Fleet Services – Light and Heavy Duty Vehicles
On-site mobile fleet services are one of Aone Mobile Mechanics specialties, ranging from light duty cars and trucks to class 8 tractor and trailers. We repair all makes and models of light and heavy duty vehicles. No job is to big Fleet Services - Aone Mobile Mechanics or small. We can come to you and if the job cannot be completed on site towing to our facility will be arranged.
Two things are very important in the transportation industry. Safety for your drivers while on the road and customer satisfaction with their logistical needs. We offer a diverse range of services at market leading prices. We pride ourselves on providing high quality products and we guarantee quality on all items.
Aone Mobile Mechanics is a standard $40-120 per hour. We perform all services on-site. Expertise and quality is the backbone of our business. We take pride in our ability to handle all of your fleet vehicle maintenance and breakdown needs.
We can perform the following services:
And Much, Much More!
Small or large, your request will be met with expert advice, individualized attention, and innovative solutions.
Aone Mobile Mechanics hires trained fleet technicians and truck mechanics in the Las Vegas Henderson Metro area who are willing to stay on top of the latest technology in the automotive industry through ongoing training.
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Contact us and discover all we have to offer. We are Las Vegas Henderson`s low cost truck repair company.
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Heavy Duty Mobile Diesel Mechanic Las Vegas Henderson: Not so long ago, diesel engines were considered totally unsuitable for cars and pickup trucks. With their tractor-like sounds, heavy vibrations, and noxious black exhaust smoke, they were simply not refined enough.
Today’s modern diesel engines are a whole different story. These machines have numerous strong points, with low fuel consumption being just one of them. The application of variable turbochargers and sophisticated fuel injection systems have enabled a wide torque range and faster throttle response, while offering a considerable engine noise and vibration reduction. And in the end, various exhaust treatment systems have eliminated unpleasant smells and black smoke from the tailpipe. As a result, diesel powered vehicles pull strongly from low revs, and exhibit a smooth and civilized engine character. All of this makes them ideal for pulling heavy loads or towing a trailer. It is no surprise to find that diesel engines are a desirable and popular option in modern pickup trucks.
Still, these engines are not without issues.
Although sophisticated fuel and induction systems have improved the overall driving experience, these engines are also less robust, and can be more prone to breakdowns if neglected. High-quality fuel and regular maintenance have become mandatory, as even a small amount of bad fuel can cause irreversible damage to the common rail system. Additionally, the best quality oil is a necessity, as oil vapor and carbon build-ups can jam variable-geometry turbochargers.
If not driven carefully, massive amounts of torque can put an excessive strain to the transmission and drivetrain. This is especially evident in cars with manual transmissions, where flywheels and clutches can fail.
Yet the biggest problem facing diesel engines is the high amount of harmful pollutants in diesel exhaust gases. This need for improved emissions controls has driven diesel engine development over the past ten years. Every few years, new government regulations demand further reductions of harmful emissions. This forces vehicle manufacturers to install more and more complex devices and systems to meet those regulations.
There are several ways to reduce diesel emissions. Diesel Particle Filters (DPF) are used to eliminate soot, but they don’t do anything about nitrogen oxide emissions. This is where either Selective Catalytic Reduction (SCR) or Exhaust Gas Recirculation (EGR) come into play.
General Motors, Ford and Chrysler have diesel engines that they install in their cars, SUVs and trucks. Not only do these state-of-the-art machines have similar engine displacements and power outputs, but they also utilize similar turbochargers, fuel injection, and emission control systems.
But don’t think that there aren’t any noticeable differences between the three of them!
Of these three engine brands, Cummins is by far the oldest. Although generally associated with Ram pickup trucks, this engine is actually designed and manufactured by Cummins Inc., a specialized diesel power-plant manufacturer located in Columbus, Indiana. The current engine is the latest of the B-series engine family, and was introduced in mid-2007. This is a 6.7L straight six unit, with a conventional gray cast iron engine block. Unlike other modern engines, the 4-valve-per-cylinder head is also made from cast iron. The OHV valvetrain is gear driven, so there is no need for timing chains or belts. A relatively low compression ratio enables the usage of a large Holset turbocharger, capable of producing 33 psi of boost. A Bosch common rail system ensures noise reduction and smooth operation. Until 2013, the emission control system utilized DPF and EGR, making DEF fluid unnecessary. In 2013 an SCR system was also added. With a weight of around 1,100 lb, the Cummins is a bit on the heavy side. It is available either with a Chrysler-built six-speed 68RFE automatic transmission, or with a Mercedes G56 6-speed manual.
