3 SERVICE TRUCK Pulse March 2026 www.servicetruckmagazine.com Editor: Andrew Joseph editor@servicetruckmagazine.com Design & Production: Shaun Clark Contributing Artist: Nelson Dewey Contributing Writer: Karin Haumann 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 Next Online Advertising Deadline: April 17, 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: April 17, 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. The North American trucking and service truck industry entered 2026 with a familiar problem that’s now impossible to ignore: we’re running out of technicians. Not in theory, not in projections—right now. Fleets are stretching maintenance intervals, service shops are turning away work, and equipment downtime is quietly eroding profitability across the continent. The technician shortage isn’t a staffing issue anymore; it’s a supply chain threat. For years, the industry has focused on recruitment, but 2026 demands a shift toward retention. The technicians we already have are carrying the weight of an entire sector, and too many are burning out under the pressure. Pay gaps, inconsistent training pathways, and outdated shop environments are pushing skilled people toward other trades that offer clearer advancement and better work life balance. The companies that will win this year are the ones treating technicians as strategic assets, not replaceable labor. That means investing in modern tools, structured career ladders, and leadership that understands the realities of the bay floor. It means listening—really listening—to the people who keep trucks moving. Quit stalling with offering newbies opportunities to be come apprentices just because you can get them to do the same work for less pay. You’ll lose them, and that will be some smart company’s gain. If 2026 is going to be a turning point, it won’t come from another recruitment campaign. It will come from valuing the technicians who are already here. Andrew Joseph, Editor We need to get more serious about technician retention ADVERTISER INDEX Heavy Duty Scholarship 2
4 SERVICE TRUCK Pulse March 2026 5 SERVICE TRUCK Pulse March 2026 JOBS 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 Technicians are the backbone of North America’s industrial and agricultural machinery sectors. We know you like to hear that! Whether you're servicing diesel trucks, repairing mining draglines, maintaining farm equipment, or troubleshooting electric vehicle (EV) systems, the demand for skilled hands is growing. But landing one of these very important jobs takes more than mechanical aptitude—it requires strategic preparation, certification, and a clear understanding of the industry you’re entering. As such, Pulse has prepared a guide to help walk you through how to apply for technician jobs in trucking, construction, mining, agriculture, and the emerging EV sector. Know Your Sector Regardless of the job you are seeking—be it as a dishwasher, something in IT, or as a truck technician, you have to know not only something about the job, but something about the industry. Sure, you realize a restaurant needs clean dishes, but knowing how busy or fancy-shmancy the place is should help you better understand your role and the expectations placed upon you. It’s the same for being a technician, whose individual roles vary widely depending on the industry: • Truck Technicians work on Class 1–8 vehicles, includ- ing diesel engines, transmissions, brakes, and increas- ingly, electric drivetrains. • Construction Equipment Technicians service excava- tors, loaders, bulldozers, and cranes. • Mining Equipment Technicians maintain draglines, haul trucks, and underground machinery. • Agricultural Equipment Technicians repair farm equip- ment such as tractors, combines, sprayers, and balers. • EV Technicians specialize in high-voltage systems, bat- tery packs, and charging infrastructure. Each sector has its own tools, safety protocols, and technical requirements. Understanding these differences helps tailor your resume and training to the right job. Step 1: Meet the Basic Requirements. Most technician jobs require that you have: • A high school diploma or GED; • A valid driver’s license (CDL may be required for mobile service roles); • Basic mechanical knowledge. However, employers increasingly prefer candidates with post-secondary education in diesel technology, heavy equipment repair, or electrical systems. For example, EV technicians often need specialized training in high-voltage safety and power electronics. Step 2: Get Certified. Certifications are essential for the technician to stand out: • ASE Certification is widely recognized across the truck and automotive sectors. • EVITP (Electric Vehicle Infrastructure Training Pro- gram) certifies electricians and EV charger installers. • Manufacturer-specific training (for example, Cater- pillar, John Deere, or Komatsu) is often required for OEM (original equipment manufacturer) dealerships. • MSHA Certification is mandatory for mining techni- cians working on-site (per https://namining.com/ careers/). MSHA, aka the Mine Safety and Health Ad- ministration, is a US federal agency under the Depart- ment of Labor. It is responsible for enforcing safety and health regulations in the mining industry, for both the surface and underground operations. Certifications not only validate your skills but also show employers you're serious about safety and professionalism. Step 3: Gain Hands-On Experience. Experience is key. Many employers want two to three years of field experience, but entry-level roles and apprenticeships are available. • North American Mining offers on-the-job training and safety programs for new hires (https://namining. com/careers/). • Electric vehicle technician roles often pair new hires with experienced mentors to build confidence in handling highvoltage systems (www.evtechnician. com/highlights/careers). Built to work How to apply for technician jobs in trucking, heavy equipment, and EV sectors. mediaphotos/iStock/Getty Images Plus Photo
