We asked readers to share what equipment they use and maintenance strategies they employ. Here we present the findings, along with related relevant industry data.
p.
In The Bay Information inflation
Data analytics around items like air pressure, temperature, and wheel speed can help fleets pinpoint injured tires, estimate treadwear, expose upstream issues, and improve overall tire management. p.
Shop Operations
Overachievers Award
We asked fleets who the hardest working maintenance professionals in their organization are and got plenty of great responses. Here we profile the winners of our second annual Overachiever Awards.
VMRS demystified
Vehicle maintenance reporting standards have been around for 55 years, but technicians aren’t generally familiar with the benefits. Here are a few of them.
Custom
By tailoring eDVIRS to your fleet’s needs, inspections are done faster and the data goes where it should.
EXCLUSIVES
Visit the official website of Fleet Maintenance for more information from stories in this issue, plus online exclusives on pertinent topics in the fleet maintenance management industry.
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Trucking legend Gene England gone, but his legacy will endure
Many know Gene England as a trucking pioneer, but his selfdescribed “wonderful life” included heroics on the battlefield and dedication at home as a dutiful son, brother, husband, father, and (great-great) grandfather. FleetMaintenance.com/55242869
ARTICLE
Ohio truck shop’s pivot to emissions work includes dual-purpose eAPU business Diesel Emissions Specialists has launched Polar Fox eAPU, a unique electric APU powered by “dual purpose” lithium batteries that can also start a truck. FleetMaintenance. com/55242353
ARTICLE
Freightliner Cascadia Generation 5 takes safety, efficiency to next level
The Freightliner Cascadia Gen 5 is overflowing with innovation, especially on the safety side. Take a look at the new additions and get some insights from the team that developed the new Class 8 platform. FleetMaintenance.com/55235499
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On the road: What life is like for a mobile technician It’s no secret mobile maintenance is on the rise. But what’s it like for mobile techs on the road? FleetMaintenance. com/55242845
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John Hitch | Fleet Maintenance
Five big trucking predictions for 2025
In the year 2025, if trucking is still alive, if shops can survive, they may find…
By John Hitch Editor-in-chief
A few days after Apollo 11 (allegedly) landed on the moon in July 1969, a couple of young fellas from Nebraska by the names of Danny Zager and Rick Evans topped the charts and stayed there for several weeks with a part psychedelic/part apocalyptic rock song called “In the Year 2525.”
Alas, Zager and Evans likely went too far in time with their predictions that spanned 10,000 years (though some are coming true now like drugs, automation, and genetics). It was their only hit. These predictions about trucking maintenance, however, will all be for 2025. With any luck, I’ll hit on at least a few.
Hydrogen’s hopium supply runs dry
There are clear warning signs about fuel cell trucks’ near-term viability in trucking. One is Donald Trump’s return to the White House. Will his EPA approve the waiver request (currently under review) needed to give CARB’s Advanced Clean Fleet mandate teeth? As Trump would say, “NO WAY!” Without it, drayage trucks in California aren’t compelled to go ZEV and a major potential market for fuel cell OEMs is off the table for several years. Meanwhile, the less expensive and relatively simpler BEV technology will continue to gain ground.
A bigger sign is that the most prominent fuel cell truck maker, Nikola, is turning its proponents into cynics. This summer, William Hall, the first trucker in California to get his hands on a Nikola FCEV shared with us how his first six months went. He admitted there was some occasional downtime, and that he had some problems getting access to the few hydrogen fueling stations around, but overall he felt pretty positive. This fall, he shared on LinkedIn that he’s had to contend with battery failures and fuel cell shutdowns. Worse than that, he expressed he felt abandoned by the OEM. When I spoke with Hall (off-the-record, sadly) in early November, he hadn’t given up hope yet, but if the problems and lack of communication persist, it’s only a matter of time.
No need for speed limiting
Trump’s hard stance on emissions regulations and rolling back perceived EV mandates will get a lot of attention, but I’m predicting one less-
talked-about mandate will slow to a halt: the proposed federal speed limiter rule, which was delayed until May 2025.
Many fleets choose to implement the technology, but the industry is divided on capping all heavy truck speeds. Earl Adams, Jr., former FMSCA deputy administrator, noted that of the 15,600 letters sent in during the comment period, “I would say more than half to 60% were unique individual letters.
“That blew my mind,” he added, because for that comment volume, it’s usually due to a massive letter-writing campaign with the same language.
Given Trump’s anti-regulation agenda, look for this rule to have zero forward momentum.
AI and humans team up to fight downtime
AI has burst onto the telematics scene, gobbling up real-time and historical data from assets and spitting out predictions on future failures. At the same time, OEMs are moving towards customer service reps specializing in the art of uptime, analyzing telematics data and Diagnostic Trouble Codes to help individual customers identify service issues and where and when to get repairs. International calls them Uptime Advocates, while Volvo Trucks labels them Uptime Support Specialists.
Alone, AI-enabled predictive maintenance is good at sifting through data and making quick computations, but has some blind spots when it comes to operating in the real world. Adding an experienced human to the mix to handle all the things AI isn’t good at yet should be even better.
Volvo’s upgraded Blue Service Contract maintenance program, which includes AI-embedded Volvo Remote Diagnostics and the Uptime
Specialists, is an early use case. Look for several similar solutions to follow next year.
Shops get serious about training and mentorship
This one I’m trying to will into existence. We routinely publish stat-filled stories on how training is falling short, which is not a good sign for the health of the sector or a shop’s turnover rate. For example, in a 2023 ASE survey, 55% of fleet technicians said they didn’t have adequate access to training. That’s bonkers in 2024 considering the available tools at shops’ disposal. Several OEs offer online courses and are also willing to come to shops to do in-person training. And as our training Overachiever Joseph Russo noted, YouTube has several excellent channels ready to share theoretical and practical knowledge. But technicians have to want to learn; a boss can’t pry their eyes open Clockwork Orange-style and force them to watch. Managers and trainers can, however, instill that desire to learn and incentivize their hard work. Learning new technologies and ways to better troubleshoot and repair issues likely will take off-the-clock studying, so that ROI needs to be explained.
This is where mentors come in. A CNBC/ Survey Monkey study found 91% of workers with mentors were satisfied with their jobs. I’ve (anecdotally) noticed an uptick in mentorships this year, and that may be confirmation bias, but I’d like to think it’s more operations catching onto the value of training. It’s cheaper than onboarding new techs all the time and having to do comebacks because a poorly trained tech made a mistake.
We’re going to get back to basics
Talking about new technology and AI is great and all, but we predict our readers will need information on what will help them get through the year, navigating the 2027 prebuy situation, tariffs, and whatever else. So I predict we’ll write about PMs and lean practices, and maintaining universal systems like suspensions and fifth wheel. Sure, I may already have the editorial calendar that says as much, but I have to at least hit on one.
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Fleet Maintenance 2025 Survey Results
T[ IN VEHICLE ]
By Alex Keenan and John Hitch
We asked readers to share what equipment they use and maintenance strategies they employ. Here we present the findings, along with related relevant industry data.
he fleet maintenance industry has no shortage of data, and plenty of potential rewards to reap from harvesting that data, including greater e ciency and transparency. But sorting the wheat from the cha in an endless data field can be tricky. So, how can maintenance departments fi nd what they need?
“Go to your operations people and fi nd out what you can do to help them do their job better,” said Neil Roberts, fleet director at Raider Express, at the 2024 Truckload Carriers Association’s Refrigerated Meeting. “ ere are vast amounts of data that you can pull from, but if you’re not actually improving your operations and allowing your people to do their jobs and do them more e ciently, then the data is not very useful.”
For maintenance departments, that can mean parsing through your fleet’s historical data to fi nd repair trends in the shop or comparing technician e ciency with repair costs to see if there’s anywhere you can streamline your operations to save money.
To help you do that, we’ve taken a broad look at the industry over the past few years, including comparing results from the American Trucking Research Institute, Fullbay’s State of Heavy-Duty Repair reports, and International Roadcheck results. In October, we also sent out a survey to fi nd out out what our readers had to say regarding equipment and management practices. We received 58 responses and on the following pages, you can see what they said about current oil maintenance practices, brake and tire trends, and the overall state of shop management. We hope it gives a clearer current view of the industry and makes your search for answer a little easier as you plan for the new year.
Number of vehicles in your fleet
Job title
Number of bays
Type of business
We rounded up for decimals above .50 for clarity. Responses were drawn from a total of 58 respondents.
2024 Equipment Trends:
Class 8 Truck Sales: 230,000 units, up 2% from last year
Class 8 Truck Orders: 165,000 units, a drop of 20% from 2023
Class 4-7 Truck Sales: 180,000 units, for a 4% increase
Trailer Production: 290,000 units, down 5% year over year
Used-Truck Sales: 100,000 units, rising 12%. Costs dropped by 10%.
Top considerations when choosing oil
U.S. diesel costs, 2020-2024
Did you know: Twice as many third-party repairers sample oil to determine oil change intervals than for-hire carriers.
How do you plan oil change intervals?
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Year after year, tire-related issues are one of the top two causes of out-of-service violations for commercial fleets. That’s probably never going to change. With 18 tires on each tractor-trailer facing rough asphalt, potholes, nails, and more every day, issues are bound to pop up. However, fleets can reduce the likelihood of incurring violations, and spending so much on tire replacements, by leveraging data to improve their tire maintenance programs and proactively address issues on the tire and wheel end overall.
For many, the power of this information starts with inflation data provided by tire pressure monitoring systems (TPMS). In their simplest form, TPMS sensors provide a fault light on the dash to indicate low pressure, or underinflation. These have been mandatory on passenger cars and commercial vehicles under 10,000 lbs. GVWR since 2007. The less inflated a tire is versus the specified pressure, the more likely a blowout may occur. Efficiency also decreases because of the added rolling resistance.
At the more complex end, TPMS data can link to various maintenance platforms to point out which tires need immediate attention and also provide a broader view of a fleet’s tire health.
But the benefits of TPMS and other tire and wheel-end data don’t stop there. When used to their fullest potential, fleet maintenance teams can use tire data to proactively address systemic tire issues and troubleshoot recurring problems.
“Most people view TPMS as a solution,” said Robert Chernow, director of national tire maintenance at Ryder. “In reality, it’s a catalyst for operational behavior change. TPMS will give the team on the ground what it needs to identify issues. But the team must also be good at capturing the ROI. If the maintenance team doesn’t use the data to address the issues, all the fleet is doing is paying for an expensive flashing light bulb.”
Before we explain some ways a fleet’s tire maintenance teams can get the most out of this data, let’s first discuss how tire health is handled and collected today.
The automatic solution
An increasingly common feature on today’s trailers is automatic tire inflation systems (ATIS), spec’d on about 70% of new trailers, according to Hendrickson. The ATIS itself relies on target pressure data established by the user to know when to add air to a tire.
Regardless of how sophisticated an autoinflate system might be, it’s important to note
» Aperia Technologies’ Halo Connect TPMS solution leverages the company’s predictive alerting algorithms that are based on more than 100 billion miles of real-world experience to detect tire underinflation and leaks.
that adding air to underinflated tires is only one aspect of the system.
