Posted on June 4, 2015 - Also by this author Shown here is an array of caps intended for TPMS applications. In this photo, notice that the two caps on the right look like metal. The second cap from the right is a chrome-plated plastic and the cap on the far right is a chrome-plated aluminum cap. Every vehicle from 2008 model year to the present is equipped with a tire pressure monitoring system (TPMS). If you service tires, you’ll be forced to deal with TPMS. That means that you must invest in a TPMS tool (preferably a combination tool that allows scanning/diagnostics, activating, programming if needed and relearning). However, it doesn’t stop there. In addition, you must also have the appropriate mechanical tools that are dedicated specifically to TPMS (calibrated torque wrench for hex nuts, calibrated torque wrench for stem installation and for core installation), and rubber grommet install and remove tools; as well as an assortment of service kits (stems, hex nuts, caps, cores, grommets and seals).

There’s no way around this. Either you’re in the TPMS business or you’re not (and if you sell and/or service tires, you are in the TPMS business).Rear View Mirror Fell Off Ball Joint If you’re dealing with aluminum TPMS valve stems, pay attention to the valve cores and caps. Jual Ac Portable PalembangAluminum stems and cores are nickel plated to avoid galvanic corrosion issues. Portable Toilet Rental New OrleansDon’t just toss any core into an aluminum TPMS stem. The same goes for caps — to avoid corrosion issues, you cannot thread-on just any valve cap that’s lying around the shop onto a tire pressure sensor. Don’t use a metal cap, as this can corrode and in most cases not be removable from the aluminum stem.

Some aftermarket caps in particular may be made entirely of steel or stainless steel, or they may have a dissimilar metal (female thread) insert encased in plastic. Here’s an example of galvanic corrosion caused by installing a dissimilar metal cap onto an aluminum valve stem. Galvanic corrosion can occur when dissimilar metals join, so threading a dissimilar metal cap or metal-insert cap onto the sensor’s stem can result in the cap binding to the stem, making it difficult to remove in the future. If this happens, force may be required to remove the cap that can result in breaking the sensor’s valve stem. This problem is becoming more apparent as the number of vehicles equipped with TPMS increases, and as more owners tend to “enhance” the wheels’ appearance by getting rid of “the ugly plastic caps” and installing chrome-like caps, or when an unwitting DIYer or technician previously installed a non-TPMS cap. If the cap is made of metal and you’re not sure of the base material, don’t use it.

According to Tyson Boyer at Dill Air Controls Products, this is a major concern, but also presents the service provider with an opportunity to educate the customer. “If you don’t include TPMS in your inspection process and empower your team to properly inspect every vehicle, you are significantly increasing your risk of presenting the unwanted result versus sharing the findings. Corrosion has created technician resistance toward servicing aluminum valve stems. To aid in stronger acceptance and to do what’s right for the customer and your business, we have developed a corrosion-free valve stem. By using an electrolytic process, we were able to chrome-plate a brass cap/stem, which will be available for use with the REDI-Sensor this summer.” As noted by the TPMS division of JohnDow Industries, there are many different OEM sensors on the market today but there are only two styles of sensors. The latest versions of VCDS come with a Coding Helper (availability may vary) allowing the user to determine the Coding based on Vehicle Equipment using the PR-Codes .

In case you are unable to determine the Coding, please contact us directly and we can try to assist registered customers with the Coding Process. Every inquiry on this topic has to include a full Auto-Scan as well as which parts have been replaced and why, also make sure the Auto-Scan includes the complete VIN of the vehicle in question. The Factory Tool will normally perform the Coding by querying Software Version Management (SVM) for the proper Value. [03 - Brake Electronics] [Security Access - 16] Enter 40168, to enable the basic setting. Activate the Basic Setting. After a successful basic setting, field 2 should say "OK". To make sure the basic setting was successful, check the sensor again. [Measuring Blocks - 08] Check field 1, the value has to be between -1.5 and +1.5 °. [Close Controller, Go Back - 06] Note: After successful basic setting, the Steering Limit Stop needs to be adapted too. Check field 2, the value has to be between -1.5 and +1.5 m/s².

To make sure the basic setting was succesful, check the sensor again. Check field 1, the value has to be between -8.0 and +8.0 bar. Check field 1, the value has to be between -3.8 and +3.8 bar. Check field 3, the value has to be between -1.5 and +1.5 m/s². See Parking Brake for details. After Replacing this Control Module these Steps have to be performed in the following Order: In case you are having trouble with procedure please contact us directly and we will assist you with the Coding Process. Every inquiry on this topic has to include a full Auto-Scan as well as which parts have been replaced and why, also make sure the Auto-Scan includes the complete VIN of the vehicle in question.Home / TRW launches integrated RKE and TPMS / News / TRW launches integrated RKE and TPMS Less space, weight and wiring complexity; TRW Automotive Holdings Corp. has launched its first integrated Remote Keyless Entry (RKE) and Direct Tire Pressure Monitoring system (TPMS) with a major Japanese vehicle manufacturer.

The system delivers RKE and TPM functions with fewer parts. “Integrating RKE and TPMS can offer enhanced value and performance,” said Ken Kaiser, vice president, Global Electronics Engineering. “By eliminating the need for separate receivers for the two systems we can maintain performance characteristics, use less space, reduce system weight and wiring complexity, and ultimately lower material and assembly costs.” According to TRW, the system is also leading the industry in reducing risks associated with Radio Frequency (RF) interference by utilizing multiple frequencies.  In-vehicle wireless communication systems have grown exponentially in the last few years, particularly since the U.S. mandate of Tire Pressure Monitoring systems in 2007.  With such wireless communication growth comes an increase in risk of RF interference.  The use of multiple frequencies in this system ensures RKE functionality in the event one of the frequencies is unavailable. This technology change is transparent to vehicle owners as there is no discernible change to the RKE key fob layout or performance – the transmitted commands are received by a single smart receiver/ECU that processes information from the RKE fobs, and also the temperature and pressure signals sent from the transmitters located in the TPMS sensor units in each individual tire.