Service Training

Self-study Programme 448

Wheel Alignment – Basics

 Today’s modern vehicles have increasingly complex and advanced suspension systems that need to fulfil the
requirements of comfort, sporty usage and especially road safety.

We now have very good means for measuring the suspension geometry and for correcting misaligned settings
to ensure that the high requirements set for the suspension system can also be met over the entire vehicle life
and after accidents.

S448_002

In this self-study programme, you will learn about the background of wheel alignment,
for example:

● Suspension-related terms
● Preparation of the wheel alignment system
● Checking the wheel alignment system
● Why the alignment is carried out
● The tools used for wheel alignment
● How the alignment principle works

For current testing, adjustment and repair

instructions, refer to the relevant service literature.
Important
Note

2
Contents

Basics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Design configuration – vehicle position X-Y-Z axis system . . . . . . . . . . . . . . . . 5
Suspension-related terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Wheel Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Why do the wheels need to be aligned? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Workshop equipment for wheel alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Carrying out the wheel alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

Using Wheel Alignment Stands For Other Systems . . . . . . . . . . . . . . . . . . . 38

Driver assistance systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

Axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Types of axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Flowchart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Flowchart for wheel alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

3
 Basics

Introduction
The suspension system is the connecting link between The structural design in the suspension kinematics has
the vehicle and the road. Wheel contact forces, drive resulted in increasingly complex alignment processes
forces and the lateral forces in corners are all and smaller tolerances in the adjustments.
transferred through the suspension onto the road via
the wheels. To measure and, if necessary, re-align the suspension
kinematics, the suspension needs to be checked and
The suspension system is therefore subjected to a adjusted on a special wheel alignment stand.
number of forces and moments.
It should be noted that the suspension should only be
Increasing vehicle performance figures and also adjusted after repairs or problems with the
greater expectations for vehicle comfort and vehicle suspension.
safety have led to a constant increase in requirements
for the suspension.

This self-study programme will provide you with an overview of wheel alignment – starting with the terms and
going onto the actual alignment.

Suspension design
The suspension consists of

● Wheel mountings ● Front and rear axles

● Wheels ● Steering
● Springs ● Brakes including controls
● Shock absorbers ● Subframes

4
Design configuration – vehicle position in an X-Y-Z
axis system
The design configuration is first defined during the All nominal data specified by the vehicle
development of a vehicle. It is described by an X-Y-Z manufacturer relate to the design configuration.
axis system.
If data is collected and compared during the wheel
The Z- and the X-axes run through the centre of the alignment, the design configuration is always taken as
front axle, and the Y-axis normally runs exactly a reference – this concerns the suspension terms
through the centre of the front wheels. The design described below.
configuration corresponds with the vehicle position at
the nominal ride height.

S448_035

Ride height

The ride height has a decisive influence on the results of the wheel alignment. It is influenced by the load carried in
the vehicle, by the contents of the fuel tank or other liquid containers and also by temperature differences that can
cause the suspension measurements, for example, toe, camber and caster, to change.

5
 Basics

Suspension-related terms

Wheel centre plane

The wheel centre plane intersects the wheel rotational
axis vertically in the centre of the tyre.

S448_020

Wheel contact point

The wheel contact point is the point where a vertical
line passing through the wheel centre plane intersects
the rotational axis and the road surface.

S448_023

6
Track width
The track width is the measurement from tyre centre to
tyre centre on each axle.

On vehicles with independent wheel suspension using

traverse or semi-trailing links, the track width varies
during compression and extension cycles.

S448_011

Wheelbase
The wheelbase is the distance between the centres of
the wheels on the front axle and the rear axle.

S448_012

7
 Basics

Vehicle longitudinal median plane

The longitudinal median plane of the vehicle is a fixed
vehicle-related plane that is vertical to the road and
passes through the centre of the track width of the
front and rear axle (X/Z plane).

S448_014

Thrust axis
The thrust axis bisects the total toe angle of the rear
Possible situation
axle.

The rear axle defines the tracking of the vehicle. For

this reason, all measurements for the front wheels and
for some assist systems are related to the thrust axis.
Ideally, the thrust axis should be along the vehicle
longitudinal median plane.

S448_013

8
Thrust axis deviation
The thrust axis deviation is the angle between the
Optimum thrust axis deviation
vehicle longitudinal median plane (2) and the thrust
axis (1).

