Tyre pressure monitoring systems (TPMS) are systems that are integrated into vehicles and constantly monitor the tyre pressure. If there is a loss of pressure in one or more tyres then the driver is informed directly via a display or a warning light. A distinction is made between direct and indirect systems:
In an indirect system the loss of air is determined by the ABS or transaction sensors that are built into the vehicle. When changing tyres, the alternative that is much simpler and cheaper is the indirect system, because it is not necessary to use TPMS sensors and you do not have to worry about anything being new when selling and installing mounted wheels. However, it can be the case that an indirect system needs to be recalibrated after a tyre change.
In a direct system the air pressure in the tyre is monitored by the sensor that is built into the wheel. This information is sent by radio to a controller in the vehicle. The information for the driver is shown on a display of the onboard computer. A direct system entails higher costs when changing tyres: The installation of the sensors is done with a special tool with a preset torque and special equipment units and programs are required to read the sensor data and teach-in the sensors, etc.
Types of sensor
These are the same as the sensors that are provided as original equipment. The software protocol of the corresponding vehicle has already been installed. We can offer you sensors from makers Schrader, Huf Beru and VDO. We can cover a large proportion of all relevant vehicles with these.
This involves an unwritten sensor to which a protocol for a particular vehicle can be transferred. After that the sensor can be handled just like an OE sensor. Here we can offer you sensors from the current makers Alligator (SensIt), Schrader (EZ) and CUB to likewise be able to ensure the greatest possible coverage. We supply universal sensors that have already been preconfigured for the relevant vehicle. It is most important that you inform us of the exact vehicle data (make, model,type and year).
These are likewise universal sensors, but certain protocols for various vehicles have already been preloaded. The sensor does not need to be reprogrammed but instead only the corresponding protocol for the vehicle in question need to be activated.
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Regardless of whether it is an OE sensor or a universal sensor, it needs to be taught-in at the vehicle. The relevant teach-in process is defined by the vehicle maker.
There are three different ways of teaching-in a new sensor:
It is very important that you ensure before ordering the sensors (regardless of whether they are acquired separately, in connection with a wheel or as a mounted wheel) that you have the right equipment to also be able to calibrate the sensors on the vehicle.
It is therefore unavoidably necessary to have a corresponding diagnostics unit. The units can be obtained solely via the manufacturer or a parts wholesaler.
The new EU tyre label helps consumers to decide in favour of a higher fuel efficiency class for their tyres. This can contribute to large reductions in running costs and emissions. Enhanced wet grip means greater road safety, and details of external rolling noise contributes to a reduction in traffic noise levels.
The actual fuel savings and road safety depend heavily on the behaviour of drivers, and in particular on the following:
Less rolling noise saves fuel and cuts CO2. This property is assigned to classes A to E.
Wet grip is assigned to classes A to E. Wet grip is crucial to safe driving. For instance, the difference between class A and class E braking distances is 18 m.
The label presents the volume in dB and the class A (quieter), B, or C (louder). The noise emitted by tyres affects the total noise levels emitted by the vehicle.
The snowflake symbol confirms that the snow tested tyre keeps within the 3PMSF limits (type approval).