“Our customers recognize the value in managing both over and underinflation,” said Matt Wilson, general manager of the controls business unit, brake and wheel-end group at Hendrickson. “It’s also helpful when the system can ensure that all tires are operating at the same pressure.”
Hendrickson offers inflate-only ATIS for trailers, as well as ones that remove air from overinflated tires. They also provide systems that adjust tire pressures based on the load they sense.
In any event, auto-inflate systems all rely on data to make any necessary adjustments during operation. None of that data is retrievable or sharable, though, without the addition of other electronic sensors.
“An automatic inflation system solves most tire-related problems a fleet encounters,” Wilson said. “However, that system does not provide a technician with clear information regarding which specific tire has an issue or what the issue is. This is why TPMS, in addition to an auto-inflate system, can provide valuable benefit to a fleet.”
Auto-inflate and TPMS go hand in hand
When you think about it, a good auto-inflate system could actually lull fleets into a false sense of security. In the case of a slow leak, auto-inflation keeps the vehicle rolling down the road. In many instances, the driver—much less the maintenance staff—don’t even know it’s happening.
“When you get back to the shop and unhook, that leaking tire that has been kept up by the ATIS may go down,” said Craig Smith, VP of marketing and communications at Pressure Systems International (P.S.I.).
TPMS data, on the other hand, will record those recurring pressure changes so a technician knows there is an issue.
“Our TPMS sensors tell you which tire it is and if the ATIS control box has been activated,” Smith explained. “Drivers don’t always let you know when there’s a tire issue. TPMS data does.”
Another thing to think about is what happens to a slow-leaking tire after the truck, or especially a trailer, is parked for the night or long periods.
Data that tips off technicians
And if the auto-inflate system is kicking on and staying on, the technician knows that the tire incurred some damage that requires immediate attention.
“The bottom line is that TPMS data will point to those injuries and leaks, so the maintenance staff knows to take a closer look,” Wilson said. That is why Hendrickson offers an integrated TPMS sensor option with all of its TireMaxx auto-inflate systems. That TPMS
» Hendrickson offers three auto-inflate systems. TireMaxx C is inflate-only. TireMaxx Pro, the company’s biggest seller, allows air to flow both ways to manage both under and overinflated tires, as well as mismatched tires. Hendrickson’s newest system, TireMaxx Pro-LB (pictured), adds another dimension in that it is data-driven and can adjust tire pressure based on the load it senses.
Hendrickson
data can be monitored by any telematics device that can receive Bluetooth messages.
TPMS data can also alert maintenance teams to any issues with an auto-inflate system itself.
“Fleets using a comprehensive tire health monitoring solution will see underinflated tires that should have been inflated by a properly maintained automatic tire inflation system,” said Cliff Creech, SVP of engineering and operations at Phillips Connect, a provider of sensors, analytics platforms, and other IoT solutions. “This comprehensive approach allows fleets to dispatch technicians to address both the obvious tire issue and any underlying issues with the ATIS.”
Fleets have numerous TPMS options to choose from. As is the case with autoinflate systems, some are more sophisticated than others.
“The most robust help give an indication of treadwear, along with inflation, temperature, and load,” Ryder’s Chernow said. “Having that digital fingerprint of each tire is the next best thing to physically taking a tire off a vehicle to inspect it.”
» To make an investment in TPMS worthwhile, maintenance teams must be willing to embrace the data and act on what that data is indicating.
Ryder
For example, underinflation tends to cause accelerated wear on the inside and outside edges of a tire, whereas overinflation causes faster wear in the center. If TPMS data tells a technician that a certain tire is chronically under- or overinflated, that technician can check for signs of accelerated wear in a more predictive fashion.
Tire data is integral to Goodyear’s new Tires-asa-Service solution. But there’s more to tire health than inflation.
“Total cost of ownership goes beyond simply keeping tires from going flat while in operation,” explained Michelle Ross, head of sales and marketing for Goodyear TaaS. “The benefits of Tires-as-aService are a result of the complete management of tires, from monitoring tire health to scheduling and executing tire maintenance proactively.”
Goodyear’s Tires-as-a-Service offers 24/7 remote monitoring of tire pressure, temperature, and treadwear, with live tire monitoring data available on the Goodyear Mobility Cloud.
“Our solution uses technology powered by Goodyear SightLine, including a sensor on every tire, a telematics control unit (TCU), and ATIS inflators on drive and trailer positions,” Ross said, adding that the sensors are either valve-cap or tire-mounted.
The subscription-based program leverages the Halo Tire Inflator from Aperia Technologies, an externally mounted device on the wheel that captures a tire’s rotational energy and converts it to pressurized air, to help reduce emergency roadside events.
Treadwear is another area of focus.
“Using all of the data from our technology, we have developed proprietary algorithms to estimate treadwear,” Ross said. “Goodyear representatives use these insights to proactively schedule maintenance for the fleet, addressing potential issues before they worsen.”
» Digital ThermALERT is installed in the axle, where thermocouple wires then extend to the wheel ends. Those wires are able to pull temperature readings from the bearing area of the wheel end. Maintenance managers can set adjustable temperature alerts for equipment monitoring, break-ins, and testing.
New technology to aid technicians
After the data is collected by the sensors, fleets can leverage artificial intelligence and machine learning to proactively address tire issues.
Predictive analytics and machine learning are cornerstones of Aperia’s Halo Connect TPMS solution, which is on nearly 250,000 heavy- and medium-duty trucks.
“We’ve built alerting algorithms based on more than 100 billion miles of real-world experience to detect tire underinflation and leaks,” noted
Ralph Dimenna, Aperia chief commercial officer. Halo Connect combines pressure and temperature data with geolocation information from the telematics gateway. When used in conjunction with its Halo Tire Inflator, Halo Connect also collects information on the amount of air pumped into a tire, tire rotations, diagnostics on inflator performance, as well as advanced information from embedded accelerometers. Machine learning then assesses all of those variables to categorize tire issues by severity, allowing fleets to improve maintenance planning and resolve critical issues faster.
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Recently, Aperia upgraded Halo Connect to o er a tire tread diagnostics suite and remote tire pressure adjustment capabilities. Using Aperia’s laserbased handheld 3D tread scanner, shops can also receive advanced tire service recommendations and maintenance insights, such as detecting irregular and excessive tire wear, mismatched tires, and alignment issues.
Dimenna said these advancements can improve a fleet’s fuel economy by 1% to 2%, and also reduce emergency roadside service calls by up to 90%. e overall tire budget also benefits by extending tire life by 15% to 20%. According to Aperia, these features can save $2,000 per truck annually.
“ ese new capabilities close the loop for active tire maintenance, transforming tire management for fleets,” Dimenna said. “ ese innovative features are simple to implement and act upon. Halo Connect i3 advanced tread diagnostics and remote adjustments deliver tremendous leverage for optimizing operations.”
Another scanning option is Anyline’s Commercial Tire Tread Scanner, which collects vital data including tire IDs, tread depth, sidewall condition, and tire size simply by opening the app and pointing at the tire. e so ware tool works on any camera-enabled smartphone or mobile device.
“Tire tread scanning is the fastest and easiest way to monitor the health of a tire,” said Lukas Kinigadner, CEO and co-founder of Anyline.
“When fleet operators scan tire information accurately, they have better data on tire health, making it easier to pull a tire for replacement or retread at the optimal time. Fleet companies can optimize the use of each tire on their vehicles, which reduces costs, ensures vehicle uptime, and enables fleet owners to better schedule maintenance.”
Maintenance teams can also leverage TPMS data with other data such as mileage and GPS location to provide further predictive insights.
“A technician could identify treadwear patterns based on vehicle, load, where it’s driving, and how much it’s driving,” explained Kellie Taube, VP of global sales at P.S.I. “ is combination of data could help with treadwear predictive analytics to better manage other tires in the same type of application.”
Tires and temperature
Temperature is another thing to pay attention to.
“Heat is a huge enemy of tire life,” Chernow said,
» Goodyear’s Tires-as-a-Service leverages the company’s premium tires and expansive service network, the Halo Tire Inflator, and real-time tire pressure and temperature data to estimate treadwear and help fleets execute tire maintenance proactively.
Goodyear
adding that today’s leading tire brands rarely wear prematurely unless an upstream issue is causing it. In other words, chronic heat could signal premature wear, premature wear could signal an upstream issue, and the TPMS data could prompt a closer look on a more predictive basis.
“If a tire is wearing unevenly, it’s possible that the axle has shi ed, or the pin that holds it in place is worn,” said Jake Schel, an editorial consultant with Mitchell 1, a provider of vehicle repair so ware and repair shop solutions, including TruckSeries repair information so ware for Classes 4-8 trucks. “Now you have four tires running slightly crooked, feathering as they go, and running hotter.”
As another example, let’s say a garbage truck is seeing consistently high temperatures at one of the wheel positions. Seeing as how o en a garbage truck has to stop, it’s possible there is a worn brake pad. “ at temperature data could be what prompts the technician to take a look before a rotor is ruined, too,” Taube said.
“Temperature o en indicates whether a tire is operating at its optimal pressure,” Mitchell 1’s Schel noted. “A tire with low pressure will run hot. If some systems detect rising temperatures and increased load on a tire, they may increase the air pressure to maintain the best temperature range while traveling.”
Some of today’s more advanced systems also utilize wheel-speed sensors. “Faster wheel speeds can increase temperature, and the system compensates by adjusting tire pressure to prevent a blowout,” Schel explained.
at is why Hendrickson is planning to o er a more comprehensive sensing solution in mid-2025.
“Our Watchman solution will be able to monitor for tire pressure, as well as other wheel-end issues such as bearing health by monitoring things like wheel-end temperature,” Wilson said. Hendrickson plans to make the data available on the CAN bus, which would make it possible for any CAN-enabled device on the trailer to monitor the data, including most trailer telematics systems.
Watchman will also include a mobile app for quick and easy monitoring.
P.S.I.’s newest wheel-end solution, Digital ermALERT, provides real-time visibility into hub temperatures. Furthermore, it allows maintenance teams to set parameters as to when they’d like to be alerted about abnormalities. at’s an important aspect of data-driven maintenance. Too much data can become overwhelming. On the other hand, customized alerts and user-friendly dashboards help fleets recognize the important things that need to be dealt with.
“With our conventional ThermALERT, it would activate at a certain temperature with no warning,” Smith explained. “It would still help save the wheel end and trailer. But with Digital ermALERT, by looking at the real-time data through our TireView LIVE portal, the fleet can identify where the good operating temperature range sits for that vehicle. e fleet can set an alert when the temperature rises above that ideal range, but is not yet up into that critical range. An immediate roadside service may not need to be scheduled, but the driver does need to know there’s an issue that needs to be looked at, potentially at their next stop.”
is type of wheel-end data can help catch signs of brake dragging above and beyond what a TPMS temperature reading might indicate. Bearings that were overtightened during a recent service could also cause a spike in wheel-end temperature. Additionally, bearings that are beginning to fail, lack of lubricant, and over-adjusted brakes can also cause excessively high hub temperatures.
