WHEEL AND TIRE GUIDE

• HEADINGS
  • 44 - Wheels, tires, vehicle alignment
    • Wheels, Tires, and Tire Pressure Monitoring
      • Wheels, Tires, and Tire Pressure Monitoring
      • Wheels and Tires, General Information
        • Wheels and Tires, General Information
      • Alloy Wheels
        • Alloy Wheels
        • Anti-theft wheel bolts
        • PAX Tires with Emergency Running Characteristics, Component Overview
      • Wheels, Changing and Mounting Notes
        • Wheels, Changing and Mounting Notes
        • Changing Wheels
      • Tightening Specifications, Wheel Bolts
        • Tightening Specifications, Wheel Bolts
      • Tire Pressure Monitoring, Assembly Overview
        • Tire Pressure Monitoring, Assembly Overview
      • Changing Tires
        • Changing Tires
        • Dismounting Tire
        • Mounting Tire
      • Metal Valve Body, Removing and Installing
        • Metal Valve Body, Removing and Installing
    • Fault Finding
      • Fault Finding
      • Fault Finding, Introduction
        • Fault Finding, Introduction
      • Tire Wear and Service Life
        • Tire Wear and Service Life
        • Driving Style
        • Tire Air Pressure
        • Diagram 1 :
        • TWI
      • Rolling Noise Due to Tires
        • Rolling Noise Due to Tires
        • Heel-and-Toe Wear
      • Wheel and Tire Vibration
        • Wheel and Tire Vibration
        • Balancing Wheels on Stationary Balancing Machine
        • Wheel and Tire Radial and Lateral Run-Out
        • Wheel and Tire Radial and Lateral Run-Out, Checking with VAG 1435
        • Specifications for radial and lateral run-out on wheel
        • Matched Mounting
        • Tire Flat Spots from Standing
      • Vehicle Pulls to One Side
        • Vehicle Pulls to One Side
        • General information
        • Taper
        • Vehicle Pulls to One Side, Correcting
      • Tire Damage
        • Tire Damage
      • Tire Information
        • Tire Information
        • Tires with Emergency Running Characteristics PAX, Lettering on Side Wall
        • Tire Aging
        • Wheels, Rotating :
      • Vehicles with Break-Down Kit
        • Vehicles with Break-Down Kit
      • Tire, Removing
        • Tire, Removing
      • New Tire, Mounting
        • New Tire, Mounting
      • Tires with Rim Protector
        • Tires with Rim Protector
      • Emergency Wheels, General Information
        • Emergency Wheels, General Information
      • Tire Pressure Monitoring System
        • Tire Pressure Monitoring System
      • Tires with Emergency Running Characteristics, Self-Supporting Tire
        • Tires with Emergency Running Characteristics, Self-Supporting Tire
      • Tires with Emergency Running Characteristics, PAX
        • Tires with Emergency Running Characteristics, PAX
• FIGURES
  • Fig. 1: Alloy Wheels Component Overview
  • Fig. 2: Anti-Theft Wheel Bolts
  • Fig. 3: PAX Tires With Emergency Running Characteristics, Component Overview
  • Fig. 4: Identifying Torque Wrench V.A.G. 1332
  • Fig. 5: Identifying Master Wheel Bolt Key Set T10101
  • Fig. 6: Master Wheel Bolt Key Set T40004
  • Fig. 7: Master Wheel Bolt Key Set T40073
  • Fig. 8: One-Part Wheel Bolt And Two-Part Wheel Bolt
  • Fig. 9: Tire Pressure Monitoring, Assembly Overview
  • Fig. 10: Dismounting Tire
  • Fig. 11: Mounting Tire
  • Fig. 12: Torque Wrench V.A.G 1410
  • Fig. 13: Securing Against Turning With Counter Hold
  • Fig. 14: Pressing Wheel Electronics Into Bed And Fasten At Rear Of Valve With Microencapsulated Bolt
  • Fig. 15: Tire Performance Pie Chart
  • Fig. 16: Tire Wear/Service Life (Front Wheel Drive And V Tires)
  • Fig. 17: Tire Wear/Service Life (All Wheel Drive And V Tires)
  • Fig. 18: Tread Wear Indicators And Tread Depth
  • Fig. 19: Locating Tread Wear Indicator
  • Fig. 20: Identifying Toe-Out Condition
  • Fig. 21: Identifying Toe-In Condition
  • Fig. 22: Identifying One-Sided Tire Wear Condition
  • Fig. 23: Identifying Center Tire Wear Condition
  • Fig. 24: Identifying Diagonal Tire Wear Spots Condition
  • Fig. 25: Heel-And-Toe Wear
  • Fig. 26: Identifying Tire Wear Spot Condition
  • Fig. 27: Vibration Control Tire Balancer (VAS 6230)
  • Fig. 28: Checking Lateral Run-Out
  • Fig. 29: Checking Radial Run-Out
  • Fig. 30: Identifying Areas To Check Wheel For Radial Run-Out & Lateral Run-Out
  • Fig. 31: Identifying Taper
  • Fig. 32: Tires With Red Spot
  • Fig. 33: Cross-Section Of A Radial Tire
  • Fig. 34: Evidence Of Pinching On Sidewall Of Tire
  • Fig. 35: Interior View Of A Tire With A Punctured Carcass
  • Fig. 36: Inside Tire Damage Due To Impact Damage (Double Rupture)
  • Fig. 37: Tire Damage Caused By A Sharp-Edged Object
  • Fig. 38: Tire Damage From Imbedded Object
  • Fig. 39: Identifying Separation Of Tire Carcass And Rubber
  • Fig. 40: Identifying Wide Furrows Along Circumference Of Tire Bead
  • Fig. 41: Tire With Torn-Out Tread
  • Fig. 42: Tire Temperature Behavior Graph
  • Fig. 43: Mounting Damage
  • Fig. 44: Identifying Tire Side Wall Lettering (Dunlop SP Sport 9000 Shown)
  • Fig. 45: Rubber Valve Stem Components
  • Fig. 46: Locating Wheel Repair Kit
  • Fig. 47: Locating Expiration Date
  • Fig. 48: Draining Sealant From Drilled Hole In Tire
  • Fig. 49: Non-Permissible Combination Of Steel Rim, Wheel Cover And Tire With Rim Protector
  • Fig. 50: Tire Pressure Monitoring
  • Fig. 51: Tire Pressure Monitoring System
  • Fig. 52: Standard Tires With Air Standard Tires Without Air
  • Fig. 53: SST Tires With Air And SST Tires Without Air
  • Fig. 54: Self-Supporting, Reinforced Side Walls - SST Tire And Standard Tire
  • Fig. 55: Differences In Wheels In H2 And EH2 Version
  • Fig. 56: Locating RSC On The Side Wall
  • Fig. 57: Pax Tires With Air And Pax Tires Without Air
  • Fig. 58: Standard Tire, Bead Area Construction
  • Fig. 59: PAX Tire, Bead Area Construction
  • Fig. 60: PAX Tires, Anchoring
  • Fig. 61: PAX Tires, Dimensions
  • Fig. 62: Support Ring Dimensions
  • Fig. 63: Blowouts Or Missing Parts
  • Fig. 64: Cracks In Partitions
  • Fig. 65: Stitch Damage And Holes
  • Fig. 66: Bubbles And Discoloration Due To Overheating
  • Fig. 67: PAX Tires, Rims
  • Fig. 68: Monitoring Tire Pressure
  • Fig. 69: PAX Tires, Alignment And Adjustment
  • Fig. 70: Detached Rubber Or Loose Cords
  • Fig. 71: Exposed Or Deformed Bead Bundle
  • Fig. 72: Damage To Tire Bead With Visible Cords
• TABLES
  • Wheel Rotation, Non-Directional Tires
  • Wheel Rotation, Directional Tires

SUSPENSION

Wheel and Tire Guide

44 - Wheels, tires, vehicle alignment

Wheels, Tires, and Tire Pressure Monitoring

Wheels, Tires, and Tire Pressure Monitoring

--> Wheels and Tires, General Information

--> Alloy Wheels

--> Wheels, Changing and Mounting Notes.

--> Tightening Specifications, Wheel Bolts

--> Tire Pressure Monitoring, Assembly Overview

--> Changing Tires

--> Metal Valve Body, Removing and Installing

Wheels and Tires, General Information

Wheels and Tires, General Information

CAUTION:

This document contains Volkswagen World Wide content. Not all of the information applies to the US and Canadian Market.

Only install tires with the same manufacturer, construction type and tread on all wheels.

Always replace rubber valve when replacing steel wheel or rim.

Install tires with DOT identification facing toward outside of wheel. Only applies to left side of vehicle with directional tires.

With directional tires, a wheel/tire combination for the right side should be installed as a spare wheel.

Alloy Wheels

Alloy Wheels

Component Overview

Fig. 1: Alloy Wheels Component Overview
Courtesy of VOLKSWAGEN UNITED STATES, INC.

1 - Tires

2 - Valve

• Always replace

3 - Wheel

• Note assembly instructions --> Wheels, Changing and Mounting Notes

4 - Wheel bolt

• Note assembly instructions --> Wheels, Changing and Mounting Notes

• Wheel bolt tightening specifications. Refer to --> Tightening Specifications, Wheel Bolts

• Anti-theft wheel bolts --> Anti-theft wheel bolts

5 - Wheel bolt adapter

• Place on wheel bolt designed for it --> Anti-theft wheel bolts

6 - Wheel bolt cover cap

7 - Concealment cap

8 - Wheel bolt

• Note assembly instructions --> Wheels, Changing and Mounting Notes

• Wheel bolt tightening torques --> Tightening Specifications, Wheel Bolts

9 - Adhesive balancing weights

• Maximum 60 grams per rim flange permitted

• Clean wheel where it will be adhered so it is free of dirt and grease

• Remove protective film.

• Attach balance weights to intended surfaces.

Anti-theft wheel bolts

Fig. 2: Anti-Theft Wheel Bolts
Courtesy of VOLKSWAGEN UNITED STATES, INC.

1 - Anti-theft wheel bolts

2 - Concealment cap

3 - Wheel bolt adapter

PAX Tires with Emergency Running Characteristics, Component Overview

Fig. 3: PAX Tires With Emergency Running Characteristics, Component Overview
Courtesy of VOLKSWAGEN UNITED STATES, INC.

1 - PAX tires

2 - Support ring

3 - Wheel for PAX tires

• Note assembly instructions --> Wheels, Changing and Mounting Notes

4 - Wheel electronics

• The battery life is approx. 7 years.

• Batteries must be completely replaced.

• Remaining battery life, temperature and pressure can be read via diagnosis with Vehicle Diagnostic, Testing and Information System VAS 5051

5 - Metal valve body

• Delivered complete

6 - Wheel bolt

• Note assembly instructions --> Wheels, Changing and Mounting Notes

• Tightening torques for wheel bolts --> Tightening Specifications, Wheel Bolts

• Anti-theft wheel bolts --> Anti-theft wheel bolts

7 - Wheel bolt adapter

• Place on wheel bolt designed for it --> Anti-theft wheel bolts

8 - Cover cap

• Place on wheel bolt

9 - Wheel bolt, two-part

• Note assembly instructions --> Wheels, Changing and Mounting Notes

• Wheel bolt tightening torques --> Tightening Specifications, Wheel Bolts

10 - Concealment cap

11 - Wheel bolt cover cap

12 - Adhesive balancing weights

• Maximum 60 grams per rim permitted

• Clean wheel where it will be adhered so it is free of dirt and grease

• Remove protective film.

