I've had Buicks for 20+ yr and none have had anything remotely
resembling that--simply 'RESET' from the monitor for the tire pressure
screen display field when cycle thru variables.
This holds from the first that were simply an imbalance indication (no
absolute nor even identify which tire just an anomaly) to the present
that are absolute pressure for each wheel--the reset was the same.
The 300M Chrysler was essentially same w/ a slightly different interface
to the computer--when got back to the farm it had too hard a suspension
and too low ground clearance for the dirt roads so replaced it w/
another Buick (the Enclave as it has 20" rims for clearance and AWD for
the mud and sand).
What in the world vehicle is this on???? Some firmware engineer needs
firing over that one...
GM vehicles are simply manually set pressure w/ tire gauge to desired
and then hit a 'Reset' button on the monitor screen...there are very
slight differences in where the function's hid but if you've done one
you can figure out any other that I've seen w/ only a few tries...
yes, it's irritating. Especially on one that requires tire rotation
with every oil change. If you don't do it, if you pick up a screw
you'll be scratching your head trying to figure out which tire is
actually low. BMW's reset procedure is much easier (essentially
selecting "reset" from a menu) but this is one rare instance where GM's
implementation is actually better in some respects, as it allows you to
scroll through the actual pressures of each wheel on the display.
replace "roosters" with "cox" to reply.
Which one(s), specifically? I've never seen such and had almost
exclusively (one Chrysler thrown in) for the entire time of the pressure
I want to be sure to not ever have one--it's another thing to check for
that one wouldn't normally--like whether there's an actual antenna on
the radio or not (who'dda thunk that wouldn't be on a vehicle but the
'10 Enclave doesn't :( ).
I've already posted this once but here it is again and this covers the
Oh, we've been talking two different things -- that's for the
replacement of a sensor and the recalibration of the system--I
apparently misinterpreted the first posting responded to's pont of
I was just speaking of how to reset the alert after an alarm
situation/tire repair/etc. I can understand that swapping out a sensor
is more involved to reprogram the CMOS constants; I've never had to do
that in the entire time of all the vehicles that have had pressure sensors.
No, that was after rotating the tires. It even stats in the owners
manual that the after rotating the tires to "Reset the Tire Pressure
Monitor" Page 10-50.
And the steps to reset the monitor are on page 10-49.
Maybe you have never had to do it because the tire store reset it after
I've never bothered to rotate tires--can't see it's ever made any
difference presuming keep vehicle aligned and proper inflation since
advent of independent suspension. Of course, on these gravel roads wear
isn't such as would see if only drove on paved roads, either...
About the last car I can recall that "religiously" rotated tires on
would probably have been the '69 Charger... :) -- and even that would
have been pretty irregular. Once the bias-ply 6.70-15 nylon cord
construction disappeared, there really was little need afaict.
Well, BMW specifically recommend against it.
I can't rotate my summer set as it's staggered, but I'm definitely
putting my winters on opposite of how I did last year... I must have a
heavy foot, the rears are 2x as worn as the fronts!
replace "roosters" with "cox" to reply.
I learned a lesson on my Subaru about tire rotation. I waited
about twice as long to rotate the tires as I should've. It didn't take
long before tires started wearing really badly. The lesson I think is
rotate on schedule or not at all.
Tires are one thing that have really improved over the years. It
used to be common to see people changing tires along the roads. It's
fairly rare now.
All rotating does is camouflage the wear by moving a given wear pattern
to another location. If the vehicle is set up properly and the tires
are properly inflated, they shouldn't have such differential wear.
That depends on how many nails are in the roadways... :) On our country
roads there are always things every time they grade them chances are
pretty high of picking up something. It's rare to go a month without a
flat on at least one of the vehicles. :( Highway/town driving is far
safer from that standpoint -- I don't recall when I last had a flat on a
trip other than discovering a slow leak on second day out or so.
I don't know where you are getting your info from, but considering that
on a FWD car the weight distribution is roughly 60-40, that puts most of
the vehicles weight on the front tires. Not to mention the front tires
are steering the vehicle and doing most of the braking putting even more
wear on the tires. Like I said, every single FWD car that I've owned
(including one of my current ones) have always worn down the front tires
quicker than the rears. And I'm not talking about wear patterns (I only
had that problem on a Honda Accord)...I'm talking about tread depth. Let
me Google something real quick...OK I'm back. Read this....
Tire rotation or rotating tires is the practice of moving automobile
wheels and tires from one position on the car, to another, to ensure
even tire wear. Tire wear is uneven for any number of reasons. Even tire
wear is desirable to maintain consistent performance in the vehicle and
to extend the overall life of a set of tires.
By design, the weight on the front and rear axles differs which causes
uneven wear. With the majority of cars being front-engine cars, the
front axle typically bears more of the weight. For rear wheel drive
vehicles, the weight distribution between front and back approaches
50:50. Front-wheel drive vehicles also have the differential in front,
adding to the weight, with a typical weight distribution of no better
than 60:40. This means, all else being equal, the front tires wear out
at almost twice the rate of the rear wheels, especially when factoring
the additional stress that braking puts on the front tires. Thus, tire
rotation needs to occur more frequently for front-wheel drive vehicles.
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