Fleet Maintenance – March 2025 by Endeavor Digital Editions

Renewable diesel is blossoming as a drop-in alternative fuel for ﬂ eets that want to lower emissions but keep their diesel engines. Page 14

All Maintenance, All Vehicle Classes, All Management, All the Time

renewable diesel A field of alternatives

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Equipment

Auction adventure

The path towards the lowest total cost of ownership sometimes means becoming the highest bidder. p. 14

In The Bay

Is renewable diesel right for you?

Renewable diesel is a drop-in fuel that can help fleets reduce their carbon footprint and maintenance costs, but only if fleets can buy it at a price that doesn’t burn up the bottom line. p. 22

Shop Operations

Snuffing out shop fires

Shop fires can be devastating—and usually avoidable. See how proactivity and situational awareness plus a bit of proper training can keep your shop fire-free.

Recycling

Getting

When their service life is over, the value of a variety of truck components lies in their used part, core, and recycling potential.

Digital

Paperless ops in the shop

The benefits of replacing manual forms for parts, billing, work orders, and more are readily apparent to shops that use them, but going paperless is still new to many repair shops, so here’s a quick primer to help start that journey.

Cover photo: Erin Brown, generated by

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.

Understanding DPF failure modes and how to diagnose emissions systems

DPF failure occurs when soot and other particulates clog a vehicle’s filter, leading to higher emissions, so regular maintenance is key to sticking to updated regulations. FleetMaintenance.com/55266803

Fifty-year-old truck shop shares technician retention tips

The owners of Bascom Truck & Auto grew from a two-man operation in 1975 to 35 employees. FleetMaintenance. com/55265590

Editorial

Editor-in-Chief

Associate Editor Alex Keenan alex@fleetmaintenance.com

Associate Editor Lucas Roberto lucas@fleetmaintenance.com

Contributors

Multimedia

Multimedia Account Executive - Midwest Diane Braden 920-568-8364 | diane@fleetmaintenance.com

Multimedia Account Executive - West Mattie Gorman-Greuel 920-563-1636 | mattie@fleetmaintenance.com

Multimedia Account Executive - East Cortni Jones 920-568-8391 | cortni@fleetmaintenance.com

Production Manager Patricia Brown Ad

How to safely use a tire changer

Tire changers promote efficiency and consistency in the shop, but only when technicians know how to operate them safely. FleetMaintenance.com/55266477

READ ANYTIME, ANYWHERE

Read the digital edition online at FleetMaintenance.com/ magazine/78446

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own issue?

Tumultuous tale of Nikola ends with Chapter 11

While many were heavily invested in a storybook ending for the zeroemission OEM, Nikola’s final chapter ends with bankruptcy and lament. FleetMaintenance. com/55269481

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Drill, baby, drill

Creative solutions and new efficiencies are usually found through boring old repetition.

By John Hitch Editor-in-chief

People often ask me what life on a submarine was like, and while movies and Tom Clancy novels play up the tense moments of silence and unfathomable escapes from enemy torpedoes, what I remember most was the monotony of it all—doing the same thing over and over.

For me, it started with six hours on watch staring at lazy green acoustic data falling down my CRT screens and listening through my headphones for contacts among the ocean’s symphony of white noise and chattering creatures. Then chow, cleaning, maintenance, training, and maybe a movie, before six hours of sleep. Then we’d do it all over again.

On certain days of the week, we’d do any number of drills, like a fire in the engine room, a hot run in the torpedo room, or the odd reactor leak.

If these were real, any one of them would mean doom for the crew if we didn’t respond with brisk efficiency and confidence. And every submariner was taught that their job in each situation was absolutely vital. Even a less glamorous task like retrieving firefighting gear for the designated responder was important, as every second counts when the smoke has nowhere to go and there’s plenty of oil, grease, and flesh for flames to consume.

But you can’t think about that. You can only think about doing your mundane task at the moment as fast as possible without tripping or knocking someone else over. And to get to that point, you have to practice. And we did. Over and over. With every conceivable disaster that could befall a sub, throwing in variations to simulate real-life situations, like obscuring our emergency air breathing masks with hairnets to replicate smoke.

Now did we ever have to use those skills in real life? The only real fire I can recall was when a young machinist mate put a metal coffee thermos in the microwave. Aside from some sparks, nothing happened, but the crew still went through the same motions as if it was a lube pump. There were other types of close calls where most of us had no idea how close we were to being crab food but heard about someone’s quick-thinking heroics.

When getting nostalgic with my buddy about the good ol’ days in underwater hell, though, the guys who behaved correctly under pressure get far less discussion than the ones who didn’t. Just because we always had to be ready for anything doesn’t mean everyone was. We’d sometimes pretend an enemy sub appeared out of nowhere and fired at us, so we could practice evasive maneuvers and get a quick firing solution. We all knew the drill, but what everyone would hear over

If you’re unsure of how your employees (and yourself) will respond, make it a priority to contact your local fire department and get an action plan in place.

the 1MC speakers was “Torpedo in the water!” It was one sea pup’s first underway, and he didn’t know it was a drill. He was in control and saw everyone jump into action, and his immediate reaction was basically, “We’re all gonna die.”

So he sat down and started sobbing. He didn’t last long on the boat.

And while the crew found this young man’s trauma quite hilarious (well, the more demented among us, anyways), if he had a vital role in an emergency and fell apart like that…Well, you know what they say: dead men tell no tales. Hopefully, this tale will get you to examine how to make your shop “shipshape,” ready for anything, especially fires.

We have a great piece by Lucas Roberto on how to do that on Pg. 22. He talked to several veteran firefighters, including Capt. Mike Daley, chief training officer and fire officer with Fire Service Performance Concepts. He talked about a time he responded to a vehicle fire just outside a repair facility, and a quick-thinking employee shut the bay doors to protect the shop. But Daley also mentioned another time a tech tried to move a burning fuel tank outside the shop, and “the fuel started to spill and the fire started to spread.”

Timothy S. Cowan, deputy fire chief for the DeWitt Fire District in New York, also brought up how in a large shop with dozens of bays, if a fire broke out at one end, how do you let the other end know?

If you don’t have answers, and if you’re unsure of how your employees (and yourself) will respond, make it a priority to contact your local fire department and get an action plan in place. With their help, you’ll find some answers real quick.

Then brainstorm all the other scenarios that could go wrong in the shop, and come up with a response for those, too. Maybe it’s what to do if a drum of engine oil gets knocked over or if a truck slips off a lift. And walk through what to do with every member of the shop. And find time to run surprise drills. Incentivize good responses and coach up poor ones.

After a short time, you’ll make these stressful situations mundane as well, while building camaraderie in the shop and proving to your workers that you put their safety first. It’ll be extra time spent not directly impacting uptime, but maybe you’ll find you have a more close-knit crew willing to help each other out in other monotonous shop tasks. At worst, at least you’ll know one small fire won’t lead to the loss of your business and the people in it.

Auction Adventure Auction Adventure

The path towards the lowest total cost of ownership sometimes means becoming the highest bidder.

By John Hitch

[ PROCUREMENT ]

When you think of auctions, your mind may conjure a scene where a fast-talking auctioneer in a Stetson, suit, and bolo tie chants to a crowded sale barn, spitting out numbers so quickly it’s hard to keep up: “Fi y dollar bid, now ﬁddy, now ﬁddy, can I get 60, now 60, now sixty over here, can I get 70, 70 once, twice…sold!”

Or perhaps you think of a more elegant a air at Sotheby’s, where fancy folks dressed to the nines bid on some rare luxury items, politely holding up paddles in the hopes of winning some rare, coveted antique.

But if you’re in the trucking industry, you should be picturing a lot full of used tractors, trailers, and other commercial vehicles unwanted by their previous owners but still full of potential and available for you to bid on through one of many truck auctioneers.

And it’s likely that if you’re a regular buyer of used equipment from a dealer, some previously went through an auction.

“A huge segment of [auctioneers’] buyers are dealers that are simply taking these units, sprucing them up slightly, and putting them on their dealer lot,” asserted Michael Scherkenbach, president of the Western Division of Dreamliner Transportation, who started his ﬂeet Shomotion (which was later acquired by Dreamliner) in the early 2000s with trucks obtained through Taylor and Martin auctions.

His ﬂeet’s clients include the biggest musical acts of all time, from Taylor Swi and Beyoncé to AC/DC and Metallica. He still sometimes ﬁ nds great deals through auctions.

You won’t get the latest technology or that new truck smell, but if you’re good at sni ng out great deals and trust in your maintenance team, these auctions can help an industrious soul start their own operation, help small fleets expand without taking on debt, and supplement large fleets looking not for the latest and greatest, but what they know and what they can a ord. A er all, as fleets look at where to cut costs as everything from employee wages to insurance gets more expensive, an obvious area is on the initial purchase.

“When you look at the cost of a new vehicle today and the interest rates, it’s a major component of your total cost of ownership,” noted Todd Knutsen, VP of remarketing, pricing, and asset management for Penske Truck Leasing.

Last year, Knutsen spearheaded the launch of a Penske Used Truck channel called Penske Auction. is provides Penske customers with one more option to consider along with buying new or used, leasing, and renting. Going through auction, especially to obtain older assets, does have its risks.

“ e trade-o as you’re running that vehicle through the back half of its life is the maintenance generally will be higher, but [used trucks] o set those higher truck payments and the interest costs,” Knutsen said.

He added prime auction candidates include owner-operators and small fl eets who may have limited credit and time in the business and di culty getting loans. at doesn’t mean medium and large fleets shouldn’t also take a look. Knutsen said fleets and owner-operators who know their way around an inspection report

and can work on the trucks themselves can also stand to beneﬁt. If a ﬂeet wants to add some units and sell them o shortly a er, they take less of a loss re-selling the auctioned asset versus a new one, Knutsen said.

In general, the auction route is similar to the traditional used, except with a few extra stops in the bay and body shop.

“Auction data is an important tool that tells you spot on where the market is and what you should be paying for something. ”

Michael Scherkenbach, president of the Western Division of Dreamliner Transportationy

ere are also some tax beneﬁts, as well. Scherkenbach noted the beneﬁts of buying an asset through auction and refurbishing it has advantages over depreciating a new asset.

“If you buy a used piece of equipment and put money into it, those expenses are an immediate write-o for that year, so there are a lot of tax beneﬁts to purchasing used equipment and ﬁ xing it up,” Scherkenbach said.

Beneﬁts aside, it must be said that this type of truck bargain hunting is not for faint-of-heart ﬂeets. At a minimum, you need to have a rock solid in-house maintenance team or third-party provider, and just as importantly, the time to research the various auctioneer sites, calculate the TCO versus other procurement options, and quickly ascertain if what you’re looking at is someone else’s trash or your new treasure.

And even if the numbers point to traditional new or used channels, the time spent on researching the auction market is not wasted.

“Auction data is an important tool that tells you spot on where the market is and what you should be paying for something,” said Scherkenbach, who has more than 24 years as an auction hero.

Where to get equipment

Penske’s the newest auctioneer in trucking, but not the only one. A few of the larger ones include Copart, Ritchie Bros., and Taylor and Martin. ese three altogether had more than 10,000 trucks available on their sites in late February. ese cover the full spectrum of makes, models, years, and condition.

On Purple Wave, an online auctioneer of construction, ag, and fleet equipment that Copart acquired in 2023, there was an orange 1956 Chevrolet 4403 flatbed available, while on Taylor and Martin, there were a few MY2024 Mack Anthem day cabs in the pre-bidding phase. And if you’re literally looking for junk, Copart also offers salvages involved in accidents.

» This 2014 Ford F-150 Super Cab went for $5,577 on the GSA Auction site, a real steal. The engine doesn’t work, so the new owner will have to find out if it can be repaired or needs to be replaced.

You can find all sorts of vehicles and even shop equipment on the government’s GSA Auctions site as well. We found everything from power tools and lathes to Bobcats and filing cabinets available. Oftentimes the equipment comes from U.S. Department of Agriculture offices. Fleets on the lookout for an extra pickup truck should routinely check the site for new inventory.

Based on winning bids, a few auction pickups we tracked came in under the Kelly’s Blue Book value for private sellers. For example, a 2016 Chevrolet Silverado 1500 Double Cab with 125,317 miles auctioned in Georgia went for $11,077. Using the vehicle VIN and mileage, and assuming “good” condition, the KBB private seller value was $10,746 to $13,261.

You can also find some fixer-uppers that could be a relatively easy job for your experienced techs or a good learning experience for junior ones. In Asheville, North Carolina, a 2014 Ford F-150 Super Cab with 72,910 miles went for $5,577, though the KBB value, selecting for “fair” condition, was $10,700 to $13,700. Comparable F-150s in North Carolina were going for upwards of $16,000.

So what’s the catch? The V6 Flex Fuel 3.7L engine was deemed “inoperable,” needing to be repaired or replaced, and would need to be towed off the lot. It’s unclear what the issue was, but figuring for worst case and replacement, you could get a remanned engine for $5,000 and still come out ahead. But you also want to be aware of other potential problems due to the vehicle’s “where is.” Any vehicle in Asheville, which was flooded last year, could have other serious issues. GSA recommends a physical inspection on the site, which would have to be set up through the vehicle custodian. In this case, you would definitely want to do that.

Scherkenbach noted GSA is also a great way to get personal vehicles.

“My buddy just got a Ford Explorer for his 16-year-old off there,” he said. “GSA is a great place to get your feet wet because you’re dealing with

government-maintained vehicles. It’s probably the safest auction market you’re ever going to find.”

Good truck hunting

As most things have since the pandemic, auctions have gone virtual.

“With your traditional onsite auction, live buyers would attend the auction, kick the tires, look at the truck, make a buying decision, and bid on it,” Knutsen said. “A lot of that activity postCOVID moved online.”

Because of that, Penske Used Trucks launched its auction channel last August with an emphasis on being mobile-friendly and fairly hands-off. A wide array of Classes 1 through 8 vehicles and trailers, all coming from Penske’s leasing and rental businesses, are available.

You would have to register and enter a credit card number to place a bid. During the advanced bid process, the site collects the max bid. Once the auction starts, the system will then incrementally bid up to the max for you.

“It kind of works like a proxy bid...it won’t just jump to their dollar amount,” Knutsen said. It may not be as exciting as being there in person, but online auctions provide access to a far greater amount of equipment.

More mature auction houses, such as Taylor and Martin—which offers mainly Class 8 tractors and trailers with some light- and medium-duty equipment—do a mix of on-site and online.

“It is the best of both worlds,” said Steve Oliver, VP of business development at Taylor and Martin. “If a potential buyer wants to inspect equipment, they don’t have to chase all over the country—it’s all in one place. They don’t have to stay around and wait for the auction; they can join in from wherever they are and buy what they want.”

» Auctioneers like Taylor and Martin have hundreds of commercial trucks and trailers available.

Taylor and Martin

» This 2008 Great Dane trailer was auctioned for $6,000, and first received needed structural repairs...

Swift expansion

» ...and finished with a new black wrap, the perfect outfit for its new life in Dreamliner’s entertrainment logistics fleet on tour with some famous rock or pop star.

How one man parlayed his winnings from Taylor and Martin Auctioneers to hauling concert sets for the most famous Taylor in the world.

In 2001, a few savvy bids at truck auctions changed everything for Michael Scherkenbach.

He parlayed the tractors and trailers he procured into a thriving entertainment logistics fleet called Shomotion LLC. The fleet has worked with NASCAR and has hauled concert staging and gear for some of the most well-known musical acts, from Elton John and Beyoncé to AC/DC, Guns N’ Roses, and Metallica. Scherkenbach said the fleet’s “claim to fame,” though, is transporting stages, sets, and more for Taylor Swift’s Eras Tour in North America. The 2023 tour, which also spanned Europe and Latin America, is the highest grossing ever, boosting local economies wherever it went. (Swift also rewarded the drivers from Shomotion and the other trucking company that worked on the tour with a $100,000 bonus each.)

It boosted Shomotion’s profile enough to gain the attention of Dreamliner, which acquired the company last October. Scherkenbach has stayed on as president of the western division.

Two decades ago, he was just an aspiring entrepreneur with a degree from Colorado State and a dream to break into the trucking

side of show business, enamored after hearing stories from a trucker.

He couldn’t afford new trucks even in the pre-emissions era, but the human bloodhound could sniff a good deal from hundreds of miles away, all the way from Denver to South Sioux City, Nebraska, in fact. That’s where he flew to attend Taylor and Martin auctions to get the equipment he needed to build his fleet. It was usually a one-way ticket, as he would then drive whatever he procured back. Being there in person certainly had its advantages.

“I was actually able to talk to the owner there that had bought them brand new and maintained them,” Scherkenbach said.

Prospective bidders would shuffle in front of the next unit up for auction and raise their paddles, all hoping to be the last one standing. And the ones Scherkenbach got achieved instant stardom.

The 1997 Kenworth T2000 he won through a Taylor and Martin auction hauled John Mayer’s gear around during the singer-songwriter’s peak. Back then, Scherkenbach, who still has his CDL, drove the trucks for Swift’s future ex-boyfriend, too.

The total fleet he oversees comprises 82 Class 8 tractors and 312 trailers, and they can afford to purchase brand-new trucks and trailers, but Scherkenbach said he still “dabbles in auctions” and “always keep an eye on all the Taylor and Martin auctions to see stuff that might be older, but was gently used,” the executive said.

You have to know where to look, though.

“Obviously, region makes a big difference—if you’re buying in the south, you’re going to get stuff with less rust,” he said.

Recently, the fleet owner found a real diamond in the rough—a 2008 Great Dane trailer—in Tunica, Mississippi, through an online auction hosted by Taylor and Martin. He paid $6,000, though he admitted he’d go as high as $9,000. He noted the tires were in good shape and the aluminum rims alone had an estimated value of $1,200.

Because of his experience with Taylor and Martin, he felt he could trust the trailer was decent even though he wasn’t there in person or had it inspected by a third party.

