Trailer Body Builder - April 2025

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WORK TRUCK WEEK 2025 RECAP

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NTEA’s signature show draws another record-setting crowd

Work Truck Week 2025

18 What the Big 3 plan for work trucks in 2025 Ford, Ram, and GM keep focus conservative amid uncertainty

21 Rarely at rest: Chatting with John Pondexter JBPCO founder celebrates 40 years with new products

25 International eMV flies Delta for practical EV application Airline debuts North America’s first electric catering truck

26 MH Eby partners with Ford to streamline vehicle upfitting New body, bailment pool agreement target lead times

Annual Meeting 27 Output Report redux

The trailer build in 2024 lived down to low expectations, but the worst is over ... right?

Back to

TMC’s annual meeting combined tracks focused on fundamentals with applying advanced tech

Hyundai Translead unveils truck body, redesigned flatbed

36 Parts and labor costs down to end 2024: Decisiv/TMC report

Cargobull upgrades TRU performance, adds options 38 SAF-Holland launches ApolloSDx air treatment

Cover

McDaniel

Try, try again: FET repeal bill filed

Are the conditions in Congress ripe this time?

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If it’s baseball season, it’s time for another swing at the repeal of Federal Excise Tax.

The Modern, Clean, and Safe Trucks Act of 2025 was introduced in the House by a bipartisan coalition of Congressmen—and that’s saying something.

Gwen Brown, president of the National Trailer Dealers Association, noted that the century-old FET has long been problematic for truck and trailer dealers and their customers, as they must determine the applicability of the tax for a wide range of equipment and applications. The complicated assessment runs the risk of a customer paying unnecessarily, or of a dealership audit and penalties if the tax should’ve been assessed but wasn’t. The tax also is susceptible to abuse.

And then there’s politics.

“If Congress revisits the $4.5 trillion in Trump-era tax reforms this year, repeal of the Federal Excise Tax (FET) may be included in the broader tax package,” Brown told TBB. “I believe the tax cuts present a natural opportunity to reshape revenue sources and tax burdens.

“Likewise, since FET revenue contributes to the Highway Trust Fund, any repeal would have direct implications. Again, the Highway Trust Fund reauthorization process next year offers a platform for lawmakers to revisit how infrastructure is funded.”

NTDA has several FET training webinars for members scheduled in 2025.

FET also impacts truck equipment designers, manufacturers, and upfitters, as Dan O’Connell, director of sales and marketing for utility equipment specialist Posi+, pointed out in a note to TBB.

“Another important fact that would be addressed if the FET were to be eliminated is fleets would choose the exact GVW needed for the job at hand, not force a configuration on a 33,000-lb. GVW chassis,” O’Connell said. “This would eliminate some trucks from being on the road, overloaded. They would select a higher GVW just to have the payload they need for the job at hand. Some build the truck with a material handler on it or a digger derrick—and then they are forced to get a second truck to carry the materials they need to the job site. That adds more emissions into the air, is less efficient, and costs more at the same time.”

Indeed, NTEA—the Work Truck Association continues to call on Congress to repeal FET.

“Eliminating this tax would provide Congress the opportunity to create long-term stability in the

Highway Trust Fund by replacing FET with a funding source not based on annual truck sales,” the association said in a legislative alert.

NTEA maintains a webpage of FET repeal resources.

Unintended consequences

Keeping this tax on the books decreases orders for trucks and trailers, consequently reducing manufacturing jobs. It also delays the deployment of new trucks and trailers, which have greater environmental and safety benefits compared to older models still on the road, American Trucking Associations noted.

“First implemented over a century ago to help finance America’s effort in World War I, the FET has become the largest excise tax on any product, adding $24,000 to the cost of each new clean-diesel tractor-trailer,” said ATA President & CEO Chris Spear. “Keeping this antiquated tax on the books imposes an enormous hardship, particularly for the small fleets, family businesses, and independent truckers who make up the overwhelming majority of trucking. Removing this burden will allow motor carriers to replace their trucks with modern, safer, and cleaner equipment, which will in turn provide a boost to manufacturing jobs. Our industry is grateful to Reps. LaMalfa, Pappas, LaHood, Carbajal, and Miller for their leadership on this issue to improve highway safety, reduce emissions, and strengthen our economy.”

The Clean Freight Coalition (CFC) likewise supports the legislation as an incentive for carriers to refresh their fleets with cleaner and safer trucks.

“There are many pathways to reducing truck emissions, and replacing old equipment with trucks equipped with the most advanced technology provides immediate benefits for the environment, and at the same time protects the resiliency of the supply chain and guards against rising freight costs which are ultimately paid by consumers,” said CFC Executive Director Jim Mullen.

The FET began in 1917 to help finance World War I. Today, it is the highest percentage federal excise tax—at 12%—levied on any product, amounting to a $6 billion annual burden on the trucking industry.

ATA’s research arm, the American Transportation Research Institute, last year selected a cost-benefit analysis of FET among the top research priorities.

Stay tuned. TBB

Kevin Jones Editor

Attorneys for the plaintiffs, the surviving family members, argued that a stronger RIG could have saved the lives of the driver and passenger, and that Wabash used a design that met the minimum federal requirements in place in 2004 rather than adopting a more robust RIG.

Wabash contended that the collision severity was “far in excess” of that contemplated by the RIG regulations, and that the plaintiff’s case—which focused on a RIG design from a decade later—punished Wabash for “current conduct” rather than the conduct related to the accident, a violation of Missouri legal statutes and even a violation of Wabash’s constitutional rights, as the company argued in a motion for a partial summary judgment.

In the latest decision, Judge Christoper McGraugh ruled that the verdict for punitive damages was “grossly excessive and does not comport with Wabash’s constitutional rights,” because the amount awarded exceeds the “fair and reasonable compensation” for the plaintiff’s damages, the aggravating or mitigating

circumstances, and the “degree of malice” of Wabash’s conduct—all factors in setting such an award.

However, in denying Wabash’s request for a new trial, the court found that Wabash had not met its burden establishing any trial error or misconduct-incited prejudice in the jury, or that good cause has been shown that a new trial is necessary.

The ruling did address the matter of the decedents’ blood alcohol level, along with the plaintiff’s introducing testimony regarding Wabash lobbying with regard to safety standards.

As to the former, the postmortem blood test was “not relevant or material” to the facts of this case, and notes the

“complexity of the science” in determining relevance of BAC measured 17 hours after the fatal accident. Instead, the judge writes, “it was only offered to attempt to confuse, mislead, inflame and/or bias the jury against the Estate and Plaintiffs, and would have severely prejudiced Plaintiffs.”

Regarding its lobbying efforts, Wabash argued that it was a “prejudicial error” to allow “irrelevant evidence of unsupported contentions” that lobbyist groups had acted on the company’s behalf to prevent regulations on its products, citing First Amendment precedents.

The judge decided, however, the precedents cited by Wabash did not apply.

“The evidence relevant to industry activity, lobbyist activity, and regulatory development was relevant to the scope of Wabash’s actions and knowledge of the foreseeable dangers and compliance with industry standards and regulations,” McGraugh writes. “Wabash has not met its burden showing any error or prejudice was the result of the admission of the complained of in its motion.”

Utility expands telematics portfolio, designed to streamline fleet operations

Utility Trailer Manufacturing Company LLC has unveiled “significant” innovations in trailer telematics with Utility TrailerConnect.

The Utility TrailerConnect telematics system integrates IOT sensors and data from various third-party applications, providing a complete, real-time view of a company’s fleet. Utility TrailerConnect delivers proactive, targeted notifications, ensuring the right people get the right information at the right time, avoiding data overload for fleets and streamlining operations, according to the company.

“Utility is committed to simplifying fleet management with a truly unified telematics system. We’re thrilled to announce two major advancements that will transform how you track and manage your entire fleet—regardless of the trailer type or manufacturer,” said Simon Mols, director of telematics operations for Cargobull North America who collaborated with Utility on this project. “Utility is expanding their telematics portfolio with a new offering, UTC-BASIC, along with a retrofit program that allows existing trailers to benefit from this solution. Our

portfolio now includes UTC-BASIC, which can be installed at the factory or via the retrofit program, and UTC-PRO, which comes standard with the Cargobull North America TRUs.”

Dry vans, flatbeds, and reefers across a fleet’s entire trailer portfolio can be tracked and monitored with Utility TrailerConnect. The program is trailer agnostic, giving fleet managers full visibility and real-time insights into their entire trailer fleet. UTC-BASIC includes essential features like geo-location tracking, tire monitoring, and integration with the Bendix TABS-8 ABS system, providing

Schmitz Cargobull to raise prices 3-5%

SchmitzCargobull, Europe’s leading semi-trailer manufacturer, is set to increase its prices by 3-5% by product group, the company reported March 6.

This measure is a response to high energy and increasing labor costs, as well as rising material prices, according to the notice. The latter, especially for steel and raw materials traded in U.S. dollars, have a direct impact on production costs and affect the entire industry.

“The decision to pass on some of the rising material costs to our customers was not an easy one for us,” Schmitz Cargobull AG CEO Andreas Schmitz said. “The economic environment is difficult, not least due to the uncertainty on the corporate and consumer side, but also due to the challenging political landscape. However, no company can sell its products below production costs in the medium term.

“Therefore, we see no other option than to increase prices now in order to continue to offer our customers the high quality and reliability of our products that they have come to expect, and which allows them to operate economically in the long

key data such as trailer weight, tire pressure alerts, and braking system health. This makes UTC-BASIC perfect for digitizing dry vans and flatbeds and turning them into “smart” assets.

“With UTC-BASIC, digitizing your fleet has never been easier,” added Mols. “Installation is quick and seamless— simply visit a Cargobull North America dealership, and in just 15 minutes, your asset is fully connected.”

UTC-PRO, which is already integrated with the Cargobull TRUs, builds on BASIC by offering advanced features like precision temperature recording, door monitoring, and two-way TRU communication. UTC-PRO is designed as a solution for cold-chain logistics, ensuring cargo integrity and compliance while boosting operational efficiency.

With both UTC-BASIC and UTC-PRO, fleet managers gain full visibility across their entire fleet. Whether retrofitting existing trailers or choosing factory-installed telematics, Utility TrailerConnect simplifies fleet management, making it more efficient, robust, and easier than ever, the company suggested.

term. Should material prices fall contrary to expectations, this will be reflected in the price calculation and we will pass the cost advantage on to our customers.”