“One of our fleet customers had a scenario where a vehicle le the shop and the maintenance manager got alerts on all four hubs at once,” P.S.I.’s Taube related. “Come to fi nd out, the technician had over-adjusted the slack adjusters. Nobody would have ever known if not for that real-time wheel-end data that forced them to take a look.”
When you get down to it, an auto-inflate system, TPMS, and wheel-end sensors are really at their best when they work hand in hand. And when maintenance teams make use of the data these systems provide, they can avoid many tire-related issues altogether. at requires a mindset shi among many maintenance professionals, even when you’re just talking about TPMS.
For related content go to FleetMaintenance.com/in-the-bay
» Phillips Connect offers tire sensors that monitor air supply from the auto-inflate regulator to the tires, as well as TPMS sensors that monitor tire pressure and temperature. Phillips Connect
Recognizing fleets’ top performers
[ LABOR
MANAGEMENT
]
It’s hard to succeed in commercial vehicle maintenance without a good work ethic, but these six professionals take it to another level.
By John Hitch
TECHNICIAN
Vernon Fulkersin
Joseph Russo
Hector Varela
MOBILE
Sean Wilkin
Justin Perry
David Forgie
TECHNICIAN AWARD
Vernon Fulkersin
LEAD TECHNICIAN, FTC TRANSPORTATION, OKLAHOMA CITY, OKLAHOMA
Vernon Fulkersin has been a mainstay in the bay at FTC Transportation (FTCT) in Oklahoma City since 1992, and the trucking company’s SVP Emory Mills has worked alongside him for the last 24 of those years. She remarked how the lead technician’s value isn’t just in the outstanding service he provides to the 25 Cascadia sleepers and 60 trailers in the fleet—along with one other tech, Mark Grayson—but as a comforting institution who makes the place brighter through his positive attitude and actions.
“Vernon’s character makes him shine,” Mills attested in her nomination. “He never says ‘no’ to helping someone and encourages anyone he knows who is having a hard time.”
Fulkersin started out as a roughneck in the Oklahoma oil fields in the late ’70s, but you’d never know that by the way he melts when he talks about his grandkids. At 64, with twinkly eyes hidden behind spectacles and a luminous white beard, he resembles a fitter version of Santa.
To FTCT, he’s both a tireless worker and a saint.
Mills recalled one Friday, when the office and shop had shut down at noon, that one of the drivers was having trouble with his mini fridge just before he was to leave.
Fulkersin had made plans with a friend, but he also knew what heading across the country without a place to store his food would mean for the driver.
“I hear from drivers almost every day that it costs too much out there for them to not use a refrigerator,” Fulkersin said. “It’s like $60 a day for one driver to eat, going to truck stops.”
So he stayed and started troubleshooting the fridge’s electrical system like he would any vital system on the truck. Because to the driver, it was. In the end, the fridge was junked and replaced.
» Fulkersin has no problem canceling plans or staying late when someone needs his help, and it doesn’t go unnoticed.
FTC Transportation
It was a value brand, nothing special, one that Fulkersin said typically has trouble surviving many road miles and hard bumps. Canceling his plans to help a needy driver also didn’t seem like anything special to Fulkersin.
“Sometimes I have to cancel my dental appointment or doctor’s appointment—ain’t no big deal to me, but I’ll stay right in there until I get the work done,” he said matter-of-factly in typical Okie fashion.
It was a big deal to the driver.
“This act made a huge impression on our driver, who shared that he was truly overwhelmed that a company and this mechanic cared enough about his comfort and needs to sacrifice their off time to help him,” Mills said.
Driver satisfaction is a huge deal to FTCT, which has earned a CarriersEdge “Best Fleets to Drive For” award for 12 years running.
Fulkersin will also help retired drivers. During a recent vacation, he took the time to drive to Amarillo, Texas, four hours away to help a retired driver restore a 1956 Ford F-100. Meanwhile, his home project is currently a 1965 Ford Falcon.
The one thing about institutions, though, is what happens when they leave. Fulkersin plans to retire in the next few years. But he isn’t planning on leaving the shop without a succession plan.
“It’s just like family,” he said. “I just can’t walk out the door.”
And even when he does, it’s likely he’ll still be there if Mills needs him.
Tokens of appreciation
Each winner was sent the following gifts from our gracious donors:
•
donated a Yeti cup and a $50
gift card.
• Fullbay provided a Yeti Gear Case, Gerber Box Cutter, and backpack.
• Milwaukee Tool sent out 1/2” M12 Stubby Impact Wrenches.
• Red Kap has gifted each winner a Performance Hoodie.
Fleetio
Amazon
TRAINER AWARD
Joseph Russo
LEAD
INSTRUCTOR, FAIRFAX COUNTY DEPARTMENT OF VEHICLE SERVICES, FAIRFAX, VIRGINIA
Joseph Russo has never romanticized working on vehicles, though he’s done it nearly 40 years. He did 25 years as an automotive line technician for domestic and import dealerships and independent shops. He candidly admitted he does it “to pay the bills.”
Ironically, Russo, as part of a three-man team responsible for quality inspections and training for the Fairfax County Dept. of Vehicle Services, has become rather good at igniting passion in other techs. The classes he instructs are open to the 240 Fairfax County techs and six surrounding municipalities. He taught 200 techs in total last year, reported Jonathan Mendez, a Fairfax DVS asst. superintendent who oversees quality assurance.
He also nominated Russo, who runs oneday, seven-hour classes that focus on electrical, air conditioning, air brakes, steering/suspension, and diesel engines. These serve as a primer for new techs and refresher for veteran ones. The county has about 6,000 assets, which includes 1,600 buses. Mendez noted Russo has improved and expanded the curriculum and will work one-on-one with techs, helping them study for ASE certifications.
“This in-house training is greatly cost effective, aids in production and fewer comebacks, and gives the tools our techs need to become ASE certified,” Mendez said.
Luckily for the Fairfax techs, understanding how things work, like electrical systems, is an area Russo does obsess about.
“I study this stuff all the time—I’m kind of a geek about it,” he said.
His goal is to be “able to explain it to somebody and not confuse them, and not get out over my skis.” Getting techs to understand how voltage drop tests work is one of his more personal crusades.
Another focus is getting techs to “look at how to evaluate a part that may be on its way to failing and take that next step from preventative into predictive maintenance,” he said. For example, he said early signs of bearing failure on a diesel truck’s accessory drive pulley might not be audible like it is on a car, but if left unchecked, could result in a breakdown and tow-in.
Russo replicates how he learned as a young tech trying to figure out how to trou -
SUPERVISOR AWARD
Hector Varela
FLEET SUPERVISOR, CPS ENERGY, SAN ANTONIO, TEXAS
Hector Varela, fleet supervisor for CPS Energy, San Antonio’s major electric and natural gas utility, said the most difficult part of transitioning to a leadership role in 2021 was learning to spend less time in the shop and more in the office.
That’s because he spent so much time in that shop. He was a technician at CPS for 22 years maintaining the mixed fleet that now has around 2,800 assets spread throughout the region. These range from Ford F-150s and F-750s, Peterbilt Model 579s, and International HX Series, as well as heavy equipment, cranes, and trailers. They even have an all-electric Terex EV aerial bucket truck.
When one technician would come to him with a maintenance problem, his first inclination was to jump in and help. But he knew
bleshoot vehicles at various auto dealerships.
“These were all instructor-led classes, so you had hands-on, you hit theory, and you had a human being who was experienced and could explain and answer your questions on the fly,” Russo explained. “To me, that’s the way it should be done. We’ve gotten away from that, with a lot of training done online.”
This tactile approach includes having the techs pull the armature out of an electric motor housing. They get to feel for themselves how powerful the magnetic fields are—and to respect them. “It’s a fairly small motor, but it’ll still leave a blood blister on your nail if you have your finger in there,” Russo said.
Not all learning has to be hands-on. Russo advocates turning to YouTube channels for high-level theory and animated examples of complex systems.
“There’s some brilliant minds on there,” Russo said, citing Weber State auto channel and online university courses, which helped Russo conceptualize how power supplies manipulate voltage. The best part is anyone can view these college courses, with time as their only cost. He also mentioned online professional technician forums such as IATN and Diagnostic Network can be very helpful.
“The reality of it is that the stuff’s out there for free, and people are paying big money for it in the classroom,” Russo concluded, adding that to stay up on all the changing technology, “you have to make a personal time investment in your continuing education.”
that all seven techs depended on him to focus on higher-level shop responsibilities. “I had to push back and say, ‘Okay, figure it out,’” he recalled. Varela would first provide some questions to jump-start their reasoning process and identify the true issue.
Varela had already proven himself a solid and organized leader on the floor, and “having that respect made my job a lot easier,” he offered.
Data provided to us solidified Varela’s spot as a top Overachiever. His team achieved a 100% on-time rate for aerial boom inspections and state inspections, and greatly increased the Nacogdoches Street shop’s PM compliance rate from 40% to over 84%.
This wasn’t easy, as he inherited 600 open PMs and well over 400 open state inspec-
» Russo instructed over 200 total techs last year. Fairfax County DVS
» Varela said the most difficult part of his new leadership role was having to spend less time in the shop. CPS Energy
tions. After a lengthy analysis in the SAP fleet management system, Varela discovered this included several duplicate orders and decommissioned trucks. He “data cleansed” the system and routinely reviews telematics data for mileage milestones.
To colleague Bo Villarreal, fleet operations supervisor at CPS’s Southwest Service Center, Varela’s transition was not only seamless but also a model of perfection for how transitions from the floor to office should be judged.
“He was a high-performing mechanic and has used his hard work and determination to now become a high-performing leader that many of our mechanics aspire to become once it is their time,” Villarreal said of Varela.
Drivers may get automatic notifications based on mileage that PMs are due, but Varela will check the truck history and let them know if they actually need it or not, saving the driver and shop time.
He also has the shop stay ahead by doing as much as possible when the units are in, such as little things like changing the wipers at the annual PM to performing pending PMs and state inspections.
And though he focuses more on data and spreadsheets now, Varela doesn’t stray far from the bay.
“He may have traded in his Snap-on impact gun for a coffee mug, but this doesn’t mean that Hector has forgotten where he came from or that he is afraid to roll up his sleeves and get dirty,” Villarreal wrote in his nomination. He referred to a time this summer where job volume outpaced what the techs could handle.
“Knowing that the job needed to get done, Hector mounted and demounted dozens of tires to have them pre-mounted and readily available for quickfix/drive up situations in order to better serve his customers during the peak of the hot Texas summer heat. He may have ruined a nice fishing shirt, but his customers didn’t suffer from lack of inventory.”
The staff also doesn’t suffer from hunger around Varela, who will cook for the shop during safety training days. If you think this is a rather mundane work perk, you haven’t had Varela’s brisket. All Texans are considered competitive
when it comes to who has the best barbecue, but Varela and his family started a small catering business just to fund their entry into competitions.
