Straight answers to the questions we actually get asked

Class 6 through Class 8 trucks, tractor units, dry vans, reefers, flatbeds, tankers, chassis and vocational vehicles including dump trucks, mixers and roll offs. We also handle medium duty straight trucks and box vans for local delivery fleets.

Both. We run mobile service units across the Baltimore metro area six days a week, and we have shop bays for work that needs a lift, an overhead crane or a controlled environment. Roughly two thirds of what we do is completed without the truck coming in.

Our shop is at 1200 Ponca St, Baltimore, MD 21224, in the Canton industrial area, and we cover Baltimore City plus the surrounding metro area out to roughly 30 miles: Baltimore County, Anne Arundel, Howard, Harford and northern Prince George's.

Owner operators, regional carriers and drayage fleets running out of the Port of Baltimore, plus distribution and vocational fleets across the metro area. Single trucks and multi unit fleets get the same diagnostic process and the same written measurements.

Our technicians hold ASE heavy duty certifications and platform specific training for the engine and transmission families we service. Our DOT annual inspections are completed by qualified inspectors who meet the federal requirements.

Yes. Trailer work is a substantial part of what we do, covering structure, floors, doors, liftgates, lighting, full electrical overhauls, brakes, landing gear and suspension.

We can, but check first. Warranty repairs on the engine or driveline usually have to go through an authorised dealer to be covered. We will tell you honestly when a dealer is the better financial choice rather than taking the work.

We handle the trailer itself including structure, doors, insulation panels, lighting, brakes and running gear. The refrigeration machine is specialist work, and we will refer you to a reefer specialist for that while we cover everything else.

We focus on commercial trucks and trailers. Some heavy duty chassis work on buses and large RVs overlaps with what we do, so call and describe the vehicle and we will tell you honestly whether it is in our wheelhouse.

You are welcome in the customer area, and a technician will walk you out to show you a fault when that is useful. For safety and insurance reasons we cannot have customers in the bays while work is underway.

Yes, with seating, restrooms and wifi. For longer jobs we will be straight with you about whether waiting makes sense or whether you are better off arranging a ride.

We will give you our honest read. If a repair costs more than the truck is realistically worth, or if it is the third expensive failure in a year, we will say so rather than quoting it and staying quiet.

Yes. A pre purchase inspection covers engine condition, a full scan for stored faults, brakes, frame, driveline, tires and aftertreatment, with a written report. It is a small cost against a used tractor purchase.

Dispatch is answered in English and Spanish. If you need another language, tell us and we will work through it rather than rushing you off the phone.

Yes, and a large share of our work is owner operators. You get the same diagnostic standard and the same written estimates as a fleet account, without needing volume to be taken seriously.

Yes. Every job is recorded against the unit, with the findings, measurements and parts used. That history is available to you and is what makes a maintenance file useful during an audit or a sale.

We are mobile, we answer at night, and you talk to the person who worked on your truck rather than a service writer. A dealer is the right call for warranty work and some proprietary software procedures, and we will point you there when that is the case.

We can often narrow it down and tell you whether the truck is safe to move, which is the most important question. A real diagnosis needs the truck, a scan tool and a meter.

We will walk drivers through pre trip inspection points and what specific dash warnings actually mean. For fleet accounts we can run a session at your yard, which usually reduces avoidable roadside calls noticeably.

Unit number, make, model and year, the engine, your exact location, whether you are loaded, and the symptom in plain language including any dash message or code. Those details decide which truck and which parts we send.

Yes. Dispatch is answered Monday to Saturday, 6:00am to 4:00pm. Nights and weekends account for a large share of our roadside work.

We work from Ponca Street in Baltimore and cover roughly a 30 mile radius from there, so the city, the port areas and the inner Beltway ring are the shortest runs and places like Columbia, Owings Mills and Aberdeen are the longest. We will tell you honestly where a unit is and what the run looks like at that time of day rather than quoting you a number we cannot control.

Your exact location including the highway, direction of travel and nearest mile marker or exit, the unit details, whether you are loaded, and what has happened. Those four things determine which truck we send and what goes on it.

