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Chrome cover or a visible sensor
The film offers a visible choice at the end of the wheel work. Leave the sensor where it can be seen, or cover it with the chrome hub cap shown on screen. Both are finished installs. Neither one is a different product. The sensor bar is still on the existing hub bolts. The hoses still use a curved fitting and a straight fitting on the two stems of a dual. The cab still has to see low pressure, high pressure, and temperature. The cover is a decision about the face of the wheel, not a discount on the system.
A visible sensor helps a pre-trip. A driver can see that the bar is present and that a hose is not hanging free. A cover gives a cleaner wheel and keeps the hardware behind a cap, which some fleets want for appearance and for a bit of shelter. If you choose the cover, the pre-trip has to include it on purpose. A cover that hides a pinched hose is worse than a visible hose you would have fixed. The film does not say the cover is required. It shows it as an option.
Safety does not come from chrome. It comes from pressure maintained and, on a dual, pressure equalized by the wireless transmitter, which also monitors low and high pressure. The truck drives balanced because of that connection, whether or not a cap is snapped on afterward. Temperature events still store a date and time on the cabin display. A handsome wheel with one stem unconnected is not the install. Single wheels follow the same rule: the monitoring has to be real, and a cover is optional.
Security is unchanged by the cap. Positions 1 through 6 and 1 through 4, Learn, and Pre-trip are on the handheld in the cab, not under the hub cover. The repeater remains inside the steering-axle wheel. Power, mute, antennas, and the power lead are cab and chassis pieces. Value is letting each fleet choose the look without reopening the safety case. About five minutes a sensor and about forty minutes for the truck already include the decision. Trailer installs are very similar, and a mixed look, covers on the tractor and visible sensors on the trailer, is still one system if the cab can name the positions.
All-in-one and built in the USA remain claims of the current website. The film shows the cover and the open sensor as two ways to end the same job. 104 PSI and 53°F are one cabin frame, not a note about hub caps. Optimal tire pressure and performance wherever you go is the line that survives either choice.
Every truck and every trailer needs the system for safety, security, and value. The cover is a detail to mention, not the reason to inquire. Tell us which way your wheels should look, and how many units. Someone replies about your trucks. If sending fails, use customersupport@truckstpms.com. The form keeps what you wrote.
Decide the cover question per fleet, then stick to it. Mixed orders, some wheels covered and some not on the same tractor, make pre-trips sloppy because the driver does not know whether a missing cap is a problem. Either the sensors are visible and a hanging hose is obvious, or the covers are on and the pre-trip includes a tug on each cover. Write that choice on the work order so the next tire change puts the same face back on the wheel. A cover left in the step box is how a visible-sensor fleet accidentally becomes a mixed one. Chrome does not seal a bad fitting. If you cover the wheel, confirm the hoses are clear before the cap goes on, with the axle raised if you need to see the inside stem. The optional cover is the last step. It is not a lid for an unfinished dual.
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Every truck and every trailer needs the Greenbox for safety, security, and value. Send a note and someone replies about your trucks.