More impressive is Varela’s dedication to CPS’s annual Grills Giving, a barbecue event that raises money for customers who can’t afford to pay their bills during the winter. They raised $406,000 this November and
his team, Just Dig It, won People’s Choice for Best BBQ Team and Best Side Dish for his Pineapple Red velvet cake. If that’s not enough, he supports the company’s Lineman Rodeo Team.
And when he’s not poring over data or slathering on BBQ sauce, he and his wife Jennifer are supporting their daughters Mia and Rachel in their volleyball careers.
The best way to gauge if you’re achieving a good work-life balance is when you can pull an 80-hour work week, leave home at a moment’s notice (even in the middle of the night), and your spouse doesn’t resent you for it, but instead takes the time to nominate you as an Overachiever. That’s what happened in the case of Sean Wilkin, an Indianapolis-based emergency services technician for Cox Automotive, whose wife Kylie wanted to recognize him for his work.
Wilkin, who learned to repair diesel engines at WyoTech in 2005, has had several jobs, including handling truck stop service at Petro, maintaining Walmart’s fleet, and managing road repairs for the now-defunct mega carrier Celadon. He started working at Cox in June 2023.
Wilkin has to strike while the iron is hot, or more specifically, the engine is cold.
“We don’t have scheduled work, so it’s all emergency breakdowns,” he said.
Each available Cox mobile tech gets the same alert to their app, similar to how Uber drivers operate, making it a competitive landscape. When his work order app is toggled on, Wilkin will drop what he’s doing, hop in his service truck, and head out to rescue some down-on-their-luck trucker. When he spoke to Fleet Maintenance, he was headed back from a call that took him nearly three hours away.
These calls can be to troubleshoot a check engine light, repair an air leak, or most commonly, to get a truck to start. As for that last one, he said that “nine times out of 10,” a bad battery is the culprit. These are usually
degraded due to lack of maintenance, as evidenced by the corrosion all over them.
He likes that most jobs present a different challenge, but leaving the house can also provide something of a personal challenge.
“That work-life balance that you have to master … it’s not always easy, for sure,” Wilkin admitted. “There’s times where we’re getting ready to sit down for dinner and the phone goes off, and I gotta go on a job. And my kids are real good. They understand.”
Both of Wilkin’s parents were truckers, so he also understands the sacrifices it takes to work in trucking. As such, he keeps both a personal and business cell phone and knows when to shut the latter off. Even so, if the dispatcher calls him when off duty, he answers.
“Nobody wants to be broke down, especially on the side of the road,” Wilkin said.
“Sean is always ready to run, and his willingness to help others is something to be commended,” said his manager Daniel Fuimaono, who added Wilkin is often at the top when it comes to monthly completed calls.
The Wilkins also have a weekly family night. It may shift from Friday to Saturday or Sunday if a job comes up, but this personal PM does get done.
We were already familiar with Wilkin from his large presence on LinkedIn, where his safety tips and maintenance memes are equally on point.
“I started doing it mainly because there’s just so many fake people on there, just out of touch with what day-to-day life was really like,” he said. “You see a lot of brokers and a
SUPPORT AWARD
Justin Perry
lot of carriers, but you don’t see a whole lot of stuff from drivers and technicians.”
This advocacy put him on Cox’s radar, and a secondary role has him going to the company’s Indianapolis facility to train new hires. His experience is a huge boost to the orientation process, according to Bob Thalls, Cox manager of learning and development/training.
“Our senior technical instructor shares theory and allows for practice, but Sean brings the instruction to life with real-world examples, and he shares relevant, timely examples from the field,” Thalls noted.
Used to helping people out of jams, Wilkin will also fill in when other trainers are out, teaching new hires about PPE and safety, as well as how to properly fill out DVIRs and maintain their service truck.
Thalls is also a big fan of how Wilkin trains others via social media.
“He’s a gifted communicator, and the passion for his work flows from his words,” Thalls said. “Sean’s stories transport me into the roadside repair, almost as if I’m part of the story.”
MAINTENANCE COORDINATOR, MARATHON PETROLEUM CO., SAN ANTONIO, TEXAS
Marathon Petroleum Co.’s maintenance coordinator Justin Perry was close to winning this award last year, earning an honorable mention in our first Overachiever Awards program. This year he was the clear winner for his continuous support of the oil and gas company’s fleet.
Sam McCullough, asset reliability manager for Marathon, provided an exhaustive list of Perry’s responsibilities to ensure maximum uptime for the assets that haul crude oil, fuel, and other materials across the country. From spec’ing to trading out and everything
in between, Perry influences virtually all maintenance and equipment operations.
For instance, he provides daily reports on out-of-service assets and sees that they get repaired on time, staying on top of dealers and manufacturers to prioritize and expedite those repairs, McCullough noted in his nomination of Perry.
He also lauded Perry for his ability to negotiate better labor and material rates with major vendors, as well as his acumen in finding the best differentials and transmissions per the trucks’ and tankers’ specific duty cycles, and come up with mitigation plans when any issues arise.
“One of my main focuses is making sure that we capture as much warranty as pos-
» Sean Wilkin has no set schedule and stays ready to hit the road at a moment’s notice.
Courtesy of Sean Wikin
» Justin Perry with his wife Kelly and daughters Amberlynn (right) and Hailey (center).
Courtesy of Justin Perry
sible, since we have a pretty good life cycle replacement strategy,” Perry explained. The fleet aims to change out at under 500,000 miles, or around five years.
Perry will routinely review repair orders in case a warranty opportunity was missed, and then submit policy requests to the dealers. Overall, he ratably claims $1 million in warranty, policy, and reimbursement year over year, McCullough noted.
And by diving into the Trimble TMT fleet management platform, Perry can help identify failure trends and alert the disparate shops to stay ahead of potential issues.
“Each one of our service centers is not really that big, two to four bays, so we don’t have a whole lot of techs at each shop,” the 43-year-old explained. “They have to obviously know those VMRS codes. If they don’t input those correctly, then that makes it difficult on our end to figure out what’s going on.”
He also fosters more awareness between shops with service bulletins that include technician tips and recall and repair news from the manufacturers.
“If a fleet is seeing a recurring issue, we want to make sure we get that out across to everybody, because the guys in Ohio do not talk to the guys in California,” Perry emphasized, adding that sometimes this intel sharing has allowed the fleet to catch failures before they happen.
He said having a good relationship with the dealers, including Kenworth, Peterbilt, and Mack, is vital.
And those relationships will become even more important as the industry rushes to prebuy trucks before the more costly low-NOx compliant MY 2027 heavy-duty trucks roll out.
“There’s only a certain amount of trucks and engines that they’re going to be able to sell, and we got to make sure to get in there quickly and get our allotment so that we can meet the life cycle replacement needs,” explained Perry, who advises upper management on what to spec.
Getting trucks with legacy engines is “tricky” because “the huge monster fleets are gobbling those up first.”
His constant communication with around 30 OEMs and vendors—he talks to up to 10 a
day—has given him an edge.
“Dealing with the manufacturers directly has been super helpful,” Perry explained.
“I would say a lot of this job is just making connections, and then getting everybody together and working through the issues collectively.”
At the same time, Perry attends various emissions webinars and conferences to
keep up on California Air Resources Board (CARB) regulations. This is especially critical for drayage operations at the ports, as CARB is pushing for zero-emission vehicle mandates, a complicated subject for Marathon and other oil companies.
“Having electric vehicles hauling petroleum products—it’s kind of a conundrum,” Perry noted.
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¶ Cracked welds
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EXECUTIVE AWARD
David Forgie
VP OF MAINTENANCE LEONARD’S EXPRESS NEW CASTLE, DELAWARE
It’s not a common climb to the C-suite, but Dave Forgie worked his way up to VP of maintenance for midsized carrier Leonard’s Express without any college experience. When he came into the industry 25 years ago, he was a welder by trade. He worked his way up to fleet maintenance manager and started at Leonard’s as a shop manager in 2019. He was promoted to director in 2021.
In that time, he’s proven degrees aren’t the only way to measure mastery of a subject.
“Dave is a source of what I would say is near limitless knowledge,” explained Elizabeth Wyre, Leonard’s New Castle, Delaware, shop manager, who nominated Forgie. “Whenever any of my out-of-state counterparts have issues, Dave always helps get to the root of the issue. It could be shop related, operations related, or even personal. He goes above and beyond to make sure his teams have the tools for successes.”
Wyre said he even once dropped what he was doing to teach her the basics of MIG welding. Moments like these actually save Forgie time in the long run, he said.
“It helps your job become easier when the people beneath you feel empowered to make the decisions,” said Forgie, who was promoted to VP last summer. “Don’t be scared to make a decision. If you’re wrong, you’re wrong. We’ll fix it, and we’ll know for next time.”
This is a lesson he learned from one of his past mentors.
“He was a ballbuster and a mean SOB at times, but I’ll tell you what, he is the best boss I’ve ever had,” Forgie asserted. “He empowered me, he empowered others, and he just wanted to see people succeed.”
Wyre agreed that Forgie “empowers his staff to learn, grow, and work on personal development.”
Ultimately, this also benefits Leonard’s, which has been recognized for three straight years by CarriersEdge as a “Best Fleets to Drive For.”
“I want [our employees] to be able to enjoy life and be happy with what they do every day,” he said.
He recalled that some of his former bosses “never wanted to see people underneath them succeed” because that could put their position in jeopardy. This meant limiting their training.
“I try to do the exact opposite,” Forgie said.
Forgie has benefited from decades of on-the-job training and strongly advocates for continuous education in the shop. OEs such as Bendix, Meritor, and Hendrickson will come into the Farmington, New York, and
Idaho locations to provide hands-on training. And he encourages maintenance personnel to take online certification classes.
Additionally, he leans heavily on OE experts, such as his Cummins contact who always advises him on key metrics to watch.
To become a better leader, he’s also learned to watch for certain signs within himself.
Forgie explained that about five years ago, Leonard’s brought in an expert to train everyone on emotional intelligence. At first, Forgie was skeptical and had “zero buy-in,” but he admitted the six-month class “changed my life—not just work but also home life.”
It taught him that in moments of frustration, he should take a step back and consider the 30,000-ft. view. This may include walking around the shop and coming back with a new approach, and that not everyone should be managed the same way.
“You might have to put kid gloves on one person where another likes that more direct conversation,” he said.
Focus on efficiency
One way to keep everyone happy is by optimizing efficiency and workload. This was aided by a recent rightsizing that decreased the fleet count 15% to about 700 Class 8 tractors—Kenworth T-680s and Freightliner Cascadias, Forgie said.
The fleet also leverages an AI-routing software and tractor and trailer aero kits to make sure fuel isn’t wasted. Leonard’s also employs
an mpg analyst to watch for any weekly decreases in fuel efficiency.
“People say pennies don’t matter, but when you’re doing millions of miles across the fleet, those pennies add up a lot,” Forgie said.
Keeping unplanned downtime to a minimum also saves money, so predictive maintenance is big at the family-owned company. Forgie said Cummins Insight and Detroit Connect data provide predictive data.
“We get a report daily of any suspected future failures, for example if a NOx sensor is being a little weird,” he said. That alert may advise attention in the next 90 days, or 30 for more severe issues, he added.
“It’s helped immensely,” Forgie said.
