Audi TT 13 User Manual

Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
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Service

Workshop Manual

Audi 100 1991 ➤ , Audi 80 1992 ➤ ,

Audi A1 2011 ➤ , Audi A2 2001 ➤ ,
Audi A3 1997 ➤ , Audi A3 2004 ➤ ,
Audi A4 1995 ➤ , Audi A4 2001 ➤ ,
Audi A4 2008 ➤ ,
Audi A4 Cabriolet 2003 ➤ ,
Audi A5 Cabriolet 2009 ➤ ,
Audi A5 Coupé 2008 ➤ , Audi A6 1995 ➤ ,
Audi A6 1998 ➤ , Audi A6 2005 ➤ ,
Audi A8 1994 ➤ , Audi A8 2003 ➤ ,
Audi A8 2010 ➤ , Audi Cabriolet 1991 ➤ ,
Audi Q5 2008 ➤ , Audi Q7 2007 ➤ ,
Audi R8 2007 ➤ , Audi TT 1999 ➤ ,
Audi TT 2007 ➤

Wheels and tyres

Edition 02.2010

Service Department. Technical Information

Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Service

List of Workshop Manual Repair GroupsList of Workshop Manual
Repair GroupsList of Workshop Manual Repair Groups

Re pa ir G ro up

44 - Wheels, tyres, vehicle geometry

Technical information should always be available to the foremen and mechanics, because their
careful and constant adherence to the instructions is essential to ensure vehicle road-worthiness and
safety. In addition, the normal basic safety precautions for working on motor vehicles must, as a
matter of course, be observed.

All rights reserved.
No reproduction without prior agreement from publisher.

Copyright © 2010 Audi AG, Ingolstadt A00ARRA0020

Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...

Wheels and tyres - Edition 02.2010

Contents

44 - Wheels, tyres, vehicle geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1 Fitting wheels / tyres / tyre pressure monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.1 General information on wheels and tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.2 Exploded view of components for light alloy wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.3 Exploded view of components for PAX run-flat tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1.4 Instructions for changing/fitting wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

1.5 Tightening torques for wheel bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

1.6 Removing and fitting run-flat tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

1.7 Safety notes for run-flat tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

1.8 Conditions for fitting run-flat tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

1.9 Unseating run-flat tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

1.10 Removing run-flat tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

1.11 Fitting run-flat tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

1.12 Exploded view of tyre pressure monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

1.13 Changing a tyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

1.14 Removing and installing metal valve body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

1.15 Wheel electronics (TPM) - Beru system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

1.16 Wheel electronics (TPM) - Siemens system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

2 Tyre requirements and tyre maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

2.2 Requirements to be met by tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

2.3 Factors influencing the service life of a tyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

2.4 Tyre pressure (maintenance) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

2.5 Driving style . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

2.6 Measuring tread depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

2.7 Useful information regarding tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

2.8 Identification markings on the tyre sidewall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

2.9 Designations on sidewall of tyres with run-flat system (PAX) . . . . . . . . . . . . . . . . . . . . . . 28

2.10 Speed rating / maximum speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

2.11 Load rating code/load index (LI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

2.12 The valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

2.13 Tyre storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

2.14 Storing the tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

2.15 Tyre ageing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

2.16 Renewing tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

2.17 Care and maintenance of alloy wheel rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

2.18 Tyres with rim protectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

3 Tyre wear/ mileage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

3.1 General notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

3.2 Wear of high-speed tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

3.3 Evenly worn tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

3.4 One-sided wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

3.5 One-sided wear – adjustment error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

3.6 Wear in middle of tyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

3.7 Diagonal erosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

3.8 SA 18 - Wear; SA 11 - Adjustment error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

3.9 Running gear modifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

4 Tyre noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

4.1 General notes on tyre noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

4.2 Useful information regarding tyre noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

4.3 Saw-tooth wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

4.4 Flat spots (brake-flatting) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Contents i

Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...
Wheels and tyres - Edition 02.2010

5 Rough running caused by wheels/tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

5.1 Causes of rough running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

5.2 Flat spots caused by storage or handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

6 Balancing wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

6.1 General notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

6.2 Conducting a road test before balancing wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

6.3 Balancing wheels on stationary wheel balancing machine . . . . . . . . . . . . . . . . . . . . . . . . 45

6.4 Work sequence when balancing wheels and tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

6.5 Finish balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

6.6 Vibration control system VAS 6230 A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

6.7 Radial and lateral run-out on wheels and tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

6.8 Checking radial and lateral run-out of wheels and tyres on V.A.G 1435 . . . . . . . . . . . . . . 49

6.9 Checking radial and lateral run-out on wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

6.10 Matching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

7 Vehicle pulls to one side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

7.1 General notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

7.2 Remedies when vehicle pulls to one side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

7.3 Strategic rotation of wheels for non-directional tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

7.4 Strategic rotation of wheels for unidirectional tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

8 Tyre damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

8.1 General notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

8.2 Checking tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

8.3 Construction of belted radial tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

8.4 Torn tread . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

8.5 Radial depressions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

8.6 Impact damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

8.7 Cuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

8.8 Damage caused by foreign bodies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

8.9 Loss of air from tyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61

8.10 Damage occurring when fitting tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61

8.11 Bead damage caused by fitting machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62

8.12 Tyre pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

8.13 Tyre damage due to insufficient inflation pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

8.14 Slow loss of tyre pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

8.15 Temperature increase caused by insufficient inflation pressure . . . . . . . . . . . . . . . . . . . . 64

8.16 Tears in tyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

9 Vehicles with breakdown set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

9.1 Tyre sealant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

9.2 Removing a tyre from the rim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

9.3 Disposal of sealant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

9.4 Fitting a new tyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

10 Tyre pressure monitoring systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

10.1 Tyre pressure monitoring system with pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

10.2 Tyre pressure monitoring with wheel speed sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

11 Temporary spare wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

11.1 Notes on the use of temporary spare wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

12 Tyres with run-flat capability (PAX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70

12.1 Construction of tyres with run-flat capability (PAX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70

12.2 Codes and designations on tyres with run-flat capability (PAX) . . . . . . . . . . . . . . . . . . . . . . 72

12.3 Support ring on PAX wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

12.4 Dimensions and designations for PAX rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

12.5 Inflating tyres on PAX wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

12.6 Wheel alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

12.7 Repairing tyres with run-flat capability (PAX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

ii Contents

Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...

Wheels and tyres - Edition 02.2010

12.8 PAX tyres - assessing condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

12.9 Checking support ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

13 Self supporting tyres (SST) with run-flat capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

13.1 Design of an SST tyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78

13.2 Servicing tyres with run-flat capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

13.3 Renewing tyres/conditions for use of run-flat tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

Contents iii

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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...
Wheels and tyres - Edition 02.2010

iv Contents

Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...

Wheels and tyres - Edition 02.2010

44 – Wheels, tyres, vehicle geometry

1 Fitting wheels / tyres / tyre pressure

monitor

1.1 General information on wheels and tyres

The factory recommends using tyres of the same make, design
and tread pattern on all wheels.

Always renew the rubber valve when fitting a new wheel rim or
tyre.

Tyres are to be fitted with DOT mark facing outer side of wheel.
For tyres with directional tread pattern, this only applies to left side
of vehicle.

If the vehicle is fitted with tyres with a directional tread pattern,
the spare wheel should have a wheel/tyre combination for the
right-hand side of the vehicle.

1.2 Exploded view of components for light alloy wheels

Overview of light alloy wheel

Wheel change/wheel fitting instructions ⇒ page 4

1. Fitting wheels / tyres / tyre pressure monitor 1

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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...
Wheels and tyres - Edition 02.2010

1 - Tyre

2 - Valve

❑ Always renew
❑ Use only correct valves

as specified in ⇒ ETKA

3 - Wheel

❑ Observe the fitting in‐

structions ⇒ page 4

4 - Wheel bolt

❑ Observe the fitting in‐

structions ⇒ page 4

❑ Tightening torques for

wheel bolts

⇒ page 9

❑ Anti-theft wheel bolt

⇒ page 2

5 - Adapter for wheel bolt

❑ Attach to corresponding

wheel bolt ⇒ page 2

6 - Cap for wheel bolts

7 - Trim cap

8 - Wheel bolt

❑ Observe the fitting in‐

structions ⇒ page 4

❑ Tightening torques for

wheel bolts

⇒ page 9

9 - Adhesive balancing weights

❑ Not more than 60 g per‐

mitted per rim flange

❑ Remove dirt and grease

from wheel rim at bonding point
❑ Pull off backing foil
❑ Bond on balancing weights at surfaces provided for this purpose

Anti-theft wheel bolt

1 - Anti-theft wheel bolt

2 - Cover cap

3 - Adapter for wheel bolt

2 Rep. Gr.44 - Wheels, tyres, vehicle geometry

Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...

Wheels and tyres - Edition 02.2010

1.3 Exploded view of components for PAX run-flat tyres

1 - PAX tyre

2 - Support ring

3 - Wheel for PAX tyre

❑ Observe the fitting in‐

structions ⇒ page 4

4 - Wheel electronics

❑ All batteries must be re‐

newed together

❑ Remaining service life,

temperature and infla‐
tion pressure can be
read out via diagnosis
function with vehicle di‐
agnostic, testing and in‐
formation system ­VAS 5051-

5 - Metal valve body

❑ Use only correct valves

as specified in ⇒ ETKA

❑ Supplied as complete

unit

6 - Wheel bolt

❑ Observe the fitting in‐

structions ⇒ page 4

❑ Tightening torque for

wheel bolts

⇒ page 9

❑ Anti-theft wheel bolt

⇒ page 2

7 - Adapter for wheel bolt

❑ Attach to corresponding

wheel bolt ⇒ page 2

8 - Cap

❑ Attach to wheel bolt

9 - Two-piece wheel bolt

❑ Observe the fitting instructions ⇒ page 4
❑ Tightening torques for wheel bolts ⇒ page 9

10 - Trim cap

11 - Cap for wheel bolts

12 - Adhesive balancing weights

❑ Not more than 60 g permitted per rim
❑ Remove dirt and grease from wheel rim at bonding point
❑ Pull off backing foil
❑ Bond on balancing weights at surfaces provided for this purpose

1. Fitting wheels / tyres / tyre pressure monitor 3

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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...
Wheels and tyres - Edition 02.2010

1.4 Instructions for changing/fitting wheels

Note

The width across flats of the wheel bolt adapter supplied with the
vehicle can differ from that of the adapter in the workshop adapter
set.

Special tools and workshop equipment required

♦ Torque wrench -V.A.G 1332-

♦ Adapter set for tamper-proof wheel bolts -T10101-

♦ Adapter set for tamper-proof wheel bolts -T10101 A-

♦ Adapter set for tamper-proof wheel bolts -T40004-

4 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...

♦ Adapter set for tamper-proof wheel bolts -T40073-

♦ Wax spray -D 322 000 A2-

♦ Optimol TA paste -G 052 109 A2-

Wheel change

Caution

On vehicles with ceramic brakes the wheel must not be allowed
to drop onto the brake disc. This would cause irreparable dam‐
age to the disc. When removing or fitting a wheel, screw the
long assembly pin into the top wheel bolt hole (12 o'clock po‐
sition) in place of the wheel bolt, and screw the short pin into
one of the other holes to support the wheel. The wheel can then
slide along the assembly pins when fitting or removing it.

Wheels and tyres - Edition 02.2010

Note

♦

Raise vehicle only at jacking points provided.

♦

Do not use screwdriver to pry off trim caps on vehicles with
light-alloy wheels; always use special tool provided (puller
from vehicle tool kit).

♦

To slacken off wheel bolts, always use socket attachments of
the correct size. Worn socket attachments must not be re­used.

