Fleet Owner - October 2026 by Endeavor Digital Editions

What makes a GREAT LEADER? Page 12

October 2026 | FleetOwner.com

TRUCKING

BY THE Page 18

Safety tech goes

MAINSTREAM Page 42

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Contents SAFETY & OPERATIONS :: Feature

October 2026

TRUCKING

BY THE

12 What makes a leader?

Curiosity, transparency, and constant communication redefine how top executives support their drivers, build trust, and foster positive fleet culture. Safety 411 16 Motus has promise despite kinks

EQUIPMENT :: Cover Story

18 Trucking by the Numbers U.S. trucking features 3.3 million tractor-trailers and 1.2 million motor carriers that haul $18.1 trillion in goods. These are among the numbers that define our industry.

Tire Tracks 38 Changing face of truck tires

Product Spotlight 40 Latest in commercial vehicle lifts and scales

18 Image: Eric Van Egeren, generated by Shutterstock/AI

TECHNOLOGY :: Feature

42 Safety goes mainstream

Nuclear verdicts and rising accident costs are pushing advanced safety technologies from the options list to the heart of fleet risk-management strategies.

12 Photo: Southern Glazer’s

42 Photo: Emergency Safety Solutions

NEWS & PERSPECTIVES 6

Lane Shift Ahead

46 Private Fleets

News Briefs

48 Fleet Profile 50 Last Word

48 Photo: Accurate Transport

50 Photo: American Trucking Associations

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Online Market Leader Commercial Vehicle Group Dyanna Hurley dhurley@endeavorb2b.com Editorial Director Kevin Jones kevin@fleetowner.com @KevinJonesTBB

Photo: Josh Fisher | FleetOwner

How the used truck market impacts TCO A used commercial vehicle can save a fleet more than $150,000 in upfront costs but may cost more to maintain and fuel. This Fleets Explained entry explores the used truck market, fleet TCO compared to new equipment, and what buyers should look for when considering preowned Class 8 tractors. This Fleets Explained entry dives into the used commercial vehicle market and how it impacts the U.S. trucking industry. FleetOwner.com/UsedTrucks

Recent FleetOwner whitepapers aim to help you improve and protect your operations. Recent additions to our online resource library include delivery visibility and cargo security, how to build smarter multi-site fleet security strategies, what’s draining your fleet’s oil and fuel budgets, and a look inside the Fifth Generation Freightliner Cascadia. Download these free resources at FleetOwner.com/ resources/white-papers.

Podcasts

The Fleet Lead: Have you downloaded or subscribed to FleetOwner’s podcast? Recent episodes feature expert insights on the trucking M&A market, driver hiring and retention, maintenance software evolution, commercial vans, and autonomous trucking progress. Find all the episodes at FleetOwner.com/podcasts.

S ign Up

Delivered to your inbox, FleetOwner newsletters provide regular industry news, event updates, and breaking news alerts. Manage your email subscriptions at FleetOwner.com/subscribe.

Connect with Us linkedin.com/fleetowner

Executive Editor Jade Brasher jade@fleetowner.com Editor Jeremy Wolfe jeremy@fleetowner.com Digital Content Specialist Jenna Hume jenna@fleetowner.com Art Director Eric Van Egeren

Online Exclusives

Resources for you

Editor in Chief Josh Fisher josh@fleetowner.com @TrucksAtWork

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MEMBERS ONLY Access comprehensive reports, engaging industry topics, and exclusive multimedia content...and best of all...it’s FREE. Register at FleetOwner.com/members.

VP Corporate and Customer Marketing Angie Gates angie@fleetowner.com Production Manager Patricia Brown patti@fleetowner.com Ad Services Manager Karen Runion Contributors Geert De Lombaerde David Heller Gary Petty, Private Fleets Editor Jack Roberts Kevin Rohlwing Seth Skydel Endeavor Business Media, LLC CEO Chris Ferrell COO Patrick Rains CDO Jacquie Niemiec CALO Tracy Kane CMO Amanda Landsaw EVP Transportation Group Chris Messer VP Content Strategy, Transportation Group Josh Fisher

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For once, we’re excited to bring you less When we set out to rethink what a truck could be, we streamlined the design to minimize wind resistance, for up to a staggering 10% increase in fuel efficiency compared to our legacy model. The all-new Volvo VNL. Designed to change everything.

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[ Lane Shift Ahead ]

Running hard. Standing still. Inside the data, margins, and mandates defining trucking in 2026 IT TAKES AN UNYIELDING amount of Amer-

by Josh Fisher Editor in Chief

@TrucksAtWork

Fleet executives are wrestling with a complex matrix of cost pressure and macroeconomic headwinds as federal enforcement reshapes capacity, and technology redefines fleet back offices.

ican grit to haul our economy forward. That is what trucking is working harder (and getting smarter) at amid these trying times: More than $14 trillion in goods move annually across 4 million miles of highway, carried by 1.2 million motor carriers operating 3.3 million tractor-trailers. Our annual Trucking by the Numbers package shows supply chain gears grinding through a massive transitional tug-of-war. Fleets are wrestling with a complex matrix of costs and macroeconomic headwinds, while federal enforcement reshapes capacity and technology redefines fleet back offices. Before you flip to the charts, graphs, and stats compiled by FleetOwner’s Jeremy Wolfe (page 18), here is a snapshot of the bad, the good, and the baselines as we roll into the final quarter of another tumultuous year.

The bad

Operational costs: Average operational trucking costs hit inflationary pressures exceeding general consumer inflation. Specific spikes: Cost centers for carriers are squeezing their margins, led by jumps in tolls, maintenance, and benefits. Diesel surge: Average on-highway diesel prices rose more than 30% this year, topping $6/gal. nationally in September. Trump tariffs: The average U.S. tariff rate has skyrocketed this year from 1.5% in 2022 to 11.8%. As tariff policies changed more than 50 times since President Donald Trump retook office, shippers and carriers are grappling with chronic supply chain unpredictability. Section 232 tariffs add 25% to the cost of imported heavy-duty equipment. Macroeconomic weakness: Broader freight demand fundamentals remain soft, with freight-intensive manufacturing production and housing starts down. Aggressive regulatory attrition: Tightened capacity from strict enforcement is generally good. But artificially tightened capacity doesn’t generate the same organic

economic tailwinds as true market demand. Data integration bottlenecks: Despite high AI adoption, fleet leaders are still citing data integration roadblocks that include inaccurate data as a major barrier.

The good

Safety gains: Large truck safety metrics are improving, with fewer crashes, fewer injuries, and fewer roadway fatalities. Data center boom: While residential housing starts are slumping, digital infrastructure is booming. Businesses spent nearly $50 billion on data center construction in 2025, driving strong demand for flatbed carriers. Private fleet stability: Corporate transportation departments continue to prove their resilience, expanding freight volume by 7.8% in 2025. Private fleets maintain a remarkably low driver turnover rate (17.1%) and industry-low DOT recordable accident rate. Rate rebound: Broker spot rates have good momentum this year, averaging 3.4% monthly increases since October 2025. Fuel efficiency gains: Fleets are averaging 7.43 mpg, up from past years.

S fi C sa U si re e d

P a

The basics

Industry fragmentation: About 1.23 million motor carriers operate in the U.S., more than half operating just one truck, highlighting that small operations still dominate trucking. Macroeconomic footprint: Truck transportation contributed more than $1 trillion to the U.S. GDP in 2025. National mileage scale: Tractor-trailers traveled 192 billion miles annually, across our nation’s sprawling network of 4.2 million miles of highway. Alternative powertrain niche: Alternative fuel commercial trucks account for a little more than 4% of registered equipment, led heavily by natural gas powertrains. Battery-electric trucks make up just 0.43% of registered power units. For-hire turnover: Average annual driver turnover continues to hover around 45%. FO

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NEWS BRIEFS Class 8 prebuy window closes as 2026 build slots sell out

Commercial fleet operators scrambling to secure 2026 equipment have hit a hard production wall. According to preliminary data from FTR Transportation Intelligence and ACT Research, North American Class 8 orders retreated in August—not because freight demand fell but because OEM build slots for 2026 are sold out, effectively closing the U.S. Environmental Protection Agency (EPA) 2027 NOx prebuy window. Preliminary figures put August Class 8 orders at 18,200 units (FTR) and 16,800 units (ACT). While August orders dipped 19% month over month from July, total 2026 orders through August remain up 111% compared to the same period in 2025. Over the past 12 months, cumulative Class 8 orders reached 350,677 units. “Demand for new equipment remains strong, supported by meaningfully improved freight rates,” Carter Vieth, research analyst at ACT Research, noted. Vieth highlighted that severe driver supply contractions, strict electronic logging device and Hours of Service enforcement, and new Federal Motor Carrier Safety Administration (FMCSA) registration rules have constrained carrier capacity while driving rate improvements. Improved carrier profitability—evidenced by Q2 net profit margins hitting a three-year high among publicly traded truckload fleets—and recovery in U.S. manufacturing have further boosted demand. With 2026 production backlogs oversubscribed by roughly 35,000 units, fleets now turn to Model Year 2027 pricing and compliance strategies. Fully compliant EPA 2027 powertrains are expected to add $8,000 to $12,000 per Class 8 vehicle. Alternatively, engine manufacturers utilizing EPA noncompliance penalties (NCPs) could add $6,000 to $7,000 per engine. “OEM strategies are diverging as some have decided to offer both

Kenworth C580 winch tractor Photo: Kevin Jones | FleetOwner

EPA 2027-compliant engines and current-technology engines with NCPs while at least one manufacturer plans to offer only a fully compliant option,” Dan Moyer, senior commercial vehicle analyst at FTR, explained.

Kenworth bolsters vocational lineup

Kenworth Truck demonstrated this summer how its severe-duty engineering forms the backbone for the brand’s entire product line, including on-highway tractors and zero-emission vehicles. “We validate everything for the vocational, and then everything else kind of falls in line,” Kyle Kimball, Kenworth director of marketing, said. “We test to a million miles ... We want the longest-lasting, highest quality product out there on the road.” Following are key highlights from the showcase: • C580 Extreme Duty: Replacing the legendary C500 after a 50-year run, the C580 pairs Kenworth’s 2.1-meter cab with the heavy-duty C500 chassis. Built with a 1,780-sq.-in. cooling module, it houses a Cummins X15 EPA 2027 600-hp engine that can operate under extreme jobsite temperatures. • T880S Performance Hood: Designed for bridge-formula and heavy-haul applications, this set-forward front axle configuration accommodates high-horsepower 15-liter engines (up to 605 hp) paired with

automated transmissions such as the 18-speed Eaton Cummins Endurant XD Pro. A five-piece modular hood allows technicians to replace a single fender in 90 minutes. • T880E Battery-Electric Vehicle: Kenworth’s Class 8 BEV features an integrated Paccar electric powertrain (350 kW e-motor) and up to five battery packs providing a 250-mile range (625 kWh) with 350 kW fast-charging capabilities. Factory electric power take-off options allow bodybuilders to power hydraulic systems directly from the main batteries. • Safety and Cab Tech: Kenworth announced an electronic parking brake system with rollaway mitigation and trailer tire protection coming standard by 2027 builds, alongside a digital mirror system with look-down blind-spot coverage. Kenworth will reveal a new 15-in. Paccar Connect display in October. • W900 Legacy Edition: Celebrating the 1.9-meter cab line, Kenworth is producing 1,000 individually numbered W900 Legacy Edition tractors featuring 1970s vintage emblems, iconic 1963 green-and-white paint, and a legacy beige custom-painted Cummins X15 engine.

Federal task force to combat industry fraud

In a major joint announcement, officials from the U.S. Department of Transportation (DOT), FMCSA, U.S. Department

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of Homeland Security, and U.S. Department of Justice unveiled a nationwide crackdown on trucking fraud and noncompliant commercial driver’s license (CDL) training. FMCSA has removed 110 driver training schools from its Training Provider Registry for failing to enforce English Language Proficiency standards and proposed removing 160 more. Furthermore, FMCSA and Homeland Security Investigations are conducting nationwide audits of state CDL skills testing. States failing to conduct tests in English face formal noncompliance notices and potential loss of federal highway funds. To enforce compliance, federal agencies launched Joint Task Force Crossroads of America, uniting DOT, FBI, DEA, ICE, and state attorney general offices. Transportation Secretary Sean Duffy issued a direct warning to fleet operators: “Don’t hire people who can’t speak English or can’t

read English, or you’re all going to be subject to this task force.” In addition, ICE launched a dedicated tip line (866347-2423 and online form) for reporting CDL and immigration fraud.

FMCSA advances HOS pilots

FMCSA completed pre-testing for two Hours of Service (HOS) pilot programs designed to evaluate operational flexibility ahead of a full 2027 rollout: • Flexible Sleeper Berth Pilot: Evaluates split sleeper options totaling 10 hours off-duty, with at least five consecutive hours in the sleeper berth • Split Duty Period Pilot: Evaluates pausing the 14-hour driving window for up to three hours off-duty or on-duty non-driving time to manage detention, weather, and traffic Each four-month pilot will enroll 256 drivers (512 total) in 2027, and participating drivers will be eligible for up to $1,600 in compensation.

ATRI benchmarks high-value telematics metrics

A new study by the American Transportation Research Institute (ATRI), From Telematics Data to Decisions, highlights how 111 motor carriers and six technology providers leverage telematics: • Top operational KPI: Cost per mile was ranked highest in operational value, though only 73% of surveyed carriers currently track it. • Top safety KPIs: Critical events, speeding, risky driving behavior, and hard braking represent the four most widely adopted safety metrics. • Dispatching integration: About 52% of fleets dispatch directly through their transportation management system, while 21% still rely on cell phone communications. The report gives carrier executives a benchmark tool to compare internal metrics against industry standards and optimize safety, maintenance, and operating expenses. FO

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SAFETY & OPERATIONS FEATURE

What makes an INFLUENTIAL LEADER? Curiosity, transparency, and constant communication redefine how top executives support their drivers, build trust, and foster positive fleet culture by Jade Brasher

anagement, decision-making, and leadership look different for every trucking company. Large enterprise fleets might have leaders who wear many hats, and smaller mom-and-pop operations—which make up 95% of trucking—most definitely have leaders who resemble a hat rack. Transportation leaders manage assets and people. They read the spreadsheets and make the tough decisions. As a matter of fact, anyone can be a manager; however, not every manager is an influential leader. FleetOwner spoke with a few of the industry’s influential leaders to understand what it takes to inspire others and drive positive change. These leaders, regardless of where they work or the differences in their operations, share a few traits.

