths, and the option for a chassis cab, cutaway, and cargo van models, the E-Transit is just as versatile as its gas-powered counterpart. The E-Transit has an estimated range of 159 miles and a maximum payload of 3,249 lb. It can also power equipment when using the available Pro Power Onboard.
For model year 2026, the E-Transit gets a new wheelbase offering of 156 inches for chassis cab and cutaway models. And, like the 2026 Transit, the E-Transit also gets an 8-inch digital cluster, 12-inch infotainment touchscreen, and wireless smartphone integration across the lineup. Also standard across the lineup, the EV gets a standard vapor-injected heat pump to help optimize vehicle energy consumption and heating performance. Ford Co-Pilot360 is now standard across the lineup as well. Co-Pilot360 includes auto high beam headlights, lane-keeping system, intersection assist, pre-collision assist with automatic emergency braking, front and rear parking sensors, and more.
New exterior details: The 2026 Ford E-Transit receives new exterior badging and new, sensor-equipped rear taillights.
Chevrolet BrightDrop 400 and 600 Photo: Chevrolet
Chevrolet Silverado EV Photo: Chevrolet
Ford E-Transit Photo: Ford
ALT-FUEL VEHICLES: Light Duty
Ford Lightning
Another electric commercial vehicle with a few years under its belt is the Ford F-150 Lightning, the brand’s electric pickup truck. It’s available in ve different models from the most basic Lightning Pro to the premium Lightning Platinum. The truck is available with different battery packs offering different ranges: an estimated 240 miles with the Standard Range battery and up to 320 miles with the 131 kWh Extended Range battery. The Standard Range battery offers 452 hp and 775 lb.-ft. of torque. The 131 kWh Extended Range battery offers 580 hp and 775 lb.-ft. of torque. The Lightning Pro can tow up to 7,700 lb. with the Extended Range battery and up to 10,000 lb. with the Max Trailer Tow Package.
The vehicle is also available with Pro Power Onboard to power tools and equipment, hands-free driving with Ford BlueCruise, and driver assistance technology, such as adaptive cruise control, blind spot alert, rear cross traf c alert, and more.
Electrifying the road less traveled: For 2026, Ford added the STX model to the Lightning lineup, replacing the XLT trim. This model offers the ruggedness that customers have asked for, according to Ford. It includes a rear e-locking differential, offroad running boards, a fresh grille, and STX badging.
GMC Sierra EV
GMC’s 2026 Sierra EV all-electric pickup is available in three trims: Elevation, AT4, and Denali. The trucks are standard with a 2-motor e4WD system that offers an estimated range of 283 miles on a single charge and 605 hp.
The base model of the electric GMC pickup is packed with technology well above and beyond the base models of the brand’s gas- and diesel-powered pickups.
Like the mid-tier and top-tier trims, the Elevation features a 16.8-inch infotainment screen, heated power seats, the MultiPro Tailgate, and wireless phone charging. Available features include the Super Cruise driver assistance technology, Energy Transfer (offering 7.2 kW of off-boarding power), the MultiPro Midgate, and more. GMC’s Crabwalk feature is available on the AT4 and Denali models.
Standard on all three trims are 15 different safety features and technologies, including adaptive cruise control, blind spot steering assist, traf c sign recognition, and much more.
Even more range: If the 283-mile range of the standard offering isn’t enough, buyers can opt for the Extended Range battery with an estimated range of 410 miles as well as the Max Range battery, which offers an estimated range of 478 miles.
Mercedes-Benz eSprinter
The Mercedes-Benz eSprinter is a battery-electric version of the cargo van offered by Daimler Truck. It is available with multiple battery, wheelbase, and roof height options.
North American customers can choose between 81 kWh and 113 kWh battery variants. The standard con guration with a 144-inch wheelbase and standard roof provides up to 319 cu. ft. of cargo volume. The longer 170-inch wheelbase with high roof, paired with the 81 kWh battery, provides 488 cu. ft. of cargo space and a payload of up to 3,120 lb.
Configurations: In eSprinter con gurations, the maximum GVWR is 9,370 lb.
Ram ProMaster EV
Ram’s electric cargo van, the ProMaster EV, is now available as a model year 2025. The all-electric cargo van is available as a cargo van or a step van with multiple sizes and con gurations. It’s powered by a 200 kW electric drive module that offers 268 hp and 302 lb.-ft. of torque with an estimated combined range of up to 164 miles while loaded. It can handle a maximum payload of 3,020 lb.
Job-specific details: The cargo van model of the ProMaster EV features a oor height of 21 inches for easy loading, while the Step Van, designed for parcel delivery, features highly visible grab handles, low step heights, a rear roll-up door, and a side pocket door for safety.
Ram ProMaster EV Photo: Ram
Ford Lightning Photo: Ford
GMC Sierra EV
Photo: GMC
Mercedes-Benz eSprinter Photo: Mercedes-Benz
ALT-FUEL VEHICLES: Light Duty
Ram 1500 REV
Set to be available in 2026 as a model year 2027, the all-new Ram 1500 REV is a range-extended electric truck. While the truck runs on a 92-kWh battery, it also has a 3.6L Pentastar V6 engine. That engine generates mechanical power that converts to electrical power, via an onboard generator, for maximum ef ciency. This generator also allows for the increase of power to the motor and gearbox to enable “serious power,” according to Ram. The electric battery and the 3.6L engine enable the 1500 REV to offer a range of 690 miles on one charge and pump out 647 hp with 610 lb.-ft. of torque. The vehicle can tow a maximum of 14,000 lb.
The Ram 1500 REV also boasts more than 50 inches of digital screens when combining the digital cluster, infotainment system, and the passenger display. The Ram 1500 REV has more than 100 standard safety and security features, including a lane management system, steer assist, intersection collision assist, and more. It also has the work-ready features included on other Ram trucks, such as the RamBox cargo system on the side walls of the bed.
Drive the way you want and need: The pickup features multiple drive modes: Electric+, E-Save, and Eco. Electric+ powers the vehicle using only the battery; the generator will kick in when it’s needed. E-Save allows you to control when the generator engages. Eco mode prioritizes ef ciency, reducing climate control settings to conserve power. Additionally, and like other electric vehicles on the market, the 1500 REV features one pedal driving, which enables regenerative braking when easing off the accelerator.
Rivian Commercial Van
The electric cargo van made popular by Amazon is available to all eets in two congurations, the Rivian Delivery 500 and Delivery 700. Specs have slightly changed from 2025 models and 2026 models. The 500 has an estimated range of 161 miles, GVWR of 9,500 lb., payload of 2,663 lb., and 487 cu. ft. of cargo space. The Delivery 700 has an estimated range of 160 miles, GVWR of 9,500 lb., payload of 2,258 lb., and 652 cu. ft. of cargo space.
The Delivery 500 and 700 feature Rivian technology, with easily accessible controls and a large infotainment system. They also include Rivian telematics and vehicle health metrics. Fleet owners can facilitate remote commands and advanced analytics through the Rivian platform.
Short or long? The biggest difference in the 500 and 700 is in the length of the vehicle. The 500 has a wheelbase of 157.5 inches and an overall length of 248.5 inches. The 700 has a wheelbase of 187 inches and an overall length of 278 inches.
Rivian R1T
The pickup truck version of Rivian’s agship model, the R1T, is available in four different models: the Dual Standard, Dual, Tri, and Quad. Each name indicates the size of the R1T motor. The Dual Standard is a dual-motor pickup with Rivian’s standard battery. It offers an estimated range of 270 miles on a single charge and 533 hp. The Dual is a dual-motor pickup, yet can be equipped with Rivian’s large battery, which offers 329 miles of estimated range, or the max battery, which offers 420 miles of estimated range. The Dual offers up to 665 hp. The Tri and Quad are only available with the max battery and produce an estimated range of 371 miles and 374 miles, respectively. The Tri offers 850 hp, and the Quad offers 1,025 hp.
The R1T features Rivian Gear Guard Safety, which includes a motion-sensored camera that records what’s going on around the vehicle when motion is detected. Surround-view cameras also record events while driving if a hard-brake event is detected. A co-pilot for the journey: The R1T has available hands-free driving on select roads, and a trip planning feature to ensure the vehicle gets to its destination with the most-ef cient route.
Rivian Commercial Van
Photo: Rivian
Ram 1500 REV Photo: Ram
Rivian R1T
Photo: Rivian
by Kevin Rohlwing
Risky lifts: What’s your procedure?
Are your techs safe beside and below your vehicles?
COMMERCIAL TRUCK TIRE technicians have to accept a certain amount of risk. Safety and training procedures exist to minimize the risk, not eliminate it. There are just certain aspects of the job that add an element of danger.
E very fleet should require manufacturers to identify the lifting and support points for each vehicle and ensure that technicians performing tire or mechanical services are aware of the proper lifting procedures.
I’ve always described it by saying that lightning can strike during a thunderstorm on a golf course—but there is a difference between staying in the clubhouse, standing under the designated shelter, standing under a tree, or standing in the middle of the fairway waving a 5-iron in the air. There are different risk levels with each approach.
Lifting commercial motor vehicles poses significant risks for technicians who service truck tires. Several factors influence the risk, including the ground condition, vehicle position, and the
equipment used to raise the axle. Ground conditions can be controlled. Ideally, it is firm and flat. If it isn’t firm, then steel or composite plates can be placed under the lifting equipment to increase the surface area and improve stability when the axle is off the ground. If it isn’t flat and cannot be adjusted, then the vehicle needs to be moved to level ground.
The position of the vehicle plays a significant role in achieving a safe lift. I don’t know the physics of why a vehicle parked on the shoulder physically moves when a tractor and trailer zooms by at highway speed in the far right lane, but I’ve been there when it happens. If the disabled truck cannot be safely positioned on the shoulder with enough space between the wheel position and the fog line, then it needs to be moved.
Equipment is another controllable aspect of raising an axle for tire service. Hydraulic jacks are designed to lift and position. Jack stands are designed to support the weight of the axle. When a jack is used without a jack stand, the internal plastic ring at the end of the ram is the primary support mechanism. Most vehicle lifting fatalities occur when a hydraulic jack is used without a jack stand and fails, or the vehicle slips off the jack. There have been a few accidents where the truck slips off the jack stand, but these are usually caused by unstable/uneven ground, mechanical failure, or a change in the vehicle’s weight distribution.
Since the jack and jack stand combination is a critical component of vehicle lifting safety during truck tire service, the position of the equipment is equally important. On standard straight-axle trailers, it’s fairly easy to position the jack and jack stand at the end of the axle so that the jack can lift the vehicle and then be released, allowing the jack stand to support the weight. The same can be
said for most steer axles. Using the golf analogy, it’s a tap-in putt.
