Medium-Duty Fleet Maintenance (Class 5–7)

Medium-duty trucks are the fleet nobody plans for — the service bodies, stake beds, chip trucks, and crew trucks that support the real work and get maintained “when there’s time.” They still carry inspection obligations (many cross the 10,001-lb federal line; California’s BIT reaches three-axle trucks over 10k and MCP-regulated operations), and they still strand crews when ignored.

What Class 5–7 fleets actually face

• Vocational duty in a smaller package — idle-heavy days, PTO loads, and upfit electrical systems that tax charging like accessories always do
• Inspection ambiguity — which units are BIT-covered, which need federal annuals; we sort each unit’s actual obligations at the assessment rather than guessing fleet-wide
• Mixed-badge reality — an International MV next to a Freightliner M2 next to a Hino; one shop covering all ten confirmed brands beats three vendors covering three each
• Diesel aftertreatment in miniature — the same DPF/DEF systems as the big trucks, with duty cycles that fight them (see regen service)

Same bays as the Class 8s — on purpose

Medium-duties here get heavy-truck discipline: measured brake checks, real PM rhythms set from duty cycle, per-unit records, and on-site service where the trucks live. The boundary stays honest: consumer-class pickups belong at a light-duty shop — Class 5 and up is where we start.

Do our 3/4-ton pickups fit this program?

Below our line, honestly — we’re built from Class 5 up. We’ll happily maintain the medium and heavy units while your pickups see a light-duty shop.

Our medium-duties tow trailers — does that change compliance?

It can — combinations change BIT and inspection math. Bring the real configurations to the assessment and each unit gets its true obligations mapped.

Gas-engine medium-duties too?

Our depth is diesel; gas medium-duties are case-by-case — ask when you call and we’ll answer for your specific units rather than overclaim here.