It’s all about the people

Leaders can’t lead without people, and trucking is a people business. That’s what Ken Roemer, president of PacLease, told FleetOwner. It’s a sentiment you’ll hear from most people in this industry. And while Roemer was referring to doing business, Ron Flanary, SVP of operations at Southern Glazer’s, refers to the business as people-centric when running a business. Flanary believes everyone should feel fulfilled, and they should be happy. And because they spend 40 or more hours a week at their workplace, “as senior leaders, it’s incumbent on us to create that environment where at least we give them the opportunity to be fulfilled and happy.” How can a leader help others feel fulfilled and happy? Having a conversation definitely helps.

At Southern Glazer’s, a nationwide beverage distributor, Ron Flanary seeks to create an environment where his team can succeed. Photo: Southern Glazer’s

Communicate with your team

Last month’s “Beyond the truck number” feature, which covered what truck drivers want, highlighted something management should always provide: thorough communication. Flanary skips memos and long emails. Instead, he has regular, in-depth conversations with his team members. “They all know exactly what we’re trying to accomplish and what our big meaty goals are, and the way that we’re going to behave as an organization and as a leadership group to get there,” Flanary said. To Roemer, communication can never be exhausted. “I’ve always believed you can’t communicate too much,” he told FleetOwner. “That goes for our employees, our leaders, our dealer network, and our customers.” Communication should stretch throughout the team in the office and the team outside the office. Flanary

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said Southern Glazer’s keeps an open communication loop with its drivers because, unlike office and warehouse staff, drivers are out on the road talking with customers, dealing with routing changes, and more. “We have a feedback model with our drivers where they can give feedback to the routing team and to the leadership team every day based on what they saw today,” Flanary said. Communication helps teams get on the same page, but it also helps team members understand the “why” behind management’s decisions. “If you want people to really get behind a decision, you have to explain the thinking behind it. When people understand the ‘why,’ they’re a lot more likely to buy in and move forward with you,” Roemer said.

Allow space to grow

Both gentlemen said explaining decisions and working with employees instead of

“Lay the foundation for team members to

be successful, and then you have to create the culture where they know what’s expected.” – Ron Flanary, Southern Glazer’s

barking orders is now the more effective leadership style. “The old approach of just giving orders and expecting everyone to fall in line doesn’t really work anymore,” Roemer said. “Instead, people appreciate transparency and context. This builds trust.” Similarly, Flanary believes that servant leadership is more effective.

“There’s this command and control [leadership style] that has its place … where the leader is at the top and he is at the front of the room,” Flanary said. “Well, that doesn’t really work every day. … Then you’ve got servant leadership.” Flanary serves his team by “sliding into the background” and letting his team members shine in their roles. This means giving them room to thrive, or giving them “oxygen,” as he explained. It also means giving them space to make a few mistakes, since mistakes result in lessons learned. And every leader needs a few battle scars, he said. Roemer has a similar approach: Hire good people, and let them perform. “I’ve learned that if I feel the need to micromanage someone, I probably missed something in the hiring process,” he said. Like Flanary, Roemer said a leader’s role isn’t to stand over team members; it’s to provide them the tools they need to succeed. And though Flanary said he

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SAFETY & OPERATIONS FEATURE often stands in the back of the room, his staff knows he’s always there to support them.

Equip your team for success

Influential leaders understand that when their team succeeds, they succeed. That’s why Roemer and Flanary put their team first. Roemer’s leadership formula is simple: “Remove obstacles, provide support, and give [team members] the space to succeed.” That will look different for every company. For Flanary, it means providing his drivers with reliable, safe, and well-maintained equipment. He also ensures the route they’re given is one that will lead to success—whether it involves more optimization or a route with customers with which they already have relationships. “You have to lay the foundation for them to be successful, and then you have to create the culture where they know what’s expected,” Flanary explained. The hiring process is one of the first steps in creating that culture.

Cultivating a culture starts at the very beginning

Fitting within a company’s culture—or even a team’s culture within the company—is vital for employee success. This doesn’t mean that employees leave their

Ron Flanary, SVP of operations at Southern Glazer’s, oversees a corporate division of employees and a team of leaders in the field. Photo: Southern Glazer’s

individuality at the door; rather, it just ensures that employees share the same values, work ethic, and goals as the company. Knowing whether a prospective employee will fit into the culture means considering it from the beginning. Fortunately, culture can be built and even changed, if needed. Flanary created a culture that puts the employee first. “I’m going to have the type of environment and I’m going to have the type of culture that’s going to get [employees] ready for the next level,” he said. “So, you make it about them.” Find what employees want out of their careers and help them achieve that goal. You can determine goals before team members are hired.

Ken Roemer, president of PacLease, said that an organization’s desired culture emerges naturally when employees understand their purpose and value. Photo: PacLease

Leaders recognize how vital the hiring process is, and Roemer, Flanary, and others confirm this. Whether you believe in the power of first impressions, it’s those key moments when leaders can determine if the prospective employee will add to the culture or infect it. “Hire for attitude, not aptitude,” Shari Pheasant, a repair shop owner and one of FleetOwner’s 2026 Women in Transportation, said earlier this year. She means anyone can be taught a skill, but it’s only those who want to learn who will learn. If employees become unhappy, that attitude can change and wreak havoc. “When you fire, you fire for attitude,” Pheasant said, “because the attitude affected the aptitude.” Attitude affects aptitude, and it can disrupt the culture that’s been established through years of history, such as with PacLease. “We’ve been in business for 46 years, and we’re proud to be part of Paccar’s 121-year legacy,” Roemer said. “That history matters because it’s rooted in values such as quality, innovation, integrity, and operational excellence. Those are the principles that have helped Paccar stand strong for more than a century, and they’re the same values we work to carry forward every day at PacLease.” To ensure his employees share those goals, Roemer sets expectations from the beginning so each employee knows

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how their role plays into the company’s “bigger picture.” “When employees understand their purpose and the value they bring, the culture you want starts to show up naturally throughout the organization,” Roemer said.

Good leaders never stop learning and listening

“I’m always learning,” Ron Flanary told FleetOwner. “I read a lot.” “The trucking industry is always evolving, so as a leader, you have to stay on top of emerging trends, new ideas, and what your customers need,” Ken Roemer said. “I listen to podcasts every single day— that’s what I do with my commute time,” Amy Hudson, chief operations officer at Mike Albert Solutions and 2025 Woman in Transportation, told FleetOwner last year. “If I can [learn] something on my drive in the morning and my drive home at night—winner!” A successful leader is an informed leader. And the three leaders those quotes belong to have mountains of success within their tenure. The desire to become well-informed boils down to a leader’s desire to grow their skills and to be aware of what’s going on in the market in order to support their decision-making. A leader who believes they already know everything risks making a decision without the best insight available from an expert or a team member; they also risk treating their employees as burdens rather than helpers. In other words, leaders who understand they don’t know everything practice humility—a key requirement for effective leadership, according to Flanary. “If you think you already know the answers, then you really don’t need everybody else on your team, and then they don’t develop and they don’t grow,” he said. Roemer ensures he’s asking all the questions—especially the tough ones. This helps him learn, but it also helps

him build stronger relationships and, in turn, become a better leader. Listening informs decision-making, but it also helps leaders understand the needs of their team members and helps leaders provide them with better support and tools for the job—essentially creating the full circle of the relationship between leaders and employees.

Experience The Gray Difference

“One of my mentors told me very early in my career … that you can never really be successful if the only person you’re worried about is yourself,” Flanary said. He works “tirelessly” to make his team, boss, and company successful, because at the end of the day, that fuels his success. “It’s going to come back to me, but I shouldn’t be the primary focus.” FO

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SAFETY 411 by David Heller

Motus has promise despite kinks FMCSA’s new platform promises modernization, but early glitches test fleets WE’VE ALL HEARD adages like “If at first you don’t succeed, try, try again, “Nothing ventured, nothing gained,” and “Better to have tried and failed than never to have tried at all.” I have uttered each of these. Yet with the Federal Motor Carrier Safety Administration’s (FMCSA) Motus rollout facing issues, these sayings ring true.

Photo: Federal Motor Carrier Safety Administration

A successful registration platform should not merely satisfy federal requirements; it should work effectively for the people who depend on it every day. FMCSA deserves credit for attempting something the trucking industry has needed for years: modernization of its registration systems. The agency’s new Motus platform is intended to replace a patchwork of aging registration tools with a single, secure portal that allows carriers, brokers, and other regulated entities to manage registrations, operating authority, and compliance obligations through one centralized system. According to FMCSA, Motus was designed to strengthen oversight, improve efficiency, reduce fraud, and

provide a more user-friendly experience for industry stakeholders. Those are worthy goals. Unfortunately, the rollout of Motus shows that a good idea isn’t guaranteed to succeed, a pattern seen with the Clearinghouse, the Medical Registry, and more. Our industry has long struggled to introduce new systems that improve data accuracy and, in the case of Motus, strengthen identity verification to eliminate fraud; however, the rollout has been far from seamless. Ironically, Motus was intended to ease regulatory compliance. From the outset, users have faced challenges such as login issues, insurance filings disappearing or changing, inactive operating authority, or the site simply not working. FMCSA itself acknowledges that users must create individual profiles, complete identity verification, and then establish or claim company accounts before registering. That may sound straightforward on paper, but many trucking companies operate with limited administrative staff and little time to decipher shifting registration requirements. Every extra step adds a chance for confusion, delay, or error. To FMCSA’s credit, Motus is designed to improve data integrity, reduce duplicate records, and provide better visibility into regulated entities. The agency has also highlighted the need for stronger identity verification to combat fraud, a growing concern across the transportation sector, and no reasonable stakeholder would oppose those objectives. The threat of fraudulent carrier identities and cargo theft has increasingly grown. The industry needs stronger protections, and federal regulators must safeguard the registration process. Motus aims to address these vulnerabilities with modern technology and stronger security controls.

But good security must be balanced with usability. Registration platforms should work effectively for the people who depend on them, not just satisfy federal requirements. Clear instructions, responsive customer service, and a smooth transition process are necessary. FMCSA still has time to fix this. The agency is openly acknowledging the system’s shortcomings, listening to the entire industry—carriers, brokers, registration service providers, and industry associations—and working to deliver the system as promised. Modernization is necessary and long overdue. The ultimate measure of Motus will not be the sophistication of its technology or the strength of its security architecture. It will be whether carriers can complete essential registration tasks efficiently, accurately, and without unnecessary obstacles. The trucking industry supports modernization but cannot afford anything that makes compliance harder rather than easier. The agency is working overtime to correct this process. While it’s easy to criticize the rollout, we should acknowledge that FMCSA and its staff are working diligently to fix the problems. For an industry with over two million registered motor carriers and a growing network of supporting organizations, fixes with Motus don’t happen overnight; they require a strategic, step-by-step process that can take a long time. FMCSA launched Motus to create a more efficient and secure registration environment. Refining Motus for a seamless user experience will take time. FO David Heller | Dheller@truckload.org David Heller, CDS, is senior VP of safety and governmental affairs for the Truckload Carriers Association. He is responsible for interpreting and communicating industry-related legislation to TCA members.

16 FleetOwner | October 2026

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EQUIPMENT FEATURE

Image: peshkov | 625586686 | Getty Images

2026

TRUCKING BY THE Bar charts and green shoots. These metrics define the industry.

he U.S. economy’s most important asset is its roughly 3.3 million tractor-trailers. Those trucks share over 4 million miles of highway and run nearly 200 billion miles annually, according to federal estimates. The scale of U.S. trucking is almost as staggering as its importance. Trucks are, by far, the most common mode of transport for goods. They move about $14.1 trillion in goods annually and generate about 1% of the nation’s gross domestic product. Or maybe the most staggering part is how diverse the industry is: Goods transport is split among roughly 1.2 million motor carriers. About half of those carriers are owner-operators with just one truck. Carriers with for-hire authority make up about two-thirds of that 1.2 million. The for-hire industry employs about 1.5 million people. Prospects on the forhire side are improving: Per-mile rates increased considerably so far in 2026. From October 2025 through September 2026, broker spot rates have, on average, increased about 3.4% each month. A major component of that rate increase is the reduction in forhire capacity. A brutal, yearslong freight recession shuttered countless

carriers—and the latest federal enforcement campaign further dropped the number of available trucks. The crackdown has issued nearly 30,000 English proficiency out-of-service violations and closed nearly 7,000 commercial driver’s license (CDL) training providers. Estimates for the non-domiciled CDL crackdown are harder to pin down, but California alone canceled 13,000 non-domiciled CDLs in March this year. If this market upturn relies on competitor bankruptcies and a regulatory crackdown mostly focused on ethnic minorities, will the rate increases keep up with rising operational costs for very long? The overall average for-hire operating cost in 2025 surpassed the Consumer Price Index’s measure of inflation, according to the American Transportation Research Institute, and 2026’s average operating cost is on track to do the same. One of the highest operating costs, diesel, has increased more than 36% year over year as of September 14. FTR Transportation Intelligence’s analysis suggests that many recent spot rate gains have been largely offset by the rise in diesel prices. Driver wages are also quickly rising as carriers compete for the shrinking driver pool.

by Jeremy Wolfe

Macroeconomic indicators for freight demand are not promising, either. Freight-intensive manufacturing production in the 2020s is significantly lower than in the 2010s. Median consumer buying power continues to shrink. Treasury security yields are likely to increase household borrowing costs. On the bright side, though housing starts are down, data center construction is a fantastic source of flatbed demand. Spending on the data center build-out has increased dramatically every year so far, reaching more than $50 billion in 2025. The Census Bureau’s count of retail sales, adjusted for inflation, increased 21% in the last 10 years—3% in the last three years. Truck safety continues to improve, too. Trucks in 2025 were involved in 5% fewer crashes, 3% fewer injuries, and 13.7% fewer fatalities. Trucking By the Numbers uses the most recent public, businesses, and exclusive data available to illustrate the latest state of fleet management. Some federal data can lag by 12 to 24 months, while other operating data and expenses are updated regularly. In the next several pages of this issue, FleetOwner has compiled the trends, metrics, charts, and surveys that define today’s trucking industry. FO

18 FleetOwner | October 2026

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OVERVIEW

The U.S. has

Image: peshkov | 625586686 | Getty Images

4,208,454 miles of highway.

Heavy-duty tractor-trailers

traveled 192 billion miles in 2024. Source: Federal Highway Administration

Source: Federal Highway Administration

53.45% of motor carriers are just one truck. Source: U.S. Department of Transportation

There are 1,230,273 active motor carriers.

804,264 are authorized for hire 538,099 are private property 121,102 of those are both.

