Fleet Maintenance – June 2024

It’s go time!

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Choosing parts, tool, and equipment distributors requires considering fleet needs, inventories, and capabilities.

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Ryder study finds EV business case “just isn’t there yet” for many fleets While last mile vans are approaching parity with ICE counterparts, the medium- and heavy-duty sectors have a long way to go, a Ryder study using real fleet operation data found. FleetMaintenance.com/55041294

Diesel Connect 2024: Finding and keeping quality techs

At Fullbay’s second Diesel Connect conference, shop owners were advised to offer technicians competitive pay and training while keeping up the search for more potential employees.” FleetMaintenance.com/55039728

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How to keep techs engaged with training and initiatives While competitive pay is critical for employee retention, offering technicians career and skill development is also important. FleetMaintenance. com/55038468

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Alex Keenan | Fleet Maintenance

Trucking’s zero-emission destination: Are we there yet?

OEMs and experts say when we could be there, and the government says when we should be there, but the journey to decarbonizing the industry feels like a road trip that just won’t end.

By John Hitch Editor-in-chief

Moving toward a carbon-free transportation industry feels like an endless family road trip where the parents promise that the destination is a veritable utopia, but they mapped the route poorly and keep running into construction issues, while restless kids in the back relentlessly chant, “Are we there yet?”

The “parents” here are the government and NGO climate zealots, the “kids” relegated to the back represent the industry’s hard-working professionals, and the final destination is the full-scale adoption of zero-emission vehicles. It’s the equivalent of a beach vacation several states away—where everything is unfamiliar, overpriced, and overcrowded. And when they do get there, everyone is exhausted, cranky, and wondering why they didn’t stay closer to home, where they’d have spent less time, money, and energy on the trip.

That’s how it feels to me after covering this zero-emission zeitgeist for many years, and I think a lot of fleet leaders are starting to feel the same way. Only instead of making analogies, they’re pulling the data to question the route we’re taking to a more sustainable future.

Ryder is a good example. Last year at the Advanced Clean Transportation Expo, the mega-logistics and service provider launched RyderElectric+, a turnkey service that includes the EVs, infrastructure, data, and maintenance to hasten customers’ electrification plans— with advisors there to navigate short cuts. And because Ryder was testing all the EVs in their fleet, they could offer sound guidance.

Ryder’s latest “guidance” is more reminiscent of Chief Brody from “Jaws” warning the clueless mayor to close down Amity Island beach because it’s not safe to go into the water. Only this was a white paper based on dedicated fleet data derived from 13,000 drivers, not a great white shark. It’s still gripping, nonetheless.

According to Ryder CEO Robert Sanchez, “For many of our customers, the business case for converting to EV technology just isn’t there yet, given the limitations of the technology and lack of sufficient charging infrastructure.”

Some key data from the study included a 94%, or $315,000, annual increase in total cost of transportation for a Class 8 tractor in California, while it’s a 114%, or $330,000, TCT increase in Georgia. In both states, maintenance increased for Class 8 tractors by 23%. For Class 4 vans and Class 6 straight trucks, TCT

» The Chevy Silverado EV Work Truck, which I test drove in May, gets up to 450 miles per charge. The 3WT trim tows up to 12,500 lbs., only 3,500 lbs. less than the latest diesel-powered 2500HD version.

was also up, but nowhere near as dramatically, and maintenance costs went down by 22%.

Fleet leaders are pretty smart and already know this in their gut, which is probably why Sanchez said Ryder has not seen “significant adoption of this technology.” It’s likely because they’ve been doing this job for decades and this ain’t their first emissions rodeo. They know technology promising to make things better makes things harder and more expensive for a while. That they could stomach, as I really do believe they all want to make the industry more sustainable, but not if the clean technology hampers their business of moving things from Point A to B. They’re waiting for the right solutions that provide some semblance of parity with diesel trucks, which seem a ways off.

“If it was easy, we’d do it—and if it was cheaper, we’d have done it already,” noted Murray Mullen, chair, sr. executive officer, and president of Mullen Group, a Canadian logistics provider, at the Truckload 2024 meeting in March. “I haven’t seen the magic [bullet] yet that reduces my cost. Every new one we’re looking at is expensive, and the best of the purest zero emission [truck] is so expensive, it’s not profitable. We need a lot of physicists and technology experts to crack the code.”

But those damn histrionic parents at the wheel have a schedule to keep. The Biden administration asserts the world faces “the gravest consequences” if emissions aren’t

cut in half by 2030. But how do we get to that without bankrupting carriers and crashing the economy? These “adults in the room” need to stop and ask for directions, or reconsider the destination, but they likely fear they’d look incompetent and lose our respect. Too late on both fronts. Their failure is apparent, even if they refuse to admit it.

When host Margaret Brennan of the CBS news show “Face the Nation” asked Secretary of Transportation Pete Buttigieg why only eight of the 500,000 chargers promised by 2030 have been built as part of President Biden’s $7.5 billion national EV network, he stammered an excuse about how hard it is to install chargers, what with utilities and all, and then cheerfully reiterated, “The very first handful of chargers are now already being physically built.”

If it’s so hard for the government, how difficult will it be for the millions of small fleets impacted by the EPA’s greenhouse gas rules to electrify? Or if they’re really brave, try out hydrogen, which has an even more steep path to affordability?

It’s a question no one knows yet, but we can start to figure out the answers a couple of pages over. We spoke to the real people that ZEVs will impact the most—the folks in the cab and the shop. After speaking with them, and several experts, I found ZEVs do show a lot of promise. In the last mile space, they certainly have a place. Ryder agrees, as the company plans on having 4,000 Class 2 BrightDrop Zevo vans in its fleet. I recently test drove one and was thoroughly impressed by the ease of operation. It will be even better when more chargers are available and economies of scale kick in.

And in the heavy-duty space, the Tesla Semi has shown it can compete with diesels on certain routes. But if reducing emissions, not pushing ZEVs, is the real goal, would not removing the oldest, worst-polluting trucks for the latest clean ICE ones be faster and cheaper? One last thing. Donald Trump has said if elected, he will roll back electric truck mandates, which is akin to a parent threatening “to turn this car around.” After so much time and money spent already, that too seems inefficient. Politics is all about push and pull, so maybe all the rhetoric will put us where we were meant to be: a middle ground, where battery-electric, fuel cell, CNG/RNG, propane, and renewable diesel all have a place.

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ZEVs IN REAL LIFE

TSeveral Classes 1-8 zero-emission vehicles have racked up real miles in fleets. But what are the end users saying so far?

By John Hitch

[ TECHNOLOGY ]

hough the rules don’t come right out and order it, the EPA’s looming emissions standards for light-, medium-, and heavy-duty standards starting with Model Year 2027 commercial vehicles will force fleets to increase their number of ZEVS, which encompass battery electric vehicles (BEVs) and fuel cell electric vehicles (FCEVs). e LD/MD standards does, however, include this caveat: “EPA fi nds that it would be technologically feasible to meet these standards without additional zero-emission vehicles beyond the volumes already sold today.”

“Technologically feasible” is code for “possible but not practical.” In reality, fleets and maintenance providers are going to have to learn a lot about ZEVs in a short amount of time, as the emissions rules really ramp up in 2032. Now, we’d wager that the

majority of fleets have little to no real-world experience with commercial ZEVs. And test drives don’t count.

We’re confident in this for two reasons. First, the only commercially available fuel cell truck, the Nikola Tre FCEV, entered into a few fleets only this year. Second, while several large fleets have rolled out a sizable number of BEVs, there are 3.5 million fleets in the U.S., according to NTEA. As of June 2023, CALSTART counted 17,734 zero-emission trucks deployed total. In the last year, that number has certainly grown by quite a bit—Amazon alone has more than 13,500 electric delivery vans in the U.S., with a target of 100,000 by 2030—but they still count as one fleet, and the fact remains: millions of fleets don’t truly know what they’re in for. ere are some that do have experience, though. And we want to share their stories here to better prepare the industry for both the positives and negatives in this zero-emissions sum game.

»

Bill Hall, owner of Coyote Container, received one of the first production model Nikola Tre FCEV last December.

Courtesy of Bill Hall

Tesla’s test

ZEVs are far from new. Henry Ford famously bought his wife Clara a 1914 Model 47 Detroit Electric, and an electric Model T would have been a thing if Ford engineers could get the nickel-iron battery developed by omas Edison to work more reliably. But they didn’t and internal combustion dominated the 20th Century, save for the one 1981 episode of Mr. Rogers’ Neighborhood featuring an electric car so boxy and crude it looked like a young viewer designed it with crayons.

en, in 2012, a very stylish EV called the Model S, made by Tesla Inc., rose to prominence, becoming the world’s best-selling plug-in for 2015 and 2016. e company’s CEO Elon Musk, in some ways a spiritual successor to Henry Ford, saw electrifying transportation as a primary mover to improve the Earth’s long-term viability to support humans (with colonizing Mars as a backup plan). As tractor-trailers gained a reputation as the biggest emissions o enders (though they have cleaned up their act considerably since 2000), in 2017 Musk unveiled the Tesla Semi, an electric truck that would revolutionize the industry. Musk made bold claims that the Semi would get up to a 500-mile range, go 0 to 60 mph in under 20 seconds fully loaded, and would cost $150,000. e boldest statement was pinpointing a production start date of 2019.

At the time, Daimler AG, the leading manufacturer of trucks, was working on Class 8s called the Mercedes-Benz eActros that had a quarter of the purported range of the Tesla Semi. Current Daimler Truck chairman Martin Daum alluded at the time that the company was working on trucks purpose-built for the long haul—not in terms of duty cycle but in staying power.

“Trucks have to run for 1.5 million miles and then there’s a used-truck buyer too a er that,” Daum said in 2018, responding to the hype around the Semi. “We don’t know for sure how batteries for trucks will react a er being in use for four to five years—it’s very complex.”

He doubted Tesla could make good on the 2019 date but did say, “If Tesla really delivers on this promise, we’ll obviously buy two trucks—one to take apart and one to test because if that happens, something has passed us by.”

It appeared the truck OEMs would all pass Tesla by, just as Tesla raced ahead of the Detroit Big ree in the passenger EV market. e Volvo VNR Electric, Kenworth T680E, and Mack LR Electric refuse truck all went into production in 2021. By the next May, DTNA’s Freightliner eCascadia entered production a er 1 million test miles.

Total commercial trucks 2023: 12,775,019

Total commercial ZEVs 2023: 17,734

Source: CALSTART

e Tesla Semi fi nally entered limited production in late 2022, with PepsiCo as a fi rst customer. When PepsiCo’s Sacramento terminal participated in Run on Less – Electric Depot, a project orchestrated by the North American Council on Freight E ciency last year, the public was fi nally able to see if reality met expectations. e data collection at 10 di erent terminals, eight in California, would benchmark where various BEVs were in terms of fleet productivity relative to existing charging infrastructure at the terminals.

e 18-day study indicated PepsiCo’s three Tesla Semis might indeed warrant a teardown by competitors. NACFE recorded one of Pepsi’s Semis traveling 410 miles on a single charge and 1,076 miles over a full day. For 60% of those miles, the Semi’s GVWR was above 70,000 lbs. To facilitate the speedy recharge, Pepsi used Tesla’s 750-kW Megacharger. Telsa said the ultra-fast system can “recover 70% of range in 30 minutes.”

At the 2024 ACT Expo, Dan Priestley, Tesla’s sr. manager of Semi truck engineering, said, “Megawatt-level fast charging is available, reliable, safe, and unlocks the next level of economics. What this does is it unlocks operational equivalence between diesel and electric.”

He also noted that a er 3.5 million test miles,

1.87:1

Heavy-duty BEV to diesel ratio for same amount of work

Source: Ryder

» After successful early deployments, PepsiCo’s California-based electric fleet is starting to add 50 more Tesla Semis, which will increase the private fleet’s total number to 86.

PepsiCo

the Semi has shown “uptime greater than 95%, and this includes both preventative and unscheduled maintenance.” Priestley also said the Semi has operated at -35 degrees F in Alaska and 120 degrees F in Death Valley.

Tesla said it has leveraged its years servicing passenger EVs into maintaining and repairing its commercial BEVs. “We do our own training, and we developed physical as well as virtual information to allow the technicians to do their job e ectively and ultimately get the product back into the world earning money as quickly as possible,” Priestley said.

Full production is set for 2026 at the Nevada Gigafactory, with a future capacity of 50,000 Semis annually. Still, what Daum noted six years ago on batteries should still echo in the minds of fleet maintenance leaders.

“ e big question is if you can really make the battery reliable over the lifetime of the battery,” noted Je Seger, clean energy consultant at NACFE, who acknowledged the Semi was the “very best” the industry has right now in terms of ZEVs.

Seger, not privy to any of Tesla’s internal testing, not sure these powerful batteries can last eight to 10 years, asked, “if you’re fast charging all the time, what’s the degradation of the battery?”

According to a study of 12,500 Telsa consumer EVs by Recurrent, frequently using a 250-kW Tesla Supercharger did not adversely a ect range.

Recurrent surmised that “the robust thermal, voltage, and battery management systems that EV makers have invested in do protect their batteries from damage with routine fastcharger use.”

Lessons from a serial early adopter

Pitt Ohio has gleaned much about where and how EVs can succeed in the LTL space, though it’s come at a cost.

CLEVELAND—During testimony to Congress on April 30, Taki Darakos, Pitt Ohio’s VP of maintenance and fleet services, pleaded for state and federal governments to pull back on greenhouse gas emissions timelines because the charging infrastructure just isn’t there yet.

“California’s Advanced Clean Trucks (ACT) and Advanced Clean Fleet (ACF) rules are designed to move the commercial vehicle industry as quickly as possible toward zero-emission technology, ignoring the lack of supporting infrastructure,” Darakos explained. “Therefore, these regulations are destined to fail.”