• Attach balance weights to intended surfaces.

Wheels, Changing and Mounting Notes

Wheels, Changing and Mounting Notes

NOTE:

The wrench size of the included wheel bolt adapter can vary from the wrench size of the respective master set.

Special tools, testers and auxiliary items required

Fig. 4: Identifying Torque Wrench V.A.G. 1332
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Torque wrench V.A.G 1332

Fig. 5: Identifying Master Wheel Bolt Key Set T10101
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Master Wheel Bolt Key Set T10101

Fig. 6: Master Wheel Bolt Key Set T40004
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Master Wheel Bolt Key Set T40004

Fig. 7: Master Wheel Bolt Key Set T40073
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Master Wheel Bolt Key Set T40073

• Wax Spray D 322 000 A2

• Optimol TA Paste G 052 109 A2

Changing Wheels

Wheel mounting --> Changing Wheels.

CAUTION:

If brake pads are ceramics, wheel must not fall on brake disc, otherwise it will be irreparably damaged. To remove/install wheel, install long assembly pin instead of wheel bolts in top position (12:00 position) and short assembly pin in wheel bolt mounts for support. In this way, the wheel can glide on the assembly aids when removing/installing.

NOTE:

Only raise vehicle at designated mounting points. On vehicles with alloy wheels, do not pry out cover caps with a screwdriver but rather use only the special tool designed for this (puller hook in vehicle tool kit). To loosen wheel bolts, use sockets in the correct size. Sockets that did not fit must not be used any more. Do not use an impact wrench to loosen anti-theft wheel bolts (lockable wheel bolts). Do not make wheel bolts dirty.

CAUTION:

The secure seating of the wheel bolts and the wheels is only ensured if the instructions and checks below are followed.

The following checks and instructions must be performed with wheel (rim) unmounted!

• Check if contact surfaces between the brake disc/wheel hub brake disc/brake drum and wheel (rim) are free of corrosion and dirt.

• If necessary, remove oil, grease, grease and corrosion.

• Ensure that the centering hole of the wheel (rim) and the center of the wheel hub are free of corrosion and dirt.

• If necessary, remove oil, dirt and corrosion and reapply corrosion protection in centering seat area with Wax Spray D 322 000 A2 .

NOTE:

The wax spray must not get onto brake system parts. If rust or dirt falls between brake disc and wheel hub during removal, remove it by blowing out with compressed air.

CAUTION:

Wear protective eye wear when working with compressed air.

The wheel (rim) spherical caps and wheel bolts must be free of dirt and corrosion.

• Dirty wheel (rim) spherical caps should be cleaned with a lint-free cloth.

• Check wheel bolts and wheel hub threads for cleanliness.

• Clean dirty wheel bolts in spherical cap area and threads, e.g. with a brass brush.

NOTE:

Heavily corroded or damaged wheel bolts must be replaced.

Fig. 8: One-Part Wheel Bolt And Two-Part Wheel Bolt
Courtesy of VOLKSWAGEN UNITED STATES, INC.

If lightly corroded wheel bolts are reused, they must be cleaned in area of spherical cap and threads and Optimol AT G 052 109 A2 paste must be applied to slide surfaces as follows (all vehicles except RS 2 and RS 4, type 8D):

A - One-part wheel bolt. Lightly lubricate threaded area - 2 - and spherical cap - 1 -.

B - Two-part wheel bolt. Lightly lubricate threaded area - 3 - as well as between bolt head contact surface - 6 - and spherical cap ring - 5 -. The spherical cap to wheel (rim) contact surface - 4 - must not be lubricated.

NOTE:

Only use Optimol TA G 052 109 A2 paste. The paste must not get on brake system parts.

Changing Wheels

Only for RS 2 and RS 4 type 8D:

• Lightly corroded wheel bolts must not be cleaned and lubricated. These wheel bolts should be replaced.

• Install wheel bolts dry.

Continued for all vehicles:

• Check whether the wheel bolts can be easily installed by hand without tools. It must be easy to install the wheel bolts the entire length of the threads when installing the wheel.

• Ensure threads align with the hub. The threads of the wheel bolts must not touch the holes in the brake disc.

• If the thread of the wheel bolt touches the hole, turn the brake disc relative to the wheel accordingly.

Wheel mounting:

• Place wheel on wheel hub and secure it by hand with two wheel bolts on opposite sides.

• Install remaining wheel bolts by hand, they must be easy to install. Ensure they are centered exactly.

• Take load off wheel if necessary by raising slightly and lightly tighten two wheel bolts by hand.

• When mounting a wheel, tighten all wheel bolts uniformly by hand.

• Tighten the wheel bolts diagonally using, for example, a four-way lug wrench, to about 50 Nm.

• Lower the vehicle to the floor and tighten diagonally all wheel bolts to the specification. Refer to --> Tightening Specifications, Wheel Bolts

NOTE:

Never use an impact wrench to mount wheels!

• Lower vehicle onto its wheels.

Tightening Specifications, Wheel Bolts

Tightening Specifications, Wheel Bolts

Model/Type	Tightening Torque
Audi models except RS 2 and RS 4 (type 8D)	120 Nm
RS 2	130 Nm
RS 4 (type 8D)	140 Nm
RS 4 (type 8E)	120 Nm
Q7	160 Nm
PAX wheels	140 Nm
A 6 (security)	140 Nm
A 8 (security)	140 Nm

Tire Pressure Monitoring, Assembly Overview

Tire Pressure Monitoring, Assembly Overview

Fig. 9: Tire Pressure Monitoring, Assembly Overview
Courtesy of VOLKSWAGEN UNITED STATES, INC.

1 - Metal valve body

• Delivered complete

• Replace valve insert with every tire change

• Removing and installing --> Metal Valve Body, Removing and Installing

2 - Valve core

3 - Sealing ring

• Removing and installing --> Metal Valve Body, Removing and Installing

4 - Rim

• Tires, removing and mounting --> Dismounting Tire

5 - Wheel electronics

• Batteries must be completely replaced.

• The battery life is approx. 7 years.

• Remaining battery life, temperature and pressure can be read via diagnosis with Vehicle Diagnostic, Testing and Information System VAS 5051

6 - Microencapsulated bolt Torx T20

• Torque specification 4 Nm

• Bolts must be replaced

• Can only be obtained as a replacement part with wheel electronics

7 - Union nut

• Torque specification 4 Nm

• Removing and installing --> Metal Valve Body, Removing and Installing

8 - Bevelled washer

Changing Tires

Changing Tires

Nickel-plated valve insert must be replaced with every tire change.

Metal valve and wheel electronics can be reused

• Let air out of tire by removing nickel-plated valve insert.

• Tires, dismounting --> Dismounting Tire

• Perform a visual inspection for loose or damaged parts. If there are loose threaded connections, replace entire valve unit.

NOTE:

Damaged wheel electronics must be replaced.

• Tires, mounting --> Mounting Tire

• Install new nickel-plated valve insert.

• Fill tires, reinstall plastic cap.

• Balance tires.

Dismounting Tire

Fig. 10: Dismounting Tire
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Roll or press tires off.

When using pressure paddles, first separate tires from side opposite of valve.

Do not use pressure paddles in hatched area - a -.

• Position mounting head near valve so that tire iron can be put on approx. 30 - b - next to tire valve.

• Then remove tire in valve area first.

Mounting Tire

Fig. 11: Mounting Tire
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Do not use pressure paddles in valve area.

• Position wheel electronics approx. 180 opposite of mounting head.

• Press tire in bed approx. 90 in front of mounting head - arrow -.

• Mount tire.

Metal Valve Body, Removing and Installing

Metal Valve Body, Removing and Installing

Special tools, testers and auxiliary items required

Fig. 12: Torque Wrench V.A.G 1410
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Torque wrench V.A.G 1410

• Place metal valve with rubber seal through rim from inside.

• Position beveled washer and union nut from outside and tighten.

Fig. 13: Securing Against Turning With Counter Hold
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Secure against turning with counter hold - 1 - (e.g. drill bit diameter 2 mm).

Fig. 14: Pressing Wheel Electronics Into Bed And Fasten At Rear Of Valve With Microencapsulated Bolt
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Press wheel electronics - 1 - into bed and fasten at rear of valve with microencapsulated bolt.

Fault Finding

Fault Finding

--> Fault Finding, Introduction

--> Tire Wear and Service Life

--> Rolling Noise Due to Tires

--> Wheel and Tire Vibration

--> Vehicle Pulls to One Side

--> Tire Damage

--> Tire Information

--> Vehicles with Break-Down Kit

--> Tire, Removing

--> New Tire, Mounting

--> Tires with Rim Protector

--> Emergency Wheels, General Information

--> Tire Pressure Monitoring System

--> Tires with Emergency Running Characteristics, Self-Supporting Tire

--> Tires with Emergency Running Characteristics, PAX

Fault Finding, Introduction

Fault Finding, Introduction

This revised information should supplement the knowledge and experience you already have.

Our customers should receive complete and plausible reasoning on the topic of "Wheels/Tires".

With this information, we want to help you make as clear and certain a statement as possible concerning tire damage and complaints.

In this chapter, you will learn a lot about tires as well as wheels and rims.

Wheels are high-tech products which have been optimally matched to the operating conditions of modern vehicles.

As for all technically highly developed products, careful handling, care and maintenance are required for tires as well. Only then are the safety, performance and driving comfort guaranteed for the entire service life of the tire.

The tires are subject to a process of constant further development. As a result of modern construction techniques, finishing processes and constant quality checks, high-quality tires are produced. All tires approved by AUDI have been tested by technical development and matched to the respective vehicle type in cooperation with the tire manufacturers.

Therefore, when replacing the tires, we recommend always to mount the approved and recommended tire brands.

Vehicle safety always has the highest priority. With regard to the various operating conditions, such as:

• Different speed ranges,

• Winter and summer use,

• Wet and dry roads,

An optimal compromise must be found to ensure driver safety.

Every tire faces many different types of stress over distance and time. Therefore, it is important that the basic requirements for optimal use of tires are fulfilled.

The correct adjustment of the axle geometry is an important requirement for optimum service life of the tire. Therefore, the adjustment of the axle geometry must lie within the specified tolerance range.

NOTE:

There are many causes for tire damage and complaints. Therefore, it is very important to recognize whether the complaint arises from the tires or from other components.

The running characteristics of the tire change in the course of normal wear. Rolling noises and vibrations can result from this. These are not damage in the sense of tire defects, but rather symptoms resulting from use. These can be corrected, at least partially, by specific measures. In certain cases, rolling noise cannot be completely eliminated.

Tire Wear and Service Life

Tire Wear and Service Life

General Information

Numerous demands are made on a tire. See points A through H.

Each of these demands is made on every tire to a certain degree.

Depending on the use of the tire and the vehicle type, certain demands may be more heavily weighted while others are accordingly less significant.

One expects greater adhesion, even on wet or flooded surfaces from H, V and Z tires for high-powered vehicles. Consequently, the service life for tires of this type is not as high as for S or T tires, for example.

Fig. 15: Tire Performance Pie Chart
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Tire Requirements

A - Wet braking behavior

B - Comfort

C - Steering precision

D - Driving stability

E - Tire weight

F - Service life expectancy

G - Rolling resistance

H - Hydroplaning

The pie chart represents the tires performance. It shows how the extent of the demands A through H could be distributed in tire construction and rubber compound.