The U.S. has 3.3 million registered tractor-trailers. Source: Federal Highway Administration

Source: U.S. Department of Transportation

Truck transportation contributed

Trucks moved 12.8 billion tons and $14.1 trillion in goods in 2024.

$1.05 trillion to the U.S. gross domestic product in 2025, roughly 1% of total GDP. Source: U.S. Bureau of Economic Analysis

Source: Bureau of Transportation Statistics, Transportation Statistics Annual Report

Note: Federal Highway Administration’s Highway Statistics are updated through 2024. U.S. Department of Transportation Company Census File for Trucking and Motorcoaches data includes all carriers without an inactive status code and with an MCS-150 updated since January 2023. U.S. Bureau of Economic Analysis’s Value Added by Industry metric is based on truck transportation in 2025.

October 2026 | FleetOwner.com 19

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TRUCKING BY THE

ECONOMY

10-year treasury yields passed 5%, levels not seen since 2007*

Average inflation since 2021: 4.46%

*Note: Yields topped 5% very briefly in 2023

Source: U.S. Bureau of Labor Statistics Consumer Price Index, year-over-year change

Source: Board of Governors of the Federal Reserve System

Freight-intensive manufacturing production has fallen 9.6% since 2017.

Privately owned housing starts are down 13.5% year over year. Source: U.S. Census Bureau, monthly new residential construction, July 2026

*Index level of 100 based on 2017 output. Excludes computers, communications equipment, and semiconductors. Source: Industrial Production Index: Manufacturing excluding computers, communications equipment, and semiconductors, from Board of Governors of the Federal Reserve System

The U.S. spent over $50 billion on data center construction in 2025. Source: U.S. Census Bureau’s Value of Construction Put in Place Survey

Median consumer income is weakening: CPI-adjusted income is 19% lower than in 2008. Source: U.S. Census Bureau income data, weighted Consumer Price Index change

20 FleetOwner | October 2026

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OPERATIONAL COSTS

The average operating cost in trucking rose to $2.336 per mile in 2025.

An average gallon of diesel costs $6.285.

Source: American Transportation Research Institute

Source: U.S. Energy Information Administration, as of September 14

Average for-hire costs (2025) CATEGORY

PER-MILE COST

Fuel

$0.482

Truck/Trailer Payments

$0.404

Repair/Maintenance

$0.215

Insurance

$0.106

Permits

$0.008

Tires

$0.050

Tolls

$0.043

Driver Wages

$0.818

Driver Benefits

$0.210

Fastest-growing costs in 2025: Tolls: (13.2%) Repair/maintenance: (8.6%) Driver benefits: (6.6%) Source: American Transportation Research Institute

Insurance costs ranked as one of fleets’ top five concerns for two years in a row. Source: American Transportation Research Institute, Critical Issues in the Trucking Industry 2025

Source: American Transportation Research Institute

Major insurance rate factors: ESTIMATED ANNUAL COST

OPERATING STRUCTURE

ESTIMATED ANNUAL COST

Box truck/straight truck

$3,000 to $11,000

Leased owner-operator

$3,000 to $6,000

Semi/tractor (leased on)

$9,000 to $15,000

Owner-operator with authority

$10,800 to $21,600

Specialty trucks

$15,000 to $35,000+

Small fleet operator

$10,800 to $18,000

TRUCK TYPE

Source: Geotab, Commercial truck insurance cost: Rates, factors and how to save

Median independent shop labor rate:

$145 per hour Source: Fullbay, State of Heavy-Duty Repair Report 2025-2026

Average for-hire truck procurement cost:

$0.283 per mile

Average cost for carriers with < 5 trucks:

$0.086 per mile Source: American Transportation Research Institute

Note: Unless otherwise noted, data from American Transportation Research Institute comes from its Analysis of the Operational Costs of Trucking 2026 Update October 2026 | FleetOwner.com 21

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TIGHT SCHEDULES BRING OUT OUR BEST.

THE WORLD’S BEST

From long hauls across the country to long days across town, the T680 redeﬁnes high performance. Intuitive driver-inspired features, state-of-the-art connected truck technologies like TruckTech+ and vehicle health prognostics, as well as the powerful PACCAR MX-13 engine delivers dependable performance in a fully integrated powertrain solution. Find out more at Kenworth.com/TheDriversTruck

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DRIVERS The U.S. has about 2.2 million heavy and tractor-trailer truck drivers. Source: U.S. Bureau of Labor Statistics, 2025

Driver wages rose by 2.5% in 2025.

THE WORLD’S BEST. ®

Source: American Transportation Research Institute

9.5% of truck drivers are women Source: Women In Trucking Index 2026-27 Report

Truckload driver wages and benefits per mile by fleet size

The PACCAR MX Engine brings out the best in your new Kenworth. No matter what the conditions, this engine will get you to your destination with power to spare. Learn more at Kenworth.com/TheBestEngines

Source: American Transportation Research Institute

Average annual driver bonuses: Safety

$1,846

Starting

$1,733

Maryland

$1,474

Referral

$1,567

Fuel Economy

$1,548

Source: American Transportation Research Institute

For-hire industry’s ratio of truck drivers to trucks:

0.9 to 1

Ratio of truck drivers to non-driver employees:

4.5 to 1

Source: American Transportation Research Institute

Note: American Transportation Research Institute cited data comes from ATRI’s Analysis of the Operational Costs of Trucking 2026 Update and Evolving Truck Driver Demographics, analysis of 2023 U.S. Census Bureau data. October 2026 | FleetOwner.com 23 2609FO_Kenworth_13v.indd 1 11:48 AM

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TRUCKING BY THE

FUEL

Fuel accounted for 20.6% of per-mile operating costs

Truck-tractors averaged

7.43 miles per gallon in 2025.

Heavy-duty trucks collectively consume over 17 billion gallons of fuel.

Source: American Transportation Research Institute

in 2025.

Source: Bureau of Transportation Statistics Source: American Transportation Research Institute

S A

C U.S. oil inventories are at their lowest levels

in over 40 years. Source: U.S. Energy Information Administration

Diesel prices

increased over 30%

•

in the last year.

•

Source: U.S. Energy Information Administration Illustration: Yunvi | 2265846821 | Getty Images

•

4.39% of truck-tractors have alternative powertrains

•

CNG

3.24%

LNG

0.69%

Battery electric

0.43%

Massachusetts

2.0%

Liquid petroleum gas

0.03%

Hawaii

1.5%

Hydrogen fuel cell

0.003%

Washington

1.4%

Maryland

1.0%

New York

0.9%

California

0.9%

Source: American Transportation Research Institute

States with the highest Class 8 electric truck adoption:

Source: Engine Technology Forum, Mobility Global

Note: American Transportation Research Institute data comes from ATRI’s Analysis of the Operational Costs of Trucking 2026 Update. U.S. Bureau of Transportation Statistics are based on its National Transportation Statistics collection, updated through 2024. U.S. Energy Information Administration data comes from Gasoline and Diesel Fuel Update and Petroleum Status Report. 24 FleetOwner | October 2026

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2610FO

STEER ABLE CONTROL EVERY TURN . HDG-S

Up to 160,000 lb. Capacity

• Double box perimeter beam deck • Optional extendable configuration • Precision kingpin steering • Extreme heavy-haul capability

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TRUCKING BY THE

SAFETY

920 large truck occupants

Large trucks were involved in

150,014 crashes, 72,733 injuries, and 4,291 fatalities in 2025.

were fatally injured in 2024. Source: National Highway Traffic Safety Administration

Source: Federal Motor Carrier Safety Administration

Year over year, trucks in 2025 were involved in 5% fewer crashes, 3% fewer injuries, and 13.7%

fewer fatalities.

Carriers’ most-used safety telematics KPIs Critical events (general)

92.8%

Hard braking

92.8%

Speeding

91.0%

Harsh turning/ cornering

90.1%

Missed DVIRS

89.2%

Illustration: artisticco | 2185154097 | Getty Images

Source: Federal Motor Carrier Safety Administration

The top 10% of risk-ranked drivers account for 47% of crashes. Source: Samsara

82% of drivers say tying pay or bonuses to safety scores would motivate them to improve their driving. Source: Linxup Fleet Safety Survey, 2026

Source: American Transportation Research Institute

Large trucks accounted for 9% of all vehicles in fatal traffic crashes but 10% of all vehicle miles traveled in 2024.

6.5% of fatal truck

Source: National Highway Traffic Safety Administration

55% of fatal truck accidents occur on rural roadways (44% urban, 1% unknown) Source: National Highway Traffic Safety Administration

accidents occur

during rain.

Overall motor vehicle deaths in 2026 are, so far, nearly 10% lower than in 2025 or 2024. Source: National Security Council Injury Facts

Note: Data on this page, unless otherwise noted, comes from Federal Motor Carrier Safety Administration A&I Crash Statistics, 2024 & 2025 large truck crashes; National Highway Traffic Safety Administration Fatality Analysis Reporting System, 2024, and NHTSA’s National Center for Statistics and Analysis, Traffic Safety Facts 2024; American Transportation Research Institute’s Trucking’s Use of Telematics Data to Improve Performance study published this September; National Security Council’s Injury Facts preliminary monthly motor vehicle death estimates, 2024 to 2026; and Samsara’s Compounding Risk Report, 2026. 26 FleetOwner | October 2026

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TRUCKING BY THE

ENFORCEMENT

Over 29,000 OOS penalties for English proficiency since 2025.

Major out-of-service (OOS) designation categories in 2026 Brakes

135,875

Tires

128,577

Medical certificates

64,133

Lighting

57,430

Hours of service

57,157

Source: Federal Motor Carrier Safety Administration

FMCSA has removed

6,853 training providers in the last year. Source: Federal Motor Carrier Safety Administration

Source: Federal Motor Carrier Safety Administration

2025 Clearinghouse violations: 57,507 Source: Federal Motor Carrier Safety Administration

Positive drug test substances Other:

Amphetamine: 7% Methamphetamine:

Marijuana:

66%

Cocaine: 18%

Source: Federal Motor Carrier Safety Administration

Estimated tractor-trailer torts in 20 available states

Tractor-trailer state tort cases in 2022: 12,817 Source: American Transportation Research Institute

$604 million

Source: American Transportation Research Institute

The latest thermonuclear verdict involving C.H. Robinson and Lupus Superior. Source: Dallas County, Texas, court

Note: Data on this page, unless otherwise noted, comes from Federal Motor Carrier Safety Administration’s Analysis & Information Roadside Inspection Violations (January to September 2026); FMCSA Roadside Inspection Violations, 391.11B2 violations (January 2025 to August 2026); FMCSA Drug & Alcohol Clearinghouse (December 2025 report); FMCSA Training Provider Registry, removed providers from October 14, 2025, to September 10, 2026; and American Transportation Research Institute’s Trucking Litigation: A Forensic Analysis. 28 FleetOwner | October 2026

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2610FO

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As a proud member of the Odyssey Group family, our new visual identity now reflects our shared foundation. While our logo has evolved, our disciplined underwriting, long-term relationships and financial strength remain the same. Discover what we can do for you at HudsonInsGroup.com.

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TRUCKING BY THE

FOR HIRE How much higher are contract rates compared to spot rates? Dry van: 7% Reefer: 1% Flatbed: 12%

The truck transportation industry employs over 1.47 million people. Source: Bureau of Labor Statistics

Source: DAT Freight & Analytics

Average spot rates per mile Dry van: $2.98 Reefer: $3.58

Average monthly spot rate increase: 3.4% Source: DAT Freight & Analytics

Driver pay is still a major factor in turnover

Flatbed: $3.56 Source: DAT Freight & Analytics

Average for-hire

driver turnover: 44.2% Source: American Transportation Research Institute

Source: American Transportation Research Institute

Average weekly revenue per truck by sector, 2024-2025

Average truckload

operating margin in 2025: 0.4% Source: American Transportation Research Institute

Average spot load-to-truck ratio in 2026: 9.55 to 1 (69% yoy) Source: DAT Freight & Analytics

Source: American Transportation Research Institute

Note: Data from DAT Freight & Analytics comes from DAT Trendlines look at average broker spot rates compared to average shipper contract rates from October 2025 to September 2026. American Transportation Research Institute data is from its Analysis of the Operational Costs of Trucking 2026 Update. 30 FleetOwner | October 2026

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TRUCKING BY THE

PRIVATE FLEETS The National Private Truck Council, the national trade association dedicated to representing private motor carrier fleets, annually assesses how its members compare to each other with its Benchmarking Survey Report. The latest report contains the metrics of 89 fleet respondents’ 2025 operational data.

Private fleet DOT recordable accident rate: 0.65 (still about three times lower than the industry FMCSA average).

The average private fleet consists of 58% heavy-duty power units, 19% medium-duty power units, and 23% light-duty power units.

Private fleets have an average

Private Class 8 fleets bought 69%

595 drivers per fleet.

day cabs, 31% sleepers.

58% of private fleet drivers are home every night.

ENGINEERED SOLUTIONS

SECURE THE JOURNEY. IMPROVE OPERATIONAL EFFICIENCIES.

63% of private fleets benchmark their performance against for-hire carriers based on service and/or rates. Roughly 31% of private fleets’ operating miles are empty (among the 71% of respondents that tracked their empty miles).

71% of private fleets hold for-hire authority. Source for all data on page: National Private Truck Council

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34% of private fleets identify as profit centers.

Private fleets’ average cost per mile increased 5%, driven primarily by equipment costs and

driver compensation.

Top cited reasons to run a private fleet: 85%

Improve customer service 73%

Enhance control over supply chain Control costs of transportation

66%

Hedge against outside carrier capacity/costs

65%

Source for all data on page: National Private Truck Council

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TRUCKING BY THE

TARIFFS

U.S.-Canada 2025 truck crossings:

U.S.-Mexico 2025 truck crossings:

5,267,429

7,589,315

Source: Bureau of Transportation Statistics

11.8% Average U.S. household tax increase from tariffs in 2026: $820 Source: The Tax Foundation

1.5% Applied tariff rate in 2022

Applied tariff rate today

Tariffs directly affect 54% of goods imports. U.S. tariff policy has changed

over 50 times

since January 2025. Source: The Tax Foundation

Since January 2025, trade with Canada decreased 3.1% by value, while trade with Mexico increased 8.5% by value.

Section 232 tariffs added 25% duties on heavy truck imports

Note: Data from January 2025 to July 2026, which does not include the August trade war ramp-up

since November 2025.

