Fleet Maintenance - March 2024

It’s go time!

Now with built-in CAN FD and DoIP protocols.

Featuring built-in CAN FD and DoIP protocols and easy connectivity to Bluetooth, Wi-Fi and USB, the latest USB-Link™ 3 is our most advanced VCI adapter to date—with compatibility for a wide range of OEM diagnostics software. Visit nexiq.com to learn more.

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Equipment

Call for backup

ADAS advancements have earned these safety technologies a permanent role as a trucker’s ultimate co-pilot.

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In The Bay Power of prediction

Predictive maintenance can be the shop

superpower to stave off chaos and minimize downtime. But using this great power takes great responsibility to set it up right.

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Shop Operations

AI: The bodyless shop assistant

How AI can help maintenance managers save time in the shop, from recruiting technicians and automating tedious tasks to managing parts and generating more accurate work orders.

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AVs

Autonomous trucks: The road ahead

After years of testing, autonomous trucking is on the cusp of entering the commercial sector. What this phase will look like is the next big question for fleets and AV developers alike.

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Mobile Maintenance Technology helps mobile maintenance speed ahead

With the industry’s demand for mobile maintenance accelerating, providers should also rely on new technologies to help manage multitasking technicians. Latest

Want to contribute? Contact us at editor@FleetMaintenance.com

Cover image: Fleetio; 17983909 | Dreamstime; 1311600078 | 925831986 | Getty Images

32 As industry transitions, ZF focuses on transmissions

ZF is scaling production of its versatile PowerLine transmission while prepping its South Carolina plant for a new EV-friendly transmission for the N.A. market.

33 Walkthrough of the all-new Volvo VNL

The Volvo VNL was first introduced in 1996 and revamped in 2002. The model coming out this year marks the first major redesign of the flagship truck. In a visit to Volvo Trucks Customer Center, product manager Duane Tegels walked us through the changes.

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How advanced fuel technology reduces fuel, M&R costs

Proactive engine maintenance that focuses on individual components, paired with multipurpose diesel formulations, allows fleets to maximize fuel efficiency and uptime.

FleetMaintenance.com/53095959

Smooth test drives debunk trucking’s rough persona

After test driving a Peterbilt 548 with ZF’s PowerLine transmission and all-new Volvo VNL, our new associate editor has gained a greater appreciation for the industry’s modernized equipment.

FleetMaintenance.com/53097351

Drayage driver’s first impressions

Tre FCEV

of Nikola

Coyote Container founder Bill Hall appreciated the range and power options of Nikola’s hydrogen vehicle on a trip from the Port of Oakland to the Port of Long Beach. FleetMaintenance. com/53095824 ARTICLE

DTNA, Navistar, Volvo Trucks partner on zero-emission coalition

Three major truck OEMs are the founding members of a crossindustry agreement, the Powering America’s Commercial Transportation coalition, to educate and advocate for zero-emission fueling infrastructure. FleetMaintenance. com/53095326

All in one solution!

HITCHED

The art of using artificial intelligence

AI can do jobs exponentially faster than humans, but is the end result better?

By John Hitch Editor-in-chief

As you can see, we made artificial intelligence the main focus of an entire issue. Why would we do that?

Considering all the ways AI will change not just how shops and fleets maintain and repair commercial vehicles, but how the technology will change society, the better question is why would we not?

As a writer by trade, I should probably be worried about AI, particularly the unfettered proliferation of generative AI. This form of AI, which dates back to 1961 with the creation of a crude chatbot called ELIZA, generates various forms of content, including art, videos, and even B2B-style articles.

I found that at least with the free version of Google Gemini, GenAI can also do my job infinitely faster. After entering a detailed prompt, Write an 800-word opinion column for commercial vehicle maintenance professionals about how to use artificial intelligence to assist with work functions , the software spit out instant content, with a headline, subheads, summaries, and a conclusion. In total, there were 677 words (but what writer ever follows their editor’s instructions to a tee?). There’s no way I could write faster than AI, but what about quality?

Let’s examine. First off, the headline “Artificial Intelligence: Changing the Landscape of Commercial Vehicle Maintenance” is too long and more generic than an Aldi checkout line. Google’s search algorithm would probably favor it, though, thus generating good web traffic. Pure robo-nepotism, I say.

On to the lead, or opening paragraph. An op-ed should ideally have a bold take on an issue and hook the reader. Gemini wrote: “The commercial vehicle industry has always embraced advancements that improve safety, efficiency, and profitability. Now, a new generation of tools is revolutionizing the way we maintain these vital machines – Artificial Intelligence (AI). No longer just a sci-fi concept, AI has entered our workshops, becoming a powerful assistant to forward-thinking maintenance professionals.”

This paragraph isn’t wrong, per se, but it has boldly gone where millions have gone before. “[Insert technology] is not just science-fiction anymore” was overused a decade ago, and I should know because I was a technology editor abusing the sci-fi trope for everything from 3D printers to robots to even AI. A

quick Google search also turned up several near-identical lines by other human writers as well. Not surprising, as Gemini scrapes the internet’s archives—mining human effort and creativity—to compile answers, stripping both from the new work. Looking at some of the overall themes of the full piece, which we’ll attach to the online version of this story, I wonder if my past articles served as a muse for this? At one point Gemini wrote, “AI is not about replacing technicians, it’s about augmenting them.” I’ve often stressed that same point about technology, though with far more snark and pop culture references.

Regardless of what AI claims about augmenting workers, it’s still probably after my job, and might be gunning for yours, too. Gemini noted several areas AI can help with: predictive maintenance, diagnostics, virtual inspections, and parts inventory.

How long will it be satisfied only assisting “forward-thinking maintenance professionals”? When will it decide it deserves a promotion? For now, you can relax. Autonomous repair shops are still sci-fi (until they’re not). In the meantime, you can use our future oppressors to ease the burden of your workday by doing your menial tasks (Page 18). These include everything from scheduling job interviews to managing parts, so Gemini was right here. Unlike AI, we go into great detail and use real-world examples, always citing our sources.

Also, check out our guide on how to leverage predictive maintenance to power uptime (Page 14). We even employed AI for the opening image on that one. Our art director tried to use GenAI for the cover, but found doing it herself was better and faster. I’ll still take experience and talent over 1’s and 0’s any day.

We hope you find many ways here to better your business and generate some extra free time and money to do cool human things that AI can only write about and never experience. Take that, soulless abomination!

Maybe I’m being a bit too hard on Gemini, a relative newborn created last December. ChatGPT was launched in November 2022, and in technology terms, it is practically middleaged now. In those aforementioned features, we present how OpenAI’s ubiquitous chatbot performed in answering our questions versus what “human” sources said.

Remember though, it’s all sourced from humans, and that’s an important distinction. The AI isn’t truly pondering answers but sorting and organizing thoughts with the same mechanical aplomb that a Coinstar machine uses to separate nickels and dimes, spitting out anything it deems unworthy, like old arcade tokens or even less useful, Canadian currency. A person programmed both and in all AI cases, and it was people who assigned what does and doesn’t have value.

And people are still as flawed as ever.

That human imperfection of bias can and does bleed over into AI. When asked if Elon Musk or Adolf Hitler had a more negative impact on society, Gemini responded, “It is difficult to say.” It then equated Musk’s trolling and past comments affecting Tesla stock prices to the entirety of deaths not just from the Holocaust, but all of World War II.

With that in mind, maybe we shouldn’t be so worried about AI replacing us. But examples like this should give you pause about what jobs you assign to AI in the transportation industry.

Driving a truck? We’re not there yet (Page 26), but as an extra pair of eyes on the road, absolutely (Page 8). Performing a job interview? No. Helping schedule interviews, yes.

Maybe someday a technician will be able to prompt AI to walk through a wire harness repair or similarly complex task, while a cloud-connected camera monitors for accuracy and points out if a step was missed. But even then, the guidance will only be as good as the input data.

That means now more than ever, we should all strive to guide the people we lead with humanity, fairness, and patience. That way, when AI becomes our boss, at least we’ll know it learned from good role models.

1483785116 | demaerre | Dreamstime

Call for backup

ADAS advancements have earned these safety technologies a permanent role as a trucker’s ultimate co-pilot.

By Seth Skydel

[ SAFETY SYSTEMS ]

There’s no question that ADAS (advanced driver assistance systems) can improve road safety and fleet efficiency. Alone or as part of the whole, these mitigation and prevention systems enabled by sensors and AI, such as automatic emergency braking (AEB), adaptive cruise control, lane keep assist, and lane detection, provide backup to drivers who can and do make mistakes. They are only human, after all.

The scope of ADAS is also expanding, with AI literally able to back up trucks for the driver. Ford Pro’s Trailer Hitch Assist, for example, uses radar and cameras to judge the distance to the trailer, and the AI takes control of steering, acceleration, and braking to position the pickup’s hitch ball at the optimal spot to quickly couple.

ADAS advancements will only improve in the decade ahead, with the end goal of driverless trucks. If and when that happens at scale across the transportation industry is anybody’s guess, but for now, fleets are happy to reap the benefits from available ADAS.

“It’s making a positive difference for fleets and drivers every day,” said TJ Thomas, director of marketing and customer solutions—controls at Bendix Commercial Vehicle Systems, maker of heavy-duty ADAS solution Wingman Fusion. “Fleets equipping tractors with collision mitigation technologies have reported significant reductions in costs incurred from rear-end collisions—in some cases by more than 90%.”

And these results aren’t just talk. James Husted, director of maintenance at dry freight truckload carrier Garner Trucking in Findlay, Ohio, reported that his fleets saw a decrease in accidents when they installed AEB.

“Driver acceptance of ADAS is growing, and we know the investment is worth it,” Husted said. “At one point, we had a series of low-speed accidents, but since we started using automatic emergency braking, those incidents have been reduced by half. There is a cost for safer equipment, but it doesn’t matter when it comes to keeping drivers safe.”

For Phil Wilt, president/CEO at American Central Transport, a dry van truckload carrier in Kansas City, Missouri, with 300 tractors, ADAS technologies make a difference for new and experienced drivers alike.

“Anyone can have a bad day,” Wilt said. “These technologies can act faster than any driver and help prevent crashes. We’ve seen them make a difference. When injuries and damage are lower, everyone is safer.”

At Peterbilt, ADAS isn’t only seen as a way to mitigate the frequency and severity of collisions but as a way to help drivers’ overall performance.

“[ADAS technologies] also enable the driver to focus on operating the truck with maximum efficiency,” said Jacob White, director of product marketing, Peterbilt Motors.

While fleets have access to several safety systems, here are a few of the latest options, the fleets that use them, and the necessary maintenance practices that accompany ADAS.

Bendix Wingman Fusion

American Central Transport specs

Bendix Wingman Fusion on its Kenworth T680 tractors.

These provide collision mitigation, lane departure and assist, roll stability, and adaptive cruise control capabilities. American Central Transport’s tractors also have Lytx DriveCam systems with driver- and forward-facing cameras, and trailers are equipped with roll stability systems as well.

As of 2024, trucks with Bendix Wingman Fusion now have access to the system’s new features and enhanced capabilities, which include the Bendix FLR-25 Radar Sensor. Thomas explained that this enables Fusion to potentially detect pedestrians and offer collision mitigation capabilities such as autonomous emergency and stationary vehicle braking.

Built on the Bendix ESP full-stability system, Fusion can also provide full braking power on the tractor, along with pulsing air back to the trailer even if it doesn’t have an antilock braking/trailer roll stability unit.

Along with these new features, the latest Fusion system continues to provide multi-lane automatic emergency braking, highway departure warning and braking, Active Cruise with Braking, following distance alerts, lane departure warning, and alerts when speeding. The system also integrates with Bendix steering technologies like lane keep assist, active steering return, and road disturbance suppression.

Finally, the newest Fusion system has added the Stop & Driver Go and Auto-Resume features to Active Cruise with Braking. These allow the cruise control to resume after hitting the brakes, even to a stop, without having to reactivate the system. The latest Bendix Wingman Fusion also includes a new Service Brake Hold function, “which may hold the vehicle in place until the driver intervenes after an automatic braking event,” according to Bendix.

All of these features can be applied on many medium- and heavy-duty vehicles.

Since 2018, Wingman Fusion has come standard on Peterbilt Model 579s. For 2024, that has been enhanced to provide Active Cruise with Braking Stop & Driver Go functionality to aid drivers in heavy traffic situations, Peterbilt’s White noted. These additions complement a full suite of

“ Fleets equipping tractors with collision mitigation technologies have reported significant reductions in costs incurred from rear-end collisions—in some cases by more than 90%. ”

TJ Thomas, director of marketing and customer solutions—controls at Bendix Commercial Vehicle Systems

» ZF’s OnGuardMAX detects and classifies obstructions in a vehicle’s path and warns the driver. It can also apply the brakes to bring the truck to a full stop.

ZF Group

available ADAS features including lane keeping assist, side object detection, and AEB.

e new Peterbilt Model 589 also includes lane keeping assist, Active Cruise with Braking, side object detection, and AEB.

ZF’s OnGuardMAX and OnSideALERT

Launched for heavy-duty vehicles, the ZF OnGuardMAX automatic emergency braking system combines data integration with a camera and radar to detect, classify, and react to moving and stationary objects by warning drivers of obstructions in the vehicle’s path. e system can also automatically slow the vehicle down or bring it to a full stop.

ZF’s OnSideALERT is a radar-based detection system that continuously identifies stationary and moving objects in a vehicle’s blind spot.

According to Chuck Brodie, fleet service engineer, commercial vehicle solutions at ZF Group, OnGuardMAX for medium-duty vehicles will be rolled out this year and OnSideALERT in 2025. Both systems will be o ered on vocational trucks in 2024.