♦

Do not use impact wrenches for slackening off anti-theft wheel
bolts (lockable wheel bolts).

♦

Take care to keep wheel bolts clean.

DANGER!

Perform the checks and follow the instructions listed below.
This is important to ensure that the wheel bolts and the wheels
are properly secured.

Perform the following steps with the wheel rim removed.

1. Fitting wheels / tyres / tyre pressure monitor 5

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with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...
Wheels and tyres - Edition 02.2010

– Check that contact surfaces -arrows- on brake disc/wheel hub

or brake disc/brake drum and wheel (rim) are free of corrosion
and dirt.

– Remove any oil, grease and corrosion.

– Check that centring flange on wheel hub -arrow- is free of cor‐

rosion and dirt.

– Check that contact surfaces -arrow- on inside of wheel rim and

centring seat in rim are free of corrosion and dirt.

6 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...

– The convex seats in the holes for the wheel bolts on the rim

must be free of corrosion, dirt, oil and grease.

– Remove any oil, grease, dirt and corrosion and apply wax

spray -D 322 000 A2- around centring hole/flange to ensure
corrosion protection.

Note

♦

The wax spray must not come into contact with brake system
components.

♦

Any rust or dirt which drops between brake disc and wheel hub
on removal should be blown out with compressed air.

DANGER!

Wear safety goggles when working with compressed air.

The convex seats for the wheel bolts in the wheel rim and the

shoulders on the wheel bolts must be free from dirt and corrosion.

– If necessary, clean the seats for the wheel bolts in the rim using

a clean, lint-free cloth.

Wheels and tyres - Edition 02.2010

– Check that the wheel bolts and the threads in the wheel hub

are clean.

– Use a brass wire brush or similar to remove any dirt from the

shoulder and threads of the wheel bolts.

WARNING

Damaged or badly corroded wheel bolts must be renewed.

1. Fitting wheels / tyres / tyre pressure monitor 7

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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...
Wheels and tyres - Edition 02.2010

If lightly corroded wheel bolts are re-installed on the vehicle, clean
the threads and the shoulders on the bolt heads and grease the
surfaces in sliding contact using Optimol TA paste -G 052 109 A2­as follows (all vehicles except RS 2 and RS 4, Type 8D):

A - One-piece wheel bolt. Lightly grease thread -2- and shoulder

-1-.

B - Two-piece wheel bolt. Lightly grease thread -3-, and area be‐
tween bolt head contact surface -6- and back of convex washer

-5-. Do not apply grease to the convex surface -4- that bears
against the wheel rim.

Note

Use only Optimol TA paste -G 052 109 A2- . The paste must not
come into contact with parts of the brake system.

Only for RS 2 and RS 4 (Type 8D):

• Slightly corroded wheel bolts are not to be cleaned and
greased. They must always be renewed.

• Wheel bolts are always to be screwed in without grease.

All vehicles (continued):

– Check that wheel bolts can be screwed in easily by hand with‐

out using tools. When fitting the wheel, the bolts should screw
in easily over the full length of the threads.

– Make sure the holes in the hub align. The thread of the wheel

bolts must not contact the bore in the brake disc.

– If the thread of the wheel bolt touches the hole, turn the brake

disc relative to the wheel hub accordingly.

Fitting wheels:

♦ Position wheel on wheel hub and secure by hand with two op‐

posing wheel bolts.

♦ Screw in remaining wheel bolts by hand. They should screw

in easily. Make sure the bores are exactly centralised.

♦ If necessary lift the wheel slightly and tighten two wheel bolts

lightly by hand.

♦ When fitting the wheel, screw in all wheel bolts uniformly by

hand.

♦ Tighten the wheel bolts diagonally using, for example, a four-

arm wheel nut wrench, to about 30 Nm.

WARNING

Do not use an impact wrench to screw in the wheel bolts.

8 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...

– If necessary, take the weight off the wheel by lifting it slightly.

– Lower vehicle to floor and tighten all wheel bolts in diagonal

sequence to final specified torque ⇒ page 9 .

– Lower vehicle onto its wheels. ⇒ Running gear, front-wheel

drive and four-wheel drive; Rep. Gr. 44 ; Wheels, tyres, vehi‐
cle geometry

1.5 Tightening torques for wheel bolts

Model Type Tightening torque

RS 2 895 130 Nm
RS 4 8D 140 Nm

A1 8X 120 Nm
A2 8Z 120 Nm
A3 8P 120 Nm
S3 8P 120 Nm

A3 Cabriolet 8P 120 Nm

A4 8E 120 Nm
S4 8E 120 Nm

RS 4 8E 120 Nm
A4 B8 8K 120 Nm
S4 B8 8K 120 Nm

A4 allroad 8K 120 Nm

RS 4 B8 8K 120 Nm
A5 Coupé 8T 120 Nm
S5 Coupé 8T 120 Nm

A5 Sportback 8T 120 Nm

A5 Cabriolet 8F 120 Nm
S5 Cabriolet 8F 120 Nm

A6 4B / 4F 120 Nm

A6 allroad 4B / 4F 120 Nm

S6 4B / 4F 120 Nm

RS 6 4B / 4F 120 Nm

A8 4D / 4E / 4H 120 Nm
TT 8N / 8J 120 Nm
R8 42 120 Nm
Q5 8R 140 Nm

Q7 4L 160 Nm
Q7 - 12-cylinder 4L 160 Nm
PAX wheels, A6 4B / 4F 120 Nm
PAX wheels, A8 4D / 4E / 4H 140 Nm

A6 (Security) 4B / 4F 120 Nm
A8 (Security) 4D / 4E / 4H 140 Nm

All other Audi models

120 Nm

Wheels and tyres - Edition 02.2010

1. Fitting wheels / tyres / tyre pressure monitor 9

Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...
Wheels and tyres - Edition 02.2010

1.6 Removing and fitting run-flat tyres

Safety notes for run-flat tyres ⇒ page 10

Conditions for fitting run-flat tyres ⇒ page 10

Unseating run-flat tyres ⇒ page 12

Removing run-flat tyres ⇒ page 12

Fitting run-flat tyres ⇒ page 14

1.7 Safety notes for run-flat tyres

• Run-flat tyres must be installed and/or removed by specially
trained mechanics.

• The required special tools must be undamaged and in perfect
working order. For information on suitable additional tools and
materials, please contact the manufacturer of your tyre fitting
unit directly. For listed tyre fitting units with VAS numbers, the
additional tools and materials are available as recommended
accessories.

• Where applicable, use the assembly paste recommended by
the tyre manufacturer.

• The description of the procedures for removing and fitting tyres
may vary depending on the equipment manufacturer and type
of unit.

• The basic procedures for removing and fitting run-flat tyres are
described below. Before starting work on a tyre, it is important
to establish whether it is likely to be a run-flat tyre, and to follow
the correct procedures when removing or fitting it.

• You can identify run-flat tyres from any of the following abbre‐
viations: DSST, Euforia, RFT, ROF, RSC, SSR or ZP. These
abbreviations are located on the sidewall after the tyre desig‐
nation.

• Please always observe the instructions and warnings in the
following description.

• Check whether the tyre pressure sensor has to be renewed (if
fitted) ⇒ Vehicle diagnosis, testing and information system
VAS 5051.

Note

♦

Ensure that the tyre does not come into contact with the tyre
pressure sensor during removal and fitting work.

♦

When cleaning the wheel rim, the tyre pressure sensor must
not be allowed to come into contact with water and must not
be blown out with compressed air.

1.8 Conditions for fitting run-flat tyres

Allowing cold tyres to warm up to minimum fitting temperature

Note

This procedure also applies to ultra high performance tyres
(height/width ratio 45 % or less and speed symbol V or higher).

10 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...

WARNING

The fitting temperature of a tyre must not be less than 15 °C
and must not exceed 30 °C at the core.

• To prevent injury when fitting the tyre, the temperature of the
tyre (in particular the temperature of the upper sidewall and
upper bead inside the tyre) must be at least 15 °C.

• This internal temperature is referred to as the core tempera‐
ture.

• Since rubber is a poor heat conductor, a cold tyre must be
stored in a temperate environment until the internal rubber
layers have warmed up to at least 15 °C.

• The surface temperature of the tyre during the warm-up phase
is not indicative of the internal temperature.

• The quickest way for the tyres to absorb heat from the ambient
air is to allow the warm air to circulate around them freely. For
this purpose, they should be stored separately and NOT
stacked.

• Never use a heater or hot air blower to warm up the tyres, as
critical surface temperatures can build up extremely quickly.

• There is no way to heat the tyres without damaging them other
than using warm water or warm ambient air (max. 50 °C).

• If cold tyres (below 0 °C) are brought into a warm environment
(above 0 °C), a layer of frost will immediately form on the sur‐
face of the tyre. This layer of frost, which forms from the
condensation of moisture in the air, is a sign that the tyre is
rapidly absorbing heat from the ambient surroundings.

• When the layer of frost has thawed completely leaving a film
of condensate, you should wipe the tyre dry with a cloth to
prevent the evaporative cooling effect from slowing down the
warm-up process.

Warm-up times:

Wheels and tyres - Edition 02.2010

♦ Assuming a minimum room temperature of 19 °C and a tyre

temperature of 0 °C or higher, the tyre should be stored for at
least 2 hours.

♦ Assuming a minimum room temperature of 19 °C and a tyre

temperature of below 0 °C, the tyre should be stored for at
least 2.5 hours.

Recommendations for warm-up:

♦ Make it part of your routine job preparation to store the tyres

in the workshop 1 day before fitting them (if possible).

♦ Store the tyres as high up as possible on an insulated surface,

such as a wood pallet or similar.

♦ Keep the tyres separate so that the warm air can circulate

around them freely.

♦ Wipe off condensate.

♦ Never use a heater or hot air blower to warm up the tyres.

1. Fitting wheels / tyres / tyre pressure monitor 11

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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...
Wheels and tyres - Edition 02.2010

1.9 Unseating run-flat tyres

Caution

♦ Observe safety notes ⇒ page 10

– Release air from tyre by unscrewing nickel-plated valve core.

– When using a tyre fitting machine with bead breaker to unseat

the tyre, always make sure that the tyre valve/ tyre pressure
sensor -arrow- is on the opposite side to the bead breaker

-1-.

Apply the bead breaker not more than 2 cm away from the wheel
flange.

– Remove balancing weights and coarse dirt from wheel.

– Unseat both tyre beads all round and apply a generous

amount of tyre fitting lubricant between tyre and wheel flange

-arrow-.

1.10 Removing run-flat tyres

Caution

♦ Observe safety notes ⇒ page 10

12 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...

– Turn wheel on tyre fitting unit so that tyre valve/ tyre pressure

sensor -2- is in front of head of fitting unit -1-.

Caution

Maintain clearance -a- between head of fitting unit -1- and tyre
valve/tyre pressure sensor; otherwise the head will damage
the tyre pressure sensor .

– Position head of fitting unit -1- close to tyre valve/ tyre pressure

sensor so that tyre iron can be applied approx. 30° away from
tyre valve/ tyre pressure sensor -2-.

– Attach retainers -3- to wheel on opposite side to head of fitting

unit -1-.

– Now use tyre iron to lever bead over finger on head of fitting

unit. Remove tyre iron after doing so.

– Run tyre fitting unit in clockwise direction until upper bead is

completely over wheel flange.

Retainers -1- will be pushed against head of fitting unit. They can
then be easily removed.

Wheels and tyres - Edition 02.2010

– Turn wheel on tyre fitting unit so that tyre valve/ tyre pressure

sensor -2- is in front of head of fitting unit -1-.

