EnergyFuel coaching
Every gallon, explained.
Every minute, counted.
For the diesel and gasoline vehicles you run today. The same Hub and the same physics as the energy forecast, pointed at fuel — and weighed against the minutes it costs. Speed, driver behaviour and idling on one card, each in gallons, each net of time. No fuel-line sensor, no OBD port, nothing plugged into the vehicle.
- 01 · Measure
Every trip, every stop, every idle minute.
The Hub records every meter and every second: the speed held on each stretch of road, every launch, brake and corner, and the time stopped with the engine running.
- 02 · Learn
Each vehicle's fuel signature in two weeks.
What a mile costs on its routes, with its driver — vehicle class and load inside the model, fuel-card fills refining it as they come in, checked week by week against each vehicle's own record.
- 03 · Coach
One card per driver, every Monday.
Three items at most, each in gallons, each against the best driver in the same fleet on the same roads — and each with the minutes it costs, so only what pays is on the card.
Comprehensive coaching
Gallons gained,
minutes lost.
Most of a fleet's avoidable fuel is in the cruising speed — and slower costs time. Fuel coaching that ignores the clock is a number nobody acts on. Every lever is priced both ways, with the day measured depot to depot: first departure to last arrival, dwell, loading and unloading included.
The big one, and the only one that costs time.
Air drag is three quarters of a box truck's fuel at highway speed: 10 % slower is 12–15 % less fuel. A delivery truck is on the road a third of its day, so that is ten minutes on the day, not an hour; a long-haul van is on the road most of the day, and there the minutes are real. The card says which case you are in.
Free of time.
Following distance, braking into stops, launches: measured every second, scored against the best driver in the fleet, worth 2–8 % of the fuel depending on the route. No minute is lost — the truck arrives at the same time with less fuel burnt.
Free of time, free of effort.
An engine at rest burns a gallon or two an hour and moves nothing. Switching off at stops over a minute is the cheapest line on any card: it needs no change in how the vehicle is driven.
| Lever | Fuel | Time | On the card when |
|---|---|---|---|
| Cruising speed | −12 to −15 % for 10 % slower | +3 % of the day on a delivery route, +6 % on long haul | the gallons are worth more than the minutes, at your fuel price and your driver cost |
| Driver behaviour | −2 to −8 % | none | always — ranked by gallons against the fleet's own best |
| Idling | −1 to −3 % | none | always |
| Route and dispatch | stop count, cold starts, hour of day | set by the schedule | on the dispatcher's card, never the driver's |
Fuel at your price per gallon; time at your fully loaded driver cost; both are inputs you set. The net is what the fleet manager sees first.
The evidence
Measured, then attributed.
On real routes.
Two fleets on daXos units, 60 days to November 2026: four Class 6 box trucks on regional delivery, and three cargo vans with a box truck on long-haul runs.
Less fuel, longer day — on a delivery route.
The four delivery trucks replayed 10 % slower: 12–15 % less fuel, and 11 minutes more on a 5.9-hour depot-to-depot day, because they drive 2.2 of those hours. The long-haul fleet pays 29 minutes on an 8.3-hour day for the same percentage — 17 if only the interstate legs slow down, which keeps 80 % of the gain.
Of the fuel is avoidable at no cost in time.
Late braking, accelerate-and-brake cycles and idling on the delivery fleet: 5.3 % of the fuel, from 3.8 % on the best truck to 8.4 % on the one doing the city loops. Pumping is 40 % of it, long-stop idling 33 %, late braking 20 %. Hard launches: under 1 %.
Per vehicle-week, on trips it had not seen.
About 30 trips give a usable model of a vehicle; 60 days bring it within 4 % of each vehicle's weekly fuel on held-out weeks. A new vehicle of a known class is priced before it has driven a trip of its own.
Figures from the fleets' own records; no customer is named. Fuel is modelled from the road load until fuel-card fills are provided, then checked against them.
When the truck goes electric
Same card.
Different units.
The coaching does not stop at the switch — its ranking changes. On a battery truck regen returns most of the braking energy, idling costs nothing, and cruising speed becomes the question that decides whether the truck gets home.
Drops to the bottom.
Late braking goes from 5–8 % of the fuel to under 2 % of the battery; only highway stops still matter.
Disappears.
Replaced by cabin preconditioning on the charger and a parked truck kept out of the sun.
Stays — and gets a number.
The cruise speed that brings the truck home with 10 % left, computed from the day's plan and the forecast. See the replay.
Try it first
Five vehicles.
Four weeks.
Diesel, gasoline or electric — everything included. $0 during the trial, then the class rate unless you cancel.