Did you know that right now 100% of new vehicles built in this country come equipped with a tire pressure monitoring system? Add to that a giant gaggle of older cars with indirect or direct TPMS systems, and you’ve got a service component that is definitely here to stay. No surprise, then, that there are more than 52 companies selling TPMS tools – 76 different required or optional tools, to be exact.
Tire sensors can be of the direct or indirect type, according to NHTSA mandates. Despite this option, OEMs, for the most part, have opted to install direct TPMS – either banded in the drop center of the wheel or valve-stem mounted – in all their new builds.
Since they are such an integral part of TPMS, you should know that the sensors transmit data – such as unique sensor ID, pressure, temperature, battery status (where applicable), and other diagnostic information – at ultra high frequencies. This data is sent to the engine control unit (ECU) or specific receiver on the vehicle. Those vehicles that have graphic displays of the sensor positions can then identify which wheel position has a problem.
It’s important to keep in mind there is no common technical standard (physical, electrical or software protocol) for the sensors, so suppliers have generated a multitude of sensor designs. This isn’t good, because the lack of standards has made the task of servicing TPMS units somewhat daunting. Hence, all of the different tools.
OEMs have made strong efforts to fit the sensors to ensure they are at the correct angle when fastening, and are correctly torqued using a dynamic torque wrench that seals the sensor and retains that seal. However, these practices have not yet been adopted in aftermarket servicing of TPMS. The OEMs also have many electrical tests for the system to ensure they are properly set up. But these tests have not yet been put into practice in the aftermarket.
There is much to learn and relearn when it comes to the tools on the market today, so consider this a crash course in TPMS tool options.
Necessary Equipment
Schrader International offers a long list of TPMS tools, not all of which we can cover here, but we’ll do the best we can. There is the core removal tool, a two-in-one tool that installs and removes valve cores. However, the company notes this tool does not offer a torque feature, which is required to install cores to the specified torque. But the company’s valve torque tool does. This tool helps guard against over or under torquing and meets the Tire & Rim Association’s recommended torque specifications for each vehicle.
Examples like this demonstrate the fact that we’re all learning together as the evolution of the tire/wheel package, along with a TPMS system, speeds toward better solutions. Now you see why it’s imperative to stay on top of the latest TPMS tools.
You’ll also want to look into a nut torque tool with sockets. In short, this is a tool for valve nuts on TPMS installations. Schrader’s kit includes 12mm and 11mm sockets, which have increased from a range of 1.5 to 4 in. lbs., to a higher range of 2 to 5 in. lbs. This tool serves as both a core remover and installer.
The company says its learn and test tool is an indispensable programming tool that interprets the data, providing the user with tire pressure, tire temperature, the OE part number and sensor battery life. The kit comes complete with tool, magnet, mini USB cable and plastic carrying case.
According to Bartec USA, its Wheelrite Tech400 is the flagship of the aftermarket, covering domestic, European and Asian badged vehicles. The tool supports the replacement of TPMS sensors as well as the reprogramming of the car and turning the warning light off. If the relearn option is available in the vehicle management software, the Tech400 employs this option using the OBD connector. In this way, the tool decodes the sensor data, which ensures that the correct TPMS code is being read.
This tool is not fooled by RF transmission from key fobs or other sensors because it decodes the signal and can vary its activation power lever according to the TPMS unit fitted to the vehicle.
Many dealers learn that customers will not accept the costs for TPMS system repairs and attribute any breakage to the dealer. An audit process allows the operator to display the data on screen, but also to transfer it to a PC and print out an audit of the car to show the customer which TPMS is faulty and the nature of the fault. In this way, dealers can gain the customer’s confidence and an agreement to pay for the necessary work before the wheel is broken down.
The Tech400 also displays the replacement part number and service kit, as well as the sensor ID, PSI, battery status, temperature, etc. It will also advise the user if the wrong TPMS has been fitted, Bartec says.
What You Need
In general, a good TPMS tool should have the following features, according to Bartec: the ability to audit the vehicle before the wheel is broken down; the ability to know all of the different low frequency wakeup patterns to transmit and activate the sensors on each type of make/model/year combination; and the ability to establish whether each sensor is working or not.
This last point is an important first step because the legislation we have so far dictates that the moment the wheel is broken down, the responsibility for fixing the problem passes directly to you, the dealer.
Staying On Top
Note that most brands of TPMS tools have upgrades. This is vital since there are over 150 specifications of systems currently installed in vehicles in North America. Although the first TPMS was fitted in 1998, there are new systems emerging right now and being adopted by OEMs and the aftermarket on a routine basis.
Manuals, like those provided by Mitchell1 and AutoData, can guide you through the maze of TPMS installations and all manner of things having to do with repairing, resetting and installing these units. In fact, so valuable are these manuals, we don’t believe any tire dealer can operate without one or both.
They are virtually indispensable, so grab your checkbook and then relax, knowing you’ll have all the answers you need.
Again, since there is no common standard for a TPMS sensor, we now have to deal with a range of variations including frequencies, modulation, data structure, common protocols, mechanical fitment and other factors. It’s a wonder we’ve made it this far without a lawsuit.
No doubt we need a more standardized sensor and system. NHTSA hoped that customer (OEM) preference would steer sensor makers to one standard, like the great video tape battle between VHS and Beta. There has been some movement, but it has been quite slow.
Of course, there is no need to rush headlong into this – careful study is needed first. Eventually one will be needed to protect the consumer, the tire dealer, the tiremaker and OEM.
Of course, we can’t possibly cover every TPMS tool available in one column, so look for more information on this subject in coming months.