Drive axles are often more complicated because there’s only one flat space for the jack or jack stand. Drivetrain manufacturers are not in favor of using the differential as a lifting point, which would make the process a lot easier and safer. This forces the technician to either lift at the flat space on the end of the axle and support it on the angled space between the suspension and the differential, or lift the differential, and hope nothing breaks.
During thunderstorms, specialty trailers, coach buses, and car haulers are 5-irons in the fairway. The manufacturers do not provide the spaces for a jack and jack stand, nor do they identify designated lifting or support points. It’s not that they haven’t been asked because I have been actively seeking guidance for over a decade. I’ve actually spoken with engineers on trade show floors to point out the fact that there is no place for a jack and jack stand on the vehicle. They always say they will get back to me.
I’ve been in the business long enough to know that fleet customers have the leverage to get information that no one else can get. Every fleet should require manufacturers to identify the lifting and support points for each vehicle and ensure that technicians performing tire or mechanical services are aware of the proper lifting procedures. If air suspensions need to be disabled, the driver should be aware of the process so it can be communicated effectively, as technicians shouldn’t have to work during thunderstorms. FO
Kevin Rohlwing | krohlwing@tireindustry.org
Kevin Rohlwing is the chief technical officer for the Tire Industry Association. He has more than 40 years of experience in the tire industry and has created programs to help train more than 220,000 technicians.
Today’s transportation and logistics environment demands professionals with state-of-industry expertise. They need insights into the most forward-thinking solutions of the day.
Against this background, there has never been a better time to attend the 2026 Private Fleet Management Institute (PFMI).
PFMI is an intensive 5day program of indepth rigorous learning, featuring courses in Fleet Finance, Operations, Legal, Regulatory and Safety Compliance, Human Resources, Maintenance and Equipment. This is an accelerated educational program designed to meet the demanding needs of today’s private eet professional.
In addi ti on, PFMI provides one of the most effec ti ve ways of refreshing your knowledge base and preparing for the 2026 CTP Examination, set for Saturday, February 14, 2026.
Oils and lubes for 2026 ops
Castrol Castrol Vecton
Photo: Castrol
Long Drain 10W30 CK-4, featuring unique System Pro Technology, is an advanced part-synthetic heavy-duty engine oil. Conforming to the latest engine oil specications, it can be used in diesel engines where API CK-4 or CJ-4 and lower requirements are speci ed. This oil is speci cally engineered to deliver longer life, enabling longer service intervals even under severe operating conditions.
System Pro Technology delivers a 45% extra performance reserve compared to industry standards that ght oil breakdown by helping to control oxidation, reduce deposits, and neutralize harmful acids.
Citgo
Citgo’s Mystik JT-6
Heavy Duty
SynBlend
460 No. 2 is a single-solution synthetic blend grease designed for commercial vehicle applications, helping eets simplify maintenance, reduce downtime, and protect equipment in harsh conditions.
The NLGI No. 2 is designed for fth wheels, chassis, trailers, and off-road equipment. According to the manufacturer, the formula delivers high loadcarrying capacity, water resistance, and reliable performance from -5°F to 350°F. It stays in place even under direct spray or vibration, reducing misapplication and minimizing inventory clutter.
Key features of the grease include extreme pressure protection, superior washout resistance, and an extended
service life of up to 3 times. A 10-oz. squeeze tube is available for easy on-the-go fth wheel lubrication (no grease gun required).
Irving Oil
Irving Oil’s IDO Premium Plus CK-4 meets API CK-4 standards for 2017+ diesel engines. It is fully backward compatible with CJ-4, CI-4 Plus, CI-4, and CH-4, making it suitable for mixed eets. Advanced additive technology protects cams, tappets, rings, cross heads, and injector screws. According to the manufacturer, the product enhances fuel economy, improves emissions control, and increases oxidation resistance. Regular oil analysis allows for extended drain intervals. IDO Premium Plus CK-4 is OEM-approved and certi ed.
LiquiMoly
dissolves existing DEF crystal buildup while preventing new deposits from forming in tanks, pumps, and injectors. Left untreated, DEF crystals can restrict ow, clog injectors, and cause expensive SCR repairs.
DEFender works to keep the entire DEF system clean and free flowing, extending component life and ensuring reliable emissions performance. By preventing crystallization and corrosion, it also helps reduce unplanned downtime and repair costs, delivering immediate and long-term value for eets.
Liqui Moly’s Special Tec AA SAE 10W-30 diesel is a fully synthetic, low-viscosity premium motor oil specifically designed to meet the high demands of modern Asian and American diesel engines. The manufacturer states that the additive technology offers optimal wear protection and engine cleanliness while also minimizing oil and fuel consumption, thereby achieving maximum engine ef ciency. It is said to be well-suited for engines with diesel particulate lters (DPFs) and turbochargers.
Lubrication Specialties
Hot Shot’s Secret Premium DEFender is a diesel exhaust uid (DEF) additive that
The manufacturer says that with DEFender, operators can maximize DEF ef ciency, maintain compliance, and keep trucks on the road where they belong—working, not waiting for repairs to be performed.
Petro-Canada
Petro-Canada Lubricants, an HF Sinclair brand, recently launched Duron UHP 10W-30, an ultra-high-performance synthetic heavy-duty diesel engine oil designed to meet the demands of modern heavy-duty engines. According to the manufacturer, this low-viscosity engine oil delivers up to 1% improved fuel economy compared to an SAE 15W-40, helping eets reduce costs and lower their total cost of ownership.
Combining fuel ef ciency and ultrahigh protection, Duron UHP 10W-30 safeguards engines against harmful sludge, deposit buildup, and wear, increasing durability and reliability over time. It has been designed to exceed engine warranty requirements
Photo: Citgo
Photo: Irving Oil
Photo: LiquiMoly
Photo: Lubrication Specialties
Photo: Petro-Canada
for the SAE grade and API CK-4 speci cation and has been formulated to meet and exceed many OEM engine requirements. Duron UHP 10W-30 demonstrates engine protection, cold temperature performance, and oxidation stability.
Phillips
66
Guardol ECT protects newer low-emission diesel engines and older diesel engines. It is specially formulated to protect exhaust aftertreatment systems. According to the company, it is resistant to viscosity and thermal breakdown at high temperatures, and it protects against the formation of sludge and varnish.
Phillips 66 claims its Guardol ECT (Emission Compatible Technology) synthetic blend diesel engine oil disperses soot effectively, protecting against abrasive wear and soot-induced oil thickening. For enhanced oxidation resistance and protection against engine wear, it is forti ed with the company’s exclusive Liquid Titanium additive.
Applications include on-highway diesel trucks equipped with EGR and exhaust aftertreatment systems to meet 2007/2010 emissions standards as well as older diesel equipment with conventional, non-EGR engines or ACERT engines. Guardol ECT has 18 OEM certi cations.
Royal Purple
Royal Purple Duralec Super Diesel Motor Oil is a high-performance synthetic oil specially formulated for diesel engines equipped with modern emissions systems, including DPFs, catalytic
converters, EGR, and SCR. Compatible with ultra-low sulfur diesel fuels in North America and Europe, Duralec Super is designed to protect critical components, extend oil change intervals, and boost fuel ef ciency. According to the manufacturer, extreme temperatures do not affect its performance; it resists heat breakdown and reduces cold-start wear. Key advantages include greater wear protection, improved fuel ef ciency, and enhanced corrosion protection.
(Continued on page 65)
Photo: Phillips 66
Photo: Royal Purple
EYES ON THE ROAD, ears on the data
How transportation technology solutions are shifting fleet safety from reactive to proactive
by Josh Fisher
Fleet safety’s digital evolution is driving a powerful transformation in transportation. While new technologies promise to make roads safer, the pace of change can be overwhelming. For safety-focused managers, the emerging challenge is determining which tools are best suited for your operations and preparing for the future of eet safety.
To address these contemporary challenges, FleetOwner reached out to several leading transportation technology providers to ask about the solutions eets are underutilizing and to predict where commercial vehicle eet safety is headed in the second half of this decade.
The most powerful safety solutions aren’t just about installing more devices inside and outside the cab; it’s about connecting every aspect of eet operations—from the vehicle’s maintenance records to in-cab coaching—to build an intelligent ecosystem.
Augmenting driver coaching with AI
“With labor shortages, rising insurance premiums, and mounting safety
challenges, eets know driver coaching is critical, but timely, consistent coaching remains one of the biggest roadblocks to safety,” Nihar Gupta, product leader for Motive, told FleetOwner. “The old approach—manual, inconsistent, and time-consuming—simply doesn’t scale.
He noted that a safety manager can be responsible for coaching hundreds of drivers. Suppose each coaching session takes at least 30 minutes. In that case, feedback on unsafe events might not be shared with drivers until weeks after they happened, “creating unnecessary safety and liability risks for the entire eet.”
Motive, a eet management and driver safety platform, offers Motive AI Coach, which Gupta said delivers personalized, high-quality feedback to drivers at scale using coaching videos generated by articial intelligence.
“This means fast, consistent guidance for every driver, translating to stronger safety outcomes that reinforce safe driving behaviors and help prevent future incidents,” he explained.
Rival fleet technology provider Samsara is also embedding more AI tools
in its solutions. “Many eets are still not tapping into the life-saving potential of AI-powered cameras and the real-time, in-cab alerts they unlock,” Johan Land, Samsara SVP of product engineering, told FleetOwner. “While dashcam usage has climbed in recent years, the predictive power of AI-powered cameras has yet to be fully embraced.”
At its full potential, AI cameras offer more visibility and predictive power with in-cab alerts that Land likened to an extra set of eyes acting as a real-time safety copilot.
“First and foremost, this technology is about keeping drivers and communities safe,” he explained. “By adopting AI-powered cameras more widely, eets of all sizes can bene t from accident prevention, lower insurance and litigation costs, and an improved safety culture.”
According to Samsara, customers such as Memphis Light, Gas & Water saw “a 100% reduction in safety events” after adopting its AI-based in-cab alerts. Another customer, Eurovia USA, saw unsafe mobile device usage drop by 80%.
Charlie Elliott, Geotab SVP of marketing, called AI-powered dashcams with
in-cab coaching “the most underutilized safety technology today.”
“Many fleets still treat safety as a reactive exercise, responding to incidents after they have happened,” Elliott told FleetOwner. “This approach misses the chance to prevent accidents in the first place and to identify risk before it leads to an issue.”
Similarly, Geotab’s AI technology provides drivers with instant voice feedback that encourages self-correction of risky behaviors, such as phone use or tailgating. In a recent Geotab pilot program, Elliott said the technology resulted in a 90% reduction in tailgating and a 95% drop in unsafe phone use.
