James Laster’s 2015 Kenworth T370 is an award-winning truck beauty. It features a 14-foot Maintainer service body and 10,000-pound capacity Maintainer crane with 25-feet of reach. Perched atop is a Miller 325 Trailblazer for all his welding needs. Photo courtesy of James Laster.
3 SERVICE TRUCK Pulse January 2026 www.servicetruckmagazine.com Editor: Andrew Joseph editor@servicetruckmagazine.com Design & Production: Shaun Clark Contributing Artist: Nelson Dewey Advertising: Edna Tainsh 877-742-5038 x218 edna.tainsh@servicetruckmagazine.com Circulation/Subscriptions: Ashleigh Benedict 877-742-5038 x252 subscriptions@servicetruckmagazine.com Marketing & Operations: Denise Faguy denise.faguy@farms.com Publisher: Farms.com Canada Inc. 90 Woodlawn Road West, Guelph, ON N1H 1B2 Service Truck Pluse is published six times each year by Farms.com Canada Inc. Subscriptions are free for qualified industry members and can be completed online at www.servicetruckmagazine.com. ISSN 2368-4615 Your privacy is important to us. Occasionally we may send you information from reputable companies whose products or services we believe may be of interest to you. If you would prefer to have your name removed from the list, contact us at info@servicetruckmagazine.com Contents copyrighted by Farms.com Canada Inc. and may be reprinted only with permission. Copyright © 2026 Farms.com Canada Inc. Acceptance of advertising does not constitute endorsement of the advertiser, its products or services, nor do Service Truck Pulse, or Farms.com Canada Inc. endorse any advertiser claims. The publisher shall have no liability for the omission of any scheduled advertising. Follow Us: PULSE ADVERTISER INDEX Next Online Advertising Deadline: February 13, 2026 For more information, or to reserve space in the next issue, contact Edna Tainsh: 877-742-5038 x218 edna.tainsh@servicetruckmagazine.com Next Online Editorial Deadline: February 13, 2026 For writers’ guidelines and submission requirements get in touch with the Editor, Andrew Joseph at andrew.joseph@servicetruckmagazine.com We acknowledge the financial support of the Government of Canada. Welcome to the first issue of Pulse, the new bi-monthly magazine of Service Truck Magazine that will appear in the months when the print version doesn’t. Thanks to your support, we are giving you 12 issues of all things service truck-related. Pulse will contain all evergreen content—that means we create it. Because it’s a digital magazine available every January, March, May, July, September and November, going forward, it will have interactive things for you to click and play with. Videos! A cartoon with animation! Clickable links! And who knows what else! It’s new to us, too, and we’re eager to discover what works for you and us both. We’re not looking for letters, but we do want your help in making the book look better. See the bottom of Page 4 for more on that. However, if there is something you’d like to see or something you want us to discuss, please let us know. But keep in mind we are more likely to accept white paper article submissions about the industry for publication in our print edition, and press releases for inclusion on our website. I, Andrew Joseph, can be reached via email message at editor@servicetruckmagazine.com. Cheers! Welcome to Service Truck Pulse rushay booysen/iStock/Getty Images Plus Photo Heavy Duty Scholarship 2 Trucker Relief Fund 16
4 SERVICE TRUCK Pulse January 2026 5 SERVICE TRUCK Pulse January 2026 ROLLING WITH THE PROS Get Famous... If you’ve ever wondered how to achieve your 15 minutes of fame without having to create a video about your cat, or speed-eating 15lbs of chocolate nachos with a side-order of diabetes, Service Truck Pulse can help. The editor's been there. While his cat isn’t photogenic, and he could only manage to swallow 14lbs of chocolate goodness before falling into his type 2 diabetic nod, your editor wants a safer fame game for you. Via email, send us a photo of your work truck and crew/you at work. Make sure the photo is yours (copyright purposes), and include a note with your name, a sentence of what we are looking and where, and maybe some info about your vehicle., Send the photo and note to the editor at editor@servicetruckmagazine.com. PULSE ANDREW JOSEPH, EDITOR What’s in a name? For some companies, it’s the simplest representation of what they do. For example, LEGO is derived from the Danish “leg godt,” which means “play well.” Years later, they also discovered that in Latin it means “I put together”—a lucky coincidence. Summit Truck Bodies is headquartered in Wathena, Kansas, but owes its roots to the Colorado area. The company designs and manufactures custom service and lube truck solutions—including premium steel bodies, cranes, and integrated accessories—built to order for demanding industries like construction, mining, agriculture, oil and gas, and utilities. For Summit Truck Bodies, no luck was involved in naming the company—it was more about tying in with a specific goal and a location. “We chose ‘Summit’ because it ties our Colorado roots to our goal: reach the highest level of quality every time,” explained Kris Eidsness, the owner who guides the overall operations of KGE Industries, which includes Summit Truck Bodies, Summit Truck Equipment, and Yellow Frog Graphics under the broader umbrella of the Transwest family of