Leonard’s fleet has an average age of under two years, and the company offloads them before they hit 500,000 miles to avoid more costly repairs. But that lifecycle changeout puts the fleet in a precarious position, as it will need new trucks right around 2026, when the entire industry will be buying up trucks to avoid the incoming EPA low-NOx rule for heavy-duty trucks.
But Forgie and his team of 40 techs spread out over five maintenance shops are prepared. They’ve modified their preventive maintenance schedule to include inspections at the 20,000 mile “A” PM to catch possible issues. At the 60,000-mile “B” PM, the fleet’s diagnosticians connect to the OEM engine software to check for quality of regens.
» Leonard’s Express VP of maintenance David Forgie says leadership is knowing when to handle situations with “kid gloves”and when to address issues more directly. Leonard’s Express
SPOTLIGHT ON SHOP DATA
Vehicle maintenance reporting standards have been around for 55 years, but technicians aren’t generally familiar with the benefits. Here are a few of them.
By Lucas Roberto
Vehicle Maintenance Reporting Standards (VMRS) codes cover everything from repair information to parts and component categorization, serving to standardize and simplify the massive amounts of data commercial vehicle repair shops deal with on a daily basis.
Developed 55 years ago by American Trucking Associations’ Technology & Maintenance Council, the routinely updated tool was created to help fleets operating in multiple locations and regions filter data more effectively.
Jack Poster, VMRS services manager at TMC, describes it as “a universal language” that allows you to track the components, assemblies, and systems affected by a repair.
“It also helps with benchmarking and comparing,” Poster said. “If [a fleet] has one shop in Pittsburgh and another shop in Cincinnati, it’s a level playing field, and they can compare the technicians’ productivity, the reliability of the parts they were using, cost differences, and how things were working as far as buying from one manufacturer to another.”
But how is VMRS currently being used and what benefits are being realized? We asked around at TMCSuperTech this past September to find out. Of about 30 technicians we spoke with, only a handful were familiar with the tool and used it daily.
This might seem like many fleets are missing out on a good thing or that VMRS isn’t as helpful as TMC says. But Poster believes there is another reason: the seamless integration of VMRS into maintenance systems in recent years.
Technicians aren’t always aware of the tool’s existence because “if they are using a fleet maintenance software in their shop, nine times out of 10, they are using VMRS and don’t even realize it because it’s built into the system,” Poster explained.
Our experience is that technicians like to tear things apart and see how they work, so in that spirit, let’s unravel the mysteries of VMRS.
Efficiency decoded
How VMRS works is fairly straightforward once you understand the basics.
“When creating the work order for whatever job needs to be performed depending on the complaint or the defect, we title the work order, and then in the operations, we’ll use a VMRS code to designate what repairs need to be done,” explained Kevin DaCosta, lead fleet technician at Publix Supermarkets. “In the case of a tire that needs to be changed, we use VMRS code 17 for tires, and then as we’re performing the repair, we actually log on to that VMRS code to perform the repair.”
While DaCosta was able to pull the correct code on the spot, this level of familiarity with the system isn’t always necessary. The gradual integration of VMRS with software already used in the shop has eliminated a major aspect of the learning curve with the tool, in that technicians won’t need to keep track of the codes by memory.
“We’ve been using VMRS codes for several years and last year were able to integrate them into our new point-of-sale system,” Chuck Ralston, senior manager of Truck Care Academy and Mechanical Services at Love’s, said. This makes it “quick and easy to find the proper repair service for that specific truck. When selecting a repair service in our point-of-sale system, it auto assigns the correct VMRS code.”
Jessica McAllister, lead technician at Hogan Truck Leasing, also pointed out this ease of use with a similar process at her shop.
“Our work order lines are based on VMRS, however, our system is set up so that you don’t have to know the VMRS code,” she said. “When adding a line, we can either type in the component code if we know it, or we can just search by keyword. We then pick the work accomplished code such as ‘adjust’ or ‘replace,’ and then the line is generated to the work order.”
This means that instead of spending time memorizing codes for certain repairs or components, technicians can focus on the actual job at hand while the categorization remains almost an afterthought.
And the time and efficiency benefits from this process speak for themselves.
“Before I came to Publix, I worked for an independent company, and we didn’t use any VMRS codes,” DaCosta explained. “There was no standardization on what processes were being used for any individual repair, so using the VMRS codes and having a standard has made it much more efficient.”
With these codes, when he comes into the shop and is faced with an unfamiliar repair, DaCosta can quickly pull up a history of the vehicle or specific issue and have a starting point.
Tips for implementation
When it comes to implementing VMRS in the shop, if it isn’t already being used in the chosen diagnostic or fleet maintenance software, there are a few things to keep in mind.
The first step is training, as it can take some instruction and practice just like any other skill. As Poster pointed out, much of the system is self-explanatory and doesn’t require the memorization of codes when used with much of the software available on the market today.
“Over the past couple of years, the fleet maintenance software firms have really made it almost invisible to the user,” Poster said. “Most of the software systems, if you start typing in ‘B, R, A, K,’ by that time, you’re going to get the VMRS codes [for brakes] pulled right up. It’s seamless.”
In addition, Poster addressed the changing demographics of the incoming workforce. “I’m finding the younger techs coming in are so savvy when it comes to technology and these kinds of
things that it’s almost second nature to them,” he noted.
Hogan’s McAllister said that she had a brief training period with provided charts to reference and that there was a bit of a learning curve but agreed that memorization wasn’t an issue.
“My supervisor initially showed me a chart of VMRS component codes that we have in our parts room to reference if we need help locating parts. I didn’t quite understand the concept at first, but I slowly learned more as I went,” she said. “Since we don’t have to input the codes themselves, I still don’t have very many at all memorized.”
TMC publishes a VMRS Implementation Handbook that covers the ins and outs of the system, and it also offers training via Zoom or Teams that should get new techs up to speed.
Poster’s main tip for implementation is to ensure that at least one employee at any given shop or fleet is experienced with VMRS and knows to communicate with TMC to ensure that everything stays up to date.
“I recommend that fleets use something I call a VMRS liaison,” he suggested. “You should have one person that’s a little more versed and works with TMC in getting the training and what’s new with VMRS out to the [shop].”
The bottom line is that it’s just like any other skill, and taking the time to get it down is an investment of sorts that will only save time in the long run.
“Don’t be afraid of it. It’s best to reach out to me or someone else in another fleet that might be using it just to get some information, to set the record straight,” Poster offered. “We’re willing to do training, it’s very easy, [it takes] an hour of their time, and it makes life a lot easier in that regard.
“I tell technicians, if you can do a rebuild of a transmission or an engine, you could certainly master VMRS,” Poster asserted.
Myth-busting
Poster explained that he serves as a sort of myth buster, clarifying misconceptions that technicians may have about the system and the difficulty of picking it up.
“A lot of people think it’s software; they’re not familiar with it,” he said. “They think, ‘My God, it’s like learning a foreign language.’ But there’s always an ‘aha’ moment after a little bit of time, where people get in to the logic of how it’s made and how it works.”
But while there are plenty of misconceptions regarding the tool, the system isn’t perfect, either.
DaCosta discussed one challenge with VMRS is that some repairs are a bit too niche or not so easily defined and categorized, making them harder to consistently locate in the system. For example, a mud flap repair might be too generalized compared to something like a brake or tire, which is “easily distinguished as far as what VMRS code needs to be used and how the process needs to be followed.”
This can leave the proper categorization of the repair up to the discretion of the technician performing it, which could make the recorded repair history difficult to locate for the next technician with the same issue.
McAllister had a similar take, noting that she was sometimes unable to find an accurate code for the situation at hand.
“The main issue that comes up for me is that it is not always as specific as I would like for it to be, so I sometimes have to pick the next closest thing,” she explained, “which may not actually be that close at all.”
Future-proofing
Luckily, as Poster explained, VMRS is not a static tool.
“VMRS is always changing. It’s always adapting,” he said. “Right now, we’re entering in EV codes. We’re constantly adding codes into the database, so it’s an ongoing process.”
This is especially important as the commercial vehicle repair industry is evolving at an exponential rate, with new vehicle technologies and repair methods being introduced more frequently than ever before.
Poster has previously described the tool as “the conduit that keeps the information moving in the right direction with precision and clarity,” and that remains true today.
With constant updates and additional codes being added, VMRS will continue to be a valuable asset for technicians in the shop, even as the sector around it changes.
Celine Young, a mobile technician with Peterbilt, can attest to this. She’s been a user of VMRS since the start of her career on the automotive side, where she studied code and categorization sheets as a junior in high school.
“I’ve seen the improvement from when I started to where we’re at now 11 years later. I have seen a lot more information being put into these codes,” she said, “and I can’t wait to see where we’re at an additional 11 years down the road.”
SPOTLIGHT ON DVIRS
Custom inspections
By tailoring eDVIRs to your fleet’s needs, inspections are done faster and the data goes where it should.
By Seth Skydel
Slightly loose or corroded wires, worn tires and brakes, and other small problems on a truck can become worse after hitting rough patches on the road or when the weather changes. And those can transform into noticeable issues a safety inspector will definitely catch during a walkaround, with the fleet’s CSA score taking a hit and the truck put out of service until the violation is corrected.
And if your driver is involved in a collision, undermaintained brakes and tires will have a far worse impact than an out-of-service violation.
“It is, of course, worrisome to carriers when they receive these violations, but the violations are actually the smallest part of the problem for them,”
Jeremy Disbrow, roadside inspection specialist for the Commercial Vehicle Safety Alliance (CVSA), told Fleet Maintenance. “The bigger problem is the potential liability for them if there is a collision. Even if the CMV is not the ‘at fault’ vehicle, they will likely be sued if there are brake defects discovered during a post-collision investigation, and those lawsuits can be devastating to any motor carrier.”
But these areas are problems for many fleets. CVSA placed about one in five vehicles out of service during its annual International Roadcheck in May. The top issues in the U.S. were related to brakes (42.9%), tires (22.1%), and lights (12%).
Yet all of these are issues that should be caught
during pre- or post-trip inspections and then logged on driver vehicle inspection reports (DVIRs). This is particularly important because DVIRs are required by Federal Motor Carrier Safety Administration regulations for commercial vehicles and buses over 10,000 lbs. GVWR, and those that carry nine or more passengers or transport hazardous materials.
When done correctly, DVIRs provide an instant snapshot of a truck’s safety readiness. Because safety is so important, many fleets are opting to implement electronic DVIRs (eDVIRs) so the data is digitized and instantly accessible to those other than the driver or the last person to inspect the vehicle. Customizing these DVIRs specifically for your fleet could not only lower CSA scores but also streamline repair workflows.
Using Whip Around’s fully customizable eDVIRs platform has helped Maletis Beverage identify issues before trucks and trailers leave the yard, said Mick Peckham, Maletis warehouse specialist. The Pacific Northwest beverage distributor fields about 80 straight trucks and trailers.
“All reported defects go straight to our mechanics, and most can be repaired within 24 hours, so those daily inspections help us keep repair costs and downtime to a minimum,” Peckham said. “When small issues can be quickly identified and resolved before becoming major and/or costly fixes, our fleet is up and operating, and we can keep lost profit to a minimum.”