Despite the economic pressure caused by increased costs, Schmitz Cargobull will continue to invest in measures to increase productivity and in research and development in order to offer its customers reliable and cost-effective transport solutions that help them to operate profitably, according to the company.

“We want to do the right thing for our customers and not compromise on product quality,” Schmitz said. “The aim is to reduce the total cost of ownership. For example, we continue to rely on galvanized vehicles that retain their value and offer the best insulation for temperature-controlled transport in our refrigerated boxes. Despite the higher purchase price, this pays off for the customer.”

Utility Trailer Mfg. Co.

Schmitz Cargobull

Talbert names leading dealers for 2024, with Hale once again #1

Heavy-haul specialist Talbert Manufacturing has named Hale Trailer Brake & Wheel as its 2024 top dealer.

Hale, headquartered in Voorhees, New Jersey, earns this spot for the 17th consecutive year alongside being the dealer with the most parts sales.

Other dealers in the top 10 of 2024 include Blackburn Truck Equipment, Columbus Equipment Company, Coogle Truck & Trailer Sales, Freightliner of Grand Rapids, Leslie Equipment Company, Lucky’s Trailer Sales, Royal Truck & Utility Trailer, TNT Sales, and West Side Tractor Sales.

“We extend our thanks to all the dealers we work with for their commitment to partnering with Talbert and our customers. They provide exceptional support, maintenance, and aftermarket service, ensuring that customers receive comprehensive care throughout the lifecycle of their trailers,” said Geisler. “They truly come together

to represent Talbert’s core values: safety, durability, and value.”

Talbert’s top stocking dealers are selected based on 2024 sales.

“Our dealers are paramount to what we do,” Geisler said. “They provide the one-on-one support our customers need to keep their trailers in good condition.

“We take every opportunity to support them throughout the year and want to show our gratitude for their hard work. We stand by our dealers throughout the year by attending their

events, making visits, and offering assistance whenever it’s needed. We’ll continue to draw attention to their efforts throughout 2025 and beyond.”

Talbert credits its parts ordering system, Parts 1 2 3, as an example of how they continue to support their dealers and customers, making it easier for dealers to order parts and provide their customers with accurate timelines for service, spare parts, and delivery.

Dealers and customers can also benefit from Talbert’s multiyear Sourcewell contract, which streamlines procurement processes for more than 70,000 government and education agencies, the company added. There has been a 300% increase in Sourcewell sales in 2024 compared to 2023, with the Tag-a-long sales in particular accounting for roughly 60% of those orders.

Talbert partners with more than 80 dealerships across North America.

Talbert Mfg.

Company president and COO, said in a news release. “As freight operations run 24/7, it is crucial that both the Utility and Cargobull dealer networks are equipped to offer parts and service on a continuous basis. To meet these demands, it is essential that our facilities and dealer systems remain modern and utilize the latest technologies. By spreading the costs associated with these advancements across multiple locations, we significantly enhance the competitiveness of Utility dealers.

“Looking ahead, Utility is committed to making substantial investments in the coming years. These efforts will ensure that we provide the highest level of support for our Utility and Cargobull products throughout North America.”

Utility Trailer Sales Company of Arizona, established in 1943, is the country’s longest continuously running Utility dealer. Under the leadership of George Cravens, the dealership experienced tremendous growth and had to relocate its Phoenix operations twice due to outgrowing previous facilities.

Cravens will continue to be part of the management team for Mountain West Utility.

“We’re thrilled to welcome George and his staff to our team,” Deputy said. “The addition of the Phoenix and Tucson locations will enable us to explore new opportunities and deliver greater value to our customers.”

Mountain West Utility is already implementing its expansion program. In the coming months, the company plans to upgrade facilities, expand and update its fleet of mobile trucks, increase trailer inventory, and onboard more technicians.

“We are excited to add our southern neighbors to Mountain West Utility Trailer,” Deputy added. “With eight locations stretching from western Washington to Arizona, we bring a high level of transport refrigeration unit expertise, which will strengthen our ability to serve our customers with the full line of Cargobull and Utility products.”

Bruckner’s acquires Northwest-based Transport Equipment

Bruckner’s Truck & Equipment has expanded into Idaho and Montana, as well as deeper into Washington state, through the acquisition of Transport Equipment Inc. For over 40 years, TEI has been a trusted name in the trucking industry, operating from three locations in Lewiston, Missoula, and Spokane. Terms of the deal were not disclosed.

“We are pleased to expand our presence in the Pacific Northwest and continue the legacy built by the Bidlake family,” Bruckner’s President Brian Bruckner said. “As a second-generation dealership, they have established a reputation for exceptional customer service and a ‘Do what it takes’ attitude. We are committed to upholding that standard with the existing team.”

Steve and Betty Bidlake founded Transport Equipment Inc. in 1983 after selling their trucking company, which had grown from a single logging truck

to nearly 100 units hauling a variety of goods. Starting as a Timpte Trailer dealership, TEI quickly expanded to selling new trucks by 1985. Over the years, family has remained at the heart of their success, with multiple generations contributing to the company’s growth.

“Watching Bruckner’s growth and success has been inspiring,” Brian Bidlake said. “Their commitment to family values and customer service mirrors our own.

We are confident that Bruckner’s will serve our employees, customers, and communities well, and we feel good about passing the business on to them.”

As part of Bruckner’s dealership network, TEI customers will benefit from expanded access to Mack and Volvo trucks, trailers, a larger parts inventory, and enhanced service offerings.

“Since 1932, Bruckner’s has prioritized investing in people to deliver top-tier service,” Chris Bruckner, VP of Bruckner’s, said. “TEI has built a strong foundation by equipping their team and facilities with the best tools and training. We are excited to build upon their success and continue delivering best-in-class trucks, trailers, parts, and service to our new customers in Idaho, Montana, and Washington.”

Bruckner’s operates 41 locations across 10 states, serving customers throughout the Southwest and Pacific Northwest.

FLEETS HAVE SWITCHED TO VMAC’S G30

“They're a great compact

Bruckner’s Truck & Equipment

EVENT COVERAGE | NTEA

other brands under the Shur-Co name and streamlining manufacturing and distribution across all the company’s facilities.

“Shur-Co is a great company, so bringing these brands together was a real big deal,” Thomas Bronz, president of the Shur-Co agriculture, construction, and waste sales group, and former US Tarp president and CEO, told Trailer/Body Builders. “And Shur-Co had a great house of brands going [including Donovan and ShurTite], but also strong brand recognition with the Shur-Co name, along with its operations at 11 facilities located around the country.

“So this is an opportunity to unite all our products at multiple manufacturing and distribution locations under one big name. And that is the work we’re doing following the acquisition.”

Legacy US Tarp customers gain access to enhanced research-and-development capabilities and expanded customer service, while dealing with the same people they know and appreciate, said Holly Donaldson, Shur-Co marketing director. One-stop shop brand integration will also cut lead times and allow customers to buy everything they need at any Shur-Co location. “These two companies coming together allowed us to supply all the different product lines we now offer,” said Jason Frazier, Shur-Co national strategic accounts manager. “We have product lines that cover all applications and all segments, whether it’s waste, flatbed, construction, or ag. So that’s a huge benefit to all our customers.”

Shur-Co also introduced its new spring-arm tarping system. The company launched a factory-installed steel-arm version for

Another record-setting Work Truck Week crowd poured into the Indiana Convention Center’s vast exhibit-hall floor to inspect the latest work truck bodies and chassis from leading manufacturers.

Bix Tex and PJ Trailers dump trailers last year. Now it’s adding a lightweight aluminum-arm version with an available electric conversion kit and ShurLink Pro remote control, enhancing operator safety and convenience while improving tarp protection. The system works with any light-duty dump trailer and comes complete with springs, lower arms, and fender-mount brackets preassembled for OEM and distributor installation.

“Light-duty trailers are growing in popularity with the larger construction companies because finding CDL drivers is increasingly difficult,” Frazier explained. “Now you can take a 21-year-old, put him in a pickup, and he can haul this dump trailer to job sites all day long.”

Upfitters embrace QuickFit interface

DTNA’s QuickFit system, designed to simplify the upfitting process for Freightliner and Western Star trucks, is growing in popularity as truck equipment manufacturers realize how much time and money it saves, said Aaron Scates, DTNA VP of vocational and medium-duty market development. “In one case, we had a TEM tell us it saved them seven hours of upfit time because they didn’t need to install their own controllers, so they didn’t have to tear the dash apart to put in switches,” Scates said. “They basically just plug and play into our harness on the back of the cab.”

The manufacturer introduced its QuickFit interface system on Western Star X Series vocational trucks in late 2020. The advanced multiplexed electrical system now is available across all DTNA brands, helping propel adoption momentum, Scates added. QuickFit allows TEMs to create flexible logic using DTNA’s CHEC (custom hardware electronics configurator) Tool software, making it easy to integrate auxiliary equipment with the truck’s electrical power sources.

J-Craft used the system to build a Western Star 47X dump truck on display at Work Truck Week with factory-integrated one-touch control for unlatching the tailgate, closing the tarp, and then raising the tailgate. “It does three things with one button press, and that’s all through the CHEC logic,” Scates said.

DTNA also showed a Class 6 Freightliner EM2 electric chassis cab with an ePTO, but adoption hasn’t gone as smoothly, Scates revealed, saying zero-emission vehicle cost and infrastructure still are significant industry hurdles. “We’ll be there with the product, but if we don’t overcome those fundamental

DTNA’s QuickFit controls, above, are gaining in popularity with upfitters. Truck Equipment and Beau-Roc outfitted the Oshkosh truck below.

Jason McDaniel

| Trailer/Body Builders

challenges, the demand will stay low,” he said. “So, for the foreseeable future, we believe diesel will remain the predominant technology, because it’s known and has a great value to a business—and we continue to invest in that technology as well.”

Meyer moves production to Monroe Meyer, the oldest snowplow manufacturer in North America— which turns 100 next year—is moving production to sister company Monroe Truck Equipment’s Monroe, Wisconsin, facility. “It’s going to increase our efficiencies and ability to deliver and allow us to take better care of the market and our customers,” said Nate Kallay, Meyer sales director. “There’s been a lot of speculation about what this means, and it’s exactly that—Meyer is simply moving manufacturing to a sister company within Aebi Schmidt to get ready for the next 100 years.”