“I know my brands and I know what brands they look for,” he said. “Taylor and Martin’s very

good about actually providing additional pictures if there are damaged areas.”

He added the auctioneer also provides documentation, such as paperwork on major repairs, from the previous owner.

He had a driver in the area pick up the white dry van and haul it to the Chicago area to refurbish it. Because of his high-profile clientele, the trailer had to look good.

“It’s one of the rare parts of trucking where presentation matters,” Scherkenbach. “Presentation is just as important as a service we’re offering.”

His go-to body shop added a stainless steel nose, rear doors, and landing legs, as well as a frame paint touch-up, and then it was off to fleet graphics company for a new black wrap.

One of his technicians overhauled the Hendrickson air ride suspension, replete with new bushings, bearings, and airbags.

For a truck, though, he may have still flown out, because pictures don’t tell the whole story.

“To really understand the condition of a truck, you want to sit in it, and see how it’s been maintained, and if it’s stinky or smells like a wet dog,” he said.

Photos courtesy of Michael Scherkenbach

SOME COMBINATIONS MAKE MORE SENSE THAN OTHERS.

ffihffi ffiuffil ffiffiffiffiffiffiffiffi ffiffi ffiffiffiffiffiffiffi® Effigffiffiffi Offils affid thffi hffiavffi-dutffi prffitffiffitffiffiffi ffiffi Mffistffik® ffirffiasffis arffi a smar t ffiffimbffiffiatffiffiffi tffi savffi ffiffiu tffimffi affid mffiffiffiffi Let us prove it.

Oliver advised that prospective buyers inspect the equipment themselves in person or send a third-party inspector.

“Our on-site teams inspect the equipment and are willing to pass along any information that they may have gathered in the process, but we always welcome inspections,” he said. “There really aren’t any cons to sending someone or inspecting yourself. It’s always better to check them out.”

And yes, Taylor and Martin still employs traditional auctioneers, too.

“Our auctioneers make the process fun and easy for all buyers,” Oliver said. “They do chant, which is very exciting and fun to listen to. We also have the asking bid on their computer screen or phone for those who may have a hard time keeping up with the auctioneers.”

By choosing online, instead of intently waiting to wave a paddle in person, a prospective bidder can research available equipment, and check out inspection documents and pictures up to two weeks before the auction. This provides time to figure out financing and do more research.

An advantage for Penske is knowing their technicians were responsible for the vehicle’s care.

“All of our vehicles are maintained throughout their life to high Penske standards,” Knutsen said. “And what matters to most used truck buyers is that they can trust that the major components on the vehicle were maintained at or above OEM standards throughout the vehicle’s life.”

Unlike the equipment sold through the used channel, auctioned trucks do not receive a full reconditioning process. The trucks do undergo a basic out service, which includes an emissions test, where the truck is de-identified and a condition report is completed, Knutsen said.

“Some of the reasons we choose auction have nothing to do with the vehicle condition,” he explained. “We may be right-sizing our fleet in a given geography. Some of the vehicles could be higher mileage and the auction is just a good channel to sell that vehicle at that price point.”

The former analyst with over 15 years working on Penske’s used side added they don’t use the auctions as a way to dump trucks needing major repairs. “We value our reputation in the industry.”

Don’t expect the equipment to be in mint condition, though.

“Our equipment on Penske Auctions is ‘as is, where is,’ so what they see is what they’re going to get,” Knutsen said.

And you never know what you’re going to get when visiting the auction site. The inventory is far lower than the traditional used channel. In late February, Penske Used had nearly 1,300 Class 8 tractors available; the auction site had under 90.

That’s not to say you can’t find the perfect fit for your fleet.

As of late February, there were several 2019-2020 Freightliner Cascadias and a few International LTs, ranging from around 500,000 to 700,000 miles.

You could find a wide array of medium-duty box trucks (most with Penske yellow paint jobs), along with some reefer units and flatbeds.

“And what matters to most used truck buyers is that they can trust that the major components on the vehicle were maintained at or above OEM standards throughout the vehicle’s life. ”

Todd Knutsen, VP of remarketing, pricing, and asset management for Penske Truck Leasing

On any Classes 1-8 vehicle or trailer up for auction, the company does provide detailed inspection and 60-month maintenance reports, along with a gallery of images showing any defects or issues identified via thorough physical inspections.

For example, the report for a white 2019 Freightliner Cascadia sleeper with 575,863 miles noted the truck (located in Springfield, Ohio) would need a jump before starting up, and oil was leaking from the rear engine seal and the oil pan. The tires were also worn below 10/32nds and the interior had some damage and scuffs as well. Still, the DD15 and D12 transmission were maintained to OEM standards and it has collision avoidance. At the end of the auction, no one met the reserve price so it went unsold.

The issues detailed on the report likely gave potential bidders pause, though maybe next time someone with the repair skills and inclination will get her back up and running.

“We provide that third-party condition report to create transparency and help buyers really understand the condition of the vehicle that they’re bidding on,” Knutsen said.

And the more transparency you can get, the more you can be assured you’ll find a great deal.

For related content go to FleetMaintenance. com/equipment

» Auctioneers inspect vehicles prior to putting them up for auction and provide detailed condition reports to help customers decide on how much, if any, they want to bid.

Taylor

and Martin

COMBINING CITGARD & MYSTIK IS THE SIMPLEST, SMARTEST DECISION WE’VE MADE FOR OUR FLEET.

Kyle Neumann, Foodliner

SOME COMBINATIONS JUST WORK.

When you pair the fuel efficiency of CITGARD® Engine Oils and the heavy-duty protection of Mystik® Greases, you’ve got an unbeatable combination that’s made to make it last. Saving you time. And saving you money. Let us prove it.

Is renewable diesel right for you?

Renewable diesel is a drop-in fuel that can help ﬂeets reduce their carbon footprint and maintenance costs, but only if ﬂeets can buy it at a price that doesn’t burn up the bottom line.

By Gregg Wartgow

[ FUEL ]

Reducing your carbon footprint doesn’t always mean your fleet has to invest hundreds of thousands of dollars in new trucks, repair tools, and technician training. Making the change from conventional diesel to renewable diesel (RD) has proven to reduce greenhouse gas (GHG) emissions, and could even lead to reduced maintenance costs. The best part is that fleets don’t have to do a thing to begin fueling their diesel trucks with RD—except find a reliable place to buy it.

Unlike fossil fuels that come from the ground, RD essentially comes from farms, since its primary “ingredients” are things like beef tallow and used cooking oil, or other oils derived from animals and plants. That’s a big reason why RD can help a fleet achieve a 60 to 75% GHG emissions reduction over the fuel’s lifecycle, noted Peter Zonneveld, president of Neste US, a producer of sustainable aviation fuel and renewable diesel.

Zonneveld also noted that the chemical compositions of petroleum and renewable diesel are largely similar, allowing a straight swap to RD without any fuel additives, engine modifications, or blending—hence the term “drop-in” fuel. “The big difference is that RD doesn’t have the aromatics, which are what create the smoke and are potentially carcinogenic,” he said.

And based on the realized benefits, a wise use of this extra time would be to explore if renewable diesel is right for you. The alternative is stagnation, never a successful strategy in the transportation industry, or heavily investing in battery-electric trucks and associated charging infrastructure. Let’s dive more into the pros of renewable diesel, as well as what’s working against it blossoming.

Making the switch

For fleets looking to reduce their environmental impact and transition away from fossil fuels, a drop-in replacement like RD provides a relatively painless way to do so—unlike with BEVs, which require a significant investment.

“Convincing fleets to switch to RD is not as difficult as you might think,” said Marci Ballard, director of corporate development at Christensen, a fuel and lube supplier based in Washington state. “In some cases, RD is a superior product. But the big thing is that it’s a drop-in replacement. One day a fleet could be using [ultra-low-sulfur diesel], and the next day they could be using RD—and right back again, if they wanted. Regardless, the fleet will see zero complications. That’s much different than if they’re trying to move from USLD to a heavy biodiesel.”

Switching to a steady diet of animal- and vegetable-based fuel also trims some fat off maintenance budgets as well.

“Because it has so few impurities, RD is keeping our customers’ engines much cleaner,” Ballard said. “Some customers tell us they’re extending oil drains; some are reducing DPF changes. They’re saving money on maintenance by switching to RD.” Zonneveld concurred.

“We’re starting to see a lot of evidence that points to reduced maintenance costs,” the Neste

US president asserted. “A former customer of ours in Oregon, Titan Freight Systems, told us they’d seen a 1.5-cent-per-mile cost savings in exhaust system maintenance due to less frequent filter changeouts.”

Before finding a renewable supplier, though, it’s important to know a little about what it is and isn’t. It should be noted that RD and biodiesel are not one and the same. Yes, they are both made from biological sources like vegetable oils and animal fats, so RD is technically a type of biodiesel. However, due to the way it is processed, RD is actually more like regular petroleum diesel in many respects.

Biodiesel is a mono-alkyl ester produced via transesterification, where a feedstock chemically reacts with an alcohol, such as methanol, in the presence of a catalyst, such as lye. Biodiesel meets ASTM D6751 and is approved for blending with petroleum diesel.

» Among its many fleet-related services, Christensen delivers bulk RD to fleets in Washington, Oregon, and Idaho. The company gets the majority of its RD from major refineries in California and Louisiana, along with a handful of smaller operations in Washington, Wyoming, and North Dakota. Christensen

RD is a hydrocarbon produced most often by hydrotreating, where lipids from feedstocks of vegetable or animal waste products are reacted with hydrogen under high temperatures and pressure to remove water and oxygen. Hydrotreating is the same process used in existing petroleum refineries. Furthermore, RD meets the same ASTM D975 specification for petroleum diesel. Thus, RD can either be blended with regular diesel or used all by itself as a direct replacement. A label reading “R100” means it’s pure renewable diesel, while R20 would be 20%, with petroleum diesel at 80%.

No chain, no gain

According to the Alternative Fuels Data Center of the U.S. Department of Energy, RD production in the U.S. grew from a little more than 500 million gallons in 2020 to more than 2.5 billion in 2023. Consumption more than tripled to nearly 3 billion gallons. Still, RD is taking a small bite out of the entire diesel-consumption pie.

» One of Neste’s fueling stations in California. Neste

Renewable diesel refiner locations in the U.S.

its own supply chain, several acquisitions have helped broaden Neste’s access to used cooking oil and residue fats that are needed to produce RD. One example is the 2020 acquisition of Mahoney Environmental, which recycles used fryer oil, cooking oil, and grease trap material.

Neste’s ramp-up of U.S. production comes at an important time. It’s an important step toward ensuring a reliable supply of RD for fleets, especially fleets that are looking to take an important step toward reducing their carbon footprint.

A low-risk way of decarbonizing

“In many cases with fleets that use RD, the company has some strong sustainability goals,” said Mark Ulrich, director of customer support at Cummins. “Using RD is a way fleets can achieve those goals.”

When talking about a vehicle’s total carbon footprint, it’s important to consider more than just what’s coming out of the tailpipe.

U.S. Energy Information Administration

Sources used in biomass-based diesel production

“If you want to replace a high percentage of the 40 billion gallons of diesel that are consumed, you have to come up with a lot more oil that doesn’t come from the ground,” said Kevin Otto, electrification technical lead at the North American Council for Freight Efficiency (NACFE).

Supply is partly why UPS, a large user of Neste’s NEXBTL RD a decade ago, has opted to focus more on renewable natural gas. RNG also offers “a 90% reduction in lifecycle greenhouse gas emissions when compared to conventional diesel,” noted Mike Whitlatch, VP of global energy and procurement, UPS, in 2022.

On a positive note, existing refineries can convert parts of their current operations to produce RD, which is naturally faster and less expensive than building a new facility from the ground up. More conversions have been taking place, but more will be needed. “They all can do this, but the question is, will they?” Otto wondered.

The way RD is brought to market is also business as usual, for the most part. Any gas station can choose to offer RD using the same diesel pumps and tanks they already have. “Additionally, fossil fuel distributors are beginning to add RD onto their product slates,” Neste’s Zonneveld pointed out.

Driven by state regulations, RD is primarily utilized in California, Oregon, and Washington.

Thus, it stands to reason that the majority of production plants and fueling stations are located in those states. However, interest is growing in other areas of the country. Case in point, the Alternative Fuels Data Center (AFDC) shows that through 2023 production plants existed in the states of not only California and Washington, but also Oklahoma, Louisiana, Kansas, New Mexico, Wyoming, North Dakota, and Montana. Additionally, Neste opened a MY RD fueling station in New Jersey in 2024.

Despite the progress made over the past five years, a supply challenge is beginning to take shape. A change in the federal tax code is now incentivizing domestic production of RD. Prior incentives were directed toward blenders who were able to utilize imported RD in their blending efforts. “Now we are looking at a roughly 2-billion-gallon reduction in imported supply that’s driven by that tax credit change,” Christensen’s Ballard said.

The hope is that domestic production will continue expanding and eventually offset that reduction in imports. Neste is doing its part. With overseas refineries in Finland, the Netherlands, and Singapore, the RD producer has also opened a production facility in Martinez, California, as part of a joint venture formed with Marathon Petroleum in 2022. Additionally, to strengthen

“You have to think about emissions from well to wheel,” NACFE’s Otto added. He’s talking about all of the emissions generated from not only burning fuel in a vehicle, but also the production, processing, and distribution of that fuel.

“The process of getting RD to the pump is much better from a carbon output standpoint, as compared to crude oil which has to come out of the earth and get piped somewhere,” Otto said. “In fact, a lot of the carbon output from RD is actually carbon that was extracted from the air by the plant matter that’s used to make the RD. So in a way, some of the carbon burned during use is just getting returned to the atmosphere, as opposed to extracting it from the ground and introducing it to the atmosphere.”

Emissions advantage

Given that broader understanding of what “carbon footprint” means, Otto said RD even matches up well against battery-electric solutions. “An EV puts out virtually nothing while in operation. The trouble is getting the electricity to the vehicle and keeping that vehicle charged,” Otto pointed out.

“RD clearly reduces CO2, so it can help a fleet reach certain sustainability goals pretty quickly— and much better than a battery-electric vehicle,” added Jeff Short, VP at the American Transportation Research Institute (ATRI).

Short was instrumental in the development of ATRI’s report, “Renewable Diesel: A Catalyst for Decarbonization.” ATRI research suggests that the per-truck lifecycle CO2 reduction of RD vs. petroleum diesel is 67.3%. When comparing a 568-milerange BEV to a truck burning petroleum diesel, the reduction is only 30%. A 250-mile-range BEV, which is more likely for a Class 8 tractor-trailer application, only reduces per-truck lifecycle CO2 by around 37% (see chart). RD has a clear advantage over BEV.

When focusing exclusively on emissions coming from a diesel engine, Cummins testing suggests RD could also have a slight advantage.

“Generally speaking, we can say particulate matter (PM) is reduced fairly significantly when burning RD as compared to petroleum diesel,”

» Domestic production of RD has increased over the past few years, with refineries popping up in more states around the country.

Tallow Used cooking oil

Soybean oil

Distiller’s corn oil Canola oil Fish waste Other

said Jeff Klopfenstein, materials science corporate fuel SME technical advisor at Cummins. “NOx emissions, depending on the duty cycle and how the engine is running, typically run about even, although some tests show RD to be slightly better. The other engine emissions are also pretty well in line.”

Fuel economy is another factor that impacts engine emissions. But RD has a slight disadvantage here.

“The energy density of RD is less than traditional petroleum-based diesel,” Cummins’ Ulrich said. “That is something fleets should factor in. Even though RD performs a lot like diesel, you’ll have to burn more gallons to go the same distance.”

A comparison study of R100 and mixed blends with petro diesel produced by California Air Resources Board found “statistically significant increases in fuel consumption per bhp-hr for all of the biofuels, ranging from 4.8% for R100, 6.0% for R65/B35, and 57% for R50/B50.”

Paccar’s 2024 MX-11 and MX-13 Operators Manuals also point out that energy content by volume is lower than that of petroleum diesel, which can reduce fuel economy. These are all factors to consider when determining if RD will help a fleet meet its overall environmental and economic goals.

Maintenance and performance

Another advantage of RD is that because it is a drop-in fuel, maintenance protocols in shops are largely unaffected.

“Cummins states in its literature that there’s virtually no impact on engine longevity or performance—as long as the fuel meets our requirements,” Klopfenstein pointed out. “There are heavy-duty engine platforms, like our X15, where the engineering team recommends checking the valve lash at half the specified service interval. That is due to the low amount of soot generated in the combustion of RD. Past evaluations found that some amount of soot helps lubricate these components when using conventional diesel. So when switching to RD, there is a need for at least increased inspection due to the potential increase in wear.”

Fleets should also be aware of the cold-flow properties of the RD they are using. “There’s some variation of these properties based on fuel producer,” Klopfenstein said. “I’ve seen some problems when trucks fill with RD in a warm-weather area, and then travel to higher-altitude zones where it’s colder.”

Christensen’s Ballard agrees. “Fleets should talk to their fuel supplier about blending options, maybe a 50/50 blend, when driving in colder areas,” she said. “Of course, since it’s a drop-in replacement, the fleet could always fill up with regular diesel if they’re worried about the outside temperature on a certain haul.”

United Shippers is one of Christensen’s fleet customers who made the switch to RD. Alex Sak, operations manager for the roughly 80-truck Oregon branch, helped lead his branch’s transition.

“We had been running B5 for a while because B5 and B20 had been our only options in Oregon due to regulation,” Sak said. “We had a lot of prob -

Lifetime CO2 emissions: Alt fuels vs. diesel

» Research by the American Transportation Research Institute (ATRI) suggests that RD helps reduce per-truck lifecycle CO2 much better than a BEV.

lems when we’d tried B20 at first because that 20% organic compound would grow in the tank and cause issues with the fuel. B5 was better, but we were still having issues with DPF clogging.”