6 SERVICE TRUCK Pulse March 2026 7 SERVICE TRUCK Pulse March 2026 • Agricultural equipment techs can start with intern- ships or seasonal work on farms or dealerships (www. boomandbucket.com/blog/how-to-become-an-agricul tural-equipment-technician). If you're just starting, look for programs like the Ascenso Farm Service Truck Technician Program, which recognizes technicians with five or more years of service and offers gear and prizes (https://m.farms.com/news/farmservice-truck-technician-training-210070.aspx). For truck technicians who service and repair Class 1–8 trucks, including diesel and electric models, working in fleet garages, roadside service units, or dealership service bays, employers always seem to prefer candidates with a few years of work experience. However, here are several entry-level pathways available. [ED. NOTE: The following are just some of the many examples we found and are not a recommendation or paid-for mention.] • Love’s Truck Care Academy offers a paid, accelerated five-week training program for diesel technicians. Graduates are placed at Love’s or Speedco locations as Level 5 diesel techs and receive a $3,500 tool set after one year. • Daimler Truck North America’s Finish First Program provides 12 weeks of manufacturer-specific training on Freightliner and Western Star trucks. Graduates earn six certifications and Professional Level Techni- cian status. • American Trucking Associations (ATA) sponsors registered apprenticeship programs across the US, combining paid on-the-job training with classroom instruction. Participating carriers include J.B. Hunt, Penske, Werner Enterprises, and more. • Isuzu Technical Center of America offers internships and mentorships for students interested in diesel engines and commercial vehicle systems. These programs could be ideal for those just entering the field or transitioning from related roles, such as tire techs or general mechanics. Step 4: Build a Targeted Resume. Your resume should reflect any of your: • Relevant certifications and training; • Experience with specific equipment, such as diesel engines, hydraulic systems, or battery packs; • Soft skills like customer service and safety awareness. Just make sure you tailor your resume to the job. For example, if applying to a mining company, highlight your MSHA training and experience with haul trucks. For EV roles, emphasize your knowledge of lithium-ion batteries and diagnostic software. Step 5: Apply Strategically. Use industry-specific job boards and company websites: • EV.Careers and Electrify America list EV technician roles (www.globalbrandsmagazine.com/finding-a-job- at-americas-top-ev-makers/); • Boom & Bucket and AgCareers.com feature agricul- tural equipment jobs (https://www.boomandbucket. com/blog/how-to-become-an-agricultural-equipment-- technician, and www.agcareers.com. • Mining.com and North American Mining post mining technician openings (https://namining.com/careers/). • TruckTechs.com and OEM sites like Daimler and Isuzu list truck technician jobs. Don’t overlook local dealerships, fleet operators, and service companies. Many offer apprenticeships or entrylevel roles with training. Step 6: Prepare for the Interview. Expect both technical and behavioral questions—and you'd better be able to answer. Below are examples of questions that could be asked: • “How do you diagnose a hydraulic failure?” • “Describe a time you worked under pressure.” • “What safety protocols do you follow when working with high-voltage systems?” For EV roles, be ready to discuss battery management systems, thermal controls, and charging infrastructure (www.evtechnician.com/highlights/careers). For agricultural techs, show familiarity with brands like Case IH, New Holland, and John Deere (www.boomandbucket.com/blog/how-to-become-an-agricultural-equipment-technician). Step 7: Stay Current. Technology is evolving fast—especially in EVs and smart diagnostics. Stay up-to-date by: • Attending trade shows like The Utility Expo, CON- EXPO, Work Truck Week, SEMA, ACT Expo, or The Battery Show; • Subscribing to industry publications, such as Service Truck Magazine; • Taking refresher courses and manufacturer updates. EV technicians, for example, must continually update their knowledge of battery chemistry, charging protocols, and software systems. And who says you can’t teach an old dog new trucks, er, tricks? OEMs are constantly improving their vehicles with better technologies. Technicians should adapt to the changes and continue to learn new things or become obsolete. Recognition, Advancement, and Pay Programs like the Ascenso Farm Service Truck Technician Program celebrate technicians with long service records. FYI, this is s a recognition initiative by Ascenso Tires North America to honor the essential role of farm service truck technicians in the tire industry who often work in challenging conditions—extreme