Triumph NTC-650 and NTB-1200: the pair, and where the pair stops
Buying a changer and a balancer together saves a second freight bill and a second decision. It also hides a mismatch that nobody tells you about until the wheel is already off the truck, so here it is first: the NTC-650 changer handles a tire up to 63″ (1,600 mm) in overall diameter, while the NTB-1200 balancer tops out at 51″ (1,295 mm). Anything between those two figures can be mounted on this pair but cannot be balanced on it. For most truck and bus work that gap never comes up. If your yard sees agricultural or industrial wheels, it will, and it is far better known now than discovered later.
The second thing worth knowing before you plan the bay: these two machines do not share a supply. The changer runs on 220 Volt; the balancer runs on 110 Volt. They sit next to each other and they need two different circuits.
This is a special order item and it will not ship for 2-3 months. It is built against the order, so treat it as a planned capital purchase rather than a same-week replacement.
Will It Fit?
Two machines, two crates, two supplies. Confirming the bay is ready is the buyer's responsibility, and these are the figures to check it against.
-
Electrical. 220 Volt at the changer, 110 Volt at the balancer. Plan both before delivery. The most common delay we see on a combo is a bay wired for one machine and not the other.
-
Air. The changer is rated to a maximum of 120 PSI (8.3 Bar). Size the compressor and the line for sustained use, not for occasional inflation.
-
Getting them in. The changer crates at 80″ x 63″ x 36″ (2,032 mm x 1,600 mm x 914 mm) and weighs 1,420 lbs. The balancer crates at 47″ x 39″ x 50″ (1,194 mm x 990 mm x 1,270 mm) and weighs 720 lbs. Check the door opening and the route to their final positions for both.
-
Floor layout. Leave room to roll a truck tire between the two machines without lifting it. A balancer placed across the shop from the changer turns every job into a wheel-rolling exercise, and that is the single most common regret with a combo purchase.
What the changer will and will not take
The NTC-650 clamps rims up to 26″ (660 mm) and takes a wheel up to 30 1/2″ wide, with a maximum tire diameter of 63″ (1,600 mm). Read those three figures as a set rather than picking the biggest one. Rim diameter decides whether the wheel can be held at all; wheel width decides whether the jaws and the head can be set across it; tire diameter decides whether the assembled wheel clears the machine as it rotates. A wheel has to pass all three, and a job that fails does so on whichever limit it hits first.
For truck, bus and larger commercial work that envelope covers the ordinary run of wheels. It does not cover the outsized agricultural and earthmoving end of the market, and this listing is not going to pretend otherwise. Tell us the largest wheel you actually service and we will tell you honestly whether this is the right machine.
What the balancer is doing while it spins
The NTB-1200 takes wheels from a rim size up to 28″ (711 mm), a rim width up to 20″ (508 mm), a tire diameter up to 51″ (1,295 mm), and a wheel weight up to 350 lbs. That weight figure is the one that separates a truck balancer from a car balancer: a loaded commercial wheel is far heavier than the shaft and bearings of a passenger machine are built to spin, and putting one on the wrong balancer damages the machine rather than producing a bad reading.
It mounts on a 40 mm shaft and completes a measuring cycle in 8 seconds. Cycle time sounds like a vanity spec until you count it across a fleet changeover, where the balancer becomes the queue rather than the changer. The display reads in standard or metric units, and accuracy is quoted at +/-1 Gram and +/-10 Gram — two figures because a balancer resolves finer than it can practically be corrected, and the coarser figure is the one that matches the weights you will actually hang. Note that data entry is manual on this model, not automatic, so the operator keys in the rim dimensions; that is one more reason the rim caliper supplied with it is a tool worth keeping on the machine rather than in a drawer.
Perfect For
-
Truck and bus service centres setting up a tire bay from scratch and wanting both machines specified together.
-
Commercial fleet workshops bringing tire work in-house, where the balancer is what turns a mount-and-go job into a finished one.
-
Independent shops adding a heavy-duty line alongside existing passenger-car equipment.
-
Operations that value a planned purchase and can work with a build-to-order lead time.
What's in the Box
Both machines arrive crated, at the sizes and weights listed above. The current listing does not itemise the tooling pack for this particular combination, and we would rather confirm it than guess: call or message us and we will tell you exactly what ships with the build you are ordering, and what is worth adding.
NTC-650 tire changer specifications
| Clamping distance |
up to 26″ (660 mm) |
| Max wheel width |
30 1/2″ |
| Max tire diameter |
63″ (1,600 mm) |
| Bead blast |
No |
| Max air pressure |
120 PSI (8.3 Bar) |
| Voltage |
220 Volt |
| Shipping size |
80″ x 63″ x 36″ (2,032 mm x 1,600 mm x 914 mm) |
| Shipping weight |
1,420 lbs |
NTB-1200 wheel balancer specifications
| Wheel size |
up to 28″ (711 mm) |
| Rim width |
up to 20″ (508 mm) |
| Max tire diameter |
51″ (1,295 mm) |
| Max wheel weight |
350 lbs |
| Shaft size |
40 mm |
| Cycle time |
8 seconds |
| Automatic data entry |
No |
| Voltage |
110 Volt |
| Shipping size |
47″ x 39″ x 50″ (1,194 mm x 990 mm x 1,270 mm) |
| Shipping weight |
720 lbs |
Certification, stated plainly
We do not list a third-party safety listing for either machine in this combination, and we will not imply one by writing an acronym the product data does not claim. The distinction is worth understanding: a manufacturer's own declaration of conformity is a statement the builder makes about its own product, while an independent listing means an outside body tested and audits it. Those are different documents and one does not stand in for the other. If your insurer, a parent company safety policy or your local authority requires shop equipment to carry a specific named listing, verify that requirement before you order and ask us what paperwork ships with the machines.
Shipping and delivery
Both machines move by freight truck to addresses in the lower 48 states. Freight is quoted live at checkout for your address, so the figure you see is a current carrier rate rather than an estimate that has drifted out of date. Unloading is the receiver's responsibility and the changer crate alone is well beyond hand-unloading, so you need a forklift, a dock or a machine on site. Where that is not practical, collecting from the carrier's local terminal is usually simpler, because the terminal has the equipment. Delivery to a residential address carries a residential fee, applied at checkout when you choose it.
Inspect both crates before signing. Look for crushed corners, punctures, shifted banding and any sign a unit has been tipped, write anything you find onto the bill of lading while the driver is still on site, and photograph it. A clean signed bill of lading is the carrier's evidence that everything arrived undamaged, and reversing that later is difficult.
Warranty
Triumph publishes a written warranty covering these machines — see our warranty claims page and ask us for the current terms before ordering if they matter to the decision. One warning holds for any powered shop machine whoever built it: if something fails, do not take the power unit, a cylinder or the balancer's drive apart before a claim has been opened. A disassembled component is normally treated as a modified one, and that is the fastest way to lose cover that would otherwise have been paid. Photograph the fault, note the serial number, and call first.