Caution

Maintain clearance -a- between head of fitting unit -1- and tyre
valve/tyre pressure sensor; otherwise the head will damage
the tyre pressure sensor .

– Position head of fitting unit -1- close to tyre valve/ tyre pressure

sensor so that tyre iron can be applied approx. 30° away from
tyre valve/ tyre pressure sensor -2-.

– Now use tyre iron -3- to lever bead over finger on head of fitting

unit.

– Apply an additional plastic lever -4-.

– Remove tyre iron -3- again.

1. Fitting wheels / tyres / tyre pressure monitor 13

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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
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Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...
Wheels and tyres - Edition 02.2010

– Use plastic lever -1- to hold bead over wheel flange from out‐

side and run tyre fitting unit in clockwise direction until tyre has
been pulled completely off wheel flange.

Note

♦

Check tyre pressure sensor for loose or damaged parts. If
screw-on connections are loose, replace union nut, valve core,
seal, sealing washer and valve cap with new parts from repair
kit ⇒ Electronic parts catalogue “ETKA” .

♦

If tyre pressure sensor is damaged, renew it completely.

1.11 Fitting run-flat tyres

Caution

♦ Note conditions for minimum fitting temperature

⇒ page 10

♦ Observe safety notes ⇒ page 10

– Apply a generous amount of tyre fitting lubricant to wheel

flanges, tyre beads and area inside upper tyre beads.

– Turn wheel on tyre fitting unit so that tyre valve/ tyre pressure

sensor -1- is on opposite side to head of fitting unit -2-.

– Run tyre fitting unit in clockwise direction.

– Stop fitting lower bead before tyre valve/ tyre pressure sensor

-arrow- reaches tool; otherwise tyre pressure sensor will be
damaged.

Tyre bead will now slip over wheel flange. Make sure that tyre
fitting unit stops turning wheel before tyre valve/ tyre pressure
sensor -arrow- reaches head of fitting unit.

14 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
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Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...

– Turn wheel on tyre fitting unit so that tyre valve/ tyre pressure

sensor -1- is on opposite side to head of fitting unit -2-.

– Attach retainers -3- to wheel.

– Ensure that tyre bead is seated correctly on head of fitting unit

and run tyre fitting unit in clockwise direction.

– Stop fitting upper bead before tyre valve/ tyre pressure sensor

-arrow- reaches tool; otherwise tyre pressure sensor will be
damaged.

Tyre bead will now slip over wheel flange. Make sure that tyre
fitting unit stops turning wheel before tyre valve/ tyre pressure
sensor -arrow- reaches head of fitting unit.

– Remove retainers from wheel flange.

– Inflate tyre to max. 3.3 bar (bead seating pressure).

Caution

Wheels and tyres - Edition 02.2010

Do not continue inflating the tyre if the beads do not make full
contact at the edge of the wheel.

The tyre or wheel will otherwise be damaged.

– If tyre beads do not make full contact at edge of wheel, release

air from tyre, press off tyre bead again and apply another gen‐
erous coating of tyre fitting lubricant to wheel flange.

– Inflate tyre to max. 3.3 bar (bead seating pressure).

– Once tyre beads have made proper contact with bead seats,

increase inflation pressure to 4 bar to seat the tyre.

– Screw in a new nickel-plated valve core and inflate tyre to

specified pressure.

– Then balance the wheel.

– Fit wheel to vehicle and tighten to specified torque.

1.12 Exploded view of tyre pressure monitor

Wheel electronics (Beru system) ⇒ page 20

Wheel electronics (Siemens system) ⇒ page 21

Direct measuring systems according to vehicle type

⇒ page 18

Indirect measuring systems according to vehicle type

⇒ page 18

1. Fitting wheels / tyres / tyre pressure monitor 15

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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...
Wheels and tyres - Edition 02.2010

Note

The marking on the wheel electronics indicates which system is
installed.

1 - Metal valve body

❑ Use only correct valves

as specified in ⇒ ETKA

❑ Supplied as complete

unit

❑ Always renew valve

core when changing
tyre

❑ Removing and installing

⇒ page 18

2 - Valve core

3 - Seal

❑ Removing and installing

⇒ page 18

Note

4 - Rim

❑ All models: 4 Nm
❑ Removing and fitting

tyre ⇒ page 17

Removing run-flat tyres

⇒ page 12

5 - Wheel electronics

❑ All batteries must be re‐

newed together

❑ Remaining service life,

temperature and infla‐
tion pressure can be
read out via diagnosis
function with vehicle di‐
agnostic, testing and in‐
formation system ­VAS 5051B- or -

VAS 5052­❑ Installing wheel electronics (Beru system) ⇒ page 20
❑ Installing wheel electronics (Siemens system) ⇒ page 21

Note

WARNING

After using tyre sealant,
the wheel electronics on
the affected wheel must
be renewed.

16 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...

WARNING

The wheel electronics
must be renewed if dam‐
aged.

6 - Micro-encapsulated bolt

Note

All models: 4 Nm

❑ Renew bolt
❑ Replacement part only available together with wheel electronics
❑

7 - Union nut

❑ Removing and installing ⇒ page 18
❑ Tightening torque ⇒ page 18

8 - Chamfered washer

Wheels and tyres - Edition 02.2010

1.13 Changing a tyre

The valve core must always be renewed if a tyre is changed.

The metal valve and the wheel electronics can be reused.

– Release air from tyre by unscrewing nickel-plated valve core.

– Remove tyre ⇒ page 17

Removing run-flat tyres ⇒ page 12

– Perform visual inspection to check for loose or damaged com‐

ponents. Renew complete valve assembly if attachment points
are loosened/detached.

Note

Always renew damaged wheel electronics.

Removing tyre

Roll off or unseat tyre.

When using an unseating tool, first press off the tyre on the side

opposite the valve.

Unseating tools must not be used in hatched area -a-.

– Position head of installing tool close to valve so that tyre iron

can be applied approx. 30° -b- away from valve.

– Then pull off the tyre in the valve area first.

Fitting run-flat tyres ⇒ page 14

1. Fitting wheels / tyres / tyre pressure monitor 17

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with respect to the correctness of information in this document. Copyright by AUDI AG.

Audi 100 1991 ➤ , Audi 80 1992 ➤ , Audi A1 2011 ➤ , Audi A2 2001 ➤ , A ...
Wheels and tyres - Edition 02.2010

Fitting tyre

Unseating tools must not be used in valve area.

– Position wheel electronics approx. 180° opposite head of in‐

stalling tool.

– Press tyre into well base approx. 90° in front of installing tool

-arrow-.

– Screw in new nickel-plated valve core.

– Fit tyre.

– Inflate tyre and screw plastic cap back on.

– Balance tyre.

– Fit wheel.

1.14 Removing and installing metal valve body

Special tools and workshop equipment required

♦ Torque wrench -V.A.G 1410- and tool insert -V.A.G 1331-

(11 mm)

– Push metal valve with rubber seal through the rim from the

inside.

– Fit the chamfered washer and union nut from outside and

screw in by hand.

– Tighten union nut.

Tightening torque of union nut

Model,

System Country Nm

type

A8, 4D Direct measurement,

A8, 4E Direct measurement,

A6, 4B Direct measurement,

A6, 4F Direct measurement,

RS 6, 4F Direct measurement,

Q7, 4L Direct measurement,

Q7, 4L -

Direct measurement,

12-cylin‐

Beru

Beru

Beru

Beru

Beru

Beru

Beru

1)

1)

1)

1)

1)

1)

1)

USA and Rest of

World

USA and Rest of

World

USA and Rest of

World

USA and Rest of

World

USA and Rest of

World

USA and Rest of

World

USA and Rest of

World

4 Nm

4 Nm

4 Nm

4 Nm

6 Nm

4 Nm

4 Nm

der

18 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
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Wheels and tyres - Edition 02.2010

Model,

System Country Nm

type

R8, 42 Direct measurement,

TT, 8J Direct measurement,

Siemens

TT, 8J

Indirect measurement

A3, 8P Direct measurement,

Siemens

A3, 8P

Indirect measurement

A4, 8E Direct measurement,

A4, 8K Direct measurement,

Siemens

A4, 8K

Indirect measurement

A5, 8T Direct measurement,

Siemens

A5, 8T

Indirect measurement

S5, 8T Direct measurement,

Siemens

S5, 8T

A5 Cab‐

riolet, 8F

A5 Cab‐

Indirect measurement

Direct measurement,

Siemens

Indirect measurement

riolet, 8F

Q5, 8R Direct measurement,

Siemens

Q5, 8R

Indirect measurement

1)

Beru

1)

1)

1)

Beru

1)

1)

1)

1)

1)

USA and Rest of

World

USA 8 Nm

2)

Rest of World ------

USA 8 Nm

3)

Rest of World ------

USA and Rest of

World

USA 8 Nm

2)

Rest of World ------

USA 8 Nm

2)

Rest of World ------

USA 8 Nm

2)

Rest of World ------

USA 8 Nm

2)

Rest of World ------

USA 8 Nm

2)

Rest of World ------

6 Nm

4 Nm

All other models: 4 Nm

1) Tyre pressure monitoring (TPM): direct measurement. Wheel electronics fitted
at metal valve on wheel; values for pressure and temperature periodically trans‐
mitted to vehicle and evaluated.

2) Tyre monitor display (TMD+): indirect measurement. No electronic components
installed in wheel. Rolling circumference and vibration characteristics of the indi‐
vidual wheels are compared by analysing signals from ABS sensors. A loss of tyre
pressure is diagnosed indirectly. The speed and vibration characteristics of the
wheel change in the event of a drop in the inflation pressure.

3) Tyre monitor display (TMD): indirect measurement. No electronic components
installed in wheel. Rolling circumference of the individual wheels is compared by
analysing signals from ABS sensors. A loss of tyre pressure is diagnosed indi‐
rectly. The speed of the wheel changes in the event of a drop in the inflation
pressure.

1. Fitting wheels / tyres / tyre pressure monitor 19

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Wheels and tyres - Edition 02.2010

– Use a suitable tool -1- (e.g. ∅ 2 mm drill bit) to prevent turning.

1.15 Wheel electronics (TPM) - Beru system

View of Beru system

WARNING

After using tyre sealant, the wheel electronics on the affected
wheel must be renewed.

WARNING

The wheel electronics must be renewed if damaged.

– Press wheel electronics -1- against base of rim.

– Working from behind valve, secure wheel electronics to valve

using micro-encapsulated bolt ⇒ Item 6 (page 17) .

Note

♦

Tighten micro-encapsulated bolt to 4 Nm on all models.

♦

Renew micro-encapsulated bolt.

Special tools and workshop equipment required

20 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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♦ Torque wrench -V.A.G 1410- and tool insert -V.A.G 1410/1-

Tightening torque for all models: 4 Nm

1.16 Wheel electronics (TPM) - Siemens sys‐
tem

WARNING

After using tyre sealant, the wheel electronics on the affected
wheel must be renewed.

Wheels and tyres - Edition 02.2010

♦ A micro-encapsulated bolt is not used in conjunction with the

Siemens wheel electronics.

♦ A union nut ⇒ Item 7 (page 17) is used to hold the wheel elec‐

tronics in position in the rim.

♦ The metal valve body acts as an antenna.

♦ Connection between metal valve body and wheel electronics

must not be interrupted.

WARNING

When pressing wheel electronics against base of rim, counter­hold metal valve by hand from opposite side. Connection be‐
tween metal valve and wheel electronics must not be
interrupted or broken. The wheel electronics must be renewed
if damaged.

– Press wheel electronics against base of rim.

– Fit union nut to metal valve and tighten to secure wheel elec‐

tronics ⇒ page 18 .

