Frequently Asked Questions

To prepare for customers with a direct TPMS in the vehicle, the following measures are necessary: 

1. Sufficient stocks of vehicle-specific original, or unprogrammed universal sensors
   
   
2. Sufficient stocks of valves and service kits of the necessary spare parts during tyre changes for the maintenance of the sensors (valve core, cap, nut, seal)
   
   
3. Special tools such as valve screwdriver for the correct torque of valve core
   
   
4. Diagnostic/programming tools for problem diagnosis, for programming and training, if necessary, of sensors and the central control unit
   
   
5. Trained personnel as a prerequisite for the professional installation/dismantling of wheels on a vehicle with direct TPMS

Each manufacturer can use a different sensor type for the original equipment of the vehicles. For this reason, there are now over 150 different sensor models on the market.

Requirements:

• The sensors to be installed must be pre-programmed for the vehicle
  
  
• Vehicle and sensor must be compatible, i.e. not every sensor can be installed in any vehicle
  
  
• In the case of replacing a sensor or for winter tyres/spare tyres is an option to use either original sensors or unprogrammed universal sensors.

Original sensors are already pre-programmed with the vehicle-specific details, the sensor can therefore only be used in some specific vehicles.  Due to the wide variety of different sensors, it would significantly increase the stock levels and the capital tied up (of the most important original sensors should always be at least 4 units in stock) of the workshop, in order to be able to serve the customer satisfactorily.

Unprogrammed universal sensors are not pre-programmed and can be integrated into most vehicles without any problems.  There is therefore no need for a variety of sensors, such as in the original sensors, in order to be able to serve all customers needs (a basic stock of universal sensors is enough). However, in addition to the universal sensors a special programming tool is needed to be able to program the sensors specifically for the vehicle. Via this tool in the first step, the technical specifications of the vehicle are queried and the position of the tyre, in which the sensor is located which is to be programmed (e.g. front left). Subsequently the original sensor is detected by the programming device (depending on the software e.g. by entering the sensor ID or automatic capture by inserting the original sensor) and the collected data is used for the programming of the new sensor. Imitates the original sensor, as it were. If no original sensor should be available, a new sensor ID can also created on the programming tool.

For the installation of the sensors a special tool is required for professional installation or disassembly. These tools simplify the assembly/disassembly of the sensors and ensure that nut and valve for the sensor holder are attached with the correct torque.

The sensors are mounted within the tyre on certain tyre valves:

For the mounting you can choose between an aluminium and a snap-in valve (rubber valve), with special versions of sensors for both kinds of valve (ensure compatibility of valve and sensor). A snap-in valve is usually cheaper and easier to install than an aluminium valve. However, due to the centrifugal forces acting up to a maximum speed of 210 km/h a snap-in valve is not usable, an aluminium valve must be used for these high speeds. Whenever a tyre is changed maintenance of the valve should take place in which the valve core, valve cap, nut, washer and seal are replaced. For this maintenance there are special kits, which contain the required spare parts.

Snap-in valve:

1. Sensor
2. Rubber valve
3. Torx screw (self-tapping)
4. Valve insert (nickel plated)
5. Valve cap (plastic)

Aluminium valve:

1. Valve, with moulded sensor housing
2. Rubber seal
3. Gland nut
4. Valve insert (nickel plated)
5. Valve cap (plastic)

After the sensors have been programmed and installed in the wheel, it must be ensured that the vehicle also detects the sensor and the communication between the sensor and readout device works. This requires that the sensors of the central receiver (control and data processing unit of the TPMS) are activated, when a new sensor ID is used/created or the original wheel position of the sensor has been changed.

There are three types of training/programming for a new sensor (depending on the capabilities of the vehicle): 

1. Self-training of the vehicle: During a 10-minute drive at a speed between 35-100km/h the vehicle reads the sensor automatically, the warning light goes out automatically (e.g. for Mercedes, Vauxhall/Opel, VW, Ford, Mazda, Hyundai).
   
   
2. Manual teach-in by vehicle owner/keeper over the vehicle menu: A given process, which can be referred to in the vehicle manual (e.g. for Audi, Mercedes, BMW, Porsche).
   
   
3. Teach-in on certain programming/diagnostic tools: The sensors are taught by building a connection between the programming tool and the OBDII interface (= On Board Diagnostic interface) (e.g. for Renault, Citroen, Peugeot, Nissan, Vauxhall/Opel, Fiat and Lancia). This interface is also used for example in problem diagnosis when the warning lamp is lit.

There are different types of programming/diagnostic tools with many different functions ranging in price from 500-1500 EUR.

For a diagnosis, the tools make contact with the sensors via radio, so that the fault in the TPMS is shown on the tool display. Typically, only devices of the upper price range have the functionality to produce a direct interface with the OBD and teach in new sensors over it. For the programming of the universal sensors with the typical vehicle data and a cloned or newly created sensor ID a programming tool is unavoidable. It is even possible with some tools, to establish contact via radio with sensors already built-in and to subsequently program them.

1. Pre-service tools: Primarily serve for diagnosis (partly with programmable capability), have a small display, data can be transferred to a PC via USB, thought of rather as an entry-level system with a few occasional diagnoses (and programming).
   
   
   
2. PAD (Programming Accessory Devices): Read out and programming of sensors, which must be in direct contact with the PAD (insertion of the sensor), the PAD is connected to a PC via USB, which serves as a display.
   
   
   
   
3. All-In-One: Programming by radio in a matter of seconds by the limiting of existing sensors IDs, or creating a new ID, simple and quick diagnosis by radio, can often create an OBD interface, data can be automatically transmitted to a PC) (additional functions such as printing reports), recommendation for average visited workshops.