It results from the thrust axis, the lateral offset and the
angle of the rear axle.

If the thrust axis deviation is oriented to the front left, it

is called positive. If it is oriented to the front right, it is
called negative.

S448_015

Straight-ahead driving
This wheel position is a reference position in which the
two front wheels have the same toe angles to the
vehicle longitudinal median plane.

The rear axle is aligned in this position.

S448_016

9
 Basics

Toe angle of rear wheels

The toe angle of the rear wheels is the angle between
the vehicle longitudinal median plane and a line
intersecting the wheel centre plane.

Vehicle longitudinal
median plane
S448_112

It is positive (toe-in) when the front part of the wheel Toe-in

points towards the vehicle longitudinal median plane.

S448_065

It is negative (toe-out) when the front part of the wheel Toe-out

points away from the vehicle longitudinal median
plane.

S448_018

10
Individual toe angle of front
wheels
The individual toe angle of the front wheels is the
angle between the thrust axis and a line running
along the wheel centre plane.

Thrust axis

S448_113

It is positive (toe-in) when the front part of the wheel Toe-in

points towards the thrust axis.

S448_064

It is negative (toe-out) when the front part of the wheel Toe-out

points away from the thrust axis.

S448_017

Total toe
The total toe is the sum of the angles of the left and right wheels on an axle. The negative or positive sign in front of
the individual toe angles is important.

11
 Basics

Camber
Camber is the angle between the wheel centre plane Positive
and a vertical line passing through the wheel contact
point with the road surface.

Camber can be positive and negative.

● Positive (+) is when the upper part of the wheel is

inclined away from the wheel centre plane to the
outside.
● Negative (+) is when the upper part of the wheel
is inclined away from the wheel centre plane to the
inside.

S448_019

Negative

Steering axis inclination (SAI)

S448_071
The steering axis inclination (also called king pin
inclination) is the angle of inclination of the steering
axis (b) from the true vertical (a) (parallel to the
vehicle longitudinal median plane).

The steering axis inclination causes the vehicle to lift

when steered thus generating steering return forces.

S448_063
12
Scrub radius
The scrub radius is the distance from the wheel The scrub radius can be positive (+), negative (–) or
contact point to the point where the extended steering zero.
axis meets the road surface.
The scrub radius results from the camber, steering axis
inclination and wheel offset.

Positive Negative Neutral

scrub radius scrub radius scrub radius

S448_021

Scrub radius – tracking stability

If the scrub radius is negative, the wheel with the

greater frictional value is turned more to the inside –
autonomous countersteer results – the driver just has
to hold onto the steering wheel.

When the scrub radius is zero, the transfer of

interfering forces to the steering will be prevented if
the brakes pull to one side or there is a faulty tyre.

S448_022

13
 Basics

Caster
Caster is the inclination of the steering axis along the Positive
vehicle longitudinal axis from a vertical line to the caster
road surface.

Caster can be positive and negative.

● Positive: The “wheel contact point is behind the

point at which the steering axis intersects the road
surface” – the wheels are pulled => tracking
stability
● Negative: The “wheel contact point is in front of
the point at which the steering axis intersects the
road surface” – the wheels are pushed. S448_066

Negative
caster

Toe-out on turns
S448_067

Toe-out on turns is the difference between the angles

of the inside and outside wheels when the vehicle is
cornering.

Toe-out on turns is determined by the Ackermann

steering geometry. It thus provides information on the
way the Ackermann steering geometry works for the
respective steering angle – to the left of right.

S448_024
14
Ackermann steering geometry
The front axle, the steering arms and the steering rack Straight-ahead
with the track rods form the Ackermann steering
geometry.
The Ackermann steering geometry creates the Steering knuckle

different steering angles that are required when the

vehicle is cornering.

The steering knuckle and steering arms are not

positioned at a 90° angle to each other. This results in Steering arm
unequal travel at the ends of the two steering arms
when the steering wheel is turned. Consequently the S448_025
wheels are turned at different angles.
Cornering

Maximum steering angle

S448_068

The maximum steering angle is the angle of the centre

plane of the inside wheel (B) and of the outside wheel
(A) relative to the vehicle longitudinal median plane
when the steering wheel is at full left or right lock.

The maximum steering angle should be the same on

both sides. The turning circles will then be the same.

Vehicle longitudinal
median plane

S448_026

15
 Basics

Slip angle
The slip angle is the angle between the wheel plane
and the direction of travel (direction that the wheel
moves).

