• Home
  • News
  • Tires
  • Business Operations
  • People
  • Service
  • Products
  • Commentary
  • Video
  • Club 3633
  • Top Shop
  • Research
  • Buyers Guide
  • Webinars
  • Magazine Archive
  • Subscribe
  • Advertise
  • Contact Us
Tire Review Magazine
Tire Review Magazine
Babcox
Continental Introduces 10-Year Ag Tire Warranty for EMEA Markets

by Tire Review Staff

Yokohama Tire Launches New 114R UWB Regional-Haul Trailer Tire

by Tire Review Staff

Sponsored Content
3 Things You Need to Know About Snow Chains and Alternative Traction Devices

by TA Truck Service

Yokohama Tire Releases New RS02 Radial Snow Tire for G-2 Graders

by Tire Review Staff

‘Mining’ for Answers: Choosing the Best Tire Technology for Mining Operations

by Peter Klein

GRI Incorporates ‘GREEN’ Initiative through Introduction of Eco-Friendly Solid Rubber Tires

by Tire Review Staff

Hankook Tire Reveals New Off-Road Dynapro MT2 Tire

by Tire Review Staff

Dealers Test New Road Venture MT71 Rock Crawling Ability During Kumho Tire’s First-Ever Tire Launch Event

by David Sickels

2019 Kumho Tire Dealer Meeting: Plans to Consolidate Tire Lines, Expand Sports Partnerships

by David Sickels

Fury Off-Road Tires Debuts New UTV Tire at SEMA 2019

by Madeleine Winer

Milestar Debuts Patagonia SXT/SXS UTV Tire at SEMA

by Tire Review Staff

Tires
December 27, 2007

TPMS 101: Tire Rack Offers Answers to Top Five TPMS Questions

Share Tweet
Print Print Email Email
Avatar

Hank Inman,author

View bio

  • Bio
  • Recent Posts
  • Popular Posts

All in the Family: Running a Successful Family Business

Continually Adapting: The Search Continues for 'Perfect' TPMS Systems, Tools

Grow Your Business With Thorough Planning, Execution

An Ounce of Prevention: Selling TPMS Preventative Maintenance Boosts Bottom Line

Superior Customer Service

From professional and college football down to youth-league soccer, everyone has a “Top Something-or-other” list. Why should the tire industry be different?

Over the last year or so, Tire Rack has been conducting an informal and unscientific survey of its customers regarding the reoccurrence of issues dealing with tire pressure monitoring systems. Thanks to its wholesalers, service technicians and counter sales people in the field, just to name a few, Tire Rack developed a list of the Top Five most common TPMS questions.

“It wasn’t anything special,” says Scott Lakin, who is in charge of Tire Rack’s product applications and development. “We developed this in routine discussions with our customers – primarily wholesalers – who receive their feedback from technicians, service managers and counter sales people.”

Lakin and other experts at Tire Rack reviewed the questions and offered pertinent answers. With that as an entrÉe, but with a quick disclaimer that there are likely more than five, here are Tire Rack’s current “Top Five” questions regarding TPMS:

1. How do I reset my TPMS? (Lakin said this question was the most popular one, and not surprisingly has the most possible answers).

Answer: The first question should be: What kind of car are we dealing with? For example, a 2006 BMW M3 uses an indirect system, so it has one simple reset button. Once the tires are set to the correct pressure, the vehicle’s engine can be started, and then the reset button must be pushed for no longer than eight seconds. After the warning light turns off, the vehicle can be driven normally and the system will calibrate itself.

But not all indirect systems are alike.

A Buick Rendezvous must be driven at several specific speed ranges, including 74.5-plus mph for 10-20 minutes in a straight line after pressing multiple buttons and turning the ignition key on and off a few times. After receiving your speeding ticket in the Rendezvous, you can return to your shop and decipher how to register new sensors to a vehicle with a direct system.

Some direct systems automatically learn their new sensors, like in the Acura MDX, while other vehicles must be sent to the dealership. Currently, all Hyundais, Infinitis, Kias, Lexuses, Mitsubishis, Nissans, Subarus, Suzukis and Toyotas must have their new sensors registered at the dealership. To complicate things for the aftermarket, Lexus and Toyota models must have each sensor’s ID code entered into their ECUs using a dealer-only OBDII scan tool. (To simplify the work for the customer, when Tire Rack sells a TPMS-equipped wheel/tire package for a Lexus or Toyota, they include each sensor’s ID code on the customer’s invoice and in their database so that the customer can go directly to the dealership and get the ID codes entered into the vehicle’s ECU. Still, the customer has to make a separate trip).

