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Well, a return trip this morning to my local Discount Tire has clarified the following:
They have a good handle today on managing all TPMS systems, old and new. With Chrysler Crossfires they are using the latest Schrader cloneable TPMSs. He showed me the Shrader 33510 AND guaranteed compatibility with the car's TPMS module. I let him know I did not want to go through the process of purchasing new tires with new TPMS and find out Discount Tire could not make these sensors work...and then send me to a Chrysler dealer to DRBIII 'em. What Jimmy Forton of Discount Tire then did to put my concerns at ease was to take a Shrader 33510 TPMS sensor and a TEC400 scan tool out to my car and place the new TPMS sensor between the scan tool and the left front rim at the valve, pushed a couple of buttons and cloned the ID of the left front wheel sensor to this new Shrader sensor. This is the sensor that will work with either a 315 mghz or 433 mghz system. Here's a pic of this Shrader 33510 sensor. This Discount Tire store wants $60.00 apiece. Kinda' pricey. I know from reading this thread that other Shrader sensors (33500, as well as 20028) will work. When I'm ready for tires, I'm going to shop for these sensors AND confirm the tire dealer will accept the sensors I provide unless the tire dealer's price is competitive.
Well, a return trip this morning to my local Discount Tire has clarified the following:
They have a good handle today on managing all TPMS systems, old and new. With Chrysler Crossfires they are using the latest Schrader cloneable TPMSs. He showed me the Shrader 33510 AND guaranteed compatibility with the car's TPMS module. I let him know I did not want to go through the process of purchasing new tires with new TPMS and find out Discount Tire could not make these sensors work...and then send me to a Chrysler dealer to DRBIII 'em. What Jimmy Forton of Discount Tire then did to put my concerns at ease was to take a Shrader 33510 TPMS sensor and a TEC400 scan tool out to my car and place the new TPMS sensor between the scan tool and the left front rim at the valve, pushed a couple of buttons and cloned the ID of the left front wheel sensor to this new Shrader sensor. This is the sensor that will work with either a 315 mghz or 433 mghz system. Here's a pic of this Shrader 33510 sensor. This Discount Tire store wants $60.00 apiece. Kinda' pricey. I know from reading this thread that other Shrader sensors (33500, as well as 20028) will work. When I'm ready for tires, I'm going to shop for these sensors AND confirm the tire dealer will accept the sensors I provide unless the tire dealer's price is competitive.
Shrader Cloneable Sensor
I cannot find a Schrader 33510 using Google, 33500 is there by the bucket load.
Is that number actually a 33500 part renumbered for that tire store?
The 33500 works fine, I would get the aluminum bodied sensor ( EZ-Sensor 33700) as it looks better.
Last edited by onehundred80; 12-20-2018 at 10:33 AM.
Well, a return trip this morning to my local Discount Tire has clarified the following:
They have a good handle today on managing all TPMS systems, old and new. With Chrysler Crossfires they are using the latest Schrader cloneable TPMSs. He showed me the Shrader 33510 AND guaranteed compatibility with the car's TPMS module. I let him know I did not want to go through the process of purchasing new tires with new TPMS and find out Discount Tire could not make these sensors work...and then send me to a Chrysler dealer to DRBIII 'em. What Jimmy Forton of Discount Tire then did to put my concerns at ease was to take a Shrader 33510 TPMS sensor and a TEC400 scan tool out to my car and place the new TPMS sensor between the scan tool and the left front rim at the valve, pushed a couple of buttons and cloned the ID of the left front wheel sensor to this new Shrader sensor. This is the sensor that will work with either a 315 mghz or 433 mghz system. Here's a pic of this Shrader 33510 sensor. This Discount Tire store wants $60.00 apiece. Kinda' pricey. I know from reading this thread that other Shrader sensors (33500, as well as 20028) will work. When I'm ready for tires, I'm going to shop for these sensors AND confirm the tire dealer will accept the sensors I provide unless the tire dealer's price is competitive.
Per onehundred80: "Is that number actually a 33500 part renumbered for that tire store?" Beats me Dave, but looking closely at that sensor you do see the I D #33510 appears to be on a piece of black tape suggesting Discount Tire's attempt was to make it that way and, of course, upcharge the customer. Yup, google search turned up zilch with that #. So, it's a safe bet to focus on the 33500 which supports both mghz (315 and 433).