Source: Bureau of Transportation Statistics

Source: The Tax Foundation

Note: Data on this page, unless otherwise noted, comes from the Bureau of Transportation Statistics’ Monthly Transportation Statistics compilation and TransBorder Freight dashboard (January to December 2025). The Tax Foundation’s data comes from its “Tracking the Impact of the Trump Tariffs & Trade War,” Erica York and Alex Durante, as of September 15. 34 FleetOwner | October 2026

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2610FO

Made with Domestic and Foreign Materials

FAILURE IS NOT AN OPTION.

FAIL-SAFE DESIGN Uninterrupted illumination —no exceptions.

ZERO INTERPRETATION Eliminates diode-count debates and roadside ambiguity.

CONSISTENT VISIBILITY Reliable lighting that supports safer operation, mile after mile.

FOR DECADES, FLEETS HAVE FACED THE SAME QUESTIONS: • How many diodes can fail before a light is considered “unlawful”? • One? Two? Half the lamp? • How much failure is acceptable?

With GENESIS, those questions becomes irrelevant. If the vehicle has power — GENESIS lights are lit. No diode-count debates. No roadside ambiguity. No compromised visibility. With GENESIS, performance is predictable and illumination remains consistent, mile after mile.

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TECHNOLOGY

TRUCKING BY THE Challenges implementing AI 26%

Unclear ROI

39%

Limited tech infrastructure

26%

Difficulty integrating AI tools

16%

Lack of AI model transparency

87.1% of fleets use

some generative AI.

Source: Fleet Advantage, 2026 Heavy-Duty Truck Fleets Use of AI Survey Results

16% of motor carriers do NOT use a transportation

management system (TMS).

39%

Poor data quality from vendors

65%

Inaccurate data

36%

Resistance to change

23%

Security concerns

71%

Data integration

45% 39%

Lack of expertise High costs Source: Fleet Advantage, 2026 Heavy-Duty Truck Fleets Use of AI Survey Results

Source: American Transportation Research Institute

Fleet technology adoption

73% of Americans in 2021 did NOT approve of autonomous trucks.

Source: Panick Kalambay, et al., How do socio-demographic and political factors affect public acceptance of autonomous passenger vehicle technology for large trucks?, Sustainability Analytics and Modeling, Volume 6, 2026.

Public autonomous truck companies’ market capitalization:

80%

GPS fleet tracking Video telematics

46% 29%

Asset tracking None

24%

Source: Verizon 2026 Fleet Technology Trends Report

$14.2 billion

Source: Aurora (AUR), Einride (ENRD), and Kodiak (KDK) Nasdaq market caps, accessed September 15, 2026

60%

of shippers use real-time shipment tracking.

Most-used operations metrics from telematics Idle time:

86.5%

Fuel use:

88.3%

Effectiveness of driver mpg training:

74.8%

Cost per mile:

73%

Detention time:

73%

Source: Descartes 2025 Transportation Management Benchmark Survey Source: Descartes 2025 Transportation Management Benchmark Survey

36 FleetOwner | October 2026

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EQUIPMENT 2025 saw 208,386 heavy-duty truck sales in the U.S. Source: American Truck Dealers Truck Beat, Commercial Truck Sales December 2025

Freightliner remains the most popular Class 8 truck OEM, with 34.7% market share, though Paccar (Peterbilt and Kenworth) is close behind. Top trailer manufacturers by units

Hyundai Translead:

Utility*:

39,887 units

32,000 units

Great Dane:

Wabash:

24,525 units

22,770 units

*Utility did not participate in this survey, so their count is an estimate

Market Share by Manufacturer Market Share (%)

OEM

34.7

Freightliner

15.3

Peterbilt

14.6

Kenworth

12.1

International

9.2

Volvo

9.0

Mack

4.9

Western Star

Source: American Truck Dealers Truck Beat, Commercial Truck Sales June 2026

Source: Trailer-Body Builders 2025 Trailer Output Report

Average truck mileage before replacement is 633,772 miles. Source: American Transportation Research Institute

Major North American manufacturers built over 200,000 trailer units in 2025. Source: Trailer-Body Builders 2025 Trailer Output Report

Average truck age is 3.5 years.

Average trailer age is 8.7 years.

Source: American Transportation Research Institute

Note: American Transportation Research Institute data comes from ATRI’s Analysis of the Operational Costs of Trucking 2026 Update.

October 2026 | FleetOwner.com 37

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TIRE TRACKS by Kevin Rohlwing

Changing face of truck tires

How rising quality and dealer brands are reshaping the truck tire market COMPETITION IN the tire business is at an all-time high, with more brands and tread options than ever. In the passenger and light truck tire space, the influx of offshore manufacturers has changed the landscape because the quality has improved. Substandard tires have become more uniform and reliable due to advances in manufacturing technology. The price differences between name brands and unknown brands are significant, and that combination has proven challenging for more established tire manufacturers in North America.

Photo: Bridgestone Americas

The gap between major brands and no-name offshore manufacturers is narrowing, but not as fast as in the passenger and light truck tire market. Price, marketing, promotions, and sponsorships play a significant role in driving sales of passenger and light truck tires. In contrast, the commercial truck tire market is primarily driven by one thing: math. It’s the age-old price-versus-cost model: Some fleets focus on tire price, while most focus on cost per mile. Price buyers only care about finding the

cheapest tires to save cash. They don’t care about retreading or fuel mileage. Their only interest is making sure they have legal tread depth on all wheel positions at the lowest possible price. On the other hand, the cost-per-mile fleets are hyperfocused on getting the most out of every casing since retreading plays a major role in reducing costs. These carriers are fighting for pennies when it comes to tires and fuel mileage because they add up when you are talking about millions of miles. The gap between major brands and no-name offshore manufacturers is narrowing, but not at the same pace as the passenger and light truck tire market. In the end, it all comes down to math: The brands offering the lowest cost per mile will prevail. In an interesting twist, a consortium of commercial truck tire dealers has launched its own line of private label truck tires, partnering with a manufacturer with 40-plus years in business to offer fleets a cost-saving alternative. They appear to be targeting the price crowd, but there is a casing warranty, and the dealer group is heavy into retreading. There’s no way to tell if these tires can compete on cost per mile at this stage, but the fact that truck tire dealers have launched their own brand is unprecedented. Several factors make this possible. First and foremost, technological advances in truck tire design, construction, and manufacturing have improved uniformity. Truck tire designers and engineers who took early retirement from the majors are becoming available after sitting out their non-compete periods, providing an influx of talent and experience to offshore manufacturers. Additionally, independent truck tire dealers control hundreds of locations across the country, providing an immediate distribution network. They

control sizes, tread designs, and prices, giving them a significant advantage in the marketplace. At the same time, offshore manufacturers are expanding beyond Southeast Asia with manufacturing facilities in North Africa to increase their market share in Europe. Instead of sending containers of tires through the Suez Canal, they will only have to ship containers of natural rubber. They’re closer to oil in the Middle East, and labor costs are lower than for European-made tires. This will likely affect the European tire market. If you’re wondering whether offshore manufacturers could expand into the Americas, one company has already announced plans to open a passenger and light truck tire plant in Mexico that can be expanded to produce truck tires. Several name-brand manufacturers already produce tires in Mexico, making it a strategic location to support North American production. While the name on the sidewall still matters for performance and cost per mile, the gap is closing. Improvements in offshore manufacturing are bringing brand prices into the cost market. Cost fleets will keep testing a variety of tires to find the lowest operating costs, and they will let the math make the decisions. Price fleets have more options than ever, and with the latest addition to the U.S. market—a national service, distribution, and retread network to support the brand—increased supply with steady demand is the ideal market control. As quality improves, it’s good news for every fleet in North America. FO

Kevin Rohlwing | krohlwing@tireindustry.org Kevin Rohlwing is the chief technical officer for the Tire Industry Association. He has more than 40 years of experience in the tire industry and has created programs to help train more than 220,000 technicians.

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EVERY JOB STARTS WITH GETTING THERE SAFELY That’s why the Isuzu N-Series EV and Diesel models are engineered with an Advanced Driver Assistance System (ADAS). Standard on the N-Series EV and available on N-Series diesel models, this advanced technology package is designed to enhance driver awareness and when activated, can help stop the truck in an emergency braking situation.

Advanced Driver Assistance System (ADAS) includes: • Automatic Emergency Braking (AEB) • Full-range Adaptive Cruise Control (ACC) • Following Distance Warning • Lane Departure Warning • Auto Brake Hold and More

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EQUIPMENT PRODUCT SPOTLIGHT

Latest in lifts and scales ARI-Hetra

the cab, chassis, and drivetrain at the same time. No additional equipment is needed, and you don’t need to move the cab to another bay. For EV service, the primary lift arms hold the vehicle while the auxiliary system supports large EV battery packs being raised and lowered underneath. OctaFlex 12DPS is ALI-certified to meet industry safety and performance standards and is available to order.

spring-loaded wheels make positioning easy throughout the shop. For larger vehicles, the CLHM Series handles passenger vehicles through 2-, 3- and 4-axle trucks, with system capacities up to 152,000 lb. Wireless controls at each column let operators run any unit, while adjustable wheel carriages accommodate a wide range of tire sizes.

CAT Scale

Atlas Automotive Equipment’s new Pro12K heavy-duty commercial fourpost lift uses a highstrength cable system (with an under-runway oversized hydraulic cylinder) powered by a 220V Photo: Atlas Automotive Equipment (single-phase) power unit to raise and lower the lift. The Pro12K also comes pre-drilled to accept an alignment kit consisting of slip plates, spacers, ramps, and turntables.

The Weigh My Truck app from CAT Scale makes weighing faster and easier for professional drivers and fleets. Drivers can weigh and pay directly from their smartphone or in-cab device without leaving the cab, waitPhoto: CAT Scale ing in line, or tracking paper tickets. Weights appear on the screen, and a PDF scale ticket is emailed in real time. With a fleet profile, scale tickets can be sent directly to the back office, giving fleet managers real-time access to weighing activity and eliminating the need to track down missing tickets or process driver reimbursements. Fleets can also access daily summary reports, manage drivers, and streamline payment.

Cleral’s new K4+ Loadfit platform combines on-board weighing with mobile data management to help fleets improve load traceability and simplify daily recordkeeping. The system pairs the Kiload K4 onboard weighing system with the Loadlift mobile app for iOS and Android. Operators can record loading and unloading transactions directly in the field and associate each transaction with a customer, product type, container, and equipment. The app automatically adds a timestamp and GPS location, creating a traceable digital record. Transaction receipts can be emailed through the cellular network, while daily operating data can be transmitted in CSV format for use with various fleet software programs. K4+ Loadlift also provides automated cloud backup and centralized data access, helping fleets connect onboard weighing with field documentation and digital data management for better visibility into daily operations.

BendPak

Challenger Lifts

Coats

ARI-Hetra’s battery-powered wireless mobile column is available in multiple capacities to handle a wide range of fleet assets. The BPW Series uses electromechanical ball-screw technology instead of hydraulics, eliminating fluid, hoses, seals, and the leaks and maintenance they can create. Wireless operation and a compact, highly mobile design make it easy to create a service bay wherever there is a flat, level surface. Synchronized lifting provides controlled, dependable operation for trucks, buses, emergency vehicles, and other heavy-duty equipment. The BPW Series lifts are ALI-certified and supported by ARI-Hetra’s nationwide network of factory-trained service technicians.

Atlas Automotive Equipment

BendPak’s new OctaFlex 12DPS features a two-post lift with eight fully adjustable lifting arms. It combines a 12,000-lb. two-post lift with an integrated 6,000-lb. auxiliary lift-assist system. For caboff operations, OctaFlex supports Photo: BendPak

Mobile column lifts from Challenger Lifts are built for flexible medium- and heavy-duty vehicle service. These wireless, battery-powered systems operate without pits, cables, or compressed air. The CLMM Series lifts rubber-tired vehicles to 20,000 lb. and provides complete under-vehicle access for passenger vehicles, commercial fleets, and EV battery service. Tow handles and

Cleral USA

Built for high-duty-cycle shops, Coats says its Maxx 33K four-post service lift is engineered for long-term durability, with special attention to common wear points. A U.S.-made Bucher pump and motor deliver reliable hydraulic power, while exclusive Z-shaped steel rails reinforce both runways against flexing and warping under heavy, uneven loads. The lift is independently certified

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Photo: Hunter Engineering

by ALI and meets rigorous safety and operational standards.

Gray Manufacturing

Gray Manufacturing’s WPLS Model Fleet is a 14,000-lb. capacity, 24V mobile column lift. The mobile column lifts can be operated in sets of 2, 4, 6, or 8, providing a capacity range of 28,000 to 112,000 lb. The WPLS features a wireless communication system and touch screen graphic control system. The WPLS has no external wires or cords, providing clear, safe access to the vehicle’s undercarriage. At full operating height, the mobile column lifts provide 81 in. of height for Photo: Gray Manufacturing free-and-clear access to the vehicle for preventive maintenance, transmission removal and installation, clutch replacements, and more.

Hunter Engineering

Hunter Engineering’s heavy-duty fourpost semi- and truck lift provides a 35,000-lb. lifting capacity along with a 300-in. alignment wheelbase capacity. Galvanized extra-wide 30-in. runways can accommodate all vehicles. The lift comes alignment-ready with turnplate pockets and slip plates for servicing standard vehicles. It can also be equipped with optional Powerslide and FIA turnplates and slip plates. The aligner can be connected to automatically control all lock and unlock functions. Optional 20,000-lb. hydraulic cylinder jacks for easily raising vehicles off runways, and LED AlignLights may also be added for safer, more efficient

service. A convenient console featuring push-button functionality gives technicians full control. Additionally, high-strength galvanized cables and seven lock positions support long-term reliability. Louvered approach ramps include a high-traction design to prevent wheel spin.

Mohawk Lifts

Mohawk Lifts manufactures mediumand heavy-duty vehicle lifts, using U.S.-sourced steel, designed for fleet, municipal, government, com- Photo: Mohawk Lifts mercial, and heavy-duty service operations. The medium- and heavy-duty lifts are engineered with heavy-duty hydraulic systems and durable mechanical designs for vehicles weighing 7,000 to 240,000 lb. FO

EX P ERIEN C E

EXC EL L EN C E

Visit us at NTDA

Ponte Vedra, FL | Booth 47 October 14-16

Experience Excellence Founded more than 30 years ago as a one bay repair shop, MAC Trailer has grown into one of the nation’s leading trailer manufacturers while staying true to its small-town values and commitment to doing the job right. Serving large fleets and independent owner operators alike, MAC Trailer delivers high performance trailers and truck bodies backed by dedicated sales, a strong dealer network, and comprehensive aftermarket support to ensure lasting value for every customer.