“For fleet managers, precision AI makes a critical difference by minimizing false alerts and surfacing only the most urgent and relevant events,” Elliott explained. “This removes the need to sift through hours of footage, allowing managers to focus on
targeted coaching and long-term behavior change.”
Back to (perfecting the) basics
While in-cab coaching can improve driver safety, ensuring the vehicle itself is in top shape is another vital step to prevent significant incidents before a trip begins.
“One safety solution that deserves far more attention from fleets is Zonar’s electronic vehicle inspection reporting system (EVIR) or DVIRs,” Jason Craven, CTO at Zonar, told FleetOwner. “It’s not new, but it’s incredibly important. Built to replace paper inspections with a digital system that ensures consistency, accuracy, and accountability, many fleets still treat inspections as a check-the-box exercise.”
Digitizing and standardizing inspection workflows help fleets catch defects earlier, improve maintenance planning, and avoid costly compliance issues,
according to Craven. “It builds accountability into daily operations and streamlines communication between drivers and maintenance teams,” he added.
Brianna Perry, product marketing manager at Fleetio, said that fleets are underutilizing inspection workflow automation. “So many activities related to safety management are still extremely dependent on manual intervention, but technology has started to step in and assist with reducing risk and ensuring inspections don’t get skipped,” she told FleetOwner
Fleetio’s technology uses telematics and real-time logged inspection data to find these potential problems.
“However, catching a problem is only the beginning,” Perry emphasized. “Our automation functionality proves its value in the full maintenance cycle, with the ability to ground a vehicle when it’s unsafe, route the repair to a technician, and close the loop once the work is done
because it’s not all about fuel
Chevron can fuel your fleet with solutions that range from traditional diesel to R-CNG. But our solutions go beyond the fuel tank. We’ll be there to help keep your goods on the go — and help keep your business ahead.
so the vehicle is ready to roll again.”
She said that fleets using this technology can do a better job of ensuring their drivers are climbing into safe vehicles that won’t require expensive roadside maintenance or towing.
“When fleets integrate automations into their inspections, they’re not just ‘checking a box.’ They’re preventing injuries, reducing downtime, and building a culture where safety is baked into every step of operations,” Perry said.
Jean-Sebastien Bouchard, chief product officer and co-founder of Isaac Instruments, told FleetOwner that an often-forgotten safety technology is integrated, truck-ready navigation.
“While many fleets allow drivers to use their own navigation apps, these are often not optimized for commercial vehicles, leading to unsafe maneuvers such as U-turns or routing through restricted areas,” Bouchard said.
Among the factors that impede utilization, he cited the following:
• Drivers may dislike the navigation tools provided by their carrier.
• Data fed from the transportation management system (TMS) can be inaccurate.
• Maps are not consistently updated.
• Many systems lack features such as rest stop planning.
Isaac collaborates with Trimble Maps to create a navigation experience designed for commercial drivers. “One that is accurate, intuitive, and tailored to the realities of trucking,” Bouchard said. “We strongly believe all fleet vehicles should have integrated navigation to enhance safety, reduce risk, and improve operational efficiency.”
Safety outside
the cab, around the corner
More access to external data is another wrinkle in modern fleet safety technology. With Drivewyze by Fleetworthy’s Safety+ solution, drivers are proactively
made aware of potential hazards ahead, such as inclement weather.
Last winter, Fleetworthy collaborated with a national carrier to test its Safety+ system for minimizing weather-related incidents. The results found that drivers slowed down 62% of the time after being alerted of a severe weather event, according to company data.
“We worked closely with the fleet during the test to create an additional in-cab weather alert sent only to drivers who were not driving appropriately for the weather conditions they were in,” Martin Murtland, Fleetworthy VP of product, told FleetOwner. “It was like having a safety trainer in the cab—but only when needed.”
The fleet was also able to use that data to identify drivers who needed more coaching. Murtland said that customers have seen significant returns on investment by “reducing driver-related incidents during severe weather, speeding, stopping in unsafe locations, and more. Fleets also utilize Safety+ to help optimize costs and alert drivers to areas of high risk for theft and predatory parking.”
After carrier customer Western Express implemented Safety+, it saw a 22% reduction in vehicle incidents. Another, C.R. England, saw its accidents per mile drop nearly 50%, according to Fleetworthy. Murtland added that it
Drivewyze by Fleetworthy’s Safety+ solution proactively keeps drivers aware of potential hazards ahead, such as inclement weather. Photo: Drivewyze by Fleetworthy
Isaac Instruments collaborates with Trimble Maps to create a navigation experience designed for commercial drivers. Photo: Isaac Instruments
can be invaluable during ongoing natural disasters: “During the last hurricane season, Stevens Transport quickly set up Custom Zones for Hurricane Helene to direct drivers away from flooded areas and did not lose a single trailer or any cargo,” he shared.
Bendix Commercial Vehicle Systems’ Wingman Fusion combines radar, cameras, and brakes to create a fully integrated collision mitigation system. TJ Thomas, director of marketing and customer solutions at Bendix, believes that vocational and medium-duty fleets aren’t taking full advantage of the technology.
“Sometimes special apparatuses are added to those vehicles that may prohibit Fusion from being available, yet we still find many fleets don’t spec the technology even when it is offered,” he told FleetOwner. “However, Fusion’s robust feature set—including autonomous emergency braking (AEB),
following distance alerts (FDA), overspeed alert and action (OSA), and more—provides benefits for all types of commercial vehicles, including vocational and medium duty.”
But don’t forget about humans Solera’s Sean Ritchie, VP of sales, has been urging industry leaders this year not to rely solely on nascent AI technology, particularly for in-cab video operations and coaching.
“AI is only as strong as the data and direction it’s given,” he told FleetOwner “That’s why Solera takes a hybrid, human-in-the-loop approach—ensuring our models don’t learn in a vacuum but with continuous human review, refinement, and accountability.”
Solera’s video-based safety solutions use AI guided by HI (human intelligence). “When you’ve been pioneering fleet safety for more than four decades, you understand the value of
the knowledge you’ve acquired,” Ritchie explained. “That is why our AI systems are built with human intelligence, data integrity, and ethics at the core.”
Solera utilizes human safety professionals to verify AI-detected events, resolve edge cases, and assist in training the system. Ritchie said this dramatically reduces false positives, improves scoring accuracy, and ensures drivers buy into the coaching. He also said this is part of Solera’s “Ethical AI” mission: transparent models, high-quality data, and ethical oversight.
“Fleets that rely solely on AI-based alerts or automated praise see little improvement in risk, while fleets that use human-reviewed coaching see measurable safety gains,” Ritchie explained. “That’s how Solera builds trust and why fleets that fully embrace our AI+HI approach see fewer collisions, stronger driver engagement, and better outcomes across the board.” FO
SAFEDRIVE-AI
What’s the future of safety technology?
As the decade’s second half nears, FleetOwner asked some fleet technology providers what will be the most game-changing shifts in commercial vehicle safety over the next five years—and how those companies plan to stay ahead of the curve. Answers have been edited for clarity.
Bendix: Mike Tober, North America chief technology officer
The most game-changing shift will be continued improvements in advanced driver assistance system object detection and classification, enabling ADAS to mitigate more collision scenarios. Bendix will leverage recent advancements in perception and object classification for highly automated driving (HAD) Level 2+ through Level 4 vehicles, and apply them at a large scale to Level 1 and Level 2 ADAS systems, including AI-based training and verification.
Regardless of the advancements, it’s essential to remember that advanced technologies complement safe driving practices. No commercial vehicle safety technology can replace a skilled, alert driver exercising safe driving techniques and comprehensive driving training. The driver is responsible for the safe operation of the vehicle at all times. Never wait for the system to intervene.
Fleetworthy: Martin Murtland, VP of product
From a safety perspective, we have a positive force multiplier on the horizon that combines creative safety managers with smart technologies. The combination will have a significant impact on the safety of commercial vehicles.
At Fleetworthy, we are enhancing our Safety+ and Smart Roadways offerings with Smart Alerts. We plan to reduce noise in the cab and eliminate distractions caused by various alerts, pings, and chimes, ensuring that only the right alerts are given at the optimal time. Ensuring our drivers return home safely is our top priority while helping fleets reduce risks, increase efficiency, and grow.
Fleetio: Brianna Perry, product marketing manager
The most transformative shift will be the move from reactive compliance to predictive safety management. Historically, fleets responded to accidents, violations, or breakdowns. But with connected vehicle data, AI, and integrated systems, safety can increasingly be managed proactively.
As an example, one fleet used reporting tools to identify that a specific vehicle type was tied to recurring accidents. By consolidating cost and incident data, they could justify retiring the model and replacing it with safer equipment.
We are moving to a future where predictive analytics automatically find insights, pinpointing which vehicles or drivers are most likely to pose a safety risk before incidents occur.
Geotab: Charlie Elliott, SVP of marketing
The most transformative shift in commercial vehicle safety will be precision AI that supports drivers instantly in the cab. Instead of simply collecting data or reviewing incidents after the fact, these systems will act instantly and intelligently to reduce risk and help prevent accidents before they happen. Geotab is focused on building AI models that continuously improve, learning from billions of data points generated across our global network. The new video intelligence platform evolves automatically with every update, giving fleets sharper, smarter tools without adding administrative work.
Safety technology that actively prevents dangerous situations will become the norm. Our dual-facing AI dashcam, GO Focus Plus, represents that reality, shifting the focus from post-incident review to in-the-moment support. This hardware solution is seamlessly integrated into MyGeotab, providing the best of both worlds: proactive video safety and rich telematics data for a holistic view of fleet operations.
Isaac Instruments: Jean-Sebastien Bouchard, chief product officer and co-founder
As we move into the second half of this decade, the most transformative shift in commercial vehicle safety will be integrating AI into fleet operations. AI is revolutionizing how we interpret and act on data:
• Enabling behavioral detection and coaching on patterns that were previously invisible.
• Supporting predictive maintenance through big data analysis, helping prevent breakdowns and reduce roadside incidents—solutions like Uptake are reducing the
Fleetio is focused on bringing maintenance, inspection, telematics, and compliance data into one system. Photo: Fleetio
number of trucks parked on the road.
• Providing deeper insights into fleet performance, identifying the best and worst-performing vehicles with.
We have a dedicated AI team focused on developing intelligent products that empower all our customers to operate safer, smarter, and more e ciently.
Motive: Gary Johnson, head of safety and compliance strategy
The biggest shift in commercial vehicle safety over the next five years will be the move from reactive to proactive safety, powered by AI. Real-time data from vehicles, drivers, and worksites will help fleets anticipate and prevent incidents while transforming how drivers are trained.
Motive’s AI Dashcams deliver real-time alerts, enabling drivers to correct unsafe behaviors immediately. Meanwhile, safety videos and performance data flow into our Safety Hub for timely coaching and recognition.