Just an update on my white 2005 coupe. As far as I can tell the Tire store did not clone the sensors before removing them and this caused a problem with the Schrader 33500's. It is a newer car than my other two.The tire store and the Chrysler dealership could not get them to work. Tire store ordered the OEM replacements and installed but they could not program. I took it to the Chrysler dealership and only the service manager knew how to use the tool and he was off for a few weeks. By the time I caught up with him it was a simple job of me holding a round magnet on each wheel as he programmed them 1 at a time with the Crossfire "TPMS' tool.(could have been a DRBIII or emulator) He did not charge me as he didn't think he could do it and the tire store had bought the TPMS replacements from them.
As far as my other two cars they both work fine with the 33500's cloned to match my originals by Big O tires. Hope this is clear and I didn't make it more confusing.
I prefer the OEM as the clones sometimes need to go a block before the light goes out. But if you buy the OEM you better be sure someone at the dealership can "relearn" them. Rj
alexdc; I think that if all four wheels are not sending their signal, tpms light will stay on?
Thanks ReliableRon, yes oem's are simple to program with the few correct tools. I helped a tech with the magnet to do mine several years ago. Procedure in the manual, however, me thinks fewer "stealers" will have the tools or do not want to be "bothered" by us.
Alexdc - yes you will need to replace the sensor before they could program. If the other three are original it's probably time to replace them all.
lovecross: you are right - very hard to find anyone at a dealership that has Crossfire training or remembers it.
Update June 2018
The sensor to use is Schrader #33500 This sensor works in both the 315 MHz and 433MHz wavebands and thus serves all Crossfires which can have sensors of either band.
In Canada they cost Ca$62 each at Canadian Tire and in the US $39 at Tire Rack.
They do not have to be set by the dealer. info provided by Reliableron
Another similar sensor is the Continental VDO REDI sensor, no confirmed info on this part as yet.
Been a while since I checked in here, nice to be back. A scan of recent posts lets me think I can add a little help, although what is here looks accurate. I just put a file into the collection over on that FB place with the summary below. Main points offered to you here are that the cloneable sensors go by EZ-Sensor 33700 when made (by Schrader) with the aluminum clamp on valve stems (which should go on all Crossfires) AND wonder if anyone in the US or Canada has ever found they really have 315 MHz sensors? (Which doesn't matter with the EZ-Sensor 33700, can go either way).
Crossfire TPMS (Tire Pressure Monitoring System) Information
Summary: Two paths available to have the TPMS function with new sensors.
Path 1) Use Chrysler dealership (ONLY) computer to put Crossfire into TPMS Relearn mode, teach the car the new sensor IDs.
Path 2} Have new sensors CLONED to use the same sensor IDs as previously learned sensors.
Path 1 Expanded Information
The SLK R170 had no provision for TPMS, so Chrysler adapted an existing Chrysler TPMS system into Mercedes electronics for Crossfire. Wheel sensors were the same as used in Jeeps, minivans, Viper, Prowler, others back at the early 2000's start of TPMS. Wheel sensors at that time required a magnet to trigger a signal transmission from a non-moving sensor, later versions added capability for triggering by LF (Low Frequency) radio signal from most TPMS testers. Some original Crossfire sensors might still be triggered only by a TPMS magnet, not by a tester radio signal, so ask that anyone testing an original sensor try with a magnet before deciding it cannot be read at all. These sensors have a fixed sensor ID code when manufactured, so the Crossfire must be taught this code for any such new sensor. The latest Mopar number for these sensors is 52088990AE, which is made by Schrader and the same as a Schrader 20028 (except for color).