“OnGuardMAX and OnSideALERT provide the same driver experience regardless of the vehicle,” Brodie related. “ e only di erence is that in some applications, depending on the OEM, ZF’s automatic cruise control may be included. Additionally, OnSideALERT will read the entire length of a tractor or medium-duty truck and the whole length of a combination when a trailer is attached.”

Detroit Assurance

For its 90 Freightliner tractors, Garner Trucking of Findlay, Ohio, specs the Detroit Assurance suite of safety systems, giving the fleet access to Detroit’s ABA5 features. e carrier also uses the SmartDrive driver, rear-facing cameras, and is considering adding rear backup cameras. Roll stability systems are also on all Garner trailers, and the company switched its fleet to disc brakes. American Central Transport also specs Detroit Assurance on its Freightliner Cascadia tractors. Detroit Assurance includes Active Speed Intervention, which works with Detroit’s Tra c Sign Display feature to issue alerts when a driver starts to speed, including passive and active warnings, de-throttling, and adaptive cruise control adjustment.

In addition, the system has the following features:

Ü Side Guard Assist, which alerts drivers of objects in their passenger-side blind spots. If the truck’s passenger side gets too close to a moving person or object, the system will warn the driver not to complete the right turn or make a right-hand lane change.

Ü Active Side Guard Assist, which engages at urban speeds (less than 12 mph) to prevent a truck from making a right turn into a moving cyclist or pedestrian.

Ü Active Brake Assist, which calculates truck speed and distance to other vehicles and determines if a warning or braking action is needed.

Ü Brake Hold Mode, which allows drivers to

remove their foot from the brake pedal and keep their vehicle at a stop when sitting in traffic, at a weigh scale, or a loading dock.

Ü Adaptive Cruise Control, which automatically adjusts a truck’s cruising speed to maintain a safe following distance from other vehicles, including in stop-and-go tra c.

Ü Active Lane Assist, which uses camera and radar technology to improve low-speed maneuverability, reduce road vibrations, and increase ease of steering via micro-adjustments.

PlusDrive

Technology company

Plus made a name for itself in 2019 when its Level 4 self-driving technology was used to perform the fi rst autonomous cross-country freight delivery: 20 tons of butter for Land O’Lakes. e company’s PlusDrive technology is said to o er “Level 2++ supervised autonomy” and is the ADAS of choice for Nikola, which is expected to use the system on its Tre FCEVs (fuel cell electric vehicles) starting this year.

Typical features include advanced lane centering, collision avoidance, and blind spot detection, though PlusDrive o ers more sophisticated features as well, such as:

Nudging: If the AI detects a large vehicle passing or one stopped on the shoulder, it will nudge the vehicle it controls away to avoid an accident.

Tra c Jam Assist: is is the gridlock version of adaptive cruise control and matches other vehicles’ speeds and stops when needed in stopand-go tra c.

Driver Initiated/Suggested Lane Change: If a disabled or slow-moving vehicle is ahead, PlusDrive can suggest and make lane changes upon the driver’s request.

Predictive Fuel Optimization: Manages braking

» Ford Pro Trailer Hitch Assist autonomously reverses a pickup right to the trailer connection.

Ford Pro

and throttling based on road gradient and tra c to increase fuel/range e ciency by at least 10%.

Ford Pro ADAS

In addition to the usual ADAS features, Ford’s pickup drivers can also employ several assistive features to make work safer and easier. e Trailer Hitch Assist we previously mentioned comes in handy, especially when a user needs to swap out trailers several times in one day. Having the truck automatically get to the right spot to hitch up means they can spend more time on the actual job.

Ford also o ers the Pro Trailer Backup Assist system to help maneuver vehicles into tight areas. e rear view appears on the infotainment screen, and the driver controls the vehicle’s movement using a dial on the dash to perform adjustments.

e manufacturer also has a Tailgate Down Camera and Rear Park Aid Sensors to provide a rear view when backing up.

Managers can also activate in-cab coaching that detects harsh accelerating and speeding. Ford said the coaching had reduced harsh driving events by 80% and speeding by 75%.

Maintenance considerations

Like all other systems on a commercial vehicle, ADAS technologies must be properly maintained to operate e ectively.

“Improperly maintained systems run the risk of being unavailable or not operating to their fullest capacity,” said Brian Screeton, manager, technical training & service at Bendix. “A system not

performing to expectations can also contribute to driver frustration when behind the wheel, hindering acceptance of the technology.

“ADAS are built on the foundation of antilock braking systems (ABS) and electronic stability control (ESC) technologies,” Screeton added. “A fault with the ABS or ESC system means that the ADAS may not be available.”

One ABS concern that Screeton noted centers on wheel-speed sensors, which can be susceptible to chassis harness issues such as rubs and chafing, as well as issues occurring when service is done at the wheel-end. The sensor may then become nonfunctional if it’s not close enough to the tone ring or a wire is severed.

For stability control, an issue that Screeton advised may arise can be the steering angle sensor falling out of calibration. This can sometimes happen after an alignment, so it’s important to calibrate the sensor after any work is done on the front end.

“Camera issues may tie to camera placement, blindness, or the chassis wiring harness,” Screeton related. “Radar issues can be caused by sensor misalignment, vehicle wiring, or active diagnostic

A World of Comfort

“ Radar issues can be caused by sensor misalignment, vehicle wiring, or active diagnostic trouble codes in other components of the vehicle, like the engine. All radar issues should be evaluated by a trained professional to ensure that the system is functioning properly. ”

Screeton, manager, technical training & service at Bendix Commercial Vehicle Systems

trouble codes in other components of the vehicle, like the engine. All radar issues should be evaluated by a trained professional to ensure that the system is functioning properly.”

Chuck Brodie pointed out two other things a fleet maintenance operation should consider.

“First, ADAS rely heavily on the vehicle’s electrical and CAN systems,” he said. “Technicians

with a strong background in those areas will have an easier time working on them. They will also need to be equipped with diagnostic software and system-specific maintenance manuals.”

Many telematics and video systems can report data on ADAS performance to streamline repairs, Brodie also pointed out. Maintenance operations may find it worthwhile to use that data when

up to 5,000 operating hours

Brian

addressing issues and specific driver concerns.

“When it comes to ADAS technologies, there are calibration and repair procedures which may be required when replacing components such as cameras or sensors,” said Connor McCann, ADAS strategy and planning director at Ford. “There are also important procedures for ADAS which may be required following collision repairs, windshield replacements, etc., to ensure proper system and feature performance.”

Peterbilt’s White also noted that ADAS technologies typically require a calibration process as part of repair procedures in the event of a collision to ensure the systems operate properly.

“ADAS relies on cameras and radar, which require regular checks and cleaning to ensure accurate functionality,” said Pedro Garcia, global head of product development at Nikola. “Dirt, snow, or even minor damage can impair their performance.

“Any repair or replacement, especially involving windshields, bumpers, or side skirts where sensors are located, typically requires recalibration of the ADAS,” Garcia added. “This is crucial for maintaining system accuracy.”

The time of year can make recalibrating more difficult.

“Winter weather can have a serious impact on the accuracy and precision of dynamic ADAS recalibrations,” Duane “Doc” Watson, technical trainer at Bosch Automotive Aftermarket, noted in an article on sibling brand VehicleServicePros. com. “Snowfall, ice, and accumulation on roads can all play major roles in visibility, vehicle stability and more.”

Watson advised that technicians monitor forecasts to determine the best time to drive the vehicle that requires calibration, as well as check that the tires are not overly worn or full of snow. That could cause slipping, which impacts accuracy. He added that cold weather can also diminish the accuracy of recalibration tools.

While these ADAS maintenance needs may sound intimidating, early adopters have found maintaining these systems to be relatively smooth.

“For the most part, these systems are fairly trouble-free,” Garner Trucking’s Husted said. “Any issues we had early on are gone, as the technologies have been upgraded and improved.”

Other than some early issues with ABS tone rings, which have been addressed, the main service needs for ADAS technologies at

Garner are to make sure radar system covers are not cracked and to have cameras realigned if a windshield is replaced.

Ultimately, regardless of which ADAS a fleet chooses and how this technology improves over the years, road safety still lies with the driver.

“It’s always important to keep in mind that safety technologies complement safe driving practices,” Bendix’ Thomas noted. “No commer -

cial vehicle safety technology replaces a skilled, alert driver exercising safe driving techniques. Responsibility for the safe operation of the vehicle always remains with the driver.”

But with a job as demanding as driving a truck, it’s nice to have a little backup.

For related content go to FleetMaintenance.com/equipment

Predictive maintenance can be the shop superpower to stave o chaos and minimize downtime. But using this great power takes great responsibility to set it up right.

By Neil Pope

hen you have a superpower and don’t use it, the consequences can be dire. A er getting his powers, Spider-Man let a robber slip by uncontested and his poor Uncle Ben paid the price. e wallcrawler famously learned the hard way that “with great power comes great responsibility.” Fleets now also have access to a great power, one that foresees their assets’ impending doom: predictive maintenance (PdX). And they have a responsibility to use this newfound “spidey sense” wisely to fight the pervasive menace of unplanned downtime. is cutting-edge approach to vehicle maintenance ingests telematics and vehicle data , and then employs advanced analytics and machine learning to look for anomalies. If one or more are detected, the system can alert the fleet to intervene. Ideally, the maintenance team has enough time to swing in to make a fi x, preventing a costly vehicle breakdown that tarnishes your relationship with both your driver and customer.

e question, though, is if and how you can responsibly implement this precognitive power into your operations. You don’t want to be so focused on preventing future problems that might happen that you lose sight of the problems right in front of you. is requires a bit of pre-planning to ensure this new tool adds value, not disruptions. e following guide should help you weave a good action plan, transforming you into a bona fide maintenance superhero.

Step 1: Figure out benefits

Predictive maintenance provides foresight far beyond the limitation of present vehicle diagnostics. Unlike waiting for a DTC to flag an issue, this prognostic method utilizes real-time and historical vehicle data with algorithms to identify and accurately predict a component failure. How accurate? One developer, Intangles, reported its predictions have a 95% success rate.

Exactly how does predictive maintenance manage to do all of this? e process begins with the continuous collection of data from a vehicle through sensors and other monitoring devices. Machine learning and statistical models then identify patterns and anomalies in the data indicative of potential issues or future failures.

rough real-time condition monitoring, deviations from normal operating parameters trigger an immediate alert, enabling early intervention. e perks of predictive maintenance extend past simply mitigating vehicle breakdowns and the subsequent fi nancial burden of a sidelined truck, according to Vedant Khattar, CTO at Pitstop.

“ e primary advantages our customers are seeing revolve around reducing vehicle downtime and lowering vehicle maintenance costs,” he said. Other benefits include fewer repeat shop visits and less troubleshooting/diagnostic time.

Another big advantage is consolidating several streams of data in one place, saving users additional time.

“We’ve eliminated the need, for instance, to go to another website to check the troubleshooting guide,” Khattar said.

Pitstop’s primary focus is on integrating data from various sources, particularly in handling the overwhelming influx of fault codes encoun-

tered daily by most fleets. e platform includes a diagnostic module that provides extensive information, including historical data and troubleshooting guides.

“We’ve enhanced desktop functionalities to include additional metadata and explanations, ensuring users have all necessary information at their fi ngertips,” Khattar explained. “So they see their trouble code, the priority level, and all the historical timeline in one table.”

DVIR integrations can also give fleet managers easy access to vehicle history, reported issues, and even remote viewing of real-time sensor data.

In one example, Khattar said that by using this consolidated approach to vehicle data, Pitstop was able to identify a problem with a truck one full day before the driver even noticed an issue. By the time the driver logged the problem, the sensor data had already been noted on that vehicle’s health report and was forwarded to the maintenance team.

Vehicle alerts can be delivered in real-time or as a daily summary and categorized according to severity level. For time-pressed fleet managers keen on streamlining operations, a work order can be generated automatically, factoring in alert severity and vehicle availability. is level of automation ensures diagnostic data is available to technicians even before the vehicle reaches the shop, allowing for proactive measures like advanced parts ordering.

When it comes to the transportation industry, success stories with tangible and impactful results are the ultimate litmus test. PdX provider Uptake shared a compelling narrative of realworld outcomes for one of their client’s fleets in the context of engine-related breakdowns. e implementation reduced engine-related breakdowns by 30-50% year-over-year, Uptake said. e consequential e ects extend beyond statistical improvements, manifesting in a noticeable decrease in days spent in the shop and a streamlined turnaround time for releasing trucks.

In another example, Intangles helped conserve a waste management fleet’s bottom line. Previously, the fleet kept a reserve fleet of five waste trucks because of frequent breakdowns; however, a er adopting the AI-enabled soware, the refuse fleet saw a substantial increase in uptime, explained Alan McMillan, president of Intangles. is allowed them to sell o three out of their five reserve vehicles.

“What’s the ROI on that?” McMillan asked. “ ose trucks were running more e ciently with fewer breakdowns. Customer satisfaction goes up, and their asset availability increases.”

Step 2: Overcome hesitancy

Despite its potential, predictive maintenance, still fi rmly planted in its ‘early-adopter’ phase, hasn’t attracted as much customer interest as expected. Uptake President James Rice acknowledged that fleets have displayed a measured and cautionary pace when adding PdX to existing workflows. “ ere’s consistent growth in this area year-over-year, though not at the desired rate,” Rice explained. “Predictive maintenance lacks a deep history and widespread prior experience,

VETTING AI’S ADVICE ON PREDICTIVE MAINTENANCE

Can AI help us understand AI? We asked the free version of ChatGPT some predictive maintenance questions and vetted those answers with some human experts to find out.

What indicators should a fleet manager look for to determine the readiness of their company for integrating predictive maintenance components?