1. Fitting wheels / tyres / tyre pressure monitor 21

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Wheels and tyres - Edition 02.2010

2 Tyre requirements and tyre mainte‐

nance

2.1 Introduction

The purpose of this revised information is to supplement your ex‐
isting knowledge and experience.

Our customers should always receive competent and plausible
answers to their questions regarding “wheels and tyres”.

By providing this information we want to help you make reliable
and safe assessments when dealing with tyre damage and rela‐
ted problems.

In this chapter you will learn more about tyres and wheels/rims.

Tyres are high-tech products that are especially adapted to the
requirements of modern vehicles.

As with all highly developed technical products, tyres require
proper care, maintenance and service. This is essential to ensure
safety, performance and comfort for the entire service life of the
tyre.

Tyres are constantly being further developed. Quality tyres are
the result of modern design methods and production processes,
as well as continuous quality checks. All tyres that are approved
by Audi have been tested by the technical development depart‐
ment and have been designed specifically for each model in
collaboration with the tyre manufacturers.

For this reason, we recommend only fitting tyres approved by Au‐
di and made by recommended manufacturers.

Vehicle safety is the top priority. An ideal safety compromise has
to be achieved, taking into account the various conditions in which
the tyres are used:

• Different speed ranges

• Winter and summer driving conditions

• Wet and dry roads

etc.

Every tyre is subjected to a wide range of different driving condi‐
tions over its entire service life. It is therefore important that the
basic requirements for ensuring optimum tyre performance are
met.

Proper wheel alignment is very important for ensuring the maxi‐
mum service life of the tyre. The wheel alignment must always be
within the specified tolerance range.

Note

Tyre damage and related problems can have various causes. It
is therefore very important that you can determine whether the
problem has been caused by the tyre or by other components.

The tyre properties change as a result of normal tyre wear. Rolling
noises or rough running can be the result of such wear. These are
simply the symptoms of normal wear and tear and do not consti‐
tute damage in the sense of the tyre being defective. You can take
measures to eliminate the symptoms at least to some degree.

22 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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However, in some cases it may not be possible to eliminate tyre
noise completely.

2.2 Requirements to be met by tyres

A - Wet braking properties

B - Driving comfort

C - Steering accuracy

D - Driving stability

E - Tyre weight

F - Life expectancy

G - Rolling resistance

H - Aquaplaning

The pie chart illustrates to what extent the tyre meets the various
requirements. The tyre in this example (with its specific structure
and rubber composition) would meet the requirements listed
above (A to H) to the extent indicated by the size of the segments
of the pie.

Improving performance in one segment would result in poorer
performance in the other segments.

Example:

An improvement in wet braking properties -A- leads to a reduction
in driving comfort -B-, rolling resistance -G- and life expectancy

-F-.

The life expectancy of a car tyre depends not only on the rubber
composition and design of the tyre. The conditions of operation,
the type of vehicle and the style of driving also have a significant
influence on its mileage performance.

Modern vehicles enable comfortable and economic driving, but
also a more "sporty" driving style. Mileage performance of the
tyres can vary from approx. 5,000 to 40,000 kilometres or more.

Wheels and tyres - Edition 02.2010

Note

The driving style is the most important influencing factor as re‐
gards the service life of a tyre.

2.3 Factors influencing the service life of a tyre

The following factors influence the service life of a tyre to varying
degrees.

♦ Speed

♦ Braking

♦ Acceleration

♦ Cornering

♦ Driving style

♦ Maintenance

♦ Tyre pressure

Environment:

♦ Road surface

2. Tyre requirements and tyre maintenance 23

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Wheels and tyres - Edition 02.2010

♦ Ambient temperature / climate

Vehicle:

♦ Weight

♦ Tyre pressure

♦ Dynamic toe and camber settings

Tyre use:

Speed range, wet or dry

Tyre type:

Winter/summer

2.4 Tyre pressure (maintenance)

The weight of the vehicle causes the tyre contact area to flatten.
This in turn causes the running surface and the entire ply of the
tyre to be continually deformed when a tyre is rolling. If the tyre is
underinflated, the amount of flex is higher, resulting in a greater
increase in heat and increased rolling resistance. This then leads
to increased wear and poses a greater safety risk.

Example: Specified standard tyre pressure with cold tyres, ac‐
cording to vehicle load

Tyre pressure (bar) Tyre pressure (%) Tyre life (%)

2.3 100 100

1.9 80 85

1.4 60 60

1.0 40 25

If tyre pressure is too high, this will result in poor rolling comfort
and increased wear across the centre of the tread. We recom‐
mend to always observe the tyre pressures specified by the
manufacturer.

Diagram 1:

Tread depth versus tyre life for vehicles with front-wheel drive and
V-rated tyres

P - Tread depth

S - Mileage covered

1 - Front axle

2 - Rear axle

24 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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Diagram 2:

Tread depth versus tyre life for vehicles with four-wheel drive and
V-rated tyres

P - Tread depth

S - Mileage covered

1 - Front axle

2 - Rear axle

Note

♦

The diagrams shown are not applicable in all cases.

♦

They are merely intended to give an idea of the wear rates of
tyres on the front and rear axles and with front-wheel drive and
four-wheel drive.

♦

The tyre service life may differ significantly, depending on op‐
erating conditions and running gear.

Diagrams -1- and -2- show that the tread on a new tyre wears
faster than the tread on a heavily used tyre. As the wear curve is
not linear, it is not possible to estimate the tyre service life on the
basis of wear after the first 5,000 km.

On front-wheel drive vehicles, the front tyres not only have to
transmit the steering and driving forces, but also the greater part
of the lateral and braking forces. This causes the front tyres on
front-wheel drive vehicles to wear much faster than the rear tyres.
Even tyre wear can be achieved by rotating (interchanging) the
front and rear tyres on a regular basis. Rotating wheels

⇒ page 33 .

Wheels and tyres - Edition 02.2010

2.5 Driving style

1. Constant driving speed, no deceleration or acceleration.

Example:

Speed (km/h) Wheel slip Wear

100 1 1
180 3 9

2. Braking

Most wear is caused during braking.

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

Braking dis‐
tance (m)

Vehicle allowed to roll to a stop 0 0
100 0.1 g 4 1
50 0.2 g 8 4

12.5

4) g = gravitational acceleration: 9.81 m/s

5) A deceleration of 0.4 g corresponds to heavy braking.

3. Acceleration (driving style)

Slip caused when driving off gently is approximately the same as
that caused when driving at a constant speed of 100 km/h.

Lateral acceleration

6)

in g

5)

0.4 g

2

Wheel slip Wear

32 2000-3000

2. Tyre requirements and tyre maintenance 25

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Example:

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Wheels and tyres - Edition 02.2010

Wheel slip Wear

Driving off gently 1-2 1
Driving off normally 7-8 5
Driving off with

20 or more 100-200

wheels spinning

Cornering (driving style)

A “sporty” driving style and driving at higher speeds also cause
greater wear when driving through corners.

In practice, this means that wear is increased 16-fold when the
cornering speed is doubled. This is the price that has to be paid
for going faster.

Example: Driving through a corner with a radius of 150 m.

Speed (km/h) Lateral acceleration

in g

6)

Wear

50 1 = 0.13 g 1
80 2.5 = 0.33 g 6.5
100 4 = 0.53 g 16

6) g = gravitational acceleration: 9.81 m/s

2

2.6 Measuring tread depth

Note

♦

The tread depth is measured in the main tread channels.

♦

Do not measure at the TWIs (Tread Wear Indicators).

Measure the tread depth in the main tread channel, at the points
where the tyre is worn most heavily. The main tread channels can
be identified by the TWIs (tread wear indicators). The position of
the TWI indicators is marked at various points on the sidewall of
the tyre. The bars of the TWI have a height of 1.6 mm. This is the
minimum tread depth required by German law.

Different values may apply in other countries.

The TWI indicators must not be included in the measurement.
Tread depth should always be measured at the deepest point of
the tread channel.

A - TWIs (tread wear indicators) in main tread channel. These
indicators are marked at 6 points around the tyre sidewall.

B - -P- is the depth of the main tread channel

26 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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Tread wear indicator ­TWI

TWIs7) are marked at 6 points on the circumference of the side‐
wall.

7) TWI = tread wear indicator

2.7 Useful information regarding tyres

2.8 Identification markings on the tyre side‐
wall

Example: Dunlop SP Sport 9000

1 - Size: 215/55 ZR16

❑ Designations on PAX

tyres ⇒ page 28

2 - Manufacturer (trade name)

3 - Tread designation

4 - Code for tubeless tyres

5 - Radial-ply tyre construction
(radially oriented fibres in car‐
cass)

6 - Notes for versions with “rim
protection”

7 - Date of manufacture - see
Tyre ageing

❑ ⇒ page 32

Wheels and tyres - Edition 02.2010

Note

8 - E number = Approval num‐
ber. Tyre complies with Euro‐
pean Directives/Regulations

❑ European Directives/

Regulations ECE-R30,
EEC92/93 or ECE - R
117

Note

9 - Country of manufacture ­Made in Germany.

10 - Manufacturer's internal
tread code

11 - Department of Transpor‐
tation - the tyre conforms to the
U.S. Department of Transportation guidelines

12 - Example: Dunlop SP Sport 9000

DOT- Code ID number for manufacturer's plant, tyre size and tyre model

2. Tyre requirements and tyre maintenance 27

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Wheels and tyres - Edition 02.2010

13 - Maximum permissible load (load index) and maximum permissible inflation pressure

❑ Table ⇒ page 29

Note

14 - Number of plies in the centre of the tread and in the sidewalls and information about the material

15 - Position of TWIs (Tread Wear Indicators)

❑ ⇒ page 27 .

16 - Tread wear index - resistance to abrasion - based on US standard test

17 - Traction rating - evaluation of wet braking capacity A, B or C according to US test

18 - Temperature rating - evaluation of temperature rating A, B or C according to US test

19 - Safety notes for use or fitting of tyre

20 - Reference to ultra lightweight tyre construction, tyres are up to 30% lighter

21 - Specified direction of rotation for tyre

22 - Inmetro designation, required only for Brazil

Note

An additional designation required by Audi, e.g. “R01” may also
appear on the sidewall. These designations appear on tyres ap‐
proved by Audi and specially matched to particular Audi models.

Note

♦

Tyres which comply with EU Regulation ECE - R117 (new road
noise limits for tyres) also carry the marking “S” (for Sound) on
the sidewall.

♦

For passenger car tyres with a cross sectional width of up to
185 mm: from October 1, 2009 onwards

♦

For passenger car tyres with a cross sectional width of be‐
tween 185 mm and 215 mm: from October 1, 2010 onwards

♦

For passenger car tyres with a cross sectional width of over
215 mm: from October 1, 2011 onwards

Self supporting tyres (SST) and PAX tyres with run-flat capability
have a special marking on the tyre sidewall which differs accord‐
ing to manufacturer.

2.9 Designations on sidewall of tyres with run-flat system (PAX)

Summer tyres up to

240 km/
h

Winter tyres up to

160 km/

Winter tyres up to

h

190 km/
h

1 2 3 4 5 6 7

195 65 R 15 91 V

195 65 R 15 91 Q M+S

195 65 R 15 91 T M+S

28 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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Wheels and tyres - Edition 02.2010

High-speed tyres faster

1 2 3 4 5 6 7

225 50 ZR 16 19 Z
than 240
km/h

1 - Tyre width

2 - Tyre height to width ratio in %

3 - Code for tyre type “R” indicates radial

4 - Rim diameter designation

5 - Load rating code

6 - Speed rating code

7 - Winter tyre/code for all-season tyre

2.10 Speed rating / maximum speed

Code on sidewall Maximum permissible speed

for tyre in 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 above 240

2.11 Load rating code/load index (LI)

The load rating can be found on the sidewall of the tyre. It provides
information about the maximum load that the tyre can bear.