The ONLY way to teach a Crossfire new sensor ID codes is with a Chrysler dealership computer diagnostic tool. Until sometime in 2017 this had to be the old Chrysler DRB III with a Crossfire software card plus the Crossfire-Sprinter Multiplexer cable. Many Chrysler dealerships never sold any Crossfire cars, never bought the special Crossfire diagnostic and repair tools, so never had this equipment. Others might have had it, but the equipment went unused or lost after the DRB III was superseded by a different Chrysler dealership diagnostic system in 2007. Only during calendar 2017 was the current Chrysler dealership diagnostic system, wiTECH 2.0 with the microPod II, updated to cover all Crossfire model years. Many dealership service people do not know this Enhanced DRB III Emulator function is available on their current system, since it is only required to service older vehicles. But every Chrysler dealership should have the capability. The downside is that nearly every dealership will charge at least an hour diagnostic labor time - over $100 USD - to plug dealership diagnostic equipment into your car. Even though the whole relearn process should take a maximum of 5 minutes after plugging in, to walk around the car triggering each wheel sensor to be learned by the car system.
Path 2 Expanded Information
TPMS technology has evolved a lot since 2003. Single part number multi-protocol replacement sensors are available which can be programmed, and possibly cloned, to work on over 90% of cars on the road. Technology leader for this is the Schrader EZ-Sensor 33500. Other brands of aftermarket sensors with similar capabilities are available, and a tire shop needs to have corresponding equipment to program and clone the particular brand of sensor. Mopar actually sells this programmable and cloneable EZ-Sensor 33500 with a rubber valve stem as their MAGNETI MARELLI OFFERED BY MOPAR part number 1AMTP3350A. To keep the Crossfire clamp in metal valve stem may require Mopar Aluminum Valve Service Kit - 1AMTP3400A. The Schrader number for the kit to convert the EZ-Sensor 33500 to have a metal stem is 34000. Not only does this metal valve stem match the original style, clamp-in stems are recommended for any application with speed capability over 115 mph. The EZ-Sensor 33700 is the same cloneable sensor with the metal clamp in stem.
As mentioned in Path 1, the original sensors might require a magnet to trigger a signal transmission, so ask for that before deciding the sensor ID cannot be retrieved. Sensors can transmit their IDs to the handheld tester place right next to the wheel for at least several months after the battery power is too low to signal to the in-car receiver up by the rear view mirror. Another detail of possible use: factory sensors had a label on the sensor body printed with the ID. Very few tire shops will be able to use this text ID to clone new sensors, though. They, and their equipment, may only be able to record IDs by radio transmission, then use those recorded IDs to clone new sensors.
Final point about cloned sensor IDs: if you have additional wheel sets for seasonal tires, track, etc. matching IDs will enable TPMS function after wheel swaps without further hassle.
Been a while since I checked in here, nice to be back. A scan of recent posts lets me think I can add a little help, although what is here looks accurate. I just put a file into the collection over on that FB place with the summary below. Main points offered to you here are that the cloneable sensors go by EZ-Sensor 33700 when made (by Schrader) with the aluminum clamp on valve stems (which should go on all Crossfires) AND wonder if anyone in the US or Canada has ever found they really have 315 MHz sensors? (Which doesn't matter with the EZ-Sensor 33700, can go either way).
Crossfire TPMS (Tire Pressure Monitoring System) Information
Summary: Two paths available to have the TPMS function with new sensors.
Path 1) Use Chrysler dealership (ONLY) computer to put Crossfire into TPMS Relearn mode, teach the car the new sensor IDs.
Path 2} Have new sensors CLONED to use the same sensor IDs as previously learned sensors.
Path 1 Expanded Information
The SLK R170 had no provision for TPMS, so Chrysler adapted an existing Chrysler TPMS system into Mercedes electronics for Crossfire. Wheel sensors were the same as used in Jeeps, minivans, Viper, Prowler, others back at the early 2000's start of TPMS. Wheel sensors at that time required a magnet to trigger a signal transmission from a non-moving sensor, later versions added capability for triggering by LF (Low Frequency) radio signal from most TPMS testers. Some original Crossfire sensors might still be triggered only by a TPMS magnet, not by a tester radio signal, so ask that anyone testing an original sensor try with a magnet before deciding it cannot be read at all. These sensors have a fixed sensor ID code when manufactured, so the Crossfire must be taught this code for any such new sensor. The latest Mopar number for these sensors is 52088990AE, which is made by Schrader and the same as a Schrader 20028 (except for color).