That doesn’t mean Darakos, who is also chairman of the ATAs’ Technology & Maintenance Council’s S.11 Sustainability & Environmental Technologies Study Group, and Pitt Ohio aren’t doing everything they can to see electric vehicles succeed. Since 2022, Pitt has run Class 7 Volvo VNR Electric straight trucks out of its terminal in Parma, Ohio, a southwestern suburb of Cleveland, for local hauls. A few Ford E-Transits can carry 3,000 lbs. as well. The LEED-certified terminal uses a 1-MW microgrid supported by wind and solar power, so the two 75-kW DC Tritium chargers, located not far from the terminal’s shop and DEF fueling station, supply actual green energy, making these true zero-emission vehicles.

In March, Pitt also became the owner of the first two serial production Class 7 Freightliner eM2s, the electric version of the medium-duty M2 106 Plus.

While Darakos noted the LTL carrier does “encounter challenges related to costs, vehicle range, durability, and charging infrastructure that complicate broader deployment of heavy-duty battery-electric trucks,” the eM2 drivers and terminal manager had only good things to say about these EVs after six weeks of real-world use.

“We can go on 18 to 20 deliveries and still make 12 to 14 pickups,” terminal manager Mike Todd said. “With a conventional vehicle, we’d be doing the same as we’re doing right now.”

One of the eM2s, driven by 10-year Pitt veteran Joel Melon, has an urban route through Cleveland, and the other, driven by Manuel David, who has been with the company for seven years, heads south into Medina County.

“[The eM2] is enabling us to diversify a little more,” Todd said. “It gives us the advantage of going further with more weight capacity.”

Pitt’s VNR Electrics have a maximum range of 150 miles per charge and a payload of up to 8,800 lbs. The Class 7 eM2 has up to a 250-mile range and 13,000-lb. payload. Volvo has since improved

Maintenance cost differential when switching from ICE to BEV:

Class 4 transit van: -22%

Class 6 straight truck: -22%

Class 8 tractor: +23%

Source: Ryder

the truck’s battery capacity. The 6x4 straight truck has a 190-mile range, and the 4x2 version has a 230-mile range. For any electric vehicle, a certain amount of energy, usually 10-20%, is not accessible.

To ensure the EVs were placed on the right routes, Todd went through the historical data, examining the schematics of various areas. The extra range allows him to be less discriminating.

“With technology and the way it’s changed, I can go in and select any route that I want because these eM2s can go anywhere,” Todd explained. Melon, who previously drove a diesel M2 and the Volvo EV, said his route is about 100 miles round trip.

“Sometimes I come back and the battery is at 55 to 60%,” Melon said. “I don’t feel that stress anymore with range.”

David might travel around 200 miles per shift. “One day I drove for 190 miles and still came back with a 40% battery,” he said.

Because his route is longer, David drives more conservatively, rarely going above 55 mph.

“If you take the highway, you know it’s gonna drain a little faster, especially if it’s heavy,” David said. “But if you take regular streets, the battery can last you for a long, long time.”

He leaves the truck in Range mode. This limits the torque at launch, providing a more methodical takeoff. Melon drives in Economic mode. The other option is Performance.

Melon and David both noted how quiet the EVs are and how they vibrate less. Neither has to worry about aftertreatment system regeneration.

“With the diesel, we would do a regen twice a week,” Melon explained. He would wait until his lunch break to burn the soot off the DPF, and the smell would force him from the cab. “You get a headache,” he noted of the noxious fumes.

For David, sometimes the regen warning light would not come on.

“And then you have to tow the truck, come back here, load everything out, and put it back onto a different truck,” he explained. “You waste the whole day.”

Melon also noted that because Volvo placed the battery on the side of the truck, it made backing up to a dock more difficult. Daimler Truck engineers placed the battery of the M2 between the frame rails, which Melon prefers.

He also found that in comparison to the old diesel straight truck he drove, the liftgate is a lot lighter. Because he likes to play basketball in his off time, that feature is especially appreciated: “I don’t feel pain in my shoulder now,” Melon said.

The potential health benefits for the drivers, reduced maintenance, and elimination of emissions from the vehicle are all big factors as to why Pitt Ohio is continuing to investigate further EV adoption. Todd noted that in Parma, there are more than 10 acres of land that can be converted to additional solar fields as the electric fleet expands.

But unlike California, Ohio does not subsidize EV purchases via tax credits. That has made being an early adopter a costly proposition.

“In our fleet, we have found acquisition costs to be roughly three-fifths of the total cost of operation,” Darakos told Congress. “For many fleets like ours, that calculation is often complex and cannot be done without significant trial and error and at great capital expense.”

» Pitt Ohio uses Class 7 VNR Electric straight trucks, Ford E-Transits, and two Class 7 Freightliner eM2s. John Hitch | Fleet Maintenance

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Clean’s gambit

After running the first production model Nikola Tre FCEV in California for 17,000 miles, Bill Hall of Coyote Container shares the ups and downs of the hydrogen truck in drayage operations.

Bill Hall, a marine engineer with aspirations of owning a zero-emission fleet, was the first owner-operator to dive into the choppy waters of heavy-duty hydrogen mobility. He received the first Nikola Tre FCEV production model sold in California. He uses it to make a variety of drayage runs based from the Port of Oakland down to the Port of Long Beach, out to Reno, Nevada, and miscellaneous logistics moves.

It hasn’t been easy, but Hall knew what he was getting into—and his scientific approach and logistics know-how have ensured his operation improves every trip and his customer never misses a load. We spoke with Hall in May about the experience so far.

[Edited for grammar and style]

FM: How did you get into trucking?

BH: I first heard about hydrogen trucks at the 2019 ACT Expo in Long Beach, California. Hyundai, Nikola, and many others were presenting, and it was standing-room only. At the time I was a senior M&R manager for a large shipping company, and we were being faced with emissions constraints coming through the International Maritime Organization. Many people close to port areas were experiencing the negative health effects of fossil fuel pollution, so looking at new clean technology was my original interest.

I became more interested during COVID. After 35 years in maritime, I left my job, obtained my Class A CDL, and started my own trucking company. I started with a Ford F-450 dually and container moving trailer made by QuickLoadz. Then I graduated into short-haul drayage with a 2018 Freightliner Cascadia day cab 125 and medium-haul from the Port of Oakland down to L.A. in a 2019 Kenworth T680 sleeper.

I was driving down a stretch of Arnold Schwarzenegger’s old “Hydrogen Highway” on the I-80 corridor between Oakland and Reno in California, and I got to thinking of how I’d burned a lot of fuel in my day. Now I wanted to find a better path for all of us and prove that it can work.

I thought about that conference and hydrogen trucks and did some research. Nikola seemed to be the leader at the time, with Nikola FCEV Alphas rolling around. I reached out and that led to me being selected to get their first serial production truck in California. I picked it up in Stockton on my birthday last December.

FM: What was it like getting the first commercially available fuel cell truck in the U.S.?

BH: They had a film crew to record the whole event. I drove it, put my logos on, and did an afternoon training session with the local dealer Ethero

on the vehicle itself. I couldn’t take it because we still had a lot of paperwork for something like seven different agencies. It was not in anybody’s database, so for each different agency, whether it was CARB, DMV, eModal, or whoever else, some supervisor up the food chain had to enter this vehicle into the database. I was going through the pain of that for two weeks, getting all the documentation rounded up.

FM: How did you pay for it?

BH: To help with the purchase, I got California HVIP and ISEF (Innovative Small e-Fleets) vouchers and a grant from the Ports of LA/Long Beach The grant vouchers cover up to 90% of the truck’s cost. Then there’s the 12% federal excise tax and 9% state tax—31% of $500,000 is still over $150,000. Most drayage truckers will buy fleet trucks with 500,000 miles on them for $50,000 or $60,000.

My dealer, Tom’s Truck down in LA, did an excellent job and made it all easy. I think there was maybe one application to fill out. Tom managed all of that for me. The greatest challenge is transparency in the voucher grant process. I have five more applications approved. At present, the hydrogen supply in Oakland and the final truck price are curtailing any decision to move forward with additional trucks.

FM: So once you got the truck, how did it go?

BH: The trip from Stockton to Alameda is 76 miles. Near the end, the fuel cell failed while I was exiting the Webster Tunnel, which connects Alameda and Oakland. A gasket in the air compressor failed, dropping a coolant system expansion tank level and safely cutting off the fuel cell. I was able to proceed on the battery to my destination. Nikola arranged to tow the truck back up to Ethero in Stockton for repairs.

Upon retrieving the truck, I informed Nikola I had a port-to-port move from Oakland to L.A., so they had a service van follow me down as a precaution. The route was 400 miles. I got down to Pier C terminal gates when one of the fuel tanks failed. A safety valve got stuck shut. I proceeded into the terminal on the battery and dropped my container. The service team met me upon exiting and diagnosed the tank issue. Nikola had the FCEV towed back to the factory in Coolidge, Arizona, because they were the only place certified to evacuate and refill the hydrogen. They returned the

truck to me in Oakland, and I pretty much put it in general service. I’ve just been driving it with any opportunity. It has 17,000 miles on it now.

Fortunately, I never missed a delivery, and it seems we don’t even think about reliability any longer. The early failures never affected deliveries, although the truck was out of service for repairs each time.

FM: What are general operations like?

BH: I keep track of every day, whether the truck was just idle, whether it was a maintenance issue that caused it to be out of service, or I couldn’t get fuel. I follow up with Nikola on those and warranty issues. Every trip I log load weight and GVW. I have all that data now, and I have a working fuel curve. Our max GVWR is 82,000 lbs. in California for zero emissions vs 80,000.

For general inspections, you have to split the cab, which is more involved than lifting the hood on a T680. You have to make sure all your gear inside the cab is nailed down.

When you do the actual tilt, you need to check all your coolant tanks and look around at the suspension; check for any coolant leaks or obvious issues with the fuel cell, wiring, tubing, etc.; and then close the cab back up. There are a lot of hoses and all kinds of wiring harnesses. It takes a little bit more time. The rest of it is pretty much the same. It’s very easy to operate. Honestly, there are far fewer gauges and fewer controls in this truck vs a diesel truck.

The truck ride, visibility, and turning are excellent. I really like the adaptive cruise control, side radars, and lane-keeping features. I would like to see a better hands-free system, prewired CB bay, separate trailer brake, and stock cushion for the berth behind the seats. I had one made.

FM: And what about the maintenance?

BH: I would say there’s less maintenance. The nice thing is I’m not going to the dealer to get warranty issues corrected. For now, Nikola dispatches their mobile service teams to take care of the warranty issues. I am sure more of this will be shifted to dealerships as they can train staff.

The only maintenance issue I’ve noticed is tire wear. Recently, I noticed a couple of cuts in the driver-side steering tire that seemed unusual. They looked like heat-affected splits. We began the conversation about that, and I took precise wear readings on all tires. Based on the projections,

» With more torque at launch, drivers will have to be careful not to accelerate tire wear, said Bill Hall. Nikola

some tires were wearing substantially faster than others. The early air compressor failure compromised the air system with coolant entering the system. This required substantial efforts to clear and flush, including the replacement of electropneumatic controls to prevent possible sticking. During the repair, it seems the eCAS axle management system module air lines got reversed when reinstalled. This, along with minor alignment issues, was possibly contributing to the tire wear. Nikola replaced two steering and four tag-axle tires. They also realigned the front steering tires and checked axles two and three. Since these truck frames are heavier and drive axles have lots of torque, keep a close watch on tire inflation pressures and go easy on the accelerator.

I would suggest Nikola offer some different torque curves so owners can select what drivers can do with the truck in terms of acceleration to help with wear and efficiency. It’s all about the mileage.

FM: How do you fuel up?

BH: In the L.A. basin, Ontario, and now Long Beach, Nikola has 24/7 HYLA modular fueling stations. In the Port of Oakland, there is a First Element Station. Station availability and proper filling volumes for real commercial operations out of Oakland have been problematic though improving as technicians groom the equipment. I’m trying to encourage HYLA to open up here in Oakland so we have a reliable fuel source.

FM: Final thoughts on being the earliest adopter of a fuel cell truck?

BH: I’ve talked to some truckers who had started with new diesel trucks and heard the horror stories. They’ll get animated talking about all the problems when their trucks are new. From that frame of reference, Nikola VIN #11 had a few issues out of the gate but nothing inordinate. The first 1,000 miles on a brand-new production line truck are bound to uncover some weaknesses.

What can I say about the Tre FCEV? It is an amazing technological achievement and a revolution for the trucking industry while being kind to our environment. Are there some persistent issues, shortcomings, etc.? Yes, and Nikola is working on improvements and resolutions to all of them. Many items, I think, were genuinely unanticipated, as the trucks were driven “in a bubble” not the real world.

The price and availability of fuel is a huge factor. Even at $15/kg, that’s three times the price of diesel [gallon]. If you tell a customer their fuel service charge just went from 35% to 110%, they’re going to stay with the diesel. Another factor is truck cost. Single and smaller operators need to see voucher incentives increased so they can get out the door with a $50K truck. That is the cost basis the competition has. Lastly, I would take note of the

cargo weighting limitations, which will require a new adapter to cut the heavier load market share from their business income.

I think there is a big audience in the drayage world waiting for some obstacles to clear, and they will jump in quickly. Everyone wants to do the right thing to protect our environment and the communities close to the ports that suffered from all the emissions.

Boston EV party

City of Boston’s municipal fleet is preparing for electrification.

Under Mayor Michelle Wu, the City of Boston has taken an aggressive stance to eliminate carbon emissions from buildings and transportation through the city’s Green New Deal. As part of this environmental justice policy, the 1,200-asset municipal fleet—ranging from passenger cars and pickups to street sweepers and tow trucks—will progressively become more electrified with a mix of hybrids and EVs.

As of this May, Boston has around 60 fully electric vehicles, according to Robert Pardo, director of central fleet, City of Boston. More than 50 of those are compact Chevrolet Bolts, used primarily for traffic and code enforcement. Back in 2013, the city started electrifying its fleet with Ford Focus EVs. On the commercial side, the Parks Department took ownership of two Ford E-Transit cargo vans in 2022.