Meyer’s old Cleveland, Ohio, facility is outdated, and Monroe’s facility boasts state-of-the-art equipment and plenty of capacity, Kallay added. “However, our engineering, marketing, and sales departments—the business side of the operation—will remain in Cleveland, Ohio,” he said. “So the people everyone is used to dealing with will still be there.

“The product is just being made at a different facility.”

One of those products is the new Myer Pro Mount attachment system, an innovative hydraulic snowplow mounting system engineered to effortlessly connect and disconnect, saving time

and increasing productivity. The system now is available across all Meyer platforms, Kallay said. “Traditionally, in a snowplow attachment system, there’s a lot of manual work, where you have to pull pins and levers, and sometimes monkey it off,” he said. “This is an electric system, so you flip two pins, hit a switch, and your plow is off the truck in less than a minute.”

Stellar upgrades aluminum body

Stellar, which recently acquired Ohio-based manufacturer Elliott Machine Works, showcased a new TMax 1 mechanic truck that featured an 8630 crane, a toolbox system with new

Jason McDaniel | Trailer/Body Builders

Meyer Products is moving snowplow production from Cleveland, Ohio, to an Aebi Schmidt sister facility in Monroe, Wisconsin.

bale-style pull-handles, an integrated Hybrid Power Source (HPS) lithium-ion battery, and other key enhancements. But Tyler Havens, Stellar product manager, was most excited about the new channels inside 2025 bodies that allow users to mount shelves in “infinite” configurations.

“We’re not the first one to go to market with something like this,” Havens said. “But we are the primary manufacturer for aluminum bodies, so we are the first one to do this with an aluminum body. It’s more intricate because MIG welding is not a good practice for attaching these channels to aluminum panels, so we’re laser welding them—and that was a big investment.”

The body also boasts pass-through cutouts to easily run wires and hoses.

The dual-hydraulic HPS system delivers quiet, low-voltage

power and energy storage for hydraulic operations. “That allows us to run our hydraulics off battery power,” Havens explained. “Now you can shut the truck off and you’re still able to work without the emissions from the engine, which also reduces the idle time of the engine and makes the chassis last longer.”

Buyers highlights toolbox innovations

Buyers Products is always innovating, and every year it displays many of its newest products inside its massive Work Truck Week booth. This year, product manager Jennifer Pusateri called attention to the Mentor, Ohio-based equipment manufacturer’s latest truck toolbox innovations.

The company recently launched a 60-in. contractor toolbox for small to mid-sized pick trucks. The box comes in several storage variations, a small low-sider version, and a model designed specifically for the Ford Maverick. The new toolbox is in stock and ready to ship, Pusateri said.

Buyers Products also showed a new flatbed toolbox with a carbon-steel flip-up door, gasketed outlet to run power inside, and bezelled latch hardware that pops out, clearly showing when the box is unlocked.

“This is geared more toward the agricultural market,” Pusateri said. “People like to carry their gear when they’re out in the pasture, so they need rugged and accessible storage.”

Pusateri also highlighted two new toolboxes coming soon: An above-deck storage box designed for light- and medium-duty flatbed wreckers and a service body topper that comes in diamond-tread aluminum and white carbon steel. Both boxes are expected to be available in May.

What the Big 3 plan for work trucks in 2025

Ford, Ram, and GM keep their 2025 vocational focus conservative amid industry uncertainty

By Jade Brasher

Trade show season is well underway in the trucking industry, and few shows hold more significance to the vocational trucking segment than NTEA’s Work Truck Week. While company announcements were largely conservative and lacked major updates as uncertainty within the industry looms, automotive’s “Big Three” truck makers, Ford, Ram, and General Motors, had a few updates to share with their commercial customers.

Ram Professional

In January, Ram launched its 2025 heavy-duty lineup, which was on display at the show. The new generation of powerful pickups gets a new powertrain, featuring a Cummins 6.7L diesel engine or a 6.4L V8 Hemi gasoline engine. And back for 2025 is a column shifter that’s standard across the lineup.

Both engines are paired with a ZF TorqueFlite 8-speed transmission. The

lineup’s previous generations featured transmissions with only six speeds. These additional two speeds create smoother operation when towing and hauling equipment.

The lineup also features aesthetic improvements, such as the addition of LED lights in the front and rear and new grille designs.

Jason McDaniel

Matt Huber, SVP of Ram Brand product, addresses the audience during a news conference at NTEA’s Work Truck Week. Jade Brasher | Endeavor Business Media

Buyers Products highlighted new toolboxes, including a contractor toolbox for small to mid-sized trucks that comes in several variations.

On the technology side, Ram brought over its latest technology from the brand’s light-duty lineup. The heavyduty trucks are now available with bigger screens that act as camera monitors to increase the driver’s visibility when towing and maneuvering in tight spaces. Customers can even receive a relocatable rear camera straight from the factory, Dave Sowers, director of Ram Professional operations, noted.

As for the brand’s Ram Professional business division, the OEM’s commercial-focused unit aims to help commercial customers become more efficient—not only through truck and van electrification, but also with better telematics and preventive maintenance solutions. And while that is a work in progress, Sowers added that Ram Professional is making progress.

“The story last year was Ram Professional needs to grow from a product and from a process perspective ... and the product piece of that is on track,” Sowers explained, referencing the launch of the all-new lightduty truck lineup in Q1 2024, the new HD lineup in Q1 2025, and a “steady cadence” of ProMaster innovations that have taken place through the recent model years—not to mention the all-electric version of the delivery van currently available for order.

Ram also expects demand for its ProMaster to grow, adding 200 ProMaster dealers to its network in 2024 alone, the brand announced in its Work Truck Week 2025 press conference.

As for the “process” side of Ram Professional, “we’ve got a lot of resources within our company that we’re trying to bring to bear on the commercial marketplace, and that includes Stellantis Financial Services,” Sowers said. But there is commercial growth there, as well, as the group has added more commercial vehicles to its offering, with more on the way.

GM Envolve

General Motors experienced a bright 2024. The OEM celebrated being the No. 1-selling OEM for fleets in 2024

and has already seen a 17% year-overyear increase in sales for 2025, Jennifer Costabile, GM Envolve’s general director of marketing and sales, said.

Costabile attributes that success to GM’s wide range of products, which offer “a vehicle for every industry in every location,” including EVs.

As Tesla’s EV market dominance recedes, companies like GM are chipping

away at the EV market share of the technology company cloaked as an auto manufacturer. General Motors is inflicting the most damage to Tesla’s market share in the U.S. The OEM boasts the second highest total market share of EVs at 12.6%, according to Car Edge.

These numbers largely reflect the retail market, but GM has seen commercial interest in its EVs as well. Multiple

companies, such as Siemens and Metro Detroit utility company DTE, have piloted or integrated the OEM’s EVs into their fleets already, and with “good reception,” Costabile said.

“The reaction to the [electric] vehicles is that it actually is a substantial cost saver over ICE variants,” Costabile said.

While at the show, a dealer shared with her that an Albany, New Yorkbased GM customer previously delivered parts across town using a Silverado 2500. “They take a lot of gas,” Costabile pointed out. “The Silverado EV did the same thing for significantly less. There’s no idling, there’s no gas to fill up, and the small routes they did—even in cold weather—was not an issue.”

And speaking of GM’s “bright” 2024, the company recently brought the Brightdrop electric cargo van under its Chevrolet umbrella to expand its reach to customers with the help of more than 300 Chevrolet dealers.

On the technology front, GM is bringing its OnStar data capture to fleet management starting with its 2024 model year vehicles. A standard set of OnStar services is available to fleet managers with each purchase of a GM fleet vehicle.

Services focus on vehicle health and EV data, “and we have connected services in the vehicle for navigation and voice commands [to] help the driver focus on getting their job done,” Michelle Calloway, director of business solutions at OnStar, said.

Further, for fleets already using a telematics provider, GM allows its

vehicle data to be accessed by its API partners at no additional cost.

“What we’ve heard from customers is, if they’re already working with a partner and using their [telematics] solution today, the cost of change is high,” Calloway explained, “and we want to allow them to take advantage of the great capabilities of GM vehicles in those partner applications.”

GM has also leveraged the capabilities of Lytx to provide in-cab safety alerts for drivers, such as seat belt warnings and other risky driving behaviors.

Ford Pro

Ford Pro also celebrated its growth at the show. While Ford Pro has only been around four years, since 2023, “the number of Ford connected commercial vehicles has grown by over 40% with 5.2 million vehicles in operation today,”

Dave Prusinski, Ford Integrated Services chief revenue officer, said.

Ford Pro is using data to help fleet managers make informed decisions about their fleet, whether that’s through driver coaching, vehicle maintenance, or how to transition to EVs. Some examples of its new safety offerings include a top speed limiter and an acceleration limiter launching later this year. These updates result from an industry heading in a heavily connected direction.

“Fleets today are more intelligent than ever with increased connectivity and expanded capabilities,” Prusinski said. “We’re building capabilities at the vehicle’s code level that seamlessly integrate with our fleet management solutions, something only Ford can do with our commercial vehicle.”

Ford Pro also expanded its Elite Commercial Service Centers, exclusive to commercial and fleet vehicles, to 67 locations. The company announced it hopes to total 120 by 2027 during its press conference. Including all of Ford’s service centers, the company has added more than 4,000 service technicians and 2,000 service bays to support customers.

On the upfit side, Ford Pro showcased its VIS 2.0 in its booth. VIS 2.0, or Vehicle Integration System 2.0, simplifies work truck upfits, providing easy access to more than 100 vehicle signals without cutting into factory wiring, Andrew Brown, Ford’s Super Duty commercial brand manager, added.

“Before, some upfitters would have to get a brand-new truck, tear apart the dash, splice some wires to get the signals they needed, and reassemble everything,” he said. “But now [the module is] in one location and very easy to access.”

And that’s just on the hardware side.

With VIS 2.0, Ford Pro also simplified the upfit process on the software side, allowing the upfitter to program in fully customized functions specific to the vehicle’s application.

“The beauty of this is that it’s a pretty simple and easy-to-use logic editor, and they can use any CAN signal, signals from their upfit, whatever they want to, to create custom logic for their upfit,” Brown said.

The GM Envolve booth at NTEA’s Work Truck Week 2025 featured the manufacturer’s range of vocational vehicles, upfit for various applications.

