Everything You Need to Know About Truck Tracking

No. No ELD is government-tested before sale. The vendor self-certifies against the FMCSA spec and adds the device to the registered list; FMCSA audits later and removes devices that fail. Since the 2025 vetting changes, check yours is still listed. The P3TS is.

Your past logs stay valid. FMCSA then sets a changeover deadline, usually about 60 days, to switch every truck to a compliant device. Running a de-listed ELD past that date counts as having no ELD. If we supplied it, we replace it before the deadline.

No. The ELD records engine and Hours of Service data only, with no camera and no microphone. In-cab and road-facing cameras are a separate, optional product. You can run the ELD for years without one.

Yes. The driver picks the category in the app and the ELD logs it correctly with the annotation FMCSA expects. It does not block the feature, but misuse shows in the data, so run a weekly self-audit.

Yes. Every edit keeps the original value, who changed it, when, and why. A carrier can propose an edit, but the driver must accept it, and engine-recorded driving time cannot be edited to non-driving. Auditors see the full history.

Nothing is lost. The ELD records on the device and syncs when signal returns. For a roadside check during an outage, the driver shows the screen and transfers the file by USB or Bluetooth, so it works fully offline.

A plug-in OBD unit installs in seconds and moves between trucks easily, but a driver can unplug it. A hardwired unit is tamper-resistant and better for trucks you own and keep. We fit both, and either one sends a tamper or power-loss alert.

It can, if it is used to question every stop. Fleets that keep drivers set alerts for what matters — big route deviations, after-hours use, speeding — and leave the rest alone. The history is there when you need it, not a live feed to watch all day.

No. GPS tracking shows location and vehicle data; it is not an FMCSA-registered ELD and does not record Hours of Service. If you are ELD-mandated you need the ELD. GPS-only fits trailers, service vans, and exempt trucks.

A plug-in unit can be unplugged; a hardwired unit takes tools and time. Either way you get a tamper or power-loss alert the moment it happens, plus the last known location, so a disconnected tracker is obvious, not silent.

The tracker keeps logging to its own memory and uploads the full trip when signal returns, so route history has no gaps. Live location pauses at the last known point until the truck is back in coverage.

Yes, for anything without its own power. Battery-powered asset trackers run for years on a set reporting interval and appear on the same map as your trucks, so trailers, reefers, and jobsite equipment sit in one view.

A fuel card shows what you paid for at the pump. A tank sensor shows what is actually in the tank right now and how fast it is dropping. Together they catch off-truck fueling, siphoning, and a slow leak that a card statement would never reveal.

Not when it is done right. The sensor mounts through the existing sender plate or a sealed port, with no cutting, so the tank stays sealed. A certified installer sets it up, and we confirm the fit for your tank type before install.

After the one-time calibration on a full tank, readings are usually within 1 to 2 percent. That holds unless the sensor is moved or the tank is swapped, so there is no routine recalibration. The software adjusts for temperature changes in diesel volume.

Yes. Burning fuel while driving shows as a gradual drop tied to engine hours and miles. Theft shows as a fast drop with the engine off, often at night or off-route, and that is what fires the alert, with location and time attached.

The fuel-level sensor works on diesel and gasoline tanks. It does not read the DEF tank by default, but a second sensor can be added for DEF level if low-DEF derates are a problem for your fleet.

Start with the trucks where fuel spend does not match the miles, or that sit unattended overnight. Once a sensor pays for itself there, rolling it fleet-wide is usually an easy call. There is no minimum and no long-term contract.

It monitors, it does not control. The sensor logs the actual trailer temperature and alerts when it drifts out of range, but it does not change the reefer set point. You get an early warning to act before the load is lost, plus a record of what the trailer actually held.

No. The reefer microprocessor logs its own data, but you only see it once the trailer is back and someone downloads it. This sensor sends the trailer temperature to your phone in real time and keeps an independent record a shipper cannot wave off as "the unit was fine."

One probe usually sits in the return air near the front bulkhead. For a long trailer or a multi-temp load you add a probe per zone, plus pulp-temp probes for spot checks at the dock. We set the placement to what you haul.