The load rating is included in the size designation of the tyre (e.g.
195 R 15 91 H). It is indicated on the tyre as a code according to
ETRTO. The following table shows the load rating codes used at
VW/Audi with the corresponding load capacity of the tyres.

Load rating code Maximum load of tyre in kg

76 400
77 412
78 425
79 437
80 450
81 462
82 475
83 487
84 500

2. Tyre requirements and tyre maintenance 29

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Wheels and tyres - Edition 02.2010

Load rating code Maximum load of tyre in kg

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

30 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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2.12 The valve

1 - Valve body

2 - Valve core

3 - Valve cap

1. Valve body

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

In the case of valves with a threaded metal base, a rubber seal is
used to seal the rim. The lateral faces of the rim hole are sealing
surfaces. They must therefore be free of rust and dirt and must
not be damaged.

2. Valve core

The valve core fulfills the most important task in the valve; it acts
as a seal and enables you to adjust the inflation pressure. The
small flat seal on the valve core can only function correctly if it is
free of foreign particles, dirt and moisture.

3. Valve cap

A valve cap must always be screwed onto the valve. It prevents
dirt from getting into the valve. Dirt in the valve could reach the
seal on the valve plunger when the tyre is inflated and lead to
leakage.

The valve must be renewed every time a new tyre is fitted.

If the vehicle is driven without caps on the valves, there is the
danger that dirt may get into the valve. This leads to a gradual
loss of air, which in turn can lead to the destruction of the tyre

⇒ page 27 .

Wheels and tyres - Edition 02.2010

Note

Please note: The valve cap must be fitted tightly to ensure air­tight sealing.

2.13 Tyre storage

Storage area:

Rooms used for storing tyres must be

• dark

• dry,

• cool,

• well ventilated.

Stored tyres must not come in contact with fuel, oil, grease or
chemicals under any circumstances. Otherwise, the material in
the tyre will be damaged by chemical reactions which are not al‐
ways visible.

As a result, dangerous situations can occur when the car is driven.
Of course, tyre damage occurs only if the tyre is in contact with
the chemical for a relatively long time. If a few drops of petrol drip
onto the tyre while you are filling the tank, this is of no concern.

2.14 Storing the tyres

Complete wheels

2. Tyre requirements and tyre maintenance 31

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Wheels and tyres - Edition 02.2010

Tyres mounted on wheels can be stored flat, stacked one upon
the other. The inflation pressure should be increased to a maxi‐
mum of 3 bar.

Tyres without wheels

Tyres without wheels are best stored standing vertically. If tyres
are stacked flat for a long period of time, they will be pressed
together quite considerably. They will then be more difficult to fit,
as the tyres do not sit on the bead seats. If tyres are stored stand‐
ing vertically, it is recommended to turn them every 14 days to
avoid flat spots.

2.15 Tyre ageing

Tyres age as a result of physical and chemical processes where‐
by the function can be impaired. Tyres which are stored for long
periods of time harden and become brittle faster than tyres which
are constantly in use on a vehicle. Older tyres may develop hair‐
line cracks as a result of ageing. When tyres are in regular use,
the constant flexing activates softeners in the rubber, preventing
hardening and the development of cracks.

It is therefore important to not only take into account the tread
depth, but also the age of spare tyres, stored tyres and tyres which
are not permanently in use. The tyre age can be seen on the DOT
designation, which includes the production date of the tyre.

Example of a DOT number:

DOT ...... 5 0 0 2 <

In this example, the production date is the 50th week of 2002 (the
DOT number had 3 digits up to December 31, 1999).

Recommendation:

♦ We recommend that you only use tyres which are older than

6 years in emergencies and make sure you then drive with
great caution.

♦ When new tyres are fitted, the spare tyre may also be used if

it is in perfect condition and not more than 6 years old. The
age of the tyre has a great influence on the high-speed capa‐
bility of the tyre. It is possible to combine a spare tyre which is
several years old with new tyres, however, this can have an
adverse influence on car handling.

♦ Tyres are constantly being further developed, which can lead,

for example, to slight changes in the rubber compound, even
if the tyres are of the same make, size and tread pattern.

♦ For reasons of safety, tyres of the same make and with the

same tread pattern should be mounted on one axle. All Audi
and VW vehicles are factory-fitted with four identical tyres and
wheels.

♦ Vehicles with four-wheel drive must always be equipped with

four wheels with tyres of the same size, construction, tread
pattern and make.

Calendar week

Year of manufac‐

ture

Stands

for 2002

2.16 Renewing tyres

Tyres must always be renewed when:

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

32 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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• there is visible mechanical damage

• the tyres are more than 6 years old.

2.17 Care and maintenance of alloy wheel rims

Regular care is required to maintain the decorative appearance
of alloy wheels over a long period of time.

In particular road salt and dust from brake abrasion must be thor‐
oughly washed off every 2 weeks; otherwise the finish of the alloy
wheel will suffer.

Suitable cleaning agents:

♦ Plain water or water with soft soap

♦ Water and essence of vinegar

♦ Alloy wheel cleansers without acids or strong solvents

Do not exceed the soaking time of the cleaning agent.

The shorter the recommended soaking time, the stronger and
more aggressive the cleaning agent.

If the finish is damaged, for example by stones, the damage must
be repaired as quickly as possible.

Removing adhesive residue from glued balance weights on alloy
rims:

♦ Strong solvents and acids attack the finish on alloy wheels and

the surface of the wheel becomes matt and milky. These sub‐
stances should therefore not be used.

♦ To remove adhesive residue on alloy wheels, use alloy cleans‐

ers or a petrol-based cleanser. Do not exceed the soaking time
of the cleaning agent.

♦ After cleaning or removing adhesive residue from wheels,

rinse them with water.

Rotating wheels:

♦ Vehicles with front-wheel drive exhibit more tread wear on the

front wheels due to the greater forces they have to transmit.

♦ In order for all 4 wheels on the vehicle to have the same serv‐

ice life, we recommend rotating the front and rear wheels/
tyres.

♦ Ensure that uni-directional tyres are not reversed.

♦ The longer the tyre runs at one position, the more it wears at

certain points. It is therefore advisable to rotate the wheels at
short intervals, for example every 5,000 km.

♦ Diagonal rotation is possible only with non-directional tyres.

This wheel rotation method is especially advantageous in the
case of saw-tooth wear. For more information on saw-tooth
wear, refer to ⇒ page 40 .

Wheels and tyres - Edition 02.2010

♦ If saw-tooth wear has already progressed and the tread is

worn by more than 50%, only slight improvements would be
achieved and rotation is not recommended. The elasticity of
the tread blocks declines and the saw-tooth wear does not
progress.

2.18 Tyres with rim protectors

The tyre industry produces tyres with rim protectors for light alloy
wheels. The rim protectors are intended to protect the light alloy
wheels against damage due to kerbing.

2. Tyre requirements and tyre maintenance 33

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Wheels and tyres - Edition 02.2010

A combination of a tyre with rim protector, a steel rim and a full­size wheel cover can lead to the loss of the wheel cover while the
vehicle is in motion. The wheel cover becomes unseated due to
the flexing of the tyre.

WARNING

When fitting tyres on steel rims, make sure not to use tyres
which have rim protectors.

The illustration shows the inadmissible combination of steel rim,
full-size wheel cover and a tyre with rim protector.

A - Rim protector

B - Flange of a steel rim

C - Full-size wheel cover

WARNING

This combination must not be fitted!

34 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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3 Tyre wear/ mileage

3.1 General notes

A tyre has to meet numerous requirements. Refer to items A to H
in the list below.

Different types of tyres meet these requirements to varying de‐
grees.

Depending on the conditions in which the tyres are used and on
the type of vehicle, some requirements will be more important
than others.

H, V, and Z tyres for “high-performance vehicles” are expected to
have good grip on wet and flooded roads. However, mileage per‐
formance cannot be as good for tyres of this type as it is, for
example, in the case of S or T tyres.

3.2 Wear of high-speed tyres

These tyres are designed for very high speeds. When developing
these tyres, good grip in wet conditions is the main objective. The
rubber compositions required in order to meet this objective do
not have the same wear resistance as T and H tyres for lower
speeds.

The life expectancy of high-speed tyres is therefore considerably
lower in comparable conditions of use.

Wheels and tyres - Edition 02.2010

3.3 Evenly worn tyres

The requirements to be met by tyres are increasing continuously.

This is caused by the following factors:

♦ increased vehicle weight

♦ high speeds

♦ high level of vehicle safety.

Greater loads on the tyre will, of course, lead to an increase in
tyre wear.

Driving style has a critical effect on tyre wear. For this reason,
customer claims regarding tyre wear on evenly worn tyres are not
covered by the warranty.

The effective service life of a tyre can only be determined when
the remaining tread depth has reached 2 mm (see diagrams

⇒ page 24 ).

3.4 One-sided wear

This is often caused by driving style, but can be the result of in‐
correct wheel alignment.

One-sided wear, usually in conjunction with signs of scuffing on
the ribs of the tread and in the fine grooves, always occurs when
the tyres have been allowed to roll with an extreme tyre slip angle,
causing them to “rub” on the road surface.

Driving fast on a stretch of road with lots of bends will cause in‐
creased wear, in particular on the outer shoulder.

A rounded outer shoulder on the tyre in conjunction with a partic‐
ularly high degree of wear on the outer tread blocks indicates fast
cornering. This wear pattern is influenced by driving style.

To optimise handling, the suspension is set to certain toe-in and
camber values. Increased one-sided wear can be expected if

3. Tyre wear/ mileage 35

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Wheels and tyres - Edition 02.2010

tyres are allowed to roll under conditions which differ from those
specified.

One-sided wear is especially likely if the toe-in and camber have
not been set correctly. Moreover, there is a greater risk of diago‐
nal erosion.

Toe-out or negative toe-in:

Distance between front of wheels -A- is greater than distance be‐
tween rear of wheels -B- (-C- = direction of travel).

Toe-in or positive toe:

Distance between front of wheels -A- is less than distance be‐
tween rear of wheels -B- (-C- = direction of travel).

To prevent one-sided wear, care must be taken to ensure that the
wheel is set within the tolerance specified by the vehicle manu‐
facturer. The most frequent deviation of the wheel alignment is
caused by external influences, for example hard contact with the
kerbstone when parking.

By measuring the axle geometry, you can check whether the
wheel alignment is within the specified tolerances or whether it
has to be corrected.

3.5 One-sided wear – adjustment error

If a customer complains about one-sided tyre wear, the axle ge‐
ometry should be checked. Warranty claims are only permissible
if one-sided wear is caused by incorrect axle geometry that is not
the result of external influences on the tyre and wheel. The wheel
alignment protocol should be submitted together with the com‐
plaint report.

Increased, one-sided wear caused by the wheels running “off­track”. This frequently happens in conjunction with a rough tread
surface or even the formation of “feathering” on the edges of the
tread.

3.6 Wear in middle of tyre

This wear pattern is found on the driven wheels of high-perform‐
ance vehicles that are frequently driven long distances at high
speeds.

At high speeds, centrifugal forces cause the tyre diameter to in‐
crease more in the middle of the running surface than it does at
the shoulder. This causes drive forces to be transferred to the

36 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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road surface from the central area of the running surface. This is
reflected in the wear pattern.

Effects of this kind can be especially pronounced on wide tyres.

It is not possible to counter this wear pattern by reducing the tyre
pressure.

DANGER!

For safety reasons, the tyre pressure must not under any cir‐
cumstances be reduced below the specified tyre pressure.

A more or less even tread wear pattern can be achieved by in‐
terchanging the tyres on the driven wheels and non-driven wheels
in good time.