Dave Prusinski, Ford Integrated Services chief revenue officer, addresses the audience at Ford Pro’s press conference during NTEA’s Work Truck Week.

Jade Brasher | Endeavor Business Media

Rarely at rest

JBPCO founder celebrates 40 years with new truck body products, services

By Jason McDaniel

John B. Poindexter is never truly at rest.

The 80-year-old chairman and CEO of J.B. Poindexter & Co. (JBPCO) sat down with Trailer/Body Builders for a few minutes to discuss his group’s 40 years in the commercial vehicle business during NTEA’s Work Truck Week, but even then, he multitasked. An employee delivered a piping hot drink, his earpiece buzzed with an incoming call, and the conversation wandered to a potential acquisition and his upcoming nuptials with fiancée Alicia Warlick.

But make no mistake, the milestone occasion that drew Poindexter and 11 other top executives from JBPCO and its subsidiaries—including Morgan Truck Body, Morgan Olson, and Reading Truck—received everyone’s undivided attention. “This is the culmination of my business life,” he said. “I still have a few years left to work, but this is a great time and space to take stock of what we’ve done. I don’t know of a bigger business in our industry with the range of products we have.

“We don’t compete with chassis manufacturers, so I’m not including them. I’m talking about companies like us—and there aren’t many.”

The Houston native served in the Army before entering investment banking in 1971. He formed JBPCO as a venture-capital partnership and acquired Engineered Foam Packaging in 1985. The group purchased its first CV business, Leer Group, in 1987, and added Morgan Truck Body in 1990 and Morgan Olson in 2003, prompting Poindexter to shift his focus to strengthening JBPCO’s CV position. The company then divested several unrelated businesses, bought Reading in 2015 and Masterack in 2017, and founded EAVX as its electric-vehicle arm in 2021.

Today, JBPCO boasts 8,500 employees, 71 operating locations across the U.S., Mexico, and Canada—and $2.5 billion in 2024 revenue.

Morgan Truck Body owns a 50% share of the box-truck body market in North America, Morgan Olson products account for 70% of step-van sales in North America, and Reading supplies 35% of U.S. service bodies. Additionally, Leer holds a 60% share of the North American commercial truck cap market and Masterack upfits more than 8,000 vehicles annually. “We operate some of the industry’s most recognized brands due to the loyalty of our customers, dedication of our team members, and durability of our industry partnerships,” Poindexter said.

JBPCO’s advantage lies in the integration of its business units, which enhances administrative efficiency, improves accessibility to parts and upfit accessories, and boosts development capabilities, leaders maintain. The parent company

employs 150 support personnel, and the combined group includes more than 250 future-focused engineers and designers. “We’re able to take these businesses, shed several functions, and a number of people, and operate on a consolidated basis,” Poindexter explained. “HR, finance, accounts payable, continuous improvement, shared services—all these activities are united at the parent. And then the subsidiaries have operations, sales, marketing, and engineering.

“They manage the guts of the business, allowing them to approach the market with confidence that they control the essential functions.”

JBPCO Chairman and CEO John B. Poindexter at Work Truck Week. Jason McDaniel | Trailer/Body Builders

EVENT COVERAGE | NTEA

Despite their collective success, JBPCO is “just getting started,” Poindexter insisted.

At Work Truck Week alone, Reading introduced two crane bodies, Morgan Truck Body launched its new online parts store, Leer unveiled a lightweight rolling tray system for truck beds, EAVX revealed its revamped mission to serve as JBPCO’s technology and innovation hub, and Poindexter hinted at an impending expansion of the group’s CV expertise. “We have a transaction we’re working on right now that is ridiculously out of size for what it should be doing,” he said.

“It’s a $500 million-purchase-price business in a related field—and I think we’re going to make the bid.”

JBPCO’s innovation hub

Poindexter said EAVX is pivoting to servicing JBPCO’s internal businesses with “higher levels of technology than they could attain on their own” due to the slower-than-anticipated penetration of commercial electric vehicles. “I thought we’d be further along with EVs, but their inherent contradictions are manifesting themselves more and more,” he shared. “You don’t sell what you subsidize. You pay the consumer to buy it, and they’re not selling well at all right now.

“We’ve lost almost the entire sector. We once had 20 buddies in this business we were working with to build electric-vehicle bodies of one form or another—and most of them are gone. They vanished.”

JBPCO’s 40th-anniversary news conference included appearances by, from left to right, Todd Breneiser, JBPCO VP of commercial excellence; Corby Stover, Morgan Truck Body president; Mike Ownbey, Morgan Olson president and CEO; Norb Markert, JBPCO president and COO; and John B. Poindexter, JBPCO chairman and CEO. Jason McDaniel | Trailer/Body Builders

EAVX now focuses on using its proprietary VX technology to enable a “digital vehicle intelligence system” that unites technologies such as security, enhanced awareness, and efficient power solutions to create a single access point for managing and monitoring real-time insights, the company elaborated. “EAVX has a dedicated research team that collaborates with chassis partners and technology suppliers to optimize the design, technology, and manufacture of next-generation vehicles,” Mark Hope, EAVX president and COO, added in a news release.

Reading expands RM Series

Nate Goodnow, Reading president and COO, introduced the manufacturer’s new RM-25 and RM-35 crane bodies, which he said completes the RM Series lineup, providing customers with a range of mid-weight and heavy-duty bodies with lifting capacities from 11,500 to 78,000 ft.-lbs.

The new crane bodies are designed for Class 4-5 chassis and come in in 9- and 11-ft. lengths. The RM-25 is built with a 6-in. heavy-duty steel understructure, and the RM-35 has a heavyduty torsion box understructure. The bodies are compatible with most leading cranes and come equipped with manual or electric outriggers. Both offer key features such as a workbench bumper, spray-lined bed, and integrated headache rack for enhanced safety and functionality.

Morgan debuts online parts store

Morgan Truck Body launched a new online parts store, morganparts.com, dedicated to delivering reliable, high-quality parts for box truck owners, operators, and fleets across the country.

The online store will offer a wide selection of box truck components, including Morgan OEM parts, cargo doors, rollup doors, corner caps, lighting, and more. The website will allow customers to find the parts they need and make quick, secure purchases, the company reported.

“We understand the demands placed on those who rely on Morgan truck bodies to help move their business,” said Ken Axe, Morgan Truck Body senior director of parts and service. “Our goal is to provide a reliable, one-stop online shop for box truck parts, backed by the same quality and service people come to expect from Morgan.”

MH Eby partners with Ford to streamline vehicle upfitting

By Jason McDaniel

M.H. Eby’s new Advance enclosed service body now is available at Ford dealerships across the country through a new bailment pool agreement that streamlines upfitting solutions and reduces lead times, the truck body manufacturer reported during a special dual reveal at NTEA’s Work Truck Week.

The exhibit-hall news conference included third-generation owners Travis Eby, M.H. Eby president and CEO, and Nick Eby, vice president of engineering; as well as Charlie Horton, VP of fleet sales. Travis thanked customers and distributors before the reveal of Eby’s partnership with Ford Pro. “At Eby, customers and our products come first—and we believe that’s what gets us to exciting points in time like this,” Travis said.

As a newly authorized Ford Chassis Pool member, Eby will provide Ford dealers with faster access to F-Series, Econoline Cutaway, and Transit chassis combined with Eby’s aluminum service bodies, flatbeds, dump bodies, and van bodies. The agreement, which strengthens Eby’s ability to service the construction, utilities, delivery, and fleet operations industries, includes the Eby facilities in Ephrata, Pennsylvania; West Jefferson, Ohio; and Store City, Iowa.

“This partnership truly underscores our commitment to listening to customers more intently,” said Craig Bonham, Eby senior VP of business development. “The products we bring to market today are simply the byproduct of customer feedback, some of which you see here with the new Advance body, which is our brand-new family of products that addresses the enclosed service body market. This product will revolutionize organization and inventory management—with a lower cost of ownership and best-in-class return on investment.”

All-new Eby service body

Designed to boost work truck functionality, durability, and ergonomics, the Advance service body, which boasts 44-in.-high cabinet models, is built from American-made 5000 and 6000 series aluminum for superior weight savings, payload capacity, and corrosion resistance, Eby added. The model on display at Work Truck Week featured a 72-in. powder-coated body on a 2025 Ford E-350 Cutaway chassis with a 7.3-liter V8 engine.

“The new Eby Advance enclosed service body sets a new standard in the service truck industry, reflecting our commitment to innovation and customer needs,” Bonham said in a release.

“With advanced features designed for performance and safety, this model equips service professionals with the tools they need to excel.

“We’re confident it will quickly become an essential asset for service technicians and fleet operations.”

Bonham pointed to the Advance’s unique extrusions and fastening methods as key features intended to make the body last as long as the chassis. Developed through internal meetings and client discussions, the Advance also boasts greater compartmentation, a brighter loadspace, and faster upfits. “The internal side of this body is known to be the fastest installation of any enclosed service body in the business,” Bonham said. “We never ask a technician to get underneath this body to install it. It’s all done in the load space through a unique mechanical wrench attachment system.”

Key Advance enclosed service body features include:

• Fully interlaced understructure: Provides unmatched strength and stability

• Oversized compartment rotary latch handles: Ensures easy access and secure closure

• Integrated tie-down rings: Ten recessed tie-down rings in load space

• 2-panel aluminum doors: Includes an integrated rain gutter for weather protection

• 70/30 split rear doors: Ease of entrance to rear without opening both doors

• U.S.-made LED lighting: Includes stop/tail/turn and backup lights with strobe functionality

• Volcano-punched straight bumper: Adds safety and protection

• Hidden-hinge compartment doors: Improves security and aesthetics. TBB

MH Eby’s all-new Advance enclosed service body is designed to boost work truck functionality, durability, and ergonomics.

Jason McDaniel | Trailer/Body Builders

| Trailer Output

America, so the total trailer build is somewhat larger than the Top 25 numbers reported here.

This Trailer/Body Builders survey is made by contacting a member of the management team at each manufacturing company. The ranking of the companies does not necessarily reflect their relative success in terms of profitability or revenue received, but only the number of trailers produced. The dollar value of

a trailer can vary greatly depending on the design, type of construction, materials used and quality level.