weather, nights, weekends—to keep farms, construction sites, and businesses operational. Of course, good recognition by employers can lead to promotions, better pay, and industry visibility. In mining, construction, and agriculture, technicians who show leadership and innovation often move into supervisory or training roles. EV techs with strong diagnostic skills may transition into engineering or infrastructure development. For truck technicians, leadership skills could move one into a management position. Rather than having to turn a wrench for 10 hours a day, one gets to organize their very own staff of technicians. As for salary, it’s a crapshoot. We can tell you an average, but then you’ll wonder why your pay is so low. It’s because someone else has a higher-paying employer, and/ or they have more work experience. As well, a shop located near a bigger North American city will be able to charge its customers more, meaning a higher wage for the technicians. Then again, there’s also a higher cost of living. There are certain advantages to working in a small town, such as a lower cost of living and fewer things to spend your money recklessly on, but your rate of pay may be lower than in a city garage. Regardless, we’re going to offer up a range, keeping in mind that technician salaries vary by sector and location. As well, some shops allow mechanics to make more money by having an hourly rate, rather than working per job for a four-hour minimum. If you can do that four-hour job in two hours, you have the opportunity to make twice the financial rate. In other words, you can earn more by working more efficiently. Sometimes, however, a four-hour job requires four hours and even more. But that is where both you and your boss need to be better at determining project length ahead of time. Pay ranges in US$: • Truck Technicians can earn $40,000 to $70,000 a year, depending on experience and certifications; • Construction Equipment Techs may earn: $45,000– $80,000 a year; • Mining Equipment Mechanics: $50,000–$90,000 a year, often with overtime and hazard pay; • Agricultural Equipment Techs: $39,000–$50,000 a year on average • EV Technicians: $50,000–$85,000/year, with higher pay in urban areas and specialized roles. States like North Dakota, South Dakota, and Illinois offer some of the highest wages for agricultural and mining techs, according to www.boomandbucket.com/blog/howto-become-an-agricultural-equipment-technician. Final Thoughts Applying for a technician job in North America is more than filling out a form—it's about building a career. Whether you're drawn to diesel engines, electric drivetrains, or hydraulic systems, the opportunities are vast and growing. From the fields of Iowa to the mines of Nevada and the EV labs of California, technicians are keeping North America running. And, with the right training, certifications, and mindset, you can continue be part of that movement. JOBS JOBS Ivan Pantic/iStock/Getty Images Plus Photo eyesfoto/iStock/Getty Images Plus Photo Sometimes, getting the right mentor for a young technician to learn from can be key to ensuring longer employment with the company. Learning how to work safely within an EV maintenance shop is as important as knowing how how to repair the vehicle.
8 SERVICE TRUCK Pulse March 2026 9 SERVICE TRUCK Pulse March 2026 LUBRICANTS KARIN HAUMANN, OEM TECHNICAL SERVICE MANAGER, SHELL ROTELLA Winter storms across North America have delivered heavy snowfall and prolonged cold snaps this season, creating tough conditions for keeping trucks operating efficiently. Many regions face this challenge every year, and forecasts suggest that frigid temperatures will persist in several areas, putting added strain on engines, batteries, and other critical components. Understanding the benefits of using high-quality, lowviscosity engine oils in winter conditions is essential for protecting engines against harsh cold. Engine oil is the lifeblood of a truck’s engine, delivering the protection and performance needed to operate reliably. Choosing a low-viscosity oil during winter can improve cold-weather efficiency while helping reduce wear, minimize downtime, and avoid costly repairs that can add up quickly. High vs. Low Viscosity When temperatures drop significantly, higher-viscosity 15W-40 engine oils flow more slowly at startup, delaying lubrication to critical engine components. Viscosity measures a fluid’s resistance to flow at a given temperature, and in cold conditions, lower-viscosity oils move more freely through the engine. This faster circulation helps protect vital parts sooner, reducing wear during cold starts. One of the most versatile low-viscosity options is 10W30, which can often be used in place of 15W-40 across a wide range of diesel engine applications. The first number (before the W) reflects how easily the oil flows at low temperatures, while the second number indicates its viscosity once the engine is fully warmed up. A lower first number—10 instead of 15—means the oil flows more easily at low temperatures, which helps with cold starts and reduces wear during those first few seconds of operation. Once the engine is hot, both 10W 30 and 15W 40 behave according to their second number, so the “10 vs. 15” difference only matters in cold-weather performance. At low temperatures, 10W-30 is designed to flow more readily, providing faster lubrication and helping reduce friction on key components such as bearings and piston