The improvement of one characteristic leads to the worsening of another one.

Example:

The improvement of wet braking behavior - A - leads to losses in comfort - B - , rolling resistance - G - and service life expectancy - F -.

The service life expectancy of car tires depends not only on the rubber compound and the tire construction. The operating conditions, circumstances specific to the vehicle and the driving style all have a strong influence on the tires service life.

With modern vehicles and appropriate engines, especially gentle and economical but also extremely sporty driving is possible. Service life of 5,000 to 40,000 km and even more is possible.

NOTE:

Driving style is the decisive influencing factor on the life of the tires.

High Speed Tires, Wear Characteristics

These tires are designed for the highest speeds. Good traction on wet roads is emphasized when developing these tires. Tread compounds do not have the abrasion resistance of tires for lower speeds, such as T and H tires.

Therefore the service life expectancy of high-speed tires is substantially lower under comparable operating conditions.

Influences on Tire Service Life

The following factors influence the service life of a tire in varying degrees.

Driving style * See note :

* More information on driving style factors can be found --> Driving Style.

• Speed

• Brakes

• Acceleration

• Cornering

Service * See note :

* More information on maintenance factors can be found --> Tire Air Pressure.

Tire pressure

Area:

• Paving

• Exterior temperature/climate

Vehicle:

• Weight

• Dynamic toe and camber values

Tire operating conditions

Speed range, wet or dry

Tire construction:

Winter/summer

Driving Style

1. Constant driving without deceleration and acceleration

Example:

Speed (km/h)	Slip	Abrasion
100	1	1
180	3	9

2. Brakes

The highest abrasion is achieved when braking.

Example: Braking from a speed of 50 km/h.

Braking Distance (m)	Deceleration in g	Slip	Abrasion
Coasting vehicle		0	0
100	0.1 g	4	1
50	0.2 g	8	4
12.5	0.4 g	32	2000-3000

* g = gravitational acceleration: 9.81 m/s ²

*A deceleration with 0.4 g corresponds to heavy braking.

3. Acceleration (driving style)

The slip that occurs during a gentle acceleration from a stop is approximately the same as the slip that occurs at a steady speed of approximately 100 km/h.

Example:

	Slip	Abrasion
Gentle acceleration	1-2	1
Normal acceleration	7-8	5
Acceleration with driving wheels	20 and more	100-200

Cornering (driving style)

A sporty driving style and driving at higher speeds also cause greater wear when driving around curves.

In practice, this means doubling the speed in a curve leads to an increased abrasion by a factor of 16. This is the "extra charge" for driving faster.

Example: Driving around a curve with a radius of 150 m.

Speed (km/h)	Transverse Acceleration in g	Abrasion
50	1 = 0.13 g	1
80	2.5 = 0.33 g	6.5
100	4 = 0.53 g	16

* g = gravitational acceleration: 9.81 m/s ²

Tire Air Pressure

The weight of the vehicle flattens the tires contact patch. When the tire rolls, this results in deformation all around the circumference of the tread and the entire belt assembly. With low pressure, there is a greater deformation which results in more intense warming and greater rolling resistance. This all results in a greater wear and a greater safety risk.

Example: Specified series production tire pressure depending on load on cold tires

Air Pressure (bar)	Air Pressure (%)	Service Life (%)
2.3	100	100
1.9	80	85
1.4	60	60
1.0	40	25

Excessive air pressure leads to greater wear at the center of the tire and reduced rolling comfort. It is recommended always to maintain the air pressure indicated by the manufacturer.

Diagram 1 :

Fig. 16: Tire Wear/Service Life (Front Wheel Drive And V Tires)
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Tread depth over service life for vehicles with front wheel drive and V tires

P - Tread depth

S - Distance driven

1 - Front axle

2 - Rear axle

Diagram 2:

Fig. 17: Tire Wear/Service Life (All Wheel Drive And V Tires)
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Tread depth over service life for vehicles with all wheel drive and V tires

P - Tread depth

S - Distance driven

1 - Front axle

2 - Rear axle

NOTE:

The diagrams presented cannot be applied in general. They only illustrate the wear characteristics on the front and rear axles as well as wear characteristics of front and all-wheel drive vehicles. Depending on operating conditions and chassis, the service life that can be attained may deviate substantially.

As can be seen in diagrams 1 and 2, for a given distance, more tread wears off tires with a complete tread than off tires which are quite worn. After the first 5,000 km, no conclusion can be made about the total service life because the wear curve is not linear.

On front-wheel drive vehicles, the front wheels must transmit the major portion of the lateral and braking forces as well as the steering and traction forces. Due to these demands, the front tires on front wheel vehicles wear more quickly than rear tires. Even usage of all tires is achieved by regularly exchanging front and rear tires. Rotating the wheels --> Wheels, Rotating :.

SA 18 - Uniformly Worn Tires

The demands on the tires increase constantly.

The causes are the following factors:

• Higher vehicle weight

• High speeds

• Increased vehicle safety.

A high load on tires naturally causes high wear.

The driving style has a profound influence on the tire wear. Therefore, for complaints about wear when the treads are uniformly worn, the tires will not be replaced under warranty.

The actual service life of a tire can only be determined when the tread depth is 2 mm, see diagram --> Diagram 1 :.

Measuring Tread Depth

NOTE:

When measuring tread depth, take measurements in the main grooves. Do not measure on the TWI (tread wear indicator).

Tread depth of a tire must be measured in the main grooves at the points showing the most wear. Main tread grooves can be recognized by the TWI. The positions of the tread wear indicators are visible several times along the tire shoulder. The TWI protrusions are 1.6 mm tall. This is the minimum tread depth legally prescribed in Germany.

Different values may apply in other countries.

Fig. 18: Tread Wear Indicators And Tread Depth
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Tread Wear Indicators (TWI) must not be included in the measurement. The deepest point of the groove must be used for the measurement.

A - Tread wear indicators (TWIs) in main tread grooves. Items can be identified 6 times on the circumference of the tire shoulder.

B - Tread depth - P - in the main tread groove

Fig. 19: Locating Tread Wear Indicator
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Tread wear indicators -

TWI

TWI * See note is visible 6 times on the circumference of the tire shoulder.

*TWI means: Tread Wear Indicator

One-Sided Wear

In many causes, this is caused by driving style, but sometimes it is also caused by incorrect axle adjustment.

One-sided wear, in conjunction with scrub marks on tread ribs and finer grooves, always appears when tires roll at an extreme slip angle and consequently scrub on the road surface.

Driving quickly around curves leads to increased wear, especially on the outside edge.

A rounded tire shoulder in conjunction with especially high wear on the outer tread bars indicates fast driving around curves. This wear pattern is influenced by the driving style.

The suspension is adjusted to certain toe and camber values to optimize handling. When tires roll under conditions other than those specified, increased and one-sided wear must be expected.

Strong one-sided wear can be caused especially by incorrect toe and camber values. This increases the danger of diagonal wear spots.

Toe-out or negative toe-in:

Fig. 20: Identifying Toe-Out Condition
Courtesy of VOLKSWAGEN UNITED STATES, INC.

The distance between the fronts of the tires - A - is greater than the distance between the backs of the tires - B - (- C - = direction of travel).

Toe-in or positive toe-in:

Fig. 21: Identifying Toe-In Condition
Courtesy of VOLKSWAGEN UNITED STATES, INC.

The distance between the fronts of the tires - A - is less than the distance between the backs of the tires - B - (- C - = direction of travel).

To avoid one-sided tire wear, ensure that the wheel alignment remains within the tolerances specified by the vehicle manufacturer. The most common deviation of wheel alignment is caused by external influences, for example hard contact with the curb when parking.

A measurement of the axle geometry can determine whether the wheel alignment is within the specified tolerances or whether a correction of the wheel alignment is necessary.

Suspension Changes

If a "lowering-kit" and/or light alloy wheels from accessories which have not been approved by Audi are used, wheel alignments which deviate from the alignment specified in design may occur during travel.

Even if the adjustment of the axle geometry measured on a standing vehicle is correct, changes in the body height and positions of the wheels during travel can lead to changes to the paths of travel of the wheel suspension.

For this reason, uneven wear is pre-programmed.

SA 11: One-Sided Wear - Adjustment Error

If the complaint is about one-sided tire wear, check the axle geometry. Billing to warranty is only possible in cases of one-sided tire wear that is caused by axle geometry errors that cannot be traced back to external effects on the tires and rims. The axle alignment log should be included with the tire complaint registration.

Fig. 22: Identifying One-Sided Tire Wear Condition
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Due to tire skew , increased and one-sided wear. Frequently in conjunction with raised running surface to the point of ridge formation on tread edges.

Center Wear

This wear pattern is found on drive wheels on high-powered vehicles that often drive long stretches at high speed.

At high speeds, the centrifugal force increases the tire diameter at the center of the tread more than at the shoulders of the tire. The drive forces from the center area of the tread are transferred to the road surface. This is reflected in the wear pattern.

These effects can appear especially extreme on wide tires.

Reducing the tire pressure is not an effective remedy for this wear pattern.

CAUTION:

For safety reasons, tire pressure must never be lowered below specified pressure under any circumstances.

A largely even wear pattern can be achieved if tires are changed in a timely manner from the tractive to the non-tractive axle.

Fig. 23: Identifying Center Tire Wear Condition
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Typical wear pattern of tires on the tractive axle of high-powered vehicles. The increased wear at the tread center is caused by stresses related to the centrifugal force of the tire and the transmission of traction forces.

Diagonal Wear Spots

Diagonal wear spots run at an angle of approx. 45 with respect to the plane of circumference. They usually occur once, but may also occur several times along the tire circumference.

Wear spots appear almost exclusively on the non-tractive tires, especially the left rear tire. There are vehicle models where wear spots appear rounded, which are not a problem. The effect is increased by high toe values. Toe values at the lower tolerance limit of the specified value improve the wear pattern.

The tire component integration is often found in the area with the most pronounced diagonal wear spots.

Wheels with toe-in roll with a slip angle even when the vehicle is traveling straight ahead. This leads to diagonal tension in the contact zone between tires/road surface.

Driving with reduced tire pressure will improve the wear pattern. To prevent such wear patterns, the toe values of both rear wheels should be the same and the specified tire pressure should be maintained.

Fig. 24: Identifying Diagonal Tire Wear Spots Condition
Courtesy of VOLKSWAGEN UNITED STATES, INC.

If wear spots are detected, mount the wheels on the tractive axle if the wear spots are still in the initial stage. Deeper wear spots are irreparable.

SA 18 - Wear; SA 11 - Adjustment Error

When a customer complains of diagonal wear spots, the toe adjustment must be checked. If it is OK, the cause for the diagonal wear spots is most likely in the tires. Billing to warranty is possible in this case.

The axle alignment log should be included with the tire complaint.

Tires with diagonal wear spots which developed due to faulty adjustment of the axle geometry are excluded from the warranty.

Rolling Noise Due to Tires

Rolling Noise Due to Tires

General Information

Rolling noise perceived by the human ear is caused by vibrations transmitted from the noise source to the ear via the air.

Here we are interested in noises created by certain characteristics of the tires as well as the effects of rolling (noise source).

The cause for the noise generation depends primarily on the combination of road surface and tire.

The surface structure and material of the road surface also have a strong influence on the rolling noise. For example, the noise level on a wet road is substantially higher than on a dry road.

The design of the tread has a great influence on the noise generation. Tires with cross grooves at an angle of 90 are louder than tires with grooves running diagonally.