Below is how the individual trailer manufacturers reported their trailer production for 2024:

1. Hyundai Translead

Hyundai Translead of San Diego, California, produced 56,088 units in 2024 (including 2,945 chassis and 818

Top 25 + 1 North American Truck-Trailer OEMs

dollies), down 32%. (In the print edition, TBB incorrectly reported chassis and dolly totals from the previous year. The accurate 2024 figures are here. We regret the error.)

Trailers are built at the company’s plants in Mexico.

“Despite decreased trailer demand and market adjustments in 2024, Hyundai Translead successfully navigated the year while celebrating our 35th anniversary and continuing to support customer needs,” CEO Sean Kenney said. “While there are still challenges and uncertainties for 2025, we remain committed to our customers with emphasis on product expansion and further investments in customer experience.”

2. Great Dane

Great Dane built approximately 36,000 trailers in 2023, down 12% from the previous year. The company also built over 1,500 truck bodies. Great Dane commemorates its 125th anniversary in 2025.

“2024 was a tough year for our customers as they dealt with a difficult rate environment as truck tonnage and manufacturing data showed a weak environment. As we enter 2025 we continue to see fairly weak indicators but are glad to see the manufacturing index move to positive territory to start the year,” Chris Hammond, EVP of sales for Great Dane, said. “I suspect the industry will drag along for a bit while the new administration gets their agenda in place. As more certainty returns to the markets, I think we’ll see expansion yet this year.

“The industry still needs to work through the trailers that are in the systems. As well, we will look for the aftermarket to help tell us when fleets are putting more units on the road as they have held on to cash and it shows up in the aftermarket data.”

Headquartered in Chicago, Illinois, and with additional corporate offices in Savannah, Georgia, Great Dane has manufacturing plants strategically located throughout the United States.

3. Utility Trailer Manufacturing Co.

Utility Trailer Manufacturing Co. produced a total of 33,702 trailers in 2024,

MARKET DATA | Trailer Output Report

down 31% from 2023. Of those, 20,166 were refrigerated trailers, 11,679 were dry van trailers, and 1,277 were flatbed trailers, reported Utility President and COO Steve Bennett.

Utility has six trailer manufacturing facilities. Multi-temp refrigerated trailers are built in Atkins, Virginia; Clearfield, Utah, and Eagle Pass, Texas/Piedras Negras, Mexico. Dry vans are manufactured at the Glade Springs, Virginia, and Paragould, Arkansas, plants. Straight deck and drop deck flatbeds are built in the Enterprise, Alabama, plant.

4. Wabash

Wabash shipped 32,100 new trailers in 2024, a 27% decrease compared to the year before.

Wabash also shipped 14,255 truck bodies, not counted in the rankings.

A “more diversified portfolio” helped Wabash manage the cyclical downturn in the dry van market, President and Chief Executive Officer Brent Yeagy said in a recent conference call with investment analysts.

Yeagy cited rising parts and services revenue and a series of new joint ventures and partnerships put together in 2024 as forming the “foundation for scalable growth” going forward.

Headquartered in Lafayette, Indiana, Wabash designs, manufactures, and services a diverse range of products, including: dry freight and refrigerated trailers, flatbed trailers, tank trailers, dry and refrigerated truck bodies, structural composite panels and products, trailer aerodynamic solutions, and specialty food grade processing equipment.

5. Stoughton Trailers

Stoughton Trailers produced a total of 15,000 units, a combination of dry vans, refrigerated vans, grain trailers, dollies, and intermodal container chassis in 2024.

The decline in total output was a “direct result of the free-falling market demand” for chassis over the last two years, the company reported.

To adjust for the changing market, Stoughton “right sized” dry van production across its facilities. On a positive

Wabash shipped truck bodies and trailers in 2024, with trailers’ shipping numbers slipping 27% from last year. But Wabash stated it has the “foundation for scalable growth” for 2025. Wabash

note, the company reported an increased market share for dry van net orders for the second consecutive year.

Regarding refrigerated trailers, Stoughton’s continued investments fueled a healthy increase in its production rate and market share.

“Last year, we significantly increased our component fabrication capacity by installing even more robotic and autonomous equipment. Our investments in automation will increase our ramp speed as the market recovers,” said President and CEO Bob Wahlin. “We believe that 2025 will yield a much higher production output based on the large increase in quote activity and orders received in the last 90 days.”

6. Vanguard National Trailer Corp.

Vanguard National Trailer Corp. produced 14,017 trailers in 2024, a 35% decrease from 2023.

Vanguard, started in Monon, Indiana in 2003, has grown to be a premier manufacturer of dry and refrigerated trailers in North America.

7. EnTrans

EnTrans produced 7,348 trailer units, reflecting about a 15% reduction from 2023, reported Jake Radish, SVP and CCO, Engineered Transportation International.

The decline was primarily driven by shifts in market demand and overall reductions in certain sectors.

“Despite these headwinds, we remained committed to operational efficiency, product quality, and strengthening key customer relationships while continuing to diversify our offerings,” Radish said. “Looking ahead to 2025, we anticipate a more stable market with renewed opportunities in specialized transport segments. Our focus remains on innovation, including lightweight designs, sustainability initiatives, and advanced technology integration to better serve our customers.”

The company is comprised of Heil Trailer, Polar Tank Trailer, JARCO, and Kalyn Siebert.

8. Manac Inc.

Manac Inc. of Saint-Georges, Quebec, built 5,750 trailers in 2024, down 28% from 2023.

“As most industry participant, we saw a steep decrease in the van and flatbed segments, with backlogs decreasing during the year. We still have expectations that 2025 will have a stronger second half, but the ever changing tariff landscape in the US puts this in doubt.”

Founded in 1966, Manac offers a wide range of vans, flatbeds, dumps, belt trailers, lowbeds, chip and logging trailers, as well as heavy-duty chassis for oil, gas and mining industries.

9. MAC Trailer Enterprises Inc.

MAC Trailer Enterprises Inc. built 5,640 trailers in 2024.

“We started to taper off, probably mid-August 2024 and up to that point backlog was still pretty good,” said Bill McKenzie, president of sales at MAC Trailer. “The signs were there—we saw it. And then we had the election on top of that. And once that got sorted out, things started to really turn. It looks like there’s light at the end of the tunnel going forward.”

Regarding tariffs, MAC relies on U.S.-based suppliers, McKenzie noted,

but he can’t be sure the vendors’ supply chains won’t be impacted. “Everybody’s concerned right now,” he said.

10. Fruehauf North America

Fruehauf North America produced 5,150 units in 2024, a 27% decrease from 2023.

“From Fruehauf’s perspective, the 2025 dry van market offers strong longterm potential despite near-term challenges,” said Fruehauf Inc. President Tom Wiseman. “While production declined in 2024, increasing backlogs and an expected recovery in the second half of 2025 signal improving conditions. Fruehauf is well-positioned to meet growing fleet replacement demand as freight activity strengthens.

“However, the recently announced tariffs introduce some uncertainty, with potential cost increases and supply chain disruptions that could pressure margins. We remain focused on operational efficiency, strategic sourcing, and working closely with our partners to mitigate these impacts and continue delivering value to our customers.”

11. XPO

XPO in Searcy, Ark., delivered 4,900 units in 2024, a 26% decrease from the year before.

This includes equipment ranging from 28’, 48’, 53’ trailers, dollies and straight trucks., according to Paul Reed, manufacturing senior director.

12. Timpte Inc.

Timpte Inc. in David City, Nebraska, built 4,700 hopper trailers for hauling grain and other bulk materials in 2024, a decrease of 7% from 2023.

“In terms of our semi-trailer business, we’re certainly predicting the market to be down in 2025,” President and CEO Tim Carpenter said. “We’ve seen in 2024 that the overall Polk registration certainly came down quite a bit. And we think 2025 is going to end up somewhere for us in the 4000-unit range.”

Timpte also has expanded its product lines and production in lighter-duty equipment. Construction is almost complete on a new 200,000 sq. ft. facility in Lincoln, Nebraska, to support new product initiatives and the aftermarket business.

“We’ve got a couple of new models that we’re going to launch here in the next 12 to 18 months that’ll kind of finish out where we want to be from a product portfolio standpoint,” Carpenter said. “Overall, it’s going really well.”

13. Fontaine Trailer Co.

Fontaine Trailer Co. manufactured 3,866 trailers in 2024, the Alabamabased platform specialist reported.

Fontaine Trailer President Alan Briley likened the 2024 downturn to the 2016 and 2020 cycles, characterizing the year as “a significant correction” and a “natural softening” for the flatbed market during a manufacturing lull.

“There was a decent amount of inventory on the ground that needed to be burned through—not just for Fontaine but, for the industry as a whole,” Briley said. “We contraction actually start mid2023 but it didn’t show itself until 2024 because we had such a backlog. This was really 20- or 22-month cycle correction, and we’re hopefully nearing the end.”

Indeed, Briley reported an upswing in quote activity “that we’ve not seen in over two years,” following the business uncertainty ahead of the November elections in the U.S.

And while the Trump administration’s tariff strategy had yet to slow those orders, the timing of the steel and aluminum tariffs announced Feb. 10 “couldn’t be worse.”

“I’m not ready to say that it’s going to derail the momentum, but it is certainly going to cause the cost of equipment to go up—and that’s coming from a company that really doesn’t buy anything out of Mexico or Canada,” Briley said. “In similar situations, with tires and other things that come from outside the country and get tariffs, the domestic suppliers are going to raise prices to match.”

While the post-pandemic supply chain challenges eased in 2024, Briley suggested problems could reemerge with renewed demand.

“For most of our vendors, probably most of our competitors, and for Fontaine as well, our biggest challenge is labor, and nobody’s really addressed it,” he said. “I don’t expect it to be as easy to get components—and therefore to build trailers—as it has been over the last year and a half.”

Finally, changes in tax law are impacting trailer dealers. With the cost of capital already high, being taxed on floor plan inventory will be a challenge for the industry, he suggested.

“Our largest dealers have been very averse to placing large stock orders, and that’s very different than what we’ve seen in previous corrections,” Briley said.

Founded in 1945, Fontaine Trailer is a Marmon | Berkshire Hathaway company.

14. Reitnouer Inc.

Reitnouer Inc. in Birdsboro, Pa., built 3,846 trailers in 2024, an 11% decrease from 2023.

A stable supply chain in 2024 put the company on pace to match the previous year’s production total—but a slowdown for November and December resulted in reduced output, Bud Reitnouer, company president, reported.