Most of ours are. Tires, batteries, air leaks, belts, hoses, alternators, fuel and DEF delivery, forced regens and a good deal of diagnostic work are all completed on site. Work needing a lift or the engine opened up comes into the shop.

Get well onto the shoulder if you can, hazards on, triangles out at the required distances, and stay out of the vehicle on the non traffic side if the position is exposed. On a live shoulder like I-695, standing between the truck and the traffic lane is the most dangerous thing you can do.

It depends on the exact spot. Some stretches have adequate shoulder and some have almost none. If your position is not safe to work, we will tell you and arrange a short relocation first rather than putting a technician in a live lane.

The Fort McHenry and Harbor tunnels and the Bay Bridge are controlled by the Maryland Transportation Authority and there is no safe working area. Those are tows, not roadside repairs. Follow the authority instructions and call us for the recovery.

After hours and holiday rates apply outside normal shop hours. Dispatch tells you the call out fee and the labour rate before we roll, so it is on the table before you commit.

Yes, diesel and DEF. If the truck has already derated for low DEF we can usually get it topped up and running again on site.

It depends on the derate. A 5 mph speed limit derate means you stop where you are. A soft power derate may let you reach a safe location. Give dispatch the exact dash message and any code and we will tell you which one you have.

Yes, in most cases. Our mobile units carry the software to command a stationary regen. It needs a location with clearance around the exhaust because temperatures get very high, so we will not do it in a tight spot.

We tell you straight away rather than billing hours on the shoulder, then arrange a tow to our shop or wherever you prefer. Diagnosis done at the scene still counts, so the shop does not start from zero.

Yes, for the vehicle recovery side, coordinating with law enforcement and providing the documentation your insurer will need. Emergency services take priority at any scene with injuries.

If the repair makes the vehicle safe and compliant, yes. We will not clear a fault code or bypass a defect just to get you moving, because that puts you back on the road with a known problem and exposes you at the next inspection.

We call you back if anything changes. If we are held up by traffic or a job that ran long, you hear it from us rather than sitting there wondering.

We stock the common commercial sizes including 11R22.5, 295/75R22.5 and 285/75R24.5 in steer, drive and trailer patterns. Give dispatch the size on the sidewall and we will confirm before rolling.

Yes, six days a week. We will also test the batteries and charging system while we are there, so you know whether you will be calling again tomorrow morning.

Yes, lockout service is available across our coverage area. Be ready to show that the vehicle is yours or that you are authorised to operate it.

Tell dispatch that when you call, because it changes the priority. An obstruction is treated differently from a truck parked safely on a shoulder.

Yes, including snow and ice, which is when call volume peaks. Severe weather means everybody needs help at once, and we will be honest with you about the wait rather than pretending there is not one.

Yes. Fleet accounts commonly have dispatch or maintenance authorise work by phone or purchase order. We just need the authorisation from somebody entitled to give it before we start.

Tires by a wide margin, followed by batteries and no start conditions, then air system faults and DPF derates. That is exactly why those parts live on the service trucks.

A service call fee covers getting a truck and technician to you, then labour and parts on top. Dispatch quotes the call out fee and the labour rate before we roll, so nothing on the invoice is a surprise.

A quote based on a described symptom is free. Diagnostic time is charged, because finding the fault properly is the work. If you approve the repair with us on the same visit, the diagnostic time is credited against it.

It matches unless we find something we could not see at estimate time, and in that case we stop and call you before continuing. You will not open an invoice and discover work you did not approve.

Rates differ between shop work, mobile service and after hours calls. Dispatch quotes the applicable rate before any work is authorised, and fleet accounts have agreed rates set in advance.

Yes, at our diagnostic rate, quoted up front with an estimate of the hours. Any shop that quotes flat rate diagnosis before seeing the truck is guessing at your expense.

Mobile calls carry a minimum that covers the call out and the first hour. Shop work is billed in fifteen minute increments after the first half hour.

On major jobs such as overhauls or work needing significant special order parts, we take a deposit covering the parts. The balance is due on completion, and the deposit is itemised on the final invoice.