The ONLY way to teach a Crossfire new sensor ID codes is with a Chrysler dealership computer diagnostic tool. Until sometime in 2017 this had to be the old Chrysler DRB III with a Crossfire software card plus the Crossfire-Sprinter Multiplexer cable. Many Chrysler dealerships never sold any Crossfire cars, never bought the special Crossfire diagnostic and repair tools, so never had this equipment. Others might have had it, but the equipment went unused or lost after the DRB III was superseded by a different Chrysler dealership diagnostic system in 2007. Only during calendar 2017 was the current Chrysler dealership diagnostic system, wiTECH 2.0 with the microPod II, updated to cover all Crossfire model years. Many dealership service people do not know this Enhanced DRB III Emulator function is available on their current system, since it is only required to service older vehicles. But every Chrysler dealership should have the capability. The downside is that nearly every dealership will charge at least an hour diagnostic labor time - over $100 USD - to plug dealership diagnostic equipment into your car. Even though the whole relearn process should take a maximum of 5 minutes after plugging in, to walk around the car triggering each wheel sensor to be learned by the car system.
Path 2 Expanded Information
TPMS technology has evolved a lot since 2003. Single part number multi-protocol replacement sensors are available which can be programmed, and possibly cloned, to work on over 90% of cars on the road. Technology leader for this is the Schrader EZ-Sensor 33500. Other brands of aftermarket sensors with similar capabilities are available, and a tire shop needs to have corresponding equipment to program and clone the particular brand of sensor. Mopar actually sells this programmable and cloneable EZ-Sensor 33500 with a rubber valve stem as their MAGNETI MARELLI OFFERED BY MOPAR part number 1AMTP3350A. To keep the Crossfire clamp in metal valve stem may require Mopar Aluminum Valve Service Kit - 1AMTP3400A. The Schrader number for the kit to convert the EZ-Sensor 33500 to have a metal stem is 34000. Not only does this metal valve stem match the original style, clamp-in stems are recommended for any application with speed capability over 115 mph. The EZ-Sensor 33700 is the same cloneable sensor with the metal clamp in stem.
As mentioned in Path 1, the original sensors might require a magnet to trigger a signal transmission, so ask for that before deciding the sensor ID cannot be retrieved. Sensors can transmit their IDs to the handheld tester place right next to the wheel for at least several months after the battery power is too low to signal to the in-car receiver up by the rear view mirror. Another detail of possible use: factory sensors had a label on the sensor body printed with the ID. Very few tire shops will be able to use this text ID to clone new sensors, though. They, and their equipment, may only be able to record IDs by radio transmission, then use those recorded IDs to clone new sensors.
Final point about cloned sensor IDs: if you have additional wheel sets for seasonal tires, track, etc. matching IDs will enable TPMS function after wheel swaps without further hassle.
Been a while since I checked in here, nice to be back. A scan of recent posts lets me think I can add a little help, although what is here looks accurate. I just put a file into the collection over on that FB place with the summary below. Main points offered to you here are that the cloneable sensors go by EZ-Sensor 33700 when made (by Schrader) with the aluminum clamp on valve stems (which should go on all Crossfires) AND wonder if anyone in the US or Canada has ever found they really have 315 MHz sensors? (Which doesn't matter with the EZ-Sensor 33700, can go either way).
Crossfire TPMS (Tire Pressure Monitoring System) Information
Summary: Two paths available to have the TPMS function with new sensors.
Path 1) Use Chrysler dealership (ONLY) computer to put Crossfire into TPMS Relearn mode, teach the car the new sensor IDs.
Path 2} Have new sensors CLONED to use the same sensor IDs as previously learned sensors.
Path 1 Expanded Information
The SLK R170 had no provision for TPMS, so Chrysler adapted an existing Chrysler TPMS system into Mercedes electronics for Crossfire. Wheel sensors were the same as used in Jeeps, minivans, Viper, Prowler, others back at the early 2000's start of TPMS. Wheel sensors at that time required a magnet to trigger a signal transmission from a non-moving sensor, later versions added capability for triggering by LF (Low Frequency) radio signal from most TPMS testers. Some original Crossfire sensors might still be triggered only by a TPMS magnet, not by a tester radio signal, so ask that anyone testing an original sensor try with a magnet before deciding it cannot be read at all. These sensors have a fixed sensor ID code when manufactured, so the Crossfire must be taught this code for any such new sensor. The latest Mopar number for these sensors is 52088990AE, which is made by Schrader and the same as a Schrader 20028 (except for color).