“The election always has an impact on your business [in the] short term,” Reitnouer said. “But this one was really big, because in people’s minds, for the business owners, who won was going to make a difference on what they were going to do for this year. So the orders are just starting to come in. The industry overall should be slightly better because of the pro-business policies.

MARKET DATA | Trailer Output Report

We expect a good year, not a great year, going forward.”

15. Strick Trailers/Cheetah Chassis

Strick Trailers/Cheetah Chassis built 2,550 trailers in 2024, a 60% decrease from the year before.

This includes 1,400 chassis, 1,100 dry freight vans, and 50 logging and flatbed trailers. The company also built 300 dollies and 125 truck bodies, not included in the trailer total.

“For dry vans, we saw demand decrease in 2024, especially as the year progressed. We continue to focus on diversifying the product mix at our Monroe facility and increased production of both truck bodies and dollies in 2024,” said Ben Katz, VP of sales. “We are expecting 2025 to be a challenging year in regards to dry van sales industry-wide. Since we are relatively small, we are hoping to be able to keep our production relatively stable in a down market.

“For chassis, we found that 2024 was a challenging year in regards to sales, which was not unexpected given the boom in chassis demand which lasted into 2023. We expect our chassis production for 2025 to be about where it was in 2024 and are hoping to see demand continue to increase as the year progresses.”

The Strick Group of Companies is made up of Cheetah Chassis Corp, Evans Trailers and Strick Trailers.

16. Di-Mond Trailers

Di-Mond Trailers, based in Stoney Creek, Ontario, built 2,087 trailers in 2024, down 25% from its record year in 2023.

“Due to challenging economic and industry conditions in 2024, Di-Mond Trailers was unfortunately not immune to the adverse impacts,” GM Frank Piccolo said. “While this represents a significant decrease, we remain focused on adapting to market conditions and identifying opportunities to support future growth.”

17. East Trailers LLC

East Trailers LLC of Randolph, Ohio, produced 2,077 trailers in 2024 between their dump, flatbed, and refuse product

lines, a decline of 24%, Chris Cooler, VP of sales and marketing, reported. Formerly known as East Manufacturing LLC, the company rebranded in 2024.

“East navigated the trying market conditions of 2024, including uncertainties surrounding the Presidential election cycle with both poise and strategic foresight,” Cooler explained. “We did appreciate a nice bump in orders post-election and a continued increase in order activity since.

“Looking forward to 2025, we are optimistic about the trajectory of our growth. We are actively refining our product portfolio, expanding our reach and optimizing our marketing strategies to capture a broader segment of the market. Specifically, we are placing particular emphasis on the latter half of the year as a critical window for accelerating expansion.

“Our forward-looking strategies include scaling production capabilities, enhancing customer support infrastructure and driving product innovation to meet the evolving demands of an ever-changing marketplace,” Cooler said.

18. Pitts Trailers-Dorsey Intermodal

Pitts Trailers-Dorsey Intermodal built 2,055 trailers and chassis in 2024, a 26% decline from the previous year.

“The chassis market was probably off 80%, so we took a big hit on the quantity there—but we were pretty successful in flexing our folks over into our low bed production, in particular,” President JP Pierson said. “We were actually up, on average, across the different product lines of about 30% on low boy production.”

As to 2025 and tariffs, the company buys its steel and aluminum domestically and so doesn’t have direct exposure there. However, as manufacturers shift to U.S. suppliers, those prices will rise with demand, Pierson noted.

“I think it’s a little early to tell, but there’s a lot of optimism in the market,” he said. “There certainly was a tremendous amount after November, and I think there still is some.

“We’re budgeting for a pretty sizable gross revenue increase this year. So we’re optimistic, specifically centered around construction.”

19. Dorsey Trailer LLC

Dorsey Trailer LLC , of Elba, Alabama, built 1,905 flatbeds (steel, combo, and all-aluminum), lowboys, and chip trailers in 2024, which was a 43% decline compared to 2023. Dorsey President Trey Gary noted that maintaining manufacturing efficiencies at lower production levels was the big challenge in 2024.

“For 2025 the obstacle at the moment is trying to maintain efficiencies and increase production,” Gary said. “We’re seeing a good increase [in orders] at the moment, so how do you ramp it back up as quickly as possible, and as efficiently as well?

“Of course, everybody’s going to be nervous on the tariff piece, the shock of pricing. We’ll have to go back into the market and go to customers with price increases. I hope we don’t have to, but that’s something that’s definitely out there, and you don’t need to shy away or hide from it.”

20. Trail King Industries

Trail King Industries in Mitchell, S.D., built 1,800 truck trailers in 2024, breaking even from the year before. They also built 650 light-duty trailers with axles of less than 10,000-lb capacity, reported CFO Gene Astolfi.

“Stability in the supply chain was evident in 2024,” Astolfi said. “It’s still a struggle to get that skilled workforce that we need. The biggest challenge in 2024 was not having enough workforce to support our customers’ needs.”

21. Premier Trailer Manufacturing Inc.

Premier Trailer Manufacturing Inc. , a family-run operation based in Visalia, California, built 1,698 trailers in 2024, a 63% increase from the year before.

“2024 saw Premier Trailer Manufacturing maintain its industry-leading position in the bottom dump, straight hopper, harvest trailer category with a production output of 1,112 units to

support the nut and grain industries,” general manager Michael McGinn reported. “In addition, Premier built 348 units of 24’ and 25’ produce flatbeds. Also in 2024, Premier launched new production units into the intermodal chassis segment, building 238 units comprised of 40’ and 53’ container chassis. Proudly, in 2024, Premier Trailer manufactured a total of 1,698 high-quality units as right here in the USA.

“In addition to the new trailer units manufactured in 2024, Premier expanded its involvement within the intermodal segment,” he continued. “We have found that our extensive fabrication and manufacturing experience has allowed us to provide chassis refurbishment services to the industry’s major chassis leasing companies. In 2024, we fully refurbished 392 units consisting of 40’ chassis, 40’/45’ slider chassis, and 20’ slider chassis over a six-month period.

“As we begin 2025, Premier Trailer Manufacturing, Inc. is on pace to continue our ongoing growth trajectory with our new trailer builds, but also significantly increase our refurbishment capabilities to meet current demands,” McGinn concluded.

22. Felling Trailers Inc.

Felling Trailers Inc. of Sauk Centre, Minn., built 1,533 trailers with a 10K or larger axle in 2024, a 13% increase over the previous year, Nathan Uphus, director of sales, reported. Felling also built 2,820 light-duty trailers.

“In 2024 we experienced a shift in product demand from the previous year’s orders,” Uphus said. “We saw orders for larger product increase, and a decline in light-duty units. In addition to our powder coat paint facility expansion, we’ve benefited from efficiency gains due to plant layout improvements. All of which have helped us to lower our lead-times.

“We’re seeing a strong start to 2025 orders and are continuing to hear a lot of industry optimism.”

23. Tremcar Inc.

Tremcar Inc. built 1,102 tank trailers and 198 tank truck mounts in 2024,

with total Tremcar tanks of 1,300, down slightly at 1% from the year before, Melanie Dufresne, director of marketing and communications, reported.

The Quebec-based company expects 2025 to be “pretty good,” Dufresne suggested, and she noted increased production capacity with facilities on both sides of the border. Uncertainty about tariffs, however, is a concern about the impact of potential tariffs.

“We have plants in the U.S. We have plants in Canada. We import and export on both sides,” Dufresne said. “So trying to figure out a game plan right now is pretty complicated, just because we don’t know where we’re headed. If we need to step up production in one plant or another, we’ll adjust. But we just don’t know right now.”

24. Extreme Trailers LLC

Extreme Trailers LLC , in Dover, Ohio, built 868 flatbeds and 303 step decks for a total of 1,171 aluminum trailers in 2024, down 9% from 2023.

“2024 was obviously a challenging year, with all the things that we faced in the market like input costs being high and those type of things,” Les Smith, president and CEO, said. “We’re pretty fortunate to win enough orders to maintain pretty close to status quo on production. We believe the fleets are

starting to understand how important tare weight is, and how it helps them in their endeavors.”

Looking at 2025, Smith expects margins to rebound with lower inflation. Production-wise, Extreme is already booked into May, he added.

25. Western Trailer Co.

Western Trailer Co. in Boise, Idaho, built 1,166 trailers in 2024, an increase of 12%, as various key ag markets improved, reported Todd Swanstrom, the company’s director of engineering.

“We had a pretty good year—things seem to come together pretty well,” Swanstrom said. “Our labor force stabilized or solidified, and lead times improved with materials availability. We had great planning and manufacturing leadership, and it just came together.”

26. Kentucky Trailer

Kentucky Trailer of Louisville, Ky., built 763 trailers in 2024, a decrease of 77%. The company also built 856 truck bodies.

“2024 was certainly a challenging year, but the bright spot for us was on the truck body side,” David Smith, strategic account manager, said. “We are leveraging trailer plant to increase truck body production. We see this trend continuing in 2025.” TBB

A welder works at Engineered Transportation International’s Juarez Trailer Operations in Mexico. The plant is the company’s most prolific production location and can cover 40% of the tank trailer industry’s total annualized demand.

Jason McDaniel | Trailer-Body Builders

Back to Basics

TMC’s annual meeting combined tracks focused on fundamentals with applying advanced tech

NASHVILLE—American

Trucking Associations’ Technology & Maintenance Council opened TMC’s 2025 Annual Meeting & Transportation Technology Exhibition March 10 here at the Music City Center.

“The TMC Annual Meeting is among our most important of the year,” said ATA President and CEO Chris Spear. “From the sold-out exhibit hall to the scores of educational sessions and industry standard-setting task forces, this year’s gathering promises to be a major opportunity for industry leaders to chart a course to address critical issues like reducing emissions, deploying automation, and improving safety.”

This year’s theme, “Advancing Technology Through Industry Engagement,” guided TMC’s customary slate of educational sessions, task force meetings, technical sessions, and management sessions. The sold-out exhibit hall featured 371 vendors—including 45 first-time exhibitors—spanning 353,000 sq. ft.

Lucas Roberto | Endeavor CV

in truck technology in our myriad of task forces and educational sessions. TMC leadership is committed to providing this experience for our members in a safe and responsible way.”