We’ve taken it a step further with AI models that address critical risks before an accident occurs: Motive’s Lane Swerving Detection flags patterns of swerving over time, and Unsafe Parking Detection alerts managers when vehicles stop in high-risk areas. Fleets using our AI Dashcams have cut collisions by an estimated 80% in the first year.
Samsara: Johan Land, SVP of product engineering
The most game-changing shift will be from reacting to accidents to actively preventing them at scale through AI, which will be the most transformative technology for road safety, saving more lives over the long term than the invention of the seat belt, antilock brakes, and airbags combined. It’s a paradigm shift to 20/20 foresight.
At Samsara, we’re harnessing real-world data at scale, with 20 trillion data points covering over 90 billion miles each year. This enables us to apply computer vision and
Geotab’s dual-facing AI dashcam, GO Focus Plus solution, which is integrated into MyGeotab, provides proactive video safety and rich telematics data for a comprehensive view of fleet operations. Photo: Geotab
Edge AI with unparalleled precision to prevent accidents from occurring. Edge AI, coupled with a deep understanding of and partnership with physical operations, positions us to give fleet operators a competitive edge in the AI-augmented vehicle safety transformation.
Solera: Sean Ritchie, VP of sales
The next leap in fleet safety will be a shift in focus—from looking inward at the driver to looking outward at the environment surrounding them. For the past decade, safety technology has focused on driver behavior, including speeding, following distance, and seat belt use. As AI matures and autonomous technologies evolve, the bigger risk factors will come from other drivers, construction zones, weather patterns, detours, and congestion.
Sometimes the best way to make a delivery route safer isn’t to coach the driver but to choose a safer route. Imagine a platform that sees a highway stretch as high-risk based on past patterns of thousands of vehicles and suggests a safer route while the load is still in dispatch, allotting time to ensure the delivery still meets customer expectations.
To deliver that future, three ingredients are required:
1. Data: Solera’s proprietary data lake holds over 5 petabytes of insights built over 40-plus years.
2. Ethical AI infrastructure: Our AI is matured through intentional human intelligence, continuously verifying model performance and ensuring fairness, transparency, and accuracy.
3. Operational connectivity: The Solera Fleet Platform integrates safety, telematics, routing, compliance, and asset management, feeding real-time data directly into the AI for multi-factor processing. The result is a fleet that doesn’t just respond to events but anticipates risk, plans around it, and optimizes operations.
Zonar: Jason Craven, chief technology o cer
Pedictive analytics and AI is already creating a shift. Fleets that anticipate risks rather than react to them will experience fewer accidents, less downtime, and lower costs. This shift is about transforming fleet data into decisions.
Zonar is at the forefront of this shift through AI-powered video detection tools, such as Zonar Coach and, more recently, Zonar Ignition, its integrated cloud-based platform. With AI-powered event detection, including ADAS and driver monitoring systems (DMS), combined with real-time in-cab coaching and behavioral analysis, operators can make informed decisions. An open API and the ability to create sophisticated custom reporting, such as accident reconstruction reports, enable fleets to fully leverage their data, integrate insights across systems, and continuously improve safety outcomes. By translating predictive insights into proactive action, Zonar helps fleets move from reactive operations to strategic, data-driven decision making. FO
by Gary Petty
Why you can’t outsource liability
Outsourcing jobs, or even your entire fleet operation, does not eliminate risk
At the NPTC National Safety Conference in early September, Rick Schweitzer, NPTC’s general counsel, conducted a tutorial session on private fleet liability and outsourcing. Below are key points from his presentation.
SOME PRIVATE FLEET managers may think that outsourcing safety-sensitive functions, such as maintenance, driver hiring, and regulatory compliance, or even some or all of their transportation functions to a for-hire carrier or carriers, will relieve their company of liability in the event of a truck crash. That’s not true.
Having adequate insurance is critical, but it is not sufficient on its own and does not replace the need for vigilance in managing the vendor relationship.
If your private fleet outsources functions such as vehicle maintenance, driver training, accident management, driver qualification files, drug and alcohol testing compliance, or driver hiring, your company remains responsible for complying with all the requirements outlined in the Federal Motor Carrier Safety Regulations (FMCSRs). So, for
example, if your vendor’s driver qualification (DQ) files are not in compliance with 49 CFR Part 391, or your personnel company provides you with drivers who are not qualified to operate a commercial motor vehicle, your company violates the FMCSRs.
The Federal Motor Carrier Safety Administration does not consider using a third-party vendor an excuse for noncompliance. Your company is the motor carrier and will be subject to the violation and civil penalty.
If your maintenance provider fails to secure a wheel properly and it leads to a crash, your company will be sued and held liable for the injury. Again, you can sue the maintenance provider under your contract, but that does not prevent your company from being taken to court.
Likewise, if you use a third-party logistics provider or a for-hire motor carrier to haul your company’s freight, plaintiff’s lawyers and courts have established new theories of liability that hold the shipper accountable for the negligent or reckless acts of the for-hire carrier (and its driver) that led to an injury or property damage.
If you did not properly vet the for-hire carrier before offering a shipment, and the carrier driver causes a crash, you, as the shipper, could be directly liable under a theory of negligent hiring or negligent entrustment.
Further, if you did properly vet the carrier at the outset, but the carrier’s safety performance deteriorated over several months or years, as measured by their SMS scores, you could be held liable under a theory of negligent retention of the carrier. In either case, the shipper would be directly responsible to the injured party for damages.
So, how do you protect your company? You must manage these out -
sourced functions as if the vendors were in-house. This means periodically conducting performance reviews under the terms of your agreement, establishing objective and measurable performance metrics, and, most importantly, taking action when the vendor fails to meet its obligations.
There is a world of difference between strategic oversight and blind trust. Your company needs to maintain oversight of audits, incidents, and performance. And it must ensure that whoever conducts the vendor audits is also subject to oversight and audit.
Moreover, you cannot simply rely on the vendor’s insurance coverage to protect you, even if you have an ironclad indemnification provision in your agreement. Insurance is only as beneficial as the assets backing it up. For instance, a for-hire motor carrier is only required by law to have $750,000 in liability insurance. A maintenance provider or other vendor may not have extensive coverage. A major—or even a relatively minor—accident could quickly consume that amount.
Having adequate insurance is critical, but it is not sufficient on its own and does not replace the need for vigilance in managing the vendor relationship. From the outset, ensure that the vendor’s culture and objectives align with your own.
Finally, you need a clear plan of action if a vendor fails to meet your standards. You do not want to find yourself in a deposition with a plaintiff’s attorney having to explain away your lack of review and response that led to an accident. FO
Gary Petty | gpetty@nptc.org
Gary Petty has more than 30 years of experience as CEO of national trade associations in the trucking industry. He has been the president and CEO of the National Private Truck Council since 2001.
Rick Schweitzer, NPTC general counsel
Photo: NPTC
Challenge accepted: Proactivity
Challenger cut costs with technology and improved management practices
by Seth Skydel
Forward thinking is one way to describe Challenger Motor Freight. Throughout the carrier’s 50-year history, it has been a proactive adopter of technologies that helped it become a leading transportation provider.
Part of the Fastfrate Group, Cambridge, Ontario-based Challenger Motor Freight operates from six locations in the U.S. and Canada, offering truckload and LTL, temperature-controlled, dedicated, and specialized services.
Challenger’s fleet has more than 500 trucks, primarily Freightliners, with some Volvo, Kenworth, and Peterbilt models. It also operates over 3,000 Hyundai and Stoughton trailers.
Jaime Hillier recently joined Challenger as vice president of maintenance. A 28-year industry veteran, he is currently spearheading several equipment initiatives.
“We’re moving toward a model that will utilize a larger number of owner-operators across our freight operations,” Hillier told FleetOwner. “Our total cost of ownership analyses indicate that it makes sense financially. It’s more cost-effective to find owner-operators than to continually search for drivers. One of the reasons I was attracted to this position at Challenger is because of this kind of bold strategy and savvy business move.”
“TCO also plays a role in our new equipment purchasing decisions, and we look at the application and type of freight we’re hauling as well,” Hillier said. “One of our biggest considerations is OEM support and parts availability because those things greatly impact uptime. We maintain good relationships with dealers for that reason.”
Hillier noted that Challenger has 32 in-house technicians to lower costs and reduce downtime. “Modern equipment
requires an extreme amount of discipline, communication, and data,” he said. “Challenger’s proactive approach to driver training carries over to maintenance by emphasizing the importance of conducting thorough pre-trip inspections. We’re also using telematics data to trigger service events. Closing the loop mitigates breakdowns.”
With drivers on long-haul routes across Canada and the U.S., Challenger adopted technologies to better manage operations. For the past 12 years, it has subscribed to the Bestpass toll management service. In 2020, it switched to Drivewyze for bypass service. Both brands are now part of Fleetworthy.
According to Paul Weatherbie, Challenger marketing communications manager, Bestpass reduced the time fleet and safety managers spend processing tolls by half. Most trucks have Bestpass Complete Pass transponders, and all tolls are consolidated into a one account, eliminating needs for administrators to track payments. Challenger also utilizes Bestpass’s discounted toll rates.
“By having one account that we can monitor all our tolling activity, we’re more efficient at managing tolls. That allows us to dedicate more time to other administrative priorities,” Weatherbie
said. “Since Bestpass automatically withdraws from our account to pay tolls, we don’t have to worry about missing bills.”
While Challenger relied on weigh station bypass services for years, Weatherbie noted the company switched to Drivewyze and its PreClear weigh station bypass coverage expansion in Ontario. Integrated with Challenger’s Isaac Instruments ELDs, Drivewyze notifies drivers of upcoming weigh stations.
Drivewyze reports show that Challenger’s trucks with PreClear made 6,851 bypasses—11 per truck per month—across all Canadian provinces and the U.S., and more than half in Ontario alone.
As a result, it reduced the time drivers spent at weigh stations by about 571 hours. “Since switching to Drivewyze, we’ve seen a significant uptick in the number of bypass opportunities we get each month,” he said. “It’s estimated that the cost savings associated with bypassing those weigh stations helped us save close to $60,000 in one month alone.”
Along with proactively implementing practices and technologies, Challenger has earned a well-deserved reputation for fostering an environment where safety is prioritized and customer satisfaction is paramount. FO
Challenger Motor Freight has implemented proactive measures and advanced technologies to enhance operational efficiency and lower costs. Photo: Challenger Motor Freight
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Shell
Shell Rotella’s T5 10W-30 premium synthetic blend heavy-duty diesel engine oil is formulated with Triple Protection Plus technology to deliver enhanced engine protection, fuel economy, and low-temperature performance. Designed to meet the demands of modern diesel engines, T5 10W-30 is said to help control wear,
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reduce deposits, and extend engine life. Its low-ash formulation supports emissions system compatibility, helping maintain fuel efficiency and compliance with environmental standards.