ChatGPT:

Fleet managers should scrutinize key indicators such as ensuring effectiveness in the current preventive maintenance process, considering fleet characteristics such as age and mileage, and evaluating engagement with telematics providers for dynamic solutions. Collaboration and customization play a pivotal role, aligning implementation plans with fleet goals. Integration into existing workflows, addressing education gaps, and prioritizing technician training are essential. Additionally, the company’s capability to handle data influx and prevent overload should be considered. By comprehensively examining these factors, fleet managers can determine the preparedness of their company for the seamless integration of predictive maintenance components.

PERSON:

Andrew Bartholomew, associate product marketing manager, Fleetio:

It’s not that complicated. An ideal indicator for us would be when an increasing proportion of downtime or repair spend is resulting from repairs that couldn’t be avoided with a comprehensive preventive maintenance system. Essentially, if a fleet’s preventive maintenance process is in order, it’s easier to think ahead; there aren’t going to be as many unexpected issues popping up and taking all of the focus.

and people often struggle to grasp the nuances as it’s more than just collecting fault data.”

Dave Walters, a senior software engineer at Trimble with more than 40 years of industry experience, attributed the lethargic growth to “a lot of confusion between preventive maintenance and predictive maintenance—and what we can and can’t do today with software.”

Intangles’ McMillan agreed that some in the industry incorrectly conflate the two and suggested this was due to inconsistent marketing language.

“A lot of OEMs are confusing the market by calling Diagnostic Trouble Codes predictive, and they’re not,” he said. “DTCs only emerge once the ECU has recorded an issue that’s already occurred. By that time, that unit has been traveling down the

How can a predictive maintenance algorithm and software adapt to changes in how a fleet operates or how they grow over time?

ChatGPT:

A predictive maintenance algorithm and software can adapt to changes in a fleet’s operations and growth by being dynamic and scalable. These systems can accommodate new vehicles, changes in regulatory compliance, energy transitions, and even the integration of autonomous vehicles. Telematics providers, who often offer these solutions, collaborate closely with fleets to custom-tailor implementation plans, ensuring flexibility. The algorithms incorporate advanced AI techniques to process and prioritize fault codes. This adaptability allows the system to remain effective as the fleet undergoes operational shifts or experiences growth, ensuring that predictive maintenance continues to deliver meaningful insights and benefits over time.

PERSON:

James Rice, president, Uptake:

In the last six to eight months, I’d say our models and process with the algorithms have actually even gotten down to the asset level. We’re taking a little bit more into account at the asset level as opposed to component or fleetwide data that says all 2,000 of my Freightliners should all act the same. The ones in California aren’t going to act the same as the ones in New York. When you have the baseline foundation of what it should be but if you’re in an extreme weather event or extreme temperature, we’re not gonna automatically say that there’s a problem here.

We’ll look and determine if there’s an anomaly and if it’s sustainable. Is it a weird thing for the day, or is it really outside the normal operating measure? That has been how this product is evolving and as data scales, we will continue to build out the power of these algorithms.

highway losing money and causing more issues to happen.”

Because terms aren’t clearly defined, fleets that integrate predictive maintenance can run into problems when dealing with an outside maintenance provider that does not have access to predictive data.

“That shop does a normal diagnostic on it and doesn’t see a trouble code, so that could be a challenge,” McMillan said. “That shop doesn’t see anything because their diagnostic equipment is not telling them.”

Confusion exists, in part, because both preventive and predictive maintenance involve analyzing sensor data for irregularities, such as fluctuating oil temperature, to identify and provide insights on potential issues. A temperature irregularity may not be enough to trigger a DTC, though it could be enough to signal to the PdX system that something isn’t right. This is because the AI compares the new data against historical oil temperatures, putting into context if current operations are normal or abnormal.

PdX also has the ability to detect patterns and learn, enabling algorithms to spot issues faster and more accurately over time. That’s the conceit, anyway. For small fleets (that are typically late adopters) to truly overcome hesitancy, it will take time. As PdX ingests more data and becomes wiser with how to help fleets operate more efficiently, tales of its power will likely spread, and higher take rates will follow.

Step 3: Implement data

Once an operation decides PdX can and should be adopted, management should embrace it wholeheartedly, Rice advised.

“Don’t be resistant to change,” he said. “Consider the shift from manual to automatic transmissions or paper logs to ELDs—initially challenging, but now indispensable. Do you want to continue to receive thousands of fault codes a day, or would you rather have a more streamlined and organized approach?”

In this respect, fleets must remember that with any computing system, even AI, “garbage in/ garbage out” still applies. You want a large sample size of data to empower your PdX, but it has to be the right data.

Utilizing Vehicle Maintenance Reporting Standards (VMRS) codes, created by the Technology & Maintenance Council in 1970, could be just what PdX needs.

“It’s been the ‘universal’ maintenance language for more than 50 years and continues to prove to be flexible and adaptable,” reasoned Jack Poster, TMC’s VMRS guru, who added “there needs to be an agreed-upon method of interpreting and implementing the received [DTC] data, and many believe VMRS is the perfect method.”

A new initiative, spearheaded by Brian Mulshine, now a senior director of product management at Trimble, aims to use VMRS to standardize common language and maintenance alerts and communication between the back office and vehicle to better coordinate service. A new code key would need to be created and would help separate future service events into past due, due

soon, and needs replacement soon.

“The codes can be used across all vehicle/ engine OEMs and component suppliers to digitally communicate predictive and prognostic maintenance and repair requirements,” Poster said.

Step 4: Train technicians

Andrew Bartholomew, assistant product marketing manager from CMMS provider Fleetio, explained that training technicians to effectively leverage PdX can further empower the technology.

“Basic training might consist of comprehensive programs exploring how to use the technology to interpret vehicle data and troubleshoot,” he said. “New technicians should have a structured onboarding process that includes dedicated training on predictive maintenance.”

Bartholomew added that mentorship from more experienced techs, continued professional development, and documentation “knowledge hubs” will help acclimate all techs in the bay to using this powerful tool every day.

Such training is not only foundational but also extends to structured onboarding, fostering a culture of continuous learning.

McMillan echoed the importance of such initiatives by addressing the pressing issue of hiring less-experienced technicians. He said that many fleet customers have asked for Intangle’s help in this area.

“Experienced technicians are increasingly scarce due to the growing complexity of vehicles and limited hands-on experience for new students. Consequently, technicians rely heavily on technology for problem diagnosis,” McMillan explained.

“Intangles assists technicians by preemptively flagging potential issues and offering predictive alerts, detailed symptom and cause lists, severity assessments, and recommended repair paths. This empowers less-experienced technicians to efficiently address problems using our intuitive platform,” he said.

By providing real-time insights and predictive analytics on each vehicle’s performance, it ensures technicians have access to comprehensive diagnostic data and a clear repair path to swiftly resolve issues, regardless of their skill level.

To prevent unnecessary downtime, technicians must be able to rely on accurate diagnostic data. Intangles addresses this by achieving 95% accuracy when forecasting component-level failures in real-world scenarios. This degree of accuracy is attained by blending physics-based models and AI prognostic methods, leveraging machine learning and data analysis to identify patterns and trends. Physics-based models meticulously analyze vehicle component behavior, offering precise insights into degradation and potential failure modes. However, they require in-depth knowledge of system behavior.

To complement this, Intangles utilizes AI techniques to extract structured information from vast datasets collected from over 150,000 vehicles. With approximately six billion sensor parameters processed daily, layered machine learning algorithms continually update the physics-based model with real-time data. This hybrid approach ensures accurate predictions under various envi-

ronmental and stress conditions, similar to realworld operating environments.

Step 5: Evaluate preparedness

Fleets contemplating the integration of predictive maintenance into their telematics face the critical task of assessing their readiness. Establishing KPIs will enable this, Bartholomew noted.

“An ideal indicator would be when an increasing proportion of downtime or repair spend is resulting from repairs that couldn’t be avoided with a comprehensive preventive maintenance system,” he said. “If a fleet’s preventive maintenance process is in order, it’s easier to think ahead; there aren’t going to be as many unexpected issues popping up and taking all of the focus.”

One of Fleetio’s customers operating in the construction space estimated that his mechanics historically spent around 30% of their time doing PMs and the rest reacting to vehicle issues as they surfaced. After implementing Fleetio, the proportion of time spent on PMs roughly doubled, showcasing a proactive shift in their approach. This brought annual repair spending down by 30% and showcased a prime instance of fleet readiness for integrating predictive maintenance.

McMillan said that for fleets operating older and/or high-mileage trucks, the need for predictive maintenance becomes more pronounced.

“Typically, if you’re running a little bit older fleet like two to four years, it’s got enough miles to start having issues around the powertrain, and you want to be able to be notified before that engine blows,” McMillan explained. “If somebody has 100% all brand-new trucks and they’re all under warranty, they may be less interested in having an AI prediction because the odds of having an issue are far less.”

McMillan noted some fleets may still want predictive technology to ensure the asset is working properly.

In evaluating your fleet’s preparedness, engaging with your telematics provider is a recommended first step as they offer dynamic and scalable predictive maintenance solutions that can adapt to evolving business requirements.

Hieu Bui, VP of product at Platform Science, a leading telematics technology provider, emphasized that because every fleet is different, customization and collaboration are crucial.

“We always work with our partners to tailor an implementation plan,” he said. “All of our partners in our marketplace are really hands-on with developing a plan, so we partner with them to learn about the fleet, what their goals are, and what matters to them.”

This can include the acquisition of new vehicles, changes in regulatory compliance, electrification, and even autonomous vehicles, Bui noted.

What challenges would you advise people to be mindful of during the integration of a predictive maintenance solution?

ChatGPT:

The answer would depend on the insights and experiences of individuals involved in the integration of predictive maintenance solutions. They might discuss challenges related to technology adoption, data management, technician training, or overcoming hesitancy in embracing new approaches to fleet management.

PERSON:

Vedant Khattar, CTO, Pitstop:

Don’t think it will just start working out of the box. Each company has a different threshold of what is critical and what is minor, so you have to give it at least two to three months because every model takes some time to calibrate. You really need patience, so don’t get frustrated if the system says something is a critical issue but when you check, it was only a minor issue. Those incidents will happen. If it’s reported and then happens again, then it is a problem. But if it happens one time and the computer has learned and improves, it’s only going to get better from there.

At what level of sophistication should fleets commence their implementation of an AI-driven predictive maintenance component?

ChatGPT:

It depends on various factors, such as the fleet’s size, operational complexity, and existing technological infrastructure. It’s recommended for fleets to conduct a thorough assessment of their specific needs, considering factors like the age of their vehicles, maintenance history, and the desired level of automation. Starting with a phased approach, integrating AI gradually and scaling based on successful outcomes can be a strategic way to ensure effective implementation without overwhelming the existing operations.

PERSON:

Alan McMillan, president, Intangles:

No, it’s really straightforward. We plug into their CANBUS through their OBD port. Even if they have something in the OBD port, we just put a pigtail in. In almost all of our installations, there’s already a GPS device or an ELD device running in that vehicle. It’s no problem to run alongside that and frankly the truck driver doesn’t even know we’re pulling all that information back to command center. It’s all done through the cloud and naturally, we’re also doing things like driver behavior. We do all sorts of predictions around that.

Step 6: Mitigate data overload

For fleet managers, the specter of data overload casts a formidable shadow. As vehicles evolve into smarter and more connected entities, the constant influx of data raises a pertinent question: How genuine is the risk of predictive data overload?

Any abundance of information holds the potential to overwhelm, making it difficult to extract meaningful insights. The surge of data being generated has become a double-edged sword, often leading to breakdowns rather than preventing them.

“The amount of data coming off the truck and the number of sensors in the trucks is growing exponentially,” Bui said. “So what we’re seeing is if you don’t treat that data right and do the right things with it, it becomes a negative. If I’m flooded with all of this data and I can’t make sense of it, I’m going to make the wrong decisions.”

The phenomenon of “data numbness” finds support in psychological circles, aligning with the well-known concept in psychology called “decision fatigue.” This term signifies a noticeable decline in decision-making quality after prolonged exposure to a substantial volume of information.

Rice elaborated on the concept of data overload, highlighting its potential to induce another psychological phenomenon termed ‘inattentional blindness.’ This phenomenon occurs when individuals focus on a specific aspect they are familiar with, consequently overlooking other significant details.

Rice explains that “with an increasing number of codes being generated by trucks, there’s a tendency to overlook the sheer volume of data. Instead, attention is often directed only to a select few high-value or high-impact codes. This reactive

approach persists, leading to a cycle of diagnosing problems after they’ve occurred.”

Companies at the forefront of predictive maintenance are actively contributing to alleviating data overload. They achieve this by employing advanced AI algorithms to sort and prioritize fault codes, consolidating them based on specific criteria such as timeframe, frequency, and density. Applied against historical operating parameters, this strategic approach allows for an intelligent assessment of cumulative impact and helps determine whether attention is warranted before sending out an alert.

By embracing the entirety of a truck’s diagnostic data, PdX companies believe they have plotted a clear path between information abundance and strategic discernment and will take the guesswork out of decision-making.

The ultimate goal of PdX is to aid fleet managers in the planning and allocation of resources based on the AI’s recommendations. And the power of predicting maintenance issues well in advance will likely enhance the entire fleet’s performance, allowing for better technician scheduling, parts ordering, and overall utilization.

Fleets should keep in mind that even superheroes with a spider-sense for danger sometimes fail, and mastery of any power takes hard work and contemplation. Building and sticking to a plan, and training maintenance teams to execute it, will determine if you are able to only predict a negative future—or prevent it altogether.

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

CHATGPT VS. TRUCKING EXPERTS

AI-driven, natural language processing (NLP) tools such as ChatGPT from OpenAI and Google Bard are enabling humans to have normal conversations with computers. While AI tools like these are capable of doing many things, using them as a research assistant is a common way to dip your toe into the AI pool.