When the price of B5 spiked last year, Sak called Christensen to talk about alternatives. At that time, R99 (a 99% RD blend) was running about 40 cents cheaper than B5. He made the switch to RD in July 2024.

“We gave all of our drivers a heads-up and asked them to provide feedback,” Sak said. “Several drivers reported that they could now pull some hills in eighth or ninth gear, where they used to have to drop down to seventh or sixth. They also liked that RD is clear and doesn’t smell like diesel.”

The impact on aftertreatment systems has been the biggest benefit.

“We noticed that our trucks stopped having to come into the shop for forced regens,” Sak said. “We also stopped having to buy all these replacement NOx sensors, outlet sensors, and temperature sensors. It made sense. We no longer had that organic compound in our fuel that was causing issues when we were running biodiesel blends.”

According to Ballard, some of Christensen’s fleet customers have made the switch to RD from regular petroleum diesel. That has been the case in Washington state where biodiesel blends are not required like they are in Oregon. Still, some fleets see the benefits of RD.

Zonneveld said RD also has some storage

advantages compared to biodiesel. RD doesn’t contain oxygen, so it doesn’t attract water.

RD also has a high cetane index of 70-plus, compared to anywhere from 40-55 for petroleum diesel. That results in a cleaner burn and more power. “We have anecdotal evidence from customers saying that their trucks shift better, have better cold-start capabilities, and simply feel like there’s more power,” Zonneveld shared.

Regardless of where they are located, fleets can’t begin reaping the benefits of RD unless the fuel is readily available—and at a price that doesn’t break the bottom line. Regretfully, Sak said his bottom line recently broke. Due to supply challenges, the price of RD has more than doubled for his fleet.

“Now that we’ve had to switch back to B5, some of our regen problems have returned,” Sak said. “We are hopeful that we’ll be able to switch back to RD sometime in the future.”

“We believe RD is a great solution to help decarbonize the transportation industry,” Zonneveld added. “When you look at data published by the Engine Technology Forum, 75% of all new heavy-duty trucks sold will still have a diesel engine in 2032. If the industry wants to be more sustainable, we need to think about how we can decarbonize all of those existing diesel engines. RD is a very practical solution.”

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Snuffing out

shop fires

Shop ﬁres can be devastating—and usually avoidable. See how proactivity and situational awareness plus a bit of proper training can keep your shop ﬁre-free.

By Lucas Roberto [ SAFETY ]

Even new technicians know what to watch out for in the shop when it comes to preventing obvious fi res. It’s common sense not to weld around diesel containers or set a blowtorch down near a puddle of oil, for example. But shops are full of flammable materials and fi re hazards even where you least suspect it.

“I’ve had a few cases where shops have blown out their entire paint booth,” SeaRay Beltran, safety oversight consultant with PIRM Group International, told Fleet Maintenance.

“People don’t realize that combustible dust mixed with fumes and paint when they blast, they don’t just explode and burn.

ey’ll explode and take the roof o or the walls of a building based on the structure that’s built.”

e formula for ﬁ re is simple, requiring a lot less than you may think. Fuel, heat, and oxygen are the only ingredients, and commercial vehicle shops have plenty of all three, making them a high-risk environment.

ere are a number of common issues in the shop environment, including “electrical hazards like faulty wiring or overloaded circuits, ﬂammable liquids like oils and solvents, built-up grease and oil residue, improper storage of combustible materials, and more, all of which can easily ignite when exposed to a heat source,” Beltran explained.

Add a catalyst like a rogue spark from a welding machine or a chemical reaction, and your business could go up in flames— along with you, your employees, and customers. But just remove any of these components and you can snu out such possibilities. Proper planning and precautionary measures can go a long way toward preventing fires, but you have to be the catalyst for that. For some practical guidance on how to make your shop more fire-proof, we talked to several experts who have seen firsthand just how quickly one mistake could spark a disaster.

How do they happen?

Just last March, a shop fi re in Stearns County, Minnesota destroyed eight of a fleet’s 30 trucks in addition to one of the buildings. According to those present, by the time they noticed smoke and someone ran to get an extinguisher, the shop was too smoky to re-enter. ankfully, nobody was hurt, but the fi nancial loss was catastrophic.

Fires caused over $450 million of industrial property loss between 2018 and 2022, according to the National Fire Protection Association (NFPA), and much of that damage is entirely preventable.

“Awareness is probably one of the biggest factors,” said Timothy S. Cowan, Deputy Fire Chief, DeWitt Fire District in New York. “I get it, shops are busy. But if they’re not speciﬁcally aware of what their surroundings are and they’re just doing work... I think we’ve all seen enough videos where this stu happens, and they don’t even realize it happens. And it could be too late.”

Sometimes the biggest issue comes down to plain old messiness and disorganization.

One of the most common fi re risks is “poor housekeeping,” Cowan stated. “When things are unorganized, safety is definitely not the fi rst priority. You can tell.”

Steve Eyer, engineering systems national sales manager at safety conatiner provider Denios, agreed.

“Cleaning up incidental spills should already be a best practice for professional shops; however bad hygiene and improper storage of cleaning agents, solvents, etc. increases risks of ﬁ re,” he said.

Making sure that tools and used rags are properly stored and put away a er use not only keeps potentially ﬂammable items away from heat sources, but reduces overall clutter that could end up hazardous in the event of an emergency situation.

If employees are at least taking a look around before clocking out to make sure everything is back where it should be, Cowan said, that’s a step in the right direction.

Common ﬁre types in the shop

• Class A: Ordinary Combustibles (wood, paper, cloth)

How to fight: Water, ABC extinguishers

• Class B: Flammable Liquids (oil, fuel, grease)

How to fight: Foam, CO 2 extinguishers (never H 2 0)

• Class C: Electrical (wiring, outlets)

How to fight: CO 2 , ABC and BC extinguishers

• Class D: Combustible Metals (magnesium, aluminum shavings)

How to fight: Class D Extinguishers

Source: NFPA

» Knowing which extinguishers are needed for different types of fires can make all the difference in avoiding catastrophe.

Uline

First steps

PIRM’s Beltran recommended that the fi rst step for a shop is to ensure that they are compliant with OSHA requirements and NFPA recommendations for vehicle repair shops, mentioning that on top of the actual fi re safety benefits, this helps avoid violations and fi nes during inspection. It’s also important to comply with any local fi re code requirements.

Abiding by regulations is a good start, but as technicians know, it takes more than rules and SOPs to get things done. Calling a local fi re department and asking for guidance is the next best step, Beltran suggested, emphasizing that they are usually willing to come let a shop know what might be missing from their fi re-prevention plan and what they should pay attention to, as proactivity is always better than having to come put out a fi re.

e experts agreed that shops o en run into a few of the same mistakes when implementing fi re-proofi ng measures and addressing hazards, one of which is lack of or inadequate employee training on identifying and fighting fi re.

Lithium-ion: A new threat

The proliferation of EVs, and the large batteries required to power them, has provided a unique new fire hazard in commercial vehicle shop environments.

“When [an EV] does catch fire, it is significantly worse than your normal gasoline or diesel engine,” explained Lt. Philip Roche with the Bethel Fire Department in South Carolina, “everything from the amount of water needed to the toxic fumes that are released from the lithium-ion batteries.”

The relative recency of the technology has also presented a unique challenge, with fire departments still learning the best methods for dealing with these fires.

“Unfortunately, I will tell you that where we are in the fire service, every day is a new educational day when it comes to lithium-ion batteries,” Daley explained.

With the variety and size of the battery playing a factor in how it’s dealt with, there is no surefire method of extinguishing them.

“Some departments have even gone to the lengths of calling in a rollback with a dumpster and crane system, filling up the dumpster with water, submerging the EV, and transporting back to the tow yard,” Roche continued. “In some cases, the EVs even caught fire back at the tow yard.”

However, that doesn’t mean there aren’t precautions technicians and managers can take. Ensuring that all manufacturer guidelines are followed in regards to charging, operation, and repair is the best bet.

“S toring them properly, handling them with care, and avoiding extreme temperatures” is key, Beltran stressed, along with proper charging and disposal.

Shops should consider investing in specialized storage cabinets for smaller hand-held devices and larger battery equipment, like the asecos lithium-ion charging cabinet, which provides 90-minute fire protection from the outside in and inside out.

“ Li-ion batteries pose a new threat. As the world gets more electrified, the use and storage of Li-ion batteries should be included in companies’ safety evaluations,” Denios’ Eyer emphasized.

“It’s mandatory by federal and state OSHA programs that vehicle technicians and sta should absolutely receive training on fi re prevention and fi refighting,” Beltran said, “including the ability to identify di erent types of fi res and how to properly extinguish them using appropriate methods.”

Training doesn’t have to be stressful, however, and again, local ﬁ re departments can help instruct employees on how to respond in the event of ﬁ re, including how to use extinguishers.

“Having the extinguisher is one thing, but not being able to use it correctly and not being trained on it sometimes makes things worse,” said Capt. Mike Daley, chief training o cer and ﬁ re o cer with Fire Service Performance Concepts, “and if you grab the wrong extinguisher for the wrong kind of fuel, it can also make things worse.”

ere are also a whole host of potential issues that shop personnel may not even be aware of, and things like improper placement of ﬁ re alarms, neglecting regular maintenance, not addressing blocked exits, using extension cords improperly, failing to update ﬁ re protection systems, and more are not uncommon to encounter when inspecting a shop, according to Beltran.

e easy solution here is to leave things to the experts, and luckily, most ﬁ re departments are available to lend a helping hand beyond just training.

“Are the extinguishers checked every month? Is extinguisher training done annually? Are they up to date? Are they ﬁ lled? Have they been inspected?” asked Daley, who was a diesel mechanic for 20 years. “ ere are lots of shops and repair facilities that are really diligent on that stu , and unfortunately, I’m sure there are a few that sneak by and aren’t.”

Shop managers already have plenty on their plate, and requesting training and inspection from those who know exactly what to look for is the best way to prevent hazards from slipping through the cracks.

“I think people want to comply, but they don’t know what they don’t know. And I think that that’s our job as the fi re service to educate them,” Cowan o ered. “I think if we can bridge that gap between the fi re service and fleet managers and mechanics and shops to say, ‘ is is why this is important,’ I think you got it licked a er that point.”

Know the drill

Preparation is great, but what happens if a ﬁ re happens? Have a plan. Managers should ensure that their employees know the drill, literally.

“Are they training their employees to use fi re extinguishers, or are they just training their employees to get out? How do they mass notify their people?” Cowan asked. “I’ve seen some dealerships have 40 bays and if a fi re starts on one end, how do you communicate that to the other end?” ese are all things that should be part of a concrete plan, but the best fi rst step to take when disaster strikes is call 911, even if you think the situation might be under control.

“Even if it’s a flash fi re that the shop technicians might have put out, fi re departments are carrying thermal imaging devices and other devices that can confi rm that temperatures are down and the fi re is completely out,” Daley explained.

e next thing, Cowan said, is to think about others who may be in danger. For example, a showroom full of customers connected to the shop.

» Unchecked fires don’t just destroy vehicles, they can take down entire shops.

85366216 © Christian Thøgersen | Dreamstime.com

» Keep potential fuel sources away from sparks by ensuring your shop has designated areas for high-risk hot work like welding and grinding.

“Let’s say it’s a dealership,” he posed. “Now we’ve got to do some evacuation.”

e rest may vary based on the size of the shop, layout, where the ﬁ re is, how quickly it is spreading, etc.

Daley discussed a situation in which a ﬁ re started just outside of a repair shop, and quick thinking by the technicians present helped mitigate the situation.

4

Steps to a ﬁreaware shop

“One of the smartest things that the shop did was close the bay doors, so that the ﬁ re was already outside and stayed outside instead of coming into the building.”

However, acting impulsively can have unintended consequences, making things worse. Daley mentioned another example of technicians doing their best to mitigate a ﬁ re that didn’t help the situation overall.

“It was a fuel tank that started to burn, and as it was moved, the fuel started to spill and the ﬁ re started to spread,” he recalled. “So again, the best thing to do is just call the ﬁ re department.”

e bottom line is that for things to go as smoothly as possible if an emergency situation arises and to keep damage to a minimum, managers should make sure it’s not the ﬁ rst time they’re talking about ﬁ re safety with their employees.

“ I get there are times on vehicles that you have to do torch work or whatnot, but if you’re specifically welding things that are pieces and not on the vehicle, definitely do that only in certain areas.”

Timothy S. Cowan, Deputy Fire Chief, DeWitt Fire District

• Make a plan: Have a comprehensive fire safety plan that includes procedures for regular inspections and emergency response protocols, and make sure all employees know about it.

• Train employees: All shop personnel should know basic fire prevention and response. This includes how to conduct inspections, recognize potential fire hazards, and use extinguishers.

• Maintain detailed records: Keeping track of all inspections, maintenance, and repairs can ensure that all necessary tasks are performed on schedule.

• Consult with professionals: Partner with fire services to conduct regular inspections, maintenance, and training.

Source: Preventing Vehicle Fires on Heavy Machinery: The Importance of Regular Inspections and Maintenance - Fire Systems, Inc.

“All that promulgation of practicing ﬁ re safety and actually going through this with their employees pays o in dividends when something happens,” Cowan concluded.

Safe storage

A er knowing how many ﬂammable oils, chemicals, and other liquids are commonplace around the shop, the next order of business is proper storage. Not only of the liquids themselves, but any rags, gloves, or other material that may be soaked in them. All of it is liable to catch ﬁ re. is means that proper storage should be top of mind, especially when it comes to more hazardous materials like cleaners, solvents, or aerosol sprays.

e ﬁ rst step is to know what could be a risk.

“It’s important to evaluate and determine the threat level,” Eyer explained. “Any professional shop should have a materials manager familiar with what hazardous materials are on site.”

To make matters worse, sometimes ﬁ re can even occur without an external heat source.

“Unfortunately, these rags do create heat from chemical reactions between di erent chemicals, and that’s how ﬁ re starts,” Beltran explained. “Ensuring hazardous chemicals are segregated, stored in appropriate containers within designated areas, and accessible only to trained personnel” are all best practices.

Proper storage minimizes the risk of a ﬁ re igniting, but if it does, the goal is to keep it contained or prevent it from spreading rapidly.

Denios o ers leak-proof and OSHA/NFPAcertiﬁed waste cans of various sizes meant to hold oily rags and other materials, keeping them contained and allowing for easy disposal away from potential heat sources.

“With each ﬂammable and combustible liquid, the ﬁ rst line of defense is the primary container in which the material is stored,” Eyer noted. “Ensuring containers are sealed and closed while not in use or reducing storage quantities for highrisk areas are best practices.”

© Meritxell Sanchez | Dreamstime.com

Hot work

On top of the laundry list of flammable fuel items that exist in the shop, there is no shortage of heat and ignition sources. Hot work, which includes welding, cutting, grinding, and more, is especially high-risk, as it involves actively producing sparks and heat.

Between 2017 and 2021, the NFPA reported that U.S. fire departments responded to over 3,396 structure fires involving hot work resulting in $292 million in direct property damage, with welding torches being the most common equipment involved.

Cowan mentioned that the key to mitigating risk associated with this type of work is to keep it in one place.

“I get there are times on vehicles that you have to do torch work or whatnot, but if you’re specifically welding things that are pieces and not on the vehicle, definitely do that only in certain areas,” the deputy fire chief recommended, also mentioning that it can’t hurt to invest in barriers, fire blankets, and other precautionary measures specifically for these areas.

“Making sure that the area is clean of any potential fuel hazard that the sparks might wind up on is key as well,” agreed Daley. “Keep everything away from the area where you’re working.”

Having designated high-risk work areas makes it easier to keep them clean of dirty rags and other combustibles, but again, perhaps the most important part of this is maintaining awareness.

“With hot work, it’s making sure that somebody’s paying attention to that after the fact,” Cowan contin ued. “‘Where did the sparks go? Are they cool? Should we just walk away from this?’ It’s being cognizant of the surroundings and what’s going on when they’re doing that type of work.”

detectors, fire suppression systems for specific areas (like kitchens), and signage clearly indicating the location of fire safety equipment to help prevent or mitigate fire damage,” he listed.

Spill kits are another consideration. Solvents or degreasers formulated specifically for cleaning oil, like the Oil Eater Orange Cleaner, can help prevent slips and falls while also eliminating a potential fuel source for a shop fire.

It’s also important to keep in mind any environmental factors like ventilation (or lack thereof)

and humidity that can contribute to or exacerbate fire, and how to regulate these factors with proper shop construction.

While not all of these measures are necessary for every shop depending on size and other varying factors, it never hurts to be overprepared. And local fire departments can provide the most accurate preventative measures for your space.

As mentioned, painting, especially spray-painting in a booth, could be considered another high-fire-risk activity. Combustible paint fumes or particles can remain present in the air, especially with poor ventilation, which can create a dangerous environment.

Outfitting your shop

When it comes to equipping your shop with the right tools to combat fire, extin guishers are paramount. But not just any extinguisher. For example, Cowan recommended that a shop that does a lot of grinding and deals with metal shavings may want to opt for a Class D extinguisher, as they are designed specifically to fight fires involving combustible metals. According to Beltran, it doesn’t stop there.

“Beyond standard fire extinguishers, a shop should consider having fire blankets, fire hoses, smoke detectors, carbon monoxide detectors, heat

Getting scrappy

When their service life is over, the value of a variety of truck components lies in their used part, core, and recycling potential.

By Seth Skydel

If you, like many fleets and service operations, consider the waste and scrap associated with maintenance and repair an afterthought, you may have been missing out on some real cost-saving and environmental benefits.

“Every vehicle component and fluid may have recycling potential,” said Ray Hatch, CEO and president of Quest Resource Management Group, a national provider of waste and recycling services. “Even seemingly inconsequential items can have resale value and contribute significantly to sustainability.”