Customized electronic records also allow operations to adapt inspections by state and access those records more easily.
“Our warehouse managers can easily select a team and pull a compliance report for any time period to ensure proper inspections are being completed during each shift,” Peckham explained.
The Doughnut Peddler, a commercial bakery based in Chandler, Arizona, uses Fleetio’s customizable eDVIRs to monitor its 292 trucks, which deliver product nightly to more than 4,000 convenience stores in five states. Tim Mele, distribution market manager for Doughnut Peddler’s Texas and Tennessee region, reported that Fleetio eDVIRs are in place to document pre-trip inspections by every driver.
“The eDVIRs are reviewed daily by location supervisors and the distribution market manager,” Mele said. “This gives us the ability to identify any safety concerns or potential repairs early to save on excessive costs by something going unseen.”
Aside from the typical pre- and post-trip inspections, the bakery’s trucks must also adhere to a rigid cleaning schedule to retain Safe Quality Food Program certification, and Mele said they created a specific inspection for that as well.
Customizing for specific fleet needs
Ron Cordova, director of safety and compliance at Zonar, noted that the ability to customize inspections is particularly important for vocational fleets. For example, construction or utility operations have specialized equipment mounted on vehicles that need to be inspected in addition to regular items.
“The Inspection Builder feature of our EVIR solution allows fleets to modify or create inspec-
tions tailored to their specific needs while maintaining compliance,” Cordova explained further. “This flexibility enables them to integrate unique protocols, such as tag placements and specific component inspections, and align inspections with company-specific language and policies.”
Zonar says its customized solution overall can reduce inspection time by 50%, time that can now be used putting the truck to work.
In addition, the Inspection Builder allows fleets to build more robust inspections around areas such as tires and brakes.
“With EVIR technology from Zonar, we’re better able to track missing and failed inspections, and defect and maintenance reporting,” said Timothy Parson, lean engineer, department of safety and quality assurance at the Metropolitan Atlanta Rapid Transit Authority (MARTA), which operates 530 buses in the greater Atlanta area. “These data-driven insights have helped us achieve quantifiable improvements in operational efficiency and cost savings, which ultimately helps us ensure safer, more reliable buses.”
Paul Cardosi, VP of the mobility division and general manager at Trimble Transportation, reiterated how important it is for fleets to have flexibility based on their operations and industries.
“Our digital DVIR solution for fleets, Trimble Inspections, enables fleet and safety managers to create configurable checklists based on load and truck type as well as specific business needs,” he said.
Trimble Inspections also allows fleets to add or edit driver focus areas and provides the ability to reorder checklists to follow the natural flow of an inspection. “This allows drivers to inspect assets using easy-to-follow workflows configured for their specific journey, eliminating unnecessary steps often contained in standardized inspection systems,” Cardosi added.
Dan Simpson, Fleetio’s senior product marketing manager, suggests flexibility as a key feature to look for in an eDVIR. Customized eDVIRs allow a mixed fleet to “create and assign unique inspection items in our eDVIR tailored for each asset type,” he said.
“Once an issue is reported, you also want to be able to take action,” Simpson continued. “eDVIR systems should allow you to set up custom alerts and workflows to resolve problems quickly. If a driver logs a critical defect, you want a system that can allow you to assign priority and send it directly to your maintenance team.”
Mele said The Doughnut Peddler has created many eDVIRs in addition to the standard pre-trip inspections for drivers. “For example, we have daily supervisor inspections for the fleet during which notes on each truck can be made, and a vehicle’s status can be changed if needed,” he explained. “Using this when a DMM is in the field, we can evaluate our supervisors’ use of Fleetio as well as the status of the fleet.”
Emily Williams, head of Transportation Business Development, Geotab, pointed out that the company’s eDVIR solution goes beyond simply checking boxes on a list. “It automates the inspection and reporting process, ensuring easy and efficient compliance through report logging and certification,” she said. “In addition, by leveraging
features like predictive maintenance, fleets can identify and address issues before they lead to costly repairs or violations.”
Integrated value
Fleets can also customize these inspection tools to integrate with their operation’s unique workflows.
“Whether it’s requiring drivers to capture live photos or adding inspection items for specialized equipment, the flexibility to build an eDVIR process for a fleet’s operational needs minimizes downtime,” Debbie Bain, Whip Around chief marketing officer, noted.
“By integrating eDVIR data into back-end systems, maintenance teams can proactively assemble work orders,” Geotab’s Williams added. “An integrated system streamlines maintenance, improving fleet efficiency and reducing downtime.”
With integrated inspections through DVIRs, issues reported by drivers can trigger real-time alerts for fleet managers, Fleetio’s Simpson said. “eDVIRs also support preventive maintenance by automating service schedules based on vehicle use and reported issues,” he said.
“When integrated with fleet maintenance software, eDVIRs can automate repair workflows,” Trimble’s Cardosi stated. “Effective eDVIR use also creates a record of repairs and inspections, which is crucial for keeping a closer eye on vehicle health and identifying recurring issues throughout the fleet.”
This allows fleets to complete repairs as they come up during inspections, reducing the potential for roadside issues and bolstering a fleet’s reputation and employee retention.
“Shippers want to work with carriers who get their goods from Point A to Point B reliably,” Cardosi explained. “Roadside breakdowns due to unaddressed maintenance issues can delay shipments, and if those are a frequent occurrence, carriers run the risk of losing a customer.”
Paper-based inspection systems also make it difficult for managers and maintenance teams to determine if any part of the inspection had been rushed or overlooked, noted Zonar’s Cordova.
“With digitally verified EVIR solutions, fleets streamline the process, reduce errors, and get faster, more reliable results,” he said, because EVIR can increase inspection accuracy and standardization, helping drivers to identify maintenance issues early and keep vehicles on the road.
With an effective eDVIR system in place, drivers can report issues in real time, related Dan Simpson at Fleetio. “This way, maintenance teams can fix problems before they become costly issues that can result in fines or out-of-service violations,” he said.
eDVIRs can also mitigate disruptions to fleet operations and increased costs, related Williams at Geotab. “Effective inspections also help ensure that safety-critical issues are addressed in a timely manner, minimizing the risk of violations and fines, which can drive up insurance premiums and increase scrutiny from regulators,” she said. Not to mention improve relationships with customers who prioritize safety and reduce driver frustration with consistent equipment failures, she added.
Whip Around’s Bain summed up the value of effective inspection practices: “With eDVIRs, fleets can identify and resolve potential issues before they become big problems that lead to hefty fines, significant downtime, or even crippling litigation,” she stated. “Proactively managing vehicle maintenance through eDVIRs prevents violations, avoids towing costs, repair delays and reputational damage, and also helps ensure businesses stay operational and profitable.”
Telling your fleet’s maintenance story
Treating your
repair
data like a narrative instead of merely numbers can help make the story of your fleet crystal clear and show you how to change that story to suit your needs.
Every fleet has a maintenance story to tell. What do you think yours is? The answer lies in the data. Just as your biometrics—blood pressure, cholesterol levels, etc.—tell a story about your physical health, your telematics and shop data tell one about your fleet health. Once you determine what that story is (good, bad, or ugly), you can change it just as a writer edits a piece to make it more compelling. In other words, your fleet’s maintenance story is malleable and within your control
By Jenny Baker-Ford MANAGER OF FLEET MAINTENANCE, MIKE ALBERT FLEET SOLUTIONS
Jenny Baker-Ford is the manager of fleet maintenance for Mike Albert Fleet Solutions. She has been with the company for five years. Before working at Mike Albert, BakerFord worked in retail automotive service for Performance Automotive Network’s Toyota, Honda, and Lexus stores for 25 years.
when you let data guide you to make the right changes or “edits.” For example, your data may suggest that the brakes on a particular make and model should be replaced 10,000 miles before the OEM’s recommendations, or you’ll risk more costly and time-consuming repairs. To help you craft the right narrative, here are the pieces you should consider.
The main characters
You can think of your vehicles as the main characters in your maintenance story. It all starts with “the metal.” How old are these characters, and what condition are they in? Are they mechanically behaving as they should or costing you more time and money than they ought to? If you collect and analyze it, the data will answer these questions for you.
My company, Mike Albert Fleet Solutions, has a client whose data analysis uncovered that one specific make and model comprising
a quarter of their fleet incurred major repairs between 120,000 and 150,000 miles. These vehicles were written out of the fleet, just as an author may excise a protagonist who fails to move the plot along.
This aggressive edit, along with other data-driven decisions, saved this company more than $1.5 million in yearly maintenance costs, leading to a much happier ending for the annual financial books.
The supporting cast
Despite not being the main driver of the plot, supporting characters often significantly impact a story. (Think Gandalf in “The Lord of the Rings.”) In your fleet, the supporting characters would be the drivers behind the wheel. How they operate your commercial vehicles shapes your maintenance story, and the only way to know how they’re driving is to gather data from both standard and video telematics.
The data will alert you if your supporting characters are “misbehaving” by speeding, braking harshly, or not wearing their seatbelts. You can then take the necessary corrective actions. While drivers sometimes oppose telematics (with the “Big Brother” argument), the data clearly shows that monitoring behavior leads to safer driving and better mechanical health for the vehicle.
Kill your darlings: A Mike Albert Fleet
Solutions
customer saved $1.5 million by writing out a troublesome model that needed excessive repairs.
A client of ours recently faced considerable pushback from its drivers when implementing telematics. So, it developed an incentive program to motivate drivers to improve their safety scores. Then, an interesting thing happened—as they must in good stories. These drivers embraced telematics, and now there’s a friendly competition among them as to who can achieve the best safety scores.
Other supporting characters in your story are the technicians caring for your vehicles. Are they ASE-certified and not inclined to recommend unnecessary repairs? Are their labor rates and parts fees aligned with industry and market standards? Software, such as ALLDATA, can shed light on these matters. Through cost avoidance and negotiated savings with certified, in-network shops, we helped another client reduce their maintenance spend by a million dollars.
Just as every story happens in a particular setting, your fleet also operates within the confines of a specific time and place. As for timing, what maintenance schedules does the OEM recommend for your vehicles? Have you adhered to these schedules?
Might there be reasons to deviate from the OEM’s timing recommendations because your data tells you to? For example, does unavoidable excessive idling suggest that your oil changes should happen more frequently? Might rough terrain dictate more frequent maintenance? After all, the environment in which your vehicles perform impacts their performance and maintenance needs.
Another client of ours, a security company that patrols apartment complexes, doesn’t rack up the miles, but their vehicles are in near continuous use. After looking at the data, we developed a maintenance schedule based on days of use versus the OEM’s miles-driven schedule.
Foreshadowing
Many books foreshadow what’s to come by revealing something about a character’s past early in the story that later has a big impact. When it comes to fleets, that foreshadowing is predictive maintenance data.
If you allow it to, data will tell you—based on usage histories, part life cycles, and other methods—when specific components are at risk of failure. This allows you to address those matters proactively before they wreak havoc and lead to expensive repairs, more downtime, and possibly a vehicle stranded on the side of the road. Unplanned maintenance can cost as much as three to nine times more than scheduled maintenance. That’s why at Mike Albert, we’re fond of saying, “When it’s not broke, that’s when you fix it.”