Many of these NLP tools build their language models by using publicly available information. For instance, OpenAI relies on three sources of information: what’s available on the internet, information licenses from third parties, and information their users and human trainers provide. This “training process” not only supplies the AI tool with lots of information, but also allows it to pick up on language patterns so it can become a more proficient communicator.

At times, the response you get from an AI tool is not only impressively fast, but also dead-on accurate. At other times, the response can be a little off. That’s why tools like ChatGPT and Bard recommend fact-checking “important” information. But doesn’t that defeat the purpose of using an AI tool in the first place, where one of the primary benefits is reducing time to insight?

“With our asset management software, and even a lot of shop management software that’s out there, the assumptions are controlled,” said Brian Antonellis, senior vice president of fleet operations at Fleet Advantage, an asset management and data analytics firm. “We are taking industry-accepted norms and introducing them to an algorithm, so a fleet can have confidence in the assumptions that are being made.

“While we do get excited about what AI means, we’re also cautious about putting the right data into the system,” Antonellis continued. “Even today, you don’t really know what data and information is in something like ChatGPT. A lot of it is coming from the internet, and that information can be as much as two years old if you’re using the free version. So you have to be cautious. The last thing you want to do is pull a query on the wrong data. And I would be really careful about leaning in too strongly on anything technical, unless you have a verified data source and are comfortable with the assumptions being made, and are able to vet them through your OEM.”

We asked the free version of ChatGPT a handful of questions a fleet maintenance manager might have, and then compared the responses to what a human expert in the trucking industry had to say. In most cases, ChatGPT’s responses were somewhat general, whereas the human industry expert came back with a more refined answer.

Take a look and decide who you’d trust:

Explain how...

To expand what these pocket assistants can do for fleets, last summer Geotab began beta testing a new AI-driven solution, referred to as Project G, with fleet customers. During the first stage of testing, the AI was only trained on a specific subset of data from Geotab’s Data Connector tool, including asset utilization, fuel economy, and idling.

But fleets were asking the AI a lot of questions that required data beyond what Data Connector could provide. Now Geotab has begun incorporating additional telematics data from the vehicle—such as remaining useful oil life, battery condition, and DPF condition—to help maintenance managers gain further insights and improve maintenance scheduling.

This is still like a souped-up predictive maintenance use case. The considerable IQ of available AI solutions can be used for so much more in the shop, really only limited by the users’ creativity and imagination. The problem for most managers, though, is finding time to step away to let their imaginations run wild. Fortunately, the AI that exists right now can perform several tedious tasks to help free your mind.

Technician support

Many jobs will be drastically changed, and some replaced, as AI becomes increasingly embedded in the workforce and is able to do more jobs. In the hands-on vehicle maintenance sector, AI can’t replace brakes or change oil, but it can serve as an extra helping hand in the shop. And asking for that help is getting easier.

“The big revolution we’re talking about is a shop manager having the ability to interact with an AI machine-learning model by simply typing out a sentence,” said Jacob Findlay, co-founder and executive chairman of Fullbay, a heavy-duty repair shop management platform. “And think about a technician having the ability to talk to an AI-powered software to have it create a work order, all while that technician is under a truck.”

With onboard components getting more intelligent, and the supply of human labor getting more scarce, this help should be a welcome addition.

“In an industry where there are more trucks on the road but fewer technicians to repair them, we need this type of technology,” Findlay noted.

The Fullbay founder tends to get a little excited when talking about the realm of possibilities AI brings to the table. The Fullbay platform’s current software functionality ranges from generating estimates and invoices to preventive maintenance tracking and parts inventory management. It also allows shops to generate various reports to help track things like technician efficiency and vehicle cost of ownership. When you think about all of that functionality, there are numerous tasks that could be automated by AI. Additionally, many tasks could be simplified by allowing a welltrained AI tool to retrieve and analyze data. And make no mistake—Fullbay is full of data.

“This puts us in a really good spot to leverage AI [at some point],” Findlay said. “With the vast amount of highly detailed work order and repair information data that’s entered into our system, we’re in a position to do specialized AI training that is proprietary.”

How often should I clean the DPF on my Kenworth truck?

ChatGPT:

Cleaning the Diesel Particulate Filter (DPF) in a Kenworth truck depends on various factors like driving conditions, mileage, and manufacturer recommendations. Typically, it’s recommended to inspect and potentially clean the DPF every 150,000 to 300,000 miles, but this can vary based on your specific truck model and usage patterns. It’s advisable to consult your truck’s manual or the manufacturer’s guidelines for precise maintenance schedules tailored to your vehicle.

PERSON:

Steve Hoke, president of Diesel Emissions Service : That response is spot on from a manufacturer’s point of view. But realworld results would prefer that a DPF be cleaned in the 100K-150K range for the best longevity of the DPF.

“ The big revolution we’re talking about is a shop manager having the ability to interact with an AI machine learning model by simply typing out a sentence.”

Jacob Findlay, co-founder and executive chairman of Fullbay

As a hypothetical example, Fullbay’s repair history data shows that it’s common for a technician to simply swap out a sensor when it’s giving them problems, but that doesn’t solve the root cause of the problem. Now let’s say a technician working in a shop 1,000 miles away does solve the root cause. With AI scanning and analyzing all the repair orders that have gone through the platform, the next technician to encounter this same sensor issue could ask the AI tool what some possible causes are. The AI could suggest what that disparate technician already figured out.

“No human being could ever consume all of that information,” Findlay pointed out. “So from that standpoint, AI could end up becoming the best diagnostic tech in a shop.”

Until that day comes, a shop manager can already take advantage of several “generic” AI tools to assist them in various aspects of their jobs, such as to quickly research certain information, analyze data, create charts and graphs, write emails, or automate scheduling.

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AI: THE DIGITAL OFFICE ASSISTANT

Sometimes we all could use help phrasing things with the right balance of cold calculation and empathy, especially when breaking bad news to a customer. We wanted to see if the free version of ChatGPT was up to the task and asked the following question:

Can you write an email telling my customer that their truck repair will be done Thursday afternoon once a backordered part comes in?

Here’s what ChatGPT produced:

New message Subject Update on Your Truck Repair

Dear [Customer's Name],

I hope this email finds you well. We appreciate your patience and understanding as we work on repairing your truck. We wanted to provide you with an update on the status of the repair.

Currently, everything is progressing smoothly, and our team is diligently working on resolving the issues with your truck. However, we have encountered a slight delay due to a backordered part that is essential for the completion of the repair.

Scheduling and parts inventory

“Maintenance professionals o en rely on their mobile devices to perform day-to-day tasks and reporting,” said Evan Welbourne, head of AI and data at Samsara, provider of the Connected Operations Cloud platform that harnesses IoT (internet of things) data to develop actionable insights for fleets. “AI can be used to streamline and simplify these processes by automating particular tasks and surfacing curated workflows for specific employees, cutting out the noise and only providing them with the information they need for a given task, at a given time.”

Employee scheduling is another management function where AI tools already exist. A so ware company called Celayix uses AI machine learning to study past schedules and various rules the user has set up to automatically schedule shi s that meet certain requirements and operational needs.

We want to assure you that we are actively monitoring the situation, and the backordered part is expected to arrive by Thursday morning. As soon as we receive the part, our technicians will immediately proceed with the repair work.

Our goal is to have your truck fully repaired and ready for pickup by Thursday afternoon. We understand the importance of having your vehicle back in a timely manner, and we sincerely apologize for any inconvenience this delay may have caused.

If you have any questions or concerns, please feel free to reach out to us at [Your Contact Information]. We truly appreciate your understanding and cooperation in this matter.

Thank you for choosing our services. We look forward to completing the repair and returning your truck to you in top-notch condition.

Best regards,

Send

Parts management is another area where AI can play a beneficial role. Yes, there are already plenty of shop so ware platforms out there that possess the functionality to track inventory levels and even set reorder points. But AI can more deeply analyze historical usage data along with additional external factors in real-time (i.e., price, supply, and demand) to help determine what the optimum min/max and reorder levels should be at various points throughout the year.

rough image recognition and machine learning, AI can also help maintenance professionals look up parts faster. e user just takes a photo of the part, uploads it to the so ware, and AI searches for a match. At a point in time when the fleet maintenance industry is losing a lot of tribal knowledge due to an aging workforce, this type of technology will become essential.

In addition to the general types of AI tools just described, there are also some industry-specific

What is the best oil filter for a Detroit DD15 engine?

ChatGPT:

The choice of the best oil filter for a Detroit DD15 engine may vary based on factors like specific model requirements and personal preferences. However, reputable brands such as Fleetguard, Baldwin, and Donaldson are often recommended for DD15 engines due to their quality and compatibility. It’s crucial to consult your engine’s manual or manufacturer recommendations to ensure you choose an oil filter that meets the required specifications for optimal performance and engine protection.

that

PERSON:

Len Copeland, product marketing manager for Detroit Components: While we acknowledge that AI has become influential technology, we still recommend our own branded oil filters for our engines. All of the recommendations are on our publicly accessible Techlit webpage at dtnatechlit.com/portal-public/ (search for “Supplemental Oil Filters”).

examples of AI being put into action. This is an important development. The real potential of AI lies in industry-specific tools trained on specific data that a maintenance manager can feel comfortable in trusting.

Automatic VMRS encoding

The TMC’s Vehicle Maintenance Reporting Standard (VMRS) codes have been developed to keep dealers, repair shops, and fleets on the same page when a vehicle is being serviced. The challenge is that technicians often fail to assign a VMRS code when servicing a vehicle. That makes it harder for a fleet to understand what’s happening in the service bay so it can accurately measure things like M&R costs and TCO.

“We’ve begun using AI in the VMRS encoding of operations,” said Nick Pittinger, director of data services at Decisiv, whose Service Relationship Management (SRM) Ecosystem has more than 7 million assets in operation, along with 5,000 dealers and service providers, and more than 74,000 fleets and asset owners. Needless to say, the Decisiv SRM Ecosystem sees a tsunami of service orders, around 300,000 per month. All of that data is used to develop AI algorithms and machine learning to recognize certain information defined during a service operation, and then encode it with the appropriate VMRS code.

Currently, Decisiv’s AI is automating the encoding of the VMRS system-level code (Code Key 31). That enables people downstream of the repair to gain better maintenance insights, and even perform tasks like warranty claim submission. Pittinger said they’ve been seeing 80-85% accuracy on hundreds of thousands of repair operations per month. That’s a huge improvement considering how VMRS codes were only being provided on 5-10% of the repairs when a technician did it manually.

Given this initial success, Pittinger’s data team is looking into the automation of additional VMRS codes. A logical next step would be the assembly-level Code Key 32. From there, Decisiv’s fleet customers have been asking about things like Code Key 14 “reason for repair” and Code Key 15 “work accomplished.”

Inorganic human resources

Recruiting new technicians has always been a time-consuming

endeavor. It gets even harder when there’s a shortage of talent. A company called Whiterail Recruits is finding that a balance of human and artificial intelligence can work in tandem to help solve this problem. It can also make a maintenance manager’s life a lot easier.

“A good diesel technician is gold these days,” said David Ostrov, head of operations at Whiterail Recruits, a marketing services company that

leverages a unique advertising algorithm and generative AI to more efficiently recruit drivers and technicians. “You need to know how to talk to technicians to really court them.”

This is where Whiterail’s experience in digital advertising comes into play. Their human talent creates compelling, highly targeted, smartphone-friendly ads for websites, social media, and apps that the typical diesel technician tends

How can I improve efficiency in my truck repair shop?

ChatGPT:

There are several things you can do:

• Streamline the repair process

• Employee training

• Utilize technology

• Regularly maintain your repair equipment

• Clear communication

• Set standard operating procedures

• Customer service focus

• Performance monitoring

PERSON:

Jacob Findlay, Fullbay founder and chairman: The best thing a shop can do is grab a pencil and blank sheet of paper, and draw out what the repair workflow is today. Identify the areas where time and/or cost tend to get out of control, and find ways to do things more efficiently. Also, be sure to measure technician efficiency, which is invoiced hours divided by total hours worked. Publish the results so the Hawthorne Effect can play out (which says people change behavior when behavior is being evaluated). Once the key metrics and processes are laid out, set some goals and continuously monitor them.

PERSON:

Nick Pittinger, director of data services at Decisiv: Streamlining communication between the fleet, shop, and suppliers is one of the best ways to improve efficiency. When communication is consistent and clear, the repair event typically goes much smoother and faster. Leveraging standardized operations will also improve efficiency, and is much better than leaving each technician to figure things out for themselves. Improving workflows by automatically assigning tasks through a software platform will also help save time. Finally, shops should find ways to measure performance, analyze that data to identify bottlenecks, and use it to get a little bit better and faster.

to use. But even here, Whiterail’s human talent will o en use various AI tools to ask for advice on what the ad should say and to create imagery.

AI starts playing a bigger role when a person clicks on one of those ads. e person is sent to an AI-driven, chat-based hiring platform on a Whiterail recruitment webpage. is is where the automation kicks in.

“You really need someone who is on task with this,” said Daniel Ostrov, head of marketing at Whiterail. “ ey need to be responding to text messages all day, every day, within minutes. It’s just not feasible for most diesel repair shops, so we’ve built an AI tool into our recruiting platform that communicates with candidates instantaneously and even schedules them for appointments.”

First, Whiterail’s AI chatbot asks some prequalifying questions like years of experience, certifications, if they can pass a background check, etc. “ e candidate is literally hitting buttons on their phone to answer the questions,” David said. “ ey don’t need to do any typing. ey don’t need a resume. ey’re done in 40 seconds.” e communication piece is as important as the convenience factor.