Advances in material recovery now allow for nearly all components to have recycling potential, Hatch noted. “While catalytic converters and large metal parts are known to have a higher value, smaller components such as aluminum wheels, batteries, and wiring can also generate a return when processed as scrap,” he said.

“Maintenance fluids like oil and antifreeze should be treated as valuable, recyclable resources as well,” Hatch added. “Similarly, components like seat belt tension devices and pressure gauges contain recyclable materials.”

In 2024 alone, heavy-duty truck salvage company Vander Haag’s Inc. recycled over 26 million lbs. of truck parts. Andy Dietz, a wholesale parts sales representative for Vander Haag’s in Spencer, Iowa, pointed out high-value items that are prime candidates for recycling: “Diesel particulate filters, catalytic converters, aluminum wheels, copper wiring, and even engines and transmissions can be worth a considerable amount in the scrap market,” he said. “DPFs and catalytic converters in particular contain valuable metals.”

Tripp Heller, VP of business development & marketing at Red Fox Resources, a recycler of emission control parts, said understanding which parts are not economically favorable to remanufacture and should be scrapped for metal value is important. “A good example would be a brake shoe,” he said. “Those parts can fetch a nice price on the scrap metal market but may not be worth it to remanufacture.”

Heller noted several heavy-duty aftertreatment system parts—including the diesel particulate filter (DPF), diesel oxidation catalyst (DOC), and emission control units and catalysts—contain precious metals, such as platinum, palladium, and rhodium, that can be reclaimed.

Rare metal spot price (as of Feb 12, 2025, according to MoneyMetals.com):

Ü Rhodium: $152.72/g

Ü Platinum: $42.31/g

Ü Palladium: $32.44/g

Tossing these in the scrap pile is literally throwing away money.

“When [these emissions parts] fail, they are typically not in a condition to be resold for remanufacturing,” Heller said. “However, recycling them for precious metals reclamation can bring in significantly more than scrap value, so that is a more attractive option. This is typically the case for DPFs and DOCs because the failure mode is due to substrate melting or cracking.”

When more shops recycle these rare metals, everyone in the future also benefits.

“Not only are you earning a higher payout by recycling, you are also keeping precious metals in the supply chain, which keeps prices down for new parts being manufactured,” Heller added. “Mining precious metals is expensive and has a very high carbon emissions cost.”

At DPF Guys, a provider of DPF cleaning and maintenance services, James Wendt, managing partner and founder, said that while the success rate for cleaning diesel emissions parts approaches 95%, there are some parts that are damaged and cannot be cleaned or repaired.

“Instead of simply disposing of these parts in the dumpster, we send them to Red Fox Resources for recycling,” Wendt said. “While the parts do have some scrap value in their metal canisters, most valuable is the ceramic media or brick inside that contains trace amounts of precious catalytic metals.

“With the right equipment, those metals can be extracted and refined and then sold at market rates which can easily exceed $10,000 per ounce,” Wendt added. “That makes them worth more than their weight in gold.”

DPF Guys also recycles the soot and ash it removes from the filters. A process that removes trapped soot and ash using compressed air and a vacuum collects the materials as a fine, dry powder or particulate matter, which is stored in barrels until they are collected by a recycling facility.

“The soot and ash we remove from the emissions parts is used for a wide range of purposes,” Wendt related, “including as carbon black in tires, carbon in steel, binder for brick, tile, and concrete, and even in some forms of wastewater treatment.”

Core value

While recycling makes sense for some components, other parts have value for remanufacturing.

Scott Foster, salvage department manager at Vander Haag’s, pointed out that remanufactured components, which go through an intensive process where they are disassembled, thoroughly inspected, and restored, can be a viable replacement for new parts.

“Recycled and even used parts can provide a budget-friendly solution for fleets that need to extend the life of their trucks while still maintaining acceptable performance standards,” Foster said. “Remanufactured components are safe and reliable as they are restored to original standards and come with warranties.”

Parts that fleets and shops can collect and sell to an aftermarket remanufacturer who will put them through a high-quality remanufacturing process, Heller noted, include engines, cylinder heads, fuel injectors, turbochargers, differentials, radiators, water pumps, and electronics.

Dietz listed the most common parts for remanufacturing such as engines, transmissions, differentials, steering gears, fuel injectors, turbochargers, fuel injection pumps, fan clutches, electronic engine control modules, transmission control modules, air dryers, water pumps, air compressors, clutches, and brake shoes.

“Even components that cannot be rebuilt as an assembly can be torn down and used for parts to assemble quality completed units,” Dietz added.

What resources are available?

Disassembling, parting out, or scrapping a truck can be a time-consuming and cumbersome process. To get the most value from their parts, fleets and shops should partner with a reputable specialist in used and remanufactured parts sales, and recycling alternatives. These businesses have the necessary space and equipment and the skills to properly evaluate, decommission, process, and redistribute valuable parts.

To make the salvage process easy, Vander Haag’s buys whole units that have been in accidents, floods, or fires and sell the valuable and useful parts that can be salvaged. “Parts that are removed from salvaged trucks will be processed during our dismantle phase,” Foster explained. “Once parts are sorted and cleaned, photos are taken and part numbers, cast numbers, measurements, and all relevant information is updated in our records.

“Our inventory techs will evaluate parts to determine whether they are able to be sold as good used components that would be ready to install on our customer’s equipment to get them back onto the road or if the component is a core that could be sold to a rebuilder,” Foster continued. “Sorted parts are stored in warehouses and consolidated with like-for-like components.”

For recycling, Wendt noted, the process couldn’t be simpler. “Simply set aside an area big enough for a pallet and stack any failed emissions components, wrap the pallet, and send the weight and dimensions,” he explained further. “If you use a company like Red Fox Resources, within an hour they will respond with a prepaid freight label and a bill of lading. A truck will arrive, usually the next day, to pick up the scrap and you’ll have money in your account for the maximum value of the scrap in a week or so.”

While fleets and shops can certainly navigate the process of reselling scrap on their own, leveraging the specialized capabilities of waste and recycling management services can profoundly enhance their outcomes, Hatch noted. “When it comes to reselling scrap, fleets and shops have a few pathways to explore,” he said.

“First, they can take an independent approach by identifying and sorting materials, and finding local scrap yards or online marketplaces,” Hatch related. “Resources like scrap metal pricing guides and recycling centers’ directories can aid in understanding current market values and

» Vander Haag’s buys salvaged trucks to strip for materials. After cleaning and sorting, they take photos and store with like parts. Then they have an inventory specialist review if the part can be used as a replacement or sent to a reman site.

Vander Haag’s

potential buyers. Additionally, local governments often provide information on recycling services and incentives for scrap resale.”

However, while self-managing scrap for resale is an option, there are significant benefits to partnering with a waste and recycling services provider, Hatch added. “These specialists bring valuable expertise and resources that can help fleets and shops maximize the value of their scrap,” he said.

“They can assess the cost and environmental viability of recycling specific materials, beyond just understanding which items can be recycled.

“For example, certain components like rubber or chemicals may have associated transportation and recycling costs that exceed the expense of disposal,” Hatch explained further. “Having insights into these factors allows businesses to make informed decisions about which materials to recycle and which may be more viable to discard. Plus, a recycling partner can often negotiate better rates and provide access to a wider network of buyers.

Viable options

“Recycled parts can be more cost-effective and environmentally friendly, making them a good option for less critical applications,” Hatch continued. “However, if you’re looking for reliability and longer-term use, remanufactured components may be worth the investment.”

Whether you’re talking about used parts, remanufactured components, or recycling, the value of parts and components depends on your specific needs. Ultimately, the decision should account for the application, budget, and sustainability considerations.

MAINTENANCE

Paperless ops IN THE SHOP

The benefits of replacing manual forms for parts, billing, work orders, and more are readily apparent to shops that use them, but going paperless is still new to many repair shops, so here’s a quick primer to help start that journey.

By Mindy Long

When Vision Truck Group’s maintenance operations went paperless in 2019, all communication was moved onto a digital platform that connected all areas of the shop. The Ontario, Canada-based heavy-duty truck dealer’s case activities, notes, photos, quotes, and more are entered into software from Decisiv, so anyone can access information anytime from anywhere. Travis Brown, VP of product support, knew going digital would

increase efficiency, but it has also delivered some unexpected benefits.

“The evolution feels very similar to that of a landline to a smartphone,” Brown said, noting the infinite amounts of added functionality and access to information that comes with digitizing.

VTG has had more than five years to capitalize on paperless operations, which means 60 months of work orders, customer notes, and much more

» Digital shop systems can offer shops many benefits, such as increased accuracy and revenue.

were captured that the maintenance team can learn from and exploit. And any business that wants to leverage the growing power of AI needs their information digitized. But according to a snapshot survey done by Fleet Maintenance last fall, 37% of our respondents were still relying on paper operations for things like work orders and DVIRs. So, let’s once again highlight the benefits of going paperless and explain how to get started.

Main benefits

After going digital, it will be easy to track any number of KPIs and metrics vital to your maintenance operation. But Brown noted many of the benefits, including technician satisfaction and engagement, are hard to quantify—but still readily apparent.

Hayden Price, senior technical product manager for Heavy Construction Systems Specialists (HCSS), which developed the Equipment 360 fleet management platform, noted digitization and the use of maintenance software maximizes throughput inside the shop and leads to cost savings. Equipment 360 allows users to create and manage digital work orders and estimates, track maintenance schedules, manage inventory, and automate reporting, all through a PC or mobile device.

“Faster approvals and communication cut down on delays, and digital inventory tracking helps prevent over-ordering or shortages,” he explained, adding that “automation reduces human error, minimizes unnecessary purchases, and helps prevent expensive misplacements of tools or equipment.”

While new technology is making it easier to digitize everything from work orders and estimates to workflows and inventory management, shops are in various stages of adoption, with many still relying on handwritten notes.

“Going paperless is a journey that many industries have taken over the last 30 years, but commercial repair shops are just now starting that journey,” said Patrick McKittrick, CEO of Fullbay. “We can take all the processes shops use to do their work and digitize them, so instead of writing everything down on a form, you put it in a computer.”

Nordstrom said he sees shops using a “hodgepodge of different tools and paper to try to accomplish the same thing,” but once they are fully digital, they don’t want to go back.

Brown was most surprised by how much techs enjoy having a forum to connect and ask questions using the Decisiv platform’s communication feature. This allows technicians to send and receive notes, even tapping into their work devices after hours to chime in. A lot of techs have also added Decisiv’s app to their cell phones, so they know exactly when they get a notification.

“We observed early on that our techs could now not only rely on their ‘at work’ colleagues for support but also their off-duty team members as well,” he explained. “That wasn’t asked for and that wasn’t mandated.”

Plus, techs are assigned their work before they even arrive to the site and are often engaged well before arrival, so they don’t need to speak to their supervisor or foreman before starting work.

Robert Nordstrom, vice president of product enablement for Decisiv, said the most significant return on investment for fleets comes from reducing the number of days equipment is out of service. “We’re trying to increase the amount of time that your vehicle is actually on the road, generating revenue,” he said.

Getting started

For maintenance operations looking to get started on their journey towards paperless operations, work orders are one of the easiest places to start, said Don Stracener, a partner at VMT Software, which makes Digital Wrench. “You enter information about the vehicle, parts, and labor. Now you have your estimate and/or a work order,” he said.

Shops need a computer or laptop with Windows to run Digital Wrench. “Depending on where they buy it and what they buy, they could get into hardware for a single-person or two-person shop for probably $500 plus our software costs,” Stracener explained.

Work orders can be assigned to a technician, or an estimate can be sent to a customer for approval. Any updates to an estimate are tracked in a revision log. “We are tracking how that came in, by person, by phone, by text, what the results were and what the revised estimate is, and then we can email that to them,” Stracener said.

Fullbay also allows technicians to create estimates online, which can be sent to customers via text, email or an online portal. “They can approve or deny the estimate. Then, the shop has the electronic approval. There is no question of if the invoice was approved or not,” McKittrick said.

Creating a digital trail of communication provides a single source of truth. “If we do it digitally, we know exactly who did it and why,” Nordstrom explained.

Brown said he has seen countless occasions where being paperless has cleared up internal and external miscommunications. “There is no more he said/she said verbal misunderstandings or forgotten communication,” he said, adding that Decisiv’s system has been invaluable for customer conflict resolution because there are no more questions about timelines, approvals, or quoted amounts.

Even fleets that have invested in digital solutions often have information coming in from multiple sources, including telematics devices, making it difficult to track. FleetHD aims to bring those together, connecting fleets, dealers, and service centers to create that essential single source of truth while reducing the risk of errors.

“You know the year, make, model, engine type, and all the active diagnostic trouble codes, and you have alert history,” said Steve Blair, co-founder of FleetHD. “You don’t have a manual process of re-entry. It can be automated. That gets you off on the right start before a work order is generated.”

Digitization also reduces the risk of misreading someone’s notes. “One of the biggest benefits of going paperless is prob -

ably just the fact that you’re not chasing greasy fingerprints on repair orders or trying to read technicians’ handwriting. That’s always been a challenge for everyone,” Nordstrom said.

Douglas Orr, manager of PPG commercial coatings for AdjustRite, also sees value in simply eliminating manual record-keeping and managing physical paperwork. With AdjustRite, shops can transition to a fully digital workflow, eliminating the need for any handwritten notes.

Maximizing time and billables

At Vision Truck Group, technicians, service bays, the back parts counter, parts agents, front service counter, service advisors, foremen, supervisors, and warranty department are in constant communication electronically. Decisiv works on a computer, tablet, or cell phone, and employees that didn’t have a dedicated PC or laptop were issued a company iPad. The company initially purchased 120 iPads, which are lasting four to six years. “A tech without his iPad is unable to complete his duties or work in the shop,” Brown said.

Being connected saves time because people don’t have to walk around to find answers or pick up parts, which are delivered right to technicians’ bays. “If I’m submitting my parts request from the bay, I’m staying in the bay and being more productive, which means I’m getting more throughput out of that service bay,” Nordstrom said.

Digitization helps managers and technicians prioritize jobs and make changes if an emergency or high-priority repair comes in. “It shows them exactly what they’re going to be doing today, and they can electronically communicate with the manager when they’re done,” McKittrick said. “In so many shops, the technician is going to the manager saying, ‘I finished this job. What do you want me to do next?’”

As part of the paperless transition, technicians can track their work, log hours, and provide detailed updates. “You have a history of everything that was done on that truck, not because I purposely wrote it down but because the program will automatically log those in the history as the service is being completed,” McKittrick said.

With Digital Wrench’s labor logger, technicians log in and out, which Stracener said is especially useful for large jobs or if multiple technicians are working on the same vehicle. “If you have multiple repairs on a vehicle, you can assign different technicians different jobs to coordinate that repair work,” he said. “When one technician logs out, it will automatically transfer the repair order to whoever’s working on the job next.”

Having access to previous repairs can also save time. “It is like a private repository of data,” Blair

said, adding that techs can look up past service dates, parts used, and what happened the last time a fault occurred. “It can guide them in the shop.”

The data captured within software enables smarter, simpler, easier, and more detailed record-keeping so that shop operators can make better decisions about staffing, inventory, equipment purchases, and budgets, Price explained.

Data ensures shops are prepared. “You start to analyze data to say, ‘In this region, we use more of this part, so we want to make sure we have more of those available and have those placed there by the vendors,’” explained Greg Murphy, president of FleetHD.

When technicians log everything in a single platform, they’re less likely to forget to bill for time or parts. “Some customers report that they are generating more revenue after adopting digital systems,” Orr said.

Orr recommends that shops work from a parts list, whether using the AdjustRite system software or any other system. “This ensures all items are captured and accounted for, maximizing revenue and minimizing oversights,” he said.

Paperless systems also provide a foundation for justifying labor times and costs, which Orr said fosters better communication and agreement between shops and insurance companies on collision repairs.

Once work is complete, invoicing can be done quickly. “Because you’re building the service order and logging the completion of tasks in the system, you can generate an invoice with the click of a button,” McKittrick said. “You can send the invoice to the customer, and then that customer has the ability to pay online without someone from the shop having to call them and get their credit card number or wait for a check to be mailed.”

Managing expectations

Transitioning to paperless operations can present a learning curve, particularly for employees using traditional paper-based systems. “Workers may initially struggle with getting used to the software’s features, and the shift in processes, such as digitizing work orders and material tracking, can take a little time,” Price said.

Training and around-the-clock tech support can allow shops to address issues early. “It’s also key that leadership within companies actively communicates the benefits of the transition to foster a positive attitude toward the change,” Price explained.

Nordstrom said a successful transition takes discipline no matter where shops decide to start. “It is easy to fall back to the paper notes or Post-it notes. You have to repeat it time and time again until it is ingrained,” he explained.

Brown added that shops considering going paperless need to have solid procedures in place. “This is not a solution to a poorly run department. It instead allows a solid team and process to get that much more efficient and better,” he said.

» Decisiv lets techs collaborate on a job online, even when they’re not in the shop.

Decisiv

How to choose the right paint for your fleet

Making sure your trucks look great and stay on brand takes a basic knowledge of what types of coatings to use and how to maintain your fleet’s finish.

Whether you are managing five trucks or five thousand, selecting the right paint for a heavy-duty truck fleet greatly influences vehicle durability, aesthetics, and upkeep expenses. Commercial body shops and fleet owners should know that using the original equipment finish isn’t mandatory for repair work, as many approved and qualified suppliers offer excellent refinishing options for fleets and individual trucks.

By Mike Sherman

NATIONAL ACCOUNT MANAGER, FLEET AND TRUCK, COMMERCIAL COATINGS, PPG

Mike Sherman is the PPG National Account Manager for Fleet and Truck, Commercial Coatings. With more than 24 years of experience in commercial coatings, he offers a wealth of expertise and innovative solutions to meet the diverse needs of our customers. PPG commercial coatings are designed to provide superior protection and performance across various industries.

