What Is ELD Appendix A and What Does It Require?

Key Takeaways

• Every ELD used to satisfy the federal ELD requirement must meet the functional specifications in Appendix A to Subpart B of Part 395. The standard is part of 49 CFR Part 395, not a voluntary recommendation.
• FMCSA does not pre-approve or test ELDs before sale. Providers self-certify and register their devices, so fleets should confirm the exact model and ELD Identifier on the FMCSA registered ELD list and monitor removal notices.
• The ELD automatically records required events and data elements, including date and time, vehicle position, vehicle miles, engine hours, and driving status. Position comes from the ELD’s positioning system; engine power, motion, miles, and hours generally come from the engine ECM or vehicle data bus when an ECM link is required.
• For vehicles with an engine model year 2000 or newer, the ELD generally must synchronize with the engine ECM or vehicle data bus to obtain engine power, motion, miles, and hours. Appendix A allows alternative sources for vehicles that are not required to have an ECM link.
• The ELD must automatically determine position with ±0.5-mile measurement accuracy and reporting precision that is generally on the order of ±1 mile. It records location for required ELD events, including duty-status changes and intermediate logs every 60 minutes while the vehicle is moving.
• An ELD must support one complete roadside transfer option under Appendix A section 4.9.1: both wireless web services and email, or both USB 2.0 and Bluetooth. Supporting all four methods is optional.
• Original records cannot be overwritten under 49 CFR 395.30(f). Driver edits and carrier-proposed edits require annotations, and edits requested by a carrier or other system require the driver’s electronic confirmation or rejection.
• When an ELD malfunctions, the driver must notify the carrier within 24 hours under 49 CFR 395.34(a)(1). The carrier has eight days to repair or replace the device under 49 CFR 395.34(d)(1).

Introduction

We talk to fleet managers and owner-operators every week who have done the right thing and checked the FMCSA registered list before buying an ELD. What most of them have not done is look at what that registration is actually supposed to guarantee. Those are two separate things, and the gap between them is where compliance problems start.

A device can appear on the registered list and later be removed if FMCSA determines that it does not meet the minimum requirements. Because providers self-certify, registration is an important check, but it is not the same as independent premarket testing. Fleets should verify the exact device model and ELD Identifier and keep monitoring FMCSA removal notices after deployment.

The document that defines what a registered ELD must actually do is Appendix A to Subpart B of Part 395. It is part of 49 CFR Part 395 and sets specific, numbered requirements for recording, location accuracy, display, data transfer, and malfunction handling. When a device fails any one of those requirements, the consequences land on your driver at the roadside, not on the manufacturer. Your driver can be cited under 49 CFR 395.8(a)(1) and placed out of service for running a device that no longer meets the standard.

Below we cover every major requirement in the standard, explain where devices most commonly fall short, and show you what to look for before a problem reaches your driver at an inspection. If you want to see what a fully compliant solution costs for your fleet size, use our ELD price calculator to get a number, or browse our fleet hardware store to see what we ship with Geosavi Compliance Now.

What Is the ELD Technical Standard, and Why Does It Exist?

Before the ELD mandate, the core problem was that paper logs were too easy to falsify and too difficult to verify at scale. A driver could record anything on paper, and an officer in the field had no reliable way to cross-check it against engine data or location records. Congress directed FMCSA to fix that by requiring electronic logging, but a vague technology requirement would have been just as easy to design around. A device that recorded some data some of the time would technically qualify as electronic without actually solving the falsification problem.

FMCSA’s answer was Appendix A to Subpart B of Part 395. Rather than describing what an ELD should do in general terms, the agency wrote exact technical specifications into law. Location accuracy tolerances, clock synchronization windows, transfer format requirements, and malfunction detection thresholds are all written as precise numbers. A device either meets those numbers or it does not, and enforcement officers have a documented technical baseline to compare device behavior against during every inspection.

The standard covers six core areas: what the device must record and when, how accurately it must capture location and time, what it must display to an officer on demand, how it must transfer data, how it must handle driver authentication, and what it must do when a malfunction occurs. A device that meets five of the six areas but fails the sixth is non-compliant, regardless of how the manufacturer describes it.

Why Does FMCSA Allow Manufacturers to Self-Certify Instead of Testing Devices Before Sale?