A slip angle is formed when a rolling vehicle is

subjected to interfering lateral forces, for example,
wind and centrifugal forces. The wheels change their
direction of travel and run at a specific angle
diagonally to the original direction of travel.
Lateral
interfering
If the slip angle is the same at the front and rear, the forces
handling will be neutral. If the slip angle is greater at
the front, the vehicle will understeer. If the slip angle is
greater at the rear, the vehicle will oversteer.

The slip angle depends on the wheel load,

interference force, tyre type, tyre tread, tyre inflation
pressure and static friction.
S448_027

Wheel set-back
The wheel set-back is the angle between a line
connecting the wheel contact point and a line that
runs at 90° to the thrust axis.

The wheel set-back can be positive and negative.

● Positive – right wheel is set to the front

● Negative – right wheel is set to the rear

Thrust axis

S448_028

16
Wheelbase difference
The wheelbase difference is the angle between a line
connecting the front wheel contact points and a line
connecting the rear wheel contact points.

The wheelbase difference can be positive and

negative.

● Positive – the wheelbase is longer on the right-

hand side than on the left-hand side
● Negative – the wheelbase is shorter on the right-
hand side than on the left-hand side

S448_029

Lateral offset
The lateral offset is the angle between a line
connecting the wheel contact points of the right-hand
or left-hand front and rear wheels and the thrust axis.

The lateral offset can be used to diagnose possible

body damage.

Thrust axis

S448_030

17
 Basics

Track width difference

The track width difference is the angle between a line
connecting the wheel contact points of the left-hand
front and rear wheels and a line connecting the wheel
contact points of the right-hand front and rear wheels.

The track width is positive if the rear track width is

larger than the front track width.

S448_031

Axle offset
The axle offset is considered to be positive if the rear
axle is offset to the right of the front axle in relation to
the thrust axis.

The axle offset can be used to diagnose possible body

damage.

Thrust axis

S448_032

18
Wheel offset
The wheel offset is the measurement from the
centreline of the wheel to the hub mounting surface
of the wheel (“x”).

The wheel offset influences the track width and the

scrub radius.

S448_033
One must distinguish between three variants of wheel offset

● Zero – If the hub mounting surface is precisely on the centreline of the wheel
● Positive – If the hub mounting surface, relative to the centreline of the wheel, is offset to the outside of the wheel
– reduction in track width
● Negative – If the hub mounting surface, relative to the centreline of the wheel, is offset to the inside of the wheel
– increase in track width

Positive Zero Negative

S448_034

19
 Wheel Alignment

Why do the wheels need to be aligned?

Correct wheel alignment is necessary to run a vehicle If handling problems or noticeable wear occur, wheel
with optimum handling and minimum tyre wear. alignment can be used to diagnose the causes and
determine what action needs to be taken to restore
Incorrect adjustment, for example, of the toe or the correct suspension set-up.
camber, caused by wear or accidents will affect the
road safety of the vehicle.

Impermissible deviations in the wheel alignment can

also occur following repairs, for example, when
suspension parts are replaced.
Wheel alignment should only be
Incorrect alignment can lead to incorrect wheel performed by properly trained personnel.
positions, which can consequently cause damage
to the tyres.

Suspension parameters – Effects of faults – Adjustment possibilities

The suspension parameters are distinguished by non-adjustable original and reference design parameters and
adjustable parameters. These will be explained separately in the following table.

Suspension parameter Effect of fault – Adjustment possibility

(basic terms)

Track width Original and reference design parameter – therefore faults have no effect

● Non-adjustable suspension parameter

Wheelbase Original and reference design parameter – therefore faults have no effect

● Non-adjustable suspension parameter

20
Suspension parameter Effect of fault – Adjustment possibility
(basic terms)

Wheel centre Original and reference design parameter – therefore no fault effects
plane
● Non-adjustable suspension parameter

Wheel contact Original and reference design parameter – therefore no fault effects
point
● Non-adjustable suspension parameter

Thrust axis If this straight line deviates from the vehicle longitudinal median plane, a thrust
axis deviation results and the vehicle will run to one side – this is known as
“crabbing”.

● Adjustable suspension parameter

Vehicle Original and reference design parameter – therefore no fault effects

longitudinal
median plane ● Non-adjustable suspension parameter

Thrust axis If the thrust axis deviation is an angle other than zero, the vehicle will run to one
deviation side – this is known as “crabbing”.