The ONLY way to teach a Crossfire new sensor ID codes is with a Chrysler dealership computer diagnostic tool. Until sometime in 2017 this had to be the old Chrysler DRB III with a Crossfire software card plus the Crossfire-Sprinter Multiplexer cable. Many Chrysler dealerships never sold any Crossfire cars, never bought the special Crossfire diagnostic and repair tools, so never had this equipment. Others might have had it, but the equipment went unused or lost after the DRB III was superseded by a different Chrysler dealership diagnostic system in 2007. Only during calendar 2017 was the current Chrysler dealership diagnostic system, wiTECH 2.0 with the microPod II, updated to cover all Crossfire model years. Many dealership service people do not know this Enhanced DRB III Emulator function is available on their current system, since it is only required to service older vehicles. But every Chrysler dealership should have the capability. The downside is that nearly every dealership will charge at least an hour diagnostic labor time - over $100 USD - to plug dealership diagnostic equipment into your car. Even though the whole relearn process should take a maximum of 5 minutes after plugging in, to walk around the car triggering each wheel sensor to be learned by the car system.
Path 2 Expanded Information
TPMS technology has evolved a lot since 2003. Single part number multi-protocol replacement sensors are available which can be programmed, and possibly cloned, to work on over 90% of cars on the road. Technology leader for this is the Schrader EZ-Sensor 33500. Other brands of aftermarket sensors with similar capabilities are available, and a tire shop needs to have corresponding equipment to program and clone the particular brand of sensor. Mopar actually sells this programmable and cloneable EZ-Sensor 33500 with a rubber valve stem as their MAGNETI MARELLI OFFERED BY MOPAR part number 1AMTP3350A. To keep the Crossfire clamp in metal valve stem may require Mopar Aluminum Valve Service Kit - 1AMTP3400A. The Schrader number for the kit to convert the EZ-Sensor 33500 to have a metal stem is 34000. Not only does this metal valve stem match the original style, clamp-in stems are recommended for any application with speed capability over 115 mph. The EZ-Sensor 33700 is the same cloneable sensor with the metal clamp in stem.
As mentioned in Path 1, the original sensors might require a magnet to trigger a signal transmission, so ask for that before deciding the sensor ID cannot be retrieved. Sensors can transmit their IDs to the handheld tester place right next to the wheel for at least several months after the battery power is too low to signal to the in-car receiver up by the rear view mirror. Another detail of possible use: factory sensors had a label on the sensor body printed with the ID. Very few tire shops will be able to use this text ID to clone new sensors, though. They, and their equipment, may only be able to record IDs by radio transmission, then use those recorded IDs to clone new sensors.
Final point about cloned sensor IDs: if you have additional wheel sets for seasonal tires, track, etc. matching IDs will enable TPMS function after wheel swaps without further hassle.
You do not come on here much at all but when you do you make it worth the wait. Thanks.
I took the liberty of adding this information with authors credit to my Index ofCrossfire Problems ......CLICK
Last edited by onehundred80; 12-20-2018 at 10:59 AM.
MODS
This post should be on its own and not buried in the middle of a large thread. It contains vital info.
Originally Posted by ZH SRT6
Hello CrossfireForum!
Been a while since I checked in here, nice to be back. A scan of recent posts lets me think I can add a little help, although what is here looks accurate. I just put a file into the collection over on that FB place with the summary below. Main points offered to you here are that the cloneable sensors go by EZ-Sensor 33700 when made (by Schrader) with the aluminum clamp on valve stems (which should go on all Crossfires) AND wonder if anyone in the US or Canada has ever found they really have 315 MHz sensors? (Which doesn't matter with the EZ-Sensor 33700, can go either way).
Crossfire TPMS (Tire Pressure Monitoring System) Information
Summary: Two paths available to have the TPMS function with new sensors.
Path 1) Use Chrysler dealership (ONLY) computer to put Crossfire into TPMS Relearn mode, teach the car the new sensor IDs.
Path 2} Have new sensors CLONED to use the same sensor IDs as previously learned sensors.