The typical tread wear pattern of tyres run on the driven wheels
of a high-performance vehicle. The increased wear in the centre
section of the tread results from the extra loading associated with
centrifugal forces within the tyre and the transmission of drive
forces.

Wheels and tyres - Edition 02.2010

3.7 Diagonal erosion

Diagonal erosion runs at an angle of approx. 45 ° to the direction
of rotation. It usually occurs at one point only, but can also occur
at several points around the circumference of the tyre.

Such erosion wear occurs almost exclusively on the tyres on the
non-driven wheels, in particular at the rear left. Diagonal erosion
occurs very often on some models, while it poses no problem at
all on other models. The effect is intensified by high toe-in values.
Toe-in values in the region of the lower tolerance limits of the
specified alignment values improve the wear pattern.

The most pronounced diagonal erosion is often found in the area
where the tyre components are joined.

Wheels with toe-in also roll with a tyre slip angle when the vehicle
is driven in a straight line. This leads to diagonal strain in the con‐
tact area between the tyres and road surface.

This wear pattern is intensified when tyre pressure is too low. To
avoid such tread wear patterns, the toe-in values of the two rear
wheels should be identical and the specified tyre pressures ob‐
served.

3. Tyre wear/ mileage 37

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If you detect diagonal erosion, you should fit the wheels on the
driven axle, assuming the wear is identified at an early stage.
Deeper erosion cannot be repaired.

3.8 SA 18 - Wear; SA 11 - Adjustment error

In the event of a complaint of diagonal erosion, the toe-in setting
should be checked. If toe-in is correct, the cause of the diagonal
erosion is very probably the tyre itself. In this case, claims can be
made under the warranty.

The wheel alignment protocol should be submitted together with
the complaint report.

Tyres with diagonal erosion caused by incorrectly set axle geom‐
etry at the wheels are not covered by warranty.

3.9 Running gear modifications

If “suspension lowering kits” and/or alloy wheels that have not
been approved by Audi are used as accessories, the wheel po‐
sitions can be altered so that the specified alignment is no longer
maintained while driving.

Even if the axle geometry adjustment is correct with the vehicle
stationary during wheel alignment, the changed vehicle height
and wheel positions can cause the wheel suspension to move
differently when driving.

Uneven wear is then unavoidable.

38 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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4 Tyre noise

4.1 General notes on tyre noise

Tyre noise that can be heard by the human ear is caused by vi‐
brations which are transmitted by the air from the source of the
sound to our ears.

Of interest here are the noises caused by certain characteristics
and effects while the tyres are rolling (source of the sound).

The cause of the noise is largely dependent on the combination
of the road surface and tyres.

The road surface structure and material will greatly affect tyre
noise. For example, the noise level on a wet road is much higher
than on a dry road.

The tread pattern on the tyre contact surface also has a significant
influence on tyre noise. Tyres with transverse grooves at an angle
of 90° generate more noise than tyres with grooves running di‐
agonally.

Small tread blocks are unstable. Their highly pronounced defor‐
mation agitates the air as the tyres roll. This creates the air
vibrations that cause tyre noise.

Wider tyres are louder. They need more tread channels to dis‐
place water. When they are rolling, these tread channels displace
the air, also creating air vibrations.

Further effects that also influence tyre noise:

♦ “Tyre vibration” is the principal cause of tyre noise. It is caused

by the columns of air in the tread channels being agitated.

♦ “Air pumping” is the compression and expansion of the air

caused by the deformation of the tread blocks as the tyre con‐
tact area moves along the road surface.

Wheels and tyres - Edition 02.2010

4.2 Useful information regarding tyre noise

Tyre noise is determined primarily by the tyres and the road sur‐
face.

As regards the road surface, it is the roughness, structure and
material which influence tyre noise.

As regards the tyres, the width of the tyre and rim has an influence
on tyre noise. Due to their larger contact area, wider tyres will
cause more tyre noise than narrow tyres, as more air has to be
displaced and more mass is agitated to create vibrations.

A wider wheel rim will also cause a tyre to have a wider contact
area. The effect on tyre noise is thus very similar to that of a wider
tyre. Moreover, the damping characteristics of the tyre may also
be adversely affected by the wider wheel rim.

On vehicles with a front-mounted engine, tyre noise is more per‐
ceptible at the rear of the vehicle, as wind and engine noises are
not as loud there.

4. Tyre noise 39

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Wheels and tyres - Edition 02.2010

Note

♦

Tyres which comply with EU Regulation ECE - R117 (new road
noise limits for tyres) also carry the marking “S” (for Sound) on
the sidewall.

♦

For passenger car tyres with a cross sectional width of up to
185 mm: from October 1, 2009 onwards

♦

For passenger car tyres with a cross sectional width of be‐
tween 185 mm and 215 mm: from October 1, 2010 onwards

♦

For passenger car tyres with a cross sectional width of over
215 mm: from October 1, 2011 onwards

4.3 Saw-tooth wear

Saw-tooth wear is a stepped wear pattern on the individual tread
blocks – see illustration – that can cause increased tyre noise.
The saw tooth pattern ("heel-and-toe" wear) is caused by uneven
deformation of the tread blocks in the tyre contact area. Saw-tooth
wear is more pronounced on non-driven wheels than on driven
wheels.

New tyres are more susceptible to saw-tooth wear because of the
greater elasticity of the high tread blocks. As the tread depth de‐
creases, the tread blocks become more rigid and the tendency to
wear in a saw-tooth pattern decreases.

What does a saw tooth wear pattern look like?

Viewed in the direction of travel, the tread blocks are higher at the
front than they are at the rear, see illustration. Pronounced saw­tooth wear can lead to customers complaining about tyre noise.

Pronounced saw-tooth wear occurs:

40 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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♦ when toe-in values are too high

♦ when tyre pressures are incorrect

♦ when the tread is coarse, open

♦ on tyres which are fitted to the non-driven wheels

♦ when the vehicle is driven very fast around tight corners

1 - More pronounced wear at the front of the tread block

2 - Direction of rotation

Non-directional tyres:

In the event of saw-tooth wear, the direction of rotation of the tyre
must be reversed. If saw-tooth wear is especially pronounced and
tyre noise has increased, interchange the tyres diagonally. This
will reduce the saw-tooth effect. On front-wheel-drive vehicles,
this effect is intensified by the greater wear on the front axle. Tyre
noise will be somewhat greater immediately after the tyres have
been interchanged, but will return to the normal level after driving
about 500 – 1,000 km.

Directional tyres:

In the event of increased saw-tooth wear on the rear tyres – in
particular on front-wheel-drive vehicles – interchange the front
and rear tyres. In the event of increased saw-tooth wear on the
outer edges of the tyres on one axle, turn both tyres around on
their rims. The left-hand wheel must then be fitted on the right side
of the vehicle and the right-hand wheel on the left side.

Saw-tooth wear is a normal wear pattern and can be rectified on
non-directional tyres by rotating the wheels diagonally. The wear
should then be compensated after approx. 500 – 1,000 km.

The complaint report should include information detailing the pre‐
vious repair work.

Modern tyres are designed for maximum driving safety, even in
wet conditions. This demands an open tread pattern at the
shoulders of the tyre and a softer rubber composition for the tread
itself, both of which accelerate saw-tooth wear.

Saw-tooth wear is a normal wear pattern and does not constitute
a fault which is covered by the warranty.

Wheels and tyres - Edition 02.2010

4.4 Flat spots (brake-flatting)

Flat spots can result from an extreme brake application which
causes the wheels to lock, so that the rubber is worn off at the
contact patch between the tread and the road surface.

As the tyres slide over the road surface, friction generates heat,
which also reduces the wear resistance of the tread material.

Not even a highly wear-resistant tread compound can prevent the
flat spots caused by violent braking.

Even ABS-controlled brake systems are not always able to stop
the wheels locking briefly, causing small patches of wear.

The degree of such wear depends largely on the vehicle speed,
the road surface and the load placed on the wheel. The following
examples should make this clear.

If a vehicle is braked to a standstill on a dry surface with the
wheels locked, the amount of rubber worn from the tyre will cover
an area the size of a postcard and will have a thickness of:

♦ up to 2.0 mm when braking from a speed of 57 km/h (23.8 m

braking distance)

4. Tyre noise 41

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♦ up to 3.3 mm when braking from a speed of 75 km/h (41.8 m

braking distance)

♦ up to 4.8 mm when braking from a speed of 92 km/h (71.6 m

braking distance)

Tyres with such damage must no longer be used and must be
renewed.

Tyres with flat spots due to hard braking and those damaged due
to other driving errors are not covered by warranty (SA 13 - Out
of round or unbalanced; SA 20 Rolling noise).

42 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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5 Rough running caused by wheels/

tyres

5.1 Causes of rough running

Rough running can have a number of different causes. It can also
be caused by tyre wear.

Tyre wear caused by driving is not always evenly spread across
the entire running surface of the tyre. This causes slight imbal‐
ances which affect the smooth running of a wheel which was
previously exactly balanced.

Minor imbalances will not be felt at the steering wheel, but that
does not mean that they are not there. They increase wear on the
tyre and thus reduce the tyre service life.

Recommendation:

To ensure optimum safety, smooth running and even wear
throughout the tyre's service life, we recommend having the
wheels and tyres balanced at least twice during the service life of
the tyre.

Rough running can also be caused by flat spots resulting from
storage or handling ⇒ page 43 .

Wheels and tyres - Edition 02.2010

5.2 Flat spots caused by storage or handling

Flat spots caused by storage or handling can also cause rough
running.

What is a flat spot?

It is important that flat spots on the tread are identified as such.

A flat spot in the tyre cannot be eliminated by re-balancing.

Flat spots of this kind can re-occur at any time due to particular
circumstances. Flat spots caused by storage or handling can be
eliminated without complicated special tools. This does not apply
to flat spots which have been caused by hard braking,

⇒ page 41 Flat spots (brake-flatting).

Note

Flat spots caused by hard braking cannot be repaired. Such tyres
must be renewed.

Other causes of flat spots:

♦ The vehicle has been left standing in one place without being

moved for a long period.

♦ The tyre inflation pressure is too low.

♦ The vehicle was placed in a paint shop drying booth after

painting.

♦ The vehicle was parked with warm tyres in a cool garage or

similar for a long period of time. In this case, a flat spot may
even occur overnight.

Eliminating flat spots caused by storage or handling

♦ Flat spots caused by storage or handling cannot be eliminated

from the tyre using workshop equipment.

5. Rough running caused by wheels/tyres 43

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♦ Flat spots caused by storage or handling cannot be eliminated

by re-balancing.

♦ Check and, if necessary, correct inflation pressures.

♦ The flat spots can only be removed by running the tyres warm.

♦ We do not recommend running the tyres warm in cold and

wintry weather.

DANGER!

Do not endanger yourself or other road users during this road
test.

Observe the highway code and speed limitations in force when
performing the road test.

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6 Balancing wheels

6.1 General notes

Before you start balancing the wheels, the following requirements
must be met.

• The tyre pressure must be OK.

• The tyre tread must not show one-sided wear and should be

at least 4 mm deep.

• The tyre must not have a flat spot caused by storage or han‐

dling ⇒ page 43 .

A flat spot in the tyre cannot be eliminated by re-balancing.

• The tyre must not show any signs of damage, for example

cuts, piercing, foreign bodies, etc.

• The wheel suspension, steering and steering linkage, includ‐

ing the shock absorbers, must be in perfect condition.

• You must have conducted a road test.

Wheels and tyres - Edition 02.2010

6.2 Conducting a road test before balancing wheels

If a customer brings a vehicle to the workshop complaining about
“vibration”, a road test is essential prior to balancing the wheels.

♦ This will give you information about the nature of the rough

running.