“The practical range is about 120 to 140 miles, which is more than enough for city driving, but [the drivers] do plug them in at the end of every shift,” Pardo said.

The city also deployed the first of two Ravo electric street sweepers in 2022. These operate near the heart of Boston on preplanned routes, staying close to the charging port, as Pardo noted that running the sweeping mechanisms also depletes the battery. “We’re still able to do exactly what we needed to do for this size of a map,” he said.

More recently, four Ford F-150 Lightning pickups joined the fleet.

At this stage, the fleet’s goal is to balance the long-term aspirational goals set forth by the mayor’s office to eradicate air pollution and injustices with the daily grind of making sure the various vehicles are available and capable enough to keep the city running. It’s been a methodical approach.

“It would look great if they were all electric, but it might not look great if there’s still trash in the street,” noted Pardo, who has spent 14 years with Boston’s municipal fleet. “To make sure that they can do their duties, we’re just kind of creeping into it and collecting as much data as we can.”

To collect that data, all of the fleet’s vehicles have some level of telematics, with the data managed through Samsara. Using the telematics platform has allowed Pardo to “filter out that information,” he

said. Before placing an EV into service, Pardo’s team analyzes the route data of existing ICE vehicles.

“That’s how we determined to electrify the code enforcement division, because of how far they go, how often they return, and how many shifts,” Pardo said.

For the decade-old Ford Focus EVs, tracking range is more important because battery degradation has lowered the range. These have been moved to departments that drive fewer miles per day.

Though climate activists fear a future where Boston Harbor will rise 6’ by 2100, winter weather is still very much a concern today. And those electric heaters drain the battery.

“As soon as you turn the heat on, you’re losing range, so we have that factor,” Pardo explained. “And on top of that, it’s the snow-fighting aspect where some of these trucks are out beyond the amount of time that they should be.”

Where vehicles are relative to the handful of available chargers is also critical. Pardo said most of the commercial vehicles have a dedicated charger, so no one has to swap vehicles after a charging cycle concludes.

“Right now, we’re just working on infrastructure to get these vehicles charged so we can improve and implement more vehicles,” Pardo said.

The city mostly uses Level 2 ChargePoint CPF50 units, which provide AC charging, and it has also installed some ABB 24kW D/C units, which Pardo said are “a middle point” between Level 2 and DC fast chargers.

“[The ABB charger] doesn’t rely on the vehicle’s inverter to change the AC voltage over to DC, so it can charge at a slower amperage but a quicker rate,” Pardo explained. “Those have been a big help.”

The city is preparing to train employees for when the fleet grows large enough that multiple vehicles at each location will share chargers. This will allow everyone’s vehicle to be fully charged by the time work starts the next day.

As Boston plans to expand its charging infrastructure, and thus its total electric fleet, selecting optimal locations based on routes is only the start. The building itself must also be able to support the additional load, which is discovered during audits of the electrical system.

“With Boston being an older city, we found that some of the electrical services were just really out of date to the point where to get two or three chargers in would take immense amounts of construction, from trenching to new transformers,” Pardo said.

“The biggest thing at this point is evaluating the current status of locations before getting excited about installing chargers or going electric.”

Maintenance

Pardo, a former technician for the city, noted “there’s a lot less preventative maintenance” for these trucks, with tasks like oil changes being a thing of the past. The technician does have to check for new problems like coolant leaks, though.

“Because EVs use electric pumps to pump coolant through them to cool the motors and the batteries, it’s a new challenge,” Pardo said.

And one benefit of EVs, regenerative braking, caused an issue with the older EVs. Because the actual brakes were not used as much, Pardo said road salt and lack of use would cause rust buildup.

“It would continue to build up until the rotors looked like the vehicle had sat for months without being driven,” he said.

Even though ICE vehicles had more maintenance, most problems were typically “familiar” to the techs, so there is now a “learning curve.” And components are now packed more closely, making general repairs “a little bit trickier.” Pardo said that “overall, the maintenance is a lot easier.”

While most EVs are so new they are still covered by warranties, the city still checks everything before sending work out-of-house. The city has 20 technicians, all expected to receive at least some EV maintenance training, and is looking to add several more.

“We know the warranties are going to end at some point, so we’re going to have to service them here in-house,” Pardo explained. “The biggest thing on that end is just getting the technicians comfortable with dealing with high voltage.”

Even though industry-wide, technicians have more trouble with the electrical side of vehicle diagnosis and repair, Pardo said it’s not as intimidating as one might think.

“Everyone hears the word electric, and they just automatically say ‘I’m not good at electrical,’” he said. “But for the most part, the high-voltage side of EVs is pretty simple when you actually look at it from a diagram standpoint. There are less components than in an internal combustion engine where everything is connected to the 12-volt system. On these EVs, you can divide out which part needs to be looked at.

“It’s not as scary when people start to dive into it,” Pardo emphasized. “Once most technicians start looking at these vehicles, they’ll realize that they’re not as complex as they think they are.”

To stay up on the more complex aspects, Pardo makes sure to hit the shops regularly to check out the new vehicles and attends training to sharpen his maintenance skills. Ultimately, this will also help him make better decisions about how to scale the EV fleet.

“I always like to make sure that when the salesperson comes in pushing some new technology, that I know what they’re talking about,” he concluded.

» The City of Boston has two Ravo electric street sweepers on dedicated routes near downtown. City of Boston

How the

Hyundai’s high hopes for hydrogen

A large-scale deployment of its Class 8 FCEV shows Hyundai is ready to compete in the hydrogen space.

Hyundai has been in on hydrogen since 1998, when it launched a fuel cell department. A consumer FCEV called the ix35 came 15 years later and the Nexo in 2018. Hyundai, which is based out of South Korea, has made hydrogen a big part of its decarbonization road map, and at the 2019 North American Commercial Vehicle Show in Atlanta, it announced its intention to bring hydrogen to trucking with the HDC-6 NEPTUNE concept tractor-trailer in conjunction with its Translead business.

The futuristic bulbous design was not meant to be, as the hydrogen truck being tested in the U.S., the Hyundai Xcient, has a classic cabover look.

First deployed in Switzerland, where 23 fleets accrued 3 million miles from 2020 to 2022, the Xcient offers an average range of around 430 to 450 miles per fueling. Overall, Hyundai has as many as 200 Xcients deployed in eight key global markets. The company also announced a Level 4 autonomous version is being developed with Plus.

In the U.S., Hyundai’s largest public deployment is through the NorCAL ZERO Project, where 30 6x4 Xcients serve G.E.T Freight Corp. in the Bay Area. They refuel at the recently opened FirstElement Fuel station near the Port of Oakland, the first publicly available refueling station for commercial FCEVs. What ends up in the truck is gaseous hydrogen, but FirstElement transports the fuel in liquid form, which allows for 10 times more hydrogen hauled in a tanker, with far more being able to be offloaded at the station. A special cryopump was developed to efficiently convert the hydrogen.

The gaseous fuel is dispensed at 700 bar, equivalent to around 10,000 psi, allowing for refills in as quick as 10 minutes.

“The recipient outfitted on most of the trucks out there today cannot receive hydrogen at such a fast flow rate,” noted Shane Stephens, founder and chief development officer of FirstElement. “Therefore, we expect refueling to take place at between 20 and 30 minutes initially, and once the

trucks are outfitted with high flow recipients, we will be able to fill them in under 10 minutes.”

With a range well over one-third higher than most Class 8 BEVs, and similar refuel times to diesel trucks, Hyundai believes hydrogen has a place in transportation’s zero-emission future.

“The elegant solution toward electrification beyond [BEVs] is hydrogen,” said Jim Park, the Hyundai SVP heading the N.A. hydrogen program.

And like pure electric trucks, Park said FCEVs have the maintenance advantage of fewer moving parts and less required lubrication though venting the gas and keeping up on coolant PMs will be important.

“For the maintenance shop, what you basically need is an active ventilation system, so there needs to be hydrogen sniffers installed in the shop.

Benjamin Happek, Hyundai senior research engineer, added that shops will need an active ventilation system and hydrogen sniffers, or leak detectors.

“If hydrogen is detected, it has to be evacuated,” Happek said. “And this is typically done via a roof hatch that opens automatically, and fans will evacuate the air out of the out of the building. Hydrogen disperses very rapidly so it shouldn’t be a big concern.”

He added that because hydrogen flames are invisible to the naked eye, an infrared camera should be set up.

Before FCEVs can scale to where shops need to put holes in their roofs, the cost of hydrogen itself will have to come down. The U.S. Department of Energy Hydrogen Shot Initiative aims to bring the cost of green hydrogen down to $1/kg by 2031, or 80% of the 2021 price. That is processing cost, not the price at the pump which is far higher.

“The harsh reality today in California, because of limited producers, is hydrogen probably averaging over $30/kg,” Park said. “And that is a very difficult pill to swallow for consumers.”

He said the current testing of FCEVs and scaling of infrastructure eventually can “drive a more competitively priced field.”

Repair his

By Mindy Long

tory buff T

echnicians are becoming more connected to computers, with loads of information at their fi ngertips from repair history to diagnostic trouble codes. Having that information readily available can help techs anticipate which components are more likely to fail, streamline the repair process, and prevent problems from reoccurring.

“Repair history and diagnostics data provide technicians with a roadmap to potential trouble spots,” said Danny Colon, co-owner of Dedicated Diagnostics. “By maintaining detailed records, we can track trends, identify recurring issues, and tailor our diagnostic approach to each vehicle’s unique history.”

e added knowledge helps technicians make informed decisions on relevant diagnostic tests and tool usage from the moment they receive the vehicle, ensuring accurate diagnosis and e ective repairs.

“Time is of the essence in any repair or maintenance scenario, especially in industries where downtime can have significant financial implications,” Colon said.

Separately, real-time and historical data can o er clues to assist with a diagnosis. Together, they can provide the whole picture.

Kristy Co man, director, commercial vehicle group for Mitchell 1, said combining repair history, diagnostics, driver vehicle inspection reports, and Vehicle Maintenance Reporting Standards (VMRS) creates a holistic view of the vehicle’s health.

“Collectively, they work really well with each other to create a story about what is going on with the vehicle,” she said. ose stories can create valuable diagnostic clues and context for technicians, such as how weather conditions may have impacted a vehicle issue.

“If it is an electrical issue that only happens when a driver gets his truck washed, we know there is water intrusion in suspect areas and can start looking there,” said Kyle Mitchell, regional service manager for Maverick Transportation. “It’s information like that that helps the technicians narrow down the modules or components involved and get to the solution faster.”

In addition to collecting repair history specific to a particular vehicle, Mitchell 1 aggregates information across its entire network of users—tens of thousands of shops—and provides technicians with a list of the top ten lookups for that vehicle.

“We look at the data to see the most common failure, whether that is a specific part or code, and we’re able to provide that information to our customers regardless of the records they may have,” Co man said.

Getting ahead of issues

Reviewing past repairs can help technicians be proactive rather than reactive and get ahead of potential issues. Joe Pu , VP of truck technology and maintenance at NationaLease, recommends techs or supervisors review repair history and DVIRs before every PM, which can help uncover bigger issues. “If when reviewing repair history, we learn that batteries were replaced on an emergency road call, it likely requires further root cause analysis,” he said.

If a battery is replaced on the road, techs will conduct a battery and alternator load test, starter draw test, voltage drop test, and thorough cable inspections to ensure a lingering, undetected problem doesn’t reoccur. “ e hidden problem may cause further damage to the starter, alternator, the new batteries or, worse yet, severe voltage spikes,” Pu said.

Colon noted that if one model frequently experiences a specific fault a er a certain period or under particular conditions, technicians can proactively address these issues during routine maintenance or take preventive measures to mitigate the risk. “Armed with this foresight, they can focus their attention on these areas during inspections, thereby reducing the likelihood of unexpected breakdowns and minimizing downtime,” he said.

Bob Roberts, leader of technical operations for ermo King, said analyzing repair data can establish early warning indications of failures, project future failures, and help determine the next steps for corrective action, such as whether a campaign is required. ermo King used this approach to diagnose several condenser coil failures.

“An issue was detected in our early warning analytics that showed premature failures of the coil. e root cause was road debris impacting and collecting at the bottom of the coil—between the coil and the grill,” Roberts said. at road debris was creating premature wear and failure. “Fast forward to resolution: the coil was redesigned to make it more robust in that area and the grill was redesigned to prevent debris of certain sizes from being able to collect and damage the coil,” Roberts said. “ e robustness level of the repair/warranty history data is critical to how we interact with product quality, design, and field operation standards.”

Maverick Transportation also turns to data to determine when a campaign is necessary. A er a third fi h-wheel plate came in damaged, the carrier’s technicians realized a hanging bolt on some trailers was causing the issue. “We ran a campaign internally and looked at other trailers within the build to see if they were a ected and what trucks had been attached to them,” Mitchell said.

Data has become so powerful that Maverick Transportation has appointed a maintenance analyst who sits with the maintenance team to build reports and analyze information.

Reviewing returns

e goal is always to identify and repair an issue correctly the fi rst time, but when repeat issues occur, Mitchell said the company’s so ware alerts technicians using VMRS codes. “If the headlamps were just replaced 30 days ago and a vehicle is back and has another headlamp replaced, the so ware flags it, and we will know it goes deeper into an electrical or ABS issue,” he said.

Technicians can also draw on the data to see if the harness or sensors have been replaced, which helps narrow down potential causes or identify an incomplete repair, Mitchell said.

Repair history can also uncover repeat failures that may have a deeper-rooted issue, such as spec’ing a less-than-optimal component for the specific operation need. Pu said that for years, the commercial industry

used 160-amp alternators as a baseline. Over the years, the electrical requirement and demand increased considerably, but many fleets still spec 160-amp alternators. is can lead to frequent battery replacements.

“I’m not suggesting fleets go out and spec 300-amp alternators for every vehicle,” Pu said. “However, if frequent battery failure is an issue, I am suggesting they consider the electrical demand versus the charge rate and charge time.”