A continuous, time-stamped temperature log with location is the evidence carriers use to fight a rejection or a claim. It shows the load stayed in spec through the trip, or pinpoints when and where it did not, which also helps you recover from the party at fault.

It covers the record-keeping side. Under the FSMA Sanitary Transport rule the carrier must maintain the temperature the shipper specifies and show records on request. Continuous logging gives you those records without a clipboard; written agreements and training are still on you.

Usually yes. If the trailer has a Top Tracking System GPS unit, a wireless probe pairs to it. If it is on another provider's tracker, you may need our trailer unit. Send us the trailer list and we will tell you what each one needs.

Only if you set it that way. The in-cab lens has a physical shutter, and behavior alerts can be turned off so footage is reviewed only after an incident. Many fleets run the road-facing camera alone and never point one at the driver.

Unannounced in-cab cameras with constant AI alerts are what drives turnover. Fleets that keep drivers explain the change first, review footage only after an incident, and let drivers cover the lens off duty. A road-facing-only setup rarely causes pushback.

No. You choose which events are flagged and can switch the in-cab audio prompts off entirely. Some fleets keep only the severe ones, like collision or no-seatbelt at speed, because a flood of false alerts trains drivers to ignore the system.

Often. Many commercial insurers offer a credit for road-facing cameras and a larger one for in-cab, and some help pay for the hardware. The amount depends on your carrier and loss history, so confirm it with your agent before you buy.

Both. The camera records continuously to local storage, usually a few days on a loop, and automatically saves and uploads a short clip around any incident. You can pull any specific window from local storage while it is still there.

Access is limited to the dashboard accounts you authorize. Incident clips stay in the cloud for the retention period you set; continuous local footage rolls off after a few days unless you flag it. You control both.

Either works. The ELD app runs on a driver's own phone if they are willing to use it. The tablet is for fleets that want one company-owned, work-only device with an included data plan and no dispute over a driver's personal phone or data.

Included. The tablet ships with an active plan sized for logs, navigation, and messaging, on the same monthly invoice as the rest of your Top Tracking service. There is no separate carrier account to set up.

Only if you allow it. By default a managed profile limits the tablet to fleet apps, so it stays a work tool. You can open it up per driver from the dashboard if you want to.

It runs truck routing that accounts for height, weight, length, and hazmat restrictions, not car GPS. That is the difference between a legal route and a low bridge, and it keeps a dispatched stop and the driver's route in agreement.

Lock or wipe it from the dashboard so fleet data is safe, then we ship a replacement already set up with your apps and plan. The driver signs in and picks up where they left off.

Navigation and forms keep working offline from cached data, and the tablet syncs messages, logs, and documents when signal returns. A dead zone slows updates, it does not stop the driver.

A truck tracking system uses GPS technology to monitor the real-time location, movement, and status of trucks and fleet vehicles. It helps improve route efficiency, security, and overall fleet management.

By providing the live location of each truck, trucking tracking enables better route planning, timely deliveries, fuel efficiency, and quick response to unexpected delays or issues.

Yes, truck tracking solutions can support compliance, especially when paired with Electronic Logging Devices (ELDs) required for recording driver hours. While the FMCSA does not mandate GPS tracking, it does require ELDs for most commercial drivers to ensure accurate HOS (Hours of Service) logging.

Yes, advanced tracking systems can integrate with fuel sensors to monitor consumption, detect fuel theft, and help optimize fuel efficiency across your fleet.

Data collected by trucking tracking devices is encrypted and securely transmitted to protect against unauthorized access, ensuring confidentiality and data integrity.

Absolutely. Most modern truck tracking platforms offer mobile apps or web dashboards that allow fleet managers to monitor vehicles anytime, anywhere.

Installation typically involves connecting the tracking device to your vehicle's onboard system. It can usually be completed within a few hours by a professional technician.

Tracking systems for truck provide alerts for unsafe driving behaviors like speeding, harsh braking, or excessive idling, helping fleet managers coach drivers to improve safety.

Yes, most of tracking platforms of truck allow you to set custom alerts for various events and generate detailed reports to analyze fleet performance and compliance.

Reliable providers offer ongoing customer support, including setup assistance, troubleshooting, and regular software updates to ensure smooth operation.