Following what the maintenance data tells you enables you to shape your fleet’s behavior in the days, weeks, and months ahead, ultimately saving you time, money, and hassles. We have clients for whom the data suggests certain parts be replaced more often than recommended, and clients whose data indicates that some parts need not be replaced as frequently as the OEM’s schedule recommends.
Conflict
Every story has conflict and tension that must be resolved before its end. Data will help you identify the conflict in your maintenance story so you can address and alleviate it. Here are a few of countless examples:
Ü Might your drivers be ignoring trouble codes or check engine lights?
Ü Are OEM recalls being appropriately addressed in your fleet?
Ü Are repairs happening at approved, in-network shops?
Ü Is on-board equipment, such as generators or compressors, being properly maintained?
Ü Are you cycling out vehicles too soon or not soon enough?
Conclusion
Once you have a handle on your fleet’s maintenance story, what is its general “feel” or “mood”? Is it happy or sad? Simple or complex? Satisfying or frustrating? Whatever the current state of your story, data can help you determine what changes to make to turn it into one that’s a joy to read and share because it hums along like, well, a finely tuned engine.
FLEET PARTS & COMPONENTS
Customizable for various options and features
FuelPRO ’s lubrication trailers can be customized to fit several fleet options, from 475- to 990-gallon tanks in either trailer-mounted or skid-mounted designs. Each lube trailer features a rugged chassis from 6” C-channel for a longer life, and the tanks are constructed of 7-gauge steel with double-seam welding for durability. Each tank also offers internal surge baffles and cross bracing, a shutoff valve, and a lockable vented fill cap. Also, a self-priming, industrial-grade pump rated at up to 25 gpm is standard and runs on a deep cycle 12V marine battery. Hoses are available in 18-, 30-, and 50-ft. lengths. Customizable accessories include a 10-micron fuel filter, aluminum wheels, and more.
For more information visit FleetMaintenance.com/55241694
Offers an extreme-duty clutch for vocational trucks
The Endurant HD V transmission from Eaton Cummins is designed for vocational truck applications with maximum gross combination weight ratings of 70,000 lbs. using 9L, 11L, and Cummins X10 engines. The transmission has an extreme-duty clutch for low-speed maneuvering, a rock-free feature, an off-highway mode that tunes the transmission based on changing soil conditions, and dual power takeoff (PTO) openings for hydraulic systems. The HD V also has a start-aid feature for hills and a secondary configuration mode to allow drivers to toggle between two performance goals.
For more information visit FleetMaintenance.com/55238482
Fits 95% of vehicles
Bosch Auto Parts’ XpressFIT PRO Wiper Blade is equipped with a new Unilink adapter, which fits 95% of vehicles and streamlines installation. The wiping edge’s liquid graphite coating ensures quieter, clearer wiping performance and long-lasting all-weather durability, while the patented beam design and dual tension springs provide consistent force distribution and wiping performance. Fully recyclable, plastic-free packaging includes a QR code linking to installation videos.
For more information visit FleetMaintenance.com/55241250
Creates a seal without extracting broken stud
Dorman Products Exhaust Manifold Clamp Repair, No. 917-107, is perfect for exhaust manifold fastener breaks on certain General Motors and Isuzu vehicles. While this process might usually require removing the cylinder head, the repair clamp can create a seal without extracting the broken stud. The repair clamp is designed to fix the exhaust manifold on the front right on vehicles without an EGR valve or on the rear left, and it offers a complete repair kit with one clamp bracket and three bolts.
For more information visit FleetMaintenance.com/55237298
Provides stopping power for off-road, extreme-duty vehicles
The SuperMet Brakes from TTX are designed for applications in mining, towing, and construction, and are particularly suitable for vehicles that travel short distances and need to brake frequently. For increased load and towing capacity, SuperMet Brakes are equipped with heavy-duty, durable mechanical attachments, which enable technicians to reduce installation time with a fully loaded kit that includes an abutment clip, anti-rattle spring, caliper bleeder screw, caliper bracket bolt, caliper boot, caliper hanger, brake pad wear indicator, high-performance brake lubricant, brake pad wear sensors, a caliper slide pin and bolt, and a wire brush.
For more information visit FleetMaintenance.com/55241092
Includes ENLITEN technology for wet performance
The Transforce HT3 tire from Firestone for commercial highway vehicles is designed for wet-weather performance and high-speed handling. The HT3 tire is meant for heavy-duty trucks and comes in LT sizing. It has a high rim diameter between 16” and 20” and features an off-shoulder sidewall design with noise abatement. The tire’s tread compound resists irregular wear and also has a tread pattern with interlocking 3D sipes for uniform stiffness. The HT3’s open shoulder slots and high see-through void accelerate water evacuation for greater performance in wet conditions.
For more information visit FleetMaintenance.com/55233111
Cost-effective, reliable, and durable
Infinity Engineered Products ’ SpringRide Air Springs are designed to offer fleets a cost-effective component while still providing application-specific performance. The air springs use high-strength, low-weight materials and minimize road shock and vibration for a comfortable ride. SpringRide springs are also meant to match the fit of higher-priced air springs for late lifecycle equipment, helping older vehicles maintain their stability and ride height. The line features 22 part numbers for a broad range of fleet applications, including vehicles from Hendrickson, Kenworth, Freightliner, and more.
For more information visit FleetMaintenance.com/55238486
Monitors driver fatigue, distraction, and driving events
EROAD ’s Clarity Edge AI Dashcam uses AI technology to monitor both drivers and the road. It can provide high-definition footage that can trigger during harsh driving events while also monitoring for both driver distraction and fatigue. The system is customizable and offers three main video packages: Road AI, Driver AI, and Fatigue AI. Each offers video sharing, real-time and in-cab voice alerts for driver coaching, manager notifications with escalation options, and automated behavior tags for easy video sorting.
For more information visit FleetMaintenance.com/55142697
GENUINE PARTS
TOOLS & EQUIPMENT »
KTI-W01 Thermal Imaging Camera
By Missy Albin
Kaiweets’ KTI-W01 ermal Imaging Camera o ers ultra-high resolution, thermal sensitivity up to 50 mk, and a temperature resolution up to roughly 1 degree F. e camera features a wide temperature range of -4 degrees F to 1,022 degrees F and o ers infrared, visible light, and fusion image modes. It can also connect to a Windows PC with a USB cord for analysis, and the camera supports one-touch photo viewing and video recording. Additionally, it’s equipped with a rechargeable Li-ion battery that can support six to eight hours of continuous work.
We asked Missy Albin, a technician at Inter national dealership Taylor and Lloyd, to give the camera a whirl and come back to us with her thoughts. Here’s what she had to say:
Fleet Maintenance: Have you ever used a thermal imager to diagnose truck issues before? Missy Albin: I had always wanted a thermal imager a er playing with everyone else’s over the years. I was always fascinated by this technology as you can use it for so many purposes in and out of the shop, but I had no idea how useful it was.
FM: How did you fi nd your fi rst experience using it on the job?
MA: Just like a kid with a new toy, I took it out of the box, and I went around the shop pushing every button so I could see what it did. en I had a fuel job come in. I didn’t expect to use it on this job, but I actually did. I had a crank no start and grabbed the imager, and on the high-pressure fuel rail, you could see on the imager the fuel restriction in the high-pressure relief valve. It was a quick and easy diag that I would otherwise have had to hook up to numerous lines to verify return flow. e part was replaced, and it fi red right up.
FM: How long did it take to get a feel for it?
MA: It doesn’t take long. I think it’s just about fi nding your preference. I have used this on several jobs in order to help me through my diagnostics: Cold cylinders, DEF line heaters, exhaust DPF and SCRs, batteries and shorted cells, bad electrical connections, plugged radiators, non-functioning thermostats, and temperature sensors reading incorrectly, just to name a few.
FM: What comes in the box, and how is the device powered?
MA: e camera is powered by a USB cable that plugs into your computer, which is also part of the charger that comes with the thermal camera.
FM: Talk about the ease of use and the features you noticed.
MA: You can change the color palette spectrum from
a regular look, like you’re looking through a camera, to several di erent settings of thermal colors just by clicking a button.
e other feature I love is video recording. is was so much fun to use because when I have an event going on like something shorting out, or using it on a running engine for fuel diagnostics, all I did was record it. I got to see the thermal image video, which is really impressive, especially when you have things shorting or heating up beyond visibility.
FM: How robust was it for heavy-duty trucking use? How is it stored to make sure it does not get damaged?
MA: I defi nitely don’t want to drop this, but I have knocked it around a bit, and it’s okay. I keep this on my diagnostic tool cart in its original packaging. e box is thick and durable with a magnetic fl ip-top lid and a very nice rectangular protective storage case that the camera sits in.
FM: Do you see this as something you will use in the future?
MA: I use this daily, so yes. It is a staple on my diagnostic tool cart next to my multimeter and flashlight.
FM: What features do you wish it had to make it more useful?
MA: I feel that it would be better if I didn’t have to limit my temperature setting to either one or the other. So the fi rst temperature range goes from -20 to 120 degrees C on the low setting, and 120 to 550 degrees C on the high setting. I wish the temperature setting was just one setting from -20 through 550 degrees C so I wouldn’t achieve an out-of-limit when I go past the max temperature while I’m on the low setting if I’m using it for a higher temperature situation like exhaust.
FM: Final thoughts?
MA: Don’t forget to li the lens cover! is tool is defi nitely a staple in your home and work toolbox, and a must-have for diagnostics.
Provides adjustable seating for comfort and productivity
BendPak ’s Ergochair Ergonomic Work Seats come in several models: ERGO-RS, ERGO-JET, ERGO-SCOOT, and ERGO-GLIDE. The original model is a creeper/work seat hybrid with a 75-degree adjustment range with six locking positions, offering technicians a full range of supported movement. The ERGO-JET is an adjustable work station with horizontal and vertical arm adjustment features and adjustable air springs. The ERGO-GLIDE is a comfortable creeper supported by a gas spring that offers angular adjustment, and the ERGO-SCOOT is a maneuverable, low-profile creeper with an adjustable back position from five to 60 degrees.
For more information visit FleetMaintenance.com/55236386
Features heating zones for back, chest, and hands
The Camouflage Heated Jacket with Battery, No. HCJKTPMCMA, from Snap-on features a limited-time camouflage pattern on the outside with hidden heating systems inside. The exterior is made of durable wind and water-resistant material; the inside has a fleece lining with heating zones for the back, chest, and front hand pockets. The zones have three heat settings and are powered by the included EEBC14400 USB battery pack, which can be stored in discrete left and right battery pockets or paired with another battery for longer heating. The cuffs and waist are adjustable.