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TECHNOLOGY FEATURE

ESS has pioneered broadcasting alerts about stalled vehicles and accidents to nearby drivers by integrating its advanced emergency hazard technology with navigation apps like Waze. Photo: Emergency Safety Solutions

SAFETY SYSTEMS MOVE INTO THE

Nuclear verdicts and rising accident costs are pushing advanced safety technologies from the options list to the heart of fleet risk-management strategies. by Jack Roberts

or fleets operating in today’s difficult litigation environment, preventing crashes is only part of the safety equation. They must also be prepared to show what happened—and demonstrate that they took reasonable steps to keep it from happening—in a court of law. Nuclear verdicts—jury awards large enough to threaten a fleet’s financial survival—have changed the calculation around safety investments. Technologies once regarded as expensive options are increasingly viewed as tools to protect drivers, control accident costs, and strengthen a fleet’s position when litigation follows a crash. “Customers are looking for solutions that help protect their drivers

while making their businesses stronger,” Maddie Sullivan, product marketing manager at Volvo Trucks North America, said. “Integrated safety systems can help reduce risk, support uptime, and potentially lower accident-related costs, which is why these technologies are increasingly becoming a core requirement for fleets today.” “Integrated” is the key word. Today’s safety technologies increasingly combine cameras, radar, electronic braking, steering controls, and vehicle data to create multiple layers of protection around a truck. Some warn drivers of danger. Others intervene automatically when a collision or loss of control appears imminent, and telematics and video systems can then preserve a record of what occurred.

That evidence can be invaluable when a passenger vehicle cuts closely in front of a truck, forcing the driver into an impossible situation. But the technology can cut both ways. Data showing that a fleet ignored repeated warnings, failed to coach a driver, or neglected system maintenance can be damaging in court. Installing the equipment is only the first step. Fleets must act on the information it provides and document those actions. Dirk Wohltmann, a senior engineering leader at ZF, said advanced safety systems can help fill the momentary gaps in attention every human experiences during a long, demanding driving day. “These technologies really help to prevent these accidents,” he said. “And every accident we can prevent is one less kind of verdict.” Trucks traveling at highway speeds follow the same safety philosophy. Emergency Safety Solutions (ESS) is addressing collisions involving commercial vehicles stopped along the roadside, where conventional hazard lights and warning

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triangles may not give approaching drivers enough time to react. “One of the most significant and underreported problems on our roads is collisions with stopped or disabled trucks,” David Tucker, CEO of Emergency Safety Solutions, said. “This is a very costly and deadly problem that happens dozens of times every day and often leads to significant litigation for drivers, owners, and fleets.” ESS is integrating its H.E.L.P. Advance Warning Solutions into fleets to alert approaching traffic farther upstream, encouraging motorists to slow down and move over before reaching a disabled vehicle.

Layers of protection

No single safety system can prevent every crash. But several technologies working together can reduce the chances of a crash—or lessen the consequences when one cannot be avoided.

Blind spot detection systems have advanced to the point that they can perceive, track, and warn drivers about pedestrians, cyclists, and even animals in the vicinity of their vehicle. Photo: Volvo Trucks North America

Here are the top Class 8 vehicle safety systems available today, along with the benefits they offer both drivers and fleets. • Rearview cameras: Rear-facing cameras give drivers a clearer view behind the vehicle while backing or maneuvering in tight spaces. Other camera-monitor systems supplement or replace exterior mirrors, reducing traditional blind

areas while giving drivers a better view down the sides of the tractor and trailer. Depending on the system, cameras may also improve nighttime visibility and help drivers see through rain and road spray. Recorded video can provide critical context after an incident. • Adaptive cruise control: Conventional cruise control maintains a selected road

SAFETY STARTS BEFORE THE TRAILER MOVES RAZOR ELECTRIC LANDING GEAR SYSTEM Reduce the physical demands of repetitive manual cranking with controlled electric operation. AUTOMATED TRAILER LIFT & LOWER • PUSH-BUTTON CONTROL

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TECHNOLOGY FEATURE speed. Adaptive cruise control uses forward-looking radar, and sometimes cameras, to monitor traffic ahead and maintain a preset following distance. The system can reduce throttle, apply engine braking, or activate the service brakes as traffic slows. It reduces some of

the repetitive workload associated with constantly adjusting speed, but it does not relieve the driver of responsibility for controlling the truck. • Collision mitigation: Forward-collision mitigation systems continually assess closing speed and distance to

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42,302

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64,153

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66.28%

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vehicles or objects ahead. When a rearend collision appears likely, the system first warns the driver. If the driver does not respond quickly enough, it can automatically apply the brakes. Sensor condition, weather, road geometry, and how suddenly a hazard enters the truck’s path can affect performance. But even when automatic braking cannot prevent a crash, reducing impact speed can make a huge difference in accident severity. • Blind-spot warnings: Radar, ultrasonic sensors, and cameras can monitor areas alongside the tractor and trailer that are difficult for the driver to see. Visual or audible alerts warn when another vehicle, cyclist, or pedestrian occupies a monitored zone—particularly during lane changes and right turns. More advanced systems can escalate their warnings or intervene if the driver continues moving toward the detected hazard. • Anti-rollover systems: Electronic stability control on the tractor monitors factors such as steering input, wheel speed, lateral acceleration, and vehicle direction. If the truck begins to deviate from the driver’s intended path or approaches a rollover threshold, the system can reduce engine torque and selectively apply brakes. Trailer roll-stability systems provide another layer of protection by monitoring trailer dynamics and applying trailer brakes when rollover conditions develop. That response can be crucial during an emergency maneuver, when a driver may not recognize the developing instability until it is too late Together, these technologies represent a fundamental shift in truck safety. They cannot eliminate human error, unpredictable motorists, or the physical limits of a loaded combination vehicle, but they can see hazards the driver cannot, react during a critical fraction of a second, and document what really happened. In an era of escalating accident costs and nuclear verdicts, those capabilities are quickly becoming less of an option— and more of a basic requirement for fleets today. FO

Information Classification: General

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PRIVATE FLEETS by Gary Petty

Supply chain leader sets high bar AFG’s Scott Willert and his team set the gold standard AS ONE OF THE LEADING privately held beef processing companies in the U.S., American Foods Group (AFG) ships 6 million lb. of beef a day to more than 38 countries. The company is a top producer of lean beef, supplying food service establishments across the country and American military personnel worldwide, and plays a major role in putting beef on the table for millions of Americans every night.

Photo: America’s Service Line

“ We expect excellence, and we reward it. Fortunately, we attract good people who work well as a team, who are adaptable, and who are willing to adjust as circumstances require. – Scott Willert

”

America’s Service Line (ASL) is the company’s private fleet that has been under the leadership of Scott Willert, CTP, president of Supply Chain for AFG, for the past 11 years. Last year, Willert was promoted to his current position, where he oversees ASL, procurement, and AFG’s broader supply chain. His 40-year career in the trucking industry

includes 15 years with UPS in various roles and 14 years with Kraft Foods, mostly working in its private fleet. Willert has been active in the NPTC for over 20 years. He has been a featured speaker at NPTC’s Private Fleet Management Institute (PFMI), Annual Conference, and National Safety Conference, and served as a member of the Conference Planning Committee. He has presented many times at NPTC meetings and webinars. Willert has also served on the NPTC Board of Directors and the NPTC Institute Board of Governors. In 2023, he was named NPTC’s Private Fleet Executive of the Year. He attended the PFMI and passed his Certified Transportation Professional designation in 2018. Under Willert’s leadership, 12 team members have completed the PFMI and CTP programs. Greg Gmeinder, CTP, president of ASL, who reports directly to Willert, serves on NPTC’s Benchmarking Steering Committee and was a speaker at the Annual Conference. Two other top executives, Ellen Ingram, CTP, VP of human resources and safety, NPTC Institute board member, and Nicole Schubring, CTP, director of productivity and strategy, have been regular PFMI faculty members for many years and frequently present at NPTC events. Ingram was honored as NPTC’s Private Fleet Manager of the Year in 2026. Steve Carriveau, CTP, controller, serves on the Benchmarking Steering Committee; Landon Maxson, CTP, director of logistics, was the CTP Top Graduate; and Chris Kirby, CTP, senior manager of safety and compliance, was a safety conference speaker and judge for the Driver Hall of Fame awards. Xochil Rodarte, CTP, director of sales, and David Giese, CTP, fleet maintenance director, are current and past members,

respectively, of NPTC’s Annual Conference Committee. Several of the company’s drivers have been recognized as National Driver AllStars, and the private fleet has won Fleet Safety awards. In 2024, ASL received the Private Fleet of the Year award from FleetOwner. AFG has been recognized as one of the top 25 shippers in the U.S. “When I started out in this job, a critical first step was to assess the team I had and find out what I was missing. I began the process of putting the right people in place, giving them the authority and autonomy to succeed,” Willert said.“Centralizing transportation was a priority. Taking transportation off the hands of the plants improved the effectiveness and efficiency of the private fleet and our transportation team.” The company’s private fleet has more than 250 tractors and 500 refrigerated trailers. It has operated for 30 years and accounts for about 50% of AFG’s transportation needs, serving six processing plants in the Midwest. Outside carriers handle the remaining 50%. “Twenty years ago, we had all owner-operators. Today, three-fourths of our fleet drivers are employees. Our annual turnover is well below private fleet industry standards of around 20%. This is driven by a commitment to people’s success, which begins at the top,” Willert said. “Our fleet has the full support of our owners. The cost of the private fleet is lower than outsourced alternatives. We operate as a profit center, retain our staff and drivers, and maintain high customer service standards despite challenging conditions in our market.” FO Gary Petty | gpetty@nptc.org

Gary Petty has more than 30 years of experience as CEO of national trade associations in the trucking industry. He has been the president and CEO of the National Private Truck Council since 2001.

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PERSPECTIVES FLEET PROFILE

Accurate intelligent operations Accurate Transport improves LTL operations by boosting technology by Seth Skydel

ike many trucking operations, it all began with one truck. In 1997, Accurate Transport opened for business. Today, the carrier, headquartered in Carlstadt, New Jersey, operates in 12 states with terminals located in New Jersey, Maryland, and Connecticut. “We specialize in seamlessly transporting goods from ports in New York, New Jersey, Boston, Philadelphia, and Baltimore,” Jay Irons, director of strategic planning, said. “Our services include less-than-truckload (LTL) and last-mile delivery, intermodal solutions, and distribution. Our average transit time for deliveries is one day.” Local and regional operations are handled with a company fleet of approximately 200 tractors, CDL and non-CDL straight trucks, dry van trailers, and container chassis. The asset-based fleet, Irons noted, allows the carrier to monitor and control every shipment and to ensure equipment reliability and safety. The company continues to invest in management technologies. For example, the latest systems allow customers to track and trace loads in real time, create and submit orders, obtain rates and spot quotes, and receive email status updates. With palletized LTL freight, Irons related, each LTL trailer load at Accurate Transport includes several shipments, each with its own Bill of Lading (BOL). “The inherent challenge in that operating model is that order entry requires entering shipment data into our freight management system by working from paperwork submitted by drivers or collected at terminals,” he said. The process “comes with inefficiencies.” “This approach created two significant issues, including high labor requirements from dedicating multiple employees to focus on order entry tasks, increasing administrative costs,” Irons said. “In

48 FleetOwner | October 2026

Accurate Transport offers LTL and last-mile delivery, intermodal solutions, and distribution, with an average delivery transit time of one day. Photo: Accurate Transport

addition, accuracy concerns result from manual entry that led to errors and incorrect data capture. Together, these caused operational disruptions, customer service issues, and lost revenue when billable services were not properly recorded.” To combat this, Accurate Transport implemented the AI-powered BOL Extraction module from Carrier Logistics Inc. (CLI). AI BOL, which is fully integrated in Accurate Transport’s freight management system, extracts shipment data directly from Bills of Lading and automatically creates shipment records, eliminating manual entry. The system now processes about 50% of the freight volume at Accurate Transport. It handles around 4,000 BOLs per month scanning orders at terminals or by drivers. Irons said the AI BOL solution has cut administrative costs by 40% while boosting accuracy. It’s also reduced labor time and costs by up to 50%. “We’re also seeing improved on-time delivery performance, minimized operational disruptions, and fewer customer service issues,” Irons said. “Additionally, since implementing the AI BOL module, we’re preventing lost revenue by capturing all billable services.” The AI BOL module complements Accurate Transport’s CLI freight management system, which supports the full

shipment life cycle from pickup requests through delivery confirmation. It provides dispatch and route optimization tools to enhance operations. For LTL and last-mile delivery, an integrated planning tool identifies restrictions based on routes and customer location types. Furthermore, the provider’s rate engine is credited with improving pricing accuracy, a mobile dispatch integration facilitates communication with drivers, and a Dock Management system streamlines terminal cross-dock efficiency. “Overall, improved processes have led to a reduction of more than 10% in the number of trucks needed to handle a growing volume of loads,” Irons said, “and improved visibility into freight and assets across our operations has increased 90th percentile Service Level Agreement scores for on-time deliveries. Today, we’re maintaining an on-time delivery percentage of 96%.” “All of our efforts are ultimately focused on helping customers find the right solution among our many transport options for their specific shipping needs,” Irons added. “It’s all about leveraging our people, experience, equipment, and technologies, including expanding our use of AI tools, to grow and adapt with the times so our customers have a better and more positive experience.” FO

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“

LAST WORD

Miguel Corral emerged victorious from a field of 429 competitors.

ali kn cu Th co is

Photo: American Trucking Associations

he American Trucking Associations (ATA) has named Miguel Corral, a UPS driver, the Bendix Grand Champion at the 2026 National Truck Driving & Step Van Championships. Corral, who resides in Indiana and secured his berth to nationals at the Illinois State Truck Driving Championship, emerged victorious from a field of 429 competitors. Competitors qualified for the national championship after advancing through state truck driving championships. ATA’s National Truck Driving & Step Van Championships took place in August in Pittsburgh. The competitors—who hold a combined total of nearly 775 million accident-free miles accumulated during their careers—hailed from 49 states and represented 55 motor carriers. Over a four-day period, the drivers competed in events designed to assess their driving skills, their industry knowledge, and their commitment to safety. Corral also placed first in the 4-axle vehicle class. He is a veteran of the National Truck Driving Championships, winning first place in the twins division in 2018 and second place in the 4-axle division in 2022. A resident of Crown Point, Indiana, he has more than 1.4 million safe driving miles under his belt in a career spanning almost three decades.

