TELEMATICS TALKS - EPISODE 4 Guests: Tanner Cox (Vietek) & George Haskins (HD Fleet) Host: Navixy Topic: AI Dash Cam Installation Best Practices — Placement, Wiring, Calibration & Compliance ═══════════════════════════════════════════════════════════════════════════════ Host: Hello, and welcome to the fourth episode of our Navixy podcast. Today we're getting practical. We've got two perspectives on the same job: the person inside the cab with the trim tool and fuse taps, and the engineer in the office provisioning hardware, watching heartbeats, and chasing false alerts. Together, we'll dig into the messy realities of installs — laws, quirks, tech limits, and what it costs weeks later if you don't get it right. Joining us are Tanner and George. Tanner from Vietek is an electrical engineering professional with more than eight years partnering with OEMs across the globe to bring advanced telematics technology into the real world. For the past three years, he's led Vietek in delivering international installation solutions — from AI-powered cameras to multi-cam systems — helping fleets get technology installed right the first time. With his hands-on background in field installs, calibration, and troubleshooting, Tanner brings a unique mix of technical expertise and practical know-how. And George works at the intersection of technology and client success. With a background in sales, video telematics, and GPS solutions, he helps fleets adopt dash cam technology that improves safety, reduces liability, and drives cost savings. His people-first approach makes complex telematics simple for fleet managers to understand and implement. Drawing on experience in performance coaching and account management, George helps ensure deployments are smooth — so installs are done right the first time without repeat technician visits. Let's start simple. You've got a camera in your hand and a truck in front of you. What's the first thing you look at to make sure placement is both legal and gives the AI a clean view? And Tanner — are there certain makes or models that are always problem children when it comes to camera placement? ─────────────────────────────────────────────────────────────────────────────── Tanner: Absolutely. The well-known ones are Volvos and some models of Freightliners. We always take FMCSA and DOT guidelines into account and make sure those standards are used from the start. Then the technician can make the decision based on those. And if customer approval is needed, we can definitely get it. So we make sure all installs are within FMCSA and DOT guidelines — unless they have an FMCSA exemption, but that's where it gets complicated. ─────────────────────────────────────────────────────────────────────────────── Host: And you mentioned you always have a checklist. ─────────────────────────────────────────────────────────────────────────────── Tanner: Yeah — we actually provide a guideline sheet. It's like a standards sheet that we give to the driver, and it also certifies that their installation is within those guidelines. It lays out the parameters and explains why it meets FMCSA/DOT requirements. We've provided that to fleets in the past, so if they get pulled over and there are any questions, they can handle it on-site — just show the paperwork. We've had it happen a few times where drivers called us like, "Hey, we don't know what they're asking," and that's where we came up with the guideline sheet. We compile both FMCSA and DOT requirements and make sure everything's legal. ─────────────────────────────────────────────────────────────────────────────── Host: George, from your side — what happens when a camera is a little off in placement? Can you see issues remotely? And if so, how do you coach the team without bringing the truck back in? ─────────────────────────────────────────────────────────────────────────────── George: Definitely. We can see everything remotely in the platform as long as the camera has power. We can click "live" and see what's going on. And something we did to help with placement is: if an installer calls and asks, "Can you see the camera view? How does it look?" we can give them temporary access so they can pull it up on their phone and see the camera view themselves — including the in-cabin camera position to make sure it'll capture AI events properly. That's typically what we do for angles and checking sensors remotely. ─────────────────────────────────────────────────────────────────────────────── Host: That's great — having it on their phone avoids back-and-forth and saves time. ─────────────────────────────────────────────────────────────────────────────── Tanner: From the technician standpoint, it helps a lot. Seeing the view gives them peace of mind that it's mounted correctly. Just like all things in computing, it's easier when you can see the logs or the error codes. ─────────────────────────────────────────────────────────────────────────────── Host: Moving on — let's jump into California. California laws are famously strict. Tanner, do you build your install templates around California law? And how do you balance that with states that don't care as much? ─────────────────────────────────────────────────────────────────────────────── Tanner: We do. We base our installation guidelines off California standards. That way, if a vehicle starts in California and moves to Nevada, it's still compliant — and vice versa. If it starts in Nevada and gets moved to California, we know it's already up to par. If it meets California DOT standards, it meets pretty much anybody's