“You have to show some authenticity and relate to a technician, not come o as some kind of bureaucratic recruiter,” Daniel said. at’s why the Whiterail AI team spent a lot of time training its chatbot on how to converse in a more casual, engaging way. In the early stages, the chatbot’s responses were too formal. “We had to spend a lot of time telling it what not to do,” David said. Whiterail’s AI tool really makes an impact on e ciency once that prequalifying process is complete. It integrates with a variety of common calendar apps to automatically schedule a phone interview. e AI chatbot asks the candidate if they are available during certain timeframes. Once some timeframes are confi rmed, the AI scans the calendar of the maintenance manager or other individual who’ll be conducting the phone interview to automatically select a time. e chatbot also asks the candidate for their email address and mobile number so appointment reminders can automatically be sent in the lead-up to the interview.

us far, Whiterail’s AI-driven process has shown some success. According to David, one

“ We are going to lean into AI, make sure we understand it, and figure out what it could do for us and our customers. Maybe 10 or 15 years from now, we’ll be able to get AI into a system specifically built where all of this predictive modeling is done.”

Brian Antonellis, senior vice president of fleet operations, Fleet Advantage

of the companies that has utilized the system, Champion FleetCare, hired three qualifi ed diesel technicians in 30 days. More importantly, the AI-driven process helped generate 25 applicants, 12 of whom were qualified and 11 of whom showed up for the phone interview. And the maintenance manager spent considerably less time chasing down those applicants because AI did a lot of the tedious work for him.

The need for more data and trust

In addition to automation, AI’s biggest strength is its ability to analyze data and quickly provide insights. In that respect, could a fleet maintenance team already be in a pretty good spot with the technologies they are already using? A er all, some so ware platforms already do an excellent

STREAMLINE RECRUITMENT WITH PRECISION

Step 1

Geo-targeted advertising

Strategically target candidates by location and occupation, advertising only to qualified individuals within driving distance of your business.

Step 2

Branded recruitment website

The ad leads candidates to a branded recruitment webpage that sells the job and your company.

Step 3

Chat-based job application

A 40-second chat-based job application replaces the need for a résumé.

Step 4

AI recruiter contact and scheduling

The AI recruiter qualifies, contacts, and schedules each candidate for interviews automatically.

Step 5

AI interview reminders and final hiring

AI-triggered reminders ensure applicants show up for interviews, with a 90% success rate.

Source: Whiterail

job of retrieving and presenting vital information in easy-to-use dashboards and reports.

“A maintenance manager typically has 500 things to do a day, but only has time for 400,” said Brian Antonellis, senior vice president of fleet operations at Fleet Advantage. “It’s beneficial to be able to go into one dashboard through one portal and quickly determine the four or five items they need to act on right away, as they can with our ATLAAS platform.”

Fleet Advantage provides asset management services to some of the largest fleets in the industry. They leverage the knowledge and intuition of their team of industry experts to analyze multiple streams of vehicle data, allowing them to devise a plan to help a fleet achieve the lowest TCO for each vehicle. It’s an extremely data-driven process—which seems perfect for generative AI.

“Could AI do all of that kind of analysis for us? It’s a good question,” Antonellis said. “We are certainly not going to lean away from it. We are going to lean into AI, make sure we understand it, and figure out what it could do for us and our customers.

“Maybe 10 or 15 years from now, we’ll be able to get AI into a system specifically built where all of this predictive modeling is done,” he continued. “But we want to make sure we don’t go too fast. We’re protective of our customers’ information, and we want to make sure the analytics we’re making are the right ones.”

The reality is that the pace and volume of data isn’t slowing down. In many respects, it’s already too much for a human being to handle.

“As more information flows into an ecosystem like ours, we must continue searching for ways to leverage it to the benefit of our customers,” Decisiv’s Pittinger said. “We have to remember, AI technology is still in a nascent state. Everyone is hyping it to death, but it’s not to the point where the typical fleet maintenance manager will be actively using it. It’s really up to companies like ours to incorporate AI into our existing technology set so we can deliver even more value to fleets and dealers.”

Even though the technology is new, all shop leaders should start to familiarize themselves with how using AI as a digital “righthand man” can give them a leg up, especially those who heavily rely on data coming into the shop.

“Maintenance managers who are already looking at reports and dashboards of their telematics

data will benefit from the speed of information AI can provide,” Geotab’s Branch added.

And for those who’ve felt a little overwhelmed by the onslaught of data coming at them, AI can make it easier to get at the precise information they’re looking for. Any leader knows you don’t always need to know the answer; you just need to know who can get it. And in more and more cases, this will be the on-call data scientist waiting on

your smart device or office computer.

With so much emphasis on helping drive vehicle uptime, AI could be just the tool to provide managers with the downtime from the day-to-day grind to use their own human intelligence, for which there still is no substitute, to help improve the shop.

designed to serve you. That’s what makes Gray Manufacturing products the best in the industry.

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Autonomous trucks:

After years of testing, autonomous trucking is on the cusp of entering the commercial sector. What this phase will look like is the next big question for fleets and AV developers alike.

By Alex Keenan

The development of autonomous vehicles (AVs) is about to move into a new chapter, stepping out of the testing phase and into everyday deployment. Now many in the trucking industry face the hurdle of implementing and scaling AVs, and learning how they will impact their business.

Of course, this doesn’t mean we’re about to see scores of driverless semis on highways across the U.S. anytime soon.

“I think people still have this notion of AV or not,” said Stefan Heck, founder and CEO of Nauto, an AI and data platform for driver coaching, safety, and AV development. “And I think that’s the wrong notion. ere won’t be a date of March 5, 2027, and boom, AVs are on the road. It’ll be gradual.”

Despite not having a defi nitive date, we can explore where autonomous trucking development is now and what advantages AV providers and fleets have found so far.

Gains and losses

e end of 2023 saw a flurry of growth milestones for several of the remaining AV players in the segment. AVs took the stage with some frequency at 2024’s Consumer Electronics Show, with Kodiak Robotics, Aurora Innovation, Torc Robotics, and Gatik AI all making appearances.

In January, Kodiak also debuted its driverless-ready Class 8 truck and opened an AV truckport with Ryder in Houston. In addition, the company recently unveiled an autonomous test Ford F-150 for the U.S. Department of Defense, with whom Kodiak currently has a contract for two o -road-capable vehicles for reconnaissance.

In February, Kodiak and supply chain solution business Martin-Brower Company unveiled autonomous refrigerated deliveries, which take place eight times per week for restaurants between Dallas and Oklahoma City. Trucks with the Kodiak

» Both Torc Robotics and Aurora Innovation are looking to commercialize AV trucks in 2027.

Torc Robotics

Driver still use safety drivers, but the company plans to launch its fi rst driverless operations from Dallas to Houston this year.

Aurora and Continental are currently fi nalizing the design and architecture of Aurora’s Level 4 autonomous platform, too, and plan to begin production in 2027.

Torc, a subsidiary of Daimler Truck, plans to commercialize a Level 4 AV Freightliner Cascadia by 2027. e Virginia-based company is currently working with Aeva to integrate automotive-grade 4D lidar for their AVs, as well.

Finally, Gatik AI, which fi rst commercially deployed its driverless operations in 2019, plans to scale up its B2B operations in Dallas, Texas, in 2024. At CES, Gatik showed o its work with Goodyear to incorporate intelligent tire solutions into much of its autonomous fleet in the U.S.

Some AV developers, though, have struggled. Waymo, an autonomous driver developer, pulled back on its AV trucking e orts in July 2023 in favor of focusing on its ride-hailing service instead. e company has stated that it is still interested in working with Daimler Truck North America on an autonomous Cascadia, but for the time being, their development timeline has been pushed back.

And while some AV companies have grown or pivoted to development in new sectors, others have exited the U.S. playing field entirely. For example, autonomous startup TuSimple has abandoned its U.S. operations in favor of China and Japan as of November 2023. This comes after a tumultuous 2022 for the company, when TuSimple fired its CEO, president, and chief technology officer Xiaodi Hou and rehired Cheng Lu. In the same year, Jim Mullen, TuSimple’s then-chief legal and administrative officer and former acting administrator of the Federal Motor Carrier Safety Administration, resigned. To top it all off, company investors also filed a lawsuit against the company for alleged securities fraud.

Legislation and pushback

Autonomous trucks also face a range of legal issues too, depending on what state they’re in. As an example, California Gov. Gavin Newsom recently vetoed Assembly Bill 316, which would have banned driverless truck testing and operations in the state.

Other states have considered banning AVs as well, such as Indiana’s House Bill 1022 and New York’s S7758, both of which would require human operators for AVs, specifically those over 10,000 lbs. for New York’s legislation.

On the other hand, 23 states currently allow driverless truck testing, and some states are considering legislation that would loosen regulations, such as Tennessee’s HB 0139, which would only require AV operators at the head of a platoon. In other cases, regulatory framework for operating fully autonomous vehicles has been abandoned altogether, such as Kentucky’s H135, which was vetoed in April 2023.

This has led to some tension with groups such as the Owner-Operator Independent Drivers Assn. (OOIDA), which has expressed concerns regarding AV safety and frustration on the regulatory differences between AVs and human truck drivers.

“One of the biggest factors here that drives me crazy is that truckers are so heavily regulated— and continue to have more regulations piled atop them day after day,” said Lewie Pugh, EVP, OOIDA. “And yet, we’re talking about letting AVs come out here with unproven technology, with nobody even driving the truck, and we want to loosen the regulations to make it easier for them.”

This isn’t to say that OOIDA members would be opposed to AVs, as long as regulations keep pace with technological development.

“I think that someday in the future, if this technology is proven to be safe and has the correct restrictions put upon it, I do believe that there’s places where this will work,” Pugh added.

Part of meeting that safety threshold means consistency in regulatory testing, noted George O’Connor, director of communications, OOIDA.

“When it comes to testing, data transparency is what we’re looking for from these companies,” O’Connor emphasized. “They seem to be doing a lot of testing, but then they keep their data to themselves. I think that lawmakers, the general public, and regulators should be able to take a look at some of this data if these trucks are going to be on public roadways.”

Integrating AVs, step by step

This combination of working toward scaled development and an uncertain regulatory landscape means that many of the remaining AV developers are now looking to show how their technology fits into the overall trucking industry.

Richard Steiner, VP of government relations and public affairs at Gatik AI, explained that the company has seen a shift in regional distribution architecture, which has brought more, smaller warehouses in urban and semi-urban areas. This has begun to change the environment Gatik operates in and the repeatable routes it uses.

Over their five years of testing, Kodiak Robotics learned about building an AV system that will work for fleet partners, explained Daniel Goff, Kodiak director of external affairs.

“In the long run, operationally, you need things like a maintenance network, you need people who are able to rescue a truck if something happens, and you need operation center oversight, which we’ve built out and have in our Dallas office,” Goff noted. They also learned through experience about the many details it takes to make a driverless vehicle resistant to wear and tear on the road, a critical element without drivers to handle small issues and maintenance. This included building computer enclosures on AVs to keep them secure or bolting down cables so they don’t come out.

Meanwhile, making sure AVs are easily adaptable for maintenance divisions is critical, too. Kodiak Robotics made sure its sensor pods, which take the place of mirrors on the side of the truck and contain all the sensor hardware, were approachable for fleet maintenance divisions.

“Those are basically plug-and-play; you can replace them in about 10 minutes without any specialized training,” Goff stated. Maintenance teams won’t need to fix the sensor pods whenever there’s an issue, either, as he explained that fleets will simply need to send their pods to the company for repair or replacement. “[Our fleet partners] look at that and they say, ‘Okay, our maintenance teams are able to do that,’” Goff concluded.

Nick Elder, VP of commercialization at Torc Robotics, stressed the importance of making sure AVs are accessible to technicians who keep up with today’s technology.

“While there may be new training requirements, technicians familiar with today’s electronic diagnostic systems should find the shift to servicing autonomous-enabled trucks fairly straightforward,” Elder said.

Beyond servicing AVs, Gatik’s Steiner emphasized how maintenance teams must go deeper on their post-service and pre-trip inspections.

“We have teams working on the pre-trip inspection aspect of things, [too],” Steiner noted. “We’re doing this before every single trip with every single aspect of our technology.”

This includes verifying that every technological integration, from lidar, radars, and cameras to global positioning systems, are all in working order.

Looking ahead for AVs

What do the next few years of AVs look like now? For many of the remaining tech developers, the goal is to expand the routes that their vehicles

can handle, all while continuing to build their safety cases and adapt to the unusual road events a human driver might understand, but a computer will not.

For Gatik, this means scaling up from 65 trucks commercially deployed in North America to 300 by the end of 2025. This starts with growing their Class 6 autonomous box truck operations in Dallas.

For Kodiak, the first order of business is to continue collecting data.

“We need to finish building what we call [AVs’] safety case, which is basically the proof that this system is safer than a human,” Kodiak’s Goff explained. “It’s really a steady accumulation of data that shows we can handle [a] very wide range of scenarios, we understand what is and is not likely to happen on the road, and we’re prepared for it.”

This means covering more miles with driverless trucks and comparing how the Kodiak Driver program behaves compared to a typical driver with the same number of miles under their belt. This also entails recording as many unusual or surprising road events as possible, tagging and evaluating them, and making sure that the software knows how to respond to such scenarios, all without accidentally ‘unlearning’ something the team previously programmed into the software.

All of these processes take time. And they’re partially why Nauto’s Heck is certain that scaling AVs at the fleet level will still be a gradual process and roll out slowly across highways and regions.

» Both Gatik AI and Kodiak Robotics are working with Ryder System, using Ryder’s established service network to grow their AV operations.

