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Fleet Equipment is the go-to website for trucking industry professionals, with written stories, videos and podcasts all dedicated to the specification, purchase and management of truck equipment. Fleet Equipment readers are experienced fleet managers who personally specify and purchase trucks, trailers, components and parts, fuel and oil, tires and wheels, support services – everything necessary to reduce downtime and meet customer expectations, and do so cost efficiently and profitably.

09/25/2026

Fleets don’t operate in a one-truck, one-lane world. Autonomous technology eventually has to account for that.

Waabi COO Lior Ron explains why moving the Waabi Driver into the Volvo VNL Autonomous with “zero retraining” could matter well beyond one truck platform.

We're in Madras, OR, at the Daimler Truck North America High Desert Proving Grounds, checking out the new Gen 6 Detroit ...
09/24/2026

We're in Madras, OR, at the Daimler Truck North America High Desert Proving Grounds, checking out the new Gen 6 Detroit DD15 engine.

DTNA tells us this new generation is built on its proven engine technology, with 74% of components carried over from Gen 5.
The company added that the new engines meet compliance requirements while aiming to bring fuel efficiency, reliability, and enhanced performance to customers.

Wanna join us on a test drive? Subscribe to Fleet Equipment so you don't miss our upcoming video, testing the new engine in a Gen 5 Freightliner Cascadia.

GM's 2027 heavy-duty pickups are getting more than an engine upgrade. An all-new 8.3L Duramax diesel brings 555 HP and 1...
09/24/2026

GM's 2027 heavy-duty pickups are getting more than an engine upgrade. An all-new 8.3L Duramax diesel brings 555 HP and 1,230 lb.-ft. of torque, while the standard 6.6L gas V8 gains power of its own. GM also redesigned the steering and braking systems to help manage everything those engines can pull.

Fleet Equipment got an early look at the changes at GM's Pontiac Engineering Center. Both engines will be offered in the 2027 Chevrolet Silverado HD and GMC Sierra HD, paired with an Allison 10-speed transmission.

The new Duramax is a clean-sheet design, replacing GM's current HD diesel rather than serving as a limited-production performance option. Compared with the outgoing engine, it adds 85 HP and 255 lb.-ft. of torque.

The 8.3L uses a compacted graphite iron block, forged steel crankshaft and connecting rods, and steel pistons. A variable-geometry turbocharger and dual-stage air-to-water charge cooling help manage performance and heat under sustained towing loads. The redesigned aftertreatment system also adds a useful option for operators: GM says drivers can manually initiate regeneration while driving or idling.

Gas-powered HD buyers aren't left out. GM's enhanced 6.6L V8 now produces 412 HP and 472 lb.-ft. of torque, with a new intake manifold, revised lubrication, an engine-mounted oil cooler, and a digital oil-level display. Both engines use updated transmission shift logic for heavy loads and grades.

And there's plenty for those engines to haul. Properly equipped trucks can tow up to 20,000 pounds conventionally or 38,000 pounds with a gooseneck. Maximum gross combined weight rating reaches 46,500 pounds, and every diesel dually can be configured to tow at least 30,000 pounds. Ratings depend on configuration.

GM also replaced hydraulic-assisted steering with a heavy-duty-specific rack-and-pinion electric power steering system, which it says is a segment first. It delivers approximately 30% more output than the previous steering gear while reducing kickback and eliminating hydraulic pumps, hoses, and fluid.

The new electronic brake-boost system is another claimed segment first. It works with larger front rotors, four-piston fixed front calipers, and upgraded rear brakes. Tow/Haul mode now coordinates engine mapping, shifts, exhaust braking, steering assist, and braking.

GM says its development team logged more than 1 million miles across 31 specially equipped HD trucks before pre-production builds. The new diesel will be built at the expanded DMAX facility in Brookville, Ohio; the gas V8 comes from Tonawanda, New York.