During 2019, a revised ITB 6.7L engine is available in several heavy duty versions of the Ram. This high-output version has engine block made out of compacted graphite iron, which increases strength without adding weight, forged steel connecting rods and a revised cylinder head. Combined with all new Bosch CP4.2 common rail injection and a modified turbocharger, this new engine is the first of its kind to reach the 1,000 lb.-ft. milestone.
Cities: Near Henderson, Las Vegas NV 89109, North Las Vegas, Summerlin, NEVADA.
Las Vegas neighborhoods: Near Aliante, Anthem/Anthem Country Club, Chinatown, Downtown Las Vegas, Green Valley, Lake Las Vegas, Las Vegas Country Club, MacDonald Highlands, Mountain's Edge, Paradise Palms, Queensridge & One Queensridge Place, Seven Hills, Southern Highlands, Summerlin, Summerlin South, The Lakes, The Ridges, West Las Vegas
Service Area Zip Codes: Near 88901, 88905, 89101, 89102, 89104, 89106, 89107, 89108, 89109, 89110, 89116, 89117, 89124, 89125, 89126, 89127, 89128, 89129, 89130, 89131, 89133, 89134, 89136, 89137, 89138, 89143, 89144, 89145, 89146, 89147, 89149, 89151, 89152, 89153, 89154, 89155, 89157, 89158, 89161, 89162, 89163, 89164, 89166, 89185.
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Whatever its year or generation, every Duramax is a 6.6L V8 unit. Unlike Cummins or Ford, who altered key engine features such as displacement, cylinder head design or fuel injection throughout the years, GM has retained the same general layout from the beginning.
The LB7 was the first Duramax engine, first introduced in year 2001. Not only was it the first engine to utilize Bosch common-rail injection, but it also had aluminum multi-valve cylinder heads. Additionally, it managed to be ahead of the emissions regulations of the time. Even better, it was very reliable and economical. It was no surprise, then, that the Duramax LB7 was among Ward’s “10 Best Engines” in both 2001 and 2002.
The LLY replaced the very successful LB7 during 2004, with stricter emissions standards as the primary reason for its introduction. It featured an EGR system and a variable vane geometry (VVG) turbocharger, which provided noticeably improved performance characteristics, compared to a fixed geometry turbo.
The LBZ replaced the LLY in year 2006, and is almost identical. The only notable change was an increased power output, achieved by more aggressive fuel injection tuning. This Duramax variant was used only for a short period time, and was replaced during model year 2007.
The LMM was a further iteration of a LLY/LBZ platform, debuting during the 2007 model year. This model introduced a diesel particulate filter (DPF) system to meet Federal emissions regulations. Aside from the addition of the DPF, the LMM was nearly identical to the LBZ. The DPF resulted in a reduction of particulate emissions by 90 percent. The downside was noticeably higher fuel consumption, largely due to the periodic regeneration cycles needed to clean the particulate filter. By this point, a manual transmission was no longer available, with the Allison 1000 six-speed automatic being the only option.
The LML Duramax was introduced in 2011, using 60% newly-designed components, compared to the previous generation Duramax. As with previous versions, it featured several emission control upgrades. The most important was the addition of an SCR system, or diesel exhaust fluid injection. This simple and well-proven system helped reduce nitrogen oxide emission levels by 63 percent over the LMM engine. Among other improvements was the introduction of the “9th injector” system, which supplied fuel for the DPF regeneration directly into exhaust system. All of these modifications resulted in not only reduced emissions, but also in increased fuel economy.
CONCLUSION: CUMMINS VS POWER STROKE VS DURAMAX – WHICH IS BETTER?
As you can see, all three engines have roughly similar power outputs, despite various design and layout differences. What makes them very different is how all of this power and torque are delivered and used. With a slightly higher power output, Power Stroke and Duramax powered trucks predictably offer a noticeably better acceleration and somewhat better overall pace. Cummins, on the other hand, delivers more torque, especially in its high-output version. With 1,000 lb⋅ft, it is a true leader of the pack when it comes to towing. Being a straight-6 engine, it is less complex and in many cases easier to maintain. In other words, Chevy and Ford are faster diesel trucks than the equivalent Ram, but the Ram outruns them when it comes to towing.
A Final Word
Let’s talk about about reliability and running costs. It is frequently argued that modern diesel engines are less reliable and have much higher running costs, compared to older versions. Undoubtedly, the added complexity of today’s fuel injection, turbocharging and exhaust treatment systems does increase this possibility. Still, the main reason for the poor reliability myth is due to the fact that these sophisticated engines are far less forgiving of neglect. As with all modern engines, the key to longevity is proper maintenance. Using high quality fuel, performing regular service, using the recommended oil and filters, and practicing good driving habits, will increase the lifespan of any engine.