“For nearly 90 years, the National Truck Driving Championships have showcased the professionalism, skill, and dedication that define America’s trucking workforce, and this year’s competition once again raised the bar,” said Greg Hodgen, Chairman of American Trucking Associations and CEO of Groendyke Transport. “Congratulations to Miguel on earning the title of 2026 Bendix Grand Champion and to all of this year’s competitors and champions who demonstrated an unwavering commitment to safety and excellence. I also extend my gratitude to the volunteers, organizers, and state associations whose hard work and dedication make this extraordinary event possible every year.” Todd Loreman of Louisiana, a professional driver for Walmart Transportation, was honored with the 2026 Rookie of the Year Award, and the State of Illinois was crowned the team champion for having the highest collective score. In addition, Jeff Davis of Kansas, a professional driver with Walmart Transportation, was recognized with the Neil Darmstadter Professional Excellence Award as the competitor “who most exemplifies all the best attributes of a professional truck driver.” This year’s event included driving competitions across nine vehicle classes, vehicle inspection, and a written exam.. FO

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Fleet Diagnostics

You can’t afford to ignore AI’s scary potential By John Hitch ast month, an AI researcher named Jacob Coxon announced on social media that he had resigned from Anthropic, because his employer, the company behind Claude, as well as his former bosses at OpenAI (ChatGPT), were “gambling with our lives” by speeding towards the creation of a self-improving superintelligence. “The people building AI earnestly believe that it could kill us all by the end of the decade,” Coxon wrote. The chance of that happening is higher than 0%, but not by much. When I prompted ChatGPT, the artificial assistant put those odds at ~1% by 2030. The large language model admitted it was a “rough subjective probability,” because even with access to nearly all our knowledge, AI has severe limitations. One of those, I believe, is its ability to kill all of humanity, something we ourselves have tried and failed at for the better part of a century. But AI is better at some things than us, like absorbing terabytes of data and quickly analyzing and sculpting the most relevant bits into digestible charts and graphs. And in the time it takes you to look up a fault code’s definition, some companies’ AI-powered CMMS can find and contextualize all the times that fault code happened and what it will cost the fleet in time and money if not addressed. At a broader scale, a fleet or shop can diagnose what fault codes cost the most downtime over a year, and then do an AI-assisted root cause analysis of why that might be. And these aren’t edge cases; it’s where most of the industry will likely be by 2030. And while I cannot in good conscience condone AI using my friends and family as some sort of bio-electric power plant, I see no harm in technicians and maintenance leaders experimenting with AI tools to help them troubleshoot issues faster and more accurately. Really, the only scary thing about AI is what will happen if you ignore how it can help your operation. If you don’t believe me, then at least consider the words of the President of the United States, Donald J. Trump, who chimed in on Truth Social about AI after Coxon’s warning went viral: “There is a SICK conspiracy going on against AI and Data Centers, and the only one that is happy about it is China. WHOEVER WINS AI, WINS!” OK, maybe he wasn’t referring to how agentic AI and data analytics can revolutionize diagnostic speed and accuracy, but we talked to several fleet maintenance experts who do (Pg 4). AI is a controversial subject, so I don’t expect everyone to agree, but in a time when maintenance costs are rising and shops are understaffed, delegating things like data entry and analysis to the machines can shave hours off repairs and administrative work, allowing you to focus on fixing what needs to be fixed and containing problems instead of letting them get out of control. Let’s hope the transhumanist nerds attempting to create an AI singularity can do the same.

Cover image: Missy Albin

Special section brought to you by

Contents 4

AI: The ultimate diagnostic sidekick

AI is disrupting many industries and killing many types of jobs, but for fleets trying to control maintenance costs, it could mean salvation.

Diag tools smarter, but still need right processes in place

Modern diagnostic tools provide more info than ever, but technicians still need a structured process to turn data into accurate repairs.

Challenge accepted: Diag techs turn problems into new tools

When purchased tools fall short, technicians can turn troubleshooting skills into tool innovation. Here’s how homemade tools have solved problems in the bay and some takeaways from the process.

Diagnostic Tools & Equipment

THE

F L EET L EAD

The Fleet Lead Podcast The Fleet Lead podcast offers information essential for managing fleets, maximizing uptime and efficiency, and understanding the future of trailer design and autonomous trucks. FleetOwner.com/podcasts

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AI’s newest role: The ultimate diagnostic sidekick

AI is disrupting many industries and killing many types of jobs, but for ﬂeets trying to control maintenance costs, it could mean salvation. By John Hitch

hile some future, sentient, super-AI might come to the conclusion that there are too many people, most ﬂeets, particularly in their maintenance departments, don’t have enough. Because of the more advanced vehicle systems, the job is only getting harder and more expensive to perform, despite every ﬂeet striving to do and spend only what is necessary. The American Trucking Research Institute (ATRI) found that maintenance and

repair costs per mile rose 8.6% from 2024 to 2025 and 45% from 2019 to 2025. If that pace continues through 2030, maintenance spend per mile would nearly double over the decade, pricing out the countless trucking companies that opted for longer ownership cycles to mitigate new truck price increases. To survive in this landscape, ﬂeets have to ﬁnd a way to do more with less. And this is where AI (not the human-killing kind) comes in. In its many

forms—agentic, generative, and LLM, to name a few—AI has shown it can help maintenance departments do everything from speeding up repairs with more accurate diagnostic information to avoiding them through predictive insights. According to Noregon’s 2026 Unpacking the Commercial Vehicle Diagnostic Market report, the majority of shops and ﬂeets count accurate/effective troubleshooting and technician hiring as their top two issues.

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Fleet Diagnostics

Diagnostic tool providers are adding AI to ease both. For instance, Bosch will soon add an AI assistant to its ESI[tronic] software to identify faults and provide recommended repairs and relevant documentation. Techs can also ask the assistant questions through the diagnostic process about specific steps or to provide alternative solutions, the company said. It won an innovation award at the 2026 Automechanika show. TEXA launched a similar tool, the IDC6 AI Diagnostic Assistant, in 2024. It already has been used by thousands of repair professionals, TEXA said. And in the back office, AI can find unclaimed warranty opportunities or point out when the shop spends too much on parts. Since the summer, Samsara, Motive and Fleetio all upgraded their CMMS platforms with features like these and more. And as these companies continue to embed AI into more workflows and processes, the benefits are poised to grow exponentially. Fleetio’s AI Service Advisor, for example, showed throughout six months of beta testing that its customers have shaved an average of 2.5 hours off of individual repairs. The feature combines driver complaints with fault code, repair history, and other relevant sources to give technicians a head start on finding an issue’s root cause. “Instead of receiving a vague description and having to piece together where to begin, technicians start with a clearer picture of the issue, relevant vehicle context, and the work that may resolve it,” explained Brianna Perry-Lang, senior product marketing manager at Fleetio. She added the collective historical insights could also help companies build a more cost-effective fleet by buying more reliable equipment. “If a manager is deciding whether to continue investing in a particular vehicle, for example, they have a much richer history of what has been repaired, what it has cost, how often work has required closer review, and what patterns have emerged over the vehicle’s life,” she said. Simply put, AI is starting to become

a trusty sidekick to help troubleshoot virtually every shop problem—from the individual repair to the overall operation.

NO LONGER ‘EMERGING’ Increased adoption of digitization, paired with the convergence of telematics, remote diagnostics, and data analytics, has provided the perfect ecosystem for AI to thrive. And because AI acts as a force multiplier for innovation, those areas will continue to operate more efficiently as more AI is added. It’s not a stretch to imagine that AI tools will soon be the norm rather than the exception. On the indie shop side, AI is already taking hold in a few key areas. According to Fullbay’s latest State of Heavy-Duty Repair report, 19% of survey respondents currently use AI for diagnostic support, with another 61% saying they plan to in the future. On the customer communication side, 18% of shops use AI receptionists to retain otherwise missed calls, with 39% planning to in the future. While very few employ AI for parts/inventory management and predictive maintenance, more than 40% of shops said they would at some point. Fleet leaders are coming around, too. According to research firm Escalent’s 2026 Q1 survey of over 1,000 fleet decision makers, AI was the only technology to hold its ground on the firm’s Fleet Technology Index. The FTI measures certain core and emerging technologies’ market readiness for adoption. Due to fuel prices, the economy, and regulatory changes, the overall index dropped 16% year over year. EVs’ score went down 8% year over year and telematics 7%. AI, though, stayed nearly flat and had the highest overall score at 52. Last year it hit 53 after posting a 34 on the FTI in 2024. “We tend to think of an index score of about 50 as sort of where it’s entered the mainstream consciousness,” said Lucas Lowden, an insights consultant in Escalent’s Automotive & Mobility group. “You could argue really that AI is no longer emerging—it’s here and it’s in practice.”

AI ON THE MOVE Lowden pointed out that while other technologies require a substantial amount of human capital, such as a dedicated professional to monitor and navigate a telematics dashboard, AI can enhance human workers, even at smaller fleets, in a scalable way. “AI is approachable,” he added. “You can start small and work up and scale it. And it can be used to solve a lot of different problems and challenges.” Lowden said this is particularly advantageous for “fleet decision makers who historically aren’t necessarily tech-oriented.” The convergence of telematics, data analytics, and AI has also created a “threeheaded monster,” Lowden noted. And with fleets feeding this monster more data, it becomes more effective at taking a bite out of downtime. Sean Cornwell, a lead mobile diesel technician at Cox Fleet, sees this every time he goes out on a job. Aside from the usual repair tools and his Autel scan tool, the most important thing he brings to jobs is his smartphone. From here he and his colleagues can access Cox Fleet’s AI-embedded app loaded with features to cut down time onsite. The repair vendor’s agentic solution provides prompts to quickly build repair estimates while another AI solution analyzes diagnostic trouble codes, suggests root causes, and provides a step-by-step repair plan. And he said he can start work faster because the customer approval process is streamlined: “As quick as like five minutes after I submit [the work order], they’re getting emails with PM forms and recommended repairs…it saves a lot of time and cuts a lot of guesswork out of it.” The ability to access maintenance history and have a list of probable causes also aids Cornwell’s productivity. One important factor is being able to see the operating conditions when the DTC appeared. “I can go in on every unit and see previous repairs, which helps eliminate some of that additional troubleshooting time, especially if it’s an on-and-off problem,

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Fleet Diagnostics or if the problem only happens going 50 mph down the road,” he offered. Cornwell noted when chasing electrical issues, the ability to see previous readings and specific fault codes saves time by helping narrow his troubleshooting window and more quickly pinpoint the real issue. The drawback is that Cox’s AI only accesses internal work orders. If, for instance, a trailer light was swapped by another repair vendor and that led to an electrical issue, Cornwell would still have to go through the conventional motions to find it. He does strongly believe that the industry will someday advance to a point where a customer will have the option to share all of their repair info with whatever vendor they want to get better results. Even so, while Cornwell sees the value on really tough jobs, he doesn’t envision highly complex AI-assisted diagnostics will help on every job. “At the end of the day, are we probably going to sift through that information on every job? Probably not,” he surmised.

MANAGEMENT TOOLS SMARTEN UP Anecdotally, we attended several dozen press conferences from last October on, and the only company that didn’t overtly mention AI was Chevin Fleet Solutions, which at the NAFA 2026 Institute and Expo launched a no-code, drag-and-drop feature to customize its FleetWave platform dashboards and assign viewing permissions. But Richard Clark, Chevin’s global head of product, noted the feature was added because “with the advent of AI, the data can almost overwhelm fleet managers.” The platform also already includes agentic AI and predictive maintenance, and Clark noted the company roadmap includes even more AI. As for the ones who included AI, it’s virtually all of the rest. Features ranged from agentic AI that find specific questions about internal data to scanners that digitize work orders and automatically assign VMRS codes.

AI in the shop: Early adoption

in external spreadsheets and system data into the How shops are currently using AI fold to create tables. A How shops want to use AI in the future diagnostic-minded leader 35% 39% 45% could theoretically take 42% 61% this data and ask AI to generate a fishbone diagram to troubleshoot 18% vexing shop issues. 19% It’s not uncommon 5% for these tools to directly 0% 0% Customer Diagnostics Parts/inventory help troubleshoot issues Predictive Administrative & communication support management maintenance financial task in the bay and the back Source: Fullbay 2025-2026 State of HeavyDuty Repair Report office. Similar to Fleetio’s Each provides tools to reduce how AI Service Advisor, Motive Maintenance much detective work is needed to identify launched in August, and bridges inspecproblem areas in the shop, like excessive tion and vehicle/asset health data with roadside repair spend or parts cost over- the repair workflow in the shop. runs. More importantly, the AI helps drill “A lot of deep dives can be done, down and tap into data reserves that many because all of the data that we are now fleets simply lack the resources to leverage. building with Motive Maintenance also sits “Our industry faces a significant chal- in Motive Analytics,” said Sri Teja Kolluri, lenge: shops have access to vast amounts staff product manager at Motive. “That of operational data but often lack the soft- allows customers to diagnose some of ware and tools to effectively understand it these bigger questions, like what parts are and make decisions from it,” noted Fullbay being replaced the most? Then they actuCEO Trent Broberg. Since May, Fullbay ally see the fault codes from these vehicles has had a flurry of AI activity, upgrading and come up with a predictive analysis.” its shop management platform with more Meanwhile, the tech can receive important time-stamped data—such AI, calling it Fullbay Next. The company also acquired predictive as DTCs, GPS info, and engine RPM— maintenance provider Pitstop and part- contextual data that fosters a more nered with Truck Genius to offer compre- informed diagnosis. hensive shop analytics, advanced data “When they’re opening the work visualization, AI-powered invoice automa- order, they would view all that information, and real-time performance tracking. tion, including when the DTC was first A critical point is that managers don’t observed and when it last occurred,” he have to wait for monthly or quarterly deep said. “They don’t even have to open a dives. They can prompt the agentic AI different diagnostic screen for that. You about outstanding PM items or to segment can do that entire investigation within which trucks in the fleet require the most Motive Maintenance.” maintenance, explained Jason Wonase, Collective Data CEO and founder. “We’ve been paying attention to [AI] EVERY TROUBLE CODE for a long time, and experimented with TELLS A STORY it, and now finally, we believe we have a The investigation can zoom out and zoom good reason to really push this deep into in as the maintenance team needs to our platform,” he noted at that aforemen- address immediate and long-term issues. tioned NAFA event. Let’s say a fleet put off resolving DTC Besides linking real-time vehicle and P2463 (DPF soot accumulation) on one internal repair data to visualize all this data truck too long and had to replace a head in new ways, Collective Data can also bring gasket. The manager, wanting to prevent

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Fleet Diagnostics more costly downtime, would likely want to know how prevalent this code is and the cost of fixing now versus waiting. Under normal conditions, it would take an expert familiar with that code several days to manually figure that out, offered Sean McGee, VP of product and engineering at Samsara. And “for many fleets, it would be impossible to really do that right at scale,” he said. With AI it can be instantaneous. “The AI can scan all the historical patterns and then give you a recommendation based on this fault code, [answering] what’s likely to happen next?” he said. McGee demonstrated this to Fleet Maintenance using a new Samsara Connected Asset Maintenance feature called Enhanced Fault Code Insights. He clicked on a unit that had a fault code and the description popped up. Then, because the asset was a 2024 Freightliner Cascadia that has a Detroit Diesel DD13 engine, it provided more context based off aggregated data from 100,000 other similar assets in the Samsara network that had that fault code. The system showed a sensor calibration would likely fix the issue. But then if you wait, it predicted 23% of the time a new code would pop up within 518 miles. And from there, nearly half the time the issue escalates to throw another code, which if unaddressed would lead to an expensive roadside repair. For a scenario like this to work, scale is vital. “To tell a story about this fault code, you got to have a lot of these,” noted McGee, who said Samsara has accumulated trillions of data points from millions of vehicles in the last decade.