Major credit cards, debit, company checks from established accounts, ACH transfer, and fleet cards including Comdata and EFS. Cash is accepted at the shop.

Net terms are available to approved fleet and commercial accounts after a credit application. First time retail customers pay on completion.

The call out fee makes mobile work cost more per job, but it is usually cheaper overall once you account for a tow and the downtime of moving the truck. We will tell you which way makes financial sense for your specific situation.

Yes, like every shop, and the margin is normal for the trade. What we will not do is hide it in vague line items. Parts are itemised on the invoice with part numbers.

Yes. Tell us the number and we will stop and call you before crossing it. That works well for diagnostics where the outcome is genuinely uncertain.

We do not chase quotes, because the cheapest number usually reflects a different scope. If you have a lower quote, send it and we will explain honestly where the difference is and whether it matters.

There is no charge while a truck is actively being repaired or waiting on parts we have ordered. Units left beyond a reasonable period after completion attract a daily storage fee, which we will tell you about before it starts.

Travel is covered by the call out fee for locations inside our standard coverage area. Calls at the far edge of coverage may carry a mileage component, which is quoted before dispatch.

Yes, though we cannot warranty a part we did not supply, and the labour warranty is limited if the supplied part fails. We will tell you plainly whether it is a sensible decision for the specific part.

If we misdiagnosed it, we go back and fix it correctly at our cost. If the truck has a second unrelated fault, that is a separate repair and we will show you the evidence rather than just billing it.

A shop supplies line appears on invoices and covers consumables such as cleaners, rags, sealants and hardware. Waste oil, coolant, refrigerant and tire disposal fees are itemised separately where they apply.

Routine PM and inspections are typically booked two to five working days out. Diagnostic and breakdown work is fitted in as fast as we can, often same or next day.

For roadside and mobile calls, yes, that is the whole point of them. Shop work depends on bay availability, and dispatch will tell you honestly whether we can take it today rather than booking you in and leaving the truck standing.

Yes. Overnight and weekend scheduling is available and is often the best option for fleets, since the trucks are back in service for the working day.

A standard PM with a full inspection runs three to four hours. Add time if the inspection turns up work you want done during the same visit, which is usually the efficient choice.

Typically one to two days depending on parts and what else is found once the transmission is out. We will give you a realistic estimate before starting, not an optimistic one.

Plan on one to two weeks depending on parts availability and whether machine work is needed on the head. We give you a schedule up front and tell you when it slips.

We tell you the expected arrival date and keep you updated if it moves. Where a delay is going to be significant we discuss alternatives, including a different brand or a reman unit that gets you rolling sooner.

Yes, and for fleets that is the normal arrangement. Tell us the windows and we will build the schedule around them rather than against them.

Yes, by arrangement. Fleet accounts commonly drop units overnight for work the following morning. Call ahead so we know a truck is coming and where to put it.

Yes. Book ahead, since inspection slots fill up. Booking any known repairs at the same visit means the truck leaves compliant rather than needing a second trip.

We stop, call you with what we found, what it costs and how it changes the completion time, and wait for your decision before continuing.

Yes. You get an update when the diagnosis is complete, when work is authorised, if anything changes, and when the truck is ready. If a job runs multiple days you will hear from us daily.

Yes, and for most fleets that is the better answer. Our mobile units carry bulk oil, filters and consumables so a yard PM does not turn into a parts run.

Scheduled mobile work is booked to a time window like any appointment. Emergency roadside calls take priority over scheduled work, and if that pushes your slot we will call you rather than leaving you waiting.

Roadside dispatch runs on holidays. Shop bays are closed on major holidays, and holiday rates apply to mobile work on those days.

For most routine work, yes, if it is in the bay by mid morning. We will tell you at booking whether same day is realistic for what you are describing.