Small tread blocks are unstable. Due to strong deformation, the air is excited by the rolling tires. Air vibrations occur, which will generate noises.

Wider tires are louder. They require more tread grooves for water displacement. Air is displaced by these tread grooves while rolling, which also cause air vibrations.

Other effects which also have an influence on noise generation:

• Tire vibration is the main cause of rolling noise. The noise is generated by the excitation of the air column in the grooves.

• Air pumping is the compression and expansion of air as the contact patch comes in contact with the road surface and the tread blocks are deformed.

Rolling Noise Causes

Noise generation is created chiefly by tires and the road surface.

Influencing factors of road surface are roughness, structure and material.

Influencing factors for tires fall under different tire and rim widths. A wider tire generates more noise due to its wider contact patch than a narrower tire does, because more air is displaced and a greater mass is caused to vibrate.

A wider rim also causes the tire to have a wider contact patch. The effects on noise generation are basically the same as those of a wider tire. In addition, the noise suppression characteristics of the tire can, under certain circumstances, be negatively affected by the wider rim.

The tire rolling noise is significantly noticeable in the rear of vehicles with front engines, because wind and engine noise are less audible in the back.

Heel-and-Toe Wear

Heel-and-toe wear is step like wear of individual tread blocks - see illustration - due to which an increased rolling noise can develop. The heel-and-toe wear is caused by the uneven distortion of the tread blocks in the contact patch. Heel-and-toe wear appears in more extreme forms on non-tractive wheels than on tractive wheels.

New tires have a stronger tendency to heel-and-toe wear, because the high tread blocks have greater elasticity. As tread depth decreases, the rigidity of the tread blocks increases and the tendency to heel-and-toe wear decreases.

How does the heel-and-toe wear look?

Fig. 25: Heel-And-Toe Wear
Courtesy of VOLKSWAGEN UNITED STATES, INC.

The tread blocks are higher in the front than back when viewed in running direction, - see illustration -. Extreme heel-and-toe wear may lead to customer complaints about noise.

Increased heel-and-toe wear occurs with:

• Toe values too great

• Incorrect air pressure

• Deep, open treads

• Tires which are not mounted on the tractive axle

• Extreme cornering.

1 - Tread block, heavy wear at front of tread block

2 - Running direction

Non-directional tires:

When heel-and-toe wear occurs, the direction of travel of the tire must be reversed. If increased heel-and-toe wear and rolling noise develop, the tires should be rotated diagonally. This leads to a reduction of heel-and-toe wear. On vehicles with front wheel drive, this effect is increased by increased wear on front axle. The rolling noise is somewhat louder immediately after rotating the wheels, but the normal noise level will be reached after traveling approximately 500 to 1,000 km.

Directional tires:

In the event of increased heel-and-toe wear of the tires on the rear axle - most common with front-wheel drive - rotate the wheels from back to front. In the event of increased heel-and-toe wear on the outer edges on one axle, reverse both tires on their rims. Then the left wheel must be mounted on the right side and the right wheel on the left side.

SA 20 - Driving Noise

Heel-and-toe wear is a normal wear pattern and on non-directional tires, it is reduced by diagonal tire rotation after approx. 500 to 1,000 km.

The previous repair attempt should be briefly described on the complaint report.

Modern tires are designed for maximum driver safety even in wet conditions. Heel-and-toe wear is promoted by the open tread configuration in the tire flanks and the soft tread compound that is necessary to ensure this safety.

Heel-and-toe wear is not a fault in the warranty sense but rather is a completely normal wear pattern.

Wear Spots

Wear spots are caused by a hard stop with locked wheels whereby the rubber compound is abraded from the contact patch.

When the tires slide across the road surface, frictional heat is generated which reduces the abrasion resistance on the tread compound.

Even the most abrasion-resistant tread compound cannot prevent wear spots which can occur during extreme braking.

Even ABS cannot completely prevent brief locking and the resulting slightly flat spots.

The degree of abrasion is primarily dependent on the vehicle speed, road surface and tire load. For clarification see the following examples.

If a vehicle with locked front wheels is decelerated until it comes to a stop, the abrasion of rubber on the post card sized contact patch is approximately:

• From 57 km/h = 23.8 m braking distance, up to 2.0 mm,

• From 75 km/h = 41.8 m braking distance, up to 3.3 mm,

• From 92 km/h = 71.6 m braking distance, up to 4.8 mm,

Wear spots in tread.

Fig. 26: Identifying Tire Wear Spot Condition
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Tires with this type of damage cannot be used and must be replaced.

Warranty is not possible for tire damage due to braking wear spots or other driving errors (SA 13 - Untrue/imbalance; SA 20 - Driving noise).

Wheel and Tire Vibration

Wheel and Tire Vibration

Causes of Vibration

There are many causes for vibration. Vibration can also be caused by tire wear, among other things. Tire wear caused by driving does not always develop evenly over the entire tread. Due to this, a slight imbalance develops which disturbs the smoothness of the formerly accurately balanced wheel.

This slight imbalance cannot yet be felt in the steering wheel, but it is present. It increases the tire wear and consequently reduces the service life of the tire.

Recommendation:

To ensure optimal safety, smoothness and even wear over the entire life of the tire, we recommend balancing the wheels/tires at least twice within the tire service life.

Balancing

Before beginning balancing, the following requirements must be fulfilled.

• Tire inflation pressure must be OK.

• The tire tread must not be worn down on one side and should be at least 4 mm deep.

• The tires must not have any damage such as cuts, holes, foreign bodies, etc.

• The suspension, steering, tie rods and damper must be in proper working order.

• A road test has been performed.

Road Testing before Balancing

If a vehicle comes to the workshop with the complaint vibration , a road test must be performed before balancing the wheels.

• That way, information about the type of vibration can be obtained.

• Observe at which speed range the disturbance takes place.

• Raise the vehicle on the platform immediately after the road test.

• Mark the installation position on the tire.

NOTE:

Left front tires with LF ; right front tires with RF ; left rear tires with LR ; right rear tires with RR.

• Remove wheels from vehicle.

CAUTION:

If brake pads are ceramics, wheel must not fall on brake disc, otherwise it will be irreparably damaged. To remove/install wheel, install long assembly pin instead of wheel bolts in top position (12:00 position) and short assembly pin in wheel bolt mounts for support. In this way, the wheel can glide on the assembly aids when removing/installing.

• Balance wheels.

Balancing Wheels on Stationary Balancing Machine

• Tension wheel on balancing machine.

NOTE:

To tension wheel, use workshop equipment VAS 5271 in conjunction with VAS 5272 or VAS 5273. This way a 100% centering of the wheel and gentle mounting is possible! It is not possible to center it 100% on balancing machine with conical tensioners. With a deviation of 0.1 mm outside the center, there is an imbalance of 10 grams on the wheel/tire. Please keep in mind that cleanliness is the most important when balancing as well, just as for any other repairs you perform. Only then can a proper result be obtained!

Dirt and rust in the area of the contact surfaces and centering of the wheel distort the result.

• Clean contact surfaces, centering seat and wheel disc before tensioning wheel on balancing machine!

• Tension wheel with tire on balancing machine.

NOTE:

Use equipment VAS 5271 with VAS 5272 or VAS 5273. In this way, optimal wheel centering can be achieved.

Wheel and Tire Balancing Procedure

• Let the wheel and tire rotate on the wheel balancer.

• Check the run of the characteristic lines on the sidewall of the tire in the area of the rim flange.

• Check the tire wear pattern while the wheel and tire are rotating.

NOTE:

In the event of one-sided wear, flat spots from braking or severe wear spots, smooth running cannot be achieved by balancing. In this case, the tire must be replaced.

• Check the run-out of the wheel and tire. If the wheel with tire runs untrue although there are no flat spots, a radial or lateral run-out may be the cause.

• Check wheel with tire for radial and lateral run-out, --> Wheel and Tire Radial and Lateral Run-Out, Checking with VAG 1435 , radial run-out (RR) and lateral runout (LR)!

• If the radial and lateral run-out are within the specified tolerance, balance the wheel and tire.

NOTE:

Do not use more than 60 grams of weight per wheel. If more weight is necessary, a smoother running can achieved by matched mounting of the tire. Tires, matching --> Matched Mounting. The display in the balancing machine should show 0 grams.

• Bolt the wheel to the vehicle.

CAUTION:

If brake pads are ceramics, wheel must not fall on brake disc, otherwise it will be irreparably damaged. To remove/install wheel, install long assembly pin instead of wheel bolts in top position (12:00 position) and short assembly pin in wheel bolt mounts for support. In this way, the wheel can glide on the assembly aids when removing/installing.

• First hand-tighten bottom wheel bolt to approx. 30 Nm.

• Now tighten the remaining wheel bolts diagonally also to about 30 Nm. This process centers the wheel on the wheel hub.

• Put the vehicle on its wheels.

• Now use a torque wrench to tighten the wheel bolts diagonally to the specified tightening torque.

• Carry out a road test.

NOTE:

If a vibration is still detected during the road test, the cause may be due to tolerance in the wheel centering. The component tolerances of wheels and wheel hubs can be additive in unfavorable cases. Vibration can result from this. This can be eliminated using a finish balancer.

Finish Balancer

CAUTION:

For the balancing, the wheels of the tractive axle are set upon the turntable sensors, i.e. front wheels for Front Wheel Drive (FWD) and all 4 wheels for All Wheel Drive (AWD).

NOTE:

Working with a finish balancer requires instruction from the manufacturer of the balancer.

If it is determined when balancing on the vehicle the remaining imbalance is more than 20 grams, the wheel should be rotated on the wheel hub.

• Mark the point at which the imbalance is indicated.

• Afterwards, unbolt the wheel and rotate its position on the wheel hub so that the marking points downward.

NOTE:

Important! The wheel hub must not turn during this procedure.

• First, hand-tighten the lowest wheel bolt to about 30 Nm.

• Now tighten the remaining wheel bolts diagonally also to about 30 Nm. This process centers the wheel properly on the wheel hub.

• - Check again whether the imbalance is less than 20 grams using the finish balancer.

NOTE:

The imbalance should not be smaller than 20 grams under any circumstances before changing balance weight.

• Remove wheel bolts again if necessary.

• Rotate wheel relative to the wheel hub once more by one or two wheel bolt holes.

• Tighten wheels using the method described above.

NOTE:

The imbalance should only be reduced by changing balance weight if the imbalance is less than 20 grams.

• Balance wheels until the imbalance is below 5 grams.

• Tighten wheel bolts to the specified tightening torque if you have not already done so.

• Always tighten the wheel bolts to the specified tightening torque using a torque wrench.

Vibration Control Tire Balancer VAS 6230

Fig. 27: Vibration Control Tire Balancer (VAS 6230)
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Expanded functions can be performed using vibration control tire balancer VAS 6230 in addition to the previously known balancers.

A special characteristic of this system is testing the radial force of wheel/tire during rolling.

For this purpose, a roller presses a force of approx. 635 kg against the wheel. This simulates the tire contact force against the street surface while driving.

Tire contact forces fluctuate due to radial and lateral run-out and differing rigidity in the tires.

The VAS 6230 detects and stores the position of the maximum measured radial force in the tires. After that, the position of smallest dimension between rim flange and disc wheel center is measured.

Wheel and Tire Radial and Lateral Run-Out

Radial and lateral run-out occur when the wheel and tire are not running precisely true.

For technical reasons, 100% true running is not possible.

Therefore the manufacturers of these components allow a precisely specified tolerance.