ENHANCE, NOT REPLACE There’s no denying that AI will disrupt routines and displace workers. If you spend your days manually entering invoices, you’re out of luck. AI can scan and contextualize those in seconds. But for shop managers, this can “eliminate the grind,” Samsara’s McGee offered. He pointed to the company’s AI invoicing

Collective Data integrated the “Ask Anything” agentic AI tool to help fleet managers create and send in-depth reports using vehicle and repair data. Image: Collective Data

scanner that directly addressed a major time-suck for shop managers. “On any given day, they’re inundated with invoices from vendors,” McGee said, explaining they have to read them, key in the info, check what work was done and parts were used, categorize them, and check if the fleet was overcharged by comparing the billed hours to the SRT. He said “millions of hours are being wasted” across the industry by doing these tasks manually. Samsara’s AI invoice scanner can do this instantly, which has freed up more than 100,000 hours so far, McGee said. Trimble’s TMT platform has integrated Corcentric to do similar tasks, populating invoices and repair orders, assigning VMRS codes to help managers analyze data. Brian Mulshine, the former senior director of TMT product management for Trimble, explained this granular view can “get it down to what it costs you per mile to operate that truck by system group, [such as] tires, air conditioning, brakes. And now you could look at where you’ve got to focus training and cost improvements and what’s driving those.” But will AI evolve to a point where it takes that fleet manager’s job as well? Fullbay SVP Shiva Bhardwaj, who founded Pitstop and worked at his family’s repair shop in Canada, knows both sides of the equation and understands the concern about AI replacing people. He arguably has contributed to it, creating an AI receptionist called Claudia for his family’s shop. They were missing calls

and revenue until Claudia was “hired.” The AI receptionist answered 20 more calls a week that would have been lost, with four of those calls leading to business estimated at $1,200 extra per week. It’s now an add-on to Fullbay Next. “I’ve played with a lot of AI tools like this, and I’m honestly blown away by how far the technology has come in such a short amount of time,” Fullbay’s Broberg said. Pitstop’s predictive maintenance, though, was the key technology in the deal. It boasts a 94% accuracy rate and has fascinating potential when combined with data from 5,000+ locations that use Fullbay. Bhardwaj noted that predictive maintenance exists “to get to the root cause faster,” dropping “breadcrumbs” of data from previous repairs to help shops fix issues right the first time. “We want to be able to, with a click of a button, route that whole diagnostic data, the root cause, all the analysis, from Pitstop into that service request to that shop,” he explained of the longer goal. But it’s still up to the tech to complete the diagnosis and repair. “There’s no robot or AI going to come in that’s going to replace that,” Bhardwaj asserted. What AI can do is help fleets and shops do remain competitive during future economic downturns by detecting and avoiding catastrophic failures and profit leaks, Bhardwaj said. “These things can make the difference for some businesses, and that’s really what keeps the lights on,” he concluded.

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Fleet Diagnostics

Photo: Cojali USA

Diag tools smarter, but still need right processes in place Modern diagnostic tools provide more info than ever, but technicians still need a structured process to turn data into accurate repairs. By Mindy Long

odern diagnostic tools give technicians a more comprehensive view of vehicle health than ever before and have become a critical part of repairs, but they don’t always make it easy to get to the root cause of an issue. Guided troubleshooting, interactive wiring diagrams, and remote data are narrowing

the gap between a dashboard warning and a completed repair, but a fault code is still just the starting point of what can be a complex process. “The biggest misconception people have about modern diagnostics is that connecting a computer to a truck will tell you exactly what to do,” said Ryan Richard of Guy’s Truck and Tractor Service. “You have a laptop, and it gets you to the right church, but you have to get to the pew.” As commercial vehicles add electronic control units, sensors, emissions systems, advanced driver assistance systems, and interconnected networks, technicians have more information to interpret and more possible causes to rule out.

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“As a result, diagnostics are becoming less about simply reading fault codes and more about understanding how multiple systems interact with each other,” said Bruno Gattamorta, chief commercial officer at Cojali USA, which makes Jaltest. This is only one of many recent shifts that shop leaders need to consider to stay ahead.

DIAGNOSTIC TOOL GROWTH As we report every year, shops are moving toward a higher ratio of diagnostic tools to technicians, with a 1:1 ratio not far off. “The reality is that you can no longer diagnose many of these systems effectively with traditional mechanical tools alone,” Gattamorta said. If a shop is not equipped with tools that address the challenges of today and tomorrow, uptime will suffer. “If every technician must wait for access to a diagnostic tool before they can begin or continue a job, the tool itself becomes a limitation on workshop productivity,” Gattamorta offered. As the number of available tools continues to expand, so do the features.

For example, this past year Noregon added CAN network diagnostics to JPRO and introduced its CAN Mentor application. The company also expanded verified repair procedures in NextStep Repair and added interactive wiring diagrams to Fault Guidance. “As trucks have added more modules, sensors, ADAS technology and vehicle networks, technicians need better visibility into CAN communication issues, root cause and how systems interact,” said Jason Hedman, product manager at Noregon. “Fleets are also asking for more remote and predictive capabilities so they can understand what’s happening before the truck ever reaches the bay.” Hedman said all-makes tools can give technicians an understanding of a vehicle’s overall health across components regardless of make or model. Aftermarket tools can now also handle much of the daily diagnostic workload, including reading and clearing codes across makes and systems, monitoring live data, performing bidirectional commands such as regens and resets, and linking technicians with repair information. OEM software, however, is still needed for some programming and reflashing, specialized tests, security-access procedures and certain newer or less common faults. Richard said his shop initially used OEM programs because that was what technicians knew, but later added JPRO, in part, because its consistent interface is simpler for less experienced techs and those working on the road. “The technicians are grabbing the JPRO first; the simplicity is awesome,” Richard said, adding that aftermarket platforms can’t fully replace OEM software. “They’re knocking on the door, but when you get to a more complex problem, they’re not there yet.”

FINDING THE RIGHT SOLUTIONS Managing the required mix of OEM and aftermarket solutions can create another layer of complexity. Richard said one Dell

laptop at the shop has about 15 OEM platforms loaded on it. “We just got a laptop and it took us two days to get it set up,” he said. Independent shops are also constrained by which programs manufacturers make available. Abraham Sandoval, owner of T&T Repair, said the software mix a shop needs is largely dictated by the equipment it sees most often. T&T Repair handles a high volume of over-the-road equipment and has invested in software from Detroit Diesel and Cummins. “With Volvo and Paccar, you have to have the right software to accurately diagnose,” Sandoval said. However, some equipment may require their own specialized software to see operating data, clear faults or perform calibrations, and gaining access to those programs can be difficult for independent shops. “We have customers with forklifts and have no way of hooking up to it,” Sandoval said, adding that specialty software for cranes and reefer units is often restricted to dealers or larger fleet customers. “The dealers don’t like to give it up. They want you to take it to the dealership.” Mobile and on-site provider Uptime Fleet Service also maintains multiple software types. “We are fully brand agnostic,” said Justin Steen, operating partner at the company. “Being brand agnostic, we load all OEM software on each laptop.” Access to the hardware itself has become important enough that Uptime now equips one laptop per service truck. “We had circumstances where we had someone driving three hours to run a laptop to someone,” Steen said. Still, having the software available is only part of the equation. “You need to know how to use it to get to the root cause,” Steen said.

GETTING TO THE ROOT CAUSE Shop operators and technology providers said fault codes should be viewed as guidance rather than an answer. “Fault codes read are assumptions made, but

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Fleet Diagnostics they’re not a process to be followed,” Gattamorta said, adding that the same code can point in several directions at once. “An emissions-related code might be caused by a failing sensor, a wiring issue, a communication problem or another fault elsewhere in the system.” Mike Heath, marketing manager at Diesel Laptops, said a code simply tells techs what a truck noticed, not what’s broken. “If it flags a sensor circuit, that could mean the sensor is bad, a wire is chafed through, a connector is corroded or something mechanical is throwing the sensor off in the first place,” he said. One fault can also be related to another system or be the result of a problem farther upstream, which makes focusing on a single code risky, particularly as systems become increasingly interconnected. “Because trucks have complex systems that are all interconnected, even one fault code may not tell the full story or identify the root cause,” Hedman said. “Technicians need to go through the proper diagnostic process, including checking things like batteries, power and ground, wiring and related components.” Multiple active faults can complicate the process further. Sandoval said some OEM diagnostic systems help technicians determine which fault should be addressed first since it may be triggering the others. “It makes it 10 times easier. You’re going in there blind if you have all three check-engine lights on,” he explained. Diesel Laptops outlines a similar progression through its Diesel Repair. After identifying a code, techs can look at the live data present when the fault occurred, review other codes logged around the same time, physically inspect wiring, connectors and grounds, run bidirectional tests instead of relying on stored data alone, compare readings with knowngood specifications and then follow the appropriate troubleshooting procedure. Heath said techs and drivers can get into trouble when they treat the code as the answer instead of evidence to investigate. Mistakes he sees include clearing a code

Noregon updated its JPRO diagnostic software to include enhanced CAN bus diagnostics, guided troubleshooting, and broader OEM coverage. Photo: Noregon

instead of fixing it, “assuming one code means one problem, when one cause can trigger codes across DPF, SCR and EGR all at once.” He also discouraged “swapping a part just because the code named it, without checking if it’s really the problem, which can lead to repeat visits and longer downtime.” Ultimately, the diagnostic tool can narrow the search, but it shouldn’t replace physical verification. “Somebody still has to get their hands on it, check the wiring, watch the live data, and physically test to know for sure what’s wrong,” Heath said.

BUILDING OUT A STRUCTURED PROCESS For shops, the challenge is creating a diagnostic process that technicians follow consistently rather than relying primarily on intuition, previous experience or the first fault that appears. “Technicians have a massive impact on our business,” Gattamorta said. “They decide what to check, what to assume and what to ignore.” High-performing shops don’t jump directly to replacing parts. “Instead, they review fault history, verify the basics through visual inspections, analyze live vehicle data, follow guided troubleshooting procedures and validate the failure before making a repair decision,” Gattamorta added. “Ultimately, root-cause diagnosis is about replacing assumptions with evidence.” Hidden problems, knowledge gaps, fragmented information and misdiagnosis

can all result in repeated repair cycles, and roughly 30% of service calls aren’t resolved on the first attempt, according to Gattamorta. He added that misdiagnoses that lead to a comeback typically cost about three times more than the original repair. A low-fuel-delivery-pressure fault, for example, could lead a technician toward injectors, a high-pressure fuel pump or more extensive fuel-system repairs, Gattamorta said. Working through the diagnostic process could instead identify a plugged fuel filter, contaminated fuel or a lift-pump problem. Assuming the worst can lead to a repair that costs $2,500 to $12,000, but the actual fix, once the process rules out the obvious causes, could be as little as $150 to $350. In some cases, fault codes may not even be part of the jumping off point. A truck can have an operating complaint without setting an obvious code, leaving the technician to evaluate the vehicle through live data and functional testing. “Maybe the engine is sounding weird and there isn’t a check-engine light, so you have to go in there and check parameters, do a cylinder cutout test,” Sandoval said.

GIVING MORE GUIDANCE One of the biggest changes in diagnostic software has been the move from simply displaying fault information to actively guiding technicians through the troubleshooting sequence. Sandoval said Detroit Diesel, Cummins and Volvo platforms increasingly do more than define a fault. They can walk technicians through tests, identify related faults and point them toward the next step. He has also seen the quality of troubleshooting information improve over time. In the past, diagnostic information was more static, often providing the code definition, the system reaction and a schematic. Newer versions increasingly offer stepby-step instructions that tell technicians where to connect, what to check and how to proceed.

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The added structure can help techs apply their judgment more systematically, which can be particularly valuable as shops struggle to find experienced workers. In Fullbay’s 2026 annual State of Heavy-Duty Repair Report, 43% of shop respondents named hiring qualified technicians their top challenge. “By providing guided troubleshooting, technical information, wiring diagrams, live data and documented diagnostic processes within a single workflow, diagnostic tools help technicians make more consistent decisions and reduce reliance on trial and error,” Gattamorta said. Hedman said a consistent, easier-to-use interface can also reduce the time it takes techs to learn the tool itself. “It can also make the process more consistent between technicians, which shops could measure through things like diagnostic time, training time and repair rates,” he explained. Richard said that consistency was one reason his shop adopted JPRO. Since the interface remains familiar regardless of the truck make, it can simplify the first stages of diagnosis, particularly on road calls. Documented processes also protect the shop’s side of the invoice. “If it’s not documented, how do you prove it to your customer? You can’t prove what was ruled out, you can’t prove if that repair was necessary,” Gattamorta said. As the need for tools increases, some shops are providing additional support internally. Steen said Uptime Fleet Service has a diagnostic leader in its Northern California operation and maintains a hotline technicians can call for help. While tools, procedures and internal support can give techs a consistent path for knowing what to check next and when to escalate a difficult problem it is important to put the right information in front of techs without requiring constant moves between platforms, subscriptions and tools. Heath said that with inflation, tech shortages and leaner shops, it just isn’t practical for a tech to log into four different systems or wait until the experienced tech is free

Trucker Path and Diesel Laptops partnered to offer small fleets vehicle diagnostics, repair information, navigation, and parking data for a limited time.