Baltimore City and 29 surrounding communities across Baltimore County, Anne Arundel, Howard, Harford and northern Prince George's, including Towson, Dundalk, Essex, Glen Burnie, Catonsville, Columbia, Annapolis, Ellicott City, Owings Mills, Rosedale, Middle River, Pasadena, Severn, Elkridge, Randallstown, Windsor Mill, Arbutus, Halethorpe, Linthicum, White Marsh, Jessup, Hanover, Woodlawn, Parkville, Edgemere, Timonium, Bel Air, Aberdeen and Laurel.

I-95, I-695 the Baltimore Beltway, I-83, I-97, I-195, I-795, I-895, US-40, US-1, US-29, US-50 and MD-295 the Baltimore Washington Parkway, plus the state routes within our coverage area.

Sometimes, depending on the job and how busy we are. Calls beyond the standard area carry a mileage component and a longer response window, and we will tell you honestly if another provider can reach you faster.

Our coverage stops at the Bay Bridge approach. Beyond the bridge is outside our area and we will say so rather than have you wait for a truck that is not coming.

About 30 miles, which puts it at the outer edge of our coverage. Summer weekend Bay Bridge traffic makes it a longer run again, and we will say so rather than pretend otherwise.

Baltimore City, Dundalk, Parkville, Arbutus, Halethorpe and Glen Burnie are the shortest runs, because of how close they sit to the shop and to the port.

Yes. Drayage and chassis work around Seagirt, Dundalk Marine Terminal and Locust Point is a core part of our business, and we schedule around terminal gate hours.

Yes. Give us the facility name and gate plus any check in requirement, so the technician is not held at security while your truck waits.

Yes, on the sections within our coverage. Note that part of MD-295 is federally administered, which affects how a disabled vehicle is handled, and we will explain that if it applies.

Yes. Rest areas and truck stops are actually easier to work in than a live shoulder, so if you can safely reach one before shutting down, do.

Yes, provided we can access it safely. Tell dispatch about height restrictions, gate widths and whether you are obstructing anything so we send a unit that fits.

Significantly. Traffic on I-695 and I-95 between 3pm and 7pm can add 30 minutes or more to any run. Dispatch factors that into the window rather than quoting an off peak number.

Highway number, direction of travel, nearest exit or mile marker, and which side you are on. Inner loop or outer loop on I-695 matters more than almost anything else for finding you quickly.

Yes, including Columbia, Ellicott City, Elkridge and Jessup. The distribution belt along MD-175 and US-1 is a large part of the work we do there.

Locations inside the standard coverage area are covered by the normal call out fee. Calls at the far edge may carry a mileage component, quoted before we dispatch.

Often yes, depending on distance and equipment availability. Give dispatch the location and the unit details and we will quote the move.

That the ECM has logged a fault it considers significant. It is a symptom, not a diagnosis. An amber lamp usually means get it looked at soon, a red stop lamp means shut down safely now, and a flashing lamp means the fault is active and damaging.

Repeat plugging means excess soot is being produced or the truck never gets hot enough to regen passively. Leaking injectors, a failed EGR cooler, turbo problems and short stop start routes are the usual causes. Cleaning the filter without fixing the cause just resets a countdown.

No. Tampering with an emissions system is a federal violation, it fails inspection, and it carries substantial fines. We repair the system so it works instead.

A leak somewhere in the system, most commonly at a chamber, a gladhand, a fitting or a valve. A compressor that cycles constantly is usually working to cover a leak rather than failing itself. We leak down test to find it.

Wear patterns are evidence. Feathering points at toe, one sided wear at camber or a bent component, and cupping at dead shocks or worn kingpins. Aligning a front end that has play in it will not hold, so we inspect and repair first, then align.

A tire can be repaired if the injury is inside the repairable tread area, the casing is sound and it has not been run flat. Sidewall damage, run flat damage and injuries outside the crown mean replacement. We will show you the injury.

Clamping force settles after the first heat cycles and the joint relaxes. Retorquing within the first 50 to 100 miles is what prevents a wheel off. We note the interval on your invoice.

Refrigerant is not consumed, so a system that is low is leaking. Topping it up without finding the leak means paying for the same gas twice. We pressure test, locate the leak, repair it, then recharge to the specified weight.