The 2027 Silverado HD and Sierra HD are expected at U.S. dealerships beginning in late 2026. Here's what we learned about the engines, towing capability, and engineering behind the update:

Read more: https://bit.ly/4rruoVr

09/23/2026

More utilization means more miles. It also means getting to the maintenance consequences faster.

Waabi COO Lior Ron explains why autonomous trucks could reach a million miles much sooner, and what accelerated wear could mean for fleet equipment planning.

Autonomous trucking has been “coming” for years. Waabi COO Lior Ron says the industry may finally be reaching the point ...
09/22/2026

Autonomous trucking has been “coming” for years. Waabi COO Lior Ron says the industry may finally be reaching the point where deployment becomes the bigger story.

We talked about the Volvo VNL Autonomous, door-to-door operations, fleet maintenance, network planning, and how simulation fits into AV safety.

See why Ron believes the pieces needed to scale autonomous trucking are beginning to line up.
https://bit.ly/4iI8b39

Continental Tire’s Brian Beierwaltes on Driving Brand PromiseThis episode of DriveTime features Brian Beierwaltes, head ...
09/21/2026

Continental Tire’s Brian Beierwaltes on Driving Brand Promise

This episode of DriveTime features Brian Beierwaltes, head of marketing, U.S. Passenger & Light Truck, Continental Tire.

Beierwaltes said he has institutionalized a simple question within the company — “Does this sell tires?” — as a key filter for marketing decisions. More specifically, it’s about whether such decisions help Continental Tire‘s dealer customers sell more tires and grow their business. Beierwaltes said the mindset helps the marketing team prioritize investments, evaluate new ideas and avoid programs that do not deliver meaningful results. Continental also incorporates feedback from dealer councils and direct customers to continually refine its programs and ensure they address dealers’ evolving needs and opportunities.

Beierwaltes discussed Continental’s Gold Dealer program as a cornerstone of the company’s go-to-market strategy and its commitment to being a consistent, long-term partner to tire dealers. Over the years, the program has expanded beyond its core benefits to include sales incentives, training through Engage 360, dealer marketing resources, consumer support programs, financing and a Dealer Business Suite that leverages third-party partnerships. These resources give independent dealers access to tools and benefits they may not be able to obtain on their own, while helping them grow their businesses and extend Continental’s value proposition to consumers.

Beierwaltes described value as the relationship between a brand’s promise and its price, making it essential for Continental to communicate the value of premium tires and what customers receive for their investment. That includes the technology, testing and R&D behind its tires, as well as support programs such as the Total Confidence Plan. He added Continental must equip dealers to communicate those differences during the relatively short window when consumers are making a tire purchase. Ultimately, the strategy combines premium products with strong consumer support and a dealer partnership that helps retailers confidently sell and stand behind the Continental brand.

▶️ WATCH THE FULL INTERVIEW HERE: https://bit.ly/4heuxqD

Episode Overview:

•How Continental uses the “Does this sell tires?” mindset to evaluate marketing investments and help its dealers grow their businesses. (11:08)

•How Continental’s Gold Dealer program delivers training, marketing resources, sales incentives, and business support to help dealers succeed. (7:46)

•How Continental helps dealers communicate the value of premium tires by emphasizing technology, testing, performance, and consumer support. (14:46)

•Continental differentiates itself through consistent dealer partnerships, broad vehicle coverage, and continued product innovation. (19:47)

•Lightning Round: Beierwaltes shares some personal insights beyond the tire business. (22:21)

Four powertrain options, two all-new V8s, and a diesel that can travel more than 900 miles between fuel stops. GM shared...
09/17/2026

Four powertrain options, two all-new V8s, and a diesel that can travel more than 900 miles between fuel stops. GM shared plenty of engine news in Flint, Mich., where we attended the unveiling and toured the company's engine manufacturing facility.