companies. “With Transwest headquartered in the Denver area, the Summit name nods to the Rockies and signals the company’s standard: every service body, crane, and lube truck is designed to hit a higher mark in performance, durability, and craftsmanship,” he continued. “It’s also a unifying brand for manufacturing and sales—two divisions operating as one seamless experience.” If you ask Eidsness why Summit exists, he won’t tell you a story about chasing trends or filling a market niche. Rather, he’ll talk about customers—technicians and field service pros who couldn’t find bodies and cranes built the way they actually work. Summit Truck Equipment came first, established in the early 2000s to support Transwest customers with specialized service and lube truck solutions. As demand grew, it became clear that Transwest needed its own manufacturing operation to deliver the level of quality and customization customers were asking for. In 2003, Summit Truck Bodies was established in Wathena, marking the start of a dedicated manufacturing division engineered to design and produce premium service truck bodies, cranes, and lube equipment. “We decided to build the bodies ourselves, because our customers needed stronger, safer equipment tailored to real jobs—not catalog compromises,” related Eidsness. Bodies, Equipment, and Support Under One Roof According to Eidsness, Summit Truck Bodies and Summit Truck Equipment function like the left and right hands of the same craftsman. The manufacturing arm designs, engineers, and builds every body, crane, and drawer system; it also operates a factory direct parts sales and service department for components and technical support. The equipment division works directly with customers and collaborates with design engineering to deliver complete service and lube truck solutions dialed to real world demands. “We’re factory direct—no dealers or distributors—because we want customers talking to the same people who design and build their equipment,” He pointed out that it’s that straight line between operator feedback and engineering decisions that shapes everything: layouts, controls, safety features, and the small details that make a truck feel like a purpose built tool rather than a generic platform. Summit’s operation today includes approximately 150 full time team members consisting of a blend of skilled trades and technical professionals such as welders, fabricators, electricians, painters, and assemblers. In offices and labs, you’ll find design and manufacturing engineers, software engineers, and product development specialists. Sales, marketing, customer service, and administrative teams knit it all into a smooth customer experience. “We design everything with the production process and field use in mind. Knowing how a component is fabricated and serviced helps us make it more reliable and easier to maintain,” related Christian Glasscock, the company’s Engineering Design Manager. Innovation on a Purpose Built Path From those first years supporting Transwest customers, Summit has evolved into a nationally recognized provider of custom service and lube truck solutions. The company expanded its product lines, developed its A chat with Summit Truck Bodies The one-stop shop from concept to delivery. Photo courtesy of Summit Truck Bodies The new Summit Truck Bodies facility in Wathena, Kansas.
6 SERVICE TRUCK Pulse January 2026 7 SERVICE TRUCK Pulse January 2026 ANDREW JOSEPH, EDITOR In the world of mobile service trucks, idling often feels like a necessary evil. Whether it’s powering tools, maintaining cabin comfort, or simply waiting between jobs, keeping the engine running seems like part of the job. But beneath the hum of a diesel engine lies a growing cost—one that’s eating into fuel budgets, accelerating wear and tear, and quietly eroding productivity. As fuel prices fluctuate and environmental regulations tighten, fleet managers and independent operators alike are taking a closer look at idle time. The verdict? It’s costing more than most realize. According to the U.S. Department of Energy, a typical heavy-duty truck consumes roughly 0.8 gallons of diesel per hour while idling. For service trucks that idle for two to four hours per day, that adds up to 400–800 gallons annually. Per vehicle. As of September 1, 2025, the average price of on-highway diesel fuel in the United States is $3.734 per gallon, which means that’s $1,493.60 to $2,987.20 in added fuel costs each year, just for sitting still. Multiply that across a fleet of 10 trucks, and idle fuel alone could exceed $30,000 annually. Engine Wear and Maintenance Idling doesn’t just burn fuel—it accelerates engine wear. Modern diesel engines are designed to operate under load, and prolonged idling can lead to: • Incomplete combustion, which causes carbon buildup; • Oil dilution, reducing lubrication effectiveness, and; • Increased maintenance intervals, especially for filters and emissions systems. In fact, some manufacturers estimate that one hour of idling equals 25–30 miles of driving in terms of engine wear (per Costa Oil—"Does Idling Wear Out an Engine Faster Than Driving?"). Doing the math with ye olde abacus, it means that a truck idling 1,000 hours a year could be aging its engine by 25,000–30,000 miles without moving an inch. And let’s not forget that idle time can also represent lost opportunity. Of