● Adjustable suspension parameter

Straight ahead In this wheel position, the front wheels are set at the same individual toe angle to
the vehicle longitudinal median plane.
The rear axle is aligned in this position.

Toe Too much negative toe (toe-out): Wear on inside of tyre and poor
straight running
Too much positive toe (toe-in): Wear on outside of tyre and poor
straight running

● Adjustable suspension parameter

21
 Wheel Alignment

Suspension parameter Effect of fault – Adjustment possibility

(basic terms)

Camber Too much negative camber: Better directional stability in corners, but one-sided
overloading and consequently greater wear on inside of tyre

Too much positive camber: Poorer directional stability, increased wear on the
outside of the tyre

● Vehicle-dependent adjustable suspension parameter

Steering axis Steering axis inclination too large: High steering and holding forces
inclination Steering axis inclination too small: Poor steering wheel return, sensitive to tyre
(SAI) faults, vehicle may pull to one side
Right/left steering axis inclination different: Vehicle tends to pull to side

● Non-adjustable suspension parameter

Scrub radius The scrub radius is influenced by the camber, steering axis inclination and wheel
offset and can therefore only be changed by adjusting these parameters.

● Non-adjustable suspension parameter

Caster Too much positive caster: High steering and holding forces
Too much negative caster: Poor steering wheel return, sensitive to tyre faults
Right/left caster different: Vehicle tends to pull to side
The caster changes, for example, depending on the load in the luggage
compartment.

● Vehicle-dependent adjustable suspension parameter

Toe-out on Original and reference design parameter – therefore no fault effects

turns
● Non-adjustable suspension parameter

Ackermann The front axle, the steering arms and the steering rack with the track rods form the
steering Ackermann steering geometry.
geometry The Ackermann steering geometry creates the different steering angles that are
required when the vehicle is cornering.

● Non-adjustable suspension parameter

Max. steering If the maximum steering angle differs for left/right full lock, the turning circle
angle will be different on the left and right.
This is a design specification.

● Adjustable suspension parameter

22
Suspension parameter Effect of fault – Adjustment possibility
(basic terms)

Slip angle The slip angle results from the parameters wheel load, lateral force, tyre design,
tyre tread, tyre inflation pressure and static friction coefficient.

● Non-adjustable suspension parameter

Wheel set- The wheel set-back is a measure of the angle of an axle.

back
● Non-adjustable suspension parameter

Wheelbase The wheelbase difference is a measure of the angle of the axles.

difference
● Non-adjustable suspension parameter

Lateral offset Lateral offset can result from body damage.

● Non-adjustable suspension parameter

Track width A track width difference can result from body damage.
difference
● Non-adjustable suspension parameter

Axle offset Axle offset can result from body damage.

● Non-adjustable suspension parameter

Wheel offset Original and reference design parameter

23
 Wheel Alignment

Workshop equipment for wheel alignment

Special components are used for wheel alignment. They will be described over the following pages.

Wheel alignment platform

A special wheel alignment platform is used for wheel alignment.

Sliding plate Sliding plate

Turntable Turntable

S448_037

In order to perform a precise wheel alignment and also to ensure reproducible measuring results, this alignment
set-up must meet certain requirements.

● The wheel alignment platform must be clean and ● All wheel contact points must be at the same
the turntables and sliding plates must move height.
smoothly. The maximum permitted height differences should
be maintained both in the lowered position for the
● The turntables and sliding plates should be locked initial and final measurements and in the raised
in place with pins or similar locking devices so that position for the adjustment work.
they cannot move while the vehicle is driven onto
or off the platform.

24
Wheel alignment system
For precise wheel alignment, a corresponding However, we cannot look at all systems approved by
alignment system that is approved by Volkswagen Volkswagen in this book. The following discussion
like, for example, the V.A.G 1813 F system from therefore describes wheel alignment using only a
Beissbarth, should be used. computer-supported wheel alignment system as an
example.

S448_044
Wheel alignment system/ Wheel alignment Turntable
wheel alignment computer platform

The system comprises the following main components

● Computer with monitor and corresponding alignment software

● Input devices like keyboard and remote control
● Output unit, for example, printer
● Sensors
● Clamps for sensors

25
 Wheel Alignment

Sensors
The sensors work with rechargeable batteries or can be connected with power leads, if necessary. Each of the four
sensors is equipped with two CCD cameras that allow infrared measurements.