Many vehicles are coming out with auto-learn systems or at least have initialization procedures that can be done at a tire shop or in the consumer’s driveway with minimal tools. So, on some level, the systems are becoming more user-friendly.

2. Do I need to get my sensors re-registered after a simple tire rotation?

Answer: Some systems that display the tire pressure at each location require a sensor re-learn procedure to be done after the tires have been moved to a different corner of the vehicle. But others use antennas in the vehicle’s wheel well to “see” where the old wheel moved. If the sensor with the ID code of 1234567 was at the left-rear location, but now the left-front TPMS antenna is reading that 1234567 ID code, then the system will update its TPMS display to correctly show the wheels and the tire pressures at their new locations. The most common system only displays a “Low Pressure” light on the dash and those systems normally don’t need to be reset when a tire rotation has been done. You may want to consult the 2007 Mitchell1 TPMS Guide for a specific answer concerning a TPMS-equipped vehicle.

3. How do I know if the sensors fit properly and safely in a wheel?

Answer: This question is what causes a lot of problems for tire shops. With some sensor costs skyrocketing over the $200 price tag, you can’t afford to torque a sensor down in a wheel and hope it seals properly before the valve snaps. The first step is to verify if the valve hole is compatible with the particular sensor that is about to be mounted. There are more than 15 styles of valve-mounted sensors in the OE market and each one has a different sensor body shape and range of valve angle adjustability. If the chosen wheel has a valve hole mounted in the middle of the barrel (a 90-degree valve), we consider this wheel not TPMS compatible, since no valve sensor can be mounted in this location without being prone to damage when the tire is mounted or dismounted.

To test a sensor’s fitment, first place the sensor’s valve through the valve hole and tighten the valve nut down by hand until the sensor is sitting level. Next, slide a piece of paper around the entire sensor body to see if it is touching or resting on the wheel. If it is touching the wheel, torque the sensor down (to specification) slowly and with caution to see if the sensor applies more and more pressure at that specific area.

If the sensor is still touching the wheel or applying more force as the torque is increased, remove the sensor immediately since that wheel does not have a drop-center large enough to handle that specific sensor design.

However, if the sensor was not resting on the wheel after just finger tightening, you may proceed to torquing the sensor to spec with a calibrated torque wrench. Check the tolerance again after torquing to make sure the sensor body is still not applying force onto the wheel, and that the sensor is sitting parallel with the wheel barrel.

Each sensor should have a defined torque specification (which should be listed in the 2007 Mitchell1 TPMS Guide book) directly on the sensor body. If not, you should contact a performance specialist. The spec will be listed in either inch-pounds or Newton-meters. The lowest and highest torque specs Tire Rack has seen range from 35 inch-pounds (4 Nm) to 81 inch-pounds (9 Nm).

A valve nut torque wrench is an absolute necessity for any shop. The average retail cost of a sensor is roughly the same as the cost of a quality torque wrench. You wouldn’t guess at torquing lug nuts on a car, so why guess at torquing valve nuts?

4. Can I use a metal strap or strong adhesive to attach a sensor to a wheel if it cannot be installed in the valve hole?

Answer: Ford has been using band-mounted sensors for the last couple of years on many of its models, and the Chevrolet C4 Corvette (1987-1996) was the first vehicle to run band-mounted sensors. This idea has been copied by consumers to adapt valve-mounted sensors to wheels considered not TPMS compatible. Tire Rack does not recommend this since the sensors were not developed or tested to work in this position. They have also seen where sensors are taped, glued, and/or epoxied to wheel barrels because the sensors will not fit in the valve hole correctly. This is also not an approved procedure.

5. When should TPMS parts be replaced?

Answer: Every time the tire is removed, the sensor should have been dropped into the wheel before the tire is even dismounted. So every time the sensor’s position has been adjusted, the valve cap, nickel-plated valve core, valve nut,and rubber grommet seal (and possibly the metal ring found at the base of the valve on many Siemens sensors) must be replaced with OE spec parts. Never reinstall a sensor without installing a new rubber grommet since this is the main cause of valve leaks.

The valve nut also should be replaced so it doesn’t endure the specified torque for a second time. Along with using a calibrated torque wrench on the valve nut, a valve core torque driver should be used when installing the nickel-plated valve core. As a precaution, warn your customers about using aftermarket metal valve caps. Many are made from steel or brass, which will corrode the aluminum valve over a short period of time.

If you have other “top” or common questions regarding TPMS issues, please let us know.