Fleet owners must make well-informed paint choices to ensure their vehicles perform optimally and last longer. Consider these tips when choosing the right paint for your heavy-duty truck fleet.

Understand fleet needs

To make an informed decision, fleet managers must first understand their specific needs. Color requirements: The fleet’s range and intricacy of colors determine the right paint system. Fleet color needs vary significantly based on branding goals. For example, some companies employ limited colors, such as blue and white. Other fleets might necessitate a wider spectrum, including precise matches to specific car manufacturers’ colors.

For fleets with extensive color needs, including pearlescent or metallic finishes, it’s best to opt for paint systems that offer excellent color matching and a diverse array of options.

Durability: Durability remains key when selecting paint for your fleet. Fleet owners need paint that maintains high gloss retention to ensure their vehicles continue to look polished. The paint should also withstand chips, scratches, and corrosion to protect vehicles from daily wear and tear. Since fleet vehicles often act as moving advertisements, maintaining a clean, rust-free finish projects a professional image.

Life of the vehicle: Consider how long the paint needs to last. If a vehicle only needs to look good for a few years before being resold, a different paint system may be required than one that must endure harsh conditions for longer.

VOC regulations: Volatile organic compounds (VOCs) pose environmental challenges, and fleet owners need to comply with related regulations. If your fleet must adhere to ultra-low VOC standards, choose paint systems that meet these requirements. Some paint systems excel at minimizing VOC emissions while still providing high performance. Heavy-duty truck painters value these systems for their ease of application, superior look, and easier sanding and buffing processes.

Surface preparation

Proper surface preparation remains critical to achieving a durable, professional paint finish. Before applying the paint system, consider these key steps:

Ü Clean: Remove all dirt, grease, and contaminants using appropriate cleaning products. Residue can prevent adhesion and lead to defects in the final finish.

Ü Repair damages: Address any dents, chips, or scratches on the vehicle before priming. Filling and leveling damaged areas ensures a seamless finish.

Ü Sanding: Smooth out imperfections by sanding the surface to ensure uniform paint application. Use the appropriate grit sandpaper to achieve a consistent texture.

Ü Prime: Apply a high-quality primer to promote paint adhesion and protect the underlying surface from corrosion. Allow adequate drying and curing times before applying the topcoat. Follow the recommendations listed on the specific product data sheets (primer, color, and clear) for mixing, application, and dry times. Proper preparation sets the foundation for a durable and high-performing paint finish, ensuring long-lasting protection and appearance.

Evaluate warranties and support services

Fleet owners should also consider the type of warranty and the level of supplier support offered by the paint system. Different paint systems have varying warranties, influencing long-term maintenance costs and the fleet’s resale value. Several approved and qualified suppliers can provide refinishing options for your fleet and for individual trucks. Additionally, assess the paint system’s availability and range of distribution. Ensure your supplier can reliably meet your fleet’s needs without delay. Reliable local distribution is essential for maintaining operational efficiency. Also, consider the supplier’s level of technical support. Good technical support can help with product application, troubleshooting, and ongoing maintenance, ensuring that the paint system performs well and lasts. A supplier with strong support services can quickly resolve any issues, reducing downtime and increasing fleet productivity.

Choose a comprehensive solutions partner

Selecting the right partner for your fleet’s paint and protection needs can greatly enhance operational efficiency and brand integrity. Consider these three key aspects:

Ü Advanced color matching: Identifying a paint supplier with consistent and accurate color-matching capabilities remains crucial for maintaining a professional fleet appearance. Advanced color-matching technologies ensure precise color consistency across any fleet size. These technologies and color standard decks provide reliable and accurate color applications. Utilizing these resources helps maintain brand integrity and visual appeal across the entire fleet.

Ü Protection products: Fleet owners gain from working with suppliers who offer a broad range of products and services. Their all-inone approach simplifies the procurement process and ensures uniformity across the fleet. Collaborate with a supplier that provides high-quality paint systems and related products, such as gravel and chip guards, to offer complete fleet maintenance and coating protection solutions.

A paint process line study by a coatings partner delivers invaluable third-party insights.

Ü Paint line studies: Regularly evaluating and optimizing paint processes can boost paint operations’ productivity, quality, and profitability. A paint process line study by a coatings partner delivers invaluable third-party insights and recommendations by examining equipment, materials, and methodologies to pinpoint improvement areas. Whether it’s refining prep and painting procedures, cutting material usage, or improving work quality, changes implemented after such studies have significantly increased productivity.

Maintenance and care

To maximize the longevity and appearance of your fleet’s paint finish, ongoing maintenance is essential:

Ü Regular washing: Wash vehicles frequently to remove dirt, road salts, and other contaminants that can damage the paint over time. Use non-abrasive cleaners and soft brushes to avoid scratches.

Ü Inspect for damage: Regularly check for chips, scratches, or corrosion, and address them promptly to prevent further damage. Touch-up paint can help maintain a professional finish.

Ü Avoid harsh conditions: Whenever possible, minimize exposure to harsh chemicals, prolonged sunlight, or extreme weather conditions that can degrade paint performance. Proper care and maintenance preserve your fleet’s aesthetic appeal and extend the life of the paint, ensuring a strong return on investment.

Drive ahead

Choosing the right paint for your fleet involves careful consideration of color requirements, surface preparation, durability, VOC regulations, warranties and support services, and maintenance. By partnering with reliable suppliers and leveraging advanced color-matching technologies, fleet owners can ensure their vehicles maintain a professional appearance and perform well over time. Regularly evaluating and optimizing paint processes further enhances productivity and profitability, providing the best outcomes for your fleet.

» If you want your vehicles to look as good as these entries in the 2024 Shell Rotella SuperRigs event, ensure you have the right paint partner and continue to clean and maintain the exterior. Alex Keenan | Fleet Maintenance

Does your DEF pass the test?

The importance of diesel exhaust ﬂuid quality cannot fall on deaf ears in the shop.

By Gregg Wartgow

Even though diesel exhaust fluid (DEF) is a fairly basic chemical mixture—urea (32.5%) and deionized water (67.5%)—it can wind up causing some complex problems for a ﬂeet. at’s because you need to keep DEF as close to that ratio as possible, otherwise you may

» Digital refractometers like the Reichert DEF-Chek give technicians a fast and accurate way to test DEF. The company says this tool measures the concentration of DEF within +/- 0.1%.

experience costly downtime due to upstream issues in the a ertreatment system.

According to the American Petroleum Institute (API), which licenses DEF and makes sure marketers are meeting ISO 22241, issues with low-quality DEF could lead to deposit formations, corrosion, catalyst blockage, and injector or ﬁ lter clogging.

“Most o en we see the DEF injectors get gummed up with crystalized DEF ﬂuid in these situations,” noted Paul Wilson, marketing coordinator at Calibrated Power Solutions, which specializes in tuning and upgrading Duramax engines.

Last month, API also launched a new web resource on DEF quality, purchasing, and storage best practices. And because in less than two years, NOx rules will get more stringent and cause the a ertreatment system to work more e ciently, becoming a DEF whisperer will be even more critical to ensuring ﬂeet uptime.

First o , why do diesel trucks need DEF? e short answer is emissions regulations.

More technically, DEF scrubs Nitrous Oxide (NOx) emissions post-combustion. e ﬂuid is injected into the exhaust stream prior to the Selective Catalytic Reduction (SCR) unit, which heats up to more than 400 degrees F. is catalyzes the NOx to separate into nitrogen, CO2, and water vapor. Simple, right? e problem is that if the urea concentration strays too far from that ideal 32.5%, issues will eventually emerge.

And that’s when basic chemistry turns into a full-blown diagnostic investigation. But that too doesn’t have to be all that complex if your diesel technicians are using the right diagnostic techniques, so let’s examine those.

Tips for testing DEF

When a problem with DEF arises, it will usually be accompanied by a diagnostic trouble code. “ e most common fault code we see is related to low SCR conversion e ciency,” said Mike DeMarinis, training and development manager at Boss Truck Shops, which operates a chain of service centers in 24 states while also providing on-site and emergency roadside service for ﬂeets. “Now keep in mind, conversion e ciency can be low for many reasons. But the ﬁ rst thing we always check is DEF quality. If DEF quality is o , it’s going to cause a conversion issue.”

Testing DEF is quick and easy, which is why DeMarinis trains technicians to test anytime they see a conversion-e ciency fault code. e technician will sample and test the DEF in that vehicle’s DEF tank. Boss Truck Shops utilize unopened 2.5-gallon containers of DEF, so there is typically no need to also test what’s in storage. But for a shop drawing DEF from larger containers like 60-gallon tanks, it wouldn’t hurt to test that DEF as well.

ere are two ways to conduct a test.

1. Test Strip. is is the simplest method, yet is generally e ective within the tolerance range for a proper DEF mixture, which is 31.8 to 33.2% urea. e technician simply draws a sample of DEF, places it on the test strip, and watches to see if the color changes for a simple pass/fail result. Some test-strip makers recommend dipping a strip right into the DEF tank, o entimes with the help of some kind of secondary extender such as an alligator clip.

2. Refractometer. is method is also quick, but more accurate than a test strip. DeMarinis

» Test strips like these offered by B3C Fuel Solutions provide a general indication of DEF quality with a basic pass/fail result.

Calibrated Power Solutions, Inc.

Ametek

will help keep the temperature under that threshold, as well as mitigate the harmful e ects of ultraviolet light, which breaks down DEF polymer chains. is is known as photooxidative degradation. It’s a reason you see companies such as Old World Industries keep their BlueDEF bottles packaged in boxes.

“On the other hand, DEF freezes at 12 degrees F, so that’s your temperature window for storage,” DeMarinis said.

API also noted that DEF expands by 7% when frozen.

DEF Storage

Do’s & Don’ts

DO:

• Rotate stock and use oldest first

• Avoid extreme hot or cold temperatures

• Make sure supplier is providing Certificate of Analysis that shows received product fulfills ISO 22241 requirements

said the entire process takes less than a minute and is as accurate as you can get.

With a refractometer, “You will know nearly the exact percentage of urea content in the DEF,” DeMarinis pointed out.

Calibrated Power uses refractometers because they are reusable and simple to use, Wilson said.

With something as touchy as NOx conversion, knowing when DEF is even slightly o is helpful. en technicians can keep an eye on things and take corrective action before the degradation gets any worse.

ere are di erent types of refractometers. Some are DEF-speciﬁc while others are multi-purpose. ere are also some that provide a digital readout of the urea concentration. e more traditional style requires the technician to look through an eyepiece to read the urea concentration on a graduated scale. In any event, the technician ﬁ rst draws a sample of DEF and places it on the refractometer’s prism.

Tips to catch and prevent DEF issues early

If stored properly, DEF can o en maintain its integrity for anywhere from one to two years. Shelf life can vary by DEF manufacturer, so it’s a good idea to keep an eye on what’s in storage and not allow it to creep too close to its expiration date.

It’s just as important to keep an eye on the environment where the DEF is being stored. It’s not just heat and humidity that a shop should be wary of.

“Urea will begin breaking down at around 86 degrees F,” DeMarinis said. High temperatures above that lower DEF shelf life to six months, according to API. And when temperatures exceed 95 degrees F, you should test the ﬂuid before use.

Keeping DEF out of direct sunlight

Potential exposure to contamination is another thing to pay attention to. Even water from a leaky shop roof will throw DEF quality out of whack. DeMarinis said a major culprit of contamination is diesel fuel splashing into a vehicle’s DEF tank. And once that fuel is in there, it’s in there for a while. As DeMarinis pointed out, a truck’s DEF tank is typically “topped o ” by a driver or technician. Bad DEF contaminates the next batch, and the next and the next—until a technician catches it and empties the tank to start over. is means technicians should get into the habit of testing the DEF whenever a vehicle is in for service.

“It’s pretty easy to tell when DEF is getting diluted,” DeMarinis said. “It starts to look cloudy. You may also start to see some crystallization building up at the dosing site (i.e. SCR). at crystallization happens because the system is dosing DEF more than it should because the concentration of urea isn’t right.”

Noregon, a provider of diagnostic, repair, and data analytic solutions, said there are other signals that DEF quality may be compromised. For instance, if the DEF in a vehicle’s tank or a storage container in the shop has taken on an especially foul smell, it has almost

• Clean tanks that previously held another product with distilled or de-ionized water, or on-spec DEF. Do the same with dispensing equipment followed by DEF rinse.

DON’T:

• Cross-contaminate by using pitchers, funnels, and containers also used for other substances

• Add aftermarket additives

• Store in direct sunlight

• Use tap water to clean tanks and dispensing equipment

• Forget to regularly swap out emergency DEF on trucks in accordance with storage guidelines.

Source: AP I

certainly gone bad. Also, when a vehicle has sat for a long time, the possibility of the DEF going bad is high enough that testing makes a lot of sense.

It makes even more sense because testing DEF is quick, easy, and relatively inexpensive. e same cannot be said about a truck in derate mode or a he y tow bill. Make a commitment to testing DEF quality on a regular basis now, and you’ll be happy you did later on.

» BlueDEF Platinum from Old World Industries is a mixture of high purity synthetic urea, deionized water, and a proprietary formulation.

FLEET PARTS & COMPONENTS

Strong, light, and tear resistant

The DoNova PowerLash Textile Chain from Doleco USA is a strong, lightweight chain constructed from Dyneema. The fibers are woven into 1” bands and layered eight times before they’re twisted into a Möbius ring, making them as tear-resistant as highstrength steel but with far less weight. The chains are light enough to float on water and come in five lashing capacities (3 daN, 10 daN, 12.5 daN, 16 daN, and 20 daN), with two tensioning elements (DoRa ratchet load binders or lashing strap binders) and with various end fittings, such as clevis hooks.

For more information visit FleetMaintenance.com/55266710

Automatically starts/stops and protects equipment and engines

DynaGen engine and generator controllers from Cattron automatically start/stop, monitor, and protect equipment, engines, and machinery. They are designed to survive extreme temperatures, vibration, and shock and meet demanding SAE Heavy Truck and MIL standards. DynaGen controllers are flexible, straightforward to configure, and easily integrated into engine and machine OEM products to maximize uptime and prioritize safety. Custom logos and gasket colors are available.

For more information visit FleetMaintenance.com/55268882

Comes with shock, mount, and boot already installed

KYB Shock Assemblies are available for a wide range of vehicles that use rear shock mount technology and come complete with shock, mount, and boot already installed. Combining the necessary parts into one package with one part number eliminates the need to purchase a bare shock, mount kit, and boot kit separately. Using a mount makes for a stronger, more durable method of installation, resulting in less stress on the shock and a longer shock life, according to the company.

For more information visit FleetMaintenance.com/55268146

Matches trailers to eliminate mispulls

Doran ’s Trailer SmartLink solution with Platform Science ensures that drivers connect to the correct trailers to eliminate mispulls, and their associated delays, cost overruns, and possible safety issues. Using RF technology, the system compares the trailer ID with the one provided in the driver’s workflow on the Platform Science system. If the two match, the truck and trailer icons are illuminated with a green checkmark. If there is no trailer connected or if the wrong trailer is connected, the trailer icon is illuminated with a red X, alerting the driver to a mismatch. The system is an add-on module ideal for tanker fleets, reefers, and box trailers of all types and sizes.

For more information visit FleetMaintenance.com/55268755

Increases safety for cargo at night

Multiprens USA’s Reflect A Strap products provide drivers with additional security at night by adding a reflective surface to the edges of cargo straps. Each strap has glass bead reflective technology applied to the exterior edge, increasing the visibility of cargo, while sacrificing none of the security or working load limit. The straps come in sizes 4” by 27’, 4” by 30’, 2” by 27’, and 2” by 30’, and can feature Flat Hooks or Wire J Hooks for security.

For more information visit FleetMaintenance.com/55266724

FLEET PARTS & COMPONENTS »

Lockable, folding pickup gate

The GateKEEPER from Leitner Designs is a lockable, folding gate for pickup trucks that can secure a pickup truck bed behind an aluminum barrier. It can be installed on any size of pickup supported in the ACS FORGED lineup, and features friction hinges along with a molle panel design. The gate weighs 15 lbs. and includes black grade-10.9 Zi-Ni-coated fasteners and a zinc-plated, dual-stage powder coat. The gate can be easily installed in about 30 minutes, and the hinges open from 0 to 180 degrees and stay in any position.

For more information visit FleetMaintenance.com/55268220

13,000-lb. lift and hold capacity

Bailey International ’s Chief 13K Hydraulic Trailer Jack is engineered for ease of installation and maintenance, with a user-centric design comprising a removable outer square tube that allows for modifications or welding without compromising the cylinder and inner shell. The cylinder assembly can also be disassembled and installed independently of the tubing shell for enhanced accessibility. The jack delivers double-acting operation up to 3,000 psi, with a 13,000-lb. lift and hold capability, and a 360-degree articulating footplate for self-leveling support. Features a new gland, feeder tube, unique pin mount, and seal kit, providing an additional 1.5” of travel and 1,000 lbs. of lift compared to jacks available in the market, according to the company. Private labeling options are also available for specific customer branding.

For more information visit

Reduces injury risk for drivers

The Speedbinders from Peerless reduce wear and tear on drivers’ bodies with patented Torque Drive technology, allowing them to use a drill to tighten their cargo securement chains instead of their arms. The Speedbinders come in three models: The TD66BL, which has a WLL of 6,600 lbs., measures 5/16”-3/8”, and is best for securing light equipment transport and logging fleets; the TD92RL, which has a WLL of 9,200 lbs., measures 3/8”-1/2”, and is ideal for equipment transport, heavy towing, and steel coil transport; and the TD13GL, which has a WLL of 13,000 lbs., measures 1/2”-5/8”, and is designed for heavy hauling and steel coil transport.