The measurement is made with an infrared light beam that is projected through a lens to a light mark. All
measurements on the horizontal plane are carried out with two transceiver CCD cameras that communicate with
each other.

The measurement data is transferred to the measuring box wirelessly.

Sensor Spirit level CCD camera

S448_050
Aerial

CCD camera

The sensors form a closed measuring rectangle around the vehicle (see page 30).

26
Measuring unit bracket
Measuring unit bracket
The measuring unit bracket is universally suitable for
wheels from 10 inches to 23 inches. The brackets on
the clamp simply fit onto the tyre tread.

The corresponding accessories, for example, plastic

sleeves, prevent damage to painted wheels or alloy
wheels.

S448_048

Brake pedal actuator Brake pedal actuator

The brake pedal actuator prevents wheels rolling on

the turntables when the steering wheel is turned. This
is absolutely necessary to obtain precise caster,
steering axis inclination and track difference angle
measurements.

S448_114

27
 Wheel Alignment

Bases for wheels

Turntable Turntable

The turntable can be ordered as an accessory for the

wheel alignment computer.

It allows the steering to be turned.

S448_038

Sliding plate Sliding plate

The sliding plate can be ordered as an accessory

for the wheel alignment computer.

The sliding plate allows wheel alignment to be

performed on vehicles with different wheelbases
without having to reposition the sliding plate.

Wheel alignment
platform

S448_039

The turntables and the sliding plates should be

unlocked after wheel rim run-out compensation.

28
Wheel alignment software
Once the preparations have been completed and the alignment system has been set up, you can start the wheel
alignment process.

The measurements are made in single steps with the aid of a dialog box on the computer screen.

The software has been specially developed for VW. It provides vehicle-specific measuring procedures and
information. It provides information on the adjustment procedures and contains alignment data for vehicles
throughout the Group.

S448_054

The screenshot is only an example.

29
 Wheel Alignment

Wheel alignment system set-up

The illustration shows the communication paths of the wheel alignment system.

Measuring box
Monitor Computer

Printer

Keyboard

Sensor Turntable Sensor

Sensor Sliding plate Sensor

Infrared light beam

S448_047

The infrared light beams emitted by the measuring

system may not be broken during the measurement.

30
Carrying out the wheel alignment
The wheel alignment process allows the existing adjustment values (current state) to be compared with the
parameters specified by the vehicle manufacturer for the suspension.

Corrective adjustments can be made if there are impermissible deviations.

Procedure for wheel alignment

Preparation for wheel alignment

● Select vehicle type

● Create job order data
● Measure ride height
● Perform wheel rim run-out compensation

Wheel alignment process

● Initial measurement
● Corrective adjustments, if necessary
● Final measurement
● Alignment report

S448_111

In the following descriptions, wheel alignment will be

explained using electronic alignment with a wheel
alignment computer.

31
 Wheel Alignment

Preparations for wheel alignment

The following table provides an overview of the basic work steps to prepare for the wheel alignment.

Preparations for wheel alignment

Line up the turntables and sliding plates and adjust the lifting platform width for the track width and wheelbase of
the vehicle.

Drive the vehicle onto the turntables and sliding plates; the wheels must be in the centre of the turntables and plates.

Secure vehicle against rolling.

Test prerequisites:

Please observe the vehicle-specific information in the wheel alignment software.

● Check the general condition of the suspension and shock absorbers.

● Check that the wheel rims and tyres are the same size.
● Check the suspension, wheel bearings, steering and steering linkage checked for impermissible play and damage.
● The tread depth of the tyres on one axle may differ by a maximum of 2 mm.
● The inflation pressure of the tyres must comply with the specifications.
● The kerb weight of the vehicle must be observed.
● The fuel tank must be full. Fill it up if necessary.
● The spare wheel and vehicle tool set must be in the prescribed location in the vehicle.
● The water reservoir for the windscreen and headlight washer system must be full.
● Make sure that none of the sliding plates or turntables are at their end position during the alignment process.
● Alternatively, compensating weights can be used for missing liquids.
● The vehicle should be cool (e.g. Touareg/Phaeton with air suspension).

Attach the measuring unit brackets to the wheels.

The following criteria should be observed in particular:

● Sleeves should be used if necessary.