rings during startup. The advantages of low-viscosity engine oils extend far beyond just internal engine protection. Faster starts in cold weather reduce strain on the battery and starter motor, helping extend component life and lowering the risk of breakdowns during the most demanding months of the year. Full synthetic oils like Shell Rotella T6 10W-30 are specifically formulated to deliver consistent protection and performance when temperatures plunge. Engine Oil for Extreme Cold In extremely cold environments, ultra-low viscosity oils such as 5W-40 or 0W-40 are recommended. These formulations are designed to perform in the harshest winter conditions, enabling smoother startups and reliable protection even in sub-zero temperatures. This is particularly important for fleets operating in northern or remote regions where extreme cold is common. In many cases, 10W-30, 5W-40, or 0W-40 engine oils can be used during winter months instead of a traditional 15W-40. Before making a switch, operators should always consult the engine owner’s manual or work with a trusted service provider or dealer to ensure the selected oil meets the engine manufacturer’s recommendations. Beyond cold-weather performance, low-viscosity full synthetic engine oils can deliver benefits year-round. These oils help improve fuel efficiency, maintain engine cleanliness, and support long-term durability, while also contributing to reduced emissions across a wide range of operating conditions. Going Low As winter continues to challenge drivers and fleets across North America, selecting the right engine oil is one of the most effective steps operators can take to protect their equipment and maintain uptime. Low-viscosity, full synthetic engine oils are engineered to perform in extreme cold, helping engines start easily, run more efficiently, and stay protected when conditions are toughest. By choosing an oil designed for cold-weather performance and aligned with OEM (original equipment manufacturer) recommendations, fleets can reduce wear, minimize downtime, and keep trucks operating safely and reliably through even the harshest winters. For more on Shell Rotella and its line-up of lubricants, visit www.rotella.shell.com. ANDREW JOSEPH, EDITOR In mid-February, the U.S. Environmental Protection Agency (EPA) finalized a sweeping rule that repeals the 2009 Greenhouse Gas (GHG) Endangerment Finding for motor vehicles and eliminates all federal GHG emission standards for model years 2012 through 2027 and beyond. The action dismantles the regulatory framework that has governed vehicle‑related GHG compliance for more than a decade, including reporting, certification, and credit‑based programs built around the original finding. The agency described the repeal as the largest deregulatory action in its history, projecting more than $1.3 trillion in reduced regulatory costs. According to the rule, automakers and engine manufacturers will no longer be required to measure, report, certify, or comply with federal GHG limits, nor will they participate in GHG credit programs or submit GHG‑specific certification data. The EPA estimates an average cost reduction of more than $2,400 per vehicle due to the removal of greenhouse gas-related compliance obligations. The 2009 Endangerment Finding had concluded that six greenhouse gases, including carbon dioxide, contributed to air pollution that could endanger public health and welfare. That determination enabled the EPA to regulate motor‑vehicle GHG emissions under Section 202(a) of the Clean Air Act and to establish the first federal GHG standards beginning with the 2012 model year. The new rule states that Section 202(a) does not provide statutory authority for regulating motor‑vehicle GHG emissions in the manner previously used. In reevaluating the legal basis for the Endangerment Finding, the EPA cited several court decisions—including Loper Bright Enterprises v. Raimondo, West Virginia v. EPA, Michigan v. EPA, and Utility Air Regulatory Group v. EPA— as grounds for concluding that the earlier interpretation exceeded the authority granted by Congress. The agency asserts that major policy decisions of this scale must be explicitly authorized by legislation rather than administrative action. EPA Administrator Lee Zeldin said the repeal is intended to align EPA practice with statutory limits, stating: “The Endangerment Finding has been the source of 16 years of consumer choice restrictions and trillions of dollars in hidden costs for Americans.” The rule also eliminates all off‑cycle credits, which previously allowed manufacturers to earn compliance credits for technologies not directly measured on standard emissions tests, such as start‑stop systems. The EPA said removing the credit structure simplifies compliance and removes incentives tied specifically to GHG‑related technologies. While the repeal ends federal GHG‑specific requirements, it does not affect regulations governing criteria pollutants or hazardous air pollutants. Standards for nitrogen oxides, particulate matter, and carbon monoxide remain fully in place. State‑level programs and non‑GHG federal emissions rules also remain unaffected. The agency noted that the rule follows Executive Order 14154, issued in early 2025, which directed a review of the Endangerment Finding. The EPA initiated reconsideration in March 2025, issued a proposed rule in July 2025, and finalized the action in February 2026 after a 52‑day public comment