If Maverick Transportation’s vehicles experience frequent battery issues, Mitchell said techs talk with the drivers to understand their practices and behaviors to ensure they aren’t causing the problem. en, they start looking at the alternator and wiring. “ at could lead us to do further diagnostics into the electrical system,” he said.

Aven Blozan, a technician for Iron Bu alo Truck & Trailer Repair, said the repair history is helpful for technicians who didn’t complete the previous repair. He recently worked on a vehicle returned for inspection a er a prior repair with codes for DPF delta pressure high and frequent regenerations. He saw the previous technician had called out an ash-loaded DPF and sent it out for cleaning.

Using that information, he verified DPF functionality and that pressures were within acceptable limits. en, he checked other data streams that may be indicative of an engine system malfunction. “I found excessive correlation readings between the MAP (manifold absolute pressure) and MAF (mass air flow) sensors,” Blozan said. “I removed the MAP sensor and found that it was soot-loaded.”

Another time, while working on a truck with several voltage codes for multiple components in the a ertreatment system, Blozan turned to the service history and discovered that the batteries had been replaced recently.

“I opened the battery box and noted one chassis ground cable that was stuck between the two batteries and not connected,” he said, adding that he installed the battery cable. “Without the service history, it would have taken more testing to identify the human error element and source of the issue.”

Iron Bu alo tracks repair data in Fullbay, which allows for detailed notes, photos, and parts to be uploaded and organized based on the service order. It is also searchable by vehicle information.

Digging into diagnostics

Diagnostic codes take on even more importance as technology becomes more complex. Roberts said the codes are how transportation refrigeration units tell technicians where their pain points are. “Reefer units today are much more sophisticated than in years past, and manufacturers are incorporating intelligence within the microprocessor to see when the unit is not operating as designed and then alerting technicians of the issue and, in many cases, what the specific cause of the problem is,” he said.

Looking at diagnostic information before beginning a repair can save technicians time in the long run. One of Colon’s clients recently exhibited symp-

» Repair histories offer context when separate techs work on the same truck.

Iron Buffalo

toms of a potential injector issue. “While many technicians might have instinctively proceeded to replace the injector, we took a di erent approach guided by repair data and systematic diagnostic processes,” he said.

e technician turned to JPRO’s wiring diagrams and troubleshooting steps, tracing the issue back to its root cause, which was an intermittent internal fault within the vehicle’s computer (ECU). “ is fault only manifested under specific conditions, which explained the sporadic nature of the issue,” Colon said. “By diagnosing the entire system from the ECU to the harness and all the way to the injector, we provided our client with a swi and accurate diagnosis.”

Jason Hedman, product manager for Noregon, said Noregon’s JPRO diagnostic tool pulls together historical data from any time JPRO is connected to that vehicle as part of its Fault History feature. at history and the associated diagnostic data can be instrumental in detecting and troubleshooting intermittent faults—faults that trigger between active and inactive and, therefore, show up intermittently.

If an issue is caused by a shorted wire, it would make sense the light fl ickers while on a bumpy road but not in the shop, which could have led the previous tech to simply clear the fault and move on. “Technicians can use fault history to see historical connections and look at inactive faults to confi rm this is an intermittent issue that has been present for a while,” Hedman said.

JPRO also allows technicians to monitor data values from di erent vehicle components simultaneously. “Because issues on one system can a ect another, it’s very beneficial to monitor these values and see how they react to the actions taken by the tech,” Hedman said.

If technicians want to pinpoint which wiring harness is causing an issue, they could monitor values from multiple systems while they perform a wiggle test. JPRO will let them know when those values deviate outside their standard range, leading the technician to begin their diagnostics on that specific harness.

On the analog side, Iron Bu alo has invested in a smoke machine to streamline leaks that can be di cult to diagnose. Ian Matje, a technician and director of training for Iron Bu alo, recently had a newer Ram truck with an a ertreatment system that was melting the diesel exhaust fluid doser and the line that injects DEF into the exhaust system.

“We found an exhaust leak, but nothing was visible because it was a er the DPF,” Matje said, explaining that the leak was putting the doser and line in direct contact with 1,100-degree F temperatures. “It is pretty dangerous to put your hands around those areas to feel for exhaust leaks. e smoke machine makes it visible and safe.”

e smoke machine also helps techs uncover leaks in other areas, including intake systems, air systems, cooling systems, and oil systems. “You can even use it for interior leaks like wind noises or water getting into cabs,” Matje said. “If you have a ertreatment codes or low power complaints, it is a quick way to plug in and verify a problem.”

Creating a common language

When everyone speaks the same language, spotting trends and issues becomes easier, which is why VMRS can be beneficial. “If I’m in a fleet and have a vehicle configuration where I’m seeing a common failure, it is going to be more visible with VMRS coding,” Mitchell 1’s Co man said. “ ose codes will eliminate a lot of noise regarding what happened with the repair.”

Jack Poster, VMRS services manager for the American Trucking Associations’ Technology and Maintenance Council, said VMRS makes it easier to recall past labor and parts that were used. “ e computer understands numbers better than words,” he said, adding that codes eliminate the potential for misspellings or regional terminology. “Some people call it a backup switch and some call it a neutral safety switch. It could be an ABS ring or a toner ring. A lot of it depends on where you work and who you work with.”

VMRS comprises 65 separate code keys, with Poster calling it an “encyclopedia made up of di erent areas.” Most people are aware of the nine-digit component codes, but there are also codes for manufacturers, suppliers, brands, failures, work accomplished, and more. “You can string the di erent code keys together and come up with a wealth of information,” he explained.

Maverick’s Mitchell said he relies heavily on VMRS codes and audits the company’s VMRS data regularly. “We use it for parts and labor, and that rolls up to how we have our general ledger coded. Whenever monthly expenses rise in one division or another—tires, accessory items, or other components—we’ll

investigate why the line item went up. By digging into VMRS, we can see if there is a driver issue or if the cost of a part increased.”

Poster said VMRS Code Key 82 can be used for DVIRs to help eliminate errors. “A lot of service providers use that when they’re talking about the maintenance event to the driver. When you’re behind the counter getting information, if you’re not transposing what the driver says correctly, you’re leading technicians down a blind alley. It is important to get the correct information.” Work on VMRS is ongoing, and TMC has started working on coding for maintenance labor alerts before the vehicle or piece of equipment comes into the shop. “A lot of the equipment is talking to you and saying, ‘My alternator is failing’ or ‘I need an oil change.’ We are working with OEs and 50-plus di erent companies on the new code key,” Poster said. “You’re going to know what is going on and what needs to be done before the vehicle arrives in your shop.”

ermo King uses Standard Repair Times, which Roberts said is the transport refrigeration industry’s equivalent to VMRS codes. SRT codes establish which repairs are required to complete a certain job and how much time will be allotted to complete the repair while the unit is under warranty. ermo King has also created inclusive job codes. “Typically, most repairs would require multiple actions—SRTs—to complete the task,” Roberts said. “If those tasks are consistent from repair to repair, we will create an inclusive job code that will contain all the individual SRTs required to complete the repair. is goes a long way in assisting our dealers with which repairs are associated with a casual part failure.”

Planning ahead

Repair history, diagnostic codes, and repair manuals can allow technicians to look at recommended processes before beginning their work and determine if they have the skill sets to perform the repairs.

“ ere are times that looking at it can help you identify who is best suited to do that,” Co man said. “One customer looked at the repair information ahead of time and determined they were better o to turn it back to the dealer. It saved hours and days of their best technician’s time.”

Repair data and previous work orders also provide context for techs to select the appropriate tools and equipment. “ is knowledge helps us make informed decisions on diagnostic procedures and tool usage, ensuring accurate diagnosis and e ective repairs,” Colon explained.

Co man said capturing, organizing, and ensuring information remains accessible for future reference is the key to increasing e ciency and improving performance. “A vehicle isn’t much di erent than us with our bodies. If I have something going on, it can be a new issue, or there are o entimes the issues are related to or brought about by something previous,” she said. “Having the history lets the vehicle communicate with us.”

For related content go to FleetMaintenance.com/in-the-bay

» Repair histories with VMRS codes provide standardized data to techs. Mitchell 1

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Equipped

Equipped for safety

Accidents are bound to happen in the shop, but employing the right safety equipment can mitigate their frequency and severity.

By Lucas Roberto

[ HEALTH & SAFETY ]

Regardless of how well technicians stick to standard operating procedures and take precautions during repairs, the commercial vehicle shop is an inherently dangerous environment with a lot going on at all times.

With heavy vehicles moving in and out and li ed up and down, with plenty of slick oils and lubricants around, no bay is accident-proof. And when it comes to keeping techs protected, the most important thing management can do is ensure that their employees have the proper equipment to do the job safely.

is starts with having a good manager who recognizes the value of their technicians, and not just as skilled professionals, but as people with lives and families. When a tech is sidelined due to an injury, of course their production goes away, disrupting the smooth operation of the shop, but more importantly, that person the shop is responsible for keeping safe incurs physical pain and loss of hours, greatly impacting their life outside of work.

And again, even the most safety-conscious facilities could have an accident; it’s the response to such an incident that can spur greater success. Such was the case for LockNClimb, a manufacturer of specialized ergonomic ladders.

“Safety is what got us into the business of creating ergonomic safety ladders for mechanics,” said Banning K. Lary, communications director for the company. “We had an employee fall o a ladder and realized there had to be a better and safer way to build a ladder.”

He listed some key features of their ladders that make them especially e ective at preventing falls, including extra-wide comfort treads, slip-resistant material, and 6061-grade industrial quality aluminum composition, which provides extra stability.

“We have [also] added long handrails on both sides so mechanics can easily employ the OSHArecommended three points of contact when ascending and descending,” Lary said. “Other ladders have cages and safety chains when the platforms are above a certain height.”

Training and education are always going to be important aspects of staying safe in a shop environment as well, but quality safety equipment

will make keeping your people safe and your shop operating smoothly a much less daunting task.

“Productivity is positively impacted when technicians have the right tools and equipment to perform the job safely and e ciently,” said Homer Hogg, VP of truck service operations at TravelCenters of America. “Technicians recognize when they are truly cared for, and that improves productivity and morale.”

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Common injuries and solutions

While freak accidents and out-of-the-ordinary workers’ comp claims are always a possibility, there are a few injuries that occur more commonly within a CV shop environment than the rest.

Back injuries are one of the more frequent safety issues in the industry, as li ing tires and other heavy components is not unusual during CV repairs. O en thought of as the most costly workplace injury due to the long recovery time, back injuries can take weeks or even months to fully come back from.

Luckily, several back-saving products and devices are available.

Steps to ladder safety

Read and follow all markings/labels on the ladder

Sean Price, director of sales operations for BendPak, mentioned the Mobi-EVS line of battery and powertrain li tables, fi rst released in 2021.

Always maintain three points of contact

Do not use the top rung as a step unless it was designed for that purpose

Use a ladder only on stable and level surfaces

“We developed the fi rst battery li table to enable the ergonomic removal and installation of heavy EV batteries a er watching technicians remove batteries using their own muscle or homemade tools,” Price said. “With EV batteries [o en] weighing 1,000 to 4,000 lbs., trying to remove them without the proper equipment is an accident waiting to happen.”

Do not place ladder on other objects for additional height

TravelCenters’ Hogg listed a few other solutions, mentioning “tire and brake drum dollies [as a few] great tools to prevent back injuries. Dollies bear the weight of the drum or tire (two of the heaviest commonly changed parts in most shops) and use leverage to help prevent strains.”

Falls are another one of the most common injuries in the shop, according to the U.S. Bureau of Labor Statistics.

e impact that proper equipment can have on employee safety is drastic, with the same e ect applying to the direct correlation between safety and shop revenue.

“In one case, a major company was spending about $5 million a year due to ladder accidents in workman’s comp claims, medical bills, and lost productivity,” Lary said. “Once they employed our ergonomic safety ladder system, along with training we provided on the proper use of our ladders, the losses in the next years were cut by about 90%.”

It’s also important for managers to continue enforcing the use of typical PPE products, as these products have been commonplace in shops for decades for good reason.

“To prevent trips and falls, go back to the basics,” Hogg emphasized. Products like safety glasses, gloves, and non-slip boots are the fi rst line of defense against most smaller issues like cuts, slips, falls, and more.

“As we think of the future, we see a new, younger, and probably smaller workforce in automotive and fleet service. is smaller workforce won’t have the time for lengthy apprenticeships or on-the-job training,” said Pete Liebetreu, VP of marketing and HD product manager for Hunter Engineering. “ at drives the need for simpler, faster, more automatic equipment.”

Embracing innovation and incorporating new tools designed to enhance workplace safety makes adapting to changing demands and better safeguarding techs even easier. at being said, it’s important to remain cognizant of issues and injuries that can fly under the radar, and even more important to seek out unique solutions designed to prevent them.

For example, with falls, back injuries, and the like being immediate tickets to some unwanted time o , it can be easy for shop managers and technicians to overlook more subtle ailments, like the overall wear and tear on the body that can set in gradually over years of poor posture, repetitive movements, etc.

BendPak’s Price explained how this is becoming an even bigger issue, as “one of the biggest challenges in the industry continues to be the aging of the workforce and the ongoing technician shortage.” Older technicians may be more susceptible to injuries and strains, particularly when performing physically demanding tasks, and protecting technicians is even more of a priority as their value as assets continues to increase.

He noted that improving ergonomics is going to be essential when it comes to keeping techs productive on the job longer. He highlighted BendPak’s Ergochair, a product released in 2022, as a solution dedicated to helping technicians work more comfortably. “Ergochair’s product line includes a family of crossover work seats that make performing awkward tasks in the shop more ergonomic, reducing stress and strain on the body to deliver greater productivity with fewer injuries,” Price said.