course, we aren’t talking about the time spent running the engine to power the tools you need to do a job. However, idle time adds up when a technician might have to wait for parts, or have a truck warm up (and unnecessarily forget about it while you get ready), or have the crew take lunch with the engine running. And while some idle time is unavoidable, much of it stems from habit or outdated practices. Idle-reduction Technologies Fortunately, the industry isn’t standing still. A range of technologies now help service truck operators reduce idle time without sacrificing functionality. For example, Auxiliary Power Units (APUs) are compact systems that provide electrical power and climate control without running the main engine. These APUs are ideal for trucks that need to power tools, lights, or HVAC systems during downtime. Diesel APUs use a small engine to generate power; battery-electric APUs offer quieter, cleaner operation; and hybrid APUs combine both for extended runtime. Though initial costs range from $8,000 to $12,000, many fleets report fuel savings of $3,000–$5,000 per year, making payback achievable in just two to four years (per APU Center – “Truck APUs: Save Fuel, Cut Costs & Boost Driver Comfort,” and Sourcify China – “APU for Trucks Price Guide”). There are inverter systems, usually for lighter-duty needs. These high-capacity inverters can convert battery power into usable AC electricity. These systems are ideal for powering laptops, diagnostics, and small tools—especially Fuel, wear, and lost productivity Excessive idling is more than a fuel drain—it’s a silent killer of profitability and equipment longevity. But being creative with smart tech, having better driver and maintenance habits, and ROI-driven upgrades, fleets can cut idle time and boost bottom lines. ROLLING WITH THE PROS TIPS OF THE TRADE own hydraulic and electric telescopic service cranes, engineered advanced crane control systems, strengthened quality with ISO 9001:2015 certification, and built a dedicated parts and service department. A through line in Summit’s evolution is Advanced Safety Electronics, stated Glasscock. “Phase 1, back in 2013, was a major step forward in crane safety and operator control. Since then, we’ve continued refining it, reaching Phase 5, which we launched at The Utility Expo [tradeshow in Indianapolis, Indiana] in 2025.” That arc—from early controls to integrated, operator focused safety systems—reflects Summit’s pledge to continuous improvement. Demand for robust, customized service and lube solutions hasn’t slowed. To meet it, Summit is in the midst of completing a significant expansion—more than 200,000 square feet of new manufacturing space and 20,000 square feet of additional office space, scheduled to open in the first quarter of 2026. The goal, according to Eidsness, is to increase production capacity, improve workflow, and position the company to serve more customers without compromising the craftsmanship and customization it’s known for. “We’re matching capacity growth with process discipline—quality systems, smarter flow, and the talent to run them,” Eidsness noted. “More space only matters if every truck that leaves our floor still feels like it was built for one person and one job.” Listening, Learning, Adapting Job sites are tougher, timelines are tighter, and expectations for safety, technology, and operator efficiency are higher than ever. Summit has grown its engineering capabilities to meet those expectations, iterating designs with input from operators, dealers, and field service professionals. “As the industry changes, we change with it,” Eidsness said. “Our customers are our roadmap.” That feedback cycle has shaped everything from control ergonomics to power management, rigging and storage, lighting, safety interlocks, and integrated accessories. “We focus on improving control, reliability, and serviceability. Operators need equipment that performs consistently and is straightforward to troubleshoot,” Glasscock added. Like nearly every manufacturer around the world, Summit faced disruptions during COVID-19 and periods of steel and aluminum shortages. The company navigated these pressures through vendor relationships, careful production planning, and tight cross team coordination to keep customers supported. The result is a more resilient platform: a strengthened supply chain, expanded vendor partnerships, improved forecasting, and increased in house capabilities to protect against future shocks. “We built buffers without building bureaucracy,” elaborated Eidsness. “That’s important—customers need reliability, not red tape.” Summit designs, manufactures, and delivers custom service and lube truck solutions for the heavy industries that keep the country moving: construction, mining, agriculture, oil and gas, and utilities, plus equipment dealers, independent repair companies, and government and municipal operations. All are environments where downtime is expensive, and field service equipment has to be both durable and operator focused. What Summit Builds • Premium steel service bodies in multiple series; • Lube trucks, lube skids, and lube trailers; • Hydraulic and electric telescopic service cranes designed and manufactured in house; • Summit drawer systems are engineered for durability and organization; • Integrated accessories, such as air