The self-certification model means manufacturers declare in writing that their device meets Appendix A and register that declaration with FMCSA. The agency does not independently test the device before it ships. This puts the burden of compliance on the manufacturer at the point of sale and on the carrier after deployment, rather than on the regulator.

The practical problem for your fleet is that a device appearing on the registered list is not the same as one that has passed an independent government test. FMCSA may investigate and remove a device when it does not meet the minimum requirements. That makes the registered and revoked device lists ongoing compliance checks, not one-time purchasing checks.

Who Has to Meet This Standard?

A common misunderstanding we see is that Appendix A only applies to the software on a device, or only to the tablet itself. That misunderstanding leads fleets to deploy systems where one component meets the standard but another does not, and the system as a whole fails at an inspection.

Appendix A applies to the ELD system as a whole: the device hardware, the software running on it, and the physical connection it maintains with the vehicle’s engine. A tablet running compliant software through a non-compliant hardware cable is still a non-compliant system. All three components must meet the specification together.

The mandate itself applies to most drivers required to keep records of duty status and operating CMVs in interstate commerce. Drivers who qualify for the short-haul exemption under 49 CFR 395.1(e)(1) or 49 CFR 395.1(e)(2), the pre-2000 engine exemption under 49 CFR 395.8(a)(1)(iii), or the agricultural and utility service vehicle exemptions under 49 CFR 395.1(k) and 49 CFR 395.1(n) are generally not required to use an ELD. Whether your drivers qualify depends on the specific details of their operations, so confirming with your compliance team or FMCSA directly before removing a device is the right step rather than assuming an exemption applies.

If you are unsure whether your local or short-haul drivers fall outside the mandate, our local driver ELD requirements guide covers each exemption category with the applicable regulation cited.

What Data Must Your ELD Record Automatically?

One of the most common problems we see surface at roadside inspections is a mismatch between what a driver’s log shows and what the engine data shows. That mismatch usually has the same root cause: the fleet deployed an ELD that relies on driver input for data fields the standard requires the device to capture automatically. The log looks correct until an officer compares it against the engine record, and then the discrepancy becomes obvious.

Appendix A defines required events and data elements rather than a simple list of eight categories. The ELD automatically obtains date and time and vehicle position, and it automatically records driving when the vehicle is in motion. When an ECM link is required, engine power status, vehicle motion status, vehicle miles, engine hours, and the VIN when available come from the engine ECM or vehicle data bus. Driver, carrier, vehicle, trailer, and shipping information can involve driver or carrier entries depending on the field and system configuration.

The solution to the mismatch problem has to happen before the device goes in the truck. When we help fleets evaluate a new ELD, one of the first things we look at is whether the device’s automatic recording actually draws from the engine or whether it depends on driver action to initiate a recording that should be automatic.

What Triggers an Automatic Duty Status Change on a Compliant ELD?

When the vehicle’s engine is running and the vehicle begins moving, a compliant device must record a duty status change to driving without any action from the driver. When the vehicle stops and stays stationary for five consecutive minutes, the device must ask the driver to confirm or update their status. If the driver does not respond within one minute of that alert, the ELD records the status as on duty not driving automatically.

An ELD that requires the driver to manually select driving before it begins recording that status is failing this requirement. The mismatch between what the log shows and what the engine record shows will be visible to any inspector who looks, and it creates exactly the kind of discrepancy that triggers a deeper review of the driver’s full log.

How Does Engine Synchronization Actually Work?

The problem engine synchronization solves is one of data-source reliability. For a CMV with an engine model year 2000 or newer, the ELD generally must link to the engine ECM or vehicle data bus and obtain the required engine power, motion, miles, and hours data without relying on driver input. Vehicles that are not required to have an ECM link, including qualifying pre-2000 engines, may use the alternative sources and accuracy tolerances specified in Appendix A.

When an ECM link is required, Appendix A requires the device to read engine power status, vehicle motion status, accumulated miles, and cumulative engine hours from the ECM or vehicle data bus. The specific port type matters because not every ELD hardware cable works with every bus type. J1939 is standard on most modern heavy-duty commercial vehicles. Older heavy equipment may use J1708. Lighter commercial vehicles typically use OBD-II. If your fleet includes a mix of vehicle ages or weight classes, confirming cable compatibility across all of them before deployment is part of your compliance check, not something to sort out after the device is already in the truck.

What Should Your Driver Do When the Engine Connection Drops Mid-Trip?

