Not every vehicle that comes to a lot is ready for immediate sale. Some need inspection work, others fail a pre-purchase audit, still others are waiting for major reconditioning. These out-of-service (OOS) units can't be sold as-is, and moving them to a service facility, reconditioning center, or auction often falls on the lot to coordinate.But OOS transport is a different calculation from primary-sale logistics.First, the economics. Reconditioning and repair costs money — sometimes thousands per unit. Is it worth fixing the unit for resale, or should it go to salvage? The answer often depends on the transport cost to the repair facility. If transport eats too much margin, the reconditioning doesn't make sense. So you need a locked, known price before you commit to repair.Second, the status. An OOS unit might be undrivable (failed brakes, electrical issues), meaning it needs winch or flatbed handling. Or it might be drivable but not saleable — maybe it has title issues, or documentation flags. The carrier needs to know the real status, not just "broken."Third, the destination. A vehicle going to an independent shop might go to an address the carrier has never seen before. Delivery coordination is manual — you're not handing off to an auction yard that has intake protocols. You're arranging a specific time window with a mechanic or facility owner.Fourth, timing logic. An OOS unit sitting on your lot costs you place, and a place on a lot is money. The faster it's off the lot, the better — even if it goes to repair. But repair shops have their own schedules, and you don't want a vehicle delivered on Monday when the shop doesn't have space until Thursday. Coordination is critical.Here are the clear scenarios:**Wholesale to Auction:** The unit is not saleable as-is; you're sending it to Copart or IAA to sell for parts or salvage. Transport is a known cost per unit, priced upfront.**Dealer Repair Facility:** The unit goes to an affiliated or preferred repair shop for specific work (transmission, frame, interior). Scheduling needs to flex with shop availability, but transport cost should be locked. Often, these are repeating routes to the same shop, so you can negotiate a fixed monthly rate.**Third-Party Reconditioning:** High-value units might go to a specialized reconditioning center (detailing, paint, interior restoration) before resale. Transport is a premium option (often enclosed if the unit is nearly ready for sale), and timing is tight because it's resale-bound.**Off-Lot Storage:** Sometimes a unit is "hold for repair" or awaiting title resolution, and it needs temporary storage off your lot. Transport to a nearby storage facility clears the lot, and the unit moves back when ready.Each scenario has different pricing logic, timing constraints, and coordination needs. The right transport partner handles all four — not as exceptions, but as part of standard operations.SendMyRide moves OOS inventory to repair shops, reconditioning centers, and auctions. We lock pricing per unit upfront, handle non-running loads if needed, coordinate scheduling with your repair facilities or receiving yards, and provide condition reports at both ends. If you're moving units regularly to the same shop or facility, we can offer NET-30 terms so you're managing cash more efficiently.The point: OOS transport shouldn't feel improvised. It's part of your operation, and it should be priced and scheduled like it.