Be sure that all locks are properly engaged

Elevating safety standards

Do not move a ladder with a person or equipment on it

Shop safety managers are already aware of the common pieces of equipment that have been around for decades: fire extinguishers, first aid kits, safety glasses, gloves, and other PPE are a given, and these fundamentals remain essential to protecting the well-being of team members. However, with everything going on in a shop environment, the list of safety products and equipment that should be commonplace in the bay is ever-growing.

Steve Perlstein, president of Mohawk Li s, discussed head injuries as another safety issue not widely acknowledged in the commercial vehicle shop. It’s important to have li s at the proper ergonomic height for repair e ciency and technician comfort while working, but that also leaves them at a perfect height to smack their head when navigating a repair if they’re not careful.

Perlstein recommended Mohawk’s safety head guards as an inexpensive solution that can be

» Mohawk’s safety head guards are a quick and easy preventative measure that protects technicians from hurting their heads on steel swing arm sliders.

Mohawk Lifts

installed on a two-post lift in seconds. The head guards are simple foam caps designed for easy peel-and-stick application and fit all Mohawk swing arm sliders, preventing technicians from hurting or cutting their heads on the hard, steel arms.

This is just one of numerous recent solutions that make two-post lifts safer, as Price went into detail on some of BendPak’s newer offerings. He mentioned their Automatic Swing Arm Restraint System, which keeps the lift’s four swing arms in place under the vehicle to prevent the vehicle from shifting or sliding off.

“Swing arm restraints themselves aren’t new, but traditional systems have had a difficult time withstanding the excess forces applied to them when lifted vehicles suddenly and unexpectedly shift, usually due to improper loading or the removal/addition of heavy components. This can cause the vehicle to fall,” he said. “[Our design] uses 360 degrees of forged steel teeth to secure the arms in place and withstand an industry-leading 2,000 lbs. of side force, so technicians can work without worry.”

Even though shop equipment continues to become safer as manufacturers look for unique ways to protect techs, as LockNClimb’s Lary pointed out, sometimes adoption takes time.

“Many mechanics have decades of experience using older methods, and it is sometimes a challenge getting them to change from processes that work to processes that work better,” he said. “But once they see their colleagues using them and experience the ladders themselves, they embrace the modern features of safety and workability.”

Protecting the bottom line

As is the case with most other aspects of the CV industry, shop safety equipment is constantly evolving and becoming more efficient. Managers must stay up to date on the most effective products for their shop.

“As a lift manufacturer, technicians are trusting us with their lives every day,” Price noted. “We take that responsibility extremely seriously and are constantly evaluating how our products can help improve productivity and safety on the job.”

While optimizing processes and saving time should be a focus of any shop’s operation, cutting

corners where safety is concerned never pays off. Ignoring safety ruins productivity, and having employees out of commission makes a manager’s job harder. By extension, quality safety equipment means more uptime.

“If it’s fast and easy to use, then shortcuts aren’t needed,” Liebetreu said. “If it’s simple to use, then misunderstandings are avoided.”

On the bright side, however, Lary noted that

they “find that safety managers are becoming more aware of problems that cause costly repeat accidents and look for ways to prevent them. This is when we get a call, and it is usually urgent. We take great pride in being able to provide solutions to these problems.”

related content go

The future of HDEOs: leaner and cleaner

A new class of heavy-duty engine oils has oil marketers searching for the optimal balance of low viscosity, fuel economy, aftertreatment preservation, and overall wear protection.

By Gregg Wartgow

fleets see another 0.5-1% fuel economy improvement over an FA-4 (10W-30).

“Low viscosity reduces drag within the engine, as well as pumping and rotational losses,” explained Darryl Purificati, senior technical advisor for OEM/Automotive at Petro-Canada Lubricants, an HF Sinclair brand, and chair of the API lubricants committee. “New lubricant technology can also help to improve the friction characteristics of an engine oil.”

Heavy-duty engine manufacturers aren’t the only ones being a ected by the EPA’s stringent new emissions standards for MY 2027. Oil marketers are fervently working to develop a new class of engine oils (PC-12) that will deliver su cient hardware protection for tomorrow’s engines while also helping engine makers satisfy the emissions and performance requirements of the new EPA standards.

“ e most critical requirements include a huge reduction in NOx emissions, 75% lower than currently allowed,” said Walt Collier, commercial sector manager for Chevron. “In addition, Class 8 trucks will now be required to stay compliant with the new emissions standards for 800,000 miles, a near doubling of the current useful life requirement. For lubricant producers, the standards also call for further reductions in phosphorous and sulfated ash that can impair emissions control systems and diminish fuel economy.”

Lower viscosities are coming

e 2027 EPA standards also call for a reduction in GHG (greenhouse gas) emissions, i.e., CO2. One of the best ways to accomplish that is to reduce fuel consumption. Engine oil can play a role in this by helping to improve fuel economy through lower viscosity grades.

e industry has already seen substantial improvements in fuel economy with previous oil classes. It is generally accepted that switching from a CK-4 15W-40 to a 10W-30 can help improve fuel economy by 1-2%. Moving from a CK-4 10W-30 to an FA-4 10W-30 could yield another 0.5-1% gain. Where might things be headed with the new PC-12 class of oils in 2027?

“Within this category, we are looking closely at the potential for SAE 20-weight oils, which will be a big step for the industry,” Collier said. “While this concept is new to us in North America, Europe has been a few years ahead of the curve. Some OEMs now require 0W-20 viscosities in their factory fi ll lubricants. U.S. OEMs that have partners or working relationships with European engine builders are studying their experience carefully and applying those learnings in their new engine designs.”

According to Paul Cigala, senior commercial vehicle lubricants applications engineer at ExxonMobil, one of the new 20-weights could help

Additionally, because viscosity decreases as the oil heats up, engine manufacturers can further gain engine e ciency by controlling operating temperatures. is is why oxidation stability is becoming increasingly important.

“Improvements in oil oxidation stability can facilitate this strategy by maintaining the life of the oil,” said Karin Haumann, OEM technical manager at Shell Global Solutions. “Oxidation stability improvements were included in CK-4/ FA-4 and will further be improved with PC-12.”

To that point, Haumann is also anticipating increased use of synthetic base oils.

“Improvements in oxidation stability are partly the result of improvements in synthetic base oils,” said Haumann, who is also chair of the PC-12 category development team for API. “Synthetic base oils are molecularly more uniform and perform better at both ends of the temperature spectrum. As base oil quality improves, we can provide a fi nished product that has better oxidative stability. So when you think about it, low viscosity and synthetics really go hand in hand.”

Adapting the additive package

An engine oil’s additive package is a huge part of its anti-wear capability. e EPA is throwing a wrinkle into things by requiring a ertreatment systems to last considerably longer.

“We can no longer think of the a ertreatment system as something in the background that we can design around,” Collier said. “We must look at the engine and EATS as a whole, and formulate lubricants that will protect both components.”

For instance, much of the ash buildup in a DPF is attributable to non-combustible additives in the engine oil. “Reducing the sulfated ash content in the engine oil can help prolong DPF service life and extend maintenance intervals,” Collier said.

“Some additives can be harmful to a ertreatment system components if the engine oil is consumed in the combustion chamber,” Haumann added. “While CK-4 and FA-4 currently have formulating limits on sulfated ash, phosphorus, and sulfur, PC-12 is targeting further reductions of anywhere from 10 to 25%. We as the API product development team have agreed to targets we think are appropriate and achievable.”

Satisfying those lower targets doesn’t mean those important additives will be reduced to a level where engine protection is compromised.

“It’s not like we’re reducing the additive chemistry by half,” said Bill O’Ryan, senior manager for EOLCS/DEF at the American Petroleum Institute (API), the organization that spearheads the development of new engine oil classes. “Plus, there is going to be extensive testing before these oils are made available.”

» These two images show how a well-formulated synthetic 10W-30, CITGARD 700 Synthetic Blend HDEO, can provide better engine protection compared to a low-TBN 10W30. The difference in the carbon buildup on the rings shows how much cleaner CITGARD 700 10W-30 can keep moving parts. The enhanced oxidation control helps reduce sludge, varnish, and oil thickening, thus maintaining oil viscosity and fuel economy.

CITGO Lubricants

» Even though PC-12 oils will likely have tighter chemical boxes, oil marketers are confident that this next generation of oils will continue to provide the wear protection heavy-duty fleets need. Pictured here is wear on a set of heavy-duty main bearings after 10,000 hours.

ExxonMobil

PC-12: Last of the HD engine oils?

Given the mounting obsession with converting commercial fleets to battery-electric, one might wonder if PC-12 could be the last heavy-duty engine oil class that ever needs to be developed. After all, PC-12 is anticipated to be active through 2040 once these oils hit the market in 2027, according to Karin Haumann, OEM technical manager at Shell Global Solutions.

Will there be a need for a new oil class beyond that timeframe?

“That’s the million-dollar question a lot of people have been asking,” said Bill O’Ryan, senior manager for EOLCS/DEF at the American Petroleum Institute (API), the organization that spearheads the development of new engine oil classes. “I think there will be. Diesel is still the preferred compression-ignition engine for heavy-duty fleets.”

OEMs such as Daimler Truck and Volvo plan on being carbon neutral by 2039, but that doesn’t mean internal combustion will go away.

“I’m certain we’ll be developing a PC-13 when the time comes,” said Paul Cigala, senior commercial vehicle lubricants applications engineer at ExxonMobil. “Even with the push of the government, EV is not going to be for long-haul. Until an EV battery can supply 750-800 miles, you’re going to put that in line with a CNG engine. There’s a long way to go before we get there.”

“ e new oils will need to have improved oxidation performance, as the limits of the Volvo T-13 oxidation test have been lowered,” added Steve Bowles, CITGO STLE certified senior oil specialist and oil monitoring analyst. “ ey’ll also have to perform well with wear protection because a new protection test has also been added (Detroit Diesel DD13 scu ng test). Finally, the new oils will have to be compatible with the current seals. A new seal, the HNBR seal, has been added to the testing.”

ere could also be a little give and take to make sure a new oil’s anti-wear capability holds up. “ e new oils could be formulated with lower levels of phosphorous and zinc, but increased levels of boron and molybdenum to help maintain the necessary level of wear protection,” ExxonMobil’s Cigala said.

Status quo on standard PMs

Aside from allowing fleets to use a low viscosity grade previously unheard of, PC-12 oils aren’t expected to necessitate any meaningful changes to standard maintenance protocols.

“Oil drain intervals should be similar to the CK-4 and FA-4 levels seen now, as the new oils will have excellent oxidation control and wear protection,” Bowles said.

“With some of these new engines we’re going to

“If battery-electric trucks have adequate range, there is adequate charging infrastructure, and utilities can deliver the power, truckers might be more optimistic about the industry considering EV,” added Walt Collier, commercial sector manager for Chevron.

“The expectation is for future engine oil categories to continue to be introduced,” said Steve Bowles, CITGO STLE-certified senior lube specialist and oil monitoring analyst. “The infrastructure for alternatives such as EVs and hydrogen still needs to be developed, and that may take many years.”

see, I wouldn’t be surprised if 75,000 becomes the norm,” Cigala added.

Oil sample analysis will continue to be an important tool for fleets, especially those looking to extend their ODIs. When 20-weight oils become a reality, Shell’s Haumann said fuel dilution will be an important element to look for in an analysis report. “ e viscosity is already low, and you don’t want it going any lower due to fuel dilution,” Haumann explained.

Fleets are still more than two years away from having to think about those 20-weight oils, though. In the meantime, oil marketers will continue to refi ne their new PC-12 formulas, test them in the lab and on the road, and make sure they meet the expectations of both the EPA and their fleet customers once 2027 rolls around.

Improving uptime with the right supplier

Choosing parts, tool, and equipment distributors requires considering fleet needs, inventories, and capabilities.

By Seth Skydel

Fleets and service providers have several questions to answer when considering how to effectively choose the best distributors and sources for parts, lubricants, tools, and shop equipment. These extend beyond pricing, because so much can affect the true cost of doing business with them. How do they communicate? How fast can they deliver what you need? And what kind of variety and inventory do they have?

All of these factors can impact uptime, and therefore your revenue. For example, if Distributor A offers better pricing than Distributor B, but ordering is complicated and time-consuming, or all the necessary information isn’t readily available, that hurts your labor efficiency for that specific task. But if making one poor parts specialist go through an exhaustive search gets a truck back on the road faster and generating revenue, that’s time well spent.

John Centnarowicz, sr. category manager, vehicle maintenance, Zoro.com, pointed out that choosing the best sources is situational.

“If it’s an emergency and the business stops running, finding a source that can ship the part you need the same day is going to be one of the most important factors,” he said. “If it’s a planned upgrade or an opportunity to make your fleet run more efficiently, the source needs to offer a wide selection of products so you can find the right parts for the particular make or model of your vehicle.”

There are several other things to consider in choosing how and where you get parts, so we put together some best practices to choose a distributor for a fleet’s various needs.

Organizing needs and choosing the right partner

With so many SKUs out there, it’s hard to keep track of it all. One way to make this easier is knowing where to find the correct parts information.

“Fleets and service providers should have access to all the correct parts information so they can properly prepare for a service event,” said Anthony Balkonis, VP, service and warranty, Navistar, who got his start as a service advisor 24 years ago.

But how to make parts visibility more accessible? In a blog created by Chevin, the fleet management provider recommended an orderly inventory room

» Shops need to factor in both a distributor’s inventory and ordering process in their decision.

with a focus on high-volume items. Parts room personnel “should be trained to recognize which parts in your inventory are fast moving, therefore needing to be reordered more frequently.” ese are likely parts involved in preventive maintenance. Conversely, shops should also identify lessused and obsolete parts to clear shelf space, which also lowers costs and reduces unnecessary spend.

Chevin noted suppliers are more familiar with manufacturer parts lists and should be able to help train sta to optimize organizational procedures.

And identifying which parts are most used can also be tracked via fleet management so ware, as well as through a supplier’s ecommerce site. Chevin noted the ability to integrate your fleet management system into the parts supplier’s system also improves e ciency and visibility.