Search for:
Show Full Article

Archives

  • December 2019
  • November 2019
  • October 2019
  • September 2019
  • August 2019
  • July 2019
  • June 2019
  • May 2019
  • April 2019
  • March 2019
  • February 2019
  • January 2019
  • December 2018
  • November 2018
  • October 2018
  • September 2018
  • August 2018
  • July 2018
  • June 2018
  • May 2018
  • April 2018
  • March 2018
  • February 2018
  • January 2018
  • December 2017
  • November 2017
  • October 2017
  • September 2017
  • August 2017
  • July 2017
  • June 2017
  • May 2017
  • April 2017
  • March 2017
  • February 2017
  • January 2017
  • December 2016
  • November 2016
  • October 2016
  • September 2016
  • August 2016
  • July 2016
  • June 2016
  • May 2016
  • April 2016
  • March 2016
  • February 2016
  • January 2016
  • December 2015
  • November 2015
  • October 2015
  • September 2015
  • August 2015
  • July 2015
  • June 2015
  • May 2015
  • April 2015
  • March 2015
  • February 2015
  • January 2015
  • December 2014
  • November 2014
  • October 2014
  • September 2014
  • August 2014
  • July 2014
  • June 2014
  • May 2014
  • April 2014
  • March 2014
  • February 2014
  • January 2014
  • December 2013
  • November 2013
  • October 2013
  • September 2013
  • August 2013
  • July 2013
  • June 2013
  • May 2013
  • April 2013
  • March 2013
  • February 2013
  • January 2013
  • December 2012
  • November 2012
  • October 2012
  • September 2012
  • August 2012
  • July 2012
  • June 2012
  • May 2012
  • April 2012
  • March 2012
  • February 2012
  • January 2012
  • December 2011
  • November 2011
  • October 2011
  • September 2011
  • August 2011
  • July 2011
  • June 2011
  • May 2011
  • April 2011
  • March 2011
  • February 2011
  • January 2011
  • December 2010
  • November 2010
  • October 2010
  • September 2010
  • August 2010
  • July 2010
  • June 2010
  • May 2010
  • April 2010
  • March 2010
  • February 2010
  • January 2010
  • December 2009
  • November 2009
  • October 2009
  • September 2009
  • August 2009
  • July 2009
  • June 2009
  • May 2009
  • April 2009
  • March 2009
  • February 2009
  • January 2009
  • December 2008
  • November 2008
  • October 2008
  • September 2008
  • August 2008
  • July 2008
  • June 2008
  • May 2008
  • April 2008
  • March 2008
  • February 2008
  • January 2008
  • December 2007
  • November 2007
  • October 2007
  • September 2007
  • August 2007
  • July 2007
  • June 2007
  • May 2007
  • April 2007
  • March 2007
  • February 2007
  • January 2007
  • December 2006
  • November 2006
  • October 2006
  • September 2006
  • August 2006
  • July 2006
  • June 2006
  • May 2006
  • April 2006
  • March 2006
  • February 2006
  • January 2006
  • December 2005
  • November 2005
  • October 2005
  • August 2005
  • July 2005
  • May 2005
  • April 2005
  • March 2005
  • February 2005
  • December 2004
  • November 2004
  • October 2004
  • August 2004
  • July 2004
  • May 2004
  • April 2004
  • March 2004
  • February 2004
  • January 2004
  • December 2003
  • November 2003
  • October 2003
  • August 2003
  • July 2003
  • June 2003
  • May 2003
  • April 2003
  • March 2003
  • February 2003
  • January 2003
  • December 2002
  • November 2002
  • October 2002
  • September 2002
  • August 2002
  • July 2002
  • June 2002
  • May 2002
  • April 2002
  • March 2002
  • February 2002
  • January 2002
  • December 2001
  • October 2001
  • September 2001
  • August 2001
  • July 2001
  • June 2001
  • May 2001
  • April 2001
  • March 2001
  • February 2001
  • January 2001
  • December 2000
  • November 2000
  • September 2000
  • August 2000
  • July 2000
  • June 2000
  • May 2000
  • April 2000
  • March 2000
  • February 2000
  • January 2000
Do you currently offer keyless entry programming services to your customers?


Subscribe to newsletter
Copyright © 2019 Babcox Media, Inc. All Rights Reserved
  • Privacy Policy
  • Home
  • News
  • Tires
  • Business Operations
  • People
  • Service
  • Products
  • Commentary
  • Video
  • Club 3633
  • Top Shop
  • Research
  • Buyers Guide
  • Webinars
  • Magazine Archive
  • Subscribe
  • Advertise
  • Contact Us