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Mobile Cummins Mechanic near me: Although the Cummins automotive diesel engine lineup goes way back to the beginning of the 20th century, we will focus on the units that were installed in the Ram trucks (known as Dodge Ram until 2010).
The 6BT 5.9L 12V engine was first installed in a Dodge Ram truck in 1989, as an alternative to V8 gasoline engines. This engine generated much more low-down torque with a significantly increased fuel economy, and it quickly became a very popular option. Over the years, this engine received many updates to the fuel injection and turbocharging systems. This all-cast iron engine had a 2-valve-per-cylinder head and was turbocharged. While the first models had mechanical direct fuel injection and were not equipped with an intercooler, this was gradually changed. An intercooler was introduced in 1991 to help boost the power, and in 1994 a new P7100 Bosch injection pump replaced the outdated system.
The IBS 5.9L 24V replaced the well-proven 6BT engine in 1998, and was designed to meet updated emissions requirements. It featured many improvements, including an all-new 4-valve-per-cylinder head, and a VP44 Bosch electronic fuel injection system. This resulted in increased power output and performance potential without compromising reliability and durability. Another major update was done in 2003, when the common-rail injection system was introduced. This not only increased power output, but it also dramatically reduced engine noise and vibration, all of which helped it to be selected as one of Ward’s “10 Best Engines” for that year. It is worth noting that this engine was able to meet emission regulations without using either DPF or EGR.
The current 6.7L Power Stroke diesel engine that comes in Ford Super-Duty trucks series is completely built by Ford in-house. Nicknamed the Scorpion, this is Ford’s first venture into the heavy-duty diesel power-plant waters; all previous Power Stroke units had been produced by Navistar. With that in mind, it is only natural that potential buyers were concerned about the reliability of this newly designed powerplant.
Luckily, Ford got everything right with the 6.7L. It offers great performance, fuel economy, and reliability. Maintenance-free timing is done by a chain-driven OHV setup that operates a 4-valve-per-cylinder valvetrain. The engine is quite light. Its block is made from compacted graphite iron, mated to aluminum heads, while the V-8 engine layout ensures compactness.
Power Stroke engines have a unique exhaust and intake setup. Unlike a traditional V-engine, the intake manifolds are located on the outer deck of the cylinder head and the exhaust manifolds exit directly into the engine valley where the turbocharger is mounted. This exhaust flow design increased thermal efficiency of the turbocharger. Another useful feature is a driver-activated engine-exhaust brake, which restricts the exhaust flow. This generates back pressure and slows the vehicle. On the emission control front, this engine utilizes almost every technology available. In addition to a standard DOC, EGR and DPF setup, it also uses SCR to additionally lower NOx content.
These engines come equipped with a 6R140 6-speed automatic transmission, called TorqShift by Ford. Over time, it has proven to be one of the best factory-installed transmissions on the market.
COMMON ISSUES WITH THE POWER STROKE ENGINE: MOBILE POWER STROKE MECHANIC
Most problems with the 6.7L Power Stroke are isolated incidents. Failures or faults have been experienced by a low percentage of owners, particularly on early engines. While some issues are expected from a late model clean-diesel engine, especially one as advanced as the 6.7L Power Stroke, there have been very few major issues with Ford’s new diesel.
Mobile Duramax mechanic Las Vegas Henderson: The Duramax, GM’s entry in the growing heavy-duty diesel engine segment, entered the stage quite late, compared to Ford and Ram. But even its first version, released in 2001, featured advanced solutions, like common rail fuel injection and aluminum heads. Although it was speculated that the L5P would be developed from scratch, the general layout was left unchanged, keeping both the displacement and the V8 arrangement.
To keep up with the competition, this engine uses a cast iron block with hardened cylinder walls, mated to aluminum 4-valves-per-cylinder heads. Much like its Ford counterpart, it uses a chain driven OHV setup, with pushrods and a camshaft in the block. An electronically-controlled variable-geometry turbocharger, in combination with a high-efficiency air-to-air intercooler, increases the torque throughout the RPM range. The newest generation Denso common rail fuel injection, capable of achieving fuel pressures up to 29,000 psi, brings down the fuel consumption and noticeably reduces engine noise.
Starting the Duramax in extreme cold is much easier with its all-new ceramic glow plugs, designed to reduce preheat times. Exhaust treatments include EGR, DPF and SCR, to ensure that the strict emission regulations are met. This engine is only available with a well proven Allison 1000 6-speed automatic transmission.