compressors, weld- ers, power units, lighting, and safety systems. Every truck is built to order for specific applications. To simplify the process, customers can pull a chassis from a dedicated pool. For those needing it, financing is available through Summit Finance or by its leasing operation, TransLease, while final branding is handled by Yellow Frog Graphics, delivering fleet graphics that look as professional as the equipment behind them. “The idea is one trusted partner from concept to delivery,” Eidsness pointed out. “We design it, build it, equip it, finance it, and brand it—then we stand behind it.” Summit builds several hundred service and lube truck bodies each year, with production rising as the company expands capacity and sharpens workflow. The plan is growth without the “factory smell”—that loss of craft that can happen when customization meets volume. “Scaling is about safeguarding the details,” Glasscock related. “As production increases, controlling the small details—fasteners, harness routing, structural profiles—becomes more important. Those choices have a direct impact on durability and long-term performance.” The Challenges Ahead Customers choose Summit for customization, operator focused design, and a factory direct relationship. There are no dealers or distributors in the middle; the Summit Truck Equipment sales team collaborates directly with manufacturing design specialists and engineering, turning real world requirements into precise builds. They believe that model speeds communication and keeps accountability tight. “Designing the cranes, controls, and drawer systems inhouse lets us match components more precisely. It improves compatibility, reduces troubleshooting time, and makes long-term support easier,” Glasscock emphasized. Layered on top of it all is Summit’s ISO 9001:2015 certified quality system, reinforcing safety, consistency, and continuous improvement. End to end support—chassis pool access, flexible financing, and professional graphics—makes the journey from idea to truck seamless. And because the relationship is factory direct, “customers benefit from ongoing support from the same team that designed and built their equipment,” explained Eidsness. The company’s biggest ongoing challenge mirrors the broader heavy equipment market: keeping pace with strong demand while maintaining a high level of customization and quality. Access to skilled trade labor and materials fluctuates, adding pressure as the industry grows. Summit’s answer is pragmatic: the facility expansion, workflow investments, and a focus on attracting and developing talented team members to keep craftsmanship at the center. “At the end of the day, we build better tools for the people who keep America running,” summed up Eidsness. “If we stay true to that, growth will take care of itself.” It's a border crossing! This means lots of waiting time for drivers, and lots of engine idling time for the truck, er, trucks in the line. Jeremy Poland/iStock/Getty Images Plus Photo
8 SERVICE TRUCK Pulse January 2026 9 SERVICE TRUCK Pulse January 2026 by $500–$1,000 per truck annually due to more frequent oil changes, filter replacements, and emissions system wear (the costs lost and found are per Utilimarc – “How Smarter Idle Reporting and Actions Reduce Fleet Costs”). So, with the reduced maintenance costs (estimated at $500–$1,000 per truck annually), the fleet can save $5,000 to $10,000 more. Man, I hate doing math. It’s why I became a writer. Regulatory Pressure and Environmental Impact Idle reduction isn’t just about dollars—it’s increasingly about compliance. Many jurisdictions now enforce anti-idling laws, with fines ranging from $100 to $1,000 per violation. In Ontario, Canada, for example, its provincial Environmental Protection Act limits idling to three minutes in most cases. Similar rules exist across Canada and the US, especially in urban areas and near schools or hospitals. While there is no US federal anti-idling law, 31 states and numerous municipalities across the country have implemented their own regulations to curb unnecessary engine idling (www.eia.gov/petroleum/gasdiesel/). These laws vary widely in terms of duration limits, enforcement, and exemptions. For example, New York City has a specific area law, as opposed to a state law. • California: The state limits idling for heavy-duty diesel vehicles to five minutes, with strict enforcement in urban areas; • New York City, NY: Enforces a three-minute limit for most vehicles and a one-minute limit near schools. Citizens can report violations and receive 25 percent of the fine, which ranges from $350 to $2,000; • Washington, D.C.: Commercial vehicles may not idle for more than three minutes. Fines start at $500; • Massachusetts: Statewide limit of five minutes for all vehicles, with additional restrictions near schools and hospitals; • Connecticut: Prohibits idling for more than three min- utes, with no exceptions for temperature; • New Jersey: Limits idling to three minutes, with fines up to $1,000; • Philadelphia, PA: The city operates the Idle Free Philly campaign, allowing citizens to report violators via a mobile app. Generally speaking, most jurisdictions allow idling under certain conditions: • Extreme temperatures, such as below 32°F (0°C) or above 90°F (32.2°C); • Emergency vehicles; • Power take-off operations (hydraulic