Mounting the tire in a unfavorable position on the wheel can be the cause for exceeding the maximum allowed tolerance for wheel with tire.

The table shows the maximum permissible tolerance values for the wheel with mounted tire.

Tolerances for radial and lateral run-out of disc wheel with tire

Wheel with Tire	Radial Run-Out	Lateral Run-Out
All	0.8 mm	0.9 mm

Wheel and Tire Radial and Lateral Run-Out, Checking with VAG 1435

Checking lateral run-out:

• Preload tire dial gauge approx. 2 mm.

• Position dial gauge on tire side wall as shown in illustration.

• Slowly rotate the wheel.

Fig. 28: Checking Lateral Run-Out
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Note the smallest and the largest dial readings.

NOTE:

If the difference is greater than 1.3 mm, the lateral run-out is too great.

In this case, lateral run-out can be reduced by matched mounting of the tire, --> Matched Mounting.

Peak values on the tire dial gauge due to small irregularities in the rubber may be disregarded.

Checking radial run-out:

• Preload tire dial gauge approx. 2 mm.

• Position dial gauge on tire running surface as shown in illustration.

• Slowly rotate the wheel.

Fig. 29: Checking Radial Run-Out
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Note the smallest and the largest dial readings.

NOTE:

If the difference is greater than 1 mm, the radial run-out is too great.

In this case, radial run-out can be reduced by matched mounting of the tire.

Radial and Lateral Run-Out of Wheel, Checking

• Mount the wheel on the wheel balancer.

• Use equipment VAS 5271 with VAS 5272 or VAS 5273.

• Preload tire dial gauge approx. 2 mm.

• Slowly rotate the wheel.

Fig. 30: Identifying Areas To Check Wheel For Radial Run-Out & Lateral Run-Out
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Note the smallest and the largest dial readings.

S - Lateral run-out

H - Radial run-out

• Compare determined value with specifications in the table.

NOTE:

Peak values on the tire dial gauge due to small irregularities may be disregarded.

Specifications for radial and lateral run-out on wheel

Steel Wheel	Radial Run-Out	Lateral Run-Out
Steel wheel	0.5 mm	0.5 mm
Aluminum wheel	0.3 mm	0.3 mm

NOTE:

If the measured value exceeds the specified value, no acceptable smooth running can be attained.

Matched Mounting

If radial or lateral run-out from wheel or tire meet each other, the untrue running of the wheel and tire is increased.

100% true running is not possible for technical reasons, --> Wheel and Tire Radial and Lateral Run-Out , radial and lateral run-out on wheel/tire.

Under unfavorable circumstances, the lateral or radial run-out of the combined wheel and tire can exceed the permitted tolerance.

The individual values of the disc wheel and tire may nevertheless be below the specified value.

Targeted rotating of the tire relative to the wheel can partially balance out the radial and lateral run-out.

Tire specialists call this procedure match-mounting, whereby the true running of the wheel and tire can be optimized.

Before matching wheels which have been mounted and driven on a vehicle, they must be driven until warm. This eliminates flat spots from standing which may exist --> Tire Flat Spots from Standing.

Matching procedure:

• Let air out of the tire.

• Press tire beads off rim flanges.

• Coat tire beads all around with tire mounting paste.

• Rotate tire 180 relative to disc wheel.

• Inflate tire to approx. 4 bar.

• Tension wheel with tire on balancing machine.

• Check run-out or radial and lateral run-out, as necessary.

NOTE:

If the radial and lateral run-out value is not exceeded, the wheel can be balanced to 0 grams. Specifications are found on --> Specifications for radial and lateral run-out on wheel. If the radial and lateral run-out lies outside the specified values, the tire must be turned again.

• Let the air out of the tire and press the tire beads off the rim flanges.

• Rotate the tire 90 (one quarter turn) relative to the disc wheel.

• Inflate the tire to 4 bar and check for true running.

NOTE:

If the radial and lateral run-out value is not exceeded, the wheel can be balanced to 0 grams. If the radial and lateral run-out is still outside the specified values, the wheel must be turned again.

• Press tire beads off rim flanges.

• Rotate tire 180 (one half turn) relative to disc wheel.

If values for radial or lateral run-out are still outside specified values, check wheel for radial and lateral run-out --> Wheel and Tire Radial and Lateral Run-Out, Checking with VAG 1435.

If measured values for radial and lateral run-out of wheel disc are within specified values, then the tire has excessive radial or lateral run-out. In this case, the tire must be replaced.

NOTE:

Assembly paste from mounting tires is located between tires and rim flanges. Avoid strong braking or acceleration maneuvers during the first 100 to 200 km. Otherwise, the tires can rotate on the rims and the work done would then be undone!

Tire Flat Spots from Standing

What is a flat spot from standing?

Terms like flat portion and flattening are also used as a term for flat spots from standing.

Flat spots from standing cause vibration, like an incorrectly balanced wheel. It is important to recognize a flat spot in the tread from standing as such!

Flat spots from standing cannot be corrected by balancing, and can occur again at any time under various circumstances. Flat spots from standing can be corrected without complicated special tools. Providing that the flat spot was not caused by wheel lock during hard braking.

NOTE:

Wear spots due to wheel lock are irreparable! Tires with such damage must be replaced.

Causes of flat spots from standing:

• The vehicle stands for several weeks in a location without being moved.

• Tire pressure is too low.

• The vehicle was placed in a paint system drying cabinet after painting.

• The vehicle was parked with warm tires in a cold garage or similar for a long time. In this case, a flat spot can develop overnight.

Flat spots, correcting:

• Flat spots cannot be removed from tires with workshop equipment.

• Such flat spots can be "driven out" only by driving the car until the tires are warm.

• We do not recommend the following method during cold or winter weather.

Requirements/Conditions:

• Check and correct tire pressure as necessary.

• Drive vehicle on highway, if possible.

• If traffic and road conditions permit, drive at a speed of 120 km/h to 150 km/h for a distance of 20 to 30 km.

CAUTION:

Do not endanger yourself or other persons during this road test. Observe valid traffic laws and speed limits during the road test!

• Raise vehicle immediately after the drive.

• Remove wheels from vehicle.

• Balance wheels on stationary balancing machine --> Balancing Wheels on Stationary Balancing Machine.

Vehicle Pulls to One Side

Vehicle Pulls to One Side

SA 10 - Vehicle Pulls to One Side

Perform a road test to determine if a vehicle pulls to one side and if so, when and to which side. If the vehicle pulls to one side, see procedure --> Vehicle Pulls to One Side, Correcting.

If the vehicle alignment is measured, submit the measurement printout and the complaint report with the tire.

General information

Manufacturers tolerances can lead to taper in the tire construction. This results in a side force when the tire rolls, which acts directly on the suspension and can therefore lead to vehicle self-steering behavior. Targeted rotation of the wheels can balance out this self-steering behavior.

Taper

Fig. 31: Identifying Taper
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Taper is caused by slightly offsetting the tread and/or the belt by a few tenths of a millimeter from the geometric center of the tire. Taper cannot be recognized visually nor can it be measured with workshop equipment.

1 -Bead

2 - Shoulder

3 - Tread

4 - Steel belt

A - Geometric center of tire

B - Actual position of belt. It can be offset to inside or outside.

Fig. 32: Tires With Red Spot
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Shown out of proportion to provide a better illustration.

1 - Belt/tread offset

The offset produces differences in rigidity of the inner and outer shoulders of the tire, which lead to differing forces on the contact patch. Due to this, the belt and tread will not be pressed against the road surface with the same force (F1, F2). A taper forms. The resulting force (force of taper Fk) can become so large depending on speed, that the vehicle pulls to one side.

If the force (Fk) on one wheel of the axle is, for example, 50 Newton and on the other wheel also 50 Newton, and both forces are exerted in the same direction, the forces are additive. Reversing a tire on the rim can compensate for the pulling because the forces then act against each other.

Because the direction in which the force of taper is exerted is not visible at the tire, only road tests and targeted rotation of wheels and tires can establish which tires cause the pulling.

The tire consists of numerous components and materials which are vulcanized to a single part at the end of a complicated manufacturing procedure. This leads to differing construction tolerances which can make themselves noticeable through more or less strong lateral forces (lateral forces of taper). These forces can also develop in new tires.

One-sided pulling on front axle:

Pulling to one side can be caused by the suspension. However, experience shows that in 90% of all complaints, the tires cause pulling to one side.

One-sided pulling during normal driving behavior:

On a straight, level road surface, the vehicle wants to pull to one side at a constant speed or with moderate acceleration. A force can be felt at the steering wheel.

One-sided pulling during strong accelerating:

Pulling to one side during fast acceleration is, in part, due to the design of vehicles with front wheel drive. Various frictional conditions of left and right wheels, for example, possible irregularities in the road surface (pot holes) and consequently varying adhesion to ground have a substantial influence on the handling characteristics. This does not constitute a complaint in the sense of warranty coverage.

Vehicle Pulls to One Side, Correcting

Test conditions before and during the road test:

• Check all suspension components on front and rear axle for damage.

• Check tire pressure and correct if necessary.

• Check tires for external damage. Holes, cuts, bulges in the side wall, flat spots from braking and/or damage to the tread.

• Ask the customer if a tire had been damaged by a nail or similar object and perhaps repaired by a tire dealer. You may have to replace such tires.

• Check tires for even wear and tread depth.

• Are all tires of the same type, manufacture and tread pattern?

• If the tires are non-directional, ensure that all DOT classifications on the tire face outwards. It may be that the vehicles wheels and tires were already changed around at an earlier date.

• Are the tire brands factory-approved as initial equipment?

• For the road test, use a level, straight driving surface that does not slope off to one side and does not have ruts.

• Perform road test with the customer under the conditions specified above. The customer should demonstrate the problem.

NOTE:

There should not be any side wind when road test takes place.

If the complaint is justified, it is recommend to rotate the wheels and tires as described on the following information.

Before beginning, observe the following notes, otherwise all effort will be for nothing!

• Identify tires and wheels before the first rotation.

• After rotating wheels or reversing the tire on its rim, observe very carefully how the vehicle behaves during the road test. Note what was replaced and how.

• The intensity or any possible change to the one-sided pulling should be assessed.

• To do this, it is absolutely essential that the road tests are always performed by the same person on the same road. It is best to drive the test course in both directions.

• Replacing a tire with a new one does not ensure that the pulling to one side is corrected, also see --> Taper. Therefore, it is recommended to perform a targeted exchange of the wheels as described below.

• If there are large differences in the tread depth of the tires on the front and rear axles, the tires with the deeper tread should always be mounted on the front axle.

Wheel Rotation, Non-Directional Tires

I
Perform a road test to determine if a vehicle pulls to one side and if so, when and to which side
I
If vehicle pulls to one side, swap front wheels.
I
Perform road test
Vehicle travels straight - END
Vehicle now pulls to opposite side		Vehicle still pulls to the same side
I		I
Reverse one tire on its rim on the front axle (reverse the direction of travel)		Rotate wheels from front to back
I		I
Perform road test		Perform road test
Vehicle travels straight - END		Vehicle travels straight - END
Vehicle does not travel straight		Vehicle does not travel straight
I		I
Swap front wheels and swap back wheels		Vehicle now pulls to opposite side	No change
I		I	I
Perform road test		Reverse one tire on its rim on the front axle (reverse the direction of travel)	Check axle adjustment on front and rear axle, adjust if necessary. If adjustment is OK, contact product support.
		Vehicle travels straight - END
		Vehicle does not travel straight
		I
	Swap front wheels		I
	I		I
Perform road test		Perform road test
Vehicle travels straight - END	Vehicle does not travel straight	Vehicle travels straight END
I		Vehicle does not travel straight
	Install new tires on front axle	Install new tires on front axle
I		I
Perform road test		Perform road test
Vehicle travels straight - END		Vehicle travels straight - END
I		I
Vehicle does not travel straight, inform Audi Product Support

Wheel Rotation, Directional Tires

I

Perform a road test to determine if a vehicle pulls to one side and if so, when and to which side

I

Rotate wheels with tires from front to back.

