Heavy vehicle glass
Truck Windscreen Replacement
We fit heavy vehicle glass where the truck is standing (depot, yard, worksite or the shoulder of the motorway), so the unit goes back into service rather than onto a tow truck.
- Mobile. We come to the vehicle
- Open 24 hours, 7 days
- Quoted before the work starts
- Sydney and New South Wales
Get a quote today
Tell us the vehicle and what's damaged. We'll come to you.
Windscreen Replacers fits truck and heavy vehicle windscreens on site anywhere in Sydney and NSW. We bring the glass, the adhesive and the lifting gear to your depot, yard, worksite or the roadside, and we book around your run schedule instead of asking a driver to deliver the truck to a workshop. Open 24 hours, 7 days.
A stopped truck is a different problem to a stopped car
When a car windscreen goes, someone reschedules a day. When a truck windscreen goes, a load doesn't move, a driver's shift burns anyway, and whoever is waiting at the other end starts ringing.
That difference shapes everything on this page. We quote heavy vehicle glass, but the thing we are really being asked to manage is the gap between the moment the screen cracked and the moment the unit is legal and back under load.
So we ask different questions when a truck operator calls. Not just make and model, but where the vehicle is standing, whether it is loaded, when it is next rostered, and whether there is a second unit that can cover the run while we work. Then we schedule to that, not to a workshop diary.
Heavy vehicles we fit glass to
Anything from a courier van up to a bonneted prime mover. The glass, the mounting method and the number of people needed on the job all change as the vehicle gets bigger.
- 01Rigid trucksTippers, tautliners, pantechs, tilt trays and body trucks. Usually a single-piece screen, often bonded, sometimes rubber-set on older cabs.
- 02Prime moversCab-over and bonneted units running B-doubles and semi-trailers. Many carry a two-piece screen, which changes both the part and the fitting method.
- 03Light commercials and vansDelivery vans, crew cabs and heavy utes. Car-style glass, truck-style consequences when the vehicle is someone's whole working day.
- 04Specialist and vocational bodiesConcrete agitators, waste trucks, crane trucks and service bodies, where access around the cab is tighter than a standard yard job.
Older heavy cabs often use a rubber-locked screen that is set into a channel rather than bonded to the body. Newer cabs are almost all urethane-bonded, the same principle as a modern car but on a far bigger and heavier panel. Tell us the make, model and build year when you ring and we will confirm which one you have before we load anything.
Where we do the work
The truck stays where it is. We come to it, which for heavy vehicles matters more than it does for cars, you cannot casually drive a semi across Sydney with a shattered screen to keep an appointment.
At your depot or yard. The easiest version of the job. Hard standing, room to walk both sides of the cab, and usually somewhere to shelter if the weather turns. If you have several units due, this is where we can stage them one after another.
On a worksite. Construction and civil sites work if we can get the vehicle onto level ground away from active plant movement. Let us know the site rules when you book: induction requirements, sign-in, PPE expectations and access windows are all easier handled in advance than at the gate.
Roadside. If a stone has taken the screen out on the M4, M7 or the Hume, we will come to the vehicle. Safety governs what we can do: we need the truck fully off the running lane, in a rest area, a breakdown bay or a side street, with room for our van behind it.
Overnight. A lot of heavy vehicle work is best done when the truck is not wanted. We are open 24 hours, 7 days, and fitting a screen at 2am in an empty yard is often the cheapest hour of the week to lose.
- Depot, yard, worksite or roadside across Sydney
- Night and weekend slots so the truck loses its own downtime, not yours
- Two-person crews where the glass size requires it
- Site access and induction sorted before we arrive
Weather is the one thing we will not push through. Urethane will not cure properly in heavy rain, and a screen the size of a prime mover's is a genuine hazard to handle in wind. If there is no cover available we will say so and move the slot rather than fit glass that leaks in six weeks.
The cost that isn't on the invoice: what an hour off the road is worth
Most quotes for heavy vehicle glass compare one number: the price of the screen and the fitting. For an operator that is the smaller half of the decision. The bigger half is what the vehicle earns, or fails to earn, while it is standing still.
It is worth doing this arithmetic once for your own operation, because it changes which quote is actually the cheap one. You do not need our figures. You need yours.
Work out your own hourly downtime figure
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Start with what the unit bills or carries in a normal day
Whatever the measure is for your business (loads, drops, hours hired, tonnes moved) take a typical day for that unit and divide it by the hours it is normally rostered. That is your revenue rate per hour standing.
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Add the costs that keep running while the truck doesn't
The driver's paid hours, if they are rostered and cannot be redeployed. Registration, insurance and finance on the unit accrue by the day whether it turns a wheel or not. None of that pauses because the screen is cracked.