lifts); • Traffic congestion or DOT-mandated rest periods. These examples illustrate the growing pressure on fleets to monitor and reduce idle time—not just for cost savings, but to avoid fines and improve environmental compliance. Small Changes, Big Impact Reducing idle time also lowers emissions of nitrogen oxides (NOx), particulate matter (PM), and carbon dioxide (CO2). For fleets looking to improve their environmental footprint—or qualify for green certifications—idle reduction is a low-hanging fruit. Idle time may seem like a minor issue in the grand scheme of service truck operations, but its cumulative impact is anything but small. From fuel costs and engine wear to lost productivity and regulatory risk, excessive idling quietly undermines profitability and sustainability. Fortunately, the tools to fight back are readily available. Whether it’s investing in APUs, adopting smarter driver habits, or leveraging telematics, service truck operators have more control than ever over idle time. In an industry where every dollar and every mile counts, reducing idle time isn’t just smart—it’s essential. TIPS OF THE TRADE TIPS OF THE TRADE during short stops. Some newer service trucks come equipped with automatic engine stop/start systems, which shut off the engine when idling and restart it when needed. These systems are especially effective in urban or stop-and-go environments. Fleet telematics systems now offer real-time idle tracking, allowing managers to monitor and reduce idle time across their fleet. Alerts, reports, and driver scorecards help reinforce better habits and identify problem areas. Change Comes From People, Too Technology alone isn’t enough. Reducing idle time also requires a cultural shift—one that starts with education and accountability. Many drivers simply aren’t aware of the true cost of idling. Training programs that highlight fuel burn, engine wear, and emissions impact can help shift behavior. As well, visual aids, such as dashboards showing idle time, reinforce the message. Some fleets implement idle-reduction polices which, of course, set the maximum idle thresholds and rewarding drivers who meet them. Others use gamification—ranking drivers by idle time and offering bonuses or recognition. Better planning can also reduce idle time. For example: • pre-staging tools and parts to minimize wait time; • using a line-up of battery-powered tools instead of engine-driven ones; • and scheduling breaks and meals away from the truck when possible. ROI: Crunching the Numbers Let’s break down a sample return on investment (ROI) for a fleet considering idle-reduction upgrades, based on some of the numbers we’ve shown. Scenario: 10-truck fleet, each with an average idle time of three hours/day. If the fuel cost is $4/gallon, the idle fuel burn is 0.8 gal/hour. Annual idle fuel cost per truck: • Three hours/day x 0.8 gallons/hour x 260 workdays x $4 per gallon = $2,496 • Fleet-wide, the idle fuel cost is $2,496 x 10 trucks = $24,960. Savings can be achieved by installing APUs on all trucks. • Cost per APU: $10,000 • Total investment (x10 trucks): $100,000 • We have established that the fuel idling costs $24,960 a year for the fleet, so that is also the savings achieved from the fleet running with APUs. Annual fuel savings: $24,000. • Therefore, the return on investment (or payback period): four years, not including savings from reduced engine wear and maintenance. Failure to reduce idling can increase maintenance costs A well-maintained truck can keep vehicle idle emissions down to a minimum. BraunS/iStock/Getty Images Plus Photo vitpho/iStock/Getty Images Plus Photo Sometimes there’s no getting around a good long line-up. Here a trucks and trailers await their turn at a vehicle weighing station.
10 SERVICE TRUCK Pulse January 2026 11 SERVICE TRUCK Pulse January 2026 From Tekamo HD—a North American heavy equipment service and solutions network—watch a video with Taylor, a heavy duty mechanic during the peak of raspberry season where he troubleshoots and fixes the harvesters as they break and gets them back up and running! From the start of his day to the end, come see it all: A Day In the Life of a Farm Mechanic. Meet Michael, a mechanic who works on the heavy equipment machines at the Swakop Uranium Mine in the Erongo region of western-central Namibia, Africa. It's a peek into how he became a mining equipment mechanic. Want to see what a typical day looks like for a heavy duty mechanic? Watch Cam in this Tekamo HD video as he works from morning till late at night. According to Cam, the locale may change, but the challenges remain. Working for 18 hours, it’s a Day In A Life Of A Heavy Equipment Mechanic. This video from USIC (US Infrastructure Company) LLC, follows Nick, a utility-locate technician, through his daily routine. We’ll see him checking ticket systems, using GPS-equipped locate equipment, and troubleshooting in varied weather and terrain. POWER MOVE on the Heavy-Duty Technician Utilities Company Technician Ag Technician Mining Technician