period that generated more than 572,000 comments. For truck, engine, and vocational‑vehicle manufacturers, the repeal removes GHG‑specific compliance obligations but leaves traditional emissions requirements unchanged. The EPA said the change provides regulatory certainty and allows companies to plan future product development without federal GHG mandates. How low can you go? Low-viscosity oils provide strong engine protection in extreme cold climates. EPA repeals Vehicle GHG Standards and 2009 Endangerment Finding New rule eliminates federal greenhouse‑gas requirements, reporting systems, and credit programs for automakers. GOVERNMENT Shell Rotella T6 50W 40 can be added during scheduled maintenance, helping protect diesel engines from cold start wear and supporting consistent performance in harsh conditions. Photo courtesy of Shell Rotella Greggory DiSalvo/iStock/Getty Images Plus Photo
10 SERVICE TRUCK Pulse March 2026 11 SERVICE TRUCK Pulse March 2026 Yuta is truck mechanic working for Isuzu Motors in Tokyo, Japan, whose work culture is certainly different from any shop in North America. Watch a day in the life of Yuta for a taste of Japan. Watch Zeth Key, a Master John Deere agricultural service technician who creates in depth repair, diagnostics, and equipment failure videos from his work in central Illinois. Watch and listen to Richard, a Canadian bush heavy-duty mechanic as repairs forestry machines in what is a typical day’s work. A visit by Aaron Witt to the Finning CAT maintenance and repair shop in Fort McMurray, Alberta, Canada, where they are repairing the 798 AC, 797F, and 797B, some of the largest mining dump trucks in the world. POWER MOVE on the Day In The Life Of A Bush Heavy Equipment Mechanic Day In The Life of a Mining Vehicle Mechanic Day In The Life Of A Japanese Truck Mechanic Day in the Life of an Ag Mechanic
12 SERVICE TRUCK Pulse March 2026 13 SERVICE TRUCK Pulse March 2026 AUXILIARY POWER SYSTEMS ANDREW JOSEPH, EDITOR In the world of mobile maintenance and field service, you gotta have power. Power is everything. Whether it’s running diagnostic tools, powering welders, or lighting up a remote job site, service trucks rely on auxiliary power systems to keep crews working. And as technology advances, so do the options available to fleet managers and technicians. From traditional diesel generators to lithium‑ion battery banks and PTO‑driven underdeck systems, auxiliary power is undergoing a rapid transformation. Environmental regulations, fuel‑efficiency goals, and the push for quieter, cleaner job sites are accelerating the shift toward smarter, more sustainable solutions. Shifting to Cleaner, Quieter Power For decades, auxiliary power came from diesel‑powered generators or simply idling the truck’s engine. But with all of the anti‑idling rules tightening across North America and fuel prices remaining unpredictable, fleets are turning to alternatives that reduce emissions, noise, and operating costs. Electric and hybrid auxiliary power units (APUs)—especially lithium‑ion systems—continue to gain traction. They offer high energy density, fast recharge times, and zero emissions at the point of use. According to a market report by Visionary Data Reports, the global truck APU market is projected to grow from $2.5 billion in 2025 to $4.2 billion by 2033, driven by demand for cleaner, more efficient solutions. Carrier Transicold’s ComfortPro Lithium-Ion Electric APU, for example, delivers extended runtime and minimal maintenance, making it ideal for long-haul opportunities and field service applications. Dragonfly Energy’s Battle Born All-Electric APU uses LiFePO4 chemistry and offers wireless monitoring, fast charging, and ROI in under two years. Comparing Traditional vs. Hybrid Setups Traditional Systems: • Diesel Generators: Reliable and powerful, but noisy and emissions-heavy. • Engine Idling: Convenient but costly in fuel and wear. Modern Alternatives: • Lithium-Ion Battery Banks: This technology is quiet,, clean, and increasingly affordable. Ideal for intermit- tent or overnight use. • Inverter Systems: Convert DC from the truck’s battery to AC power. Best for light to medium loads. • PTO-Driven Systems: Use the truck’s engine to power compressors, generators, and hydraulic systems with out separate engines. Vanair’s PTO-driven underdeck systems are a prime example. Their ALL-IN-ONE Power System combines air, AC power, welding, and hydraulics in a single unit that is safely mounted under the truck, freeing up bed space and reducing weight. VMAC is another leading manufacturer of auxiliary power systems for service trucks. Their Multifunction Power Systems offer up to six power sources in one compact unit, including an air compressor, generator, welder, battery booster/charger, PTO/hydraulic pump, and cold climate kit. VMAC’s DTM70 and DTM70-H are the only direct-transmission mounted PTO-driven air compressors and multi-power systems available, making them ideal for fleets looking to save space and reduce weight. Other notable manufacturers include: • MEPS (Mobile Electric Power Solutions): This company specializes in belt-driven AC power systems like Road- Power and MobilePower, known for onboard integra- tion and reliability. • American Power Systems (APS): Provides high-output alternators and power conversion systems for special- ty and fleet vehicles, often custom-engineered for mission-critical environments. How service trucks are evolving with