Bus Fleet Engine Service Tracker

Transit duty is severe-service by definition (stop-start, idling, low average speed), so fleets commonly run engine oil services around 6,000–10,000 km — at transit speeds that is roughly every 400 engine-hours, which is why hour-based scheduling beats odometer-based for city buses. Severe duty — dust, high ambient temperature, heavy loading, short cycles — typically halves the interval, and OEM schedules list separate 'severe service' columns. When in doubt, sample the fluid/condition at the standard interval once and let the result calibrate your real interval.

Route profile is duty: the downtown bus idles at stops a third of its life, never reaches steady temperature in winter, and regenerates its DPF more often — all of which age oil and engine per hour faster than the airport express cruising at 60 km/h. Hours narrow the gap but don't erase it; fuel-burn-based scheduling is the great equaliser if your telematics can deliver it. Otherwise, shorten the hour interval ~20% for the harshest routes based on oil-analysis TBN depletion.

Yes — enter your average daily hours over the last month or two, and refresh the reading every week or two. The forecast date self-corrects as the meter advances. For strongly seasonal equipment, use the season's typical daily hours rather than the annual average.

Whichever comes first, as most OEM schedules state (e.g. '250 h or 6 months'). Oil oxidises and seals dry out with calendar time even on a parked machine, while wear tracks running hours. This tool handles the hours side; put the calendar limit in your diary as the backstop.