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The sensor bar on the hub bolts
Fleets hesitate at anything that means a new wheel or a machine shop. The install in the film does not start that way. The sensor bar fastens across the hub on the existing wheel bolts. The tool in the film is a socket. That is the practical sentence for a shop: the bolts that already hold the wheel are the bolts that hold the bar. About five minutes for one sensor is the time the film gives that step, and about forty minutes is the time it gives the truck.
The bar is not decoration. On a dual it is the wireless transmitter that ties the two hoses to the two valve stems, equalizes pressure between those tires, and monitors low and high pressure. The truck drives balanced because the pair is kept together, not because a sticker says the axle was checked. Leaving the bar off the inside dual, or “doing the outsides first” and never coming back, leaves the equalization unfinished. The film shows both duals on an axle with bars fitted.
You can leave the sensor visible. The film also shows a chrome hub cover when you want it covered. That choice is cosmetic and practical. A visible bar is easy to see on a pre-trip. A cover keeps the hardware behind the cap the wheel already wanted. Either way the bar is on the bolts, not welded to a drum and not hanging from a hose.
Safety is what the bar is doing after the socket is put away. Low pressure, high pressure, and temperature are the events the cabin display stores with a date and time. The bar on the hub is how the wheel talks. The repeater inside the steering-axle wheel and the receiver in the cab are how the driver hears it. Single wheels are part of the same system. A bar is not only a dual-wheel part in the way the film explains the product: commercial trucks and vehicles with dual wheels or single wheels.
Security for the maintenance manager is a fit that uses parts the truck already has. Existing bolts mean the install does not depend on a special wheel order. Positions 1 through 6 on the truck and 1 through 4 on the trailer still have to be learned into the handheld, which has Pre-trip and Learn on the face. A bar without a learned position is hardware the cab cannot name. Value is the forty minutes. A truck out of service for an afternoon in the shop is a different cost from a truck out of service on the road for a tire the bar would have equalized and reported.
Antennas, a power lead, the handheld, and the cabin display are in the kit the film unpacks. The current website calls this all-in-one and built in the USA. Keep the USA line and the package slogan as site claims. The film shows the box, the socket, and the bolts. One cabin frame reads 104 PSI and 53°F. That is not a torque spec and not a pressure spec.
Every truck and every trailer needs the bar on the hub for safety, security, and value. If your shop can turn a socket, you can talk about the install. Send the form with tractor, trailer, or both. Someone replies about your trucks. If it does not send, email customersupport@truckstpms.com and the page will still be holding your note.
Before the socket comes out, look at the studs. A bolt that is already rounded, a clamp that is bent, or a hub that has been welded back together is a reason to stop and fix the wheel end, not a reason to force the bar. The film uses the existing bolts because they are the right fasteners when they are healthy. It does not say to mount a sensor on a hub you would not trust with a wheel. After the bar is tight, tug each hose and spin the wheel by hand if the axle is up. You are looking for a hose that kisses a brake drum or a weight. Five minutes is enough for a clean hub. It is not a dare to skip that look. A bar that rubs for a week becomes a leak, and the leak becomes the low-pressure event you then have to explain.
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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.