The real-world problem with engine sync failures is that some devices handle them silently. The connection drops, the device continues recording using estimated data or no data at all, and your driver has no idea anything is wrong until an officer finds the discrepancy at a roadside inspection.

A compliant device monitors the engine connection. It records an engine-synchronization data diagnostic event when it cannot obtain required updated values within five seconds of need, and it sets an engine-synchronization malfunction when required connectivity is lost for more than 30 minutes in aggregate over a 24-hour period. The driver must provide written notice to the carrier within 24 hours after discovering a malfunction. Paper records are required when the malfunction prevents accurate recording or retrieval of the driver’s records, not automatically for every diagnostic event.

Synchronization failures are among the most documented reasons FMCSA removes devices from the registered list. When you evaluate a new ELD, ask the provider to demonstrate what the device does when the engine connection breaks. A provider confident in their device will show you the malfunction alert, the log entry, and the paper log notification without hesitation.

What Location Accuracy Does the Standard Require?

Imprecise location recording creates a visible problem at inspections. If your driver’s log shows a duty status change at one location but the position record places the vehicle several miles away at that same moment, that discrepancy raises questions about the accuracy of the entire log. What starts as a location accuracy issue becomes a credibility issue for the whole record.

Appendix A requires the ELD to determine the CMV’s latitude and longitude automatically with measurement accuracy of ±0.5 mile. Combined with the required reporting precision, normal commercial-operation location reports are generally accurate to about ±1 mile. The ELD records location for specified events such as duty-status changes, intermediate logs, engine power events, login or logout activity, and malfunction events. During authorized personal use, location is reported at reduced precision to protect the driver’s privacy.

How Often Must the Device Record Location While the Vehicle Is Moving?

Beyond duty status changes, Appendix A requires the device to log the vehicle’s position every 60 minutes while in motion, even when no status change occurs. This continuous position trail solves a specific enforcement problem: it gives officers a timeline they can compare against the driver’s log to identify timing inconsistencies that a status-change-only record would miss.

The ELD must be able to acquire a valid position at least once every five miles of driving. A positioning compliance malfunction is triggered when the time without a valid position measurement within five miles of movement exceeds 60 minutes in aggregate over a 24-hour period. That is different from a single late intermediate log.

What Must Your ELD Display to a DOT Officer?

A driver may provide the required roadside report on the ELD display or as a compliant printout, depending on the device. If a display is used, it must be reasonably viewable by the safety official without the official entering the vehicle. The report must cover the current 24-hour period and the previous seven consecutive days.

Appendix A section 4.8.1.3 specifies the report contents, including driver and carrier identifiers, vehicle and ELD information, current location, duty-status events, totals, certification events, malfunctions and diagnostics, and a graph grid. The inspected driver’s profile and any required unidentified-driver report must be presented separately.

Does a Compliant ELD Have to Show a Graph Grid?

Yes. Appendix A section 4.8.1.3(c) requires the roadside printout or display to show a graph grid consistent with 49 CFR 395.8(g), including each duty-status change. The graph grid must also distinguish authorized personal use and yard moves with a different line style or shading and the appropriate abbreviation.

For a step-by-step breakdown of what a DOT officer examines during an inspection and what your driver needs to have ready, our article on what your ELD needs to show at a roadside check covers the process from the officer’s perspective.

What Data Transfer Methods Does Your ELD Have to Support?

Appendix A requires one complete roadside data-transfer option. A telematics ELD must support both wireless web services and email. A local-transfer ELD must support both USB 2.0 and Bluetooth. A provider may support additional methods, but all four are not required.

During an inspection, the safety official selects a mechanism from the methods the ELD is certified to support. The driver should know how to initiate every method offered by that specific device and should also be able to provide the required report on a display or printout.

What File Format Do Transferred Records Have to Use?

Appendix A specifies a standardized electronic format for transferred records, defined within the technical standard itself. This structured data format is built for enforcement systems to read automatically. It is not a PDF, a screenshot, a CSV, or a proprietary export from a specific brand. The format standardization solves the problem of officers needing different software for different ELD brands, because every compliant device produces the same structured output regardless of manufacturer.

Your driver should understand that a screenshot of the display is not a valid substitute for a proper transfer. FMCSA guidance recommends that drivers practice initiating both local and wireless transfers well before their first inspection, because a driver who cannot complete the transfer in the field can receive a citation even when every underlying record is accurate. That is an entirely preventable outcome.