That usually points at airflow across the condenser, which means a fan clutch fault, a blocked condenser, or a charge problem that only shows when airflow drops. All three are testable.

Possibly, but blend door actuators, air trapped in the cooling system and a stuck thermostat produce the same complaint. We check coolant flow through the core before condemning it, because replacing one is a dash out job on many trucks.

Usually a parasitic draw from an accessory, an inverter, a reefer control or a module that is not going to sleep, and occasionally a corroded ground. We measure the draw and isolate the circuit rather than selling you batteries again.

If the bank is young and one failed early, a single replacement can work. On a bank two years or older we recommend replacing as a set, because a new battery paired with tired ones is dragged down to their level.

Water is bridging a corroded pin in the seven way connector or shorting a chafed spot in the harness, then drying so the fault disappears. We test the connector under load and inspect the usual chafe points.

Clutch problems typically show as slipping under load, a high or soft pedal, or difficulty getting into gear from a stop. Transmission problems more often show as noise in specific gears or dropping out of gear. We confirm which before quoting.

Do not ignore it. Cold shift complaints usually trace to fluid condition or a clutch actuator starting to fail. Catching it at that stage is far cheaper than after it strands you.

Worn kingpins, tie rod ends, drag link or steering box, incorrect alignment, low or uneven tire pressure, or a ride height problem on air suspension. It is a measured inspection, not a guess.

Shocks fail gradually so drivers often adapt without noticing. Signs are a harsher ride, more body movement over bumps, and cupping wear on tires. They also increase load on the rest of the suspension when they are done.

Sometimes, and it depends entirely on the location and what the manufacturer permits for that chassis. Some areas can be welded with reinforcement, others must not be welded at all. We check the specification before striking an arc.

White smoke on a warm engine typically means unburned fuel or coolant entering the combustion chamber, pointing at injectors, timing or a head gasket. Cold weather startup vapour is normal and clears quickly, which is a different thing.

Too much fuel or not enough air. Restricted air filters, turbo problems, charge air cooler leaks, EGR faults or injector problems are the usual list. It also loads the DPF fast, so it tends to arrive alongside regen complaints.

No. Shut down safely and call. Continuing on an overheating diesel is how a coolant leak becomes a head gasket and then a cracked head. The tow costs a fraction of the engine.

Ash cleaning is typically due between 200,000 and 400,000 miles depending on engine, oil consumption and duty cycle. Terminal and port trucks running short cycles often need it sooner because they rarely regen passively.

Cleaning removes accumulated ash and soot and is far cheaper. Replacement is needed when the substrate is cracked or the ash load is beyond recovery. We flow test after cleaning so we can prove which one you are dealing with.

Common causes are contaminated or degraded DEF, a failed quality sensor, a blocked doser, heater faults in cold weather, or NOx sensor failure. DEF has a shelf life and degrades in heat, which catches a lot of people out.

Usually a wheel speed sensor or a damaged tone ring, both of which are quick fixes. It is a violation on a roadside inspection even when the service brakes work normally, so deal with it before your next inspection rather than after.

Every PM interval, which for most highway tractors means every 90 days or roughly 25,000 miles. Stop and go port and Beltway work wears linings faster and often justifies a shorter interval.

Yes. Replacing one side of an axle creates a braking imbalance and a pull. Linings, hardware and drums or rotors get done as a set per axle.

Tire balance, a bent wheel, driveline u-joints, a failing centre bearing, or a driveshaft out of balance. Vibration that changes with road speed rather than engine speed points at the driveline rather than the engine.

We repair from individual board replacement through to section replacement and crossmember repair. We will tell you honestly when a floor is far enough gone that repair stops making financial sense.

Most commonly the power supply, a failed motor or pump, hydraulic leaks, or a control fault. Liftgates draw heavily, so a weak battery bank causes symptoms that look like a gate fault.

Yes, on tractors and trailers, completed by qualified inspectors, with the documentation for your file and the decal for the unit.

Brake related violations lead by a wide margin, followed by tires and lighting. All three are things a proper PM inspection catches while the truck is standing still.