“The bus systems will expand a little bit; the trucks will add Interstate 15 [to their AV capabilities],” Heck hypothesized. “And then eventually, somebody will figure out how to do Interstate 80, which is much more complicated because you’re going through Chicago and you’re going through snow.”

How AVs address the formidable challenges of blizzards and gridlock is uncertain at this moment, but it does appear developers are coming closer to figuring out the basics of autonomous trucking operations. It’s a long road ahead, but it’s a start.

Gatik AI

Technology helps mobile maintenance speed ahead

» Fleet Services by Cox Automotive currently has nearly 1,500 mobile technicians, with 195 added through mergers.

With the industry’s demand for mobile maintenance accelerating, providers should also rely on new technologies to help manage multi-tasking technicians.

By John Hitch

When it comes to maintenance in 2024, fleets are more o en demanding speed and convenience, leading to a steady rise in mobile operations.

“ e realization that fleets do not have to establish fi xed maintenance shops is driving the increase in demand,” explained Ted Coltrain, VP of operations, Fleet Services by Cox Automotive. He added that mobile techs coming on-site, as opposed to requiring an employee to drive the asset to a repair shop, is another major driver. Along with convenience, this all leads to better uptime, e ciency, and productivity as well. He also noted mobile technicians can supplement short-sta ed in-house maintenance departments.

ose are some of the benefits, but any operation that wants to take the maintenance show on the

road must also prepare for the challenges. A big one is managing employees responsible for both turning wrenches and steering wheels. ose who oversee a mobile maintenance division must also perform the role of fleet owner. To do both well, they will need to take a hard look at the latest technology and tools to help them multitask and keep up with evolving fleet technology.

If they don’t, they could be part of another big trend in the industry: getting bought out by larger, more tech-savvy outfits.

Scaling up

e industry was naturally headed toward more mobile maintenance before the COVID-19 lock-

downs, and the trend has accelerated since then.

In 2018, large third-party providers including Ryder, TravelCenters of America, and FleetNet America had mobile trucks. Dickinson Fleet Services, which was founded in 1997, alone had 400 mobile service vehicles. At the beginning of 2021, Cox Automotive acquired Dickinson and folded the company into the Fleet Services unit. Coltrain, at the time an executive o cer with Dickinson, came with the deal.

Fleet Services has doubled organically since then, with a current technician count of more than 1,500. Cox also added 195 mobile techs through mergers and acquisitions.

“ e transaction between Cox and Dickinson alerted everybody that mobile maintenance is a

Cox Automotive

big industry,” said Joe Dougherty, CEO of Epika Fleet Services, who as COO of Dickinson in 2019 helped prepare them for sale.

Epika’s model is to acquire smaller maintenance operations, keep the owners on, and give them the capital, technological tools, and training to be able to scale and compete. The company comprises 10 different brands, with half in the shop and half mobile.

“We are approaching double in size this year, and we haven’t acquired a company—to give a perspective on organic growth,” Dougherty said.

Acquiring other mobile providers is “a no brainer, from a value proposition,” Dougherty said.

“If I’m a fleet owner and I can have a technician come to my facility and perform all the maintenance that can be done with a mobile service, I’m going to take that every day of the week, for a lot of reasons,” he continued.

This extends beyond dwell time and availability by helping fleets optimize labor utilization.

“[Fleet in-house shops] almost have to staff for the worst-case scenario when demand is the highest, so they’ve got underutilized labor,” Dougherty explained. “Mobile [from a] third-party service provider brings relief to that.”

Mobile is so ripe for growth that Ryder, which had 300 mobile trucks, started up a retail mobile fleet maintenance business unit called Torque (by Ryder) last summer. The service does not require a contract, with scheduling and payment handled online.

“The sale of convenience is becoming one of the greatest commodities,” noted Jordan Wagner, VP and GM of Torque. The business allows customers to not tie up employees by having them drive vehicles to and from dealerships or shops, he added. Services offered range from tires and brakes to suspensions and lighting.

“We don’t have really any restrictions on what we can do as long as we can figure out how to do it and do it safely,” Wagner said. “If given clearance, the techs can also work inside fleets’ facilities.”

Torque started with upfitted Ram 1500 trucks but has transitioned to Mercedes Sprinter vans. Wagner expected to have 160 units in operation this year, though finding and training technicians has limited their speed of growth.

Third-party providers aren’t the only ones going mobile. At the dealer level, Ford’s mobile service network now includes over 2,500 mobile service vans and Escapes pounding the pavement, the company reported. Specifically at Ford Pro, the Mobile Service unit has 800 certified technicians out on the road who can service brakes, lights, and tire rotations on multiple makes and models. They operate out of 650+ Ford Pro service centers.

“Mobile service is about maximizing the productive hours that a vehicle is out doing the job it was intended to do because every hour that fleet vehicle is down, it’s not just inconvenient—it’s lost revenue for the business,” said Travis Hunt, general manager, Ford Pro Parts and Service Transformation.

Having the shop come to you also allows your employees to focus on their primary role.

“You’re going to have to pay the driver using the fleet vehicle no matter what,” Hunt reasoned, “So, you’d rather that driver maximize their time doing their intended job by keeping your vehicle assets on the road, performing at a high level.”

“ If I’m a fleet owner and I can have a technician come to my facility and perform all the maintenance that can be done with a mobile service, I’m going to take that every day of the week, for a lot of reasons.”

Joe Dougherty, CEO, Epika Fleet Services

This was backed up at the service center level.

“[Ford Pro] Mobile Service, combined with an option for pick-up and delivery, has been a game-changer for our customers,” said Chris Gulbrandson, president of Apple Autos in Apple Valley, Minnesota, who opened the first Elite Service Center. “We can service multiple vehicles on one visit out to a customer’s workplace and potentially save them several hours of drive time and time spent having their employee wait or get picked up after dropping a vehicle. For our customers, a vehicle being down costs money, and having their own people transporting vehicles only multiplies that.”

Some companies rely on that convenience because they themselves sell speed. For example,

Amazon has had Firestone Direct’s mobile vans, Sprinter and Ford Transits, come to the distribution center and perform light maintenance on several vans at once, according to Seth Hinton, Firestone Direct fleet analyst. Fleet demand is so great that the Bridgestone-owned business is approaching half B2B, half consumer. Services include oil and tire changes as well as brake work.

Hinton, a former fleet manager, noted how big it is not to have pay an employee an hourly wage for two hours waiting for a quick maintenance job to be done.

The technology challenge

National brands have the scale and resources to adopt the latest technology, something mom-andpop shops looking to grow their mobile side cannot. This puts them at a major disadvantage, explained Epika’s Dougherty. While he helped prepare Dickinson Fleets for sale, with Epika, he is on the other side.

Epika is like a mobile co-op, using the larger network’s size and scale to provide the technology needed to compete in the space. These small providers may have the software to manage finances and inventory but not all the tools needed to diagnose and service modern trucks. If they can’t do that, the fleets are less likely to have them make a house call.

“It’s going to be difficult for fleets to embrace the growth mobile offers if the mobile service providers don’t step up the game and technology,” Dougherty said.

In Dougherty’s time working with small mobile providers, he’s gleaned that most have a basic system for financial reporting and inventory management, but they must go beyond basics to

» Torque by Ryder uses Mercedes Sprinter vans to tackle any service issue their customers have.

Torque by Ryder

keep pace with the evolution of even fleets of 15-20 assets. Paper invoices with oily thumbprints on them won’t cut it when the fleets have gone digital. It’s also inefficient to have techs write info on paper and then re-enter data to a platform later.

He said fleets will wonder why they can afford to adopt new tech, but their maintenance provider can’t invest along with them. Dougherty answered that it’s because most are too small. He estimated 20,000 to 30,000 providers don’t use much, if any, technology.

“If the technology sophistication of the rest of the industry was like it is in maintenance right now, you would never get your package,” Dougherty quipped.

Along with sharing internally developed best practices, he revealed Epika is working on helping its acquisitions thrive with an under-development “killer app” for mobile maintenance that will help manage technicians and schedule work, something he says the sector desperately needs.

Coltrain noted some of the challenges include the difference in skill sets between shop and mobile technicians, along with the added complexity of managing resources like tools, parts, and equipment in a dynamic environment. Deploying these across a wide geographic area and managing a mobile workforce requires robust scheduling, communication, and performance tracking systems, Coltrain advised.

“Considering the challenges associated with mobile maintenance, the industry may see a combination of larger, established players expanding their mobile services and some consolidation among smaller providers,” Coltrain theorized. “The ability to overcome operational challenges and provide consistent, high-quality mobile maintenance services will likely be a key factor in determining success.”

Dougherty agreed.

“All mobile maintenance companies are technology companies,” he said. “The ones that don’t know that are soon to be acquisition targets.”

Wagner said Torque’s plan was to “grow organically but also to grow faster via acquisition,” adding that to scale faster, “maybe the easiest way to acquire techs and vehicles is to go purchase them.”

The choice for smaller operations now is if they should submit to acquisition or find a way to invest in themselves.

The solutions

Ryder’s previous experience with mobile technicians has allowed Wagner to glean they are a different breed from your typical stationary tech. Driving the “shop” to the customer is only the beginning.

“These technicians are not just technicians; they’re salespeople, customer service agents, billers, schedulers,” Wagner said. “They’re basically running their own little business out of these trucks. Now we have the support setup to help them, but at the end of the day when they’re out in that lot, they’re making decisions based on what they feel is best.”

You can’t make those decisions for them, but management can better inform the mobile techs with the right tools in the following areas:

Diagnostics

From an environmental standpoint, having containment equipment to prevent oil or other fluids from spilling onto customer property—or anywhere else—is at the top of the list, but Wagner said the right diagnostic tools are right beside that.

“All these trucks now are computerized, so if you don’t have a good diagnostic tool to be able to link into the systems and see what’s going on, it makes it very challenging if we’re not out just running through PMs,” Wagner explained.

Ryder’s traditional shop tech work is “typically pretty vanilla” because the trucks have very similar specs, but there’s no telling what mobile ones will face each day, Wagner explained. To aid the mobile techs, the company internally developed a scan tool.

“As we’re out working on really anything and everything, we’ve realized the need to have more manufacturers loaded and more diagrams loaded,” Wagner noted.

Dash cams

Making sure techs have the right gear for the job is a given. Getting to the job requires an altogether different type of tool—and mindset. As a mobile tech manager, you have to think like a fleet owner. That likely means adopting the AI-enabled advanced driver assistance systems and dash cams to mitigate negative driving behavior and accidents.

Torque specs their Sprinters with all the available factory ADAS, like lane assist, and equips them with dual-facing Lytx dash cams integrated into their Geotab telematics platform. Through this, management can monitor hard braking, harsh accelerating, and texting while driving. Safety is of course critical for any commercial vehicle operation, but an accident involving a mobile van or truck is akin to having a shop bay abruptly shut down. This affects the mobile

» Ford Pro offers 800 certified mobile technicians who can handle brakes, lights, and tire rotations.

Ford Pro

tech’s pay and the provider’s bottom line, but more importantly, it impacts the customer who can’t get their vehicle fixed expeditiously. Other departments at the maintenance provider would also have to interrupt other tasks to find a replacement unit and repair the damaged one.

This is a big reason why Southern Tire Mart (STM) adopted Azuga’s driver safety solution, which includes monitoring and coaching. Azuga was acquired by Bridgestone in 2021.

“The fewer accidents our drivers are involved in, the more efficient our fleet department can be based on not having to deal with repairing or replacing wrecked units, noted Rusty Robertson, safety manager at Southern Tire Mart. “They can focus on changing out trucks with high mileage instead of trying to figure out how and where to get units repaired.”

Using Azuga’s fleet dash cam, STM cut speeding events by 54% and the total time drivers sped by 43%.

Firestone Direct also uses Azuga, though Hinton said they don’t use the inward-facing cams, which utilize more AI features, such as detecting seat belt use, smoking, and distracted driving.

“We decided to stay away from that just because we did some studying, and we didn’t really want to have any turnover,” explained Hinton, who had read of accounts where other companies’ drivers had quit due to privacy concerns. The mobile techs only drive about 15% of the day, so in-cab behavior was less of a concern, he added.

Dash cam developers often dismiss this “Big Brother” trope, saying the system doesn’t retain all video, only segments where a crash or pre -determined tolerance, like speeding, was exceeded. Explaining how the technology works typically gets drivers to accept the cameras.

Speaking of privacy, an accident is anything but. Anyone driving by a wreck can see who operates the commercial vehicle involved.

“These trucks stick out like a sore thumb,” Wagner said of Torque’s orange- and blue-colored work trucks. He added the well-known name of Ryder emblazoned on the side also makes the vehicles a potential target for litigious scammers hoping to cause an accident and steal a payout. The dash cams would provide evidence of what really happened.

STM reported that the Azuga solution helped exonerate their drivers in 15 separate accidents.

eDVIRS

Pre- and post-trips may be new to a mobile technician, and electronic driver vehicle inspection reports can help quickly and accurately guide a mobile tech through the process so they can get to the customer’s jobsite. They can also integrate into their company’s maintenance management system, which they should know how to navigate.

Bryant Maxey, senior product marketing specialist at Zonar, encourages this method.

“That way all defects flow right into one familiar platform where work orders are created, prioritized, and closed,” Maxey said. “Plus, all eDVIRs are documented and electronically stored, making access to previous reports easy.”

Inspection reports can also be customized to include inventory tools before and after a job, as well as ensuring jump starters, generators, and welding machines work.

Telematics

Hinton expressed that maintenance of Firestone Direct’s mobile assets was made easier overall because of the transparency provided by Azuga’s platform. From a smart device or laptop, a manager can view any vehicle’s engine hours, which, for assets that idle more than they drive, is crucial to maintaining engine health. Tracking miles alone could shorten an engine’s life.