How Does the Standard Handle Log Edits and Annotations?

The problem an ELD without proper edit controls creates is one of audit integrity. If a device allows records to be overwritten with no preserved original, an officer reviewing the log has no way to know whether the current version reflects what actually happened or whether it was changed to cover a violation. That uncertainty undermines the credibility of the entire record.

Appendix A and 49 CFR 395.30 preserve the original record rather than allowing an edit to overwrite it. Drivers may edit, enter missing information, and accept or reject carrier-proposed changes, but automatically recorded driving time cannot be shortened. A motor carrier may request an edit after reviewing submitted records; the driver must electronically confirm or reject the request and re-certify the record as needed. Each edit must include an annotation explaining the change.

An edit made to correct a genuine mistake is permitted when it follows these controls. An edit made to hide actual driving time or an hours-of-service violation can constitute a false record under 49 CFR 395.8(e)(1). Because civil penalty amounts are adjusted over time, fleets should check the current penalty schedule rather than relying on a static figure. Your drivers need to understand that distinction clearly before they propose their first edit. For a step-by-step walkthrough of the editing process and the regulations behind it, our guide on how ELD log rules apply when drivers need to correct a record covers each stage clearly.

What Happens When a Device Fails to Meet the Standard?

One risk fleets underestimate is how quickly a device-removal notice can affect operations. FMCSA does not announce removals on a predictable schedule, and a carrier that is not monitoring the registered and revoked lists can miss a replacement deadline.

When FMCSA removes a device, the agency’s notice identifies the affected models and the deadline for replacement. Recent notices have often provided a transition period, but fleets should follow the dates and enforcement instructions in the specific notice rather than assume every removal receives the same window. After the stated deadline, a driver using the revoked device may be cited and placed out of service under the applicable enforcement policy.

Use the FMCSA registered ELD list and the agency’s ELD news page to verify the current status of the exact device and ELD Identifier.

The solution we recommend is building a regular list check into your compliance calendar rather than waiting for a removal to reach you through a provider notice or a driver problem during an inspection. Checking your device’s ELD Identifier against the list takes a few minutes and removes the timing risk entirely.

What Are the Six Malfunction Types a Compliant ELD Must Detect?

Appendix A requires every compliant device to detect, flag to the driver, and log all six of the following malfunction categories:

• Power compliance malfunction: The device loses power or cannot maintain a stable connection to the vehicle’s power supply.
• Engine synchronization malfunction: The device loses its engine control module connection and cannot restore it within the required window.
• Timing compliance malfunction: The device’s internal clock drifts beyond ten minutes of UTC, the tolerance set by the standard.
• Positioning compliance malfunction: The device cannot acquire a valid GPS position within the required timeframe while the vehicle is moving.
• Data recording compliance malfunction: The device cannot write required data to storage, typically because internal storage has filled or failed.
• Data transfer compliance malfunction: After a failed weekly functionality check creates a diagnostic event, the ELD remains in unconfirmed data-transfer mode through the next three consecutive daily checks.

When the ELD detects or clears a malfunction, it must record the event and show a visible malfunction indicator while the malfunction is active. The driver must provide written notice to the carrier within 24 hours after discovering the malfunction. The carrier must correct it within eight days of discovering the condition or receiving the driver’s notice, whichever occurs first, unless FMCSA grants an extension.

ELD Technical Standard Compliance Comparison Table

What Questions Should You Ask Before Choosing an ELD?

Is This Device Currently on the Registered List, and Has It Ever Been Removed?

The problem fleets run into when they skip this check is discovering a device history issue after it is already in service across multiple trucks. We always recommend checking the registered list before any purchase decision. A device with no prior removal is not automatically safe, but one that has been removed and reinstated requires a direct conversation with the provider. Ask what the removal was for, what specifically changed, and how FMCSA confirmed the fix before reinstatement. A provider who cannot answer those questions in specific terms has not thought the question through, and that tells you something about how they handle compliance going forward.

What Engine Port Does the Device Use, and Does It Work Across Every Vehicle in Your Fleet?

Mixed fleets with different vehicle ages are where this problem shows up most often. An ELD cable that connects cleanly on a newer Class 8 truck may not perform the same way on an older unit running a different data bus. Before deployment, confirm the hardware cable supports the bus type used in each vehicle you plan to install it in. Ask the provider for specifics across your actual vehicle list rather than accepting a general assurance that the device works on all trucks.