I

Perform road test

Vehicle travels straight - END

I

First, replace one tire on front axle

I

Perform road test

Vehicle travels straight - END

Vehicle does not travel straight

I

Replace second tire on front axle

I

Perform road test

Vehicle travels straight - END

Vehicle does not travel straight

I

Measure vehicle at front and back

I

Perform road test

Vehicle travels straight - END

Vehicle does not travel straight, inform Product Support

Tire Damage

Tire Damage

CAUTION:

If safety risk cannot be ruled out, the tire must be replaced.

NOTE:

Because tire damage can have serious consequences, the technician and the driver should regularly check the tires, as it is the best form of early problem recognition.

Pre-damaged tires cannot withstand driving situations like high vehicle speed, long driving distance, sporty driving style and similar situations.

Damage can occur from various causes:

• Driving with low tire pressure.

• Mistakes during tire mounting.

• Damage during run-in.

• Aging.

• Incorrect storage.

Radial Tires, Construction

The illustration shows a cross section of a radial tire.

Fig. 33: Cross-Section Of A Radial Tire
Courtesy of VOLKSWAGEN UNITED STATES, INC.

1 - Tread block

2 - Tread groove

3 - Tread

4 - Nylon ply

5 - Radial tires, mostly consist of steel

6 - Bead bundle, consists of steel wires vulcanized into rubber. Ensure secure seating of the tire on the rim

7 - Bead filler

8 - Wheel flange protection, protects the rim and tire from abrasion due to, for example, contact with the curb. Wheels with rim protection are identified with the abbreviation MFS.

The nylon ply - 4 - , belt layers - 5 - , bead bundle - 6 - and bead filler - 7 - form the carcass. The carcass is the load-bearing structure of the tire.

Impact Damage

A swelling in the flank of the tire indicates that the substructure of the carcass has been damaged.

Typical causes for such damage include, for example, driving over curbs at a sharp angle.

Pinching the carcass of a tire this way can damage the carcass.

The substructure of the tire is stretched so far that individual fibers in the carcass may break.

The extent of the damage depends on the speed of impact, the angle of impact, the air pressure, the axle load and the type of obstacle.

Fig. 34: Evidence Of Pinching On Sidewall Of Tire
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Evidence of pinching in tire side wall.

NOTE:

Driving over curbs must be avoided! When it cannot be avoided, curbs should be driven over very slowly at the bluntest possible angle.

Fig. 35: Interior View Of A Tire With A Punctured Carcass
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Interior view of a tire with a punctured carcass.

Due to a severe impact, the carcass was pinched on the rim flange and is ruptured in the contact patch.

Fig. 36: Inside Tire Damage Due To Impact Damage (Double Rupture)
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Double rupture caused by pinching when driving over a curb. Often not detectable from outside.

Cuts

Fig. 37: Tire Damage Caused By A Sharp-Edged Object
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Cuts caused by a sharp-edged obstacle.

Damage from Foreign Bodies

Driving over hard, pointed objects like nails, screws and the like can pierce the tire.

This always leads to tire damage.

Frequently, the foreign object is so securely embedded in the tire that it will not free itself even at higher speeds. Due to this, it can act as a plug and seal the tire relatively well. The result is gradual loss of pressure which the driver does not notice immediately but which can lead to sudden and complete tire failure.

Air Loss from Tire

If the customer complains of loss of air from a tire, the tire must absolutely be checked for embedded foreign bodies.

NOTE:

No repair should be attempted on steel belted tires of which the structure has been punctured by a foreign body.

Corrosion can develop on the steel wires. This will always lead to the separation of the rubber from the steel belt.

Generally, it cannot be determined when the foreign body was embedded. Therefore, the tire structure may already have been damaged due to driving with insufficient tire pressure.

Damaged belt wires will lead to separation of the rubber from the steel belt sooner or later. As a result, the tire can fail completely after a certain running time, long after the tire damage has occurred.

Fig. 38: Tire Damage From Imbedded Object
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Tire damage caused by foreign objects is not covered by warranty.

Tire Pressure

Air pressure must be checked regularly. It is recommended to check the tire pressure every 14 days. The correct tire pressure is especially important during long trips or if a load must be carried. A sporty driving style also requires correct or even slightly increased air pressure.

Slow Loss of Air Pressure

The slow loss of tire pressure is an especially tricky process because even experienced drivers often do not notice it.

The insufficient air pressure and the related increase in force required to flex the tire (inner friction) cause the tire material to heat up so much that the various components and rubber compounds can separate.

The final stage is usually the complete destruction of the tire.

The cause for the slow pressure loss cannot always be determined because the tire is severely damaged and components of the tire are missing.

The following information show tires that were destroyed by driving with low tire pressure.

Tire Damage Due to Low Tire Pressure

The most common causes of failure are small external damage, a faulty valve or a leaky rim due to corrosion or damage.

Strong heating due to driving with substantially low pressure leads to overheating and subsequent separation of carcass from rubber.

Fig. 39: Identifying Separation Of Tire Carcass And Rubber
Courtesy of VOLKSWAGEN UNITED STATES, INC.

The tire shown here was sporadically driven with tire pressure insufficient for the load. Typical indications for this are the circumferential abrasions in the area of the bead caused by the rim flange and the discoloration. Small, furrowed folds are visible along the inner sidewall.

When the tire rolls, strong shear forces develop between the steel belt layers, especially at the ends of the belts.

Fig. 40: Identifying Wide Furrows Along Circumference Of Tire Bead
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Wide furrows along the circumference in the area of the bead indicate that the tire was driven with insufficient air pressure.

Driving a vehicle with insufficient tire pressure or ignoring or not recognizing tire damage can have serious consequences.

The tire can no longer withstand the forces developing during travel.

The function of the tire is limited by the defects mentioned above. The rubber compounds separate from one another, resulting in partial separation of tire components up to complete destruction.

Such damage usually develops over a longer period of time. If an already damaged tire is exposed to high stress, the centrifugal force at higher speeds can tear components off the tire.

Fig. 41: Tire With Torn-Out Tread
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Tires with Torn-Out Tread

Rising Tire Temperature when Tire Pressure is Too Low

Fig. 42: Tire Temperature Behavior Graph
Courtesy of VOLKSWAGEN UNITED STATES, INC.

The diagram shows the temperature behavior of a tire at 180 km/h.

A - Normal range. When maintaining the specified tire pressure, the temperature remains stable.

B - Danger zone. When the air pressure is 0.3 bar below specification, the temperature rises to above 120 C at higher speeds.

C - Critical temperature limit. The tire defect is triggered.

T - Temperature.

t - Driving time in minutes

Mounting Damage

Bundle broken during tire inflation.

Fig. 43: Mounting Damage
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Modern radial car tires are mounted only on safety rims. These have a hump - 1 - running along the shoulders.

1 - Hump (H2)

2 - Inner bead seat

3 - Rim

4 - Wheel disc

5 - Outer bead seat

The hump prevents the tire from being pressed out of the bead seat during travel with insufficient tire pressure.

When the tire is inflated, it can happen that the bead of the tire does not slip completely over the outer rim hump.

In this case, there is the danger that the bead bundle will be overstretched if the tire pressure is too high and the steel wires rupture partially or completely. Torn bundles are often not detectable from outside.

CAUTION:

Tires with damaged bead bundles are not seated safely and securely on the rim. Such tires are a safety risk! In addition, there is the danger that a partially broken bundle tears during continued operation and the tire suddenly tears open. If the bead bundle breaks during inflation, the carcass will also be destroyed.

Bead Damage Caused by Tire Changer

The following mistakes when mounting tires can lead to severe tire damage.

• When rolling in the upper bead on the tire changer, the opposing tire bead does not lie completely in its bed.

• The mounting head was adjusted incorrectly.

• The edge of the mounting roller rolls onto the bead.

• The guide rollers are worn or have sharp edges.

Frequently, mounting and run out marks from the guide rollers are identified in the damaged area.

NOTE:

Both tire beads as well as the bead seats must always be coated with mounting paste.

If mounting damage is undetected, there is the danger that the tire will fail later when driving.

THEREFORE!

• Never install a tire without mounting paste.

• Do not inflate the bead seating pressure above 3 bar

• Do not inflate the tire filling pressure above 4 bar

• After the tire has been installed, reduce the air pressure to the specified value.

SA 15 - Tires Cracked

Applies to cracks on tires or tread blowouts and tire breaks.

It is not possible to bill for damage to external effects.

Tire Information

Tire Information

Tire Side Wall Lettering

Example: Dunlop SP Sport 9000

Fig. 44: Identifying Tire Side Wall Lettering (Dunlop SP Sport 9000 Shown)
Courtesy of VOLKSWAGEN UNITED STATES, INC.

1 - Size designation (215/55 ZR16)

• --> Tires with Emergency Running Characteristics PAX, Lettering on Side Wall

2 - Manufacturer (trade name)

3 - Tread designation

4 - Identifier for tubeless tires

5 - Radial construction (radially-oriented fibers in carcass)

6 - Information on version with flange protection

7 - Manufacture date - see tire aging

• --> Tire Aging

8 - E number = Approval number. Tire fulfills European Guidelines ECE-R30 and EEC92/93

9 - Country of manufacture - manufactured in Germany.

10 - Internal tread code of DUNLOP

11 - Department of Transportation - the tires fulfill the guidelines from the American transportation authorities

12 - Example: Dunlop SP Sport 9000

DOT - code identification number for manufacturers factory, tire size and tire version

13 - Maximum permitted load and maximum permitted tire pressure specifications for North America

14 - Number of ply layers in the center of the tread and in the sidewalls and information about the material

15 - Position of TWI tread wear indicator

• --> TWI.

16 - Relative service life expectancy - abrasion resistance - based on a US-specific standard test

17 - Evaluation of wet braking ability A, B or C according to US-specific test

18 - Evaluation of temperature stability A, B or C according to US-specific test

19 - Safety notes for use or mounting of tires

20 - Indication of "Ultralight construction"; tires are up to 30% lighter

21 - Specified direction of travel of tire

22 - In metro designation, only necessary for Brazilian market

NOTE:

Tires with emergency running characteristics, SST (Self-Supporting Tire) and PAX, have a special designation on the tire side wall, depending on manufacturer.

Tires with Emergency Running Characteristics PAX, Lettering on Side Wall

		1	2	3	4	5	6	7
Summer tires	up to 240 km/h	195	65	R	15	91	V
Winter tires	up to 160 km/h	195	65	R	15	91	Q	M+S
Winter tires	up to 190 km/h	195	65	R	15	91	T	M+S
High speed tires	over 240 km/h	225	50	ZR	16	19	Z

1. Tire width
2. Aspect ratio in %
3. Tire construction code R means radial
4. Rim diameter designation
5. Load index
6. Speed code
7. Winter tire/designation for all-season tire

Speed Code

Code Letter	Maximum Speed km/h
L	120
M	130
N	140
P	150
Q	160
R	170
S	180
T	190
U	200
H	210
V	240
W	270
Y	300
ZR	over 240

Load Index

The load capacity index can be found on the sidewall of the tire. It provides information about the maximum load that the tire can bear.