A good parts provider also “asks what options are available for parts, such as new and remanufactured items, and what makes sense for the specific situation,” Balkonis said. He added Navistar in particular “can help by leveraging our insight on what products fleets are using.”

Once you know which parts you need most, you can look at which supplier o ers the best quality parts, pricing, and delivery speed. Another added benefit overall of improving your parts visibility, especially for small and medium-sized fleets, is being able to consolidate to a few suppliers, which increases your purchasing power, noted David Seewack, CEO of FinditParts.

He also suggested working with smaller dealers and distributors with less large-fleet business, making you “the bigger fi sh in the smaller pond.”

Choosing the right parts

Brad Williamson, director of parts marketing & strategy, DTNA, said in general, a customer should consider their buying needs. “ ey should think about the part, the complexity of the repair, and the vehicle’s age and duty cycle to determine what option best fits their needs,” he advised.

“Fleets and service providers should ask themselves, ‘What equipment will I be working on?’” related Je Harris, sr. manager, fleet sales, Cummins-Meritor. “What are the requirements and are there warranty factors to consider?”

Seewack said fleets should also ensure that parts meet safety and performance standards.

“Look for suppliers that o er genuine OEM parts and high-quality a ermarket options,” he said. “ ere can be a temptation to go with unknown brands from overseas that o er cheaper parts, however, the level of testing and engineering of those parts is less known.”

Look for suppliers that o er high-quality products from reputable brands, noted Chris Johnson, business development manager, Diesel Laptops. “Ensure that parts, lubricants, and tools are compatible with the vehicles in your fleet because compatibility issues can lead to costly delays and disruptions,” he said.

“While cost is important, consider the overall value o ered by the supplier,” Johnson continued. “Competitive pricing coupled with value-added services such as warranty coverage and a er-sales support can provide long-term benefits.”

Tools and shop equipment

In the intricate world of fleet maintenance and repair operations, the selection of diagnostic tools and shop equipment plays a pivotal role in ensuring optimal fleet health and operational e ciency. Tool suppliers should be able to provide solutions that enhance the not just the repair, but the overall maintenance operation.

“Advanced diagnostic tools with cutting-edge technology can perform everything from dealer-level functions to triage and monitoring,” Johnson said. “Precise diagnostics enable informed decision-making and strategic planning. By recognizing patterns in reporting from diagnostic tools, fleet managers and service providers should be able to identify trends and improve e ciency and safety across the board.

“Repair so ware should have troubleshooting, step-by-step instructions, color-coded wiring diagrams, schematics, manuals, and more,” Johnson continued. “Hardware should o er reliable connectivity and compatibility with a wide range of vehicles. Dealer-level diagnostic tools, for example, come with the ability to refresh hardware over time, in some cases at no cost.”

For shop equipment, Harris said, ensure you have the proper tools required to do the job, including maintenance so ware from major component manufacturers.

For Balkonis, tools and shop equipment that provide access to and an understanding of diagnostic and service information for the vehicles fleets and service providers are maintaining is crucial. “For example, it should identify all the special tools and equipment needed to successfully maintain and/or repair vehicles,” he explained further.

“In some cases, a repair cannot be made without leveraging some of these special service tools,” Balkonis added. “ at is why it is important to consult your dealer to determine if their expertise is needed to complete a service event or repair.”

Parts and lubricants

A broad selection of parts ensures you can find the exact part you need, noted Kevin Lydic, VP of business development, FinditParts. “ e parts search can be exhausting

» Navistar offers a range of diagnostic and service tools, along with shop equipment, at its eCommerce site.

» The FinditParts Pro platform includes advanced search tools with cross-referencing capabilities to ensure accuracy in parts selection from the company’s Infinite Warehouse of Americas OEM and aftermarket parts inventories.

“ Nothing is better than being able to go down the road to get the part you need, but when the part isn’t available in a local inventory, you’ll need a trusted supplier who can offer fast, reliable delivery options. ”

Kevin Lydic, VP of business development, FinditParts

» Some of the service parts that can be purchased through Navistar’s eCommerce solution include all components, service kits, and lubricants.

Navistar

Navistar

Parts, Tools and Shop Equipment Products and Services

Cummins–Meritor offers 19 aftermarket product lines with more than 240,000 active part numbers for trucks, tractors, trailers, buses, coaches, fire trucks, and other specialty vehicles. Strategic aftermarket brands include Meritor Genuine, Meritor, and Euclid. Distributors, dealers, and fleets can search for aftermarket products on MeritorPartsXpress.com, which also includes a variety of self-service tools.

DTNA Parts offers genuine parts for Freightliner and Western Star trucks, as well as Thomas Built Buses models and Detroit powertrain components. In addition, the company also offers parts from supplier partners and Alliance Parts. With all of these options, fleets and service providers can use the Exceleratorparts.com online portal as a resource and work with dealers.

FinditParts offers an interconnected supply chain of parts through FinditParts Pro, where there is access to a vast range of OEM and aftermarket products covering all major truck and trailer parts categories. The FinditParts Pro platform includes the company’s Infinite Warehouse of Americas OEM and aftermarket parts inventories. Through the enterprise purchasing portal, you can utilize advanced search tools with cross-referencing capabilities to ensure accuracy in part selection, control purchasing, manage users, oversee billing and shipping options, view the location of parts and available inventory including real-time stock levels, and track orders from placement to delivery.

Navistar service parts can be purchased through the manufacturer’s eCommerce site, including all components, service kits, lubricants, special service tools and software, and shop supplies.

Zoro.com offers over two million parts, supplies, and equipment for vehicle fleet maintenance, many of which are available with same-day shipping on most orders placed by 4 p.m. local time.

when you have to go to multiple sources,” he said.

“Understanding how a particular supplier labels parts availability is also important. Sometimes it might appear as if an online retailer might have the part available but in reality, they don’t. In all, this causes wasted time and is largely inefficient.

“Choose suppliers with extensive inventories that cover a wide range of parts and are likely to have rare or hard-to-find items,” Lydic contin -

ued. “That will save you a lot of time. Also ensure they have live inventory feeds with accurate stocking information.”

Lydic also advised fleets and service providers to evaluate parts suppliers for fair pricing and for offering loyalty programs. “Remember, price isn’t everything,” he said. “There is the cost of doing business, too. Do they have a good return policy? What about core returns? Do they have a dedicat-

ed support team? All these factors ultimately add up in the final price of that item. Ensure you are working with suppliers who will offer good terms.”

Having access to a wide variety of parts from a single source can greatly simplify the procurement process, Lydic added. It reduces the time and effort spent searching for parts across multiple suppliers and can lead to better pricing and consistency in quality.

For parts, noted Harris, the closer fleets and service providers can get to OEM specifications, the better.

Utilizing online tools allows fleets and service providers the option to search a part number, confirm inventory and availability, and make informed buying decisions with their local dealer, Balkonis noted.

“There are two sources for customers to select parts based on their needs,” said Williamson.

“They can call any of our dealer locations where part experts can assist with finding the best part to fit their needs. They can also search, find, and buy any parts online. Once they have found the part they need, they can visit a dealer to pick it up or the dealer will deliver it to their facility.”

Centnarowicz pointed out that leveraging online tools can eliminate the guesswork from picking the right product online. “Using online comparison tools can also help find the right product to get the best results from your project,” he said.

“Suppliers that offer a wide variety of products make it easier to source all your needs from one place,” said Johnson. “That streamlines procurement processes and reduces administrative overhead.”

Communication and speed of delivery

Effective communication and support can significantly enhance the purchasing experience.

» Fleets and service providers can use the DTNA online portal as a resource and to work directly with dealers.

“Nothing is worse than a poor experience with a parts supplier, especially when you have a big order on the line,” said Seewack. “Look for suppliers with knowledgeable support teams that are accessible through multiple channels and can assist with technical inquiries and order issues.

“Technological integration is important as well,” Seewack continued. “For example, streamlined ordering systems save time and reduce errors, so opt for suppliers who offer advanced online systems that facilitate easy searching, ordering, and tracking capabilities.

“Clear and prompt communication from suppliers ensures that fleets and service providers are well-informed about product availability, order status, and delivery schedules,” Seewack added. “That also helps quickly resolve any issues that may arise, enhancing trust and reliability.

Amy Morel, director, dealer enablement, Navistar, said solutions provided to fleets and service providers through dealers means parts are available in their area or can be sourced quickly.

“We focus on establishing trusted relationships with fleets and service providers to help them navigate the parts support they need,” she stated. “Dealers can serve as advisors, assisting in deciding what maintenance and repair parts are most appropriate for their operation.”

Communication is critical, especially for parts availability and OEM options, noted Harris. “The speed of delivery allows providers to stock less parts and work within a just-in-time model,” he said. “Communication and variety of products also help promote uptime to keep vehicles on the road.”

“The speed of the repair can be a major factor in reducing downtime,” said Lydic. “Nothing is better than being able to go down the road to get the part you need, but when the part isn’t available in a local inventory, you’ll need a trusted supplier who can offer fast, reliable delivery options. Suppliers who can offer rapid delivery options, including same-day or next-day service, can be crucial in situations where a vehicle needs urgent repairs.”

When a truck is down, Centnarowicz noted, communication, speed of delivery, and variety of products are critical to getting things back up and running. “You need to be able to find the right product, at the right price, delivered to you right away,” he said. “A supplier with a large assortment

of tools, parts, and supplies and who can offer same-day shipping on most orders can help keep your business running.”

Choose suppliers that offer fast and reliable shipping options to keep your fleet running smoothly, said Johnson. “Effective communication with suppliers is also crucial for smooth transactions,” he added. “Clear and timely communication ensures that orders are processed accurately

and issues are addressed promptly.

“Parts and tool suppliers who offer excellent customer service in the form of responsive and knowledgeable support teams can help address issues quickly and minimize downtime,” Johnson continued. “With a commitment to quality, reliability, and customer satisfaction, parts suppliers can be trusted partners in fleet maintenance and repair operations.”

Do You Even Lift?

Experience The Gray Difference

. Clutch Jacks

. Engine Stands

. Floor Service Jacks

Fluid Handlers

. Fork Lift Jacks

. Miscellaneous Equipment

. Mobile Column Lifts

. Oil Filter Crushers

. Shop Cranes

. Shop Presses

. Surface Mounted Lifts

Transmission Jacks

. Truck Air Jack Stands

. Truck Component Jacks

. Vehicle Support Stands

. Wheel Dollies

Shop standard bearers

Creating systems to instill standards across a maintenance operation’s individual shops helps make sure everyone’s on the same page.

By Alex Keenan

When it comes to managing multiple shop locations, it’s important that standards are aligned to provide consistent service. But this isn’t always easy. Technician turnover from shop to shop, or just out of the industry, creates a constant churn of new people. And these new techs might swear they know better than you and will continue to do things as they did at their last job, or, as they might say, “the right way.”

When techs go rogue, it might result in faster service, but ultimately goes against the policies put in place to best serve the customer. This can even include little things that a trucker has come to expect after visiting another of the provider’s shops, like putting protective paper over the floor mat or checking tire pressure. Whatever the service, if the customer has come to expect it and doesn’t receive it, they feel a little let down.

According to Peter Cooper, director of Operations for Merx Truck & Trailer, failing

to deliver consistently stellar customer service can keep him up at night, he explained at Fullbay’s 2024 Diesel Connect conference. He emphasized shops should train employees and build a system “so each customer is taken care of—and each customer gets the same experience whether they’re at this store or that store.”

When establishing shop standards and workflows that can be copied across locations, management should also ensure technicians understand the efficiency and service benchmarks they need to reach. Once they do, this leaves leadership to grow their business and manage high-level challenges.

“Having some systems in place allowed us to have our basics covered so that we could focus on the other issues going on during COVID,” explained Jessica Wendt, owner of HM Repairs and Services.

With strong systems providing clear, standardized expectations that employees are

rewarded for meeting, shops can not only reap the benefits of efficient operations, but a strong reputation that brings in more business.

“[Customers] know they have a timeline, they know that we’re going to be there, and that we’re going to do a good job,” said Jennifer Wilson, co-owner, Inland Empire Fleet Maintenance. “That builds your reputation. They’re not coming to you for cost, they’re coming to you because you do what you say you’re going to do.”

Streamline and systemize

The first step in creating order out of chaos is to know where systems are most needed.

“I would encourage you to think about the problems that you have going on within your company and see if there’s patterns or constant issues surrounding, for example, unique parts and parts ordering,” Wendt stated.

Then come up with a system that is trainable to your staff, repeatable across your locations, and will solve the needs of the company, she said. As a side benefit, establishing standard operating procedures will ease training and onboarding, too.

Wendt said that to standardize HM Repairs and Services’ parts ordering and organization process, they created a separate Parts Request Form and Parts Return Form.

Before moving to their new system, Wendt described how she would often use sticky notes to keep track of parts requests. While quick and easy, the downside was that she’d need to go digging through the trash whenever a technician would return to ask when the part was going to arrive or needed to add other details.

Now, Wendt utilizes a specific form that includes the service order number, the customer, the unit, the part number, and more.

“A lot of times this gets expanded into what price I was going to pay,” Wendt explained. “Once I told the customer what I was going to charge him for [the part], and I would come back to this later and be able to reference that.”

The form can also include the engine serial number and fleet maintenance system action number, which is useful when the person ordering the part isn’t the same as the one who receives them.

Wendt also established a form for parts returns, which she said not only helped them track their assets but secure vendor credits.

“We order tons and tons of special-order parts on a daily basis,” she stated. “So, it’s important to make sure that if those parts need to go back to the vendor, that we’re able to make sure that we’re getting our money back for those parts and that they’ve been returned.”

This form requires that the technician label each part to be returned with the service order number, which their inventory person uses to make sure the part’s cost is marked off the initial bill. They can also note if the part is new or defective, and then attach the form to the part itself for the vendor to pick up. And, once the vendor arrives, they sign

149289354 | Welcomia | Dreamstime

the form as well to show that the part was retrieved, and the office may add the credit invoice number for tracking purposes.