For more information visit FleetMaintenance.com/55238745
Features
7’ jump starter cables
The Associated Equipment KwikStart ProHD Jump Starter, No. KS401, features a heavy-duty 22Ah sealed AGM battery and a 12V 600mA internal charger that can provide a peak amp output of 1,700 amps and 360 cold crank amps. The KS401 features 7’ replaceable cables, the longest in the industry according to the company, with plastisol-coated 400 amp steel clamps. A digital LED display provides state of charge readings, and a built-in digital voltmeter can be used to perform light diagnostics. The jump starter is made in the U.S. with global components and comes with a one-year warranty.
For more information visit FleetMaintenance.com/55238747
Monitors 11 pollutants and climate factors
The Plymovent AeroGuard Air Monitor features a wide range of air sensors that monitor 11 pollutants and climate factors. The AeroGuard’s LED ring allows users to focus on a specific contaminant, and the device comes with seven calibration settings, including custom calibration of the dust sensor. It includes a free mobile app for iOS and Android devices that allows users to access data and insights from the AeroGuard. Users can also access a comprehensive web portal for additional data viewing.
For more information visit FleetMaintenance.com/55237340
Produces a swing arc of over four degrees
The PRO-LOGIX 12/24V Flashing Power Supply and HD Battery Charger, No. PL6850, from Clore Automotive , provides high current stable power for advanced module reprogramming on late model ICE, hybrid, and electric vehicles. It can properly charge a variety of lead-acid battery types and manage depleted and sulfated batteries. Featuring an automatic charging mode for easy operation, 120A max charge for speedy fleet service, and precise voltage control in 0.1V increments, it keeps voltage ripple to a minimum and uses rapid load responsive technology to minimize voltage drops and deliver clean power that will not disrupt reprogramming. The PL6850 comes with extra-long 13’ cables to reach all vehicle starting points.
For more information visit FleetMaintenance.com/55245548
We know heavy duty engine oil, and we know what it takes to keep your fleet running. Formulated with superior re-refined KLEEN+ base oils and today’s finest additives, Performance Plus® Heavy Duty Engine Oils are proof that superior finished lubricants are made using superior base oils.
Lifts up to 2,500 lbs.
The Scissor Lifting Table , No. SLT-2500, from Mohawk Lifts is capable of lifting up to 2,500 lbs., making it perfect for technicians working with transmissions, differential repairs, and handling EV battery services. The lift comes with an air/ hydraulic foot-operated pump for easy, hands-free operation. The SLT-2500’s swivel caster wheels provide maneuverability, and the front wheels can be locked in position for steering while the rear wheels can be locked to prevent unexpected rolling.
For more information visit
FleetMaintenance.com/55239809
Available in red, green, and orange
The Mac Tools Magnetic Drill Bit Holder, No. MDBH, features 42 slots for drill bits in sizes ranging from 1/16” to 1/2” with an extra row for 1/4” hex shank bits. The holder attaches to walls, tool carts, or any other magnetic surface with an anodized mag rail base with neodymium magnets. It is available in red (No. MDBHR), green (No. MDBHG), and orange (No. MDBHO).
For more information visit FleetMaintenance.com/55236654
Adds annotations and keyboard shortcuts
The PicoScope 7.1.39 Automotive Software Update from Pico Technology introduces an array of new features to the PicoScope platform. The update includes the ability to add annotations to explain or highlight specific events on the graph, both advanced and basic sets of keyboard shortcuts, a 10BASE-T1S Guided Test, and a 10BASE-T1S decoder for visualizing communication packets in numerical and voltage forms. The 7.1.39 update also introduces enhanced power measurements and math channels, command-line batch file conversion, bulk downloads with the Waveform Manager, improved language support, free-text search in the Waveform Library, enhanced import filtering, and updates to guided tests.
For more information visit FleetMaintenance.com/55239867
Helps troubleshoot and verify truck overfill and ground systems
The Mobile Truck Tester (MTT) Kit from Scully Signal Company can verify and troubleshoot a tank truck’s overfill and ground systems, as well as verify that the tank is ready to be loaded at the terminal. The MTT 1000 tester comes with an app that lets users validate tank truck equipment and find any failure points that need to be addressed. Together, they allow users to archive their test results and perform wet tests without a second person. In addition, users are provided with easy access to the truck ID and can use the socket adapter and wire harness for single-sensor or sensor-holder testing.
For more information visit FleetMaintenance.com/55236366
Offers models for closed-head and open-head drums
The Drumclip from Kinedyne is a simple, lightweight solution for securing drums to a pallet with only two straps. It allows users to safely and efficiently transport and store drums containing chemicals, ink, glue, or food concentrates while reducing the risk of accidents, loss, and damage. Made of recycled textiles, the clips are suited for closed-head 55-gallon drums (red version) and open-head 55-gallon drums (green version) and are reusable for up to two years. They also comply with FMCSA regulations for cargo securement during interstate commerce.
For more information visit FleetMaintenance.com/53082967
Offers quick-access storage on the jobsite
The PACKOUT Tool Box Compact Plate , No. 48-22-8608, from Milwaukee Tool offers additional toolbox storage that’s easy to access while at work. The plate allows technicians to customize storage on the outside of their toolbox with different hooks, racks, and holders, and it has a 30-lb. capacity when mounted to a PACKOUT tool box. The plate’s body is impact-resistant and locks on to metal-reinforced corners for durability. Includes a limited lifetime warranty.
For more information visit FleetMaintenance.com/55237316
Gas pistons allow lid to remain open
The Rolling Tool Carts , Nos. MSC4FDFALL24 and MSC4FDHNTR24, from Matco Tools are limited-edition camo carts. The carts feature full extension roller bearing slides for smooth and easy access to tools. The four corner bumpers are designed to prevent damage to the cart and the car, ensuring longevity and reliability. Equipped with four 6” by 2” casters (two locking and two non-locking), these carts offer mobility and stability. Additionally, the gas pistons allow the lid to automatically open and remain open at an angle when unlocked. The camo carts come in gray and orange.
For more information visit FleetMaintenance.com/55240086
Durable, comfortable, and offers enhanced mobility
The Reclining Creeper Seat from MaxJax is designed specifically for use with MaxJax lifts, but can be used to increase any technician’s comfort and efficiency. The seat features a gas spring-supported backrest that adjusts from zero to 70 degrees in 10-degree increments, as well as six 360-degree swivel casters for mobility. Constructed of heavy-duty materials for durability, the thick-padded seat and backrest are upholstered in non-slip, textured vinyl that is resistant to abrasion, chemicals, and oil.
For more information visit FleetMaintenance.com/55244418
Available in red, green, and orange
The Mac Tools 3-pc and 4-pc Trigger Release Locking Pliers , Nos. MLP3SET and MLPTR4SET, are made out of high-grade steel for durability and performance. The pliers feature a hex screw that allows for fine-tuned adjustment and controlled release, and the classic trigger release is designed to maximize locking force. The trigger grip on each of the pliers is dipped for a more comfortable feel and easy identification. The sets are available in red, green, and orange.
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Options include coats, parkas, pants, and coveralls
Designed with a focus on safety and usability, the Cementex Feature Series of Arc Flash Protective Clothing PPE is made with Indura Ultra Soft FR-treated cotton and meets current ASTM F1506 and F1959/1959M-99 standards. The FR Velcro front closures allow for rapid removal in the event of arc flash exposure, while calf/ankle closures allow for fit adjustment during donning and removal. Options include coats, parkas, bib/pants, and coveralls, and are available in sizes S-5X with a standard inseam of 32”. Coveralls include elastic backs for ease of movement, and all coats and coveralls have Nomex knit wrist cuffs.
For more information visit FleetMaintenance.com/55244344
TOOLS & EQUIPMENT »
Features 1,250-lb. capacity and adjustable height
BendPak/Ranger ’s Tire Storage Rack , No. TSR-2S, is built from a welded steel alloy and coated with a powder finish for durability. It is designed to provide maximum shop efficiency with a 1,250-lb. capacity and adjustable height positions. The TSR-2S also includes easy-roll casters for mobility, an adjustable top tier, and a built-in sign holder for organization.
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Lubrication-free motor requires no oiling
The AIRCAT 3/8” Orbit Low Vibration Lube Free Orbital Palm Sander, Nos. 6700-6-338 and 670006-338CV, feature a double-sealed, lubrication-free motor that prevents dust contamination of the air motor and eliminates the need for oiling. To ensure user comfort, the sanders use a smooth-design throttle lever, ergonomic housing, and an anti-vibration motor that reduces vibration levels to 0.8m/sec2. The orbital sander weighs in at 2 lbs. with a 4.3” profile, while the geared sander weighs in at 3.4 lbs. with a 4.5” profile.
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Includes
in-line
skater runners
The KNIPEX 20” Big-Twin Move Tool Case , No. 00 21 41 LE, is made of heavy-duty ABS material with an allround aluminum frame center board. Each side has multi-purpose push-in facilities with elastic loops and 12 small pockets. It features a removable document compartment and a remov able tool panel with 13 tool pouches. The case also has a pull-out handle and two in-line skater runners for smooth transportation without damaging floors. The case can be opened on one or both sides, the base tray and cover can be opened independently, and the case stands securely in all opening positions.
For more information visit FleetMaintenance.com/55244430
Available with extended lengths
The Pneumatic Brake Pin and Bushing Driver Kits from Ajax Tools are used to remove anchor pins and install bushings that anchor the brake shoe to the back plate. Ajax kits reduce removal and installation time and eliminate having to torch and manually pound out seized pins and bushings during the removal process. Ajax offers 0.401 shank (No. A1166) and 0.498 shank (No. A954) sets with 14” extended lengths, 0.401 shank (No. A1174), and 0.498 shank (No. A979) sets. For more information visit FleetMaintenance.com/55237333
Runs for 24 hours on low power
The Streamlight Stinger 2020 S , No. 78202, can produce up to 2,000 lm and 25,000 cd with multiple mode levels of varying intensities. With its ergonomic design, the light can be held in a variety of ways without risk of dropping or damaging it, and it is also water, dust, and impact resistant. On high, it delivers a 315m beam distance and a two-hour runtime. On low, it can run for up to 24 hours while producing 100 lm with a 70m beam distance. It’s powered by a rechargeable 5,200mAh Li-ion battery and comes with a 120V Stinger charger. It is also available in versions with a 120V PiggyBack charger (No. 78201) or with the light only (No. 78200).
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Features embedded magnets
The Magnetic Tool Holders , Nos. MPH6G, MPH6P, and MRH144G, from Matco Tools are ultra-flexible magnetic holders designed to bend over any curved ferrous surface with a non-marring material to avoid scratching or denting surfaces. Embedded magnets will hold tools tight and prevent them from moving around in the toolbox drawer, on the tool cart, or under the hood. The holders are available in green or purple.
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Reduces friction, wear, and prevents oil breakdown
The Hy-per Lube High Mileage Treatment Engine Supplement from Rislone is an additive blend designed to work with all motor oils, including conventional, high-mileage, and synthetic, the company said. The supplement is also good for use in manual transmissions, differentials, and axles, and it can be added to engine oils either during or between oil changes. The additive stabilizes engine oil while also leaving a protective film that will not run off on internal parts. It helps reduce friction and boost oil pressure to reduce lifter and valve ticking, knocks, and other noises.
For more information visit FleetMaintenance.com/55236642