“Idling actually cuts your oil change [intervals] pretty much in half,” Hinton said. “It’s much more rough on an engine than actually traveling and going places with it.”

These vehicles may also be a target for theft. STM said GOS tracking helped recover a stolen vehicle, and in another case, the geofencing helped identify the culprit of a tire theft at an STM store.

Gamification

On the positive side, telematics data also allows managers to incentivize mobile techs to drive more safely based on bad habits like speeding and harsh braking. The fleet can choose the specific KPIs they want to address.

“They could certainly use this as either a stick or a carrot,” said Robin Kinsey, senior manager of marketplace sales at Geotab, who advocated for the “carrot of gamification” where fleets provide rewards for good behavior versus punishing the bad.

Firestone Direct does opt for the carrot approach.

“We can look at driver scores daily,” Hinton noted. “The data is really unlimited for us, as far as what we can get from Azuga.”

Using that data, Firestone Direct initiated a bonus program for mobile techs. It is based on the safest market, not individual behavior. The top 10 also received a cash bonus.

“Harsh braking is usually the leading factor of accidents, so it represents 50% of their overall score and speeding represents 30%,” Hinton said. They track harsh accelerating, too, but vans hauling tire changers don’t have the zip to make that a common infraction.

Hinton noted that after instituting the safe driving, “we saw some of our highest scores that we’ve ever seen.” After the contest concluded, the scores dipped. They went back up when the program began again.

Torque also rewards good driving behavior by creating a safety scorecard and rewarding the safest driver of the month based on the number of events and coaching opportunities they had.

Construction company Brubacher Excavating, Inc. has a number of support assets, including lube and service trucks, and uses Zonar’s Fleet Management platform. The fleet bakes in driving and risk management into drivers’ annual reviews. Idle reduction also plays a big role.

“If they are under 5% idling time for the month, we reward them with extra vacation time, giving time back to the drivers from what they saved the company in non-productive idling time,” explained Greg Balamuta, Brubacher dispatch manager. “It didn’t take long for the drivers to understand and catch on to see the value of what we were trying to help them and us accomplish.”

Balamuta advised that any fleet looking to gamify driving should “always keep safety and performance at the forefront of the incentives and gamification program. The metrics we measure are all important while we keep safety and performance goals obtainable.”

As industry transitions, ZF focuses on transmissions

ZF is scaling production of its versatile PowerLine transmission while prepping its South Carolina plant for a new EV-friendly transmission for the N.A. market.

By Lucas Roberto

» An overhead view of ZF’s

GRAY COURT, South Carolina—ZF’s fi rst PowerLine 8-speed automatic transmission just rolled o the production line in late 2023, but the company expects to be able to produce 200,000 this year alone, the German-based OE announced at a media event at their Gray Court plant on Feb. 6.

According to ZF, the 8-speed automatic transmission delivers up to a 10% improvement in fuel e ciency and 30% faster shi ing when compared to automated 6-speed transmissions.

Since 2021, ZF has invested $200 million upgrading the plant, located about 25 miles south of Greenville, for production of the PowerLine transmission, which was designed to meet the rugged performance needs of Classes 5 through 8 commercial vehicles but shi as smoothly as a car. ( A brief test drive a er the press conference confirmed that smoothness to this reporter.)

To get this blend of power and control, ZF leveraged its “know-how of automatic transmissions” and applied it to the needs of the CV industry, explained Prof. Dr. Peter Laier, member of the Board responsible for commercial vehicles globally at ZF.

Because its modular design can be used for hybrid vehicles, it will also work to lay ZF’s foundation for a future of electrified commercial vehicles.

KEY SPECS INCLUDE:

• Weight: 375 lbs.

• Length: 29.7”

• Gear Ratios: 4.89-0.64

• Max Torque Rating: 1,000 ft.-lb.

“With today’s launch, ZF can now provide our North American customers with a highly ecient, high-performance transmission that will help commercial vehicle manufacturers and fleets meet tough CO2 targets while providing excellent total cost of ownership and reliability,” Laier said.

e PowerLine also solidifies ZF’s Gray Court facility, which employs 1,900 workers, as the company’s fi rst North American flex manufacturing site, supporting traditional ICE and e-mobility technologies for passenger cars as well as commercial vehicles. e plant, now at more than 1.6 million sq. ., has grown by more than 77% since 2010.

The electric transition

To help ZF meet its 2040 climate neutrality goal, the company is planning to bring its 8HP Gen4 PHEV transmission, a line already available in Europe, to North America for 2025. e 8HP can be used for conventional, mild hybrid, and hybrid plug-in commercial vehicles, and can o er pure electric driving.

Upgrading the plant for the new line will require a $500 million investment, a necessary cost to keep up as the industry changes, according to Stephan von Schuckmann, ZF Electrified Powertrain Technology division Board member.

“As the industries we serve evolve, so too does ZF Gray Court, which is once again at the center of mobility transformation,” he explained.

Von Schuckmann stated that the investment will contribute toward ZF’s current ‘local-for-local’ strategy, a plan allowing them to circumvent supply chain holdups by producing 80% of the company’s North American content locally.

“Bringing manufacturing closer to our North American customers is an important initiative for our organization,” he concluded.

Gray Court, the company’s flex manufacturing facility.

ZF Group

Image: ZF Group

Walkthrough of the all-new Volvo VNL

The Volvo VNL was first introduced in 1996 and revamped in 2002. The model coming out this year marks the first major redesign of the flagship truck. In a recent visit to Volvo Trucks Customer Center, product manager Duane Tegels walked us through the changes.

By Lucas Roberto

DUBLIN, Virginia—while Volvo Trucks

North America calls its latest VNL “all-new,” it’s technically only 90% new. Semantics aside, there’s plenty of new features packed into the latest iteration of Volvo’s flagship Class 8 truck, which was purpose-built for North American customers with efficiency at the forefront.

Specifically, the aerodynamic and powertrain changes not only result in 10% fuel savings over previous versions of the OEM’s flagship Class 8 truck, but the tractor should also produce fewer emissions and be easier to maintain.

Since some of the vehicle’s new features may fly under the radar (or under the

» Volvo’s latest vehicle offers a more aerodynamic design, reduced throw on the clutch, and a new linear exhaust system. VTNA

“ The average truck takes about 325 horsepower to go down the road at approximately 65 miles an hour over rolling hills. ”

Duane Tegels, VTNA product marketing manager

A large majority (70%) of the efficiency gains come from a sleeker cab design. These include a wedge-shaped cab with a sloped windshield, more aerodynamic roofline, and enhancements to the Flow Below aero kits. Furthermore, air flow was redirected to cool the engine. Altogether, Tegels said that these aerodynamic improve -

ments have a massive impact on the vehicle’s efficiency.

“The average truck takes about 325 horsepower to go down the road at approximately 65 miles an hour over rolling hills,” he said, and VTNA’s aerodynamic improvements have “reduced that power requirement by approximately 16 horsepower at 65 miles an hour and 29 horsepower at 75 miles an hour. So what that allows us to do is use different gearing in the rear axle ratio, vastly down speeding the engine to let it run at lower RPMs. Lower RPMs over the truck’s lifecycle increases the overall life expectancy of the components.”

Aerodynamic changes aren’t the only tweaks impacting the VNL’s ease of maintenance, however. When it comes to the transmission, VTNA’s engineers “reduced the throw on [the clutch] from 4 to 2 millimeters and also increased the countershaft brake, so it actually slows the countershaft down to do quicker shifting in the transmission,” Tegels explained.

This change allows the vehicle “to use faster ratios to improve the performance of the vent engine,” reducing overall wear and tear to keep engine components in better shape for longer, increasing the amount of time between necessary maintenance and parts replacement.

The final significant adjustment that the product manager outlined is the new linear exhaust system, which is broken up into separate sections. “Each one of these components can be individually serviced, reducing your overall maintenance cost,” Tegels concluded.

The changes have brought forth “a new level of customer value,” Volvo said. More efficient performance when it comes to fuel, safety, driver productivity, connectivity, and uptime deliver a combined estimated value of $20,000, according to Magnus Koeck, VTNA VP of marketing and strategy.

It’s evident that Volvo’s new and improved VNL is not only greener for the environment but keeps the green in customers’ wallets.

hood), Fleet Maintenance traveled to the Volvo Trucks Customer Center in Dublin, Virginia, to get a firsthand walkthrough from Duane Tegels, VTNA product marketing manager.

» Volvo’s new VNL uses the wind to its advantage for greater fuel efficiency.

VTNA

FLEET PARTS & COMPONENTS »

What’s new in products for a more efficient fleet operation.

Designed for electrically heated catalysts

Eaton ’s 48V E-Heater Power Electronics Controller is an air-cooled electric catalyst heater that can receive power commands from the aftertreatment system and offers soft-start and stop capabilities to help maintain system voltage control to 48V vehicle systems. Additionally, the controller can receive diagnostic feedback from the heater element. The system can handle a total of 200 amps of load current to either one or two independent heating coils in the vehicle aftertreatment system, resulting in a 75% NOx reduction, the company stated.

For more information visit FleetMaintenance.com/53080136

Features dual-point coupler

The Continental ClearContact Synthetic Wiper Blade is designed with a UV-resistant blade composition, making it durable in harsh environmental conditions. The synthetic formula is engineered to deliver all-weather performance, even at high speeds and extreme temperatures. The blades feature a dual-point coupler design that provides uniform contact with the windshield and helps eliminate streaking. No adapters are needed for the blades as they are designed to be year/make/model specific. Front wiper coverage includes 14 part numbers with sizes from 15-28”, while rear wiper coverage consists of 19 part numbers available in 10-16” sizes.

For more information visit FleetMaintenance.com/53097606

Designed for durability and clearance

Link Mfg.’s newly redesigned LB20 family of ramps is reengineered to decrease installation time and operational functionality. Nine models are available, seven of which feature two pull-style, gas-spring-assist lifting mechanisms. Using extruded high-strength aluminum, the ramps are designed for reliability and durability. When stowed, the ramps have a less than 8” silhouette, providing greater clearance and less interference with steps. They also feature a lower-profile transition threshold at their top, making it easier and smoother for dollies and other wheeled equipment to enter and exit the vehicle via the ramp.

For more information visit FleetMaintenance.com/53097605

Meet or exceed OE fitment and feel

Duralast Brakes are reverse-engineered from application-specific OE sources to meet or exceed the original fitment, feel, and quiet stopping. Third-party life cycle testing ensures these high standards of quality are met. Duralast Brakes offer the most OE-equivalent program in the industry, the company stated, from OEMmatched formulations to innovative designs.

For more information visit FleetMaintenance.com/53097604

Adapters feature 90 degree swivel

The EV Brake Bleeding Kit , No. 8854, from CTA Tools is a three-piece brake bleeder tank and adapter set for EV-specific applications. Included in the kit is the Pressure Brake Bleeder System, No. 7015; the Brake Bleeder Adapter (36mm), No. 3938; and the Brake Bleeder Adapter (37mm), No. 3939. The 7015 features a 3L tank, pressure valve, 0 to 70 psi gauge, and 10’ hose with a quick-disconnect coupler. The adapters have an all-metal construction, a straight and 90-degree swivel connection, and are compatible with the 7015. For more information visit FleetMaintenance.com/53096906

Uses AI to facilitate easy driver communication

RoadConversations by Ten5 is a hands-free voice assistant and communications service for trucking operations. The voice platform uses proprietary voice technology and AI to make it easier for drivers to communicate safely with fleet back offices while on the road. Fleet managers can respond more quickly to driver questions and concerns and also prioritize their responses so that the most important items are addressed first. Managers can also broadcast messages to multiple drivers quickly and efficiently or program messages to be released to drivers at specific times for training and coaching purposes.

For more information visit FleetMaintenance.com/53097603

Offers mild hybrid and plug-in hybrid variants

Offers trailer safety and insights

4SEE by Grote offers a suite of trailer safety features, including cameras, tail lamps, telematics, cargo and proximity sensors, and tire pressure monitoring, among others, all included in one system via the Grote Smart Nose Box. The system is connected via a digital harness, with ‘black-box’ style cameras to continuously record events and locally store video. 4SEE also includes a rear-view camera and live interior tractor views, Smart Tail Lamps with lamp health reports, and wheel-end readings including vibration and axle and hub health reports. With the system, trailer health and location reports are available regardless if the asset is tethered to a tractor or not due to the Smart Nose Box’s backup battery.

For more information visit FleetMaintenance.com/53081287

The PowerLine automatic transmission by ZF is designed for Classes 5 to Class 8 trucks and utilizes ZF’s 8-speed gear layout, with gear ratios stepped to deliver increased torque at launch. Its modular design allows the PowerLine to offer mild and plug-in hybrid variants. Other features include a fully integrated mechatronics module with central plug and a two-damper converter system with lock-up clutch. For more information visit FleetMaintenance.com/53096633

Designed for the Detroit Diesel One Box System

DPXFIT by GESi’s latest diesel particulate filter, No. GESi-0097, is an exact-fit direct replacement for OEM DPFs. Manufactured with Cordierite

Substrate and stainless steel for added durability, the GESi-0097 is easily removed and installed for maintenance and comes with a two-year unlimited mileage warranty. Designed for Detroit Diesel DD13, DD15, and DD16 engines with the Detroit Diesel One Box System (A0024908392, EA0024908392, RA0024908392, EA0074908214, A0074908214), the DPF measures 10.5” high by 13.84” wide and includes graphite gaskets and clamps to ensure a perfect seal.