“If you don’t get your credits within a couple of weeks of it being returned, you can reach out to the vendor and say that ‘Jerry picked this part up on X date and I have his signature on this form,’” Wendt noted.

And parts are far from the only element of HM Repairs that Wendt has systemized—the shop also uses a flow chart for new service writers to understand where to place estimate values, and a job board to show technicians what jobs they’re working on and their urgency level. All of which helps keep the shops’ gears turning smoothly.

But if it’s a problem of character, then there needs to be a change in tactics.

“Then you need to have that conversation of ‘Look, you knew when you started here that our culture is this,’” Sowell advised. “If you feel like you no longer are aligned with that vision, then we’re going to have to have a very different conversation.’”

This kind of discussion requires firmness,

Sowell explained, or else other employees may note this shift in attitude and respond accordingly, to the detriment of shop morale and productivity. But on the other side of the coin, if a shop can establish and maintain positive processes and culture, they’re likely to see just the opposite, resulting in a shop technicians want to work in and that customers want to come to.

“ If there’s any type of negativity or toxicity of any kind, that’s an immediate threat. ”

Ashley Sowell, co-founder of Integrity Fleet Services

Managing resistance

Of course, processes and culture are only helpful if employees use them. But clear standards and expectations also make it easy for shop managers and technicians to know when that culture is not being met, and the potential consequences.

“If there’s any type of negativity or toxicity of any kind, that’s an immediate threat,” said Ashley Sowell, co-founder of Integrity Fleet Services. “One person can completely unravel any amount of good that you’ve done.”

To deal with this, Sowell advised that managers first speak with the technician. If the problem is simply a lack of skill or equipment, then they can make a plan “to get them back on the right track and back into your culture.”

Wheel ends require proactive approach

The importance of routine maintenance and tools to help your fleet stay on the road.

Effective fleet management involves more than just addressing problems or issues when they arise; it’s about proactively preventing them before they happen. The ways to do this are constantly evolving, with more AI-powered predictive and prescriptive maintenance deployed every day, but the best tried-and-true method to vehicle health is routine preventive maintenance. It’s the key to safe and efficient fleet operations and ensures peak performance for the fleet’s vehicles while reducing the likelihood of unexpected downtime and repair costs. Preventive maintenance not only enhances the safety and reliability of fleet vehicles but also protects companies from penalties or legal liabilities for non-compliance with safety standards and regulations by catching issues before an inspector does. Violations mean more

By Todd DiMascio SR. DIRECTOR OF GLOBAL SALES FOR STEMCO

Todd DiMascio is the

sr. director of Global Sales for

STEMCO. With over 15 years of heavy-duty trucking experience, he understands the issues that fleets and technicians experience and utilizes his expertise to find solutions that fit the needs of each unique customer.

downtime, a drop in CSA score, plus you still have to fix the issue. Obviously, there are a lot of incentives to take PMs seriously, and when considering a revamp to your maintenance plan, you should start at the wheel end.

Federal Motor Carrier Safety Administration (FMCSA) regulations 49 CFR 392.7 and 396.11 require both pre- and post-trip inspections of wheels, rims, and tires, among other vehicle components. These inspections are not just a casual recommendation—they’re the law. And they act as a last line of defense against safety infractions and, even worse, an issue that results in a wheel-off event and/or serious accident.

While their description might seem daunting, these tire and wheel inspections are straightforward and repeatable—and key to avoiding roughly 60% of the violations found during the Commercial Vehicle Safety Alliance’s 2023 International Roadcheck. These checks are mostly visual. On the wheel, for example, regulation 393.205 calls for a confirmation that the wheels and rims aren’t cracked or broken, stud and bolt holes are not elongated, and all the nuts and bolts are in place.

The tire is also part of the wheel end, and as per 393.75, these inspections should include checks for leaks, exposed or separated tread/ sidewall, and a minimum tread depth of 4/32”. Drivers should also check the brakes at this time. Checking other issues is as simple as taking a brief walk around the truck to make a few observations and verify:

Ü Do I see any oil leaks?

Ü Do I see any signs of heat?

Ü Do my tail lights and turn signals work?

Ü Do I see anything under the truck that’s a cause for concern?

Ü Is anything dragging or rattling?

Ü Does anything smell “off?”

For further guidance, refer to the Technology & Maintenance Council (TMC) standards for maintenance practices, which require an annual inspection for trailers. These standards are determined by experts in the industry who agree on best practices for safety and maintenance standards. It’s wise to follow their recommendations.

By addressing minor issues before they turn into major problems, preventive maintenance saves significant costs in the long run. It comes down to risk management. Avoiding breakdowns, repairs, and fines for non-compliance with regulations translates to real cost savings and a healthier bottom line.

Longevity and sustainability

Well-maintained trucks and trailers are valuable investments for your fleet. Routine maintenance tasks such as oil changes, fluid checks, and pre- and post-trip inspections all contribute to the longevity of your vehicle. By extending the lifespan of their vehicles, fleet owners maximize their return on investment and reduce the need for frequent replacements or costly repairs over time.

An additional benefit is that properly maintained vehicles produce fewer emissions and

consume less fuel, which helps lessen our industry’s impact on air quality and greenhouse gas emissions. By embracing more sustainable practices, fleet owners can directly contribute to a cleaner, greener future.

Data and fleet management technology

It may come as no surprise that automation is shaping the future of fleet management, including PM monitoring. The main reason is that automated tools and solutions offer consistency, accuracy, and efficiency for all users, allowing the fleet to stay proactive. In a competitive industry like ours, these key benefits can truly empower trucking companies to stay ahead of the curve.

Fleet maintenance systems, for instance, can track if PMs were done and double-check via electronic DVIRs that the driver noted no issues, ensuring wheel ends and other components are road worthy.

Another point to consider is that implementing quality data into your fleet operations can significantly impact overall fleet efficiency. Good data brings fleet owners and managers better visibility to identify problems or hidden costs that might otherwise be overlooked during an inspection. It can also help lighten the load of tedious admin tasks or other time-consuming steps that might be slowing your management processes down.

Getting better data starts with better sensors. To assist fleets in this area, STEMCO has recently launched the DataTrac SVT Electronic Mileage Sensor. This product is Bluetooth enabled, which allows a fleet to sync accurate, real-time mileage data to the cloud using the STEMCO Fleet Manager app. Advanced diagnostic tools and telematics systems can also provide accurate fleet vehicle health monitoring and efficient maintenance task scheduling. This technology continues to empower fleet managers to streamline their operations and manage resource allocation more wisely.

That’s why ongoing training and education for technicians will be essential to staying updated on the latest maintenance procedures, technologies, and regulations in the years ahead. By investing in the right tools and practices for their fleets, fleet owners can then dedicate time to one of the most critical aspects of their business—protecting their teams and their bottom lines for the miles ahead.

Make the roadways safer

Preventive maintenance is not just about mundane routines or checking boxes. It’s about fleet owners and managers positioning their fleet for the long haul. Remember, prioritizing safety, quality, and reliability is the wise way to go about managing a fleet. The long-term benefits of efficiency and safety far outweigh any immediate savings gained by neglect or cutting corners on standard maintenance cycles.

184815702 | Siwakorn Klomwinyarn | Dreamstime

What’s new in alt fuel

After visiting ACT Expo in Las Vegas in late May, we compiled some of the most exciting projects and reveals.

By Lucas Roberto

» Dana’s Zero-8 e-Axle is a modular system offering single and tandem configuration.

Lucas Roberto

» The next gen version of Accelera by Cummins’ hydrogen fuel cell engine

Lucas Roberto

» David Wang, product manager at ABB E-mobility, with the A400 all-in-one charger.

Lucas Roberto

» Kenworth’s SuperTruck 2 is a futuristic concept designed to improve efficiency with a diesel engine as the main power source.

Lucas Roberto

» This Toyota powertrain combines two fuel cell modules for 160 kilowatt output. The kit will be used in the Kenworth T680 FCEV.

Lucas Roberto

» 30+ vehicles were available to take for a spin at the Ride & Drive

» The Hyundai Xcient FCEV currently has 150 to 200 units on the road worldwide according to Jim Park, senior vice president for Hyundai in N.A. Lucas Roberto

» Penske Energy, a joint venture between Penske Transportation and ForeFront Power, will work to help companies make the transition to cleaner energy.

Lucas Roberto

» The Lion8 electric truck will be available later this summer according to founder and CEO Mark Bedard. Lucas Roberto

» The Shell Starship 3.0, now powered by a Cummins X15N, will run on Shell renewable natural gas (RNG).

Lucas Roberto

» FPT’s XC13 is a multi-fuel single base engine already being produced for diesel (left) with a natural gas version (right) ready to launch and hydrogen (center) soon to follow.

Lucas Roberto

FLEET PARTS & COMPONENTS »

Check tire health from your phone

The ContiConnect LITE from Continental is a gateway to selected ContiConnect functionality via a smartphone. Users can check tire health directly from their phones. ContiConnect LITE can connect to up to five vehicles and is for those who have Generation II sensors or Continental Intelligent Tires but haven’t signed up for a Yard Reader or a Live System. This allows users to access their tire data via Bluetooth and connect to the ContiConnect app to share TPMS with the user.

For more information visit FleetMaintenance.com/53098306

Designed for commercial, off-highway vehicles

The Eaton 48V DC/DC Converter takes power from a 48V system and steps it down to 12V for accessories and other low-power systems. It offers a natural convection, air-cooled design for easy integration and can work in temperatures up to 185 degrees F. The converter dewsign reduces weight and saves space on the vehicle, and also allows for decreased current and smaller wires for more efficient packaging.

For more information visit FleetMaintenance.com/55040629

Protects SCR and DEF systems from deposits

Rislone ’s Diesel DEF Treatment improves DEF fluid performance and prevents crystallization deposits from forming in the tank, pump, heater, sender, lines, injector, and mixer. It works with all UREA DEF/ AdBlue fluids and comes in 8-oz. bottles. Technicians should use the chart on the bottle for dosage. For more information visit FleetMaintenance.com/55040632

Available on Freightliner Plus-series trucks

The Backup Alert System from Daimler Truck North America offers greater rear visibility for trucks in urban environments, tight loading docks, and busy job sites. Now available on Freightliner Trucks’ Plus-series vehicles, fleets can select an end-offrame mounted camera or a prepared camera with added harness length for easy positioning. The system features a 7” touchscreen display, a backup camera, and a reverse proximity sensor that provides audible alerts within the cab if stationary or moving objects approach the truck. The Backup Alert System is now available for M2 106 Plus, M2 112 Plus, 108SD Plus, and 114SD Plus trucks.

For more information visit FleetMaintenance.com/55040636

Matches fit and function of original assembly

Dorman Products ’ Door Latch Assembly, No. 940673, provides a fix for when the right rear door of certain Ford F-150 SuperCab trucks won’t work properly. Designed to match the fit and function of the original assembly but with more durable cable ends, the assembly restores proper door opening and closing. The Door Latch Assembly is safety compliant and provides a long-lasting repair for MY 2004-2008 Ford F-150 trucks.

For more information visit FleetMaintenance.com/55040631

Increases flatbed strength

The East Flatbed Floor from East Manufacturing increases the strength of the flatbed by 10-30%, depending on load. It eliminates the need to install coil package flooring (CLP) inserts and reduces the weight of a 48’ flatbed trailer by 24 lbs.

For more information visit FleetMaintenance.com/53099725

Offers LTE connectivity, GPS positioning, and motion sensors

The beam2 LTE dash cam from Nexar combines AI and hardware to maximize driver safety. The beam2 comes in a 64 GB model with a front-facing camera and OBD kit and a 256 GB model with road and cabin cameras as well as an OBD kit. The camera itself offers 2K QHD video recording and includes 4G LTE connectivity and coverage, dual-band GPS positioning accuracy, 6-DOF motion sensors, and 24 by 7 protection with the OBD power supply. It features a live parking mode, remote video streaming, emergency incident notifications, and can upload clips to both mobile devices and cloud storage.

For more information visit FleetMaintenance.com/55040854

Built for Ford small block engines

American Powertrain ’s

GearStar Automatic

Transmissions for Ford vehicles, No. 4R70W, feature a Yank billet torque converter, transmission fluid, trans cooler, and a factory-style dipstick.

The 4R70W comes in levels 2-4 and offers 400 hp (up to 400 ft.-lbs. of torque), 500 hp (up to 450 ft.-lbs. of torque), and 750 hp (up to 550 ft.-lbs. of torque), depending on the level. The Level 2 and 3 transmissions are available with a 2-bolt or 3-bolt bellhousing, while the level 4 includes a master overhaul kit with alto-hardened steels. Each also comes with a transmission mount and custom 360-degree adjustable shift linkage arm.

For more information visit FleetMaintenance.com/55040873

Offers climate control without a physical curtain

The BlueSeal Air Curtains from Thermo King are a climate-control solution designed for trailers, box trucks, and vans. The curtains can keep both hot and cold temperatures inside refrigerated trailers or trucks while the door is open. The BlueSeal curtains are an alternative to vinyl trailer curtains and provide a driver-friendly separation between the truck and the outdoors while retaining the trailer temperature during loading and unloading, and also keeps dust, dirt, smoke, and insects out of the cargo area.

For more information visit FleetMaintenance.com/55038958

dealer LEVEL DIAGNOSTICS

ONE PLATFORM ONE

TOOLS & EQUIPMENT »

Features 360-degree horizontally rotating and 270-degree vertically pivoting body

Streamlight’s BearTrap 360 is a multi-function, rechargeable work light that features both a 360-degree horizontally rotating and a 270-degree vertically pivoting body, enabling users to put light wherever it’s needed.

Delivering up to 2,000 lumens, the light clamps to virtually any surface or stands on its own for hands-free task illumination. The light features six modes, including spot and flood settings, and lasts up to 12.5 hours on low. The battery recharges in 5.5 hours or the light can be plugged into an AC power supply for continuous use. Comes with a limited lifetime warranty.