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Add what it costs to cover the work
Hiring a replacement unit, paying a subcontractor to carry the load, or pulling a spare truck off another task and creating a second gap somewhere else in the roster.
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Add the downstream cost of a missed window
A missed DC delivery slot, a late site delivery that idles a crew, a rebooking fee, or a customer who quietly moves the next job elsewhere. This one rarely appears in any calculation and is often the largest number in it.
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Now compare quotes on total hours lost, not just the glass
A cheaper screen fitted the day after tomorrow, in a workshop the driver has to reach, will usually cost more in total than a fair quote fitted tonight in your own yard. Run your hourly figure against the difference in hours and the answer is normally obvious.
| Where the hours actually go | Workshop-based replacement | On-site replacement |
|---|---|---|
| Getting the vehicle to the glass | A driver and a truck committed to the trip, both ways, in Sydney traffic, assuming the screen is legal enough to drive at all | None. The vehicle does not move |
| Waiting for a slot | You take the workshop's next opening, which may be days out | We schedule against your roster, including nights and weekends |
| Time the fitter is on the job | Broadly similar either way | Broadly similar either way |
| Cure time before the unit is legal to move | Runs down while the truck sits at the workshop | Runs down in your yard, where the driver can be doing something else |
| Return trip and re-entry to service | Another leg, plus whatever it takes to get the unit back into the run order | The truck is already where its next job starts |
| Second and third units | Each one repeats the whole cycle | Staged back to back in one visit |
This is why we quote the way we do. You get the price for the glass and the fitting up front, and you get a realistic time for when that unit is legal to move again, including cure time. We'll tell you exactly how long before the car is safe to drive. Both numbers before we book, so you can put the job against your own hourly figure rather than guess.
If you want the same treatment for the light vehicles in your fleet, our guide to what a windscreen replacement costs breaks down what moves the price on a passenger vehicle and how to compare two quotes fairly.
How a heavy vehicle windscreen is fitted
The principle is the same as a car. The scale, the handling and the tolerance for shortcuts are not.
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Confirm the exact screen before we roll
Heavy cab glass varies by build year, cab variant and sometimes by the body builder. We identify the part from the make, model and build plate rather than guessing from the model name, because arriving with the wrong screen costs you a whole slot.
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Set up around the cab
Wipers, cowl panels, interior trims and any camera or sensor bracket come off first. On a bigger cab we work from platforms or steps rather than reaching, because a rushed reach is how trims get broken and paint gets marked.
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Cut the old screen out
A bonded truck screen is cut free from the urethane bead with wire or a cold knife. A rubber-set screen is released from its channel instead. Either way the aim is to remove the glass without dragging the cutting tool through the paint on the aperture.
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Prepare the aperture properly
Old urethane is trimmed back to a thin, even layer, bare metal is treated, and the surface is primed. Trucks live outdoors in weather and vibrate constantly, so a poorly prepared aperture shows up as a leak or a rust line far faster on a truck than on a car.
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Lift and set the new glass
A prime mover screen is heavy and awkward enough that two people and vacuum cups are the sensible minimum. It is set in one movement onto a fresh bead, positioned against the correct stops, and pressed home evenly.
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Reinstate, test and hand back
Trims, wipers, cowls and sensor brackets go back on. We water test the seal, check the wiper sweep across the new glass, and tell the driver when the unit is legal to move before we pack up.
One practical note for two-piece screens on prime movers: if only one side is damaged, only that side usually needs replacing. It is worth asking, because it is a materially smaller job than doing both.
Glass that meets Australian Design Rules
Heavy vehicle windscreens sold for road use in Australia have to be laminated safety glass that meets Australian Design Rules for automotive glazing. That is not a formality. A truck screen is a large structural panel that helps hold the cab together and keeps the driver inside it in a rollover.
The glass we fit meets Australian Design Rules. Where a screen carries features built into it (a heated wiper park zone, a shade band, an acoustic interlayer, an antenna element, or the mounting pad for a camera) we match those too, because a screen that fits the hole is not the same as a screen that suits the vehicle.
Marking matters as well. A compliant screen carries its standards marking etched into a corner, which is what an inspector looks for. If you are running a maintenance-accredited fleet, that marking is part of your record.
We'll tell you which glass we're quoting on so you can compare like with like. Whichever we are quoting on, we tell you before you accept, so two quotes can be compared on the same basis.
Cameras and driver-assist on late-model trucks
Driver-assist technology has arrived in heavy vehicles the same way it did in cars, a bit later and with less fanfare. Newer cabs commonly carry a forward-facing camera mounted to the screen driving lane departure warning, advanced emergency braking, adaptive cruise or driver fatigue monitoring.
Take that screen out and the camera's aim relative to the road has moved, even with a perfect refit. It has to be recalibrated before those systems can be trusted again, and on a heavy vehicle the consequences of a misaimed braking system are not small.