The manufacturer states that it can offer up to 2% fuel savings compared to conventional 15W-40 oils without sacrificing durability. Shell Rotella T5 10W-30 is for both on- and off-road applications, supporting longer oil drain intervals and reliable performance under harsh operating conditions.
U.S. Lubricants
U.S. Lubricants’ Thrive line is engineered to meet the evolving demands of commercial fleets. According to the manufacturer, its heavy-duty diesel engine oils deliver oxidation control, enhanced wear protection, and improved fuel economy, making them suitable for severe-duty applications, such as refuse trucks, fire apparatus, and long-haul tractors. As the industry prepares for the 2027 PC-12 specification shift, Thrive is gearing up to align with future performance standards, offering formulations that exceed API CK-4 and FA-4 requirements.
With a focus on sustainability and reliability, Thrive oils are blended in ISO 9001:2015 certified facilities and tested in the manufacturer’s in-house lab to ensure consistent quality. Thrive is said to provide the protection and efficiency needed to stay ahead of regulatory changes and operational challenges, regardless of temperature or load.
Valvoline
Valvoline states its Premium Blue One Solution Gen2 is the industry’s first trifuel solution, formulated for use in diesel, gas, and natural gas engines. According to the manufacturer, Premium Blue exceeds API CK-4 standards for wear protection, piston deposit reduction, oxidation resistance, and it is approved by all major OEMs. FO
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How familiar are you with these trucking movies?
How well do you know Hollywood’s obsession with big rigs? From gritty noirs to high-octane thrillers, trucking movies have put drivers and their machines at the center of unforgettable stories. Test your knowledge of the classics that shaped trucking’s silver screen legacy. by
Jenna Hume
A. Smokey and the Bandit (1977)
B. Smokey and the Bandit II (1980)
C. Smokey and the Bandit Part 3 (1983)
D. Convoy (1978)
A Duel (1971)
B. White Line Fever (1975)
C. Convoy (1978)
D. Smokey and the Bandit (1977)
A. Convoy (1978)
B. High Ballin’ (1978)
C. Big Trouble in Little China (1986)
D. Maximum Overdrive (1986)
A. Black Dog (1998)
B. Maximum Overdrive (1986)
C. White Line Fever (1975)
D. Over the Top (1987)
A. Big Trouble in Little China (1986)
B. High Ballin’ (1978)
C. Maximum Overdrive (1986)
D. Smokey and the Bandit (1977)
A. White Line Fever (1975)
B. Over the Top (1987)
C. Big Trouble in Little China (1986)
D. Duel (1971)
A. Truckin’ Troubles (1940)
B. Truckin’ (1928)
C. They Drive by Night (1940)
D. High Gear (1933)
D. Over the Top (1987) 1 2 3 4 5 10 9 8 7 6
A. High Ballin’ (1978)
B. Maximum Overdrive (1986)
C. Black Dog (1998)
D. Over the Top (1987)
A. White Line Fever (1975)
B. F.I.S.T. (1978)
C. Duel (1971)
D. Convoy (197
A. Joy Ride (2001)
B. Black Dog (1998)
C. Maximum Overdrive (1986)
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Proactive management: the best remedy for burnout
by John Hitch
I
n this supplement, we usually put the focus on the tools used to troubleshoot and resolve issues with your vehicles’ complex systems: which ones you need, how many, and what they can do. This year, however, we wanted to center everything around who uses them. These would, of course, be the diagnostic technicians working for your fleet and at your chosen maintenance providers.
You need these people to be at their best more than any one tool, and they are far more valuable and harder to come by. And despite their tough exterior, these experienced shop workers are more difficult to maintain. Sure, you can get them wet and cover them in grease and oil and their processors will work just fine. But you don’t always know when something else can slow them down and burn them out. It could be long hours, or lack of guidance or proper resources.
Burnout is an issue for any manager or employee, but diagnostic techs handle everything from initial scans to the several painstaking hours of troubleshooting to get a problem truck back in service. When these essential workers lose their spark, the whole shop or fleet can flame out.
But how to fix that?
This issue presents three ways. First, give them the right tools and software (Pg. 4). Check if they are happy with their laptop, or if it has any issues that are messing with their rhythm. I know from going way too long with a broken shift key that even minor CPU damage can have severe consequences on productivity. And beyond that, can scan tools infused with AI take them to the next level and ease their cognitive workload? TEXA, for example, has an AI Diagnostic Assist feature that automatically provides repair paths using global scan data.
On Pg. 10, our resident technician-turned-writer Missy Albin covers how mentoring can light a fire in the apprentice and keep their passion burning for the master. After working with her over the past few years, I doubt an ice age could cool Missy’s love for the job, which she now shares with those she mentors. But never assume that even self-starters have an endless supply of motivation. There were times male colleagues made it hard on her. If not for encouragement from key mentors, things may have turned out differently. So, as a manager, decide wisely who you pair up in these situations.
Finally, on Pg. 14, I tackle the best way to ease burnout: asking for help. More specifically, offer a way for diag techs to seek expert opinions and troubleshooting advice from the OEMs and suppliers via a phone call or virtual chat session. These services come at a cost but have been proven to save hours of downtime, helping to ensure your best techs don’t burn all their fuel on a few stressful jobs. They may still want to figure out most problems on their own, but just knowing help is available can make all the difference.
Contents
4
Tools & tips to jump-start your diagnostic operations
Embedded with AI and more functional than ever, diagnostic tools are keeping productivity alive in the shop.
10
Bridge the repair gap with diagnostic mentorship
When shops invest in mentoring new diagnostic techs, they will reap the benefits in the bay and beyond.
14
Who you gonna call?
Eliminating ghosts and other vexing diagnostic issues from a truck’s complex systems takes time many shops can’t afford. Here are some available options to call on.
16 Diagnostics product guide
Here are some of the latest products in the industry.
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The Fleet Lead podcast offers information essential for managing fleets, maximizing uptime and efficiency, and understanding the future of trailer design and autonomous trucks.
Tools & tips to jump-start your diagnostic operations
Embedded with AI and more functional than ever, diagnostic tools are keeping productivity alive in the shop.
by Mindy Long
Fleet Diagnostics
The number of sensors, modules, and computer-based systems on commercial vehicles continues to increase across every class with each new model year. This relentless technological advancement not only adds complexity—and several benefits—to operations but also creates more diagnostic challenges for shops. Compared to decades past, it’s like going from playing the game Operation to open heart surgery.
Maintenance teams are adept at adjusting to change, but shops have reported serious challenges in finding capable technicians in general, let alone ones who can decipher diagnostic trouble trees and perform root cause analysis. And to make matters worse, costs are climbing while the freight recession has pushed many fleets’ cash reserves to the brink.
As a result, shops have to do more with less to survive. And advanced diagnostic tools, which can access, interpret, and analyze vehicle data to enable faster resolutions, have become the maintenance equivalent of defibrillators. When used correctly, they can jump-start shop throughput and fleet uptime.
Shops that don’t leverage them, however, might not survive this challenging trucking transition.
“Without the diagnostic software, you’re dead in the water,” said Dan Carrano, vice president of fleet maintenance at A. Duie Pyle, a logistics carrier in the Northeast with over 1,800 power units. “It’s impossible [to complete a repair] without a diagnostic tool, and the frequency of use seems to continually increase as vehicles become more ingrained with technology.”
The capabilities of diagnostic tools have increased, evolving from simple fault readers to multifunctional platforms that integrate real-time remote diagnostics, artificial intelligence-driven fault analysis, and predictive insights, allowing technicians to pinpoint problems faster and reduce downtime.
“They now go beyond basic troubleshooting, using intelligent technology
for predictive maintenance and comprehensive diagnostics across multiple vehicle systems and models, including electric and hybrid powertrains,” said Duane ‘Doc’ Watson, technical trainer at Bosch Mobility Aftermarket.
DRAWING ON MORE DATA
Modern diagnostic tools are now utilizing telematics, the Internet of Things, and AI and machine learning to predict potential failures before they occur while also increasing efficiency within the shop.
“Modern scanners access ECUs for complex diagnostics, use smart scanning and AI to speed up accurate problem identification, and offer real-time data tracking for pinpointing intermittent issues,” Watson explained.
Jimmy Singh, tech support lead for TEXA USA, said the quantity of diagnostic functions, activations, and adjustments that rely on stored data, as well as the required live data testing, only increases as newer, more complex system vehicle models are introduced. TEXA’s IDC6
platform features an AI Diagnostic Assist feature, which autonomously provides a service or repair diagnosis by comparing vehicle global scan data with known vehicle data records to suggest repair paths.
Bruno Gattamorta, chief commercial officer for Cojali USA, which provides Jaltest diagnostic tools, said the tighter integration and use of AI enable technicians to work with greater accuracy.
“This leads to faster turnaround times for customers and, ultimately, a lower total cost of ownership for fleets,” he said.
Equipment Experts Inc., an independent shop based in Lakewood, Washington, services multiple makes and models of equipment, including diesel trucks, forklifts, and liftgates. The shop has invested in several diagnostic tools, including Diesel Laptops with TEXA software and JPRO from Noregon, for its 12,000-sq.-ft. shop and 15 service trucks.
“All in all, we’ve probably got eight different laptops or scanners and 15 to 20 different software programs,” Joe LeMeiux, operations manager for Equipment
Newer trucks have far more potental causes for faults, but diagnostic tool makers are answering with smarter software and stronger hardware.
Photo: Cojali
Fleet Diagnostics
Experts, said. “Having resources and support is very important, especially for our mobile guys in the service trucks because they’re out there on their own.”
Jason Hedman, product manager at Noregon, said bidirectional testing has become necessary for many repairs, which can become a bottleneck for shops that lack sufficient tools. “It also speaks to the reason that the tech-to-tool ratio is tightening, because in order to complete those bidirectional tests, shops need tools like JPRO available for each technician to do so,” he explained.
One way that shops are addressing the tightening tech-to-tool ratio is by pairing comprehensive diagnostic applications with lighter, handheld devices. “Younger technicians are gravitating toward the smaller, lightweight devices. While they don’t have the full capabilities of a laptop-powered option, they can help technicians get the job started until a diagnostic laptop becomes available,” Hedman said.
A. Duie Pyle primarily relies on laptops and OEM software, which Carrano said provides the most flexibility for addressing complex issues. The fleet runs four different engine platforms, requiring different software from each manufacturer. Technicians also need software from Eaton to support transmissions and Bendix for brakes. “A lot of times, you need multiple laptops because of the multiple OEMs. The laptops can only support so many,” he said.