Can the Device Complete Its Certified Transfer Methods, and Have Your Drivers Practiced Them?

Confirm which complete option the device supports: telematics through web services and email, local transfer through USB 2.0 and Bluetooth, or both. Ask the provider to demonstrate every method in the certified option, then have drivers practice those methods before an inspection. The safety official selects from the mechanisms the ELD is certified to support.

What Does the Device Do When the Engine Connection Drops Mid-Trip?

This question separates devices built to meet the standard from devices that only look compliant on a spec sheet. A compliant device monitors the connection, records the required diagnostic or malfunction event, and displays the appropriate indicator. If the malfunction prevents accurate recording or retrieval of records, the driver must reconstruct and continue records on paper or compliant logging software as required by 49 CFR 395.34. Ask the provider to demonstrate this failure scenario live during the evaluation. If they describe what happens without being willing to show you, that hesitation is an answer in itself.

Does the Edit Screen Show the Original Record Alongside Any Proposed Change?

Ask the provider to walk through the edit workflow on the actual device. The original entry should remain visible alongside any proposed change, an annotation field should be mandatory before the edit saves, and a carrier-proposed edit should notify the driver for review before applying. If the device allows a record to be overwritten with no preserved original, that is a compliance failure under 49 CFR 395.30(f), and it is exactly the kind of failure that appears when someone looks at the full record history during an audit.

Where Are Records Stored, and What Happens If the Device Is Lost or Damaged?

The six-month retention requirement under 49 CFR 395.8(k)(1) does not pause because a device was lost or damaged. If records are stored only on the device and the device disappears, you have a retention problem that cannot be undone after the fact. Ask whether records are stored on the device, on a server, or both, and confirm what the recovery process looks like if a device is lost or damaged within the retention window before you commit to any platform.

Is Technical Support Available Around the Clock, Not Just Business Hours?

Your driver’s 24-hour malfunction notification window under 49 CFR 395.34(a)(1) does not observe business hours. Neither does a roadside inspection. The problem with provider support that only operates during the day is that a malfunction event at 2 a.m. leaves your driver handling a compliance situation alone without any guidance. We provide 24/7 technical support because that coverage is part of what makes a malfunction manageable rather than a crisis. When you evaluate any provider, ask specifically how a driver reaches a live person during a malfunction event, not just whether support is generally available.

Does the Device Work on Box Trucks and Lighter Commercial Vehicles in Your Fleet?

Box trucks and lighter commercial vehicles often use OBD-II rather than the J1939 port standard on Class 8 equipment, and not every ELD handles both connection types with equal reliability. If your fleet includes lighter vehicles alongside heavy-duty units, this needs a specific answer before deployment, not a general assurance. Our guide on ELD requirements for box trucks explains what applies to those vehicles and where the compliance requirements differ from Class 8.

ELD Technical Standard FAQs

About Appendix A and How the Standard Works

Does FMCSA test an ELD before it appears on the registered list?

No. FMCSA does not pre-approve or test ELDs before they go to market. Providers self-certify that their devices meet Appendix A and register them with FMCSA. The agency may investigate and remove a device that fails to meet the minimum requirements, which is why fleets should monitor the registered and revoked device lists.

What is the practical difference between a registered ELD and a certified one?

In the context of the FMCSA program, they refer to the same thing. A device on the registered list is one whose manufacturer has self-certified it against Appendix A and registered that declaration with FMCSA. There is no separate federal certification process run by a government lab or independent testing authority. The weight of that declaration sits with the manufacturer, and the enforcement risk of a removal sits with the carrier.

Can a removed device come back to the registered list?

Yes. FMCSA allows reinstatement if the manufacturer corrects the deficiency that caused the removal and satisfies the agency that the device now meets the standard. A reinstated device reappears on the registered list. We recommend confirming reinstatement directly against the list rather than relying on a provider’s communication alone, since the list is the authoritative source.

What does the timing compliance requirement mean in practice?

It means your ELD’s internal clock must stay within ten minutes of Coordinated Universal Time at all times. A clock that runs even slightly fast or slow compounds over time. When officers compare log timestamps against GPS and engine data and find a time gap, that raises questions about every record in the log, not just the ones where the discrepancy is visible.