12 SERVICE TRUCK Pulse January 2026 13 SERVICE TRUCK Pulse January 2026 FLEET ORGANIZATION FLEET ORGANIZATION ANDREW JOSEPH, EDITOR Service trucks are the backbone of field operations across North America, from remote oil fields and icy logging roads to blistering desert job sites. But not all trucks are built to endure the rigors of extreme environments. Spec’ing a truck for harsh conditions isn’t just about toughness—it’s about longevity, safety, and operational efficiency. Whether you are looking to outfit an entire fleet or build a single rig, this guide will walk you through the key components to ensure you get yourself a service truck that is built to last. Chassis Selection: The Foundation of Durability Choosing the right chassis is foundational to building a service truck that can withstand harsh environments. The chassis determines load capacity, structural integrity, and how well the truck is capable of handling the stress from terrain and payload. Ladder Frame Chassis: The ladder frame chassis is the most common and time-tested design for heavy-duty service trucks. It consists of two longitudinal steel beams connected by cross members, resembling a ladder. This design offers excellent torsional rigidity and is ideal for trucks operating on uneven terrain or carrying heavy loads. Pros: High durability, easy to repair, widely available; and the Cons: Heavier, which can reduce fuel efficiency. Backbone Chassis: The so-called backbone chassis features a central tubular spine that supports the drivetrain and suspension. It’s used in niche applications like off-road trucks and liquid transport vehicles where weight distribution and rigidity are critical. Pros: Superior structural strength, excellent for off-road; Cons: Higher manufacturing cost, limited availability. Platform Chassis: This chassis type offers a flat, loadbearing platform that supports various truck bodies. It’s popular for delivery and utility trucks that require modularity but not extreme load-bearing. Pros: Flexible for customization; Cons: Not suitable for rugged terrain or heavy-duty hauling. Tubular and Space Frame Chassis: These advanced designs use steel or aluminum tubes arranged geometrically to distribute stress efficiently. They’re lightweight and strong, often used in performance or specialty vehicles. Pros: Lightweight, excellent weight distribution; Cons: Expensive, complex to manufacture. Truck Durability Features for Extreme Conditions Durability in harsh environments goes beyond the chassis. Trucks must be engineered to resist corrosion, absorb impact, and maintain performance under stress. According to a synthesis report by the Center for Transportation Research at the University of Texas, trucks operating with higher payloads and axle loads experience increased wear on infrastructure and themselves, especially in rugged terrain (https://ctr.utexas.edu/wp-content/uploads/pubs/2122_1.pdf). This underscores the need for reinforced frames, upgraded suspension systems, and high-strength materials. Key durability features include: • Double-frame reinforcement for added and appreciated torsional strength; • Heavy-duty suspension systems for those who need off-road shock absorption; • Rust-resistant coatings as well as tightly sealed electri- cal systems, and; • Upgraded axles and drivetrains for high torque and load-bearing. Steel vs. Aluminum Bodies When it comes to the make-up of service truck bodies, the choice between steel and aluminum is critical—especially in extreme climates. Steel has long been the go-to for rugged durability. It’s strong, impact-resistant, and ideal for heavy-duty applications like construction and mining. Steel pros include superior impact resistance, lower upfront cost (up to 30 percent less than aluminum, according to https://wilcoxbodies.com/ aluminum-truck-bodies-vs-steel-truck-bodies/), and it is ideal for high-load operations. However, cons include the fact that it can be prone to rust—even with all the rust coating protections offered— especially in humid or salty environments. As well, vehicles made of steel are, generally speaking, heavier, which can reduce the overall payload and fuel efficiency. Regardless, steel bodies are often preferred when the truck is expected to endure frequent impacts or carry extremely heavy materials (https://www.stellarindustries.com/ news/blog/compare-aluminum-vs-steel-truck-bodies/). And then there are the aluminum-body trucks. Aluminum is gaining popularity for its corrosion resistance and weight savings. It’s up to 2,300 pounds lighter than steel in some configurations, which translates to better fuel economy and higher payload capacity. The pros of aluminum are that it is naturally corrosionresistant. Because corresponding truck parts are lighter than steel, the lighter machine allows for improved fuel efficiency. Wilcox Bodies suggested that aluminum trucks have a better resale value due to reduced rust. The cons are a higher upfront cost, and there is less impact resistance offered than a steel truck. Stellar Industries stated that aluminum bodies are ideal for fleets operating in coastal regions, snowy climates, or areas with high humidity and road salt exposure. While the focus always seems to be on steel and aluminum truck bodies, they are also available in fiberglass and galvanized steel. Fiberglass-reinforced plastic (FRP) bodies are increasingly used in service trucks operating in corrosive or high-moisture environments. Their key advantages include: • Exceptional corrosion resistance: Unlike steel, fiberglass does not rust. It resists salt, chemicals, and moisture, making it ideal for coastal regions, winter climates, and chemical plants. • Impact