As time goes on, more systems become computer-controlled and require a laptop for a repair. “Hypothetically, a laptop
IDC6 diagnostic
employs AI to help technicians troubleshoot, comparing global and real-time vehicle data to identify the likely repair path.
that was used for six hours a day now could be used 12 hours a day because it is required more for diagnosing than it was previously,” Carrano said, adding that the fleet has increased the number of laptops available.
The ratio of tools to technicians has shifted from roughly one for every six techs a few years ago to about one for every three today, and it’s heading toward oneto-one, according to Gattamorta. “That reflects how essential these tools have
A technician from A. Duie Pyle performs diagnostics on a truck.
Photo: A. Duie Pyle
TEXA’s
software
Photo: TEXA
become for keeping up with the growing complexity and electronics in modern vehicles,” he said.
TACKLING THE TECH SHORTAGE
In addition to dealing with increased complexity, shops are facing a shortage of skilled diesel technicians.
“This puts huge pressure on shops because they have to get more work done with a smaller team,” Gattamorta said, adding that tools can help close the skills gap. “Modern tools, supported by customer support, training, technical information, and tailored fleet packages, enable less-experienced technicians to diagnose problems more accurately and with greater confidence.”
Step-by-step guided diagnostics and interactive wiring diagrams can give less-experienced technicians the confidence to tackle advanced systems. “Tools that are easy to navigate and offer guided diagnostic features can help entrylevel technicians perform like their more experienced counterparts and reduce the burden caused by a shortage of qualified techs in the field,” Hedman said.
JPRO’s Fault Guidance feature enables technicians to click on wires and trace them through the schematic or search within the diagram for specific sensors, relays, wires and other labeled items.
Tools can also increase shop throughput and increase uptime, helping shops and fleets control costs. “The total cost of ownership for fleets has shot up by almost 40% since 2020. With aging fleets needing more frequent and precise repairs, these cost pressures are a major concern,” Gattamorta said.
However, even the best tools can only lead a technician so far. “A lot of people think you plug the laptop in and it tells you what is wrong with the truck, but that isn’t what happens,” Carrano explained. “Without true knowledge of how systems work, you’re going to have a hard time diagnosing them. A lot of times, it will tell you to perform a test, and you have to know how to do it.”
Technicians also need to know how to use diagnostic tools properly. A. Duie Pyle developed video training in-house to teach techs how to use the various software programs the fleet uses. “Before we had the training, we had people who couldn’t navigate through,” Carrano said. “If you don’t know what you’re doing, you can cause more harm than good. It is so easy to create some damage that may not rear its ugly head at the moment but will be problematic down the road.”
A. Duie Pyle has also created a fleet tech help desk within the maintenance department. “If a technician has his laptop hooked up to a truck, is going through the diagnostic procedures and gets stuck, our trainers can jump on the fleet tech’s laptop, see what he’s doing and coach him through the diagnostic programs,” Carrano said.
For LeMeiux, one of the benefits of tools and software that can be used for multiple makes and models is that the format is the same so technicians don’t have to learn numerous programs.
“If you were to use Ford-specific software on a Ford vehicle, their software is laid out their own way. Cummins, Detroit, and Allison all have their own platforms,” he explained. “Whereas if you’re connecting with the Diesel Laptop or JPRO, the navigation is going to be the same no matter what you’re connecting to.”
According to Kristy Coffman, director of the commercial vehicle group at Mitchell 1, training is essential. “You can’t just buy something and say, ‘Here’s this pretty new toy. Isn’t it cool?’ If it just sits on the shelf, it’s not doing anybody any good,” she said. “If you encourage them to utilize the new tool or a new process, you’re going to see the ROI.”
Creating a seamless technician experience is a top priority for many technology providers. “Being able to create consistency amongst all brands is one of the reasons why we do what we do, because it is less work for the technician to have to learn and navigate just finding the repair information,” Coffman said.
Several providers said they’re working to increase tool knowledge before techs even enter the workforce. TEXA equips technicians with tools in the early stages of their training and provides access to advanced levels of shop-level training through the TEXA EDU program, White said.
TEXA also has a video library to address specific questions and offers support teams that can connect to a registered TEXA tool in the field while connected to a vehicle to explain how to navigate the software features or perform activations, adjustments or maintenance resets.
Noregon’s Education Program works with 150 schools to provide training materials and access to diagnostic and repair tools. The company provides on-site training when shops purchase tools and offers a JPRO Certification Program, where technicians who achieve a test score of 70% or higher receive a diploma and a JPRO uniform patch.
If technicians require additional support, Noregon offers a Technician as a Service (TaaS) program that provides remote assistance from master mechanics. “This gives newer techs the assistance to solve issues without pulling away their more experienced coworkers so a shop can remain at peak efficiency,” Hedman said.
Cojali also provides onboarding sessions, virtual training, tutorial videos, and weekly training and Q&A sessions, along with optional services where diesel expert technicians offer step-by-step guidance.
UTILIZING INTEGRATIONS
To further increase efficiency, more diagnostic tools are integrating with shop management software, telematics, and other systems to enhance connectivity and create a seamless flow of data from the vehicle to the repair order.
Noregon’s ShopPulse platform connects diagnostics to broader shop management functions, including invoicing, parts, and customer relations. By linking data directly to work orders,
ShopPulse reduces administrative friction while improving quoting accuracy and scheduling.
Coffman said that pulling fault codes, labor times, and parts availability into the RO before the vehicle even enters the bay enables technicians to start repairs better prepared. Mitchell 1 has recently integrated the FinditParts catalog into its system, allowing shops to source parts directly through their diagnostic workflow.
“That’s something that has been in our automotive shop management system for about 20 years, but it is a new concept in the heavy-duty space,” Coffman said, explaining that the integration eliminates the need for multiple calls, saving time and ensuring a more accurate quote for the customer.
Having a single pane of glass to manage repairs without having to jump back and forth between systems also adds convenience. TEXA IDC6 software integrates with industry accounts, such as Motor TrueSpeed and AutoAuth, to give technicians instant access to service data or vehicle authentication software within the same operating system without the need for separate logins or applications, Singh said. The IDC6 software also embeds wiring diagrams so techs can access them quickly and without Wi-Fi when a shop’s internet connection is interrupted.
Mitchell 1 has added bookmarks to its system and component wire diagrams, allowing technicians to look up specific details on the diagrams and search for additional issues without losing their place.
Remote diagnostics are becoming increasingly common, enabling technicians to access vehicle data and perform diagnostics remotely, which can resolve issues without a service visit. “This approach may result in less downtime, lower maintenance costs, and greater operational efficiency for truck owners and fleets,” Watson said.
Integrating telematics and remote diagnostics is a must for any shop that wants to stay competitive, Gattamorta said. “It fundamentally changes the relationship with customers by allowing for
Photo: Bosch
“ While heavy-duty diagnostic tools require a higher initial investment due to modern truck complexity and ongoing software fees, they streamline repairs, minimize downtime and boost efficiency, resulting in strong ROI for repair shops. ”
Dan Carrano, vice president of fleet maintenance, A. Duie Pyle
a more proactive, rather than reactive, service model,” he said.
PLANNING AHEAD
Carrano expects equipment to continue getting more complex as emissions controls, electric components and safety technologies increase.
“Everything is becoming more computer-controlled. You have the mechanic doing the nuts-and-bolts things, but when it comes to computerized functions, you need the laptop,” he said.
That will increase the costs for shops, but Watson said they will see a return on investment. “While heavy-duty diagnostic tools require a higher initial investment due to modern truck complexity and ongoing software fees, they streamline
repairs, minimize downtime, and boost efficiency, resulting in strong ROI for repair shops,” he said, adding that as more manufacturers enter the market, increased competition may lower aftermarket tool prices in the future.
To measure the ROI of a diagnostic tool, Hedman recommends shops benchmark performance and measure improvements against historical operations or industry standards.
“For example, compare how many work orders your shop completed in an average quarter before and after investing in the tool,” he said. “Has dwell time decreased? Has your average invoice increased due to a thorough diagnosis uncovering all vehicle issues? There are plenty of efficiencies that directly impact profitability that the right tool can unlock for a shop.” ●
Bosch’s ADS 625X is one of the newer tools to include bidirectional functionality.
Bridge the repair gap with diagnostic mentorship
When shops invest in mentoring new diagnostic techs, they will reap the benefits in the bay and beyond.
by Missy Albin
Taylor & Lloyd service manager Joe Dougherty teaches Missy Albin the finer points of PTO maintenance.
Photos courtesy of Missy Albin
The demand for accurate diagnostics in this industry has accelerated much faster than there are technicians available with the skill set and knowledge.
Noregon’s 2025 “Unpacking the Commercial Vehicle Diagnostics Industry” report highlights the primary challenges faced by both shops and fleets. In the survey, 44% of shops and 54% of fleets listed accurately and effectively troubleshooting/diagnosing vehicle issues as a top challenge, while hiring technicians was a top challenge for 61% of shops and 48% of fleets.
I didn’t need a survey to tell me this, though. As a diagnostic technician at an International Motors dealership, Taylor and Lloyd, I experience it every day. Commercial vehicle multiplexing and emissions systems have become increasingly complex. Every component has evolved into a module, from mirrors and headlights to NOx sensors and telematics. And
when they start spitting out fault codes or stop working altogether, they require a seasoned diagnostic mind to figure out what’s wrong.
Fortunately, I’ve had mentors who guided me on program logic and theory—and I had time to grow and learn. But because of the previously mentioned challenges, the newest generation of techs is being thrown into the fire right away.
Proper diagnostic methods take a long time to learn, which means from day one, it’s essential to mentor new technicians and apprentices as they come through the door while also mentoring existing technicians for advancement in their skill sets.
I’ve found this is the best strategy for keeping up with this ever-evolving technology, but it’s easier said than done. But if I can figure out how to navigate the unwritten circuits and tangle of wires of a power takeoff unit, I can help guide you through this.
HOW MENTORSHIP SHAPED ME
Mentoring was unheard of when I started at Dattco Inc., an IC school bus dealership, but somehow I still found myself a great guide in Ron King, the company’s technical director. King shaped my foundation on how to look at problems and find the root cause, especially in electrical, guiding me through best practices and overcoming boundaries I had in the industry, and even becoming a great friend over the years.
After six years of repairing school buses, I moved back to diesel truck repair, where I found another mentor who helped me become the technician I am today: Joe Dougherty, service manager at Taylor and Lloyd. He was already mentor -ing another tech but took me on after I was experiencing some harassment (something not uncommon for female techs). He taught me to work on setting boundaries, overcoming self-doubt, and building confidence while also advancing my technical and mechanical skills, such as the art of bolt extraction.
My main niche was diagnostics and engine/electrical builds, so with his mentorship, I felt ready to take my ASE T6 Truck Electrical test. Unfortunately, I missed passing by a single question. The section on starting and charging systems seemed to be a weak area.