Which Data-Transfer Methods Does Appendix A Require?

Appendix A requires one complete option. A telematics ELD must support both wireless web services and email; a local-transfer ELD must support both USB 2.0 and Bluetooth. An ELD may support both options, but it does not have to offer all four methods.

How does Appendix A define the driving duty status?

The standard defines driving as the status recorded automatically when the vehicle is in motion. The ELD detects motion through the engine synchronization connection and records the transition to driving without any driver action. A driver cannot prevent the device from recording driving time by leaving their status set to on duty not driving while the vehicle is moving. The device logs the actual motion regardless.

Does the standard require the ELD to show a graph grid?

Yes. Appendix A section 4.8.1.3(c) requires the roadside display or printout to include a graph grid consistent with 49 CFR 395.8(g), showing each change of duty status.

About Managing Compliance in Your Fleet

What should your driver do at a roadside inspection if the ELD shows a malfunction?

The driver should note the malfunction and provide written notice to the carrier within 24 hours. If the ELD cannot accurately record or retrieve the required records, the driver must reconstruct the current 24-hour period and the previous seven consecutive days unless those records are already available, then continue using paper records or compliant logging software until the ELD is restored. Paper logging may not continue beyond eight days without an FMCSA extension.

Can your driver propose an edit to their log without creating a compliance problem?

Yes, as long as the edit follows the rules. The original record must be preserved, the edit must be annotated, automatically recorded driving time cannot be shortened, and carrier-proposed edits require the driver’s confirmation or rejection. An edit used to conceal actual driving time or an hours-of-service violation can constitute a false record under 49 CFR 395.8(e)(1).

Does the Appendix A standard apply to the tablet, the hardware cable, or both?

The standard applies to the ELD system as a whole, including its software, hardware, and required vehicle interface. For vehicles that require engine synchronization, a compliant application paired with a noncompliant or incompatible engine connection does not meet the standard. Appendix A provides alternative-source rules for vehicles that are not required to have an ECM link.

What happens if your driver cannot complete a data transfer during an inspection?

The driver should use the single-step transfer function and a mechanism supported by the device’s certified option. The ELD must also be able to provide the required current-day and prior-seven-day report on a display or printout. If the driver cannot transfer or present the required records, enforcement consequences may follow even when the underlying hours are accurate.

How do you check whether your current device still meets the standard?

Compare your device’s ELD Identifier, which should appear in your device documentation and on the in-vehicle information sheet required under 49 CFR 395.22(h), against the FMCSA registered ELD list. If your device no longer appears on the list, contact your provider immediately to confirm whether it was removed, self-revoked, or updated under a different identifier.

Does Every ELD Removal Receive the Same Replacement Period?

No fixed replacement period should be assumed. FMCSA removal notices identify the affected devices, transition deadline, and enforcement instructions. Check the notice for the exact device and ELD Identifier and replace the device by the stated date.

Where can you read the full Appendix A technical standard?

The complete text is free to read. You can find it through the FMCSA ELD program, which links directly to the technical standard on eCFR. Reading it directly is worth doing if you are responsible for device selection or fleet compliance, because the specific numbers in the standard are more precise than most vendor summaries suggest.

Conclusion

The gap between knowing your ELD is on the registered list and knowing it actually meets the technical standard behind that registration is where most compliance problems begin. Appendix A sets specific, numbered requirements for recording, location, display, transfer, and malfunction handling. A device that fails any one of those requirements creates a problem that lands on your driver during an inspection, not on the manufacturer who built it.

The steps to close that gap are clear and doable. Check your exact device and ELD Identifier against the registered list on a regular schedule, confirm drivers know how to complete every method in the device’s certified transfer option, and make sure your malfunction response process is written down and understood across your operation. If you are evaluating a new device, the buyer questions in this article give you a specific, standard-based set of tests to run against any provider before you commit.

When your drivers are running a device that meets the standard, handles malfunctions correctly, and transfers records cleanly, they can focus on driving rather than worrying about what happens when an officer pulls them over. That is the outcome the standard was written to produce, and it is what we work toward with every fleet that comes to us. To see what compliance costs for your fleet size, use our ELD price calculator or call us at (800) 261-4361 to talk through your vehicle types and coverage needs with our team. We also offer a 30-day money-back guarantee and 24/7 technical support, so you are not taking a risk by making the switch.