A vehicle is placed out of service when 20 percent or more of its brakes are defective, and individual conditions such as excessive pushrod stroke count toward that. Because the stroke limit depends on chamber type and size, we measure every wheel end against the published limit rather than working from memory.

Vehicle maintenance violations feed the Vehicle Maintenance BASIC, and out of service findings carry heavier weight. A pattern of brake and lighting violations moves the score quickly, which raises your inspection frequency.

Federal rules require records identifying the vehicle, plus inspection, repair and maintenance history, retained for the period the vehicle is under your control and for a period afterwards. We file service records by unit number so the history is complete when somebody asks.

We can supply complete maintenance records for units we service and identify gaps in the file. We are not compliance consultants, and for a full audit preparation you want somebody who does that specifically.

A full vehicle and driver inspection: brakes including stroke measurement, steering, suspension, frame, tires and wheels, lighting, coupling devices, exhaust, cargo securement, plus driver credentials and hours.

A repair executed to the manufacturer procedure will. A poorly done weld on a frame rail is an out of service item, which is exactly why the procedure matters more than the welder.

Every 12 months for each commercial vehicle, including trailers. Book ahead because inspection slots fill, and get known repairs done in the same visit so the unit leaves compliant.

Steer tires require more remaining tread than other positions, and both limits are measured in the major grooves. We record tread depth by position at every PM so you can plan replacements instead of failing on them.

Often yes, depending on what it is. Lighting, air leaks, tires and brake adjustments are commonly repaired on site. Anything requiring a lift or structural work needs the shop.

Yes. Invoices detail the work performed, parts used and measurements taken. Brake jobs come with a measurement report by wheel end.

It cannot be moved under its own power until the defect is corrected. Call us with the inspection report, and where the repair can legally be done at the location we will come to you. Otherwise it is a tow.

An inoperative ABS with the lamp illuminated is a violation on both tractors and trailers, even when the service brakes function normally.

Yes, seriously. Tampered emissions systems are a federal violation, will fail inspection, and expose the operator to significant penalties. We do not perform deletes and we will tell you if we find one.

Inoperative required lamps including stop, tail, turn, marker and clearance lamps, plus missing or damaged reflectors. Trailer lighting is where most of these are found, and corrosion is usually the cause.

We inspect the anchor points, rub rails, stake pockets and structural attachments, and repair or fabricate them. Straps and chains themselves are the operator responsibility, though we will flag obviously unserviceable equipment.

Drivers are required to be satisfied the vehicle is in safe operating condition before driving, and to review the last driver vehicle inspection report where one exists. A written post trip report is required when defects are found.

Yes. A full condition report with measurements and photographs is available for pre purchase, lease return, insurance or internal fleet purposes.

They are recorded on your invoice and your service record as declined items. That protects both of us, and it means the history reflects what the truck actually needed.

Yes. Programs cover scheduled PM at agreed intervals, priority roadside response, agreed labour rates and reporting by unit number. They are structured around your duty cycle rather than a generic template.

There is no minimum. Plenty of our accounts run under ten units, and they get the same rates structure and the same reporting as larger operations.

Typically every 20,000 to 25,000 miles or every 90 days, whichever comes first. Port drayage, heavy idling and vocational duty cycles usually justify shorter intervals, and we set the schedule against your actual operation.

Yes. Yard based PM is usually the better arrangement because the trucks are not travelling to a shop and back. Overnight and weekend scheduling keeps them available during working hours.

Service records by unit with measured values: brake pushrod stroke by wheel end, tread depth by position, fluid conditions and photographs of flagged items. Those numbers can be trended over time to predict spend.

Yes. Contract accounts are prioritised in the dispatch queue, which matters most on the nights when several units go down at once.

Yes. We track inspection due dates by unit and contact you ahead of time so units are booked rather than running out of date.

Yes, and mixed fleets are normal. Our software licences and parts sourcing cover the major engine, transmission and chassis platforms.

Yes. Trailer sweeps catch lighting faults, brake issues and inspection failures before a driver hooks up to a unit and discovers them at a scale house. Findings are recorded by trailer number.

