Blog
Every trailer needs the same case
It is easy to buy a tire program for the power unit and call the fleet covered. The trailer is where the freight actually sits, and it is where tires are easiest to neglect. A trailer can be in the yard for days, lose air, and then be hooked to a tractor whose own tires were checked that morning. The combination that leaves is only as balanced as the worst position behind the cab. Every trailer needs the same case you would make for every truck: safety, security, and value.
Safety on a trailer is pressure maintained and, on duals, pressure equalized. The film’s wireless transmitter connects the two tires of a dual, equalizes them, and monitors low and high pressure. A trailer dual that is split does not feel like a steer tire. It fails farther from the driver’s hands and closer to the freight. Temperature is part of the same safety case. The cabin display stores the date and time of a temperature problem so a hot trailer wheel is an event, not a smell at the dock. Single wheels on a trailer are included in the film’s dual-or-single scope.
Security is positions 1 through 4 on the handheld, learned and visible beside truck positions 1 through 6. A driver who can say which trailer position went low, and at what time, can protect the load and the people around a tire change. Pre-trip on the device is the check. The stored time is what still exists after the trailer is dropped and another driver finds it. That is security for the company that owns the trailer, even when the tractor belongs to someone else for the day.
Value is the trailer tire budget and the customer clock. Trailers collect odd wear because nobody owns the walk-around. A similar install to the truck, built from about five minutes a sensor, puts the trailer on the same kit: hub bolts, curved and straight fittings, optional chrome cover, and a path through the repeater in the steer-axle wheel to the cab. The website calls the kit all-in-one and built in the USA. Those are site claims. The film shows one system for the vehicles it names and closes with optimal tire pressure and performance wherever you go. A trailer on a highway is wherever.
Do not add a price, a warranty term, or a savings percent. Do not treat 104 PSI and 53°F as the trailer’s target. They are a moment on a screen in the film.
If your trailers outnumber your tractors, lead with that when you write. Every one of them is part of the pitch. Someone replies about your trucks. The form holds your message if it cannot send, and the email is customersupport@truckstpms.com.
Count trailers on the yard this week, including the ones with no assigned driver. Those are the ones that need the case made out loud. A trailer that sits behind the shop for nine days and then covers a live load is a common way to lose a tire in the first hour. Put a hook rule in dispatch: no trailer leaves the lot unless its positions answer on the tractor that is taking it. If they do not answer, the trailer stays and the shop finishes the fit. That feels strict until you price a roadside trailer tire against a similar install done in the yard. Safety is the tire under the freight. Security is the driver knowing which of the four spoke. Value is refusing to pull a trailer that is still on the old program of kicks and hope. Write the trailer count in the inquiry even if you only meant to ask about tractors.
Related
Tell us about your trucks
Every truck and every trailer needs the Greenbox for safety, security, and value. Send a note and someone replies about your trucks.