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Single wheels on a working truck
Not every position on a commercial truck is a dual. Steer axles are singles. Some drive and trailer setups are singles too, depending on the equipment. A fleet that only talks about duals leaves those tires out of the conversation, and those tires still carry the truck. A single tire has no mate to share the load. If it loses pressure, the whole corner of the axle feels it. There is no second tire to hide the problem for another hundred miles.
Drivers know the steer tire is the one they feel first. A soft steer tire changes how the truck tracks, how it answers a lane change, and how hard the wheel works in a crosswind. It is also the tire a pre-trip is most likely to get a kick or a gauge, because it is easy to reach. The tires farther back, including singles on a trailer, are easier to rush. The film is clear that the system is for commercial trucks and vehicles with dual wheels or single wheels. A shop that fits only the duals has not finished the truck the way the film describes it.
Safety on a single wheel is straightforward. Pressure has to be maintained. There is no equalization between two tires at that position, because there is only one tire, but low pressure and high pressure still matter, and so does temperature. A steer tire that runs hot is a steering problem, not a wear note for next month. The truck drives balanced when each position, dual or single, is holding the pressure it is supposed to hold. Leaving the singles off the monitor means the driver is watching only part of the truck.
Security is the same cab the driver already sits in. The display stores the date and time of a low-pressure, high-pressure, or temperature problem. That record matters on a single tire as much as on a dual, because a steer-tire event is the kind of thing a driver and a shop will argue about later if nobody wrote it down. The handheld in the film has truck positions 1 through 6 and trailer positions 1 through 4, plus Pre-trip and Learn. Those positions are how a mixed truck, some duals and some singles, stays one system instead of two habits.
Value shows up when the tractor and the trailer are both on the same kit. The film puts the parts in one box: sensor bars, hoses, a handheld receiver, a cabin display, a repeater, antennas, a power lead, and an optional chrome hub cover. The current website calls that an all-in-one package and says the product is built in the USA. Treat those two lines as claims from the site. The film shows the parts and the install. It does not repeat the USA line.
On a dual, the wireless transmitter equalizes pressure between the two tires and monitors low and high pressure. On the positions that are singles, the point of the same system is monitoring, with the reading in the cab. The repeater in the film goes inside the steering-axle wheel, which is itself a single-wheel position. Install time is about five minutes for a sensor and about forty minutes for the truck. A trailer is very similar. One screen in the film reads 104 PSI and 53°F. That is a moment in the video, not a limit to print on a spec sheet.
Every truck and every trailer needs this for safety, security, and value, including the singles that never get mentioned when people only talk about duals. If your fleet mixes duals and singles, say so in the note. Someone replies about your trucks. If the form fails, what you typed stays on the page and you can email customersupport@truckstpms.com directly.
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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.