Yes, set in advance as part of the agreement, including the after hours rate so there is no negotiation at two in the morning.

That is the main value of a PM program. Most roadside calls we attend are for faults a proper inspection would have caught, particularly tires, batteries, air leaks and lighting.

Yes. Fleet accounts have a named contact who knows your units and your schedule, so you are not re explaining your operation on every call.

Yes. If you have a defined PM scope or a customer mandated checklist, we work to it and report on the same form.

We can run a session at your yard covering pre trip inspection points, dash warnings and what to report. Fleets that do this typically see a measurable drop in avoidable roadside calls.

Yes. Pre winter checks covering batteries, charging, block heaters, air dryers, DEF heaters and coolant condition are one of the cheapest breakdown prevention exercises available in this climate.

For contract accounts running common failure items, yes, we can hold agreed stock. That removes parts lead time from your downtime on the items that actually recur.

Yes. Our standard warranty covers parts and labour on the repairs we perform, with the term stated on your invoice. Ask before the work starts if the warranty terms matter to your decision.

It varies by repair type and by the part manufacturer, and the applicable term is printed on your invoice. Major components such as reman transmissions and engines carry the manufacturer term, which is usually longer.

Wear items consumed in normal use, damage from abuse or continued operation with a known fault, faults caused by another party working on the same system, and parts supplied by the customer.

Call us. If it is a warranty failure we make it right, and where the truck is inside our coverage area we will come to it rather than expecting you to get it back to the shop.

Yes, on the same terms as shop work. A repair does not become less our responsibility because it happened on a shoulder.

Both are covered under our standard warranty. Some manufacturer part warranties cover the part only, and where that is the case we tell you before the repair rather than after.

We cannot warranty a part we did not supply, and the labour warranty is limited if that part fails. We will tell you plainly whether supplying it yourself is a sensible call for that specific component.

Talk to us before authorising work elsewhere. We can often coordinate with a shop in your location and cover the repair, but that has to be arranged in advance rather than reimbursed afterwards.

If we misdiagnose a fault and the repair does not fix the problem, we go back and correct it at our cost. A second unrelated fault is a separate repair, and we will show you the evidence rather than just billing it.

Reman engines, transmissions and turbos carry the remanufacturer warranty, which is typically longer than a repair warranty. We register the unit on your behalf so the coverage is in place.

Keep it, though we hold the records too and can find the job by unit number and date. Having the invoice just makes the conversation faster.

It can, and it frequently does. Continuing to run an overheating engine or driving on a failing component turns a covered repair into consequential damage, which is not covered.

Yes. We work with national account billing arrangements and fleet purchase order systems. Tell dispatch when you call so it is set up on the ticket rather than corrected afterwards.

Yes, for approved commercial accounts. Provide the PO number at the time of authorisation so it appears on the invoice and does not delay your accounts payable process.

Yes, including Comdata and EFS, alongside major credit cards, debit, ACH and company checks from established accounts.

Complete a credit application and provide trade references. Approved accounts are typically set on net 30 terms, with the limit reviewed as the relationship develops.

We can bill an insurer directly once the claim is approved and we have the adjuster details and claim number. Until approval, the account holder remains responsible for the balance.

Yes. Detailed estimates, photographs, parts breakdowns and a written condition report are all available, and we can supply them in the format the adjuster requests.

Labour hours by task, parts with part numbers, any shop supplies and disposal fees, and the measurements taken during the work. Declined items are listed too.

Yes. Fleet accounts receive invoices coded to the unit, which is what makes cost per unit reporting possible on your side.

Waste oil, coolant, refrigerant, batteries and tire disposal fees are itemised where they apply. They are regulated waste streams and the cost is real rather than padding.

Call us and we will walk through the invoice line by line. If we got something wrong we will correct it. If the charge is correct we will explain what it covers and why.

Retail customers pay on completion before collection. Accounts with agreed terms collect the unit and are invoiced normally.

Yes, where the claim covers part of the work. The insured portion and the operator portion are itemised separately so both sides can see what is what.