The new lineup will power the 2027 Chevrolet Silverado 1500 and GMC Sierra 1500. The centerpiece is GM's sixth-generation small-block V8 architecture, featuring two all-new engines:

• 5.7L V8: 402 HP and 428 lb.-ft. of torque. A properly equipped Silverado can tow up to 13,700 pounds, while the Sierra reaches 13,500 pounds.

• 6.6L V8: 481 HP and 501 lb.-ft. of torque, making it the most powerful naturally aspirated V8 in its segment, according to GM.

More than displacement changed. Both engines feature a redesigned architecture with higher compression ratios, improved airflow, and a dual-fuel system combining direct and port fuel injection. A new lubrication system incorporates a continuously variable oil pump, on-engine oil cooler, and revised oil feed locations to improve oil pressure consistency.

"Fundamentally, it's a lot more than just a bigger engine," said Mark Dickens, GM's executive chief engineer for full-size trucks and SUVs, during the unveiling.

And GM didn't stop with the V8s.

The enhanced 2.7L TurboMax four-cylinder gains 40 HP and 25 lb.-ft. of torque, bringing output to 350 HP and 455 lb.-ft. An upgraded turbocharger accounts for much of the increase, but Dickens emphasized that the additional horsepower extends across a 1,000-rpm range, rather than appearing only at peak output.

The returning 3.0L Duramax inline-six diesel retains its 305 HP and 495 lb.-ft. of torque, while receiving several updates aimed at improving performance and reliability.

Then there's that range we talked about.

With an available 34-gallon fuel tank, GM estimates the diesel can exceed 900 miles of highway driving in a two-wheel-drive configuration. That's based on an estimated 27 highway mpg, with actual range varying. GM also increased DEF tank capacity by two gallons, or 37%, to help reduce interruptions on longer trips.

All four engines will be paired with a 10-speed automatic transmission.

Beyond the performance figures, GM detailed its redesigned engine architecture, expanded manufacturing quality controls, and extensive validation efforts. The company expects to complete more than 1.5 million miles of real-world, on-road testing before the trucks reach dealerships later this year.

Production of the new V8s will begin at Flint Engine Operations, with additional capacity planned in New York and Ontario.

We take a closer look at the engineering, capability, and manufacturing behind GM's next generation of light-duty engines, including insights from the unveiling and plant tour. https://bit.ly/4Ao81nW

# Engines

Playing by the Rules: The path to ongoing success for JKC Trucking in a changing industryAddressing issues that are beyo...
09/15/2026

Playing by the Rules: The path to ongoing success for JKC Trucking in a changing industry

Addressing issues that are beyond their control, trucking companies are often navigating the impacts of rising fuel prices, escalating equipment costs, changing workforce expectations, and an increasingly complex regulatory environment. For JKC Trucking, however, meeting those challenges while maintaining a commitment to safety and professionalism has been the foundation of its success for more than four decades.

“As an industry, we need to stop making safety a political issue,” said Mike Kucharski, co-owner and vice president of JKC Trucking. “The focus should be on training drivers correctly and making sure they are qualified to do the job.”

That perspective extends to one of the most current issues in trucking today: enforcement of English-language proficiency (ELP) standards for commercial drivers. Recently, the debate returned to the forefront with a recent Federal Motor Carrier Safety Administration (FMCSA) proposed rule that would codify existing English-language proficiency enforcement standards as a federal regulation.

FMCSA officials, under the direction of U.S. Secretary of Transportation Sean Duffy, argue that commercial truck drivers must be able to read road signs, understand emergency communications, and interact with law enforcement personnel to operate safely on public highways. Fundamentally, Kucharski agrees.

“This isn't about who is behind the wheel,” Kucharski said. “It's about whether they're trained and able to operate their vehicle safely. English-language proficiency requirements have existed for decades and are not a new standard being invented today. Only the focus on enforcement has changed.”

At the same time, Kucharski argues that simply removing drivers from service does not fully address the root cause of the problem, especially while carriers continue to wrestle with driver shortages and changing demographics. “The answer is deeper,” he said. “Train drivers correctly across the board.”