smarter auxiliary power systems From lithium‑ion battery banks to PTO‑driven underdeck systems, service trucks are embracing cleaner, quieter, and more efficient auxiliary power solutions. AUXILIARY POWER SYSTEMS Just–Super/iStock/Getty Images Plus Photo Lithium solid-state batteries for electric vehicles are continuing to evolve, and so the technician must continue to evolve with the technology. • ROYPOW: Offers 48V lithium-ion APU systems with so- lar integration and remote monitoring, designed for hotel loads, HVAC, and electrification in sleeper cabs and mobile platforms. • Emerging APAC manufacturers: New entrants in the lithium‑battery APU space are expanding global com- petition, particularly in hybrid and electric platforms. How About Some Context Why does all this matter? Well, there are some state-wide regulations in play, even if there isn’t a singular federal rule. Anti-idling regulations vary by region, but note that many states and provinces have strict limits on how long a vehicle can idle. For example, California’s Air Resources Board (CARB) enforces a five-minute idling limit for diesel vehicles, with fines up to $300 per violation. In the Canadian province of Ontario, regulations cap idling at three minutes. Auxiliary power systems help fleets comply by providing off-engine power for tools and climate control. Lithium-ion battery banks typically use LiFePO4 chemistry for safety and longevity, offering 2,000–5,000 charge cycles. Inverter systems range from 1,000 to 5,000 watts, suitable for powering laptops, lights, and small tools. PTO-driven compressors like VMAC’s DTM70 deliver up to 70 CFM at 175 PSI, while generators in multifunction systems can produce 6–10 kW of AC power. How about cost versus return on investment? We’ve found that lithium-ion APUs can cost between $8,000 and $15,000, depending on capacity and features, while PTO-driven systems range from $10,000 to $20,000. Despite the upfront investment, fleets often see ROI (return on investment) within a period of just 18–24 months through fuel savings, reduced engine wear, and lower maintenance costs. VMAC reported that its systems can reduce vehicle weight by up to 500 lbs, improving fuel economy. Many auxiliary power systems now integrate with fleet telematics platforms like Geotab, Samsara, and Verizon Connect. These systems allow managers to monitor power usage, schedule maintenance, and receive fault alerts remotely. Predictive analytics can identify failing components before breakdowns occur, improving uptime and reducing emergency repairs. Switching to electric APUs can reduce CO2 emissions by up to 10 metric tons per vehicle annually. This supports fleet sustainability goals and helps meet carbon neutrality targets. Quiet, emissions-free operation also makes these systems ideal for urban job sites and LEED-certified projects, where noise and air quality are tightly regulated. Fleets across industries are finding creative ways to integrate auxiliary power with their real-world solution: • Utility Fleets: Fleet Electric is a company that special- izes in inverter installations for underground utility and fiber-splicing vehicles, enabling AC power for tools and testing equipment without idling (www. fleetelectric.com/industries-served-current/utility-fleet- inverters-upfitting/). • Construction & Mining: PTO-driven systems power pneumatic tools and hydraulic lifts, reducing the need for tow-behind compressors. • Agriculture: Tractors and service trucks use PTOs to run sprayers, pumps, and augers, all the while maxi- mizing engine utility. Beyond utilities and construction, auxiliary power systems are used in oil and gas for powering tools at remote drilling sites, in municipal fleets for sewer inspection and road maintenance, and in telecom for mobile splicing labs and tower service trucks. Each application benefits from reThe VMAC DTM70 air compressor is a direct-transmission mounted PTO driven air compressor that provides up to 70 CFM. Photo courtesy of VMAC
14 SERVICE TRUCK Pulse March 2026 15 SERVICE TRUCK Pulse March 2026 AUXILIARY POWER SYSTEMS duced idling, improved tool access, and creating enhanced crew productivity. Fleet managers are also exploring electro-mechanical PTOs (ePTOs) for electric and fuel-cell trucks. These systems tap into high-voltage circuits to run auxiliary equipment without relying on traditional gearboxes. Auxiliary Power Challenges While auxiliary power systems offer significant benefits, they also come with challenges that fleets must address to ensure reliability and performance. Cold weather performance is a major concern, especially for lithium-ion battery systems, which can lose efficiency or fail to charge properly in sub-zero temperatures. Manufacturers like ROYPOW and Dragonfly Energy have developed cold climate kits and thermal management systems to mitigate these issues. Technician training is another hurdle. As systems become more complex—integrating electronics, telematics, and multiple power sources—technicians need specialized knowledge to diagnose and maintain them. VMAC and Vanair offer training programs and online resources to help service teams stay current. System complexity can also lead to integration issues, especially when retrofitting older vehicles. Compatibility with existing electrical systems, mounting constraints, and software integration require careful planning. Companies like MEPS and APS provide custom engineering support to ensure