The load capacity index is located in the size designation, e.g. 195/15 R 91 91T, of the tire. It is indicated on the tire as a code according to ETRTO. The following table shows the load capacity index used at VW/Audi with the corresponding load capacity of the tires.

Load Index	Maximum Tire Load in kg
76	400
77	412
78	425
79	437
80	450
81	462
82	475
83	487
84	500
85	515
86	530
87	545
88	560
89	580
90	600
91	615
92	630
93	650
95	690
96	710
97	730
98	750
99	775
100	800
101	825
102	850
103	875
104	900
105	925
106	950
107	975
108	1000
109	1030
110	1060
111	1090
112	1120

Cracking

Cracking is the term for shallow cracks in the sidewall of the tire.

They run starting from the bulge in the direction of the tire shoulder.

See --> Fig. 32 for the mentioned components.

The cause is the increase in material at the joints of the tire components.

Cracking has no effect on:

• Safety,

• Service life,

• Driving behavior or other tire characteristics.

Cracks can be of varying visibility. Removing the tire from the rim or an examination is not necessary.

How did the cracks form?

Modern steel belted tires are constructed with single-ply sidewalls to save weight.

The sidewall components consist of long strips before they are joined together to form a tire. They must overlap at the joints. Small irregularities/ripples form in the area of the overlapping components. The overlaps are easier to see from the outside due to the single-ply construction.

Fig. 45: Rubber Valve Stem Components
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Rubber Valves

1. Valve body
2. Valve core
3. Valve cap

1. The valve body

The rubber valve for tubeless tires is designed to seal air-tight in the hole in the rim. The elastic material of the rubber body presses itself tightly into the hole in the rim.

When valves with threaded metal feet are used, a rubber seal is used to seal the rim. The area around the edge of the valve hole is a sealing area. Therefore, they must be free of rust, dirt and damage.

2. The valve insert

The valve core has the most important job in the valve: It creates a seal and enables the regulation of the air pressure. The small plate seal on the valve core can only do its job when it is free of impurities, dirt and moisture.

3. Valve cap

A valve cap must always be installed onto the valves. It prevents dirt from getting into the valve. Dirt which may be in the valve would reach the seal of the valve plate when the tire is inflated and cause a leak.

The valve must be replaced every time a new tire is installed.

If the vehicle is driven without caps on the valves, there is the danger that dirt may get into the valve. This leads to gradual loss of air and therefore lead to the destruction of the tire, --> Tire Damage.

NOTE:

CAUTION! An air tight seal is ensured only if the valve cap is secured tightly.

Tire Storage

Tire storage must be:

• Dark,

• Dry,

• Cool,

• Ventilated.

Stored tires must not come in contact with fuel, oil, grease or chemicals under any circumstances. Otherwise, the material in the tire will be damaged by chemical reactions which are not always visible.

This may lead to life-threatening situations when the car is driven. However, tire damage occurs only when the reaction time of the chemicals is long. If a few drops of fuel land on a tire during a fill-up, this is harmless.

Complete Wheels:

Tires mounted on wheels can be stored flat, stacked upon another. The air pressure should be raised to a maximum of 3 bar.

Tires without wheels

Tires without wheels are best stored standing vertically. If tires lie stacked upon another for longer periods of time, they will be strongly pressed together. This makes mounting more difficult because the tires do not lie on the rim shoulder. If the tires are stored standing vertically, it is recommended to turn them every 14 days to avoid severe flattening.

Tire Aging

Tires age as a result of physical and chemical processes whereby the function can be impaired. Tires which are stored for longer periods of time become harder and brittle faster than tires which are constantly in use on a vehicle. Older tires may develop hairline cracks from aging. When tires are in constant use, the kneading activates softeners in the rubber, preventing hardening and the development of cracks.

Therefore, one should note not just the tread depth but also the age of spare tires, stored tires and tires which are not permanently in use. Tire age can be determined from the DOT code which contains, among other things, the tires production date.

Example of a DOT number:

DOT	.....	5	0	0	2
						stands for 2002
				Production year
		Calendar week

In this example, the production date is the 50th week in 2002. Through 12/31/1999, the DOT number was a three-digit number.

Recommendation:

• It is recommended using tires more than 6 years old only in emergencies and only with a cautious driving style.

• When new tires are installed, the spare tire may also be used if it is in flawless condition and is not more than 6 years old. The age of the tire has a great influence on the high-speed capability of the tire. The combination of a spare tire which is several years old with new tires is possible, but it can influence the cars handling.

• Tires are constantly being developed, this can lead, for example, to slight changes in the rubber compound, even if the tires are of the same make, size and tread.

• For safety reasons, tires of the same make and with the same tread should be mounted on one axle. All Audi and VW vehicles are factory-installed with four identical tires and wheels.

• Vehicles with four-wheel drive always must be equipped with four wheels that have tires of the same size, construction, tread pattern and make.

Tires, Replacing

Tires must be changed when:

• The legal minimum tread depth of 1.6 mm is reached,

• There is visible damage from mechanical damage,

• Tires are more than 6 years old.

Light Alloy Wheels, Care and Treatment

To maintain the decorative appearance of light alloy wheels for a long time, regular care is necessary.

In particular, road salt and dust from brake abrasion must be thoroughly washed off every 2 weeks. Otherwise, the paint of the light alloy wheel will be attacked.

The following are appropriate cleaning agents:

• Water or water and soft soap

• Water and vinegar essence

• Light alloy wheel cleaning agents without acids or harsh solvents

Do not exceed the soaking time of the cleaning agent.

The shorter the specified soaking time is, the stronger and more aggressive the cleaning solution is.

If the paint is damaged, for example by impact from a stone, the paint damage must be repaired immediately.

Remove adhesive residue from light alloy rim adhesive balancing weights:

• Harsh solvents and acids attack the paint on light alloy wheels and the surface of the wheel becomes matte and milky. These agents therefore must not be used.

• To remove adhesive residue on light alloy wheels, use light alloy cleansers or benzene-based cleanser. Do not exceed the soaking time of the cleaning agent.

• After cleaning or removing adhesive residue on the tires, they must be rinsed again with water.

Wheels, Rotating :

• Vehicles with front-wheel drive experience more tread wear on the front wheels due to the increased stress on them.

• In order for all 4 wheels on the vehicle to have the same service life, it is recommended to rotate the front and rear wheels.

• Ensure that uni-directional tires are not reversed.

• The longer the tire runs at one position, the more it wears at certain points, therefore, it is recommended to rotate the wheels at short intervals, e.g. every 5,000 km.

• Diagonal rotation is possible only with non-directional tires. This wheel rotation is especially advantageous for heel-and-toe wear. Heel-and-toe wear --> Heel-and-Toe Wear.

• If heel-and-toe wear has already progressed very far and the tread is more than 50% worn, only slight improvement can be achieved and rotation is no longer recommended. The elasticity of the tread blocks declines and the heel-and-toe wear does not progress.

Vehicles with Break-Down Kit

Vehicles with Break-Down Kit

Audi vehicles have either a spare wheel or a wheel repair kit, depending on equipment.

Fig. 46: Locating Wheel Repair Kit
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Break-down kit is located in luggage compartment, where the spare wheel is stored. It contains a bottle of tire sealant next to the compressor.

NOTE:

For the 2008 Audi A8, The towing eye/loop can be located either in the vehicle tool kit or the spare wheel well storage compartment.

Tire Sealant

Tire sealant in the bottle has a limited storage life.

Therefore, the expiration date is indicated on the bottle - arrow -.

Fig. 47: Locating Expiration Date
Courtesy of VOLKSWAGEN UNITED STATES, INC.

In this example, the expiration date is 05/2003, it must be replaced.

If the bottle was opened, e.g. for a punctured tire, it must also be replaced.

Remainder of tire sealant or bottles still filled, date expired, must be disposed of.

Old tire sealant or remainder of tire sealant must not be mixed with other fluids or disposed of. Follow proper disposal instructions.

Tire, Removing

Tire, Removing

CAUTION:

Avoid eye or skin contact with tire sealant. It is hazardous to health and can irritate the eyes and cause allergies. Wear protective gloves and glasses when removing tires.

Tires which have been filled or sealed with tire sealant, must be drained before removing from wheel.

• Set wheel on an even surface.

• Remove tire valve insert.

Fig. 48: Draining Sealant From Drilled Hole In Tire
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Carefully drill hole in tire in area of shoulder using suitable drill or cutter.

• Hold wheel over drip tray and allow tire sealant to drain.

• Remove tire from wheel rim.

• Clean wheel rim, for example using a damp cloth.

New Tire, Mounting

New Tire, Mounting

• Make sure wheel rim is clean.

• Replace wheel electronics after using tire sealant as the accumulation of sealant on the pressure sensor can cause false readings.

• Insert a new tire valve.

• Remove valve insert.

• Inflate tire to approx. 3 to 4 bar, tire bead must audibly slide over rim hump.

• Install valve insert.

• Correct inflation pressure to prescribed specification.

• Balance wheel.

Tires with Rim Protector

Tires with Rim Protector

The tire industry produces tires with rim protector for light alloy wheels (rim protector). The rim protector prevents damage to the light alloy wheels caused by contact with curbs.

Using tires with rim protector on steel wheels with wheel covers may lead to the loss of the wheel cover while driving. The cover separates from its secure seating due to the flexing of the tire.

CAUTION:

When installing tires on steel rims, ensure only tires without rim protector are mounted.

Fig. 49: Non-Permissible Combination Of Steel Rim, Wheel Cover And Tire With Rim Protector
Courtesy of VOLKSWAGEN UNITED STATES, INC.

The illustration shows the non-permissible combination of steel rim, wheel cover and tire with rim protector.

A - Rim protector

B - Rim flange of a steel rim

C - Wheel cover

CAUTION:

This combination must not be mounted!

Emergency Wheels, General Information

Emergency Wheels, General Information

Inform your customer as necessary of the notes listed in the following and also refer if necessary to the vehicle owners manual.

The following notes listed also apply to spare wheels that are marked with a yellow sticker with the note "MAX 80 km/h" or "MAX 50 mph".

NOTE:

Emergency wheel/spare wheel is designed only for sporadic and brief use. Therefore it is to be replaced with the normal wheel again as soon as possible. After mounting the emergency wheel/spare wheel, tire inflation pressure must be checked as soon as possible. The correct tire inflation pressure can be found in the following tire inflation pressure table on the respective vehicle or the respective artilce: Maintenance. Always pay attention to speed information on the wheel ("MAX 80 km/h" or "MAX 50 mph"). Wide Open Throttle (WOT) acceleration, strong braking and rapid driving around curves should be prevented. Never drive with more than one emergency wheel/spare wheel. It is not permissible to use snow chains on the emergency wheel for technical reasons. If vehicle must be driven with snow chains, therefore the emergency wheel must be installed on the rear axle for a breakdown on the front axle. The rear wheel freed up must then be mounted in place of the faulty front wheel.

Tire Pressure Monitoring System

Tire Pressure Monitoring System

CAUTION:

Tires with emergency running characteristics are only installed in conjunction with a tire pressure monitoring system.

Tire pressure monitoring with pressure sensor

Fig. 50: Tire Pressure Monitoring
Courtesy of VOLKSWAGEN UNITED STATES, INC.