durability: While not as rigid as steel, fiber- glass has a high strength-to-weight ratio and can absorb impacts without denting or deforming. • Low maintenance: Fiberglass bodies require minimal upkeep. They don’t need repainting or rustproofing and are easy to clean. • Longevity: In some cases, fiberglass bodies have outlasted the chassis they were mounted on, espe- cially in fleets operating in rust-prone areas (www. altoonabustest.psu.edu/assets/docs/bus%20docs/ updated%20procedures/Structural-Durability.pdf). Fiberglass is especially popular in utility, telecom, and municipal fleets where exposure to road salt and chemicals is frequent. For those who prefer the strength and rigidity of steel but want better corrosion resistance, A60 Galvanneal steel is a smart compromise. A60 Galvanneal is carbon steel that has been hot-dip galvanized and then annealed. This process creates a zinciron alloy coating that is harder and more uniform than standard galvanized steel. A60 Galvanneal offers up to 50 percent more corrosion resistance than untreated steel, according to https://van. physics.illinois.edu/ask/listing/494. It forms a tightly bonded coating that resists flaking and provides a better surface for paint adhesion. While more expensive than raw steel, it is significantly cheaper than aluminum or fiberglass, making it a popular choice for budget-conscious fleets. It is commonly used in service bodies that operate in moderate climates or where occasional exposure to moisture and salt is expected. Manufacturers like Knapheide and Reading have used How to spec a service truck for harsh environments From northern cold to desert heat, service trucks face punishing conditions that demand smart, durable design. Choosing the right chassis, body materials, tires, and enclosures can make or break performance in extreme climates. Roberto Adrian Sanchez/iStock/Getty Images Plus Photo wildpixel/iStock/Getty Images Plus Photo While tariffs on US steel, aluminum, and other metals is an effective tool to protect American interests, it has made it difficult and, in many cases, more expensive for vehicle equipment manufacturers to purchase.
14 SERVICE TRUCK Pulse January 2026 15 SERVICE TRUCK Pulse January 2026 this material for their mid-tier service body lines, offering a balance between durability and affordability. Tire Choices: Grip, Load, and Terrain Tires are your truck’s direct connection to the ground—and in harsh environments, they need to do more than roll. Brands like Bridgestone and Continental offer severe service tires with deep lugs, stone ejection technology, and reinforced sidewalls for mud, snow, and rocky terrain. For example, the Bridgestone M799 and Continental Terra HD3 are popular choices for fleets operating in mining, logging, and construction. For those looking for tires for heavy-duty applications, you should look for a load range of E or higher. The “load range” refers to the tire's ply rating and its ability to carry weight at a specified pressure. It’s a modern way of expressing what used to be called ply ratings (for example, 6-ply and 10-ply). Load range E typically corresponds to a 10-ply rating and is designed for heavy-duty applications, such as service trucks, trailers, and ¾-ton to 1-ton pickups. These tires are usually rated for 80 psi (pounds per square inch) of inflation pressure and can carry 2,800–3,500 lbs per tire, depending on size and configuration. It’s important to note that as the load range increases, so do the tire’s weight, cost, and required wheel strength. Always match the load range to your axle rating and GVWR (Gross Vehicle Weight Rating). There are also all-terrain tires, which are for mixed-use environments, such as the BFGoodrich KO2 or Goodyear Wrangler DuraTrac—both offering a balance of off-road traction and on-road comfort. For those who need it, there are Winter-specific options—tires with snowflake certification and dual-compound rubber that will maintain their grip in sub-zero temperatures. Some models include stud-ready tread for added ice traction. Enclosure Options: Protecting Tools and Tech Extreme weather can damage tools, electronics, and sensitive cargo. Enclosed service bodies offer protection from the elements—and added security. Manufacturers like Knapheide offer KUVcc enclosed service bodies in both steel and aluminum. These units feature weather-sealed compartments, reinforced doors, and customizable layouts. While steel is budget-friendly and durable, aluminum offers better corrosion resistance and weight savings. For those in cold climates, your fleet may consider insulated enclosures with optional engine preheat systems or battery warmers. Some APUs (Auxiliary Power Units) include climate control which will help maintain interior temperatures and protect sensitive equipment. For weatherproofing features, seek out heavy-duty rubber seals, double-panel doors, powder-coated finishes, and stainless steel latches. These features help prevent water intrusion, rust, and freeze damage in extreme conditions. Auxiliary Systems: Power and Climate Control Keeping tools running and cabins comfortable without idling the engine is essential in remote or regulated areas. Modern auxiliary systems not only reduce fuel consumption and emissions but also improve uptime, driver comfort, and compliance with anti-idling laws. Auxiliary Power Units