seamless installation. Weight and space constraints are ongoing challenges. Multifunction systems can be heavy and bulky, impacting payload and fuel efficiency. VMAC’s lightweight designs and underdeck mounting options help address these concerns by freeing up cargo space and reducing overall vehicle weight. Finally, integrating auxiliary power into legacy vehicles can be difficult due to outdated wiring, limited space, and a lack of digital interfaces. Fleet managers are increasingly working with original equipment manufacturers and aftermarket specialists to develop retrofit kits and modular solutions that simplify the process. Overcoming these challenges is essential to unlocking the full potential of auxiliary power systems and ensuring long-term fleet sustainability. Maintenance Tips for Auxiliary Power Systems Proper upkeep is essential to ensure reliability and safety. Here are some key practices: 1. Routine Inspections: Check wiring, connections, and fluid levels regularly. 2. Battery Health: Monitor charge cycles and replace aging batteries before failure. 3. Filter Changes: For diesel APUs, change air and fuel filters per manufacturer guidelines. 4. Cooling Systems: Ensure adequate airflow and clean vents to prevent overheating. 5. Record Keeping: Maintain logs of service intervals and repairs for each unit. Safety is equally critical. Operators should: • Keep areas around APUs clear of debris. • Refuel carefully to avoid spills. • Shut down units when not in use. • Watch for signs of trouble like smoke, leaks, or any types of unusal noises. Being prepared for trouble, helps avoid long-term troubles. Looking Ahead The move toward advanced auxiliary power systems isn’t just about compliance—it’s about smarter operations. Fleets that adopt lithium-ion or PTO-driven solutions have reported lower fuel costs, reduced engine wear, quieter job sites, and improved uptime and productivity. As environmental regulations continue to evolve, especially in urban areas, having a clean auxiliary power strategy is becoming a competitive advantage. With the market for truck APUs expected to grow at a seven percent CAGR through 2033, per www.visionarydatareports.com, innovation will continue. Expect to see: • Greater integration with telematics and fleet management platforms; • Modular systems tailored to specific vocational needs; • Renewable energy inputs, like solar charging. For service truck operators, the message is clear: auxiliary power is no longer an afterthought. It’s a strategic asset—one that can boost efficiency, reduce costs, and support a more sustainable future. Photo courtesy of Vanair From Vanair, the Air N Arc 300 system, provides more efficient use of your truck bed and reduces cost by combining five power sources: Rotary screw on-demand air compressor, 7 kW generator, 300 AMP welder, battery booster and battery charger – into one single unit. ANDREW JOSEPH, EDITOR The late‑January 2026 snowstorm slammed into North America with a level of disruption that was impossible to ignore, burying regions from the Southern Plains to the Great Lakes and into the Northeast under snow and ice, brutal winds, and dangerous wind chills. The storm’s impacts were severe and far‑reaching. At its peak, more than one million customers across the United States lost power as ice and sleet snapped trees and overloaded electrical lines, leaving communities exposed to life‑threatening cold. Even days later, hundreds of thousands remained without electricity, and officials warned of worsening conditions as frigid air settled in behind the system. While northern states are accustomed to being hammered by blizzards — and have the equipment, crews, and institutional muscle memory to respond quickly — many of the regions hit hardest this time simply weren’t built for a storm of this scale. Southern and mid‑Atlantic states faced treacherous conditions with limited plow fleets, thinner road‑salt reserves, and utility networks never designed for prolonged ice loading. The same was true for the lineworkers and emergency crews who suddenly found themselves battling conditions more typical of the Upper Midwest than their own backyards. Even so, they pushed through round‑the‑clock shifts, working in dangerous cold to restore power and reopen critical routes. Brutal winter blast slams US and Canada, punishing power grids As millions lost power amid brutal cold, utility crews across the US and Canada worked through dangerous conditions to restore electricity and reopen essential services. Crews from Louisville Gas & Electric and Kentucky Utilities worked through the night to restore power to more than 24,000 customers affected by the storm. Some Tennessee residents endured more than five days without heat or power, but Nashville Electric Service lineworkers continued pushing through sub‑zero temperatures to bring customers back online. Ice and snow hit Arkansas hard, but Entergy Arkansas’ advance planning helped keep outages to a minimum. After stabilizing their own grid, crews deployed south to assist neighboring states. This Hydro-Québec utility truck, designed for heavy-duty electrical work, is, we think—based on the hood curvature and grille proportions—an International WorkStar, as opposed to an International HV. Featuring robust tires and a triple axle, this vehicle is equipped with a Posi+ yellow bucket lift, mounted on an extendable boom to access elevated power lines. Photo courtesy of Ritchie Bros.