After that, in 2022, I had the opportunity to meet George Arrants, vice president of the ASE Education Foundation, at the ASE Instructor Training Conference. Fighting my own shame, I mustered up some courage and showed him my ASE test scores. During those moments, we discussed a variety of topics, including career and skill growth, the need for theory, and my current position in the industry. I humbly left that conversation with a goal and even more confidence.
Adamant that I needed to understand the theory of relays and PTO diagnostics better, I turned to Dougherty to improve this
Missy Albin, right, teaches fellow technician Kat Alva about measuring ohms via a bracelet embedded with resistors.
Photos courtesy of Missy Albin
Fleet Diagnostics
new skill. At first, it was challenging, as there are many different ways to wire PTO circuits.
When hardwired circuits become integrated with modules like the Transmission Controller (TCM) and/ or the Body Controller (BCM), they may sometimes need to be wired and programmed. It’s important to first determine what will and will not work in the circuit instead of throwing switches, relays, and wire at the Remote Power Modules (RPMs) to the PTO without a second thought.
It took a lot of self-control not to rip it all out to install my own circuits. But through Dougherty’s perspective and insight, I realized that not every circuit is written in a diagram. This helped me become more patient and look at each circuit one at a time, rather than getting overwhelmed when adding or editing installed circuits and programming modules.
Dougherty worked with me and guided me to success, and the hard work paid off in unimagined ways. I authored two PTO circuits that were previously unwritten, hardwired, and linked through data to the TCM, while also adding a switch and relay and programming. By being able to examine those circuits more closely, I was able to get a better sense of how the circuits function, execute new electrical builds more efficiently and properly, and route my work effectively, which in turn gives the customer quality repairs and more uptime as well as a beautiful, factory-like installation.
Yes, I gained a deeper understanding of the theoretical side of a complicated system, but the most valuable lesson was the importance of passing wisdom on to the next generation.
That’s why I also started mentoring in February 2022. One of my mentees is Stepheni Trunk, who works 300 miles away at Ascendance Truck Centers. Not only do I support her with International and Cummins product diagnostics but with self-doubt as well.
“Having Missy as my mentor has helped me be less fragile and more
graceful with my emotions,” Trunk told me. “I am not stupid, and I will figure it out. It’s just really refreshing to have a genuine support system.”
Through this experience, I learned something new: Mentoring is rewarding for both sides. Recently, I helped her over the phone with a fuel injector job. After she finally solved it, she told me, “Even from miles away, I could feel how proud you were, and that made me proud of myself.”
MENTORING KEYS TO SUCCESS
According to Arrants, if a shop doesn’t encourage mentorship, it’s going to have trouble keeping technicians long enough to mold them into productive diagnosticians.
“If you’re not mentoring, your success rate, or retention rate, is going to be horrible,” Arrants explained. “And if your turnover rate is over 20%, the problem is in the mirror.”
Marshall Sheldon, a mobile diesel technician at MHC Kenworth in Georgia, who has mentored apprentices for eight years, agrees. In his experience, mentorship is crucial “to having a consistent pipeline of turnkey ready-to-work technicians.”
And with the proper mentorship, you can turn techs into dedicated workers who are equally profitable and loyal to the business. “The increase in retention is immense,” Sheldon added.
Arrants also stressed a big part of mentoring for new and seasoned techs is onboarding them to their current shop’s culture, which could be very different from their previous job.
Like troubleshooting, your first option for finding the right mentor might not work. Arrants advised to have apprentices and new techs “shop around” and spend time with several possible mentors “to figure out what it is they like, or what it is they’re good at and what they are not.”
Not every tech is going to catch on to diagnostics from the start or have the time or inclination to put in the extra time it takes to be a diagnostic wiz.
“If those technicians really didn’t come from some formalized training and understand the theory side on how things work, diagnostics is very difficult,” Arrants offered.
Trunk admitted a lack of formalized training impacted her ability to pick up troubleshooting skills.
“Diagnostics is difficult for me because I didn’t go to school,” she said. “It took me over two years to finally grasp the basics of electronics.”
To find out what style technician a diagnostic apprentice is, it’s a great idea to discuss their goals up front. You may find out that their desired skill sets are ones they want to develop strongly, which may be their hardest lessons to learn.
Sheldon found that testing them in practical situations will help sort out their level and how they rise to challenges.
“When mentoring, you see quickly how a person’s mind works,” he said. “Put them into positions to see where they are weak quickly. That allows you to see if they are more mechanically driven or theory driven.”
CHOOSING THE RIGHT MENTOR
“The most important decision an employer will ever make is choosing that mentor— and a lot of times they choose incorrectly or they put no thought into it,” Arrants said.
R to L: Mobile diesel tech mentor
Marshall Sheldon and his apprentice Julian Aguirre.
Courtesy of Marshall Sheldon
He said a successful mentor should have five to seven years in the industry and at least one year at your shop. And it’s not a temporary position.
“Mentoring is not something you do for a week or two weeks,” Arrants advised. “It’s based on the growth of the individual and their increased productivity.”
Personality-wise, they should not have a big ego, which could prevent them from teaching someone all their diagnostic secrets and eventually surpassing them.
Modeling good ethics and behavior is also important, as the mentees “pick up your good habits and your bad habits,” Arrants said.
INCENTIVIZING MENTORSHIP
Managers should recognize that as rewarding as mentoring is, it does not pay the mortgage or grocery bills. If you officially assign a mentor, they will likely put in more effort if they are getting paid
for the extra work.
According to WrenchWay’s last Voice of the Technician survey, only 26% of diesel techs said their current employer does a good job of teaching new techs and compensating mentors. That’s a drop of 15% from the previous survey, and it means that three out of four techs think their shop does a bad job at this.
Maybe we have found the root cause of why about half of the shops face labor and troubleshooting issues.
The ASE Education Foundation works with the online training provider S/P2 to certify mentors so they can get paid an hourly rate for mentoring, Arrants noted.
Sheldon said he “would love to see pay plans that drive mentorship in the right direction.”
And that direction needs to be pointed forward, as the industry needs more techs able to work with scan tools, perform volt drop tests, and trace circuits. Theoretically, they could watch videos and take all sorts
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of online classes to get a little better, but a computer will not help improve your confidence or give you a pep talk when you need it most.
A computer certainly cannot do for MHC Kenworth apprentice Julian Aguirre what Sheldon did.
After completing a six-month program with Sheldon, Aguirre shared, “I didn’t think I was smart enough to do everything I am doing, and I’m able to do more than I ever thought I could.”
It’s the same with Jordan Hatfield, who is an L4 diesel apprentice mentored by Sarah McCullar, an L5 diesel technician at a Love’s Travel Stop in Falkville, Alabama. “My confidence has been skyrocketing due to my mentor,” he said. “I can feel as though I can diagnose and repair properly.”
For a diagnostic tech to be succesful, they have to be confident they will find the answer, even if it takes a while. And mentorship certainly provides that. ●
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Who you gonna call?
Eliminating ghosts and other vexing diagnostic issues from a truck’s complex systems takes time many shops can’t afford. Here are some available options to call on.
by John Hitch
When a truck rolls into the shop displaying various fault codes or won’t start at all, the technician isn’t always quite certain what the problem is. Something is up in the labyrinthine electrical system, but could it be a faulty wire, a bad sensor, or something else? It’s not like an air or fluid leak where you can visually identify the source.
It can take hours upon hours to diagnose a problem. Third-party maintenance and logistics provider Transervice, for instance, took weeks to discover the
reason a dozen new 2020 Freightliner Cascadias would require a jump start to get going every Monday. After technician Curtis Hart ran a parasitic draw test on one during a normal preventive maintenance interval, he discovered the issue was a spliced trailer aux circuit drawing too much power. The fix was promulgated quickly to get all 12 trucks up and running.
But what if you don’t have a crack diag tech on staff who has seen it all and done it all? It should be noted that even the best troubleshooters can also have
issues with new hardware and software that slow things down. How long might the ghosts in your machine be wreaking havoc on uptime? It’s hard to say, but the obvious answer is to turn to the experts, or rather, the OEM- and OE-trained technical support professionals. At several manufacturers and developers, these diagnostic ghostbusters are a phone call away, standing by and ready to jump in when there’s something strange under your hood. And more often, they know there’s an issue before you do. Spooky.
We caught up with some manufacturers and tool and software suppliers to better understand the diagnostic support they provide and how that has helped fleets reach higher levels of uptime.
OEMs
Launched in 2011 as a remote diagnostics solution for Detroit engines, Virtual Technician (VT) has expanded into several other areas—axles, transmissions, and more—providing real-time fault detection, detailed diagnostic codes, and prioritized repair recommendations for vehicles manufactured by Daimler Truck North America.
“Dealers have access to the VT system and can view fault data, recommended actions, and even estimate when the vehicle will arrive,” Vicente Torres, manager of remote updates, regulatory & vehicle health, explained. “This means technicians spend less time isolating problems and more time resolving them, reducing cognitive load and helping improve overall shop efficiency.”
Along with leading sensor technology and data analytics, fleet users also have access to in-house diagnostic experts and engineers at the Detroit Customer Support Center who can quickly identify the root cause of issues.
Torres said their OEM-level training and “unique access to engineering data, product development insights, and proprietary diagnostic knowledge” cannot be matched by external diagnostic teams.
You don’t even technically need to call
Detroit, as fleets receive near-instantaneous customized email alerts.
“By the time a truck arrives at the dealership, VT has already provided a guided diagnostic path, allowing service teams to skip time-consuming troubleshooting and move directly into the repair process,” Torres said, adding service events on average are cut down by an hour or more.
And large fleets enrolled in VT have a fleet service manager to coordinate service and follow up to ensure everything is going smoothly.
Each major OEM has a comparable solution to support customers and get trucks in and out of the bay faster.
International Trucks uses Uptime Advocates who have access to OnCommand Connect data that can forecast potential critical issues and know where to find a dealer. Repairs, parts, and case info can be managed through the online portal.
Kenworth and Peterbilt customers have Paccar TruckTech+ remote diagnostics that detect problems and guide trucks to dealers. From there, dealer techs can get diagnostic help from OEM-trained engine specialists who work at the Paccar Parts 365 Center.
Volvo Group’s North American Uptime Center in Greensboro, North Carolina, handles calls and service for both Volvo and Mack customers, providing ECU programming and tech support, as well as parts, repair scheduling, and status tracking. In a given year, the center, which has about 600 employees, handles a quarter million incoming calls and makes another 350,000 to coordinate service. The Volvo Connect and Mack GuardDog Connect systems provide telematics and fault code data, respectively.