TMC held technical sessions with a special emphasis in two special tracks: Back to Basics and Advanced Technology. These included:

“For nearly 70 years, TMC has worked to raise professional and technical standards for the trucking industry,” said TMC Executive Director Robert Braswell. “This annual meeting is an important part of that—not just to see what is available in the field on the exhibit hall floor—but to have the opportunity to discuss and learn about the latest advances

• Regulatory Compliance Review: Catching Up with CARB;

• Effective Strategies for Presenting Maintenance Perspectives to the C-Suite;

• How Data Science Is Defining Today’s Software-defined Vehicles;

• A special edition of TMC’s popular Shop Talk, focused on the need for standardizing the next generation tractor-trailer electrical interface.

The event also featured ride-along demonstrations by Stoneridge, Inc., and static displays by Aperia Technologies, Range Energy, Samsara, Tesla, and Terberg Taylor Americas.

Hyundai Translead unveils truck body, redesigned atbed

Hyundai Translead showcased a lineup of new products and initiatives at TMC, all designed to enhance efficiency and connectivity across the industry.

Hyundai Translead’s latest advancements aim to address real-world challenges faced by fleets across North America. From next-generation trailer

technology to enhanced operational efficiency, these new offerings reinforce the company’s commitment to progress beyond just manufacturing trailers.

“Hyundai Translead is dedicated to delivering solutions that strengthen the connections between businesses, families, and communities,” said Sean

Kenney, CEO of Hyundai Translead. “This commitment is at the core of everything we do. Our latest products and initiatives reflect our unwavering mission of keeping our world in motion.”

Anza Truck Body : At the show, Hyundai Translead introduced the Anza Medium-Duty Truck Body. Suited for a

Great Dane’s TMC floor display celebrated the trailer manufacturer’s 125 years in business.

wide variety of industries and applications, the Anza Truck Body can be shipped as a kit, reducing shipping costs and allowing for easy, on-site assembly, according to the manufacturer.

Available in multiple lengths and interior heights, Anza features Hyundai Translead OEM components, such as a standard high bottom rail and composite panels, and is engineered to accommodate a wide variety of accessories, from lift gate and ramp preferences to load securement solutions.

Latitude Flatbed: Hyundai Translead’s completely redesigned Latitude Flatbed is both lighter and stronger than previous models, with a focus on ease of use.

To enhance driver ergonomics and maneuverability, the new design includes a standard patent-pending rear ladder with three points of contact, as well as a rear storage box for added accessibility. Standard j-hooks and j-tracks, as well as under lighting, enhance usability and load securement.

The Latitude Flatbed is also protected by a patent-pending high-impact side rail with a strong but lighter frame. An optional rolling tarp system and side ladders provide additional convenience and easier access to cargo. All of these are also available for retrofit on any flatbed through HT Aftermarket Genuine Parts.

HT HANA : Focusing on technological solutions, Hyundai Translead introduced HT HANA, an advanced insulation system that maximizes thermal performance while reducing thickness. HT HANA can maintain internal temperatures with a 35% improved thermal

efficiency compared to conventional systems. This advanced insulation system is thin but durable, long-lasting, and engineered to be easily repaired when needed, minimizing downtime.

HT TEMPS: The Thermal Event Monitoring & Prediction System (HT TEMPS) alerts drivers with a BLEenabled warning system to take timely, preventative action before thermal events escalate.

HT TEMPS monitors airflow interruptions and heat buildup to predict potential thermal events in trailer systems and uploads the data to fleet Transportation Management Systems to provide accurate and customized detection configuration. This system significantly enhances fleet maintenance and can help reduce loss in time, equipment, and cargo.

HT TEMPS is in the final stages of field testing and will be available later this year.

HT LinkVue: Hyundai Translead also reported a significant update to HT LinkVue, a 360-degree trailer camera system that boosts driver visibility, reduces blind spots, and ensures accuracy in tight dock maneuvers, now with third-party integration capabilities.

Hyundai Translead is partnering with fleet management solutions providers to extend the camera system’s capabilities.

Hyundai Translead’s partnership with Platform Science is designed to offer seamless integration to their open platform for fleet data, enhancing operational efficiency to maximize performance, increase connectivity, and optimize asset management strategies.

Suited for a wide variety of industries and applications, the Anza Truck Body can be shipped as a kit, reducing shipping costs and allowing for easy, on-site assembly. Hyundai Translead

“We’re thrilled to collaborate with Hyundai Translead on integrating HT LinkVue into the Virtual Vehicle ecosystem. This partnership represents not only additional choice for our fleets but enhanced versatility and scalability of the platform,” said Platform Science Vice President of Strategic Programs and Corporate Development Brendan Wood. “As trailer technology drives the next wave of advancements in transportation, HT LinkVue is playing a crucial role in elevating safety standards and shaping the future of mobility.”

The update will make it easier for fleets to integrate HT LinkVue into their operations while leveraging existing fleet management solution investments.

“HT LinkVue represents our commitment to advancing trailer technology in ways that improve driver awareness, efficiency, and fleet connectivity,” said Young Jae Park, Hyundai Translead’s VP of R&D. “By partnering with leading fleet management platforms, we are ensuring that our customers have the tools they need to optimize operations and drive smarter, data-driven decisions.”

myHT Portal: Hyundai Translead’s latest upgrade to the myHT portal enhances transparency and communication and now extends accessibility from dealers to customers.

Featuring a redesigned interface, expanded capabilities, and a mobile app, the portal now provides detailed insights into quotes, order status, product specifications, history, and warranties, offering customers even more convenience and accessibility.

The new design includes a standard patent-pending rear ladder with three points of contact, as well as a rear storage box.

Parts and labor costs down to end 2024: Decisiv/TMC report

New data reverses Q3 trend, with improved supply chain, technician efficiency

By Lucas Roberto

After going up in Q3 2024, parts and labor costs dropped 1.6% in Q4, according to the latest Decisiv/TMC North American Service Event Benchmark Report. The news was presented at the TMC annual meeting, and is based on Vehicle Maintenance Reporting Standards for the top 25 systems, representing 97% of service events.

The 1.6% drop reflects an anticipated decline in service activity following traditionally higher pre-holiday freight volumes in the third quarter of each year, the companies noted. The volume of service operations did increase 4.7%, though, and parts and labor still went down, which is notable to Decisiv CEO Dick Hyatt.

“Lower parts and labor costs are good news for service providers and fleets after last quarter’s increase,” Hyatt said. “While they indicate that parts supply chains are more stable and there is improved continuity in the ranks of technicians, the data also shows that service operations are handling an increase in events more productively and efficiently. With more effective service management, communication, and collaboration practices between their in-house operations and dealers, fleets are realizing how best practices can lead to a better bottomline.”

In Q3 2024, parts and labor costs went up in 19 of the 25 systems tracked. In Q4 only nine went up. Aero systems saw an uptick, while transmission, drivetrain, and rear-axle systems all went down.

This news was tempered by the volatility surrounding the Trump administration’s tariffs, which went into effect April 2,

and according to President Trump, are reciprocal. Jack Poster, VMRS manager for TMC, has been discussing with fleets how tariffs will impact parts costs and he said, “All of their vendors have said, ‘You’re getting the price increase.’

“And the sad thing is they all said, ‘Once they increase it, they never bring the price back down,’” Poster added.

Use of AI

Robert Ziemba, Decisiv VP of marketing, explained that this year the company embedded the machine learning algorithm directly into the Decisiv platform, enabling real-time analysis of service operations that aren’t already encoded with VMRS codes. This results in a much more comprehensive survey, with fewer operations left unencoded.

As the technology progresses, even more insights and efficiency should be revealed, Poster asserted.

“AI is the most exciting thing to happen to VMRS in the history of the VMRS,” he said.

He said machine learning and automation will speed up work order creation, and the data will also be more accurate, and by extension, more valuable. There’s only one thing Poster regrets about all of it.

“I wish I was a lot younger so I can stick around to see what’s gonna happen, because it’s amazing,” he said.

The full report is available to all registered TMC members.

Parts and labor

Similarly to the results of last year, powerplant (045) accounts for around a third of service costs, with another third split between exhaust (043) and “other.” The final third is made up of eight categories, with cooling (042) and brakes (013) leading at around 6%.

Despite the overall decrease, there were a few increases in parts and labor costs from Q4 2023 to Q4 2024:

• Aerodynamic Devices (004): 6.3%

• Transmission - Main, Automatic (027): 5.8%

• General Accessories (051): 5.3%

Here are the significant decreases in P&L costs YOY:

• Transmission - Main, Manual (026): -8.9%

• Axle Driven - Rear (022): -8.1%

• Drive Shaft(s) - (024): -6.1%

Ziemba suspects that the proliferation of automated driver features and ADAS could be a likely suspect driving costs down in these categories.

Robert Ziemba, Decisiv VP of marketing, explains how the company embedded a machine-learning algorithm directly into the Decisiv platform, and the immediate benefits to the service shop.

Lucas Roberto | Endeavor CV

Future outlook

Q4 of 2024 marked the first reporting period that labor costs fell in “quite a while,” according to Ziemba.

“Even though overall parts and labor were coming down, usually labor was going up and parts were coming down more to compensate it, so the overall cost structure is coming down,” he explained, noting that labor costs have come down 1.9% for the quarter and almost a full percent YOY. “This could point to better technician retention, because that has been one of the key issues driving labor costs.”

All in all, Ziemba and the company are optimistic that last quarter’s report is not indicative of a trend, and that labor costs will continue to fall.

“We’ll continue to monitor this, but it’s very good news that

last quarter seems to be an anomaly, and that we’re seeing parts and labor costs coming back down,” Ziemba said.

How the data was compiled

The data in the report is based on service and repair events entered through Decisiv’s service relationship management (SRM) platform, which uses an AI machine-learning algorithm embedded in the platform to encode events with VMRS codes.

Decisiv analyzes service data from around 74,000 fleets with more than 7 million commercial vehicles total, tracking over 300,000 service and repair events per month.

Decisiv, which has run this report for more than five years, expanded from nine to 25 VMRS system classifications in 2023 for greater detail.

Cargobull upgrades TRU performance, adds options

Utility Trailer and Cargobull North America revealed at TMC the latest innovations to their ultra-low emission transport refrigeration units (TRUs): a newly designed TRU with a microchannel condenser and the introduction of the Load-Dividing Bulkhead as a new option.