standards. They're the strictest. Honestly, it applies across the country — and even worldwide. We've done installs in multiple countries, and California still beats it. So we make it the standard so you don't have to think about it. Same measurements, same guidelines. ─────────────────────────────────────────────────────────────────────────────── Host: George — do state or country-based profiles make sense? Like auto-disabling cabin audio on California trucks? ─────────────────────────────────────────────────────────────────────────────── George: That's a great question. We actually ship cameras with audio disabled from the get-go. To be frank, we don't want audio of drivers' personal conversations. We want them to have privacy — but still have that in-cabin camera available in case something happens. When customers do need audio — like in NEMT, when transporting patients — they can submit a support ticket directly through our platform. It's easy: click, type "I want audio," and it's enabled quickly. So for places like California, it's not a big deal. It's manageable. ─────────────────────────────────────────────────────────────────────────────── Host: Slightly related — let's talk about trust. Some states require all-party consent for audio. Some have biometric privacy laws. In the UK you need data protection impact assessments. When installing in high-risk places, do you disable audio, skip face analytics, tighten retention, or ask for explicit consent? And what's the best way to message it so drivers don't feel spied on? ─────────────────────────────────────────────────────────────────────────────── Tanner: I'll take that part — especially messaging. The biggest thing we've found is transparency. We've been on-site, we've met drivers — they're the ones sitting in front of the camera every day. The best approach is being clear: this isn't a spying device — it's a safety device. It's to help the driver, not just the company. If a driver gets in a wreck and there's false blame, the camera can save jobs and even lives. Nobody has time to watch hours of footage of normal behavior — most teams only review alerts. The goal is safety. Transparency is key. If you're transparent with drivers, they're usually on board. Also, across OEMs, I've noticed audio is increasingly "off by default." Many are making the decision later, after drivers get used to it. But the key is telling drivers ahead of time what's on, what's off, what it can do, and what it can't do. ─────────────────────────────────────────────────────────────────────────────── Host: Moving into installation — wiring can get complicated. You can get it wrong and the truck won't start on Monday. Tanner, what's your playbook to make sure the install doesn't end up draining the battery? ─────────────────────────────────────────────────────────────────────────────── Tanner: The most common reason for battery drain is incorrect wiring — usually ignition is hooked to constant power, so the device is always on. OEMs typically have about a 5 to 50 milliamp draw. Even at 50 milliamps, it takes 24 to 50 days to fully drain a battery depending on battery health. So if installed correctly, it shouldn't drain the battery — unless the vehicle sits for a month at a time. Most "battery drain" issues come down to wiring errors. ─────────────────────────────────────────────────────────────────────────────── Host: George — can you see battery drain from the cloud side? And do you ask for photo proof before activation? ─────────────────────────────────────────────────────────────────────────────── George: Yes. On our platform we can pull battery voltage, odometer readings, and more. When a tech plugs in the camera, we can see the battery voltage immediately. One reason I work with Vietek is they take photos before and after installs. So if I see a vehicle dropping in voltage, I can check the install photos. We don't always require photos — Vietek sends them automatically — but yes, we can see battery voltage at all times. ─────────────────────────────────────────────────────────────────────────────── Tanner: Installation photos are a big part of it. Many companies provide them. If a customer has had issues before, photos plus voltage readings help explain what's going on. And honestly, a lot of cases come down to vehicles sitting for 72 days without being started. That's more often the real cause. Some fleets now start vehicles weekly and let them run for several hours — that typically recharges the battery. ─────────────────────────────────────────────────────────────────────────────── Host: And I imagine winter makes it worse. ─────────────────────────────────────────────────────────────────────────────── Tanner: Definitely. If you're in Anchorage or Fairbanks, Alaska, it's a different story. You might be starting vehicles every few days. At negative 20 or negative 30, batteries struggle even with heaters. ─────────────────────────────────────────────────────────────────────────────── Host: A lot of these systems don't really "settle" until a calibration drive. Otherwise detections can be noisy. Tanner, can you prep customers so the first trip doubles as calibration instead of wasted downtime? ─────────────────────────────────────────────────────────────────────────────── Tanner: Yes. We tell customers the first 15 to 20 minutes are important. You may get false alerts at the start — the device is learning. It starts with general parameters, but a Honda Civic is different from a Freightliner Cascadia. Movement and behavior are different. That initial drive helps