ANDREW JOSEPH, EDITOR The service‑truck industry entered 2026 hoping for clarity. Instead, it got a constitutional showdown, a rapid policy pivot, and a tariff landscape that now looks more unpredictable than ever. The U.S. Supreme Court’s 6–3 decision striking down President Donald J. Trump’s use of emergency powers under the International Emergency Economic Powers Act (IEEPA) was expected to reset the rules. Instead, it triggered a new phase of volatility. As Chief Justice John Roberts wrote, “The President asserts the extraordinary power to unilaterally impose tariffs of unlimited amount, duration, and scope.” That interpretation, the Court ruled, exceeded what Congress ever delegated. For manufacturers and fleets already reshaped by years of tariff‑driven inflation, the ruling initially looked like a turning point. The original tariff wave had added $15,000– $30,000 to the cost of a fully outfitted service truck, strained component availability, and narrowed customization options. Domestic builders benefited from the protective buffer, regaining market share and investing in new facilities as reshoring accelerated. But the Court’s decision didn’t unwind those costs—and it didn’t take long for a new tariff mechanism to appear. Within 48 hours, President Trump announced fresh global duties under Section 122 of the 1974 Trade Act, initially at 10 percent and quickly pushed toward the maximum 15 percent. Unlike IEEPA, Section 122 allows temporary tariffs for roughly five months before requiring congressional approval. Exemptions for critical minerals, metals, pharmaceuticals, and other categories soften the blow, but the overall effect is a tariff regime that is mutating rather than easing. The complexity now lies in stacking rules—which tariffs apply together, and which don’t. General duties, antidumping and countervailing duties, and Section 301 tariffs on Chinese goods always stack. Steel and aluminum tariffs can stack on each other. But Section 122 does not stack with Section 232 tariffs on steel, aluminum, copper, lumber, or semiconductors. For builders who rely on all of the above, the difference between stacked and non‑stacked duties can mean thousands of dollars per truck. One stabilizing force remains: the free-trade USMCA (United States-Mexico-Canada Agreement). Goods that qualify under the agreement stay duty‑free, even under Section 122. Canada and Mexico retain preferential access for automotive parts and steel‑intensive components, and the rules of origin continue to shield North American supply chains from global shocks. But that protection has a clock on it. The mandatory six‑year review begins in July 2026, and Trump’s stated goal of “realigning global trade and poaching key industries” suggests the review could become a pressure point. Refunds for unlawful IEEPA‑based tariffs may eventually offer relief, though Trump warned the process “could take years.” The U.S. Chamber of Commerce argues that “Swift refunds… will help support stronger economic growth this year,” but fleets aren’t counting on quick payouts. What’s clear is that the tariff era isn’t ending—it’s evolving. Section 122 duties, the upcoming USMCA review, and ongoing Section 232 tariffs create a policy environment where rules may shift faster than supply chains can adapt. For the service‑truck sector, the next chapter will be defined not by tariff levels but by tariff uncertainty. Tariff whiplash leaves service truck sector with uncertainties A Supreme Court ruling limiting presidential tariff powers collided almost instantly with a new tariff push from President Trump, deepening cost and sourcing uncertainty for service‑truck builders and fleets. GOVERNMENT wildpixel/iStock/Getty Images Plus Photo
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