● Secure attachment of the measuring unit bracket
● Same attaching surface of measuring unit bracket
● Good form fit and positive engagement

32
Settings for wheel alignment
Ride height

The ride height has a decisive influence on the results of the wheel alignment because the toe and camber readings
will be different if the ride height differs due to the suspension geometry.

The ride height is determined by measuring vertically This method is recommended as the centre of the
from the centre of the wheel to the lower edge of the wheel could be obscured by parts of the measuring
wheel arch. equipment, for example, the quick clamp units.

It is, however, also possible to measure the distance The ride height can be varied by changing the load,
from the lower edge of the wheel arch to the rim which also changes the readings for the suspension.
flange and then add half of the wheel rim diameter The vehicle should therefore have the correct kerb
(the wheel rim diameter must be measured). weight before the wheel alignment is started.

Lower edge of wheel arch

Measuring tool
fitted on centre of wheel

S448_051

You must make sure that the ride height is within the tolerance
range specified by the manufacturer.
If the tank is not completely filled with fuel, changes to the toe,
camber and caster readings will result.

33
 Wheel Alignment

Wheel rim run-out compensation

Wheel rim run-out compensation must be carried out.

This measures the lateral run-out of the wheel and the
clamping errors of the measuring unit bracket in one
revolution of the wheel and compensates the toe and
camber readings.

The wheels must be lifted off the ground to perform

the wheel rim run-out compensation. Loosen the
securing screw on the sensor so that the rotational
angle sender flanged onto the pin can measure the
wheel position.

S448_052

After the wheel rim run-out compensation has been

started, the wheel should be turned one quarter of a
revolution three times in the direction of travel in
accordance with the user guide on the screen.

The following work is also necessary after the

S448_053
wheel rim run-out compensation and before the initial
measurement

● Pull out the locking pins from the turntables under The vehicle should be lowered onto the
the wheels to prevent tension in the suspension centres of the turntables and sliding
● Lower the vehicle plates.
● Rock the vehicle at the front and rear axle so that
the suspension settles in a stable central position
● Lock the brakes by fitting the brake pedal actuator

The screens shown over the following

pages are purely examples.

34
Initial measurement
The initial measurement should basically be carried out with the following steps:

● Set wheels to straight-ahead ● Overview of readings with specified/current value

comparison. If all readings are within the
● Align spirit level on sensors permitted tolerances, an alignment report can be
printed out immediately and the wheel alignment
● Measure the rear axle values can be ended on this vehicle.

● Perform steering routine by turning wheels to 20° ● If the current readings are outside the tolerance
on both sides in order to determine caster, steering range, adjustments are required. All values that
axis inclination and toe-out on turns. can be adjusted on the vehicle are indicated by
Return steering wheel to straight ahead position. a tool icon during the adjustment work.
Corresponding adjustment diagrams and
● Measure toe and camber of front axle information can be displayed on the screen for
these readings at the touch of a button.
● Perform steering routine for measuring maximum
left/right steering angle

S448_073

Due to possible changes and updates, the instructions in ELSA

(electronic service information system) should be observed
during the preparation and performance of the wheel
alignment.

35
 Wheel Alignment

Adjustment work – camber and caster

setting on front axle

The following can be set:

● Left camber
● Left caster
● Left toe
● Right camber
● Right caster
● Right toe
● Camber difference
● Caster difference

S448_056
Adjustment work – rear axle settings

The following can be set:

● Left camber
● Right camber
● Left toe
● Right toe
● Total toe
● Camber difference

On torsion beam axles like, for example, on the Polo,

individual adjustments cannot be made. The readings
can be averaged out by shifting the axle.

S448_057

Adjustment work – front axle settings

The following can be set:

● Left camber
● Right camber
● Left toe
● Right toe
● Total toe

S448_059

36
Final measurement
The final measurement should be carried out in the
same way as the initial measurement.

The alignment report is displayed at the end of the

final measurement.

If all readings from the final measurement are within

the permitted tolerances, an alignment report can
then be printed and the wheel alignment can be
ended on this vehicle.

S448_061

Before the final measurement, all loosened screw connections

on the axles should be tightened to the specified torques.

Alignment report
The customer and vehicle data is shown at the top of
the alignment report.

In the lower section, you will see the specified data

related to the readings from the initial and final
measurement.

