The problems still exist and, just like the Grand Canyon, they look like they’re going to be around for a some time. Of course, we’re referring to a cornucopia of issues dealing with tire pressure monitoring systems.
Whether it’s nickel-plated valve cores, brass valve cores, rubber grommets, aluminum retaining nuts, special nickel-plated valve cores and OE valve caps, sensors or any one of several other TPMS components, there continues to be a cavernous void in universal product or service guidelines.
What’s a dealer or service manager to do?
“Unfortunately, you have to be prepared for everything that’s available in the marketplace right now,” said John Rastetter, director of tire information services at The Tire Rack. “And the issues won’t go away.”
Tire Rack is relatively new in the industry, but in less than 30 years (they started in 1979), they have built a hefty mail order and Internet tire sales business. It sells primarily performance and other tires directly to the general public and to retailers who don’t want to wait more than 48 hours for products.
The company consistently ranks as one of the nation’s top online tire sellers according to Internet web-traffic observers. While tires account for about 85% of its business, it also sells wheels, suspension components, brakes and other automotive-related parts – including TPMS components.
Rastetter seems to be in tune with many in the industry who believe that a quick fix is not in sight. There are plenty of suggestions, but they are as numerous as remedies for the common cold. “I think we’ve got to hope that the next six years is better than the first six years (of the existence of TPMS),” he said. “We need systems that are easier to work with, easier to program and are reliable over a longer life span – and there needs to be consistency.
“For example, from a longevity standpoint, will the battery-powered systems run out and die?” he asked. “I haven’t seen or read too much about those issues. The hope is that the manufacturers will eventually provide a universal sensor system.
“Because every vehicle manufacturer is looking for a vendor to help them with solutions, but with the many options available, we’re not all going to reach the same solution. A number of systems require going back to the vehicle dealer to service them. We can’t learn everyone’s ‘secret handshake!’ ”
Rastetter believes that there is a dichotomy between some providers and the vehicle manufacturers.
“There are a number of TPMS providers that had an outlook that put them in a position to serve the marketplace,” he said. “However, some vehicle manufacturers went the other way, and now sensors are only available through them.”
Meanwhile, down in Florida, Craig Knarich, owner and operator of Pit Crew Tire, agrees with Rastetter’s major premise.
“There is no one around who can speak to or deal with the U.S. consumer on this issue,” Knarich said. “There is no central calling bank for tire and TPMS issues, and I believe it is greatly affecting tire manufacturers indirectly. And when a sensor breaks, you have to use an OE sensor because you’re not certain the aftermarket part will work. Sure a Schrader will fit a lot of GM vehicles, but what about Mercedes, Lexus, Nissan, etc.?”
Knarich’s Pit Crew tire also is unique in the industry. He claims to have the only state-of-the-art mobile tire service offered in the U.S. Pit Crew Tire is based in Palm Harbor, Fla., and serves several counties in the west central part of the state.
“The industry is trying to train, but the word isn’t getting out to the right people. The little mom-and-pops aren’t getting the training and that’s where a lot of the work occurs. I can help myself by reading service manuals, but, as good as it is, my manual isn’t going to tell me everything.
“The system is so flawed,” said Knarich, “that it will come back and bite the consumer if the industry doesn’t get its act together. We need to be more proactive or else the lawsuits will start coming.”
Find a Specialist
While he was quick to point out shortcomings, Rastetter also was just as swift in offering some recommendations.
“It’s important to have a TPMS specialist on your team,” he said. “You need someone who is entirely devoted to TPMS issues and is constantly keeping up-to-date on the latest information and product resources,” he says.
“When we talk about maintaining awareness, we mean awareness of system reprogramming and relearning so that you can guide the customer on all related issues – especially when a transmitter is substituted or malfunctions.”
Rastetter said that he believes that service manuals and training right now are the only things that the industry offers, and they have their faults, too.
“TIA and Kevin Rohlwing have done a nice job in training,” said Rastetter. “We have even lent them space in our meeting rooms. But that’s the only industry-training program around, and it’s not universally available. Meanwhile, on a day-to-day basis, you have to rely on the service manuals, but those things look like a good phone book.”
Rastetter also injects a caveat to what he believes is a “noble idea.”
“If the consumer gets frustrated with these systems – and I predict that he will over a period of time – he’ll continue to operate his vehicle even with the indicator light on (showing a tire or tires need air).
“In addition, if a customer comes in and wants to replace his tires with a winter tire package, and you tell him that he’s got to also consider the cost of new TPMS devices for the new tires, you might lose a sale.
“The cost of each device can be $200, and if the total exceeds the price of the tires, then something’s out of whack.”
While Rastetter knows there are problems with the system, he also believes that they can be overcome.
“NHTSA’s TPMS mandate isn’t going to be rescinded. We might as well get ready for what’s next. There’s nothing we can do about the past,” he said. “But we can prepare for the future and ensure that we keep the consumer in mind in everything we do – whether it’s training or keeping up-to-date on mid-year changes in programming, etc.”