The wheel electronics, that is, the system pressure sensor, forms a physical unit with the valve.

The pressure sensor transfers the recorded signals to the tire pressure monitoring system antenna.

The pressure sensor is connected firmly to the rim with a threaded connection.

If the tire pressure drops, the driver is warned via the pressure sensor in the instrument cluster.

Fig. 51: Tire Pressure Monitoring System
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Tire Pressure Monitoring System

To inform the driver, this system transfers the tire pressure values via a control module to the driver information system in the instrument cluster.

Depending on vehicle and type of pressure loss, different indicators are shown there.

Currently, there are 2 different sensor versions .

• 1. Version for Allroad MY 2001, RS6 MY 2004, Audi A8 MY 1994, Audi A8 MY 2003.

• 2. Version for all other models.

NOTE:

If vehicles with tire pressure monitoring sensors are transported in airplanes, the airline must be informed of the sensors. The correct allocation must be observed, otherwise the tire pressure monitoring will not function correctly.

Tire pressure monitoring with wheel speed sensor

When the tire pressure decreases, the speed of the respective tire changes.

The changed tire speed is recorded by the speed sensor.

The driver is informed of the changed tire pressure in the instrument cluster.

Tires with Emergency Running Characteristics, Self-Supporting Tire

Tires with Emergency Running Characteristics, Self-Supporting Tire

General Information

NOTE:

Only vehicles with a tire pressure monitoring system are equipped with SST tires. This warns the driver when tire pressure falls below a certain value. Driving can continue at a maximum of 80 km/h up to a distance of 50 km with complete loss of pressure.

Observe the special mounting information for SST tires.

Mixed installation of SST tires and standard tires is not permitted, and not on the same axle. A standard tire can only be installed in exception cases for a short time or a limited driving distance. However, the SST-specific flat running characteristics no longer apply. The driver must be explicitly informed of this.

In an emergency, the responsibility lies with the driver to decide after checking whether the affected tire can be driven farther. See --> Owners Manual.

Retrofitting only with tires approved for this (EH2 - rim contour).

SST Tires, Construction

A tire pressure monitoring display is necessary when using emergency running tires

SST tires are identified with a special code (RSC = Runflat System Component) on the side wall.

The identification on the side wall can differ depending on manufacturer.

Self Supporting Tire stands for a tire system with emergency running characteristics in the event of a loss of pressure. In the event of a flat tire, the driver can continue driving to a limited extent to the next shop --> Owners Manual.

Advantage

SST tires make it possible to drive up to 50 km at a maximum of 80 km/h even with a complete loss of pressure.

Driving style, speed, road surface, weather conditions, tire condition and tire load influence the distance.

With SST tires, it is not necessary to immediately change a tire when it suffers from a complete loss of pressure (e.g. no tire changing in an area with low visibility or in dangerous conditions).

Braking, steering and driving performance remain for the most part after the tire looses pressure.

A spare wheel is no longer necessary when using SST tires. From a customers point of view, that means: saving space and weight.

Technology in Detail

Fig. 52: Standard Tires With Air Standard Tires Without Air
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Standard Tires without Emergency Running Characteristics

• - I - Standard tires with air

• - II - Standard tires without air

• If the standard tire loses air, the rim presses the side wall together. The rubber in a flat tire is heated strongly and quickly looses its properties.

Fig. 53: SST Tires With Air And SST Tires Without Air
Courtesy of VOLKSWAGEN UNITED STATES, INC.

SST Tires with Reinforced Side Wall

• - I - SST tires with air

• - II - SST tires without air

• Especially thick side walls support the empty tires on a standard rim and the vehicle remains maneuverable. A special rubber mixture reinforces the tires and supports the vehicle in an emergency.

The self-supporting, reinforced side walls form the basis of SST technology.

Fig. 54: Self-Supporting, Reinforced Side Walls - SST Tire And Standard Tire
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• - A - Illustration of SST tire

• - B - Illustration of standard tire

The reinforced side walls, unlike a standard tire, prevent tire flanks from pinching between the road and rim when flat.

Fig. 55: Differences In Wheels In H2 And EH2 Version
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Differences in Wheels in H2 and EH2 Version

• The increased hump on the EH2 prevents the SST tire from springing off when pressure is lost.

• EH2 builds up toward the center of the wheel.

• The clearance to the brake is reduced.

SST Tires (RSC = Runflat System Component)

Fig. 56: Locating RSC On The Side Wall
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• SST tires are identified with a special code (RSC = Runflat System Component) on the side wall.

Tires with Emergency Running Characteristics, Repairing

General Information

• The wheel must be inspected before mounting, as with conventional wheel/tire systems.

• The wheels should be checked for damage after a flat tire (true running, axial run-out, other damage) because the wheel could be damaged in an emergency by driving through a pothole.

• A damaged wheel should be replaced.

NOTE:

Flat tire sprays may be used on tires with emergency running characteristics (SST). Tires must be replaced after running flat. Observe manufacturers mounting instructions.

Tires with Emergency Running Characteristics, PAX

Tires with Emergency Running Characteristics, PAX

General Information

Work on tires with emergency running characteristics (PAX) must only be performed at skilled facilities.

These have the corresponding trained personnel and necessary tools available.

PAX tires involve specially developed system that exhibits the following differences in comparison to conventional tires:

Pax Tires with Supporting Ring

Fig. 57: Pax Tires With Air And Pax Tires Without Air
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• - I - PAX tires with air

• - II - PAX tires without air

• The tire is anchored to a special rim that prevents it from sliding off when pressure is lost. The rubber supporting ring ensures stability in emergency operation.

• The inner and outer bead diameter are different sizes. This makes it possible to place the tire in a supporting ring.

• The tire is anchored to the rim differently.

• In this way, the tire height could be reduced considerably. That was possible because the area near the bead could be considerably smaller due to the special connection between the tire and rim.

• The tire bead is formed so that it can engage in the rim seat. Therefore, it remains firmly in the seat when pressure is lost.

Fig. 58: Standard Tire, Bead Area Construction
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Standard Tire, Bead Area Construction

1. Rim flange
2. Fabric carcass
3. Bead bundle

Fig. 59: PAX Tire, Bead Area Construction
Courtesy of VOLKSWAGEN UNITED STATES, INC.

PAX Tire, Bead Area Construction

1. Loop
2. Fabric carcass
3. Bead bundle
4. Rim flange

Fig. 60: PAX Tires, Anchoring
Courtesy of VOLKSWAGEN UNITED STATES, INC.

PAX Tires, Anchoring

The secure seating of the tire in the rim is ensured in all driving situations due to the type of construction.

A wedge-shaped component of the tire is pressed between the bead bundle and rim when loaded. This happens independently of the pressure in the tire.

Fig. 61: PAX Tires, Dimensions
Courtesy of VOLKSWAGEN UNITED STATES, INC.

PAX Tires, Dimensions

In contrast to conventional tires, tires with emergency running characteristics (PAX) exhibit differences in regard to dimensions and designations.

Therefore, PAX tires can only be mounted on special rims (PAX).

1. Width in millimeters; Tire width from flank to flank on standard rim (corresponds to width specification on standard tire).
2. Outer diameter in millimeters: Maximum new tire diameter
3. Designated diameter in millimeters on standard rim seat
4. Smaller bead diameter in millimeters: rim seat on outer side
5. Larger beam diameter in millimeters: rim seat on inner side

Support Ring

Dimensions

Fig. 62: Support Ring Dimensions
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Overview of the most important dimensions:

Designations

Example: 90-500(35) CLI A 1 876107

90 - Designated width in millimeters

500 - Designated diameter in millimeters

35 - Height in millimeters

CLI - Supporting ring versions: CLI - Clip supporting ring/FL - standard supporting ring

A - Build type index, asymmetrical. Indication of wheels with emergency running characteristics (PAX)

1 - Supporting ring versions

876107 - CAI, international item code

Supporting Ring, Examining

As with the tire, the supporting ring is generally not replaced after driving with flat tire.

Fig. 63: Blowouts Or Missing Parts
Courtesy of VOLKSWAGEN UNITED STATES, INC.

In case of damage such as:

• Blowouts or missing parts

Fig. 64: Cracks In Partitions
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Cracks in partitions

Fig. 65: Stitch Damage And Holes
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Stitch damage and holes

Fig. 66: Bubbles And Discoloration Due To Overheating
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Bubbles and discoloration due to overheating

The supporting ring should be replaced.

Repairs on tires

NOTE:

Repairs on tires with emergency running characteristics (PAX) must not be performed with adhesive tape. Tire repair sprays must not be used on tires with emergency running characteristics (PAX) because these products are not compatible with the gel in the tires.

PAX Tires, Rims

Fig. 67: PAX Tires, Rims
Courtesy of VOLKSWAGEN UNITED STATES, INC.

Dimensions and Designations

Example: 235 x 500 A - 5 - 41

235 - Designated width in millimeters

x - One-part

500 - Designated diameter of standardized rim seat in millimeters

A - Asymmetrical

5 - Number of bolt holes

41 - Offset in millimeters

PAX Tires, Filling

When filling tires, pay special attention to the following points:

• After mounting the tires with inserted valve insert, fill with air. At 1 bar, check whether both beads are seated correctly.

• If one of the beads is not seated correctly, do not deflate air from tire but rather position the assembly roller on the affected beat and press on by rotating slightly. The bead then seats itself.

Fig. 68: Monitoring Tire Pressure
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Then continue filling until the tire pressure recommended for the vehicle is reached. Tires can also be filled with tire filling gas as with conventional tires.

NOTE:

Do not briefly over inflate tires to 3.5 bar as is common with conventional tires.

PAX Tires, Alignment and Adjustment

Fig. 69: PAX Tires, Alignment And Adjustment
Courtesy of VOLKSWAGEN UNITED STATES, INC.

The chassis adjustment is done on vehicle with tires with emergency running characteristics (PAX) in the same way as on vehicle that are equipped with conventional tires.

Generally, the same gauge heads and mounts that are suitable for conventional tires with a rim protection strip can be used for tires with emergency running characteristics (PAX). (Supports on inner side, mount in tire tread).

PAX Tires, Repairing

General Information

It is generally not necessary to replace a tire after going flat and after driving on a flat tire.

NOTE:

The affected tire should be removed and checked for damaged by trained professionals. Assembly work and damage diagnosis on the affected tire should only be performed by trained personnel.

Proceed as follows to examine a tire with emergency running characteristics (PAX) after going flat:

• First, the remaining gel must be removed from the tire. The flat side of the spatula is suitable for this.

• Then clean the tire and supporting ring with water and a cloth to remove the remaining gel residue.

• After separating tire and supporting ring, evaluate both of these components (PAX) according to the criteria described in the following section.

Additional information:

• When remounting, ensure the used supporting ring fits the tire and rim dimensions.

• The rim must be inspected before mounting, as with conventional wheel/tire systems.

• A damaged rim should be replaced.

PAX Tires, Examining

Pay special attention to the following criteria when examining the tire:

• Surface erosion or marbling on the inner side (pressure was too low or insufficient for the load)

Fig. 70: Detached Rubber Or Loose Cords
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Detached rubber or loose cords

Fig. 71: Exposed Or Deformed Bead Bundle
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Exposed or deformed bead bundle

Fig. 72: Damage To Tire Bead With Visible Cords
Courtesy of VOLKSWAGEN UNITED STATES, INC.

• Damage to tire bead with visible cords

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