For more information visit FleetMaintenance.com/55266718

Monitors driver records and notifies carriers

J.J. Keller & Associates ’ Encompass Fleet Management System now offers motor vehicle records alongside its other recordkeeping, training, and maintenance features. The feature provides on-demand and ongoing monitoring of drivers’ records, including events such as license suspensions, illegal maneuvers, and speeding. Once such an event occurs, the system can then update a driver’s MVR and notify the carrier so that they can schedule training for the event. The Encompass platform can also provide electronic recordkeeping for fleets, driver training, fuel tax reporting, and vehicle inspections, as well as parts inventory management, cost tracking for external repair orders, and daily vehicle inspection tracking.

For more information visit FleetMaintenance.com/55268698

Optimal performance on varying road conditions

Now available in the U.S. market, Duramás Tires radial truck tires have been rigorously tested for over a decade around the globe, in countries where overloading and poor road conditions are the norm. Manufactured in a modern, state-of-the-art industry 4.0 plant that combines cutting-edge technology with enhanced construction methods, Duramás delivers a tire that provides optimal performance under varying road conditions, ensuring safety and efficiency, the company said.

For more information visit FleetMaintenance.com/55268749

Mitigates blind spots while driving

The second generation of Continental ’s ProViu 360 is a fully digital surround-view system that increases driver comfort and safety using megapixel cameras to provide an HD image on a monitor. The system provides a complete 360-degree view around the entire vehicle to allow for simple blind spot mitigation. It also offers dynamic 3D views and overlays and real-time delivery at 30 fps. The ProViu 360 can also be integrated into the CAN-Bus and other GPIOs or installed as an aftermarket system. It features a simplified calibration process and a flexible software tool chain for customization.

For more information visit FleetMaintenance.com/55268601

GENUINE PARTS

Original by Design

TOOLS & EQUIPMENT » A

Features mechanical wheel brake pedal

The ARI-hetra Heavy-Duty Wheel Balancer, No. WS-25WB50, features a full-color 19.5” LCD monitor, an online management console, and a mechan ical wheel brake pedal for accurate weight placement. It uses three sensors for balancing precision and can handle tires with a wheel diameter of up to 50”. Also included is a 440-lb. capacity pneu matic wheel lifter, a set of car and truck mounting accessories, and a weight tray on the top with compartments for tools and weights.

For more information visit FleetMaintenance.com/55266727

Can perform up to 45 repairs on single battery

The Ingersoll Rand 20V Cordless Tire Buffer, No. G4911, can perform up to 45 repairs on a single 2.5Ah battery and prevents expensive repair mistakes with a dedicated two-speed selector for reaming and buffing that controls max rpm, in alignment with U.S. Tire Manufacturers repair guidelines. The patent-pending angled battery design provides increased tool accessibility inside small tires without the maneuverability restrictions of an air hose. The G4911 is up to 25% quieter with 50% less vibration than competitive air tools, according to the company. A low-profile lever throttle fully recesses into the slim handle for maximum control while creating the repair surface and a 20 lm LED eliminates the need for additional lighting.

For more information visit FleetMaintenance.com/55266732

Made from chrome-plated steel

The Ascot Supply Universal Chrome Wrench Extender, No. 313-00385, is compatible with almost any wrench, enhancing leverage and facilitating access to hard-to-reach fasteners. It features a handle designed for comfort and control. Constructed from polished, chrome-plated CR-V steel, the extender has an overall length of 15”.

For more information visit FleetMaintenance.com/55268733

For removing broken screws, bolts, and nuts

The 25PC Multi Spline Screw Extractor Set from Cal-Van Tools is ideal for removing broken screws, bolts, nuts, fittings, and threaded rods. The chamfered bit ensures a smooth fit into damaged fasteners, and the high-density spiral design removes them quickly. Made with professional-grade hardened Chrome Molybdenum steel, this set can be used with power and hand tools.

For more information visit FleetMaintenance.com/55268609

Features three full-size and slim drawers

The Bench-Top Tool Chests , Nos. 91879 and 91881, from Wiha Tools include top storage, three full-size drawers, and three slim drawers. The tool chest features a combination/key lock, comfort grip handles, and gas struts for improved opening and closing safety. It is built for durability and longevity, constructed from cold-rolled steel, and finished with a durable powder coat. Comes in white (No. 91879) or black (No. 91881).

For more information visit FleetMaintenance.com/55268233

Flame-resistant PPE gloves

The AeroDex FR from Magid is a patent-pending, flame-resistant, and cut-resistant glove designed for comfort. Magid combined the flexible, cut-resistant AeroDex core with the materials used to make life-saving items like bulletproof vests to create this glove. The glove is 25% lighter, with half the thickness of comparable cut-resistant aramid materials, and is engineered to feel cooler. Additional features include tactile sensitivity with ANSI A6 cut protection as well as a foam neoprene palm coating for additional grip.

For more information visit FleetMaintenance.com/55266735

Only weighs 2.5 lbs.

The Palm Air Impact Wrench from Capri Tools is available with either a 1/2” or 3/8” drive. The wrench features 405 ft.-lbs. of maximum reverse torque in an ultra-compact package that’s just 3-1/3” deep and 2-1/4” wide and weighs only 2.5 lbs. It includes a responsive trigger and ergonomic grip to reduce user hand fatigue. The impact wrenches use a 1/4” NPT air inlet with a low air consumption of 3.4 cfm at 90 psi. The 1/2” drive impact wrench operates at 92.9 dBa, while the 3/8” drive impact wrench operates at 91.1 dBa.

For more information visit FleetMaintenance.com/55268236

Cuts through clear coat to remove flaws

The 24V Rotary Polisher, No. FX3311, from FLEX Power Tools cuts through a clear coat to remove defects like rock chips, orange peel, swirl marks, and other imperfections. Constant speed technology delivers unrelenting power that can maintain high rpms under pressure. Its optimized gear head reduces highfrequency noise and vibration control reduces fatigue. This 24V batterypowered rotary polisher features a lightweight body with an ergonomic grip, plus an 11-speed control dial with a variable speed trigger for ultimate control.

For more information visit FleetMaintenance.com/55266729

dealer LEVEL DIAGNOSTICS

ONE PLATFORM PLATFORM

Machines large bus and truck rotors

The Pro-Cut X1 HD brake lathe has the power to machine truck, trailer, and bus air disc brakes back to operational readiness, featuring a plug-in 48V DC motor to allow a wide range of speeds when turning bus and truck axles. The EV-compatible lathe has a variable spindle speed up to 90 rpm and carriage speed of 0.005”/revolutions. An adjustable arm and 190 mm feed screw can accommodate the match machining of rotors as thick as 2” and a rotor diameter of 17.1”. Max depth of cut is 0.015” per side. The wheeled 4-axis trolley has a working range of 18-30” and can be used in conjunction with low lifts and jack stands. Includes cutting tips, a maintenance tool kit, slide oil, and chip deflectors.

For more information visit FleetMaintenance.com/55134791

Improves technician productivity and ergonomics

BendPak ’s 12AP-SRT twopost lift is short and specifically for tire shops and low-range applications. The lift is compact and has a rated capacity of 12,000 lbs. while also including a wingspan that reaches most OEM lifting points, the company said. The 12AP-SRT can raise most cars, SUVs, and trucks to a comfortable working height while standing at 93.5” tall with a maximum lifting height of 47”. The lift comes with a high-volume power unit for added throughput and includes the Automatic Swing Arm Restraint System for extra security. Backed by the BendPak 5-2-1 Warranty.

For more information visit FleetMaintenance.com/55264954

Triple lens for multiple angles

The VEVOR Borescope Camera is a three-lens endoscope that features one camera on the front and two on the side, allowing users to inspect hard-to-reach areas from different angles, while different focal ranges provide a larger field of view and sharper images. The lens is IP67 waterproof and oil-proof, and the 16.4-ft. cable provides a good blend of flexibility and rigidity while navigating through tight spaces. Battery supports up to five hours of continuous operation.

For more information visit FleetMaintenance.com/55248111

Field-test engine coolant and DEF

The PEAK 5-scale digital refractometer from Old World Industries is a five-in-one instrument for field-testing engine coolant and the concentration of urea in Diesel Exhaust Fluid (DEF). By placing a drop or two of fluid in the stainless steel well and pressing a button, the custom-designed microprocessor delivers a nearly instantaneous readout and ensures that fluids are measured accurately. The user interface consists of two buttons, one to take readings and the other to step through various menu options. The large backlit LCD display is easily read, even in dim light, and removes the subjectivity associated with interpreting where a boundary line crosses tiny scale divisions. Calibration is automatic and does not require the use of special tools. The five preset scales are: Final Charge Global DAT GIVCOI %, Final Charge Global OAT Freeze Point, NOAT/HD SCA GIVCOI %, NOAT/HD SCA Freeze Point, and DEF Urea%. It meets or exceeds the requirements for refractometers in international standards ASTM 07821 and ASTMD3321, and the kit also includes a protective rubber jacket and hard plastic carrying case for the refractometer along with three 1.7 ml disposable pipettes.

For more information visit FleetMaintenance.com/55268596

ADVANCED CV DIAGNOSTICS

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TRUCK CHECKUP�

2 PROFESSIONAL

2 POST LIFTS

Professional Value

The Atlas® PV series represents the absolute best value for the customer who demands a heavy-duty, professional grade 2-post lift at the lowest possible price. Thousands have been sold over two decades!

10,000 lb. Capacity

PV10PX - Overhead 2-Post

The Atlas® PV10PX lift is the perfect choice for use in either a large commercial service department or for the “pole barn” owner who wants the “biggest and baddest” lift in the country. The PV10PX is designed and engineered to safely lift (and work on) everything from a Smart Car ® to a one ton diesel dually.

• Overall Height: 143 1/8” (11’ 11 1/8”) or 147” (12’ 3”)

• Maximum Lift Height (With Adapters): 81 1/4”

• Drive Thru: 96 1/4” (8’ 1/4”) Symmetric or 90 1/4” (7’ 6 1/4”) Asymmetric

ALI Certified

12,000 and 15,000 lb. Capacity Models Also Available

The Atlas Platinum® lifts are ALI Certified and catered toward those customers looking for “top-ofthe-line”. This line is our highest quality, most user friendly, and most rigorously tested equipment.

15,000 lb. Capacity

PVL15 - Overhead 2-Post

The Atlas® Platinum PVL15 is an ALI CERTIFIED, commercial grade, 15,000 lb. capacity overhead two-post lift designed to accommodate both long wheel base trucks and service trucks. Features a premium power unit certified by MET Laboratories Inc.

• Overall Height: 174 1/2” (14’ 6 1/2”)

• Maximum Lift Height (With Adapters): 87 1/2”

• Drive Thru: 107 1/2” (8’ 11 1/2”)

10,000 and 12,000 lb. Capacity Models Also Available

The lift lifecycle

Everything from purchase decisions to long-term maintenance.

By Emily Markham, Editor, PTEN

If well taken care of, a vehicle lift will last around 10-15 years before a replacement is necessary. When purchasing a lift, careful thought and consideration should rule your decision-making process. Lifts are essential pieces of equipment that allow maintenance facilities and repair shops to run productively and efficiently.

In this guide, we cover the latest lift trends, how shops can use lifts to increase their productivity, the different types of lifts available, purchasing and maintenance considerations, and what it means to be ‘safe’ while operating a lift.

Trending now

Safety should always be top of mind — especially when working with equipment like vehicle lifts that when operated improperly could have disastrous consequences. Apart from ensuring that all those who will be operating the lift have been fully trained and preventative safety measures such as an annual (at minimum) lift inspection by Automotive Lift Institute (ALI)-certified lift inspectors is performed, shops can also keep their employees safe by providing the appropriate lift adapters and accessories.

Accessories like adjustable creeper seats can help prevent neck and back strain and swing arm safety head guards work to lessen the impact of a blow to the head if a technician trips into the lift or stands up too suddenly. Having these additional tools can mean the difference between a fully staffed shop and technicians out on worker’s comp.

Which lift to pick?

ALI recognizes seven lift types. In conjunction with these lift types, a lift can also be installed in multiple ways — mobile, inground, or surface-mounted — and vary in how it contacts a vehicle — frame-engaging, wheel-engaging, axleengaging, drive-on, and pad. With all these options, it can feel overwhelming when deciding what will work best for your shop or facility.

To help alleviate some of your decision fatigue, we’ve put together a chart of all the lift types covering which will work best in shops with limited space and the best uses for each lift.

Overall, make information and best practices a priority when it comes to your lift purchases and upkeep as well as your workers’ safety.

3 WELCOME

The lift lifecycle

An introduction to the Vehicle Lift Guide, brought to you by Fleet Maintenance and PTEN magazines.

5 LIFT TRENDS

Lift trends veer toward technician productivity, safety

The latest developments coming from lift manufacturers are emphasizing getting more out of your most valuable resource: your techs.

10 SHOP EFFICIENCY

Raise lift productivity through efficiency

A focus on improving the efficiency of your lifts will also enhance technician productivity, meaning more jobs your shop can take on.

15 CATEGORY OVERVIEW

Picking the right lift for your shop

A breakdown of the seven types of lifts to help you figure out what lift/s will fit best in your shop.

PURCHASING & MAINTENANCE

Lift purchasing and maintenance considerations

A Q&A with ALI, BendPak, and Challenger Lifts.

18 SAFETY

Three ways to improve lift safety

The three most important factors to improve lift safety in your shop.

20 PRODUCTS

The latest lifting equipment.

Investing in top-of-the-line shop equipment may seem capricious in this economy but can pay off by keeping techs productive and loyal. To read more, visit: FleetMaintenance.com/55088128

The guide covers cars, SUVs, EVs, and light trucks made from 2000 to 2024. To read more, visit: VehicleServicePros.com/55036016

In this video, Rotary Lift goes through the process of setting up the LT35A Lift Table. To watch the video, visit: VehicleServicePros.com/55270128

The Mobi-EVS4500 and EVS3000 models bring cordless convenience to heavyduty EV service. To read more, visit: FleetMaintenance.com/55133784

In this video, Challenger Lifts demonstrates the HD Mobile Column Lifts. To watch the video, visit: VehicleServicePros.com/55259701

The ALI Board of Directors will be headed by Doug Brown, with Gary Wainwright serving for another two years as Associate Class representative. To read more, visit: FleetMaintenance.com/55243032

Lift trends veer toward technician productivity, safety

The latest developments coming from lift manufacturers are emphasizing getting more out of your most valuable resource: your techs. By

John Hitch, Editor-in-Chief, Fleet Maintenance

Let’s face it. Lifts are usually the most expensive equipment in the shop and buying a new one is a big decision, particularly when the economy isn’t strong.

“Lift sales tend to be somewhat recession-sensitive, as replacements often get deferred during tough times,” noted Pete Liebetreu, Hunter VP of marketing. “That’s too bad, because the proper lift can add a ton of productivity to the shop.”

In the past few years, the economy—and lift sales— have been “steady,” Liebetreu said, but who knows what the future will bring, and should that affect your purchasing decisions?

Like lifts, the economy is always going up and down, so it’s best not to let external factors determine how you improve the inside of your shop. And whether the economy is good or bad, the “proper lift,” as Liebetreu said, has

the potential to raise your productivity and profits, as well as employee safety and satisfaction.

Steve Perlstein, president of Mohawk Lifts, concurred.

“Speed and efficiency all lead to employee productivity and getting more vehicles in and out of your shop faster can increase the bottom line—and make a higher percentage of the fleet available for use vs. waiting to be repaired,” Perlstein said.

But what is the “proper lift”? That means something different to each shop, but basically, it’s best to think of it as whatever lift allows your technicians to safely perform more jobs per day, and more types of jobs as well.

The right lift also helps you maximize the potential of your technicians. And while the basic designs of lifts don’t change very often, the sector is always moving forward with continuous improvement tweaks and addons. So, let’s take a look at some of the recent trends making lifts more efficient and the employees who use them more productive.

LIFTING TECHNICIAN PRODUCTIVITY AND SAFETY

As mentioned, lifts are a substantial investment, but techs are truly a shop’s most valuable asset. And they’ll increase in value over the coming years, as stronger demand expects to continue through the rest of the decade. In 2024, TechForce Foundation had reduced its 2024-2028 demand projections for auto, diesel, collision, and aviation techs by 20%. But this January, they called that back and upped demand by the same amount to 971,000 needed.

These numbers always go up and down, but you can stay consistent by using versatile, high-performing lifts and adding accessories and adapters that allow your techs to do the most work in the safest way.

BendPak's upcoming Octa-Flex Series Two-Post Lift can hold and lift both the cab and chassis at the same time.

Photo: BendPak

LIFT TRENDS

“Lift options make the jobs go faster, keep your employees safe, and ergonomically don’t risk a sick day because the tech hurt his knees bending down six times per day,” Perlstein noted.

He also suggested support equipment like tire dollies.

“If you own a 30,000-lb. lift and don’t have a tire dolly to remove these heavy tires, then expect a call from your injured tech as he threw out his back trying to remove a 22.5” tire,” he said.

The BendPak MaxJax Reclining Creeper Seat, for example, has a backrest that can be positioned from 0 to 70 degrees, allowing techs to roll under a lifted vehicle and work for an extended period of time at the most comfortable position — and without straining their neck and back.

Muscle strains are one thing, but working around lifts also presents immediate injuries, as they are often positioned at different heights, sometimes with the swing arms sticking out.

“Is there a tech who hasn’t accidentally banged their head on the bottom of a swing arm?” Perlstein asked rhetorically. To solve that issue, he recommended Swing Arm Safety Head Guards, foam covers that soften the blow if you were to trip over an air hose and fall headfirst into the lift.

There’s also some additions that can save time and have maintenance benefits.

Weight gauges, what Perlstein called “essentially a scale on the lift,” can save an extra step for fleets that have to weigh their trucks more often, but also help a repair shop sell more parts that will help customers. Perlstein noted if a customer complains about premature wear and you notice the truck has budget brake pads on a heavier truck, you can “proactively sell up to better ply tires, better brake pads, or load levelers instead of shock absorbers.”

