Universal TPMS Sensors | Aftermarket installations, multi-vehicle owners | Compatible with 20+ vehicle makes (▲▲▲ vs industry avg 15) (per manufacturer specs); adjustable valve stems (ISO 5779 compliant) | Cost-effective for diverse fleets; easy installation (snap-in design) | May require reprogramming for OEM systems (▲▲ in adaptability); less precise readings in some cases |
OEM-Specific TPMS Sensors | Factory-installed systems, brand-specific vehicles | OEM-certified compatibility (e.g., BMW, Porsche); proprietary frequencies (e.g., 315 MHz for BMW) | Precise OEM integration (▲▲▲ in accuracy); no reprogramming needed | Brand-specific (▲ in flexibility); higher cost (▲▲▲ vs universal sensors) |
Programmable TPMS Sensors | Custom setups, frequent tire changes | Adjustable pressure/ID via software (ANSI C63 compliance); supports 314/434.5 MHz (FCC certified) | Flexible for multiple uses (▲▲▲); adaptable to hybrid/electric vehicles | Requires technical setup (▲▲); potential compatibility gaps (▲▲▲ in complexity) |
Non-programmable TPMS Sensors | Simple monitoring, fixed setups | Fixed settings (ISO 17172 compliance); basic alerts (pressure only) | Plug-and-play ease (▲▲▲); lower cost (▲▲▲) | Limited customization (▲); less accurate over time (▲▲▲ in precision loss) |
High-Frequency TPMS (433 MHz) | Long-range monitoring, European vehicles | Operates at 433.5 MHz (ETSI EN 300-220); longer signal range (▲▲▲) | Better signal penetration (▲▲▲); suits large vehicles (e.g., trucks) | Less common in North America (▲▲); interference risks in dense urban areas (▲▲▲) |
Low-Frequency TPMS (315 MHz) | North American vehicles, compact systems | 314 MHz (FCC Part 15); shorter transmission range (▲▲) | Wider adoption in US markets (▲▲▲); lower power consumption (▲▲▲) | Limited range (▲▲); weaker signal in metal-heavy vehicles (▲▲▲) |