SUPPLIERS
AE Tools & Computers supplies and supports tools from more than 100 OEMs and diagnostic and calibration tool providers, offering custom 2TB laptops that can run five different OEMs’ software. It’s unlikely a tech at a municipality can get up to speed on all of the OEM tools, which is where
Engine specialists at Paccar Parts 365 Center get hands on to provide help.
Photo: Paccar
the company comes in. In addition to traditional tech support, AE Tools offers a managed services program called RedLine Support. Its 13 trained technical experts can guide a shop’s device to resolve issues ranging from a bad internet connection to restoring hard drives and programming modules or a set of keys.
Phil Hutchens, chief revenue officer at AE Tools, said the company handles an average of 2,000 remote events a month, all to help shops keep repairs in-house.
“The last thing that a fleet manager wants is to have to send a truck or a piece of equipment out to a dealer and have no certainty that they’re going to get the vehicle back in any quick time frame,” Hutchens said. “It’s usually weeks nowadays.”
Technician as a Service is Noregon’s answer to the question of how to keep up with the growing amount of highly technical troubleshooting while qualified labor dwindles more every year. Shops that sign up for the monthly subscription have virtual access to the expertise of JPRO and ASE-certified technicians. These master diagnosticians are a bit like the ghost of Obi-Wan Kenobi giving nuggets of wisdom to techs fresh off the moisture farm, helping them dispatch trouble codes, resolve phantom electrical system menaces, and move trucks out of the bay. “Use the forced regen, Luke.”
The monthly service, which includes the software, rugged laptop, cables and a case, has more than doubled in call volume and subscribers since starting
up in 2023, with Noregon reporting wait times are still brisk.
“TaaS has been an amazing time-saver for our shop,” said Wayne D. Garrett Jr., shop foreman at Van Cleef Auto Parts. “It gives me an added sense of security.”
When Diesel Laptops was in its earlier stages, founder and CEO Tyler Robertson pointed to the diagnostic tool and service provider’s in-house technical experts as a main strength. When a client’s tech gets stuck on a diagnosis or repair, these 20+ former diesel techs—who have more than 350 years of combined experience— walk them through issues via a phone call or virtual chat tool.
Robertson boasted that online queries are instant, while 85% of phone calls are answered (with callbacks only taking 15 minutes on average).
Now that “diagnostics are moving from ‘in shop’ to ‘in cab and in the cloud,” Robertson said, the company has evolved to offer WatchTower. The service monitors a fleet’s trucks 24/7 and uses both AI and people to give both reactive assistance (remote diagnostics, repair info, and parts numbers) as well as proactive assistance through predictive AI.
The proactive approach is key to saving techs’ time. As Robertson noted, before Diesel Laptops gets a call or chat, “customers have already spent a good hour or more trying to figure it out by themselves at this point.”
WatchTower, which monitors 1,300 vehicles currently, has proven to cut diagnostic time in half and prevent 20% of road calls. Meanwhile, the expert guidance and AI prevent shops from throwing parts at a problem, resulting in nearly a quarter less spent on materials.
Most importantly, the experts serve as remote mentors and “have the heart of a teacher and won’t just ‘do it’ for them,” Robertson asserted. Additionally, enterprise customers can obtain reports on what techs are frequently calling for help in order to provide more in-house training.
“It’s a great feedback loop and helps drive efficiency on the customer’s end,” he concluded. ●
Fleet Diagnostics:Products
Enables 10x faster vehicle scans
The X-431 Throttle V from Launch Tech USA is designed to deliver a combination of automotive intelligence, quick navigation, and ergonomic handling for optimal efficiency. According to Launch Tech, the Throttle V is the most powerful scan tool in the X-431 family, providing fast performance during diagnostics and vehicle repair. With access to X-431 FIX and CODE ASSIST carline repair information, the Throttle V aims to accelerate the diagnostic repair process.
For more information visit FleetMaintenance.com/55136499
Makes oscilloscope diagnostics faster and easier
Pico Technology ’s latest update to PicoScope 7 Automotive is designed to make oscilloscope diagnostics faster and easier. The release simplifies setup, expands Guided tests to cover more vehicle systems, enhances Demo mode for hands-on learning, and introduces new Tracking rulers for real-time waveform analysis. Also, improvements to the Math channels, serial decoding, and extended timebases provide deeper insights into signal behavior for easier diagnostics.
For more information visit
FleetMaintenance.com/55297363
Includes built-in VMRS coding
TruckSeries from Mitchell 1 delivers web-based repair information for Classes 4-8 trucks—covering all makes and models from 1990 to today. It combines repair information, diagnostics, and labor time estimations on a single dashboard, with key features like advanced diagnostics with interactive wiring diagrams, ADAS repair info, VIN decoding, component locations, and specifications. Also features built-in VMRS coding.
For more information visit
FleetMaintenance.com/12079417
Fleet Diagnostics:Products
Field-tests engine coolant and DEF
The PEAK 5-scale digital refractometer from Old World Industries is designed for field-testing engine coolant and the concentration of urea in Diesel Exhaust Fluid (DEF). It delivers fluid analysis by placing a drop of fluid in the well and pressing a button, and the backlit LCD display is easily read and removes the subjectivity of interpreting where a boundary line crosses tiny scale divisions. Calibration is automatic, and the five preset scales are: Final Charge Global DAT GIVCOI %, Final Charge Global OAT Freeze Point, NOAT/HD SCA GIVCOI %, NOAT/HD SCA Freeze Point, and DEF Urea %. Kit includes a rubber jacket and plastic carrying case along with three 1.7 ml disposable pipettes. For more information visit FleetMaintenance.com/55268596
Preset shortcuts adapt to repair needs
The TEXA IDC6 AI Diagnostic Assistant uses its IDC6 engine to parse relevant and filtered data, validated vehicle records, and code-specific technical service bulletins to iden tify the correct repair blueprint for vehicle issues. The tool’s two functional steps operate IDC6 diagnostic assistance, focusing on autonomous working access. The AI Smart Diagnosis function guides technicians through all diagnostic stages. IDC6 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. For more information visit FleetMaintenance.com/55252879
Battery tester for 12V and 24V systems
The TOPDON BT600 is an advanced battery tester for 12V and 24V systems. With a 3-1/2” color screen and built-in thermal printer, this tool lets users view the battery’s condition and print test reports. The BT600 features conductivity testing technology and includes reverse polarity protection to prevent improper connections. This multifunctional tool can measure the Cold Cranking Amp capacity of the car’s battery, its state of health, and analyze the starter and charging systems. For more information visit FleetMaintenance.com/55290161
Includes coverage for early ‘25 vehicles
The Bosch Diagnostics ADS and ADS X 6.2 and 6.3 Software Update includes more 2024 model vehicle coverage, new coverage for early 2025 models, and ADAS calibrations for certain vehicles from 2022 and 2024. The update adds over 5,000 new special tests as well as bug fixes, and it adds DTC, data support, and bidirectional functions to various vehicles. For more information visit FleetMaintenance.com/55245758
Remotely connects to OE tools
The asTech Mechanical from asTech Driven by Repairify lets users connect to OE tools remotely operated by certified technicians to perform programming, calibrations, health checks, coding, variant coding, registration, adaptation, and configuration. It creates a bidirectional connection with an OE tool and can erase DTCs and reset maintenance lights. For more information visit FleetMaintenance.com/55276650
Features integrated camera with light
Snap-on PRO-LINK+ now offers code-specific repair guidance for Classes 1-8 trucks. The ruggedized platform features a large 12” touchscreen, and the vehicle-communication interface can be used wirelessly or wired. It features OEM-level software for all makes of trucks, engines, transmissions, and brakes with over 600 user-configurable parameters and 200 OEM special tests. Select the code and a complete diagnostic path is provided, including wiring diagrams. For more information visit FleetMaintenance.com/55276955
Fleet Diagnostics:Products
Helps calibrate ADAS quickly
The ADASLink Diagnostic Scan Tool from Hunter Engineering features ADAS calibration and secure FCA gateway capabilities. This complete solution integrates with Hunter’s WinAlign software, providing the technician with quick access to specific calibration procedures for more than 25 million vehicles. ADASLink guides the technician with stepby-step onscreen instruction, ensuring the calibration is completed accurately and according to OE requirements. ADASLink enabled Complete Collision Center in St. Robert, Missouri, to do all their own ADAS work and expand their operations, the shop owner said. For more information visit FleetMaintenance.com/53079521
Allows hands-free interaction with data and real-time assistance
The Jaltest Diagnostics AR from Cojali USA allows users to interact hands-free with electronic units, technical data, and real-time assistance without interrupting the job at hand or requiring any back-and-forth between a computer and a vehicle. The mixed-reality glasses are customizable, allowing them to be tailored for repair bays, end-of-line testing, and training programs. For more information visit FleetMaintenance.com/55278575
Now supports hundreds of off-highway OEs
Includes eight sensors
The Autel MaxiTPMS TS900K8 Kit includes the MaxiTPMS TS900 tablet and eight 1-Sensors. The Android-based tablet offers TPMS, diagnostics, and service functions, including sensor activation and programming. Compatible with Tesla OE and Autel BLE sensors, the TS900 provides diagnostics, pre- and post-scans, and service functions. The 1-Sensor TPMS offers dual frequency and interchangeable valve stems.
For more information visit FleetMaintenance.com/55301987
The Noregon JPRO Professional 2025 v2 update includes a pre-scan to detect issues that could affect compliance with CARB’s Clean Truck Check regulation. The update offers new coverage for vehicles and off-highway equipment, including over 100 new off-highway OEs and 1,000 new equipment models from manufacturers such as Deutz, John Deere, Kubota, and Volvo CE. Also includes bidirectional tests and support for medium- and heavy-duty manufacturers like Ford, GM, Detroit, and Paccar. For more information visit FleetMaintenance.com/55311227
Features fully unlocked software capabilities
The Maximus Pro from Matco Tools is a mid-level scan tool designed for automotive technicians. It features fully unlocked software capabilities and an innovative user interface for easy navigation and quick diagnostics, according to the company, while the latest Android 15 powers enhanced speed and performance. Featuring a large screen, the Max Pro is IP-65 rated for durability against dust and water and is built to withstand tough shop environments. With the MaxSync VCI and MaxFix included, users have the tools they need to maximize their diagnostic capabilities. For more information visit FleetMaintenance.com/55283351
Features 7” HD IPS color display
Teslong ’s NTS700 Pro Inspection Camera features a 7” HD IPS color display screen that lets users choose between a single, dual, triple, or rotating lens probe option. The camera kit uses a 6000mAh rechargeable lithium battery, and users can choose a probe with either a dual or triple lens for split-screen functionality. All the probes are IP67 waterproof and dust resistant, and the flexible cord can navigate bends and curves. Also comes with Wi-Fi streaming functionality.
For more information visit FleetMaintenance.com/55273256