The microchannel condenser is set to further enhance efficiency, increase output, and boost overall performance of the 625 and 655MT Hybrid TRUs, which already meet the emissions standards set for 2030 and will now become a standard feature.

The microchannel condenser features a more compact design, making it easier to integrate into the TRUs and allowing for improved airflow. Despite its size, this microchannel condenser improves heat transfer and increases the already-high cooling capacity, according to the manufacturer. With the unique Cargobull variable-speed engine control, the TRU maintains optimal thermal performance.

“Our microchannel condenser offers better thermal efficiency, ensuring optimal cooling capacity even in elevated ambient temperatures,” said Andreas Schmitz, president and CEO of Schmitz

and CEO of Schmitz Cargobull, explains the latest innovations from Cargobull North America, the joint venture with Utility Trailer Mfg. Lucas Roberto | Endeavor CV

Cargobull, which designed the units. “At high outside temperatures, the condenser maintains reliable performance, crucial for consistent refrigeration. By reducing the refrigerant charge by three pounds, we enhance sustainability and lower both upfront and replacement costs.”

The Cargobull 625 and 655MT TRUs are both California Air Resources Boardcertified as ULETRU (ultra-low-emissions TRU) Evergreen units. Featuring additional hybrid shore power as a standard feature, these revolutionary

TRUs are exclusively available on Utility Trailer 3000R reefers.

The latest option for Utility’s 3000R multi-temp reefer is the new LoadDividing Bulkhead from Cargobull North America. This moveable, track-mounted bulkhead enhances energy efficiency and allows flexible temperature management by enabling different compartments with varying temperatures and volume capacities. The efficient sealing system forms an airtight seal, preserving optimal temperatures within compartments. This feature significantly reduces air flow and thermal transfer between compartments, optimizing thermal efficiency for partial loads.

“The partition wall is designed to be strong and reliable, eliminating the need for a mattress partition. It is easy to operate, with no shrinking during up and down movement,” Schmitz said. “The wall features automatic pressure equalization through the retraction of side and bottom seals when opening and is operated by a central locking lever. Additionally, it includes an angle-dependent brake for one-hand operation and automatically locks in the parking position, whether the wall is in the upper or lower position.”

At TMC, Andreas Schmitz, president

SAF-Holland launches ApolloSDx air treatment

By Kevin Jones

Broadening its range of solutions for “the unsung hero” of commercial vehicle safety, SAF-Holland has added the ApolloSD Super-Duty Air Treatment System to the Haldex family of air treatment systems. The line includes the GeminiMDx, DRYest, and PURest Haldex products.

These air treatment systems are designed to remove water vapor, moisture, oil particles, and other contaminants from the compressed air generated by the truck’s compressor before it enters the air brake reservoirs, company representatives explained during a press conference at TMC’s annual meeting.

With the launch of ApolloSDx, the Haldex air treatment roster now covers the full line of industry applications, Barry Williams, Haldex senior commercial product manager, air controls, noted. Slotted between standard and severe-duty use, ApolloSDx is built for OTR line-haul, dump trucks, rolloff and rural refuse trucks, straight and service trucks, terminal tractors, agricultural vehicles, school buses, emergency vehicles, and recreational vehicles.

Moisture in the air system can compromise brake performance. Williams pointed out that multiple TMC sessions this week are devoted to air dryer systems. If left unchecked, moisture leads to frozen lines, increased downtime, and costly repairs. So the Haldex product line provides an “immediate offset” in terms of ROI, both from a projected two-year service cycle and improved performance.

“Think about the hourly cost of a maintenance person doing the work, the replacement part, the sheer downtime,” he said. “That starts adding up real quick.”

The new ApolloSDx air drying system is an advanced solution engineered to deliver clean, dry air to maximize braking performance. This system integrates proven Haldex air drying technologies to enhance efficiency and reliability.

At the core of the ApolloSDx is the Consep (condenser/separator) and the PURest Air Dryer, which features an integrated purge volume, eliminating the need for a separate tank. The Consep pre-treats incoming air, removing up to 90% of contaminants before it reaches the PURest Air Dryer, according to the manufacturer. This process extends the life of the Multi-Treatment Cartridge (MTC+), which will remove up to 99% of any remaining moisture in the compressed air, providing superior protection against corrosion, freezing, and component failure.

The air dryer line is designed for installation by the OEM or is retrofittable. Of course, very little in the aftermarket CV space is simply plug-and-play. Williams emphasized the meticulous process behind fleet retrofits, including creating videos and extensive documentation.

“We’ll work with the fleet and figure out the best possible options. We all know that every commercial vehicle is different,” Williams said. “We’ve got technicians that go out and will help identify the best possible placement for those dryers. Our technicians are top notch; by the time it’s mounted, it looks like it came from the OE.”

Indeed, the ApolloSDx features a compact system design optimizing undercarriage space for flexible mounting and easy maintenance. A preassembled system on a custom mounting bracket enables quick installation, with the Consep positioned on either the left or right side to accommodate vehicle configurations.

The PURest Air Dryer, with its integrated and easily accessible components, simplifies servicing the dryer which translates to reduced maintenance time. Changing the MTC+ cartridge requires only 1/2” of vertical clearance above the canister housing, making for easy service replacement.

The ApolloSDx configuration delivers up to 34 SCFM, filtering and drying air to extend the life of downstream components. By eliminating unnecessary fittings and tubes, Haldex enhances system reliability by reducing potential leak points. TBB

SAF Holland

PURest® & DRYest® ApolloSDx™ GeminiMDx®

Truck Equipment

Leer unveils Bedslide rolling tray system

Truck Accessories Group, which does business as Leer, unveiled at Work Truck Week the Bedslide 500Go rolling tray system, which is designed to offer “significant” versatility at a “highly competitive” price point.

The 500Go enables operators to easily load, haul, and access cargo, Leer said. Featuring no-drill installation for easy installation, removal, and cleaning, the 500Go adjusts to fit virtually any full-size truck bed; and its rugged, weather-resistant tray can support up to 500 lbs.

“The 500Go offers an incredible amount of versatility and value, making it the perfect addition to our product lineup,” said Tracy Harper Jr., Leer vice president of marketing and ecommerce. “Whether it’s for work or adventure—or anything in between—the 500Go makes it easy, exciting, and affordable to work smarter and play harder.”

Designed for durability and convenience and constructed of high-quality materials, the 500Go enables both drivers and operators to easily load, haul, and access cargo, according to the company.

The 500Go also offers a wide range of features and innovations, including:

• Tray designed to accommodate dividers for optimized cargo organization and efficiency

Safe. Secure. Convenient.

SATA® Cup Systems

• Rugged, weather-resistant, and textured tray design and materials to withstand harsh worksites

• Streamlined design enabling the easy transfer of a complete tray from one full-size truck to another

• Tough rubber wheels that attach directly to the tray for smooth, secure front-to-rear motion

The 500Go is a patent-pending product for various work truck and pickup truck applications. The rolling tray will be available for fleets and operators to purchase beginning in late March, 2025, at BEDSLIDE’s nationwide network of authorized dealers and retailers.

For more information, visit www.bedslide.com.

Leer

The 500Go adjusts to fit virtually any full-size truck bed, and its rugged, weather-resistant tray can support up to 500 lbs.

Tough rubber wheels that attach directly to the tray enable smooth, secure front-to-rear motion. Leer

Truck, trailer, and body OEMs

The Board of Directors of Douglas Dynamics has appointed Mark Van Genderen as president and chief executive officer. Van Genderen has worked with the company for five years, most recently as chief operating officer and president of Work Truck Attachments. He succeeds interim president and CEO James L. Janik, who returns to his former role as chairman of the Board.

Suppliers and distributors

Patrick Etheridge has been promoted to original equipment/ national account manager for Double Coin, and Luis Garay is the company’s newest regional sales manager. Etheridge will oversee Double Coin’s truck tire sales into North America’s OEM and Fleet channels after serving as regional sales manager for the company’s Mid-South/Rocky Mountain Region. Garay has been in the industry for 17 years and previously worked in AG and OTR sales for K&M Tire.

E-Z LOK hired Grant Govel as the company’s business development representative. Govel was first appointed in July 2023 and has spent his career in technology, finance, marketing, and industrial businesses. In his new role, he will find new customers, act as the first point of contact, develop proposals, manage inventory, and close deals.

Mark Poehl has been appointed as regional sales manager for Vanair Manufacturing. In his new role, Mark will develop and maintain strong customer relationships, drive sales growth, and support dealers in the North Central region. Previously, he served as regional sales manager at Atlas Copco and worked at KTR Corporation, Sullivan-Palatek, and Boss Industries throughout his career.

Continental has promoted Tansu Işık to head of Business Area Replacement Tires the Americas, succeeding CEO Dr. Jochen Etzel after his retirement on May 1, 2025. Işık will report to Christian Koetz, executive board member of Continental and head of Continental Tires. Prior to his appointment, Işık has filled various roles with the company, most recently as the head of Region South & Channels Fleet and OE Trailer for Continental’s replacement tire business in Europe, the Middle East, and Africa.

Chris Cammack accepted a promotion at Grote Industries, where he’ll now serve as division manager – U.S. Traditional Sales. In his new role, Cammack will organize and coordinate all sales and support activities in the Traditional Division, and he’ll be responsible for U.S. Lighting and U.S. Accessories sales. His promotion comes after 26 years with Grote, where he has held several roles in marketing, business development, product management, and sales.

Yokohama Corporation of North America (YCNA) has promoted Jeff Barna, current president and CEO of the Yokohama Tire Corporation (YTC), to also serve as president and CEO of YCNA. In his new role, Barna will also support Yokohama Canada and Yokohama Mexico. Stan Chandgie, who currently serves as TYC chief operating officer, will also become YCNA COO, adding Yokohama Canada and Yokohama Mexico to his management responsibilities.

Associations

Sara Kaderly is now the director of programming and remanufacturing lead for MEMA Aftermarket Suppliers. In her new role, Kaderly will lead the remanufacturing initiatives for the association and manage the Business Technology Council. She will also play a key role in the Aftermarket Technology Conference. Prior to joining the association, Kaderly served as director of sales and marketing at NewStream Enterprises.

Mark Van Genderen

Luis Garay

Patrick Etheridge

Grant Govel

Mark Poehl

Tansu Işık

Chris Cammack

Stan Chandgie Jeff Barna

Sara Kaderly

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