are compact, engine-off systems that provide climate control, electrical power, and battery management for service trucks. They are especially valuable in extreme environments where maintaining cabin temperature and tool readiness is critical. Key Features: heating and air conditioning independent of the main engine; battery monitoring and charging; engine preheat functions to ensure cold-weather starts; and reduced engine wear and fuel savings of up to 3,000 gallons per year (https://afdc.energy.gov/conserve/idlereduction-equipment). Types of APUs: • Diesel-powered – such as Thermo King TriPac and Carrier ComfortPro; • Battery-electric – ClimaCab distributed by Iceberg Enterprises, and DClimate Hybrid developed by Transtex; • Solar-assisted systems produced by eNow Solar. Some hybrid APUs, like the DClimate HC7000, combine high-efficiency HVAC modules with a patented battery management system, offering remote monitoring, autostart, and fleet-level idle data reporting. FLEET ORGANIZATION Inverters paired with lithium battery banks are for lighter-duty or intermittent power needs, offering a clean, quiet alternative to idling or diesel generators. Benefits include: powering laptops, diagnostics, lights, and small tools; zero emissions and silent operation; and reduced maintenance requirements compared to diesel APUs. Certain brands like the Xantrex Freedom series from Mission Critical Electronics and Battle Born Batteries, manufactured by Dragonfly Energy, offer inverter systems that convert 12V DC to 120V AC, supporting everything from laptops to power tools. Lithium-ion batteries (especially LiFePO4) provide longer runtimes, faster charging, and greater energy density than traditional lead-acid batteries (www.mwsmag.com/idle-mitigation-systems-and-lithiumion-battery-technology/). When looking for integrated climate control systems, consider Miller Electric Mfg. LLC (an ITW Welding Company) and Eberspächer Climate Control Systems, both of which offer solutions designed to maintain cab comfort without engine idling. Miller’s CabEn Climate Solutions includes: • CabEn Cool, manufactured by Bergstrom Inc., a company specializing in HVAC systems for heavy-duty trucks and off-highway vehicles. • CabEn Heat, supplied by Eberspächer, using its Hydronic HS3 diesel-powered heater technology. Cooltronic is Eberspächer’s own line of battery-powered parking coolers for trucks, designed to provide air conditioning while the engine is off. These systems are available in multiple configurations—Back, Top, and Hatch—and are widely used across Europe and North America to support idle reduction and enhance driver comfort. Both the CabEn and Cooltronic systems can integrate with APUs or standalone power sources to deliver: • All-day heating and cooling; • Minimal cab modifications, • And up to a whopping $11,000 in annual savings on fuel and maintenance. These solutions are especially valuable for trucks operating in extreme heat or cold, where driver comfort and equipment protection are essential. Some of the other things to look for when spec’ing for specific conditions are: Cold Climates: • Engine block heaters and fuel warmers; • Insulated enclosures and heated compartments; • Snow-rated tires and anti-gel fuel additives; • Rust-resistant coatings and galvanized hardware. Hot Climates: • UV-resistant paint and heat-reflective roofing; • Ventilated enclosures and cooling fans; • Aluminum bodies to reduce heat retention; • High-temperature-rated tires. Muddy or Off-Road Sites: • Lift kits and off-road suspension; • Mud-terrain tires with aggressive tread; • Sealed electrical systems and raised air intakes; • Powder-coated steel bodies for impact resistance. Spec’ing for harsh environments isn’t just about survival —it’s about reducing downtime and maximizing ROI. Note that: Aluminum and fiberglass bodies require less maintenance and last longer; Severe-service tires are engineered for extreme terrain, offering reinforced construction and deeper tread for better durability and reduced risk of failure when properly maintained; APUs save $1,000s annually in fuel and engine wear. A well-spec’d truck may cost more upfront, but the long-term savings in repairs, fuel, and productivity often justify the investment. Harsh environments demand more from your service truck—and from the people who spec them. Whether you're battling snowdrifts in Northern Alberta, heatwaves in Arizona, or mud pits in Appalachia, the right build makes all the difference. By choosing the right chassis, materials, tires, enclosures, and auxiliary systems, you’re not just building a truck. You’re building a reliable partner that shows up, performs, and lasts—no matter what the job throws at it. FLEET ORGANIZATION Here’s how the load ranges progress beyond E: Load Range Ply Rating Typical PSI Use Case F 12-ply 95-100 psi Heavier commercial trucks, RVs, & trailers G 14-ply 110 psi Medium-duty trucks, high-capacity trailers H 16-ply 120 psi Class 6–7 trucks, heavy equipment haulers J 18-ply 130 psi Specialized heavy-duty applications L 20-ply 120-130 psi Mining, logging, and military-grade vehicles You may need a tough-as-nails vehicle to go out into the bush to provide maintenance or repairs on a piece of heavy-duty equipment like this. ImagineGolf/iStock/Getty Images Plus Photo Lajst/iStock/Getty Images Plus Photo
RkJQdWJsaXNoZXIy MTQyMDk=