S448_072

37
 Using Wheel Alignment Stands for Other Systems

Driver assistance systems

Driver assistance systems provide physical and psychological support for the driver.
As ever, the driver is solely responsible for his vehicle and its performance.

Lane departure warning system

If a vehicle is equipped with the lane departure Calibration board for warning system – VAS 6430/4
warning system, the system’s camera may need to be
re-calibrated after wheel alignment.

This is absolutely necessary if the toe or camber of the

rear axle has been adjusted.
Adjusting the settings on the rear axle also changes
the thrust axis of the vehicle.

The setting device VAS 6430 is used to calibrate the

warning system camera. It is positioned in front of the
vehicle at a right angle to the thrust axis with the help
of the wheel alignment system.
The setting device comprises different components
and is also used to calibrate the ACC system, for
example.
S448_105
Setting device VAS 6430/1

The steps for the calibration process are listed in the wheel alignment
computer software.

You will find detailed information on the warning system in self-study

programme no. 418 “The Lane Departure Warning System”.

38
Adaptive Cruise Control – ACC
If the vehicle is equipped with the adaptive cruise
control system (ACC), the radar sensors used by the
system may need to be re-calibrated after wheel
alignment.

This is absolutely necessary if the rear axle toe has

been adjusted during the wheel alignment. You will
need the setting device VAS 6430 to calibrate the
radar sensor.

S448_115
Setting device VAS 6430
You will find detailed information on the adaptive
cruise control system in self-study programme no. 470
“The Touareg 2011 Electrical/Electronics System”.

Rear view camera –

reversing camera system
If a vehicle is equipped with the rear view system, the
system’s camera will need to be re-calibrated if the
toe or camber settings of the rear axle have been
adjusted during wheel alignment.

The calibration unit VAS 6350 is used to calibrate the

rear view camera.

Adjusting the settings on the rear axle also changes

the thrust axis of the vehicle. The optimum scanning
area of the rear view camera depends on the thrust
axis.
S448_116

Calibration unit VAS 6350

You will find detailed information on the reversing camera system

in self-study programme. 407 “Reversing Camera System”.

39
 Axles

Types of axle
The following are some examples of the types of axle used by Volkswagen.

McPherson strut front suspension on Golf 2004

● Toe adjustable
● Camber not adjustable, can be influenced by centring the axle

S448_006

Four-link rear axle on Golf 2004

● Toe and camber separately adjustable

S448_007

40
Torsion-beam rear axle on Polo 2010
● Cannot be adjusted
● Can only be centred

S448_070

Four-link 4motion rear axle on Passat and Tiguan

● Toe and camber separately adjustable

S448_069

41
 Axles

Steel-spring suspension or air suspension on Touareg

The Touareg can be equipped either with a steel-spring suspension system or an air suspension system.
The illustrations show the version with air suspension.

Front axle

● Toe, camber and caster separately adjustable

S448_008

Rear axle

● Toe and camber separately adjustable

S448_106

42
Steel-spring suspension or air suspension on Phaeton
The Phaeton can be equipped either with a steel-spring suspension system or an air suspension system.
The illustrations show the version with air suspension.

Front axle

● Toe, camber and caster separately adjustable

S448_009

Rear axle

● Toe and camber separately adjustable

S448_107

43
 Flowchart

Flowchart for wheel alignment

(using example of Golf 2009)

Select vehicle Measure

Start Create job order data ride height

Preparation of
Initial measurement
wheel alignment

Measuring procedure Check camber of

front axle

Comparison of specified
and current values
Check toe of
front axle
Correction/adjustment

Check camber of
IMPORTANT rear axle

Check toe of
rear axle

Check toe of
End
front axle

Final measurement

44
Perform wheel rim run-out Rock Fit brake pedal
compensation vehicle actuator

No
Current reading Adjust
within tolerance? camber
Yes

No
Current reading Adjust
within tolerance? toe
Yes

No
Current reading Adjust
within tolerance? camber
Yes

Current reading No Adjust

within tolerance? toe
Yes

No
Current reading Adjust
within tolerance? toe

Yes

Tighten screw connections

to specified torque S448_110

45
 Notes

46
47
 448

© VOLKSWAGEN AG, Wolfsburg

All rights and rights to make technical alterations reserved.
000.2812.28.20 Technical status 02.2011

Volkswagen AG
Service Training VSQ-1
Brieffach 1995
38436 Wolfsburg

❀ This paper was manufactured from pulp that was bleached without the use of chlorine.