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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. Lakin said this question was the most popular one, and not surprisingly has the most possible answers.
The first question should be: What kind of car are we dealing with? For example, a BMW M3 uses an indirect system, so it has one simple reset button.
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 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.
Still, the customer has to make a separate trip. So, on some level, the systems are becoming more user-friendly. Do I need to get my sensors re-registered after a simple tire rotation?
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. If the sensor with the ID code of was at the left-rear location, but now the left-front TPMS antenna is reading that ID code, then the system will update its TPMS display to correctly show the wheels and the tire pressures at their new locations.
How do I know if the sensors fit properly and safely in a wheel? This question is what causes a lot of problems for tire shops.
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 degree valvewe 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.
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 Mitchell 1 TPMS Guide book directly on the sensor body.
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