Torek Fleet upkeep software
Updated
Fleet management splits in practice into two layers. The first is where the equipment is and how it is driven — that is telematics and manufacturer portals. The second is what is wrong with it, who is fixing that and what it costs: defects, work orders, parts, mechanics’ hours and fuel consumption.
Torek works in the second layer. It does not track location and it does not replace telematics — it gives every machine in the fleet one common repair procedure regardless of make, so a mixed fleet no longer has to assemble its history from several manufacturer portals. Fuel records and trip logs sit on the same asset record.
| Layer | What it gives you | What it does not |
|---|---|---|
| Manufacturer portals | Accurate service plans and diagnostics for that brand | A common history for a mixed fleet; job allocation |
| Telematics | Location, fuel, engine hours, service reminders by meter | Work orders, parts accounting, mechanics’ hours |
| Garage software | Customer jobs, invoices, standard repair times | Cost-centre logic for a fleet you own yourself |
| Torek (maintenance system, CMMS) | Defects, work orders, stock, asset history, fuel against norm and trip logs | Location and route tracking |
Which means “which system should we buy” is often the wrong question. The precise one is which layer you are currently missing.
When the yard holds trucks from two makers, an excavator from a third and a tractor from a fourth, each manufacturer offers its own portal. Each one is good — for its own badge. The combined cost:
A common layer does not solve this by duplicating what the manufacturers do. It simply holds one stream of repair records for every machine.
| Measure | What it shows |
|---|---|
| Open defects per unit | How much equipment is waiting for repair — the direct cost of breakdowns starts here |
| Planned versus unplanned work | Whether you are working ahead or putting out fires |
| Repeat faults | Where the symptom is being fixed and not the cause |
| Average repair time | Whether parts and mechanics are keeping up |
| Downtime hours | How long each unit stood and why — what a breakdown really cost in lost working time |
| Cost per unit | When replacing beats repairing again |
None of these numbers comes out of telematics or out of an accounting package. All of them need every job to be tied to an asset, to its parts and to the hours spent on it. Downtime is counted the same way: in Torek it starts when a repair is raised for a unit that cannot work and ends when the repair is completed.
Fleet questions rarely stop at passenger cars. The same repair procedure is needed for construction machinery — excavators, dozers, cranes — and for forklifts in a warehouse. Only the unit of measure changes: instead of distance the work runs on engine hours, and preventive maintenance is tied to engine running time rather than to the calendar.
Torek keeps all of it in one asset register: cars, vans, tractor units, trailers, machinery and forklifts share the same defect, job and cost history. The specifics of heavy machinery are covered on the heavy equipment maintenance page.
Fuel spend and mileage evidence often live in separate files, even though both produce meter readings that maintenance planning relies on. Torek keeps them on the asset record: fuel tracking compares each unit’s actual consumption with its own norm, flags anomalies and produces a monthly fuel write-off report, while approved trip logs update the vehicle’s odometer. Fuel consumption is calculated from fill-ups only: between two full tanks, using the odometer or engine-hour reading entered with each fill-up. Mileage from approved trip logs and the readings entered with fill-ups and services build one meter history per vehicle, and preventive-maintenance due dates are forecast from it.
The change is rarely a single day. The sequence that works: first move fault reporting to the people who actually see the faults; then switch on work orders; and only then preventive maintenance by engine hours and distance. Telematics stays exactly where it is throughout.
No. Torek does not set out to show where a machine is. It manages repair and maintenance — defects, work orders, parts and mechanics’ hours — as well as fuel records and trip logs.
Location and route tracking belong to telematics, and there are separate systems for that. Torek works out fuel consumption from fill-ups and odometer or engine-hour readings, not from GPS data.
No, and we would not advise it. Telematics and a maintenance system solve different problems, and in most fleets they are used side by side.
Telematics shows where the equipment is and how it is driven. Torek covers what is done to it and what that costs: defects, work orders, parts, fuel against norm and trip logs. Torek has no ready-made connector to telematics providers — readings are entered together with the records.
Manufacturer portals handle their own brand very well, but a mixed fleet ends up with six or eight of them, and none holds a common repair history.
Torek is meant to be exactly that common layer — so that every machine, whatever the badge, has one queue of jobs and one history.
They go into the same history. A repair records whether your own workshop or an outside garage does the work; for an outside garage, the garage is chosen from your vendor list and its invoices — number, date, amounts, the VAT rate (21 % by default) and the PDF — are attached to the job and count towards its cost. That is recording invoices you receive, not billing anyone.
The threshold is usually not a number but a moment: when a second mechanic joins, when the equipment stops working in one place, or when nobody can recite the state of the fleet from memory any more. Below that a spreadsheet still copes.
A walkthrough with your own asset list and real faults.
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