INNOVATION TRENDS

All lifts are designed to be safe, but the industry is always trending toward more safety. For example, at the end of 2023, Rotary Lift unveiled its All-Vehicle lift arms found on the company’s SPOA10 two-post asymmetric lift. These allow technicians to correctly spot and lift nearly any vehicle make and model under 10,000 lbs.

Rotary said the AV arms, which can be retrofitted, offer the shortest amount of retraction while still maintaining a wide pickup range, with 20% more reach than 3-stage arms with thread adapters and 30% larger arm sweep than conventional 2-stage arms with flip-up adapters. Because the adapter height matches the outer arm height, this also reduces the likelihood the arm could contact and damage a vehicle’s underbody.

Jason Matthews, director of product management for Rotary, said it’s “the only automotive two-post lift [shops will] ever need.

“A lot of people talk about the importance of future-proofing automotive service shops to prepare for the surge in EVs,” Matthews added. “This is all that and then some. It’s helping shops prepare to service more vehicles, optimize operations, and increase profits.”

That versatility will be needed as shops start to service more electric vehicles, which have pre-defined lifting to prevent causing damaging to the battery. R.W. “Bob” O’Gorman, president of the Automotive Lift Institute, agreed there is an uptick in specialized adapters designed to support specific EVs.

BendPak's Automatic Swing Arm Restraint System's gears can hold a ton of side force to prevent vehicles from shifting.

Photo: BendPak

Hunter's RX14 scissor alignment rack was lengthened by 13" to accommodate longer wheelbases and speed up service.

Photo: Hunter Engineering

“And there is a plethora of activity associated with both existing and new models being updated with a wider stance or lower bolsters or adapters designed to accommodate lifting points at the outer edges of the vehicle frame without interfering with the highvoltage battery,” he said. “We are even seeing some light lift models redesigned to accommodate heavier capacities associated with market needs to support the addition of those heavy battery packs.”

On its AP Series two-post lifts, BendPak has replaced the half-moon gears that lock swing arm restraints in place with the patent-pending Automatic Swing Arm Restraint System (ASARS). This system uses a complete circle of forged steel teeth to secure the swing arms in place.

ALI UPDATE

The Automotiv e Lift Institute has reported increased demand of its Check360 Certified Lift Inspection as the CV repair sector has worked to make sure these innovations are up to spec in terms of productivity and safety. The inspection launched in 2021 can only be performed by ALI-certified lift inspectors, and ensures a lift meets all the ANSI/ALI ALOIM requirements. The comprehensive check verifies the lift’s structure and components, along with training logs, operating instructions, and safety manuals are all in working order.

These premium annual inspections ensure customers get what they paid for, explained ALI President R.W. “Bob” O’Gorman.

“ASARS can withstand an industryleading 2,000 lbs. of side force, making it less likely to give way if the vehicle shifts,” explained Tyler Rex, BendPak senior director of marketing.

This style lift also uses lowprofile, triple-telescoping, nested swing arms for better under-vehicle clearance, and they offer longer reach and shorter retraction to land at more OEM-recommended vehicle lift-points.

“This not only saves technicians time and hassle when positioning vehicles on the lifts, it also enhances safety since improper spotting is a leading cause of lift accidents,” Rex said.

Rex also noted BendPak is developing the Octa-Flex Series two-post lift, which has eight fully adjustable, telescoping swing arms.

“Often in the past and even today, inspection services from unqualified providers don’t include documentation summarizing the findings,” O’Gorman said. “Those who are unqualified also often overlook OEM-defined inspection points while others apply misleading lift inspection labels. As a result, even customers who hired ALI-certified lift inspectors were not always confident they had received thorough lift inspections.”

“This groundbreaking design enables technicians to use a two-post lift in entirely new ways,” he explained. “For example, when performing caboff repairs, a single Octa-Flex lift can simultaneously hold/lift and lower both the cab and chassis. Its auxiliary arms also enable Octa-Flex to remove and hold heavy components like EV battery packs, drivetrains, and wheel assemblies without additional equipment or a second tech.”

BendPak is currently finalizing the Octa-Flex based on customer feedback.

Hunter, meanwhile, made some changes to its RX14 and RX16 scissor alignment racks. The OE lengthened the RX14KL by 13” and RX16KL by 17”, allowing them both to accommodate up to 195” two-wheel wheelbases.

“With last-mile delivery vehicles and longer wheelbase trucks growing every day, we added additional length to simplify alignment operations,” Liebetreu said. “While almost all these long vehicles fit on Hunter’s previous-generation runways, adding length simplifies alignment compensation, and therefore speeds services. Essentially, we added length to make alignments easier and faster.”

Liebetreu added that scissor racks are more space-efficient than four-post lifts and better suited to ADAS service. Shops can also flush-mount them for more efficiency.

Hunter added flexibility to shops aligning both light- and heavy-duty vehicles with the L494HD Four-Post Lift. He noted the lift was specifically designed for heavy-duty trucks, with long-haul models adopting aero packages that decrease their ground clearance.

“HD trucks are as low as cars these days,” Liebetreu said. “Crawling under a truck for alignment and general service should be a thing of the past if you wish to keep your staff—and keep them healthy.”

Photo: ALI

Raise lift productivity through efficiency

A focus on improving the efficiency of your lifts will also enhance technician productivity, meaning more jobs your shop can take on.

By Dan Quigley, Director of Sales and Marketing, Mohawk Lifts

In today’s fast-paced vehicle service industry, maintenance shops are facing mounting pressure to boost throughput and service more vehicles daily. This challenge is felt in both private garages focused on profitability and fleet maintenance facilities supporting large vehicle fleets. Garage managers often face the task of doing more with less, driven by the lack of available technicians. This shortage drives the need for greater efficiency, pushing shops to streamline workflows and make the most of their available staff and resources.

Vehicle lifts are essential tools that provide under-vehicle access for inspections and repairs, making them indispensable for many jobs. However, the potential of lifts to drive efficiency is frequently underestimated, especially when taking into consideration the wide range of lift options and accessories

available. Many shops overlook how the right lift options can increase workflow and boost productivity. Lift manufacturers offer various options and accessories that save time and make tasks faster for technicians. The right lift with the right options can make technicians’ jobs easier, faster, and safer.

INCREMENTAL SAVINGS ADD UP

When tasked with making a process faster, people often focus on the total time it takes to complete a job. In vehicle repair, technicians are often judged by how they perform against standard repair time (SRT) for a total job. Breaking jobs even further down into specific tasks can help identify where time is being lost and where improvements can be made. Efficiency in a maintenance shop is often achieved through the accumulation of incremental time savings across various tasks.

Take two-post swing arm lifts for example. These are the most popular lifts on the market and are known for versatility and efficiency, but they can still be improved upon. Positioning the swing arms can take from two to 10 minutes depending on the vehicle. This can be reduced by using the drive-on ramp option that some lift manufacturers offer. This accessory doesn’t require techs to position the arms, yet still leaves the tires hanging free for tire, brake, and front-end

TP-16 with two-post lift 3-stage arms.

Photos: Mohawk Lifts

work. If each cycle saves an average of four minutes, and a shop handles five jobs per day, that equates to 20 minutes saved daily. Over a week, this adds up to 100 minutes of additional productive repair time. Over a year, that adds up to over 85 hours.

How many additional jobs could your team complete with essentially two full work weeks of productivity each year?

Another example is the Backsaver, a simple but effective tool that allows technicians to hang tires from lift swing arms instead of constantly bending down to lift them off the ground. By minimizing the physical strain on technicians and minimizing movements, the Backsaver streamlines repair jobs by reducing the need for technicians to repeatedly lift tires, helping to mitigate the risk of back injury. Just as the drive-on accessory adds productivity, the Backsaver prevents lost labor time due to musculoskeletal issues (which may also cost employers in the form of workman’s compensation).

In short, the right tools reduce downtime and improve workflow in busy maintenance shops.

TAILORED SOLUTIONS FOR SPECIALIZED REPAIRS

Efficiency improvements often come from optimizing lift setups. Some shops use options to streamline workflows for the types of jobs they handle most frequently. For example, because an estimated 60-70 percent of vehicles on the road today are front-wheel drive, transmission repair specialists can benefit from using a two-post lift with wheelengaging adapters on the rear arms and traditional lift pads on the front arms.

This option streamlines vehicle setup while still allowing full access to transmission and drivetrain components. Using wheel-engaging adapters

saves time by eliminating the need to manually adjust lift swing arms under the vehicle, making setup faster and easier for technicians. Over time, those saved minutes add up.

PRIORITIZING RELIABILITY TO MINIMIZE DOWNTIME

While reducing task times is vital, preventing equipment downtime is even more crucial. An out-of-service

lift will disrupt even the most efficient operation. When selecting a lift, it’s essential to consider the equipment’s reliability. Downtime can lead to significant revenue loss, especially if repairs are delayed due to the unavailability of an operating lift.

Many vehicle lifts utilize components such as plastic slide blocks, overhead cables, and plastic pulleys that require frequent maintenance and

EQUIPMENT PROBLEMS AREN’T ALWAYS OBVIOUS

IT’S YOUR LIFE ON THE LINE.

SHOP EFFICIENCY

replacement. Lift maintenance needs are costly and time-consuming, rendering the lift unusable during repairs. Selecting lifts with durable components and robust construction will reduce both the frequency of maintenance and the likelihood of unexpected breakdowns, saving time and money.

It’s important to remember that you get what you pay for. Higher-quality lifts may cost more upfront, but when you factor in long-term ownership costs and the high cost of downtime, they can be a much smarter investment. Some lifts offer a 25-year warranty while others offer only a one- or two-year warranty. Comparing warranties, maintenance needs, and overall reliability is essential. Every hour a lift is down costs the shop money, both in lost productivity and missed revenue opportunities. A lift that requires fewer repairs and lasts longer will save money and reduce

a drive-on platform lift with tracks or a set of mobile column lifts. Mobile column lifts require positioning a column at each tire, powering them on, and raising the lift. On average, setting up and raising a vehicle with four mobile columns takes about five to 10 minutes. In contrast, a large drive-on lift (such as a fourpost, parallelogram, or vertical rise lift) only requires driving the vehicle into the bay and raising it, which typically takes around two minutes. As mentioned previously, a few minutes per job escalates to dozens of hours per year. Additionally, compared to mobile lifts, drive-ons can be equipped with a wheels-free rolling jack for tire and brake work, further enhancing versatility.

When considering mobile column lifts, it’s essential to review lift specifications to ensure they align with your shop’s needs and goal of improving efficiency. For example, some hydraulic

types in various configurations. While this added capability allows garages to service a wider range of vehicles, it may sacrifice some efficiency due to the time required to set up and lift. Because mobile columns lift vehicles from the wheels, this can limit the types of tasks that technicians can conduct. However, most manufacturers offer versatile options to address these limitations such as a front-to-rear frame-engaging adapter or a side-to-side auto frame adapter, which allows tires to hang free if needed. Also, with the right adapter, mobile columns can lift low-riding forklifts, offering significant flexibility for diverse vehicle types and configurations. As a well-informed shopper, take the time to verify the capacity of these options, as some models can barely lift more than an F-350, while others are rated for up to 26,000 lbs.

Lifts, regardless of type, are a longterm investment and play a crucial role in ensuring both safety and efficiency in your garage operations. Taking the time to research your options thoroughly will help you choose the right lift to meet your specific needs. By prioritizing features such as durability, reliability, and compatibility with your workflow, you can maximize productivity and reduce downtime. Remember, a great price on the wrong piece of equipment is still the wrong piece of equipment. Do your research and you will be a happy lift operator.

DANIEL QUIGLEY is the director of sales and marketing at Mohawk Lifts, LLC, a premier lift manufacturer based in Amsterdam, NY, and the second oldest member of the Automotive Lift Institute (ALI). For over 40 years, Mohawk Lifts has proudly designed and manufactured its products in the USA with unmatched versatility, safety, and reliability.

The Mohawk Speedlane turns two-post lifts into drive-on lifts. It provides full undervehicle access and allows the wheels to hang free for service.

CATEGORY OVERVIEW

PICKING THE RIGHT LIFT FOR YOUR SHOP

THE RIGHT LIFT FOR YOUR SHOP

FINDING A LIFT TO SUIT YOUR SHOP’S NEEDS always easy. With today’s modern vehicles—electric vehicles in particular—shop owners have more considerations to keep in lift points, heavier vehicles, so on. why we’ve together of lift types to help point you in the right direction of the lift or lifts that will make most in your Also, although Automotive Lift Institute (ALI) recognizes seven different types of lifts, of the lift may be considering, keep in mind that in North America, the International Building Code requires all lifts to be ALI-certified.

FINDING A LIFT TO SUIT YOUR SHOP’S NEEDS isn’t always easy. With today’s modern vehicles—electric vehicles in particular—shop owners have more considerations to keep in mind – different lift points, heavier vehicles, and so on. That’s why we’ve put together this breakdown of lift types to help point you in the right direction of the lift or lifts that will make the most sense in your shop. Also, although the Automotive Lift Institute (ALI) recognizes seven different types of lifts, regardless of the lift type you may be considering, keep in mind that in North America, the International Building Code requires all lifts to be ALI-certified.

Multi-Post Runway Lifts

• Wheel-engaging, but be configured for wheels-free service

• Wheel-engaging, but can be configured for wheels-free service

• More shop space is needed for this option

• Versatile option for light, medium, or heavy duty vehicles

In-Ground Lifts

• Highly versatile — shops can perform almost any repair/ maintenance on almost any vehicle

• Ideal for shops with limited space

Low/Mid-Rise Frame Engaging Lifts

Frame Engaging

• Ideal for tire, wheel, and brake as well as collision work

• Ideal for tire, wheel, and brake service, as well as collision work

• Works well in shops with low ceilings

Wheel Engaging Mobile Units

Engaging Mobile Units

• Most often used in heavy duty facilities

• Can be moved as needed

• Used in four, six, or more

• Most often used in heavy duty facilities

• Used in sets of two, four, six, or more

Scissor Lifts

• Works well in shops with low ceilings

• Can be frame- or bodyengaging or equipped as a drive-on

• Can be frame- or bodyengaging or equipped as a drive-on style

Two-Post Mounted Lifts equipped

• Works well for servicing heavy duty vehicles like multiple axle trucks, buses, fire and rescue vehicles, etc.

Two-Post Surface Mounted Lifts

• full access underneath light and vehicles

• Offers full access underneath light and medium duty vehicles

• floor space

• Smaller floor space footprint

• Typically frameengaging but can become wheel-engaging with certain adapters

Drive-On Parallelogram Lifts

• Works best for medium to heavy duty, off-highway equipment

• More shop space is needed for this option

• More shop is needed for this option

Lift purchasing and maintenance considerations

A Q&A with ALI President R.W. “Bob” O’Gorman,

BendPak’s Director of New Product Development Sean Price, and Challenger Lift’s Sales National Manager for North America Trevor Coleman.

By Emily Markham, Editor, PTEN

Q: What are some reasons a shop may need a new lift?

Trevor Coleman: Lift repairs are over one-third of the cost of a new lift; buying new and having a new warranty would make more sense. Another reason is if your needs have changed, like the types of vehicles you repair. Maybe you have started to repair EV or HD. You should own lifts that service 90 percent or more of vehicles that come in your shop, allowing you to maximize your profit.

Sean Price: You may want to take advantage of the latest lift technology, like better arm restraints, greater arm extension and retraction to reach more OEM lifting points, or other advances that help boost technician productivity and safety.

Bob O’Gorman: Putting aside any business reasons associated with the decision to replace a car lift, and instead with a focus purely on employee and customer safety, it is important to understand that an annual lift

inspection performed by an ALI-certified lift inspector can identify if a lift is no longer fit for service.

In addition to the mandated annual inspection, technicians and other employees must be empowered to take action if a lift is showing signs of malfunctioning. This boils down to an operator immediately stopping use of the lift and the employer scheduling an inspection to determine if maintenance or replacement is required.

Q: What additional equipment is needed to accompany lifts?

SP: Lift adapters! Having the right adapters lets you use a single two-post lift to service a wide range of vehicles. Screw pad lift assemblies, stacking adapters, slotted pinch-weld pucks or pads, cradle adapters, and more are

Photo: BendPak

all designed to help you reach more OEM-recommended lifting points for secure lifting.

Also consider rolling jacks for four-post lifts or a crossbeam adapter for mobile column lifts expands their versatility to let you do wheelsfree work.

And lift tables save your back by using portable lifting tables to lift and lower heavy components like EV battery packs, engines, and other powertrain components.

Q: What training/safety precautions are necessary for technicians operating a lift?

TC: Technicians should receive handson training by their employer based on the type of lift they will be utilizing. They should also be given a copy of [ALI’s] Lifting it Right Guide and the daily maintenance schedule for their equipment. This will allow them to do a visual inspection daily to ensure their lift is operating properly.

They should also utilize the ALI training program. This program teaches the basics of lifting and comes with a short test the technician has to answer to pass. It is not lift-specific but covers the basics of lifting and the different types of lifts.

Q: What is the importance of having an ALI-certified lift?

SP: The significance is that you are trusting that lift with your life every time you walk under it to work. The only way to guarantee your lift meets industry safety and performance standards is to buy an ALI-certified lift. ALI is the only organization in North America with an accredited program to independently test and certify that a lift model meets safety and performance requirements and that the manufacturer meets quality control mandates. Sadly,

ALI-certifi ed lifts have been tested by experts from nationally recognized testing labs to verify material strength and performance of every component on the lift.

– R.W. "Bob" O'Gorman, president, Automotive Lift Institute

some people seem to think all lifts are pretty much built the same. But ALI-certified lifts have been tested by experts from nationally recognized testing labs to verify the material strength and performance of every component on the lift, as well as to confirm it operates as designed and can lift its rated capacity without failure. Uncertified lifts are untested, unproven lifts.

