Your yard.
Your schedule.
Scheduled PM done where the trucks are parked, at the hours they're parked. Nothing gets pulled out of service to go sit in somebody's queue, and the compliance paperwork stays current instead of becoming next quarter's problem.
A truck at a shop isn't earning
Sending a unit out for a PM costs you the service, plus the driver time, plus the round trip, plus however long it sits waiting for a bay. Doing it in your yard costs you the service. For a fleet running any kind of schedule, that difference is the whole argument.
What's in a service
Built around your intervals and the kind of work your trucks actually do. A local delivery fleet and a construction outfit don't wear the same parts.
- Oil, filters & fluids
- Brake measurement & adjustment
- Wheel ends, seals & bearings
- Air system & leak check
- Steering & suspension
- Tires, pressures & wear
- Lights & electrical
- Charging & batteries
- Cooling system
- Belts & hoses
- Driveline & U-joints
- Fault code scan
Anything found gets quoted before it's fixed. Small things usually get handled on the same visit rather than becoming a second trip.
Intervals & records
90-day
The California BIT cycle for regulated vehicles, and a sensible PM rhythm regardless. Covered in detail on the DOT & BIT inspections page.
Annual & mileage-based
DOT annual inspections, plus service intervals set by miles or hours for the units that rack them up faster than the calendar suggests.
Records you can hand over
Itemised per unit: date, what was inspected, what was found, what was corrected. California requires these kept at the terminal for two years — the folder being complete is what an audit actually turns on.
Fleets he's supported
RES Heavy is Russell Schwartz — master diesel technician, 30+ years, factory trained by Caterpillar, Cummins and Isuzu.
Decades of fleet work including Penske, South Coast Water District, commercial fleets, construction and utility equipment, and CHP compliance repairs. Municipal and commercial operations have different pressures, and both have been the day job at some point.
The advantage of a one-technician operation on a PM program is continuity: the same person sees the same trucks every interval and notices what's changing. That's how a wheel seal gets caught at a weep instead of on the shoulder of the 5. More about Russ.
Try it with one truck
No contract, no minimum, no onboarding process. Put one unit on one interval and see whether the paperwork and the work hold up. If they do, we schedule the rest.
And when something does break between services, it's the same number and the same technician — who already knows the truck. Call or text (949) 254-4518.
Fleet questions
How small a fleet will you take?
One truck. There is no minimum. A lot of the operations RES Heavy works with run between two and fifteen units, which is exactly the size the big fleet-service companies tend not to return calls about.
Do we have to sign a contract?
No. Most fleets start with one truck on one interval to see how it goes. If it works, we put the rest of the fleet on a schedule. There is nothing to cancel if it does not.
Can you work around our dispatch schedule?
That is the point of doing it in the yard. Trucks get serviced when they are parked — early, late, or weekends — so units are not pulled out of service during the day to sit at a shop.
Do you provide the inspection paperwork?
Yes. Every service comes back as an itemised record showing the date, the unit, what was inspected, what was found and what was corrected, in a form you can file and hand to an inspector.
Two trucks or twenty
Tell us what you run and how often it needs doing. We'll give you a number.