Path 1 Expanded Information
The SLK R170 had no provision for TPMS, so Chrysler adapted an existing Chrysler TPMS system into Mercedes electronics for Crossfire. Wheel sensors were the same as used in Jeeps, minivans, Viper, Prowler, others back at the early 2000's start of TPMS. Wheel sensors at that time required a magnet to trigger a signal transmission from a non-moving sensor, later versions added capability for triggering by LF (Low Frequency) radio signal from most TPMS testers. Some original Crossfire sensors might still be triggered only by a TPMS magnet, not by a tester radio signal, so ask that anyone testing an original sensor try with a magnet before deciding it cannot be read at all. These sensors have a fixed sensor ID code when manufactured, so the Crossfire must be taught this code for any such new sensor. The latest Mopar number for these sensors is 52088990AE, which is made by Schrader and the same as a Schrader 20028 (except for color).
The ONLY way to teach a Crossfire new sensor ID codes is with a Chrysler dealership computer diagnostic tool. Until sometime in 2017 this had to be the old Chrysler DRB III with a Crossfire software card plus the Crossfire-Sprinter Multiplexer cable. Many Chrysler dealerships never sold any Crossfire cars, never bought the special Crossfire diagnostic and repair tools, so never had this equipment. Others might have had it, but the equipment went unused or lost after the DRB III was superseded by a different Chrysler dealership diagnostic system in 2007. Only during calendar 2017 was the current Chrysler dealership diagnostic system, wiTECH 2.0 with the microPod II, updated to cover all Crossfire model years. Many dealership service people do not know this Enhanced DRB III Emulator function is available on their current system, since it is only required to service older vehicles. But every Chrysler dealership should have the capability. The downside is that nearly every dealership will charge at least an hour diagnostic labor time - over $100 USD - to plug dealership diagnostic equipment into your car. Even though the whole relearn process should take a maximum of 5 minutes after plugging in, to walk around the car triggering each wheel sensor to be learned by the car system.
Path 2 Expanded Information
TPMS technology has evolved a lot since 2003. Single part number multi-protocol replacement sensors are available which can be programmed, and possibly cloned, to work on over 90% of cars on the road. Technology leader for this is the Schrader EZ-Sensor 33500. Other brands of aftermarket sensors with similar capabilities are available, and a tire shop needs to have corresponding equipment to program and clone the particular brand of sensor. Mopar actually sells this programmable and cloneable EZ-Sensor 33500 with a rubber valve stem as their MAGNETI MARELLI OFFERED BY MOPAR part number 1AMTP3350A. To keep the Crossfire clamp in metal valve stem may require Mopar Aluminum Valve Service Kit - 1AMTP3400A. The Schrader number for the kit to convert the EZ-Sensor 33500 to have a metal stem is 34000. Not only does this metal valve stem match the original style, clamp-in stems are recommended for any application with speed capability over 115 mph. The EZ-Sensor 33700 is the same cloneable sensor with the metal clamp in stem.
As mentioned in Path 1, the original sensors might require a magnet to trigger a signal transmission, so ask for that before deciding the sensor ID cannot be retrieved. Sensors can transmit their IDs to the handheld tester place right next to the wheel for at least several months after the battery power is too low to signal to the in-car receiver up by the rear view mirror. Another detail of possible use: factory sensors had a label on the sensor body printed with the ID. Very few tire shops will be able to use this text ID to clone new sensors, though. They, and their equipment, may only be able to record IDs by radio transmission, then use those recorded IDs to clone new sensors.
Final point about cloned sensor IDs: if you have additional wheel sets for seasonal tires, track, etc. matching IDs will enable TPMS function after wheel swaps without further hassle.
Update December 2018
Go to post #351 for the latest definitive info on these sensors, ignore all info before that.
Update June 2018
The sensor to use is Schrader #33500 This sensor works in both the 315 MHz and 433MHz wavebands and thus serves all Crossfires which can have sensors of either band.
In Canada they cost Ca$62 each at Canadian Tire and in the US $39 at Tire Rack.
They do not have to be set by the dealer. info provided by Reliableron
Another similar sensor is the Continental VDO REDI sensor, no confirmed info on this part as yet.
I tried the Schroder # 33500 Sensor and they did not work on my 05' Crossfire.
Even tried to have Chrysler to program them and they could not either.
Re: TPMS sensors
Re: TPMS sensors
Re: TPMS sensors
Re: TPMS sensors