♦ You will be able to determine in which speed range the rough

running occurs.

– Raise the vehicle on a lifting platform immediately after the

road test.

– Mark the positions of the tyres on the vehicle:

Note

Mark front left tyre “FL”, front right tyre “FR”, rear left tyre “RL” and
rear right tyre “RR”.

– Remove the wheels from the vehicle.

Caution

On vehicles with ceramic brakes the wheel must not be allowed
to drop onto the brake disc. This would cause irreparable dam‐
age to the disc. When removing or fitting a wheel, screw the
long assembly pin into the top wheel bolt hole (12 o'clock po‐
sition) in place of the wheel bolt, and screw the short pin into
one of the other holes to support the wheel. The wheel can then
slide along the assembly pins when fitting or removing it.

– Balance the wheels.

6.3 Balancing wheels on stationary wheel balancing machine

– Attach the wheel to the wheel balancing machine.

6. Balancing wheels 45

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

– Clean the contact surfaces, the centre of the wheel and the

recess on the inside of the wheel before mounting the wheel
on the wheel balancer.

– Mount the wheel with tyre on the wheel balancer.

Use the wheel balancing machine centring system -VAS 5271- to
centralise the wheel. This will ensure that the wheel is fully cen‐
tralised and clamped without damage. The wheel cannot be
centralised 100% with conical clamping elements on the wheel
balancing machine. A deviation of 0.1 mm from the centre results
in an imbalance of 10 grams at the wheel/rim.

Use a model-specific clamping plate , e.g. -VAS 6243- , to clamp
the wheel on the wheel balancing machine without damage.

This will yield better balancing results and protect the surface of
the rim (for instance if it has a chrome design).

Note

When balancing tyres, please remember that cleanliness is ab‐
solutely essential, as indeed it is in the case of any other repair
work you carry out. Only then can you attain a flawless result!

6.4 Work sequence when balancing wheels and tyres

– Rotate the wheel and tyre on the wheel balancer.

– Check that the indicator lines on the sidewall of the tyre near

the rim flange run evenly.

– Check that the body of the tyre runs evenly while the wheel

and tyre are rotating.

Note

If one-sided wear, flat spots from braking or severe erosion is ap‐
parent, balancing will not be able to achieve smooth running. In
this case, the tyre must be renewed.

– Check the true running of the wheel and tyre. If the wheel and

tyre do not run true although there are no flat spots on the tyre,
this may be due to radial or lateral run-out.

– Check the wheel and tyre for radial and lateral run-out

⇒ page 48 .

– If radial and lateral run-out are within the specified tolerance,

balance the wheel and tyre.

Note

♦

The weight used per wheel should not exceed 60 grams.

♦

If a larger weight is required, you can possibly achieve smooth‐
er running by "matching" the tyre and rim. Matching tyres

⇒ page 50 .

♦

The wheel balancer display should indicate 0 grams.

– Bolt the wheel to the vehicle.

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Caution

On vehicles with ceramic brakes the wheel must not be allowed
to drop onto the brake disc. This would cause irreparable dam‐
age to the disc. When removing or fitting a wheel, screw the
long assembly pin into the top wheel bolt hole (12 o'clock po‐
sition) in place of the wheel bolt, and screw the short pin into
one of the other holes to support the wheel. The wheel can then
slide along the assembly pins when fitting or removing it.

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

– Then tighten the remaining wheel bolts to about 30 Nm (in

diagonal sequence). This process centres the wheel on the
hub.

– Lower vehicle onto its wheels.

– Now use a torque wrench to tighten the wheel bolts to the

specified torque in diagonal sequence.

– Road-test vehicle.

Wheels and tyres - Edition 02.2010

Note

♦

If you detect vibration during the road test, this may be due to
tolerance in the wheel centring.

♦

In unfavourable circumstances, the component tolerances of
wheels and hubs could cumulate. This too can lead to vibra‐
tion. This vibration can be eliminated by using a finish balanc‐
er.

6.5 Finish balancer

Caution

Position vehicle on the sensor platforms (front wheels only on
front-wheel drive vehicle, all four wheels on four-wheel drive
vehicle) in order to balance the wheels.

Note

Before working with a finish balancer the mechanic needs to have
been instructed by the manufacturer of the balancer.

If you determine a residual imbalance greater than 20 grams
when balancing the wheels, you should rotate the mounting po‐
sition of the wheel on the hub.

– Mark the point at which the imbalance is indicated.

– Unbolt the wheel and rotate its position on the hub so that the

marking points downwards.

Note

Important! The hub must not rotate during this procedure.

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

6. Balancing wheels 47

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Wheels and tyres - Edition 02.2010

– Then tighten the remaining wheel bolts to about 30 Nm (in

diagonal sequence). This process makes sure the wheel is
centred properly on the hub.

– Check that the imbalance is less than 20 grams using the finish

balancer.

Note

The imbalance should always be less than 20 grams before you
change the balance weight.

– If necessary, remove the wheel bolts again.

– Rotate the wheel relative to the hub once more, turning it one

or two wheel bolt holes further.

– Tighten the wheel bolts using the method described above.

Note

Do not try to reduce the imbalance using balance weights until
the imbalance is less than 20 grams.

– Balance the wheels until the imbalance is less than 5 grams.

– Tighten wheel bolts to specified torque setting if you have not

already done so.

– Always tighten wheel bolts to specified torque using a torque

wrench!

6.6 Vibration control system -VAS 6230 A-

The vibration control system -VAS 6230 A- has a range of addi‐
tional features over and above regular static wheel balancing.

One of the system's special features is the ability to test the radial
force of wheels/tyres while they are rotating.

To do this, a roller is pressed against the wheel with a force of
approx. 635 kg. This simulates the force exerted by the tyre's
contact patch on the road surface while the vehicle is in motion.

The contact forces on the tyre vary due to variations in the stiff‐
ness of the tyre and the degree of radial and lateral run-out on the
wheel/tyre.

The -VAS 6230 A- detects and memorises the position of maxi‐
mum measured radial force in the tyre. It then locates the smallest
measurement between the wheel flange and the centre of the rim.

6.7 Radial and lateral run-out on wheels and tyres

Radial and lateral run-out occur when the wheel and tyre do not
run absolutely true.

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

For this reason, the manufacturers of these components allow a
precisely determined tolerance.

48 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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If the tyre and wheel are mounted in an unfavourable position, this
can lead to the maximum permissible tolerance for the wheel with
the tyre being exceeded.

The table shows the maximum permissible tolerances for a wheel
with mounted tyre.

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

Disc wheel with tyre Radial run-out Lateral run-out

All versions 0.8 mm 0.9 mm

6.8 Checking radial and lateral run-out of wheels and tyres on V.A.G 1435

Checking lateral run-out:

– Preload dial gauge about 2 mm.

– Apply dial gauge to sidewall of the tyre as shown in illustration.

– Slowly rotate the wheel.

– Note the smallest and the largest dial readings.

Wheels and tyres - Edition 02.2010

Note

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

In this case, you can reduce lateral run-out by matching the tyre

⇒ page 50 .

You can disregard extreme readings on the dial gauge which are
due to small irregularities in the rubber.

Checking radial run-out:

– Preload dial gauge about 2 mm.

– Apply dial gauge to running surface of the tyre as shown in

illustration.

– Slowly rotate the wheel.

– 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, you can reduce radial run-out by matching the tyre

⇒ page 50 .

6.9 Checking radial and lateral run-out on wheel

– Mount the wheel on the wheel balancer.

– Use workshop equipment VAS 5271.

– Preload dial gauge about 2 mm.

– Slowly rotate the wheel.

6. Balancing wheels 49

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Wheels and tyres - Edition 02.2010

– Note the smallest and the largest dial readings.

S - Lateral run-out

H - Radial run-out

– Compare the measured values with the specifications in the

table.

Note

You can disregard extreme readings on the dial gauge which are
due to small irregularities.

Specifications for radial and lateral run-out on wheel

Wheels Radial run-out Lateral run-out

Steel disc wheel 0.5 mm 0.5 mm
Aluminium disc

wheel

0.3 mm 0.3 mm

Note

If the measured value exceeds the specification, acceptable
smoothness cannot be attained.

6.10 Matching

When radial or lateral run-out of the wheel and tyre coincide, the
out-of-true running of the wheel is amplified by the tyre.

For technical reasons, 100% true running is not possible when
there is radial and lateral run-out on the wheel and tyre.

Under unfavourable circumstances, the radial or lateral run-out of
the entire wheel with tyre may be greater than permitted.

The individual values of the wheel and the tyre may nevertheless
each be within the permitted tolerances.

Turning the tyre strategically with respect to the wheel can parti‐
ally compensate for radial or lateral run-out.

This procedure, known as "matching", can be used to optimise
the true-running properties of the wheel and tyre assembly.

Before matching the used wheels which are fitted on the vehicle
the tyres must be run warm. This will eliminate any flat spots
caused by storage or handling ⇒ page 43 .

Procedure for matching:

– Deflate the tyre.

– Press the tyre beads off the rim flanges.

– Coat the tyre bead all round with tyre fitting lubricant.

– Rotate the tyre 180° with respect to the wheel.

– Inflate the tyre to approx. 4 bar.

– Mount the wheel with tyre on the wheel balancer.

– Check true running/radial and lateral run-out.

50 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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Note

♦

If the specified value for radial and lateral run-out is not ex‐
ceeded, the wheel can be balanced to 0 grams. For specified
values, refer to page ⇒ page 50 .

♦

If the radial and lateral run-out are not within the specified val‐
ues, the tyre must be rotated again.

– Deflate the tyre and press off the tyre beads from the rim

flanges.

– Rotate the tyre 90° with respect to the wheel (1/4 of a turn).

– Inflate the tyre to 4 bar again and check true running.

Note

♦

If the specified value for radial and lateral run-out is not ex‐
ceeded, the wheel can be balanced to 0 grams.

♦

If the radial and lateral run-out are not within the specified val‐
ues, the tyre must be rotated again.

Wheels and tyres - Edition 02.2010

– Press the tyre off the rim flanges again as described above.

– Rotate the tyre 180° with respect to the wheel (1/2 a turn).

If the radial and/or lateral run-out are still not within the specified
values, check the wheel for radial and/or lateral run-out:

⇒ page 49 .

If the measured values for radial and lateral run-out of the wheel
are within the specified values, the tyre has an impermissibly high
radial or lateral run-out. In this case, the tyre must be renewed.

Note

♦

After fitting the tyres there will be fitting lubricant between the
tyres and the rim flanges.

♦

For this reason, severe braking and acceleration manoeuvres
must be avoided for the first 100 or 200 km driven. The tyres
may otherwise rotate on the rims and your work will have been
in vain.

6. Balancing wheels 51

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Wheels and tyres - Edition 02.2010

7 Vehicle pulls to one side

7.1 General notes

Perform a test drive to determine whether a vehicle is pulling to
one side and if so, which side. If the vehicle pulls to one side, see
procedure on ⇒ page 53 .

If wheel alignment is checked, include wheel alignment test re‐
sults in tyre complaint report.

General notes

Manufacturer's tolerances can lead to a slight amount of taper
(asymmetry) in the tyre carcass. The rolling tyre then develops a
lateral force which acts directly on the wheel suspension, leading
to self-steering of the vehicle. Strategic rotation of the wheels can
balance out this self-steering behaviour.

Taper (asymmetry)

Taper is caused by a slight offset in the tread area and/or the plies
(amounting to a few tenths of a millimetre) in relation to the geo‐
metric centre of the tyre. Taper is not visible and cannot be
measured with equipment available in the workshop.

1 ­Bead

2 - Shoulder

3 - Tread surface

4 - Steel plies

A - Geometrical centre of tyre

B - Actual centre of plies It can be offset to inside or outside.

