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 And while some idle time is unavoidable, much of it stems from habit or outdated practices.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
RkJQdWJsaXNoZXIy MTQyMDk=