FM-Eco4, FM-Pro4 and FM-Tco4 exist for trucks and heavy equipment. Their value is depth of CAN and tachograph data, and the platform is built to keep that depth rather than flatten it to position and speed.
CAN and tachograph handling built for European heavy commercial vehicles, which is exactly what a GCC construction or long-haul fleet running imported trucks needs.
Protocol-level facts from the manufacturer’s own documentation. Model-level behaviour varies within a series, so confirm your exact unit with us rather than assuming.
| Item | Supported | Notes |
|---|---|---|
| Protocol family | Ruptela proprietary binary | Efficient framing with extended IO records |
| Transport | TCP and UDP | TCP standard for vehicle deployments |
| Series commonly deployed | FM-Eco4 (basic), FM-Pro4 (CAN), FM-Tco4 (tachograph) | Choose by data depth needed, not by vehicle size |
| CAN data | Native, no adapter on Pro4 and Tco4 | Fuel, RPM, engine hours, odometer, load |
| Tachograph | FM-Tco4 with digital tachograph download | Driver cards and mass memory |
| Heavy equipment | Engine hours and PTO state | Utilisation billing on plant and machinery |
| Remote configuration | Ruptela configurator, FOTA | Fleet-wide parameter rollout |
Most platform vendors publish a list of supported model numbers. It looks reassuring and it is usually out of date, because it describes a snapshot of what somebody tested once rather than how the integration actually works. GPS platforms do not implement models; they implement protocols. Ruptela devices report over Ruptela binary across TCP and UDP, and the platform decodes that protocol — which is why a new unit in the FM-Eco4, FM-Pro4, FM-Tco4, FM-Plug4 families generally works on the day it ships rather than after a development cycle.
What genuinely varies between models is not the protocol but the hardware: which inputs physically exist, whether a CAN interface is present, whether there is a relay output, how many 1-Wire devices can be attached. That is why we ask for your exact model and firmware version rather than publishing a matrix. It takes us a day to confirm against a live server, and it is the difference between a deployment that works and one that discovers a missing input after the units are installed.
Send the model, the firmware version and what you need to report on. You will get back a straight answer on three things: whether the unit reports into the platform at all, which of your required data points it can actually produce, and whether a cheaper unit in the same range would do the same job. That last one costs us margin and saves you money, which is the point — a fleet that buys the wrong hardware blames the platform.
Ruptela units already in the field can be re-pointed to a new server remotely, so a migration does not mean visiting vehicles. We audit what is connected first, import your historical data, re-point a pilot group, and cut the rest across only once the pilot reconciles cleanly against your old system. The old endpoint stays live through the window. Full detail is on the hosting and migration page.
Send your Ruptela model list and we will confirm compatibility against a live server before you commit. Request a compatibility check or message us on WhatsApp — include firmware versions if you have them, and tell us what you need to report on.
Data depth, not vehicle size. FM-Eco4 covers position and basic IO. FM-Pro4 adds native CAN, which is where fuel consumed, engine hours and real odometer come from. FM-Tco4 adds digital tachograph download for driver card and mass memory data. Choose by what you need to report on, not by how big the truck is.
Not on FM-Pro4 or FM-Tco4 — CAN is native, which is one of the main reasons heavy fleets choose Ruptela over a tracker plus adapter. You still need the correct CAN profile for the vehicle type, which is a configuration step rather than extra hardware.
They measure different things and the better answer depends on your problem. A probe measures what is in the tank, which catches siphoning. CAN reports what the engine consumed, which catches inefficient driving and gives you consumption per trip that reconciles with the vehicle. Serious fleets run both and compare them — a divergence between the two is itself the theft signal.
Yes. Engine hours and PTO state come off the CAN bus on supported units, so utilisation is measured rather than estimated, and idle time is separated from working time. That distinction is usually where the margin on plant hire is won or lost.
Both, and the distinction matters for compliance. Driver card and mass memory downloads are retained so drive and rest records can be produced for an audit period, not just viewed live. Retention length is set by what your jurisdiction requires — tell us the period and it sizes into the hosting plan.
Send us your exact models and firmware versions. We will test them against a live server and tell you what works before you commit to anything.
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