How we handle it. We check at booking whether the unit needs calibration, not after the glass is in. Where it does, we arrange the ADAS calibration and coordinate it with the replacement so it is one job on your maintenance record rather than two appointments you have to chase.
Some fleets also run aftermarket dash cameras and telematics bonded to the screen. Tell us what is mounted on there before we start. We can usually transfer them, but it is much easier planned than improvised.
Fleets and multi-vehicle scheduling
Doing six trucks properly is not the same job as doing one truck six times. If you run a fleet, the scheduling is usually worth more to you than the per-unit price.
We stage the work against your roster. Send us the units, the damage on each and when they are next needed. We come back with an order and a set of time slots that keeps the ones you need tomorrow available tomorrow, and takes the ones sitting idle first.
One visit, several vehicles. Where units are in the same yard we work through them consecutively. That removes most of the travel and set-up time that would otherwise be repeated on every single booking.
Standing arrangements. Operators who deal with stone damage constantly (tippers, quarry work, anything running unsealed access roads) often prefer a known contact and an agreed response expectation rather than ringing around each time.
Records you can file. We document what was fitted to which unit, including the glass and any calibration arranged, so it goes straight into your maintenance system.
Before you send us the list
- Fleet number, make, model and build year for each unit
- Photos of the damage, taken from inside and outside the cab
- Whether the cab has a camera mounted behind the screen
- Where each unit is standing and when it is next rostered
- Site access rules, gate hours and any induction we need
- Who signs off the work on the day
That list takes a few minutes to put together and typically saves a full slot per vehicle in avoided back-and-forth.
When a truck screen can be saved instead
Not every stone strike ends in a new screen, and on heavy vehicles the incentive to catch damage early is stronger than on cars.
Trucks collect stone damage relentlessly. They sit high, they follow other trucks, and they spend time on haul roads and unsealed access tracks where loose metal is constantly being thrown. A screen that is checked on a walkaround and dealt with early stays a small job.
The rules of thumb are the same as any laminated screen. Fresh, clean damage away from the edge of the glass and out of the driver's primary field of view is usually repairable. Long cracks, damage close to the perimeter, and old damage that has filled with dirt and moisture generally are not, and a crack on a vibrating truck cab travels faster than the same crack on a car. Our page on windscreen chip repair sets out exactly what can and cannot be saved.
Worth remembering for pre-trip checks: damage in the driver's line of sight is the sort of thing that attracts attention at a roadside inspection, and a defect notice costs a great deal more downtime than a repair booked at your convenience.
Questions
Common questions
Can you replace a truck windscreen at our depot?
Yes, and that is where most of our heavy vehicle work happens. We need level standing, room to work both sides of the cab and space for the van alongside. If the yard has cover, better again. It means weather is less likely to move the slot. Tell us the gate hours and any site induction when you book.
How long will the truck be out of service?
The fitting itself is a contained piece of work. What sets the total is cure time before the unit is legal to move, plus calibration if the cab has a camera behind the screen. We give you a realistic figure at booking, including we'll tell you exactly how long before the car is safe to drive, so you can slot it against the roster rather than hope.
Do you work outside business hours?
We are open 24 hours, 7 days. For fleet operators that is often the whole point, a screen fitted overnight or on a Sunday in a quiet yard costs almost nothing in lost running, where the same job on a Tuesday morning costs a full shift.
Is truck windscreen glass different to car glass?
Same principle, different scale and specification. Both are laminated safety glass meeting Australian Design Rules, but a heavy vehicle screen is larger, heavier, often more curved, and on many prime movers it is split into two pieces. Some cabs are rubber-set into a channel rather than bonded, which is a different fitting method again.
Can a cracked truck windscreen be repaired rather than replaced?
Sometimes. Small, fresh stone damage away from the edge and outside the driver's primary view can often be filled and sealed. Long cracks, edge damage and contaminated old breaks cannot. Send a photo taken from both sides of the glass and we will tell you which job you are looking at before anyone commits to a slot.
Do you handle fleet accounts and multiple vehicles?
Yes. Send the fleet numbers, the damage and when each unit is next needed, and we will come back with a staged schedule and a quote covering the lot. Units in the same yard get done consecutively in one visit, and we document what went into each vehicle for your maintenance records.
Does a new truck windscreen need ADAS calibration?
If the cab has a forward-facing camera mounted to the screen, yes. Removing and refitting the glass shifts the camera's aim relative to the road, and systems like advanced emergency braking and lane departure warning depend on that aim being right. We arrange the calibration and coordinate it with the replacement so it happens as part of the same job.
Get moving again
Get the truck legal and back under load
Send us the unit, the damage and where it is standing. We will quote the glass and the hours, and fit it at your yard, your site or the roadside, day or night.