The purpose of the tire pressure monitoring system (TPMS) in your vehicle is to warn you that at least one or more tires are significantly under-inflated, possibly creating unsafe driving conditions. The TPMS low tire pressure indicator is a yellow symbol that illuminates on the dashboard instrument panel in the shape of a tire cross-section (that resembles a horseshoe) with an exclamation point.
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That indicator light in your vehicle has a history. It’s a history rooted in years of uncertainty about proper tire pressure and many serious car accidents that might have been avoided had drivers known their air pressure was low. Even now, it’s estimated that a substantial number of vehicles hit the road each day with underinflated tires. However, proper tire maintenance with the aid of a TPMS can and does help prevent many serious accidents.
Before this indicator light became commonplace, knowing whether your air pressure had reached unsafe levels meant getting out, crouching down, and using a tire gauge. With few exceptions, this was the only pressure-checking tool ordinary consumers had at their disposal.
Then, in response to a surge in accidents due to underinflated tires, the US government passed the Transportation Recall Enhancement, Accountability, and Documentation (TREAD) Act. One of the outcomes of this legislation is that most vehicles sold in the United States since include a tire pressure monitoring system of some kind.
Not every TPMS works the same way. The illumination of the low tire pressure indicator represents the final step in the process of either an indirect TPMS or a direct TPMS.
An indirect TPMS typically relies on wheel speed sensors that the anti-lock brake system uses. These sensors measure the rate of revolution each wheel is making and can be used by on-board computer systems to compare with each other and to other vehicle operation data such as speed.
Based on the rate of revolution of each wheel, the computer can interpret the relative size of the tires on your vehicle. When a wheel starts spinning faster than expected, the computer calculates that the tire is underinflated and alert the driver accordingly.
So, an indirect tire pressure monitoring system doesn’t actually measure tire pressure. It’s not electronically processing the same kind of measurement you might see with a tire gauge. Instead, an indirect tire pressure monitor simply measures how fast your tires are rotating and sends signals to the computer that will actuate the indicator light when something in the rotation seems amiss.
-- Relatively inexpensive compared to a direct TPMS
-- Requires less programming/maintenance over the years than a direct TPMS
-- Less overall installation maintenance than its direct counterpart
-- May become inaccurate if you purchase a bigger or smaller tire
-- May be unreliable when tires are unevenly worn
-- Must be reset after properly inflating every tire
-- Must be reset after routine tire rotation
Direct TPMS uses pressure monitoring sensors within each tire that monitor specific pressure levels – not just wheel revolution data from the anti-lock brake system.
Sensors in a direct TPMS may even provide tire temperature readings. The direct tire pressure monitoring system sends all of this data to a centralized control module where it’s analyzed, interpreted, and, if tire pressure is lower than it should be, transmitted directly to your dashboard where the indicator light illuminates. A direct tire pressure monitor usually sends all of this data wirelessly. Each sensor has a unique serial number. This is how the system not only distinguishes between itself and systems on other vehicles, but also among pressure readings for each individual tire.
Many manufacturers use proprietary technology for these highly specialized systems, so replacing a TPMS in a way that’s consistent and compatible with your vehicle will require an experienced, knowledgeable technician.
-- Deliver actual tire pressure readings from inside the tire
-- Not prone to inaccuracies because of tire rotations or tire replacements
-- Simple resynchronization after tire rotation or tire replacements
-- Batteries inside the sensors usually last for about a decade.
-- May be included in a vehicle’s spare tire
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-- More expensive overall than an indirect TPMS
-- Though simple, resynchronization may require costly tools.
-- Battery rarely serviceable; if the battery is drained, the whole sensor must be changed.
-- Proprietary systems make installation, service, and replacement confusing for consumers and auto shops.
-- Sensors are susceptible to damage during mounting/demounting
Although the methods may be different, both systems serve the same purpose and activate the same indicator light. Even though a TPMS can deliver accurate alerts when properly maintained, it’s not a replacement for manual air pressure checks, consider it just another item in your car maintenance toolbox.
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Today, all vehicles sold in the United States have some form of a Tire Pressure Monitoring System (TPMS) included as standard safety equipment. While a small percentage are indirect systems, the overwhelming majority of vehicles with TPMS are of the “direct” variety. That means there is a sensor fitted inside the wheel/tire assembly, an antenna (or antennas) somewhere on the vehicle and a UHF receiver mounted.
Direct TPMS has been available on passenger cars and light trucks for a long time, but TPMS really became standard equipment after the TREAD act of was passed. By , all passenger cars and light trucks had to have TPMS, and today there are hundreds of millions of vehicles on the road with this safety system.
If you’re going to properly service these vehicles when they enter your shop, you should be aware of the options that are available to you regarding service providers and tools, as well as the many styles of replacement sensors.