For more information visit FleetMaintenance.com/53095692

Eliminates need for flywheel machining

The UniClutch from Clutch Industries is designed to eliminate the need for flywheel machining, and its Flex Fit technology and pre-alignment allow for hassle-free “bolt on” installation in minutes. The technology adapts to different engines and transmissions, reducing installation times, and its dual core helps to boost torque capacity without compromising drivability. For more information visit FleetMaintenance.com/53097795

Release all types of adhesives bonded to the metal without the collateral damage of open flame with the Inductor Max Kit. The kit is completely portable with the induction inverter mounted in a carry case. It offers audible and visual power indicators. Available

Offers reliable snow traction and weather resistance

The 907W drive tire from Yokohama Tire Corporation is a weather-resistant tire that comes in three sizes in the U.S.: 295/75R22.5, 11R22.5 and 11R24.5. Backed with a seven-year unlimited retread casing warranty, the 907W offers a 27/32” tread depth and an advanced compound to resist scrubbing, cutting, and chipping. The tire’s treading also features power ribs with 3D sipes for increased traction and four zig-zag grooves for water evacuation, all of which add to the tire’s reliability on snow-covered roads.

For more information visit FleetMaintenance.com/53079796

Converts metal surfaces into high-friction areas

SLIPNOT safety flooring by Great Dane is standard on the doorways of 2025 model year Everest trailers with rollup and side doors, providing safer equipment access by converting metal surfaces into high-friction areas. SLIPNOT installations seek to avoid slips and falls on wet and greasy trailer services, including dry and refrigerated trailers and truck bodies, as well as steel, aluminum, and combo platform trailers. Made in the U.S.

For more information visit FleetMaintenance.com/53071727

Features sealed, waterproof design

The MCL2300 Series LED Rectangular Marker/ Clearance Light from Optronics International is a PC-rated lamp that can be used as a combination side marker and front or rear clearance light when mounted on an angle. The rectangular-shaped lamp is a three-diode light that measures 2.31” wide, 1.43”. tall, and 0.64” thick, which fits a 3/4” cut-out and is hard wired. Able to be ordered in bulk and polypack packaging, the MCL2300 includes both a grommet and a separate ground wire.

For more information visit FleetMaintenance.com/53069324

hendrickson-intl.com

TOOLS & EQUIPMENT »

A roundup of the latest tool and equipment offerings.

Comes in four different colors

The Matco Tools 1/2” Drive Stubby Pneumatic Impact Wrench , No. MT3765B, delivers 1,200 lbs.-ft. of breakaway torque. The impact wrench is ideal for stubborn lug nuts and bolts. Its 2.95-lb. composite body enables users to access tight spaces. Designed for user control, the wrench features a high-performance variable speed trigger to minimize vibration and ensure precise operation. The easy-to-use forward and reverse push button with increased wear resistance allows for simple direction changes, while the tip valve trigger design provides torque control and speed for increased accuracy. Additionally, the wrench performs at 9,000 rpm and comes in four colors: blue, green, orange, and purple.

Protective rubber guard for durability

The Milton Industries 555e Digital Tire Inflator Gauge is designed to quickly and easily inflate or deflate tires ranging from small cars to heavy-duty equipment, allowing the technician to save time. The 555e measures from 5-220 psi with a +/-1 psi accuracy. The gauge is lever-controlled and displays readings in psi, bar, kPa, or kg/cm2. The grip chuck clip allows for a quick connection to the tire valve, and its integrated hand hook allows for easy and safe storage. Additionally, the 555e features a protective rubber guard for durability, a backlit display, and includes a 24” long by 1/4” EPDM hose.

Cools up to 3,055 sq. ft.

The CB-26 Air Cooler from CoolBoss is a portable evaporative cooler that offers relief in the shop on the hottest summer day. The compact cooler, which measures 43” long by 27” wide and 66” high, includes easy-roll locking swivel casters for movement and offers automatic water source shutoff and can be used via remote control. Operation is simple, just plug the 15’ power cord into a 110V outlet and fill the 50-gallon reservoir with water, and the CB-26’s Blue Flex axial flow fan will pump out 6,027 cfm of air.

For more information visit FleetMaintenance.com/53096544

For more information visit FleetMaintenance.com/53095594

Features vinylcoated handles

The Spark Plug Boot Puller, No. C28234, from Performance Tool is designed to help prevent damaging or separating wires and boots during spark plug removal. The puller features a 45-degree offset jaw that aids in accessing recessed and hard-to-reach spark plug boots. Users can remove or disconnect sensors, connectors, and terminals in all kinds of electrical systems, while vinyl-coated handles and jaws provide the tool with a non-slip grip. The tool is heat-treated and features a spring-loaded design.

For more information visit FleetMaintenance.com/53095859

Emphasizes comfort and flexibility

McKinney Wedge 6” Boots from Kodiak offer the flexibility and durability technicians need in the shop. Featuring a high-traction, oil-resistant wedge outsole with flex grooves for better grip and a suede-padded comfort tongue and flex shaft, these boots are lightweight and slip-resistant. The boots also offer Kodiak’s Comfortzone LITE footbed and a Rubberlon outsole, as well as a CSA and ASTM-approved composite toe and composite plate ESR/ EH for added safety. Comes in sizes 7-12, 13,14, and 15W.

For more information visit FleetMaintenance.com/53081566

Offers battery charging and a continuous power supply

The Bosch BAT6120-US High-Power 12V Battery Charger and 120A Power Supply is a multi-functional battery support solution for automotive shops. Functions dependably as an efficient and fast battery charger for lead acid and lithium batteries, or as a 120A continuous power supply. The BAT6120-US can update charging characteristics via USB and offers a large four-color LCD. It can operate on a desk, bench, or floor, and is wall-mountable.

For more information visit FleetMaintenance.com/53095860

Offers portable jump-starting capability for 12 and 24V vehicles

The Boost-All 12/24V from Vanair is a wheeled heavy-duty jump-starting solution for repair shops, parking lots, and garages. The 77-lb. portable unit is 20” wide, allowing for easy maneuvering between rows of parked vehicles. It also features an integrated, fully automatic 120 volt AC charger and 1,000A clamps. The Boost-All is powered by two Group 31 ACM batteries and comes with a limited warranty.

For more information visit FleetMaintenance.com/53096664

Offers pivoting handles with embedded magnets

The Xperion 6000 Flood Audio and Mini lights from Philips are suited for any worksite with pivoting handles and embedded magnets for easy mounting on almost any metallic surface. The Flood Audio and Flood Mini each offer two illumination options: the flood mode (1000L for the Audio and 500L for the Mini) and the spotlight mode (250L for the Audio and 100L for the Mini). The Flood Audio features Bluetooth speakers, a USB power bank, a motion-detection function, and a smart-zoom knob. The light can charge within five hours and offers a battery life LCD display. The Flood Mini includes a smart-zoom knob and offers five hours of battery life in spotlight mode.

For more information visit FleetMaintenance.com/53095591

Offers both 4-ton and 10-ton kits

Snap-on ’s Portable Ram Kits , Nos. HPR400 and HPR1000, can handle basic tasks including spreading, clamping, lifting, and pressing while on the go. Suited for mobile technicians and those in the shop, the ram kits feature twospeed hand pump pistons, shock-resistant gauges, and protective pump handles with quick-release levers for fluid control. Each kit features a convenient oil level sight glass, rust-resistant chromed pistons, and ergonomic grab handles for better stability. Both also include a short stroke ram for greater maneuverability and hydraulic hoses made of double layers of steel wire mesh for a longer life.

For more information visit FleetMaintenance.com/53096538

Reinforces threaded holes in soft metal

E-Z Lok Threaded Inserts for metal are designed for repairing or reinforcing threaded holes in soft metals like aluminum, magnesium, and cast iron. The solid wall threaded inserts are designed to not back out or vibrate loose, and come in standard sizing so they can be installed with a screwdriver, bolt nut, etc. Adhesive sets immediately upon installation and is fastener-ready in 3-5 minutes. Inserts can be removed with a bolt extractor or by heating the insert to a temperature above 300 degrees F, when the adhesive will release. Available in carbon or stainless steel and in thin, standard, or extra-heavy wall, as well as screw locking and automotive designs.

For more information visit FleetMaintenance.com/53083197

Clear lid allows easy viewing

The Klein Tools MODbox Component Boxes , Nos. 54807MB and 54808MB, are designed to interconnect for a customized mobile workstation. A clear lid allows users to view the contents of the box and assess inventory. Additionally, the lid’s stay-put design prevents the contents of one bin from moving to another. The bins are removable so users can organize smaller parts, and the boxes feature removable dividers for additional customization options. Made with impact-resistant polymers, the boxes are IP65-rated for protection against debris and rain. A one-handed system release mechanism allows for quick toolbox removal and reconfiguration. The box comes as either a short box, full width (4807MB) or a tall box, half width.

For more information visit FleetMaintenance.com/53081299

Equipped with evacuation spout

The OEMTOOLS 9-gallon Upright Portable Oil Drain , No. 87032, is designed for evacuating used oil from a vehicle. Users can position the 17” diameter funnel below the oil drain, adjust the drain height, and release the waste oil into the drain. The 9-gallon tank comes in a translucent green plastic, which allows the user to monitor waste oil levels. Additionally, the drain is equipped with an evacuation spout and drain valve for easy waste oil disposal when the tank is full.

For more information visit FleetMaintenance.com/53096542

Jump-

Jump Starter

Supply, No. JNC345, combines jump-starting power with a high-performance starting capability, a 40” cable with

supply, and

clamps, a 12V

and UL2743 compliance. Offering 550 Start Assist Amps, the JNC345 is ideal for diesel engine starting and starting in extreme cold weather. It can also start most V8 dead batteries by simply pushing and holding a button and offers other features such as protection from reverse polarity, backfeed, over-voltage, short circuits, and overheating. The jump-starter also offers a 12V female adapter for its DC outlet and can be used as a memory saver. For more information visit FleetMaintenance.com/53095833

Designed for heavy-duty, extreme-pressure applications

Rykon Grease from Chevron Lubricants is an overbased calcium sulfonate complex grease designed for heavy-duty and extreme-pressure applications. The grease comes in three formulations, the HD 2 M5, the EP 2, and the HD 2, all of which are an alternative to lithium-based thickeners. The grease offers extended equipment longevity and lubrication intervals, as well as oxidation and thermal stability. It also includes strong water performance for added equipment protection and can operate under high-pressure and shock loads in high-ambient temperatures. For more information visit FleetMaintenance.com/53095567

PRODUCT SPOTLIGHT

AI Dash Cams

DriveCam by Lytx

The Lytx DriveCam delivers real-time alerts that can help address distracted driving in the moment and provide video evidence for protection when needed. The device can connect up to four additional cameras using the Lytx Hub adapter and additional SF-Series or third-party auxiliary cameras. It records up to 100 hours of continual video and enables drivers to proactively record video when needed. An 8-lm infrared light provides clear visibility, even at night, and a wide-angle dual lens shows the inside and outside of the vehicle.

“The technology, with all the ways we’ve learned to use it, has become such a valuable tool. If there was one technology I could have had throughout my 32 years in the transportation business, Lytx would be it,” said Jerry Welsch, safety manager of risk management at A.D. Transport Express. “It’s another set of eyes. It’s proof. It protects the driver and it protects the company.”

For more information visit FleetMaintenance.com/21218219

FM6510 dash cam by Orbcomm

The FM 6510 dash cam from Orbcomm is geared toward service fleets with light commercial vehicles interested in managing unsafe driving behavior and driver coaching. The FM 6510 features outward- and inward-facing cameras with night vision and AI to detect behaviors such as speeding, distracted and drowsy driving, phone use, tailgating, and harsh acceleration, braking, and turning. Additionally, the driver coaching features allow management to send audio messages to drivers. They can also be notified with customizable alerts, such as if a vehicle is experiencing unexpected trips and excessive idling.

“Integrating Orbcomm’s smart dash cam is a great way to promote a safety-first culture and extend a fleet’s visibility of events happening on the road and in the cab in real-time,” said Gregg Plonisch, SVP of product management at Orbcomm. “By leveraging our telematics-enabled video solution, service fleets can keep their drivers, vehicles, and reputation safe; reduce risk in their operations; and optimize fuel efficiency and maintenance costs, all of which deliver a strong, long-term ROI.”

For more information visit FleetMaintenance.com/53074698

Driver•i D-430 video safety device by Netradyne

The Netradyne Driver•i D-430 video safety device is equipped with four onboard cameras offering real-time processing and analysis of drive time, enabling fleet managers to evaluate driving behavior and identify areas of improvement. The system includes a GPS module, NVIDIA processor, and dual-core Denver 2 64-bit CPU. The D-430 also offers eMMC storage instead of an SD card, allowing for up to 256GB of total storage, and a detachable cable for ease of installation. “Real-time alerts for behavior change is huge,” said Karen Smerchek, president of Veriha Trucking. “We all have bad habits and they’re not going to change overnight. If it’s an experienced driver, the roots of a habit are pretty deep. Many times the habits are so ingrained that the drivers don’t think they’re driving distracted until we show them the videos.”

For more information visit FleetMaintenance.com/53097223

CM32 Dual-facing Dash Cam by Samsara

The Samsara CM32 Dual-facing Dash Cam analyzes driver behavior and road conditions in real time to reduce high-risk behaviors, like distracted driving and tailgating, with live scene analysis and a built-in speaker to enable driver coaching. This also lowers safety-related costs and provides deep visibility into fleet operations. The cameras have a 1080p resolution and 30 FPS. The forward camera offers a 121-degree view, while the inward camera offers 177 degrees.

“Our drivers operate in high-risk, unpredictable environments. That’s why it’s so important to change behavior in the moment,” said Tim Janssen, COO of the Rasmussen Group. “The AI technology powering in-cab alerts helps us proactively improve driver awareness and safety.”

For more information visit FleetMaintenance.com/53067437