In addition to safety, the other significant point is a practical one. There are plenty of uncertified lifts out there for sale. But if you install any of them in a commercial setting, you’re violating the International Building Code. So, if protecting your life isn’t reason enough to choose ALI-certified, how about protecting your livelihood? A lift that gets tagged out by an OSHA or building inspector for not being ALI-certified isn’t helping you make a living.

Q: What upkeep is needed for lifts?

TC: The manufacturer’s maintenance schedules should be followed. Most will call out daily, weekly, and monthly maintenance schedules — typically located in the installation manual. Most will call out:

• Visual inspections for broken or missing parts

• Making sure lifts are lubricated where needed

• Check for leaking hydraulics

• Check the torque of anchors

• Check to ensure that locks are functioning properly

• Check for frayed or damaged cables

Q: How often should a shop have their lift/s inspected? Who can perform these inspections?

BOG: Every lift should be inspected by a qualified lift inspector at least annually, more often if recommended by the lift manufacturer. In 2021, we introduced the Check360 Certified Lift Inspection. This is a comprehensive lift inspection process that meets all the requirements outlined in ANSI/ALI ALOIM: 2020, including a comprehensive examination of the lift structure, electrical and mechanical components, as well as a review of training logs, operating instructions and safety materials. Only ALI-certified lift inspectors can perform Check360 lift inspections. At the conclusion of a Check360 lift inspection, the lift inspector will provide a thorough report of the results, including any concerns and recommendations. Those lifts that pass inspection will receive an exclusive Check360 Certified Lift Inspection label.

Q: How does servicing EVs affect the lift a shop might buy?

SP: Lifting electric vehicles presents unique challenges because EVs tend to be heavier and have harder-to-reach lift points than traditional vehicles. Most EVs are designed with their high-voltage batteries under the vehicle. The battery packs are large – taking up most of the undercarriage – and heavy. As a result, the OEM-recommended lifting points are often on the far edges of the vehicle frame. To safely lift an EV, you’ll need a vehicle lift with sufficient rated capacity and the capability to engage with the lifting points.

Three ways to improve lift safety

The three most important factors to ensure lift safety in your shop.

By Todd Michalski, VP of Sales and Marketing, Gray Manufacturing

Quality technicians are the lifeblood of any professional shop. In my experience, shops do a great job of educating technicians in several aspects of their everyday work. However, one area where qualified training is lacking is how to properly lift and secure a vehicle.

Every time a vehicle is lifted off the ground, shop management trusts that the technician has followed all proper procedures for safety and security. If the technician is not appropriately trained and does not follow the correct procedures, the results can be catastrophic. To ensure a safe lifting environment, a shop must buy the correct lift for the job, maintain said lift through certified inspections, and have a formal lift training program.

MAKING A SAFE PURCHASE

In purchasing a lift, the most important consideration is safety. To start, shops should make sure the lift is of the proper capacity and can access the manufacturer’s recommended lifting points for the types of vehicles they are servicing. Different types of lifts reach these lifting points through different methods; they may be drive-on, two-post, or wheel-engaging mobile columns. With the variety of lift options available, shops may want to

consult a trusted professional to help determine the best lift for their shop’s specific needs.

Additionally, shops should confirm the lift is Automotive Lift Institute (ALI)-certified before purchase. ALIcertified lifts have been third-party tested to meet all safety standards.

MAINTENANCE AND INSPECTION

Proper maintenance and inspection of any lift is a key to continued safe lifting. All lifts should be maintained strictly adhering to the respective manufacturer’s guidelines and inspected annually to ensure a safe shop. The American National Safety Standard requires a lift owner to utilize a qualified lift inspector to inspect all lifts a minimum of once a year. A proper lift inspection will include an examination of all lift components along with making sure all decals and safety materials are present. Detailed records should be kept on inspection findings to ensure existing issues are addressed in a timely

fashion and can be prevented in the future. The Automotive Lift Institute has developed a certified lift inspection program to provide users with certification of the lift inspection.

TRAINING

The last component of safe lifting is technician training. Most technicians probably know the basics of lifting and securing vehicles, but it is easy to fall into bad habits. Formalizing a lift training program in a shop can help provide peace of mind in knowing the technicians are following proper lifting procedures. Each shop should tailor a program around their specific shop needs.

To help shops create their lifting programs, ALI offers the Lifting it Right program. This program explains the correct way to lift vehicles safely and provides a certification of completion to help with training records in compliance with national safety training requirements.

Overall, anytime a technician walks under a vehicle on a lift, they trust the vehicle has been correctly lifted and secured. If not, the results could be disastrous. So make sure your lifts have been properly certified and maintained, and all technicians have been formally trained on their proper use.

¶ Visual inspection relating to damage

¶ Cracked welds

¶ Retention pin holes oblong-shaped

¶ Correct retention pins

¶ Readable decals and placards

¶ Compromised

¶ Visual inspection relating to damage

¶ Excessive wear

¶ Missing components

¶ Leaks

¶ Complete functional test

¶ Readable decals and placards

¶ Visual inspection relating to damage

¶ Leaking fluids

¶ Non-OEM conforming, tampered with or missing components

¶ Readable decals and placards

¶ Visual inspection relating to damage

¶ Cracked welds

¶ Excessive wear

¶ Missing components

¶ Complete functional test

¶ Readable decals and placards

¶ Compromised

PRODUCTS

DESIGNED WITH PRECISION IN MIND

The Kangaroo Jack , No. WS-24-LPJ, from ARI-Hetra, is designed with precision and durability in mind. This hydraulic jack is equipped with a versatile, adjustable lifting bracket ensuring it meets a wide range of industrial needs. It can lift 12,000 lbs at the lift bracket, and it can lift 22,000 lbs on top of the piston. The lift is compact and portable, allowing the user to move and operate it in any workspace.

For more information, visit VehicleServicePros.com/55250138

CHROME-PLATED PISTON ROD AND PUMP CORE

The 1/2-Ton Two-Stage Telescopic Jack Stand , No. 371-03321, from Ascot Supply, uses foot pedals for handsfree operation. An overload valve prevents the jack from being used beyond its rated capacity, while a speed-limiting valve guarantees an automatic safe speed descent of no greater than 1” per second. Hydraulic double pumps ensure that the jack can quickly lift its load in no more than 35 pumps, and the jack’s piston rod and pump core are chromeplated for a longer service life. The jack also includes a 59” tiedown chain and 4” steel swivel casters for easy transportation around the shop.

For more information, visit VehicleServicePros.com/55038297

FEATURES SINGLE-POINT LOCK RELEASE

The Atlas Commercial-Grade Two-Post Baseplate Lift is designed for lifting heavy vehicles in low-ceiling garages. It features a single-point lock release and 9’4” columns with a middle-welded support gusset for added strength. It’s ideal for lifting 1-ton dually trucks or smart cars in shops with limited ceiling height. The lift has a 10,000-lb capacity.

For more information, visit VehicleServicePros.com/55137706

ELECTRONICALLY CONTROLLED LOCKING BUTTON

The CEAS 2,640-lb Lifting Table, Electric/Hydraulic w/ Adapters is designed to remove/replace battery packs for electric vehicles and engine, transmission, drive axle, fuel tank, suspension, and subframes of traditional vehicles. Reserved holes on the working table allow for positioning and fixing components with specialized fixtures. The lift also features a dual-speed system with fast, precise lifting. Additional features include an electrically controlled mechanical locking button, hand-held button control with a stop function, and an extendable table for greater versatility. Lifting adapters are included. For more information, visit VehicleServicePros.com/55089602

ELIMINATES UNEXPECTED MOVEMENT OF TRUCK BED

The BedLock System , No. BL-450A/B from BedLock Safety Products is engineered to prevent the unexpected movement of the raised dump bed, increasing user safety. With its robust design and locking mechanism, the BL-450A/B keeps the dump bed in place. Crafted from highstrength materials, this product is built to withstand the rigors of daily use. The BL-450A/B features a dual-chain system that provides redundant safety measures. Even if one chain were to fail, the second would continue to hold the bed in place. It’s built for heavyweight, with the ability to bear a maximum load of 50,000 lbs per pair.

For more information, visit VehicleServicePros.com/55261411

FEATURES AN EXTRAWIDE BASE

The ATD Tools 1/2-Ton Hydraulic Telescope Transmission Jack 7429, features an extrawide base for stability. It has a capacity of 1,000 lbs and rises to a maximum height of 74.8”. Its adjustable saddle tilts in both directions and when expanded it has an area of 13.58” by 13.78”. The transmission jack also features a chrome-plated ram for smooth operation and a welded hydraulic pump for durability. It meets or exceeds ASME/PASE 2019 standards. For more information, visit VehicleServicePros.com/53059126

FEATURES

EV-INSULATED PLATFORMS

The Tuxedo Distributors iDEAL EV/ Hybrid Lift Table , No. LT-EV2500AH-X incorporates multi-adjustable and directional EV-insulated platforms for controlled lifting and lowering tasks to safely remove, replace, or service heavy vehicle components for EV or hybrid vehicles, such as EV batteries, motors, powertrains, or similar heavy components. The table also features air-hydraulic power and fully operational hand controls for lifting, locking, and lowering. The table can hold up to 2,500 lbs.

For more information, visit VehicleServicePros.com/55004827

CAPABLE OF LIFTING UP TO 2,500 LBS

The Scissor Lifting Table, No. SLT-2500, from Mohawk Lifts , is a heavy duty lift capable of lifting up to 2,500 lbs. The lift is engineered to accommodate transmissions or differential repairs and auto EV battery service. The lift provides easy 360-degree access to any component and includes heavy duty ratchet tie-downs to secure the load. It uses an air/hydraulic foot pump with a metered valve for safe lowering and includes four locking swivel casters for easy manueverability. It is made in the USA.

For more information, visit VehicleServicePros.com/55246617

FEATURES RAPID PUMP TECHNOLOGY

The Harbor Freight Daytona 3-Ton Super Duty Floor Jack in Metallic Purple is a low-profile floor jack featuring Rapid

pump system with integral magnetic filtration to maximize pump life. For more information, visit VehicleServicePros.com/53072479

PRODUCTS

NO EXTERNAL WIRES OR CORDS

The Gray Manufacturing Wireless Mobile Column Lifts , Nos. WPLS-135, WPLS-185, and WPLS-185W, feature a wireless communication system and touchscreen controls and can provide up to 69” of lift. No. WPLS-135 is a 13,500lb capacity, 24V mobile column that can be operated in sets, allowing a capacity of 25,500 to 108,000 lbs. No. WPLS-185 is an 18,500-lb capacity, 24V unit, that can be used in sets for a capacity range of 37,000 to 148,000 lbs. No. WPLS185W shares those specs and includes a wide adjustable carriage for oversized tire engagement.

For more information, visit VehicleServicePros.com/55057018

INCLUDES SHORT-RISE AND ASYMMETRIC OPTIONS

The BendPak AP Series Two-Post Lifts feature rated lifting capacities ranging from 10,000 lbs to 20,000 lbs. Each AP Series lift uses BendPak’s Automatic Swing Arm Restraint System, safety lock system, and swing arm design. The AP Series uses high-strength steel and a multi-face lift column for stronger lifts with longer lifespans. The series includes extended height, short-rise, symmetric, and asymmetric options that can meet the needs of most Class 1 through 5 applications. The 10AP, 10APX, 10APX-168, 10APX-181, 12APX, 12APX-192, 12AP-SRT, 16AP, and 20AP lifts are ALI certified. For more information, visit VehicleServicePros.com/55267992

SELF-LOCKING RATCHET HANDLE

The 3-Ton Steel Jack Stand from OTC Tools is built with a durable, formed, and welded high-quality steel base for long-lasting stability and safety, making them a reliable choice for any garage or workshop. The self-locking ratchet handle ensures secure height adjustments and cannot be released under load. With multiple locking positions, these stands provide a versatile fit for most vehicles and serve as a complement to OTC’s 2-ton and 3-ton capacity service jacks.

For more information, visit VehicleServicePros.com/55265403

HAS A MAXIMUM HEIGHT OF 23.6”

The AFF 2-Ton Lightning Lift Super Duty Long Chassis Floor Jack , No. 202LCJ, features single piston, one-pump-to-load technology. The jack has a minimum height of 2.9” and a maximum height of 23.6”. Once on a load, this jack maintains a quick pumping efficiency of about a 3” lift per stroke, says the company. Other notable features include heavy gauge steel, UV powder coated frames, ballbearing rear mounted swivel casters, foam pad on handle, cushioned saddle, built-in bypass system, and industrial-quality seals and O-rings. The extra-long chassis reaches all lift points under the vehicle.

For more information, visit VehicleServicePros.com/53063043

OFFERS EXPANDED WHEELBASE

The Hunter Engineering RX14KL and RX16KL Scissor Alignment Lifts can accommodate up to a 195” two-wheel wheelbase, offering longer variations of Hunter’s RX14 and RX16 Scissor Alignment Lifts. The new models offer adjustable turnplate pockets that provide an 88” to 168” four-wheel alignment service range. When aligning a shorter vehicle, the turnplates can be moved back into the pocket within seconds. Additionally, a flush-mount arrangement simplifies floor-level rolling compensation and ADAS calibrations. The surfacemount RX14 and flush-mount RX16 series provide 14,000 and 16,000 lbs respective capacity and both include two 9,000-lb capacity jacks. Both models offer low drive-on height and are also PowerSlide and InflationStation capable. For more information, visit VehicleServicePros.com/53076321

SKID PLATE ENSURES STABILITY ON MOST SURFACES

The SUNEX Tools 2-Ton Off-Road Jack , No. 6602RJ, features a 28.4” lift height and a dual piston mechanism for rapid lifting. It has a fulllength wraparound steel skid plate for stability even on soft surfaces, and heavy duty wheels on solid steel axles allow for easy navigation on rough terrain. It has a locking height adapter and stainless steel hardware for durability and corrosion resistance.

For more information, visit VehicleServicePros.com/55127670

FLIP-DOWN WHEEL STOPS

The Autel Alignment Scissor Lift is a flush/surface-mounted hydraulic vehicle lift compatible with passenger cars and light trucks and is available in 12,000- and 14,000-lb capacity versions with jacking beams similar to the company’s Bay Max Lifts but without the floor lift table. The Alignment Scissor Lift includes front and rear opening runways, flip-down wheel stops, and low-angle approach ramps for easier access. Made in North America and ALI certified, the lift comes standard with built-in runway air tire inflation kits at each wheel, shatterproof undercarriage LED with automatic shut off, and an enclosed console power control unit.

For more information, visit VehicleServicePros.com/53064622

MAXIMUM HEIGHT OF 19-1/4”

RATED FOR OVER 2,500 LBS

The Ford 3.5L and 3.7L EcoBoost Engine Out Lift Plate Hoist Tool , No. STC50133, from Steck Manufacturing , is specifically designed for both turbo and nonturbo Ford EcoBoost engines, making it compatible with the Ford Transit, F-150, Navigator, Flex, and more. The lift plate mounts directly to the left and right cylinder heads to allow for secure engine removal without removing the subframe and eliminating the risk of broken chassis bolts. It’s made in the USA from thick steel with full-length welds and is rated for over 2,500 lbs.

For more information, visit VehicleServicePros.com/55263180

POSITIONS BOTH FRONT AND REAR ARMS

The Thexton Lift Alignment Tool , No. 962, is designed to streamline the positioning of lift arms to vehicle lift points. With the capability to position both front and rear arms, the alignment tool minimizes the need for constant up and down movements, reducing strain on the user. Crafted with a lightweight yet robust design, this tool aims to ensure ease of handling without compromising durability. Equipped with two flush-mounted laser guides, it provides precise visualization of the outer edge of the lifting point. The laser guide features a twist-on/ off mechanism and replaceable batteries. Designed to accommodate most lift pads up to 6.75”, the tool also comes with a magnetic hook for storage on the lift.

For more information, visit

VehicleServicePros.com/55019223

The OEMTOOLS 2-1/2 Ton Aluminum/ Steel Hybrid Floor Jack , No. 24869, features an aluminum construction and steel frame that provides the benefit of strength within a lightweight chassis, weighing only 58.2 lbs. With a 3-1/2” minimum and 19-1/4” maximum height, this floor jack is ideal for sports cars as well as SUVs and pick-up trucks. Nylon casters protect sealed floors and dealer showrooms. The 4.3” saddle with a jack support pad and foam handle cover prevents damage to the vehicle. The jack has undergone rigorous safety testing, as outlined by the ASME PASE-2014 Safety Standard for Portable Automotive Service Equipment.

For more information, visit VehicleServicePros.com/55021570

ACCOMMODATES ALL LIGHT VEHICLES

The Rotary Lift Two-Post Asymmetric Lift with All-Vehicle Lift Arms , No. SPOA10-AV, is designed to accommodate all vehicle types under 10,000 lbs with its all-vehicle (AV) lift arms. The arms provide technicians the ability to lift and service almost all roadgoing vehicles on a singular lift, including battery electric, exotic low profile, truck frame, and unibody cars and SUVs. Additional features include a 3-3/8” minimum adapter height, as well as 20 percent more reach than 30-stage arms with thread-up adapters, and 30 percent larger arm sweep than conventional two-stage arms with flip-up adapters, according to the company. The lift comes standard with adjustable round, truck, and stackable adapter extensions.

For more information, visit VehicleServicePros.com/53078181

LOW SADDLE HEIGHT OF 8-1/2”

The 1-1/2 Ton Hydraulic Transmission Jack , No. FTJ150, from Snap-on , uses articulating saddle arms that can quickly adjust without additional adaptors, creating a secure fit for nearly any configuration of FWD, RWD, and 4WD transfer cases. The jack’s front legs offer a wider opening for increased access to the transmission during the removal and installation process, while its low saddle height of 8-1/2” can be used to remove most transmissions. Its maximum height of 36-1/2” can be used for any cases where extended reach is necessary.