For more information visit FleetMaintenance.com/55039362

Provides enhanced versatility with lowprofile stance and extended height

OTC ’s HDJ20P Air/Hydraulic Service Jack features a rugged steel frame capable of lifting up to 20 tons, making it ideal for servicing large vehicles. The jack’s enhanced versatility is made possible by air-assist lifting with its low-profile stance and extended height. It can be pumped using air-assist, foot, or jack handle action. Its large metal wheels and swivel casters are designed to roll effortlessly on internal bearings, providing optimal mobility and service life.

For more information visit FleetMaintenance.com/55039381

Low-linting and latex-free

The Sellars Absorbent Materials TOOLBOX WaterWeave T500 is a multipurpose wipe that is solvent-resistant and contaminant-free, and combines strength, durability, and absorbency. These wipes can be used to clean equipment and handle maintenance and repair jobs. The hydro-entangled substrate retains its strength, even when wet, so it can also be used on rough surfaces when wet or dry. Additionally, the WaterWeave T500 is a low-linting and latex-free product that can soak up oil and solvents, as well as clean dirt and grime from surfaces without leaving particles behind. Because the wipers are contaminant-free, they are a safer alternative to laundered rental shop towels and cloth rags. For more information visit FleetMaintenance.com/55021970

Features 8” LCD color display

The Phoenix Lite 3 from TOPDON is a compact diagnostic scanner designed for automotive professionals and repair shops. It features an 8” LCD color display with a 4-core processor that runs on Android 10.0. Its precision topology mapping enables swift problem localization and isolation. The Phoenix Lite 3 offers comprehensive coverage of 35 maintenance services to cover tasks such as oil, EBP, and suspension resets, as well as specialized functions including add/replace key fobs, battery sensor module learning, and tire pressure sensors learning.

For more information visit FleetMaintenance.com/55038974

Lifts to tabletop height of 29”

The Maxx 70 and 50 Tire Changer Wheel Lift from the Coats Company can lift to a tabletop height of 29”. The lift supports wheel assemblies up to 150 lbs. at 150 psi and is operated via an easy-to-use foot pedal. This lift is designed for use with Maxx 70 and 50 models.

For more information visit FleetMaintenance.com/55021968

An all-systems scan tool and service tablet

The Autel MaxiCheck MX900 is an 8” touchscreen all-systems scan tool and service tablet, compatible with U.S., Asian, and European vehicles 1996 and newer. The corded tablet can read and erase codes, view freeze frame, view and graph live data, and perform bidirectional active tests and special functions. The MX900 is also a full-featured service tablet with more than 40 service and maintenance tasks, including brake bleed, oil and service lights resets, battery registration, DPF regen, and electronic parking brake and steering angle resets. The MX900 runs on Android 11 and is powered by 1.8 GHZ processor and comes with one year of free software updates.

For more information visit FleetMaintenance.com/55017043

Black oxide finish prevents corrosion

The 36” Dominator Pro Pry Bars , Nos. 14117GN and 141170R, from Mayhew Tools feature a hardened and tempered alloy steel shaft that runs from the cutting edge through the handle to deliver maximum durability and prying power. The capped end allows for striking without damaging the handle and serves as a shock absorber, reducing hand fatigue. Patented linear ribs around the neck ensure maximum transfer of torque, while the patented axial ribs assure a slip-free grip. The user’s hand naturally fits into the contour of the tri-lobular designed handle and the rounded ends give additional comfort. A black oxide finish prevents corrosion and reinforces durability. The pry bars come in green or orange handles.

For more information visit FleetMaintenance.com/55038972

A carry-anywhere handheld work light

Grote Industries ’ BriteZone Folding Rechargeable Pocket Light , No. BZ431-5, features an integral folding stand, hanger hook, and swiveling head for maximum portability while in the shop or at a jobsite. Featuring a battery that can be recharged with a USB-C cord, the BZ431-5 also features a magnetic base, while the swiveling head can turn 360 degrees. The LED bulb offers 500 lumens of illumination in both spot and flood patterns, and the nylon lens and hook is protected with a glassfilled nylon housing and base.

For more information visit FleetMaintenance.com/55016703

Features two-gauge jumper cables

The 12V/24V 4400 Peak Amp Portable Jump Starter & Power Supply, No. DSR166, from Schumacher Electric features an internal charger that provides 4,400 peak amps, with two internal high-output AGM batteries that deliver 525 cold cranking amps for 12V systems, and 350A 24V systems. The full jump pack includes an easyto-use digital display to check battery percentage, two-gauge jumper cables, an on/off switch, and reverse hook-up warnings when a battery is connected incorrectly. Each jump starter also functions as a portable power source with a 12V DC power outlet and a 2.1A USB port to charge and run mobile phones, tablets, or other accessories.

For more information visit FleetMaintenance.com/55038968

Offers upgraded battery for long-lasting performance

The LITESTIX LS36MDX work light from BendPak features an upgraded battery for longer use. The LED work light is portable and designed for heavy-duty use, and includes 36 bright LED bulbs for illumination. The long-lasting battery is a rechargeable 2,600 mAh Li-ion battery that can offer up to seven hours of continuous illumination, and the light itself features hideaway recessed hooks, extensions on both ends, rotating handles, and magnetic ends. Measuring 42.25” long by 2.5” high, this light is durable and long-lasting.

FLEETPRIDE.COM

HEAVY DUTY OVERHAUL

PRODUCT SPOTLIGHT

Air Compressors

Viper Gas Rotary Screw Air Compressor

The Viper Gas Rotary Screw Air Compressor from Vanair delivers up to 80 cfm and up to 150 psi of air power to handle the toughest jobs. The compressor allows you to quickly get in and out of the job site with the convenience of an optional zero-radius turn cart. Featuring a larger fuel tank to provide six-andhalf hours of runtime at a 70% duty cycle, the Viper Gas can work through multiple projects without having to halt production to refuel. Its smaller footprint saves valuable trailer or truck bed space for more tools, and its low idle rpms reduce noise by 50%, providing a quieter work experience. Additionally, sensors automatically unload the compressor during startup and the auto start-stop turns on with air demand.

“After the first day, I told a co-worker that we should have gotten this, or a few of these, a long time ago,” said Philip Stylianos, owner of irrigation system installer Philip J. Stylianos Inc. “We use this machine on commercial and municipal projects as well as light commercial properties, and it works perfectly. It really doesn’t consume a lot of fuel. I like to say it just sips fuel.”

For more information visit FleetMaintenance.com/55054786

VMAC UNDERHOOD 150 system

The UNDERHOOD 150 system from VMAC is a powerful rotary screw air compressor ideal for operating large-size air tools like post-pounders or jackhammers, meaning that it replaces large utility-mount or portable tow-behind air compressors. Mounting kits are available for Ford F-250 to F-600 Gas and Power Stroke Diesel vehicles as well as RAM 3500 to 5500 Chassis Cab Cummins Turbo Diesel trucks.

“We had two very old trailer-mounted air compressors that needed to be replaced and were shared between departments, and they always needed some type of repair,” said Jim “Buzz” Kirby, City of Livonia’s Department of Public Works’ fleet supervisor. “This wasn’t convenient when an unanticipated need for compressed air on a jobsite came up. With UNDERHOOD, it’s very easy to replace filters at the recommended service intervals. We have already had a couple air compressors come in for their service intervals, and we haven’t had any performance issues.”

For more information visit FleetMaintenance.com/55054773

Forney Industries Fornair 4.5 CRM Air Compressor, No. 555

The Forney Industries Fornair 4.5 CRM Air Compressor, No. 555, is built to last with its 4-gallon steel tank for durability and lower rpm output for longer motor and pump life. The air compressor features a built-in moisture separator and an oil-free pump for maintenance free operation. It provides optimal psi (120 maximum psi) to operate pneumatic tools and has large gauges for easy monitoring of tank and line pressure. It also offers an auto on/off option, two built-in 1/4” air outlet quick connects, and includes a wheel kit and luggage handle.

“This air compressor is compact but has the same compression rate as some of the other larger air compressors I’ve had in the past. It is perfect for airing up tires, running air-tools in my garage, and is portable enough to take to any job site,” said Adam Kunau, product engineer at Forney. “Since it’s not an oil-bath style compressor, I can also run it with my 40P plasma cutter without risk of damaging my equipment.”

For more information visit FleetMaintenance.com/21287257

Nominate your c olleague today at FleetMaintenance.com/2024-awards

Whether they work harder or smarter, a Fleet Maintenance Overachiever is the engine that powers their fleet/repair shop to greatness. They don’t quit until the job is done and never stop looking for ways to improve.

Deadline: Sept. 1, 2024

They also rarely if ever seek glory or recognition, so we need you to do it for them. Tell us who you want to nominate for Overachiever of the Year and why at FleetMaintenance.com/2024-awards or by scanning the QR code to the left. If selected, they will be profiled in the December issue, receive a trophy and a prize package that includes custom clothing, tools, and swag.

For questions or inquiries on the program or sponsorships, email: editor@

SPEC GUIDE SCAN TOOL

A comparative list of functions and features for a large selection of aftermarket scan tools from 25 equipment manufacturers.

SPONSORED BY:

SPEC GUIDE 2024 SCAN TOOL

Updated information for manufacturers of Global OBD-II, Professional Diagnostic, and Heavy Duty Diagnostic scan tools.

By Emily Markham, Editor

Welcome to the 2024 Scan Tool Spec Guide, brought to you by Professional Tool & Equipment News, Professional Distributor, and Fleet Maintenance magazines.

It’s been eight years since we started putting together this guide, and arguably as the years have passed, the need for shop owners and technicians to have the right scan tool/s has only increased. Though the basic format of this guide has stayed the same, each year we work hard to update every section to reflect the advancing technology of this industry. And with those advancements, that are only continuing to evolve, the scan tool remains one of the first tools a technician is reaching for to diagnose a customer’s vehicle.

While OE scan tools have their place, this guide is dedicated to many of the aftermarket scan tool options available. According to our research in the 2024 Aftermarket Profile study — found in the April issues of PTEN and Professional Distributor — 78 percent of technicians are relying on aftermarket scan tools in the shop. That’s up six percent from last year’s study.

So, if you or your shop is looking to add another scan tool to your collection, we’ve got you covered. We provide information from 25 aftermarket scan tool manufacturers all broken down into three categories: Global OBD-II, Professional Diagnostic, and Heavy Duty Diagnostic.

Over these next several pages, you’ll find the most up-todate product information for aftermarket scan tools available on the market from many of your favorite manufacturers.

Whether you’ve had a scan tool break, need to update your tool to a newer model, or your current scan tools just don’t do everything you need them to, let this guide be a reference for you as you narrow down what features you’re searching for. Purchasing a new scan tool is a big investment, so take your time flipping through these pages to help figure out exactly what scan tool fits all your requirements.

• Passenger Vehicle (CL) and Passenger Vehicle + Heavy Duty (CLHD) versions available

• Fastest diagnostics ever with high-speed health report

• All weather tool: Anti Glare / OLED screen and durable IP65 construction

• MaxFix (CL & CLHD) and MaxFixHD (CLHD) included

• VCI with J2534 capabilities*

• Code Assist and 4-channel scope standard on all versions

OBD-II DIAGNOSTIC

OBD-II DIAGNOSTIC

2024 SCAN TOOL SPEC GUIDE

PROFESSIONAL DIAGNOSTIC

J2534

$10,000

2024 SCAN TOOL SPEC GUIDE

PROFESSIONAL DIAGNOSTIC

2024 SCAN TOOL SPEC GUIDE

Clear, on-screen step-by-step instructions make the ADASLink® diagnostic scan tool your gateway to ADAS calibrations.

On-screen direction walks techs through calibrations for millions of vehicles

Comprehensive pre- and post-scans of installed systems and codes

Full diagnostic capabilities reveal trouble codes and other vehicle information

Code/pair new parts to the vehicle after installation

Follow guided processes to calibrate required systems after a collision

ULTRA THE BEST KEEPS GETTING BETTER

BEYOND AFTERMARKET

EXPANDABLE SERVICE OPPORTUNITIES

CLOUD-BASED REPORT MANAGEMENT

SCAN FOR DETAILS

ACCESS OEM-SOURCED REPAIR DATA ON YOUR TABLET

AUTEL ACADEMY TECHNICAL TRAINING

PROFESSIONAL DIAGNOSTIC

2

2024 SCAN TOOL SPEC GUIDE

PROFESSIONAL DIAGNOSTIC

2024 SCAN TOOL SPEC GUIDE

PROFESSIONAL DIAGNOSTIC

2024 SCAN TOOL SPEC GUIDE

NOW INCLUDED WITH STANDARD SUBSCRIPTION

MAC TOOLS REPAIR SOURCE DIAGNOSE, RESEARCH AND REPAIR VEHICLE ISSUES

• Repair Source on ET9200ELITE plus a second login for PC in ONE

• Included in annual subscription/new tools

• View your Repair Source on PC, freeing up your ELITE for more work

• Requires active scan tool subscription

• One PC login per scan tool

PROFESSIONAL DIAGNOSTIC

2024 SCAN TOOL SPEC GUIDE

Powerhouse scan tools from the global leader in diagnostics

Compare a Bosch ADS 525X, ADS 625X, or 3824A ESI[truck] to your current scan tool for 30 days.

A complete lineup of connected diagnostic solutions that work together seamlessly to solve complex, cross-functional problems at every stage of the repair process. Engineered to optimize troubleshooting, boost efficiency, and alleviate tedious tasks while empowering you to focus your expertise on delivering quality repairs with precision and confidence. Solutions

ADS 525X (SKU 3945)

ESI[truck] Heavy Duty (SKU 3824A)

ADS 625X (SKU 3975)

HEAVY DUTY DIAGNOSTIC

2024 SCAN TOOL SPEC GUIDE

HEAVY DUTY DIAGNOSTIC

Detroit, Peterbilt, Cummins, Mack

or all)

2024 SCAN TOOL SPEC GUIDE

HEAVY DUTY DIAGNOSTIC

2024 SCAN TOOL SPEC GUIDE