The type of TPMS tool needed depends on the level of tire service provided. Basic tire service is simply checking air pressure as part of a multi-point inspection program. In this instance, a basic sensor-testing tool is what is needed.
The basic TPMS tester (or front-counter inspection tool) offers a few advantages. First, it is fast and the “touchless” way to check tire pressure, assuming the vehicle has TPMS of course. Second, and more importantly, the TPMS tester lets the technician know whether the TPMS sensor is functioning or not. This is an often neglected, but hugely important step in limiting liability!
What should be a concern for every service provider is that the TPMS sensors can stop working for various reasons at any time. Obviously, the most common fault is the battery going bad. However, it can sometimes take more than a week or more than a hundred miles before the TPMS MIL flashes on the instrument panel alerting the consumer.
The typical scenario is that a consumer arrives in the shop with a previously failed TPMS sensor, and it’s not discovered by the technician. The shop performs a basic tire rotation. A few days later the TPMS MIL starts flashing and the consumer is back with a complaint! A simple “test before you touch” inspection prevents the shop from owning a bad sensor, and better yet, gives them the opportunity to sell them a replacement if capable.
If a shop is doing more advanced tire service, like tire rotations, tire repair and installation and tire up-fitting or plus sizing (changing the placard), that shop needs a combination-style TPMS tool or what’s commonly known as a TPMS scan tool (one that combines TPMS sensor testing with OBDII programming capability). In these types of tire service, removing and replacing the TPMS sensor is required. Anytime a sensor is replaced, the new one needs to be programmed (or learned) to the vehicle and often time that means a connection to the OBDII port to accomplish the programming. Typically the TPMS scan tool can be used for the test-before-you-touch test, replacement sensor programming, placard adjusting, as well as the OBDII relearn.
As TPMS tool manufacturers, we are often asked “which is the best TPMS replacement sensor?” or “which sensor do you recommend?” Like the answers to so many TPMS questions: “It depends.” Instead of getting into a conversation about brands, here’s some basic information that will hopefully help you decide on the type of replacement sensor that’s right for your business.
TPMS replacement sensors fall into one of three categories: direct replacement; multi-protocol, and programmable. These categories are based on how the sensors are configured, how they operate and whether or not TPMS tools are required in order to use them.
Direct replacement TPMS sensors are typically a “part for part” fitment – one part number cross-references to the OE-fitted part number. These sensors can be purchased in the form of OE equivalent, factory direct or in aftermarket versions. Whenever a new OE part number is created, an update is required from the direct fit replacement fitment guide. This type of sensor, like the OE sensor, requires a TPMS tool to complete the TPMS relearn and to configure, prep or program the sensor.
Multi-protocol TPMS sensors are direct replacements for the original parts except that one sensor contains “many protocols.” As the name suggests, one sensor has been created to “house” multiple sensor output protocols, which means fewer part numbers cover a wide range of OE part numbers. The way these sensors work is that with each transmission, a number of different protocols are sent out. When fitted on the proper vehicle, the correct data is received and processed. Like direct replacement sensors, multi-protocol sensors do not require a tool to prep for use. A TPMS tool however, is required for the relearn process. It’s worth noting that when completing an OBD relearn using a multi-protocol sensor, the TPMS tool must be able to filter protocols transmitted and identify the one for the application being worked on. New OE part numbers can either be a revision in application coverage or sometimes a new part release is required.
Finally, there are programmable replacements sensors. These sensors require programming before installation. This programming step can range from a simple sensor ID copy to a complete protocol and ID setup. There are two primary types of programming: wireless programming uses a low frequency [LF] signal from a TPMS tool or programmer to configure the sensor; the other type of programming is knowns as “contact programmable,” which is programmed through “direct contact” with a programming device (non-wireless). Programmable sensors typically have fewer part numbers and cover a wide range of OE part numbers. Programmable sensors typically require a device or TPMS tool to program them prior to installation and use. Because they are programmable, they tend to offer the latest coverage without part number supersession.
There are numerous manufacturers of each of these TPMS sensor types. Some are the very same manufacturers that supply OE sensors; others are aftermarket suppliers only. Which type of sensor you should consider will largely depend on your business and what works the best for the types of vehicles serviced. It is important to note that whichever solution is selected, using the TPMS service best practices is critical! In other words, regardless of the sensors used, pre-inspection (a.k.a, test before you touch), diagnostics and the all-important TPMS relearn shouldn’t be skipped.
In the world of tire pressure monitoring systems, there is never a shortage of questions, issues or confusion. As you can see, when servicing vehicles with TPMS, there are many options to consider, In most cases, the right solution is a combination of things, like activation tools for front-counter inspection and TPMS scan tools for back-shop diagnostics and repair. Which sensor you use should always be driven by quality and performance.
We’ve just passed the 10th anniversary of the TPMS mandate, plus consumers are keeping their cars longer. That means that very soon, every vehicle that comes into the shop will have TPMS fitted. Will you be ready for them?
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