it learn. OEM systems usually refine within a day or two, so it's pretty fast. ─────────────────────────────────────────────────────────────────────────────── Host: George — what do you do when calibration fails? Can you handle that remotely or does it require a site visit? ─────────────────────────────────────────────────────────────────────────────── George: We don't want another site visit — that's a headache. First, we try to recalibrate from the platform. Our development team is great, so we check everything in the backend. Most of the time calibration can be handled remotely. And if it can't, nine times out of ten it's a hardware issue — so we just ship a replacement camera, return the faulty one, and send it back to the manufacturer. It's that simple. ─────────────────────────────────────────────────────────────────────────────── Host: Do you see more support tickets in the first couple days? ─────────────────────────────────────────────────────────────────────────────── George: Typically, yes. We reassure customers: false positives can happen day one or two, but after that it's smooth — the AI has learned the environment and habits. We're always on standby for support. ─────────────────────────────────────────────────────────────────────────────── Host: Moving to connectivity. Nothing's worse than finishing an install and realizing the camera can't connect. Tanner, how do you check signal strength and SIM configuration before handing back the keys? ─────────────────────────────────────────────────────────────────────────────── Tanner: Verizon has been the most reliable from what I've seen, especially in remote areas. Connectivity issues usually come from two things: the vehicle is parked in a garage, or it's in a remote site — middle of nowhere, like Wyoming. It may connect eventually, but it can take time. We check signal by SIM provider ahead of time. If we think a location will be an issue, we give the customer a list upfront: "These sites may not come online immediately." That saves a lot of time and reduces support calls. Sometimes the solution is simple: drive 20 miles down the road and it's fine. There are gaps in cellular networks — it's like a cell phone on a road trip. ─────────────────────────────────────────────────────────────────────────────── Host: George — once the install is complete and the device is online, who pays for the cellular data? ─────────────────────────────────────────────────────────────────────────────── George: We have an unlimited plan at HD Fleet, and it's incorporated into the monthly billing. Some companies make customers pay Verizon/AT&T/T-Mobile separately. With us it's included. If customers want to view live for an hour or two a month, that's fine. Downloads use more data, but we don't cap it and we don't charge extra for heavy usage. This is the customer's system — they should be able to use it. So most of the time, we cover any overages if they exist. ─────────────────────────────────────────────────────────────────────────────── Host: When you bring a new vehicle online, what are the first things you check to make sure it's ready for the road? ─────────────────────────────────────────────────────────────────────────────── George: We check: odometer reading, fuel reporting, battery voltage, whether we can view live, and whether we can capture and download a clip or photo. If any of those fail, we backtrack to diagnose connectivity or installation issues. That's the main checklist from start to finish. ─────────────────────────────────────────────────────────────────────────────── Host: Scaling rollouts and ops downtime: some fleets use in-house techs, others outsource to crews like Vietek. When does it make sense to bring in third-party installers? ─────────────────────────────────────────────────────────────────────────────── Tanner: In-house techs can handle small volumes. But the issue is you're pulling them away from their primary work. When fleets realize installs take about an hour each and their in-house team can't keep up, they call us. We can deploy crews and complete installs fast — five, ten, twenty a day — and finish in a few days instead of weeks. We also provide on-site training if a fleet wants to do installs in-house. But enterprise deployments are where we really help: we have about 200 technicians across the US, and we travel. We've done 6,000 installs in about a month and a half. It's faster and more efficient than trying to hire and manage a temporary installation team, plus project managers, training, and logistics. Even smaller fleets benefit. If you have 50 vehicles in one location — we can get that done quickly with a dedicated technician instead of spreading it across weeks internally. And we warranty installs for 180 days for installation-related defects, which reduces "go-backs." ─────────────────────────────────────────────────────────────────────────────── Host: George — what proof points tell you an install is solid and won't cause issues in the first week? ─────────────────────────────────────────────────────────────────────────────── George: Signal stability is key, because bad signal can create false reports or missed detections. But the biggest sign is: no fault codes and no "Christmas tree" on the dashboard. If something goes wrong in the first 72 hours, it's either an install issue or a faulty camera. We also watch stable power — if power isn't consistent, the platform shows that. So yes — we have enough data to know when something's off. ─────────────────────────────────────────────────────────────────────────────── Host: