hintere Reifen innen stark abgefahren | Posts 32+

Herbert wrote:

Normally, a survey report includes the input values and the output values.

It is also noted in the protocol.

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2. The alignment is only complicated to adjust on the Sharan 7N. The wheels must be removed in order to adjust the screw. This, of course, needs to be communicated to the computer because the car has to be lifted. Depending on skill, this procedure may need to be repeated.

Without effort, there is no reward. However, given the problem, it defies my understanding why he didn't at least correct the tilt to the "target value." Personally, I would have considered -1°10' to be optimal for your situation.

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3. If the alignment is correct and the camber is within the manufacturer's tolerance, the tire will not wear unevenly.

At least it could get better... the track was off by more than half a degree. Additionally, it will now be slightly more stable on the rear axle when cornering, but also a bit slower in terms of responsiveness...

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I'm not quite sure what to make of statement 2 yet.

That remains to be seen, as I said...

It's a shame about the collapse... the installer doesn't seem to be very diligent... but the measurements themselves appear to be plausible.

Good luck.

We're going on a trip in January with the car COMPLETELY LOADED. It will be approximately 2500 kilometers. If he then notices significant tire wear on the inside edge, that means there's a problem. I told him that too.

The WR (winter tires) are brand new. Then it will be re-aligned, and I'll get new rear tires at VW's expense.

I will report.

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He can now enter the curve at a faster speed. What do you mean by "responsiveness"?

Here's an exaggerated example: with older models like the Polo or Golf, when taking a turn quickly, the inner wheel completely lifts off the ground. This means that the outer wheel is entirely responsible for maintaining traction and steering.
As long as both rear wheels have the same amount of traction (when driving straight), the rear axle remains neutral.

When there is positive camber on the rear axle and during fast cornering, the outer rear wheel steers the rear axle "inwards." This causes the vehicle to be more prone to understeer, the response becomes slower, and the vehicle feels generally more docile. The intention is essentially to keep the rear axle stable on the inside of the turn.

With negative skewness, the effects are consequently exactly the opposite.
Depending on how much the track is open (negative), for example, during a quick lane change on the highway, you might feel that the rear axle is turning as soon as the vehicle leans and the inner wheel loses grip, or that its grip decreases compared to the outer wheel.


Personally, I don't like the effect when I feel like the rear wheel is pulling outwards, or trying to overtake.

However, in motorsports, an "open track" is sometimes preferred to encourage vehicles to turn more quickly and reduce the tendency to oversteer or understeer.

The intensity of these effects naturally depends on the rear axle design (which influences stability through changes in angle during cornering or when suspension is compressed). However, the principle of steering remains the same.

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I read the Volkswagen documentation on how to adjust the rear axle alignment. It states that you need a special socket adapter for the torque wrench.

There is no mention of removing the wheel.

No matter what... he didn't do it. As far as I remember, the height adjustment on a Sharan is done in the same way as on a Golf or Passat – via the upper front control arm. It can be a bit tricky depending on the lift you're using, but it's possible.


I hope that you were able to draw some conclusions from the large amount of text }.

Autoservice wrote:

To my recollection, the height adjustment (HA) on the Sharan is adjusted in the same way as on the Golf or Passat, specifically at the front upper control arm.

That's right. They must have the modified ring key, because this type of ignition switch is installed in all newer vehicles.

I have compared the two measurements in detail, as I also uploaded them. In particular, the values for the drop height differ between the two measurement devices.

How is that possible? And more importantly, which ones are correct now?

The last measurement seems the most plausible.
One indication of this is the values for the front axle, which are completely out of alignment in the first inspection.

I believe that the second survey generally shows honest results.

Autoservice wrote:

I think that the second survey generally shows honest values.

That's also the Volkswagen testing facility. I'm sure something is wrong with the first test stand, because the employee himself questioned the values displayed on the control panel.

Can a calibration certificate be requested? After all, I paid €121 for this from these [company name/people], and it was money wasted. Is there anything that can be done through the Chamber of Industry and Commerce (IHK)?

Hello!

The Chamber of Industry and Commerce is not responsible for that.

In this case, the relevant authority is the Chamber of Crafts, as workshop memberships are mandatory.
It would be even better to join a trade association, but I think membership for workshops is probably voluntary.

However, in both cases, whether it's the Chamber of Industry and Commerce (HWK) or a trade association, you can file a complaint if you have legitimate doubts or even evidence.

For such cases, there are so-called "independent" arbitration panels consisting of master craftsmen, where a settlement is likely to be reached. You will probably get back half or two-thirds of the money.
Furthermore, such an action is certainly extremely embarrassing for the owner of the workshop.

But I think it's sometimes necessary. Otherwise, they won't learn.

I've also experienced situations where workshops cut corners during wheel alignments, especially when I was still working independently. This caused problems before. That's why I preferred to do the alignment and adjustments myself whenever possible.

The craft business is not registered with the trade association, but only with the Chamber of Skilled Crafts (HWK). I will now explain everything and submit it in writing to the HWK. I'm curious to see what happens next.

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The craft business is not registered with the trade association, only with the Chamber of Skilled Crafts (HWK). I will now explain everything and submit it in writing to the HWK. I'm curious to see what comes out of it.

What's likely to come out of this is nothing, which means it's a waste of resources.

I would first question the accuracy of the company's testing equipment using the standard procedures and the Volkswagen protocol, with the aim of potentially getting your money back. Depending on the state of the equipment, even incorrect operation (e.g., failure to perform rim diameter compensation) can lead to implausible results. If the workshop owner is "serious," they will accept this as constructive criticism and refund your money. And if not, you can still take further action.

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I would normally also consider that as a first option. But 2 employees have independently made the following statements: "I've noticed that on Volkswagen vehicles, the front right wheel alignment is consistently and significantly negative." 2. With Volkswagen vehicles, there are always discussions regarding the values during the expert assessment of the repair.

That's not surprising. Every expert can see that the front axle values are implausible.

Compare the total angle (sum of camber and caster) from both measurements. You'll find a difference of approximately 4 degrees. Since the strut on the Sharan is fixed, meaning it's not adjustable at the connection point between the shock absorber and the suspension arm, at least one of the struts would be bent. Unfortunately, there are no standard values for caster... otherwise, we could also determine which side is affected.

Despite this, with those values, the vehicle would exhibit negative behavior in terms of straight-line stability, which it does not. Furthermore, a difference of 4 degrees could be easily verified using a simple ruler. To do this, you can measure from the center of the tire tread to the shock absorber. Roughly estimated, that would be almost 1 cm difference between the left and right sides.

The first survey is complete nonsense! Any professional would recognize this when comparing the two surveys.

When measuring a Volkswagen, all of these values are within the acceptable range.


I'm curious to see what comes out of this...

I emailed the Chamber of Industry and Commerce (HWK). I'm curious to see their response.

The Chamber of Industry and Commerce (HWK) will request a statement from the company. I suspect they will not respond.

I don't expect this to achieve anything. To counter it, I would have to hire an expert at my own expense to challenge the measurement.