Photo: Diesel Laptops

for a question anymore. “Everyone needs access to the most information possible in the least amount of places,” he said. That is one reason all-makes platforms and linked repair information remain attractive even when a shop still needs OEM applications for certain repairs. As the amount of vehicle data grows and the tools used to interpret it become more capable, the divide between OEM and aftermarket software may matter less than how effectively those systems work together. “I don’t think the future is OEM versus aftermarket,” Gattamorta said. “I think it is OEM plus aftermarket. If we can build that ecosystem together, everybody beneﬁts, but most importantly, the customer gets the vehicle repaired faster, with better information and fewer barriers.”

DIAGNOSING BEFORE THE BAY More diagnostic work is being done upstream with data being collected and analyzed while equipment is still operating. Some diagnostic actions can be performed remotely before the vehicle reaches the shop, giving techs “a much better starting point when the vehicle arrives,” Gattamorta said. Driver-facing tools can provide fault information and severity to help a driver or ﬂeet determine if a vehicle needs to stop immediately or can keep going.

“Running and decoding diagnostics tells the driver what the problem is and the severity where a simple ‘check engine’ light does not,” said Chris Oliver, chief marketing officer of Trucker Path. Diesel Laptops, recently acquired by Snap-on, has a Diesel Decoder device that plugs directly into the diagnostic port, linking to a smartphone via an app. Heath said it is designed to give owner-operators and small fleets a clearer starting point than a generic code reader. “It reads the real fault codes, including the manufacturer-specific ones, so you’re not stuck staring at a vague number that could mean 10 different things,” Heath said. Diesel Laptops also offers a subscription tier that adds bidirectional capability and allows drivers and fleets to take action, such as forcing a DPF regen or resetting the aftertreatment system on engines it supports, Heath explained. Having more information can also help a driver communicate more effectively with a shop and reduce downtime. “Better understanding the problem and what’s needed for the repair will help our users shorten their down time when a repair is needed,” Oliver said. Heath concluded that, ultimately, everyone wants to save time and money and be as efficient as possible. “I think when you tie all this together, these products help everyone do more of those things.”

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Fleet Diagnostics

Photo: Missy Albin

TOOLS NEED TO EVOLVE WITH THE TRUCKS

Challenge accepted:

Diag techs turn problems into new tools When purchased tools fall short, technicians can turn troubleshooting skills into tool innovation. Here’s how homemade tools have solved problems in the bay and some takeaways from the process. By Missy Albin

uring a frustrating repair in the bay made harder by an uncooperative tool, my fellow diagnostic technicians and I may wryly joke that the engineers “got it right on paper.” It would have been nice if they also got it right in the real-world application, too. That’s where it counts, and we need tools that we can rely on to help us get through the troubleshooting and repair process. But this is not always the case, and that leads us to sometimes take matters into our own hands, making tools that

will help us on the job. Throughout my 20+ years as a diesel technician, I have come across an abundance of homemade tools that were heated, welded, cut, bent, soldered, and brazed to get the job done. Because tool innovation is really just another form of troubleshooting—how to do something better, faster, safer—it’s an area several technicians I’ve met have excelled in. And because part of being a good diagnostician is repeating what works, here are a few examples that could inspire the next great diag tool.

Coming into the electronic era of the mid-’90s, International techs needed new tools to diagnose electronic engines such as the T444E and DT466E. Joe Dougherty, service manager/mentor at my employer Taylor and Lloyd, developed a diagnostic tool to run a hot cylinder contribution test while the engine was cold. The point of the test was to see if every cylinder was working properly, or if any were skipping. The test wouldn’t run if the coolant was under 160 degrees F. But sometimes the skipping would go away when the engine heated up, so it was difficult to identify the root cause. Dougherty had a novel solution. “I thought I could trick the engine ECM into thinking it’s hot, and we could locate the bad injector,” he explained. After finding the value the ECM wanted to see, he recreated it by combining a potentiometer and an old coolant temp sensor. “I could plug that in and then run the cylinder contribution test with the engine cold,” he said. After seeing Dougherty’s invention, I created a breakout adaptor that added terminal leads to bridge the gap between the oversized component and the sensor ease installation and removal. And I still use that tool for cold engine skips, as well as any sensor that I may need to change the value of to run tests. Since then, I have been inspired to make more breakouts, voltage drop/load, and test leads. Being able to keep my tools organized is a must, so I also color code the wires for a little extra efficiency.

INNOVATION BORN OF NECESSITY Karl Lahodny, a diagnostic tech at Cumberland International in Florida, started creating new tools when he was 20. Back then in the ’90s, he was figuring out how to best repair front axles and perform alignments. During kingpin replacements, he would have to “beat them out” and thought there had to be a better way.

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There was—a kingpin press. He didn’t know that and created his own. It worked on only one style of kingpin but got the job done. After that, he was inspired to make more tools. One was a coolant pressure tester. These typically require manual pumping to verify if the coolant system is holding pressure and help find leaks or a bad cap. “I had a wave of engines that had coolant leaks, and having to pump all day was exhausting,” Lahodny explained. He decided to make one that ran off shop air instead, which he made by disassembling a manual pressure tester and adding a pressure regulator and two gate valves he bought from Home Depot. He fine-tuned it using the same troubleshooting methods he does on far more advanced systems today. He slowly adjusted the pressure until the intermittent pops from the cap turned a steady high-pitched hum to indicate the

Missy Albin uses International Motors project manager David Bialas’ ride height tool to get measurements without crawling under the vehicle. Photo: Missy Albin

system was building pressure. Lahodny recalled that other techs came over and asked, “What the hell is that sound?” He said they “were impressed and wanted to disassemble their pressure testers and copy mine, so they didn’t have to manually pump anymore.” Lahodny has kept on inventing, saying terminal test lead kits are the easiest— and a good use of time. If you bought a kit, you may spend up to $800 and may never use most of them. He reasoned it’s better to make the ones you will use on your own. He did caution that if you do invent your own tools, be careful who you tell. He built a tool—basically a nut welded to a pair of vice grips to attach a slide hammer and help remove an engine block pin. He saw a commercial on TV asking inventors to contact them to help commercialize it. He said he emailed them and they responded that Lahodny

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Fleet Diagnostics would need patent lawyers to help him. He didn’t have time for that and abandoned the idea. Four years later he saw an ad during a Hot Rod TV show selling a tool that looked exactly like his. “I was devastated thinking my idea was stolen and could not prove it,” he shared. “There was nothing I could do.”

THE DEVELOPMENT PROCESS While that has deterred Lahodny from trying to patent the tools he creates, he still likes the challenge of trying to invent new ones. His thought process of deciding whether to do that or not includes if a similar tool is available in the shop and if it is easy and affordable to make.

International has a more formal process to develop the specialty tools that Lahodny, myself, and others use. That team for Lead-Tech/Tool Development is headed by David Bialas, a project manager at International Motors. His favorite he designed was a ride height tool. “It’s basically just a height gauge with a laser level attached to it, but the problem it solves is big in my book,” he explained. “Those who know International vehicles know that measuring ride height can be very tedious with additional math and getting under the vehicle. With the tool, ride height can be measured quickly in under a minute on each side, all without the need to get on the floor.” These tools have a rigorous process before being finalized. “The first step is to design something that gets the job done correctly,” he said. Revisions can come from validation tests or technician or supplier input. “Every tool goes through a blind survey-type validation in-house,” Bialas said. “We give our technician the tool and a manual-style written instruction, and we don’t explain anything about that tool to simulate a real-world first-time experience a technician would have.” Bialas also added he now uses 3D printing to make the in-house development process faster and easier, using additive technology for basic tools such as dimple dies for pressing, or tubing holders as cutting jigs for certain angles.” He added 3D printing, 3D modeling, and scanning are all more approachable now for any tech looking to make their job easier while also taking on a new challenge. “Everything is available to learn about online these days and can potentially advance your career one day,” he concluded.

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Fleet Diagnostics:Products Revolutionizes vehicle maintenance 8 critical maintenance functions The Matco Tools Heavy Duty Diagnostic Tool, No. MDMAXCRHD, is an Android-based diagnostic solution built for automotive technicians and the commercial vehicle DIY market. Designed to help technicians handle demanding heavy duty service work, deliver comprehensive full-system diagnostics with the ability to read and clear codes and access live data streams across all major systems. With coverage for more than 50 commercial vehicle models, the MDMAXCRHD gives technicians the broad vehicle support they need in one platform. It also includes eight critical maintenance functions such as DPF, Urea, Oil Reset, and more. For more information visit FleetMaintenance.com/55399500

Offers scalable, future-proof alignment and ADAS system The Xpandable HawkEye Elite configuration from Hunter Engineering is a future-proof alignment and ADAS system that's expandable to Hunter's Ultimate ADAS for laser-guided static calibrations. Made in the U.S., the Xpandable configuration comes with Quick Grip adapters, WinAlign software and specs database, the ADASLink diagnostic scan tool with secure gateway capabilities, pre- and post-scans, and steering system resets. The Xpandable also features aligner remote viewer and control capability anywhere in the bay. For more information visit FleetMaintenance.com/55308742

The Jaltest Commercial Vehicles diagnostic tool by Cojali is an allmakes, all-systems solution for light, medium, and heavy-duty vehicles, including trucks, vans, buses, trailers, as well as agricultural, off-highway, and material handling equipment. It provides advanced electromechanics coverage for all ECMs, including aftertreatment systems, and supports actions such as regenerations, resets, and injector calibrations. This tool features an extensive diesel technical encyclopedia embedded into the software. Users benefit from expert support by certified diesel technicians for remote assistance during repairs. Additionally, it enables OEM-exclusive functions like Cummins Revision Updates and Paccar Parameter Changes, among others, through the Jaltest link. For more information visit FleetMaintenance.com/21277492

Supports DoIP and CAN FD protocols The Bosch Diagnostics ADS 10X Plus Diagnostic Scan Tool features upgraded wireless connectivity to support high-speed protocols and offers scan speeds up to 24 times faster than previous generations. A full vehicle scans can take under 40 seconds with just three clicks. The ADS 10X Plus covers 98% coverage of North American vehicles including domestic, European, Asian, EV, and ADAS-equipped models. With the enhanced subscription, technicians have access to MOTOR TruSpeed Repair, the Bosch Wiring Diagram Database that has over 700,000 diagrams, and OEM repair information, all directly on the tool or from a compatible internet-connected device. Features 11” 2.5K display, 8GB RAM, and an octa-core processor. For more information visit FleetMaintenance.com/55402755

Preset shortcuts adapt to repair needs The TEXA IDC6 AI Diagnostic Assistant is designed to provide technicians with the advanced experience and troubleshooting knowledge needed to diagnose repairs quickly and accurately the first time. The IDC6 engine uses relevant and filtered data, validated vehicle records, and code-specific technical service bulletins to identify the correct repair blueprint for all vehicle issues. Two functional steps based on AI support operate IDC6 diagnostic assistance, focusing on autonomous working access. The AI Smart Diagnosis function guides technicians through all diagnostic stages. IDC6 quickly completes the TGS3 control unit scan for automatic vehicle selection, and VIN Scan confirmation, then optimizes malfunction identification and suggests effective troubleshooting and repair/service options. For more information visit FleetMaintenance.com/55252879

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Fleet Diagnostics:Products Upgrades techs’ CAN troubleshooting skills CAN Mentor from Noregon enables techs of varying skill levels to troubleshoot and repair CAN network issues, using live CAN network diagnostics, graphs, and troubleshooting assistance. It searches for out-of-spec conditions and isolates where the CAN channel problem exists and provides insights to help techs diagnose the issue and make repairs. CAN Mentor is a standalone version of the CAN BUS Diagnostics features found in the latest update of JPRO, and connects to the vehicle via a Noregon DLA+ 3.0 XBT adapter. For more information visit FleetMaintenance.com/55401222

AI-powered tools for smarter shop management Fullbay Next is a mobile-first, AI-native, cloud-based platform designed to streamline heavy-duty repair shop operations and reduce administrative work. The platform features a redesigned Repair Center with Wrench mode, a Kanb an board for managing work orders, and Quick Work Order for creating jobs in seconds. Fullbay AI provides interactive note cleanup, image capture and review, and an AI Receptionist for after-hours and overflow calls. The Fleet Center customer portal provides access to service information, while a new developer portal and API offer expanded access to platform data. Fullbay Next is initially rolling out to small independent and mobile shops, with medium and large operations to follow. For more information visit FleetMaintenance.com/55399868

Features integrated camera with light The PRO-LINK+ from Snap-on delivers diagnostic coverage for Classes 1-8 trucks along with code-specific repair guidance in a rugged handheld device, including step-by-step troubleshooting routines, testing procedures, component and connector photos, fault-specific wiring diagrams, specs, and remove and install instructions. The device features a large 12" touchscreen, 9-hour battery life, and an integrated camera with a light, along with a USB-C port for charging and connection to a monitor or external devices and two USB 3.0 ports for peripherals. For more information visit FleetMaintenance.com/55276955

Automatically detects and selects test function The Cornwell Quality Tools True RMS Smart Digital Multimeter with Color LCD, No. CBPDM150, detects if the user is measuring voltage (AC/DC), resistance, or continuity. It features an ultra-fast screen refresh rate, auto-brightening screen, and dual display. The tool’s test functions include volts, ohms, continuity, amps, capacitance, diodes, frequency, and temperature, and it comes with 40” test leads.

Shares files via Wi-Fi The M12 Auto Shop Borescope, No. 3151-21, from Milwaukee Tool delivers simplified inspections and faster repair approval. The borescope has a 5.5” HD touchscreen display and can connect to the shop’s Wi-Fi for sharing and documentation. The 5mm access provides leverage in tight spaces, including glow plug holes and fuel injector ports. Front and side view cameras with adjustable LED brightness offer visibility, while high-definition photo and video with 4 times zoom allow the technician to diagnose hairline cracks. HEAT SENSE Temperature Alert alerts the user if the vehicle is too hot and shuts down the tool. Field-replaceable 5’ camera cable for reduced downtime. For more information visit FleetMaintenance.com/55342544

Live vacuum data aids A/C diagnostics The Autel MaxiHVAC, No. AC909D, combines A/C service equipment with vehicle diagnostics to help technicians diagnose thermal-management system repairs. The system includes the AC909 tablet, MaxiFlash VCI, refrigerant scale, compressor box, NAVAC Bluetooth vacuum pump, digital micron gauge, four-port manifold, Bluetooth temperature and humidity probes, and temperature clamps. Live micron-level vacuum measurements stream to the tablet, allowing techs to verify moisture removal and perform automated decay testing rather than relying on evacuation time alone. For more information visit FleetMaintenance.com/55404172

For more information visit FleetMaintenance.com/55385609 18 Fleet Diagnostics | October 2026

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﻿﻿Fleet Owner - October 2026

Fleet Owner - October 2026