Let's talk legal proof. Courts don't just want footage — they want proof it's authentic, timestamped, and tamper-proof. Tanner — do you do anything like time sync, tamper seals, or other steps during install? ─────────────────────────────────────────────────────────────────────────────── Tanner: We've used tamper seals in some cases, depending on the OEM, because sometimes seals can affect the device. What we always do is take a lot of installation photos. If a customer requests an install file, we have it indefinitely, and they have a copy too. We can show before, during, and after, including connection points. It's been very helpful for inspections and investigations. ─────────────────────────────────────────────────────────────────────────────── Host: George — from the cloud side, what features like watermarking or audit details have saved fleets in claims? ─────────────────────────────────────────────────────────────────────────────── George: All our videos are watermarked with date, time, speed, and location (latitude/longitude). We had a case where a vehicle came off a service road and hit our customer. It was an NEMT fleet, so there was also passenger liability. The video showed the driver stopped at a stop sign, and the watermark proved the time, location, and speed — that the vehicle was at a complete stop. When they brought it to court, it helped save them millions. I use that story all the time because it's real. ─────────────────────────────────────────────────────────────────────────────── Host: Driver-facing cameras can be controversial. Have you seen driver pushback, and what turns it around? ─────────────────────────────────────────────────────────────────────────────── Tanner: Sometimes drivers don't want it — and transparency helps a lot. If you explain it's a safety device and what's on/off is policy, most drivers accept it. We also provide safety sheets and help fleets message why it's there: it protects the company and the driver. Sometimes during a rollout, an incident happens and the camera clears a driver from blame — and that instantly changes attitudes. Showing real examples — photos and videos — helps a lot. But yes, there are always a few people who won't accept it, and that happens. ─────────────────────────────────────────────────────────────────────────────── Host: Let's talk about "shortcuts." Marketing says installs take an hour — reality can become three hours because of airbags, fuse logic, heat, and vehicle quirks. What's the cheapest shortcut you've seen blow up later? ─────────────────────────────────────────────────────────────────────────────── Tanner: Using Scotchlocks or T-taps. We've seen those cause thermal events — and we really don't like those. Instead of doing it properly — strip, butt connector, heat shrink, or solder — people take shortcuts and it can lead to device failure or electrical issues. Wiring matters. ─────────────────────────────────────────────────────────────────────────────── Host: George — any shortcuts you've seen from your side? ─────────────────────────────────────────────────────────────────────────────── George: Some technicians are just lazy. Wires hang loose, drivers kick them, the camera loses power, and then you don't have footage when you need it — during an accident, for example. That shortcut can cost thousands — even hundreds of thousands or more. That's why I prefer professional installs. Sloppy cable management becomes real risk. ─────────────────────────────────────────────────────────────────────────────── Host: If you had a magic wand, Tanner — what would you ask manufacturers for to make installs easier? Better brackets, OEM support, anything? ─────────────────────────────────────────────────────────────────────────────── Tanner: Standardization. Some level of standard brackets and more plug-and-play methods would help. The RP1226 data port situation still isn't uniform. Techs arrive and see multiple ports, then they have to pull wiring diagrams and test manually with a multimeter. More standardization across OEMs would reduce complexity. ─────────────────────────────────────────────────────────────────────────────── Host: George — from your side, what's the one thing you wish existed to make installs easier? ─────────────────────────────────────────────────────────────────────────────── George: Communication. I can't stress it enough. We need progress updates so we can communicate with customers. That's one reason I stick with Vietek. As far as compliance settings, audio is already off by default for us, and we can disable cabin camera if needed — that part is manageable. But communication throughout the rollout is what makes everything smoother. ─────────────────────────────────────────────────────────────────────────────── Host: If you're a Navixy partner, installs are where the rubber really meets the road. A field crew like Vietek and a cloud team like HD Fleet can make or break your investment from day one. When it's done right, you get reliable evidence, fewer false positives, and vehicles back on the road faster. And as video telematics evolves, the line between safety, compliance, and trust will only get sharper. The teams that master that balance will shape the fleets of the future. Thank you for your time today — and please be sure to like and subscribe. ═══════════════════════════════════════════════════════════════════════════════ Learn more: - Navixy: https://www.navixy.com - Vietek: https://vietekinc.com - HD Fleet: https://hdfleet.com - Watch this episode: https://youtu.be/vL0bGSd_B4E