One of Kucharski’s biggest concerns is the role of CDL mills, training providers that focus on rapidly producing licensed drivers without adequately preparing them for life on the road. “In many ways, drivers are set up to fail by CDL mills,” he stated. “Inadequate training also creates safety risks that affect everyone on the highway. Drivers who are not trained properly place themselves and others at risk.

“More troubling is the effect such practices have on professional carriers that invest heavily in training, compliance, and safety,” Kucharski continued. “It becomes a black eye for the trucking community and for companies that play by the rules.”

TO CONTINUE READING, CLICK HERE: https://bit.ly/4xsBSsy

House Committee Advances Diesel Emissions Reduction Act The House Energy and Commerce Committee unanimously advanced the...
09/14/2026

House Committee Advances Diesel Emissions Reduction Act

The House Energy and Commerce Committee unanimously advanced the EPA's DERA of 2025 (https://bit.ly/46iQZtD), moving legislation that would renew federal support for replacing and upgrading older diesel equipment one step closer to a House vote.

H.R. 2140 would reauthorize the DERA program through FY2029. Its previous authorization allowed up to $100 million annually through FY2024. The bill would extend that authorization through 2029.

Reps. Doris Matsui, D-Calif.; Ken Calvert, R-Calif.; Chellie Pingree, D-Maine; and Nick Langworthy, R-N.Y., introduced H.R. 2140 in March 2025. The House Environment Subcommittee advanced the legislation by voice vote in July before the full committee took it up Sept. 2.

Congress created DERA in 2005 to accelerate the replacement or upgrade of older diesel engines and equipment. EPA's program can support projects involving Class 5-8 highway vehicles, as well as buses, off-road equipment, locomotives, marine engines, and other diesel-powered equipment.

That gives the legislation a direct connection to commercial fleets. Depending on the specific DERA program, funding can support eligible vehicle and equipment replacements, engine replacements, verified retrofit technologies, and idle-reduction technologies. Approximately 30% of annual DERA appropriations are directed to state programs.

EPA's latest report to Congress shows the scale of the program to date. From fiscal years 2008 through 2020, EPA awarded nearly $960 million to replace or retrofit approximately 76,900 engines and vehicles. The agency estimates those projects saved 572 million gallons of diesel fuel over the lifetime of the affected equipment.

Demand has also historically exceeded available funding. EPA reported that DERA grant and rebate applicants requested $220 million more than was available in FY2019 and FY2020 alone.

American Trucking Associations Chief Advocacy and Public Affairs Officer Henry Hanscom welcomed the committee's action, saying “DERA has been instrumental in that progress, helping motor carriers invest in the newest, cleanest equipment and accelerate the deployment of proven innovations”.

The committee vote does not reauthorize the Diesel Emissions Reduction Act on its own. H.R. 2140 must still pass the full House, and Congress would need to complete the legislative process before the extension becomes law.

There is movement on the Senate side as well. S. 2235, the Senate companion to the House bill, cleared the Senate Environment and Public Works Committee by voice vote in October 2025 and was reported without amendment.

The legislation also would not automatically provide $100 million each year. It would authorize Congress to appropriate that amount annually through FY2029. Actual funding would remain subject to the appropriations process. The Congressional Budget Office noted that $90 million was appropriated for DERA in 2025.

09/11/2026

How can automated paint mixing help commercial vehicle refinish shops increase throughput?

In this episode of Paint, Productivity and Profit, sponsored by Sherwin-Williams, Julie Voisin and Garrett Ackman discuss the CollisionCore Pronto XL automated paint mixing system, Versahyde commercial vehicle coatings, and the technical support behind them.

Learn how Sherwin-Williams says shops can reduce mixing time, improve consistency, minimize waste and rework, and give technicians more time for higher-value tasks while helping fleet vehicles return to service faster.

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