Yes. Written estimates with parts, labour and photographs are standard for any insurance related work, and we will supply supplements if additional damage is found during teardown.

Usually the same or next business day. Fleet accounts can receive consolidated invoicing on an agreed cycle if that suits your accounts payable process better.

Yes. Tell dispatch the gross weight and what the load is when you call, because that determines the equipment we send. A loaded unit is not a job for undersized equipment.

Towing moves a disabled vehicle that is upright and on the roadway. Recovery gets a vehicle back to a position where it can be towed, which covers ditches, soft shoulders, jackknifes and rollovers. Recovery takes more equipment and more time.

Wherever you want it. If you would rather it came to us, the repair starts sooner because there is no second handover and no waiting for another shop to look at it.

Very often, and that is what we recommend when the fault sounds repairable. Sending a service truck for a tire, a battery or a regen is far cheaper than a heavy tow.

Yes. Trailer only towing and repositioning is routine, whether the trailer has broken down or simply needs relocating between yards.

Yes, coordinating with law enforcement and providing the documentation your insurer will need. Give dispatch as much detail as you safely can when you call.

Not when it is done correctly. The air system has to be handled properly, driveshafts removed where required, and the correct lift points used. Getting that wrong is how a tow creates a second repair bill.

Yes, for units that should not be towed on their own axles, including vehicles with driveline or axle damage and equipment that needs moving between sites.

By equipment type, distance and the complexity of the job. Recovery work is time and equipment based because no two scenes are alike. Dispatch gives you the basis before we roll.

Yes. Give dispatch the position, the angle, whether it is loaded and any visible damage, because that determines whether a wrecker or heavier recovery equipment is needed.

Those are under Maryland Transportation Authority control with no safe working area. Follow their instructions, and we handle the recovery once the vehicle is released to us.

Yes, Monday to Saturday, 6:00am to 4:00pm. After hours rates apply outside normal shop hours and are quoted before dispatch.

Yes, at our facility while the repair is arranged. There is no storage charge while a unit is actively being repaired or waiting on parts we have ordered.

Within the metro area, yes, with the appropriate trailer for the load. Tell dispatch the dimensions and weight so we send suitable equipment.

Both, and we quote the options where a credible aftermarket alternative exists. On injectors, turbos and emissions components we usually recommend OEM or a quality reman, because the cheap version tends to come back.

Common tire sizes, batteries, belts, hoses, filters, air system components including chambers, gladhands and lines, trailer lighting and harnesses, plus fluids and DEF. That inventory is why most roadside calls finish on the first visit.

Common items are usually same day from local suppliers. Dealer only and specialist parts typically run one to three days. We tell you the expected date and update you if it moves.

Yes, though we cannot warranty a part we did not supply and the labour warranty is limited if it fails. For some components that is a reasonable trade, for others it is a false economy, and we will tell you which.

Yes. Reman engines, transmissions, turbos, starters and alternators are often the better value once you weigh warranty and downtime against a repair. We register the warranty on your behalf.

Manufacturer level software including Cummins INSITE, Detroit DiagnosticLink, Paccar Davie and Cat ET, rather than generic code readers. That is what allows actuator calibration and cylinder cutout testing rather than just reading a code.

Yes, in the common commercial sizes across steer, drive and trailer patterns, both on the service trucks and at the shop. Give us the sidewall size when you call.

Usually. Older platforms sometimes need a specialist supplier and a longer lead time, and occasionally a fabricated solution. We will tell you early if a part is genuinely obsolete.

Where they are appropriate, yes. A quality casing can make sense on a trailer position or a truck close to trade. We will not put a marginal casing on a steer axle.

On request, yes, except where a core charge applies and the old unit has to go back to the supplier. Ask when you authorise the work.

A deposit on a rebuildable component such as a starter, alternator or turbo, refunded when the old unit is returned to the supplier. It appears on your invoice and is credited once the core is accepted.

For brackets, mounts, steps, racks and similar items, yes. Structural and safety critical components have to meet the original specification, and we will tell you when fabrication is not the right answer.