52 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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Exaggerated for clarity.

1 - Plies and tread surface offset

The offset produces differences in stiffness at the inner and outer
shoulders of the tyre, resulting in differing forces on the contact
patch. Consequently the belt or tread will not be pressed onto the
road surface with the same force (F1, F2). A slightly tapered over‐
all shape develops. The resulting force (conicity force Fk) can,
depending on the speed, become so great that the vehicle then
pulls to one side.

If the force Fk on one wheel of the axle is, for example, 50 Newton,
and also 50 Newton on the other wheel, and both forces are ex‐
erted in the same direction, the forces are cumulated. Reversing
a tyre on the rim can compensate for the lateral pull because the
forces then act in opposite directions.

As the direction in which the conicity force acts is not visible, only
road tests and strategic rotation of wheels and tyres will establish
which tyre is causing the tendency to pull to one side.

The tyre consists of numerous components and materials which
are vulcanised to form a single part at the end of a complicated
manufacturing process. This results in differing production toler‐
ances which can cause more or less noticeable lateral forces
(lateral forces resulting from the tapered shape). These forces
can also occur in new tyres.

Pulling to one side on front axle:

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

Pulling to one side during normal driving:

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

Pulling to one side during fast acceleration:

Pulling to one side during fast acceleration is, in part, due to the
basic design of vehicles with front wheel drive. Different friction
levels at the left and right wheels or possible irregularities in the
road surface (potholes) and consequently varying road adhesion
have a substantial influence on the handling characteristics. This
does not constitute a complaint which is covered by the warranty.

Wheels and tyres - Edition 02.2010

7.2 Remedies when vehicle pulls to one side

Test conditions before and during the test drive:

– Check all suspension components on the front and rear axles

for damage.

– Check tyre pressure and correct if necessary.

– Check the tyres for external damage: Punctures, cuts, blisters

on the sidewalls, flat spots from braking and or damage to the
tread.

– Ask the customer if the tyre had been damaged by a nail or

similar object and was repaired by a tyre dealer. You may have
to renew such tyres.

– Check tyres for even wear and tread depth.

– Are all tyres of the same type, manufacture and tread pattern?

– If the tyres are non-directional, ensure that all DOT classifica‐

tions on the tyre face outwards. The wheels and/or tyres on

7. Vehicle pulls to one side 53

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Wheels and tyres - Edition 02.2010

the vehicle have possibly already been changed around at an
earlier date.

– Is the make of tyre approved by the factory as original equip‐

ment?

– Perform the road test on a road which is level, straight and

ungrooved and does not drop off to one side.

– Perform the test drive with the customer under the conditions

specified above. Ask the customer to demonstrate the prob‐
lem.

Note

There must be no cross wind during the road test.

If the complaint is justified, we recommend rotating the wheels
and tyres as described below.

Before you begin, observe the following notes; otherwise your ef‐
forts may not have the desired effect.

♦ Mark the tyres and wheels before rotating them.

♦ After rotating wheels or reversing the tyre on its rim, you must

observe very carefully how the vehicle behaves during the
road test. Note exactly what was changed.

♦ Assess the intensity of or a possible change in the tendency

to pull to one side.

♦ For this purpose it is important 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 tyre with a new tyre does not guarantee that pull‐

ing to one side will be eliminated. See also ⇒ page 52 “Taper”.
Therefore it is recommended to strategically change round the
wheels as described below as a first step.

♦ If there are large differences in the tread depth of the tyres on

the front and rear axles, the tyres with the deeper tread should
always be mounted on the front axle.

7.3 Strategic rotation of wheels for non-directional tyres

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

If the vehicle pulls to one side, change around the front wheels.

Perform road test

Vehicle travels in a straight line - END

Vehicle now pulls to other side Vehicle still pulls to the same side

I I

Reverse one front tyre on its rim (direction of travel is

reversed).

I I

Perform road test Perform road test

Vehicle travels in a straight line - END Vehicle travels in a straight line - END

Vehicle does not travel in a straight line. Vehicle does not travel in a straight line.

I I

54 Rep. Gr.44 - Wheels, tyres, vehicle geometry

I

I

I

Change around tyres from front to rear.

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Wheels and tyres - Edition 02.2010

Change around the front and rear wheels Vehicle now pulls to other

side

I I I

Perform road test Reverse one front tyre on

Vehicle travels in a straight line - END

its rim (direction of travel is

reversed)

Vehicle does not travel in a straight line.

I

Change around front wheels. I

I I

Perform road test Perform road test

Vehicle travels in a straight

line - END

Vehicle does not travel in

a straight line.

Vehicle travels in a straight

line - END

I Vehicle does not travel in

a straight line.

Mount new tyres on front

axle

Mount new tyres on front

axle

I I

Perform road test Perform road test

Vehicle travels in a straight line - END Vehicle travels in a straight

line - END

I I

Vehicle does not travel in a straight line; consult Audi Product Support department.

No change

Check front and rear axle

geometry and adjust if

necessary. If adjustment is

OK, consult Product Sup‐

port department

7.4 Strategic rotation of wheels for unidirectional tyres

I

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

I

Change around front and rear wheels with tyres.

I

Vehicle travels in a straight line - END

First renew one tyre on the front axle.

Vehicle travels in a straight line - END

Vehicle does not travel in a straight line.

Renew other tyre on the front axle.

Vehicle travels in a straight line - END

Vehicle does not travel in a straight line.

Check wheel alignment at front and rear.

Vehicle travels in a straight line - END

Perform road test

I

I

Perform road test

I

I

Perform road test

I

I

Perform road test

7. Vehicle pulls to one side 55

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Vehicle does not travel in a straight line; consult Product Support department.

56 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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8 Tyre damage

8.1 General notes

Note

As tyre damage can have serious consequences, you and the
driver should regularly check the tyres to identify any problems at
an early stage.

Damaged tyres cannot withstand driving conditions such as high
speed, long distances, dynamic driving, etc.

Damage can have a number of causes:

♦ Driving with insufficient inflation pressure.

♦ Assembly error when fitting tyres on rims.

♦ Damage by embedded objects.

♦ Ageing.

♦ Improper storage.

Wheels and tyres - Edition 02.2010

Caution

Whenever a safety risk cannot be ruled out, the tyre must be
renewed.

8.2 Checking tyres

When checking a tyre, look out especially for the following criteria:

♦ Surface erosion or ripples on the inner side (inflation pressure

was too low or not sufficient for the load)

♦ Loose rubber or loose radial threads

♦ Separated or deformed bead core

8. Tyre damage 57

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Wheels and tyres - Edition 02.2010

♦ Damage to tyre bead with cord ply visible

8.3 Construction of belted radial tyres

The illustration shows a cross section of a radial tyre.

1 - Tread block

2 - Tread groove

3 - Tread surface

4 - Nylon ply

5 - Belt layers, usually made of
steel

6 - Bead core, consists of steel
wires vulcanised into rubber.
They ensure secure seating of
the tyre on the rim.

7 - Bead filler

8 - Wheel flange protection
protects the rim and tyre from
abrasion from, for example,
contact with the kerb. Tyres
with Maximum Flange Shield
(or rim protector bar) are
marked with the abbreviation
MFS.

The nylon ply -4-, belt layers -5-, bead cores -6- and bead filler

-7- form the carcass. The carcass is the “load-bearing structure”
of the tyre.

58 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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8.4 Torn tread

8.5 Radial depressions

Radial depressions are slight concavities in the tyre sidewall.

They run from the bead towards the shoulder of the tyre.

Radial depressions are caused by the accumulation of material
at the joints of the tyre components.

Radial depressions do not influence:

♦ Safety,

♦ Service life,

♦ Running characteristics or other properties of the tyre.

Radial depressions are visible to varying extents. It is not neces‐
sary to inspect the tyre or remove it from the rim.

What causes radial depressions?

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

The sidewall components consist of long strips before they are
joined together to form a tyre. They must overlap at the joints.
Consequently, slight unevenness or ripples are created in the
area of the overlapping parts. The overlaps are easier to see from
the outside due to the single-ply construction.

Wheels and tyres - Edition 02.2010

8.6 Impact damage

A swelling in the sidewall of the tyre indicates that the substructure
of the carcass has been damaged.

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

Pinching the tyre in this way can damage the carcass.

The substructure of the tyre is stretched so far that individual fi‐
bres in the carcass may be broken.

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

8. Tyre damage 59

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Wheels and tyres - Edition 02.2010

Kerb impact damage marks on tyre sidewall.

Note

♦

Driving over kerbs should be avoided wherever possible.

♦

If you cannot avoid driving over a kerb, you should do so very
slowly and as square-on as possible.

Interior view of a tyre with a ruptured carcass.

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

Double rupture caused by pinching when driving over a kerb. Of‐
ten not detectable from outside.

8.7 Cuts

Cut caused by a sharp-edged object.

8.8 Damage caused by foreign bodies

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

This always leads to tyre damage.

60 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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Often, the object is so securely embedded in the tyre that it will
not free itself even at higher speeds. It can then act as a plug and
seal the tyre relatively well. This results in a gradual loss of pres‐
sure, which the driver will not notice immediately, but which can
lead to sudden and complete tyre failure.

8.9 Loss of air from tyre

If the customer complains of a loss of air from a tyre, it is essential
that you check for embedded foreign bodies.

Note

No repair should be attempted on steel-belted tyres if their struc‐
ture 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, one cannot determine when the foreign body was em‐
bedded. The tyre structure may already have been damaged as
a result of driving with insufficient tyre pressure.

Damaged belt wires will sooner or later lead to separation of the
rubber from the steel belt. As a result, at some point, the tyre can
fail completely, long after the tyre was first damaged.

Tyre damage caused by foreign bodies is not covered by the war‐
ranty.

Wheels and tyres - Edition 02.2010

8.10 Damage occurring when fitting tyres

Bead core broken during tyre inflation.

8. Tyre damage 61

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Wheels and tyres - Edition 02.2010

Modern radial ply tyres for passenger cars are mounted only on
safety rims. Safety rims have a hump -1- running along the bead
seat.

1 - Hump (H2)

2 - Inner bead seat

3 - Rim

4 - Wheel

5 - Outer bead seat

The hump prevents the tyre from being pressed out of the bead
seat when travelling with insufficient tyre pressure.

When the tyre is inflated, the bead of the tyre may not slip com‐
pletely over the outer rim hump.

In this case, there is a danger of the bead core becoming over‐
stretched if the tyre pressure is too high. The steel wires would
then rupture partially or completely. A broken bead core cannot
be detected from the outside.

DANGER!

♦ Tyres with damaged bead cores are not seated safely and

securely on the rim. Such tyres are a safety risk!

♦ In addition, there is a risk of the partly broken bead core

breaking apart during continued operation and the tyre
could suddenly tear open. If the bead core breaks during
inflation, the carcass will also be destroyed.

8.11 Bead damage caused by fitting machine

The following errors which can be made when fitting tyres can
lead to severe tyre damage:

♦ When rolling the upper bead on the tyre fitting machine, the

♦ The fitting head was not adjusted correctly.

♦ The edge of the fitting roller rolls onto the bead.

♦ The guide rollers are worn or have sharp edges.

It is often possible to identify the tracks of the guide roller as it was
applied or ran off where the damage occurred.

Both tyre beads as well as the bead seats must always be coated
with assembly paste.

opposite tyre bead is not seated completely in the rim well.

Note

If fitting damage remains undetected, there is a danger that the
tyre will fail later during operation.

THEREFORE PLEASE NOTE:

• Never fit a tyre without using assembly paste.

• Do not allow the bead seating pressure to exceed 3 bar.

• Do not allow the tyre inflation pressure to exceed 4 bar.

• When the tyre has been fitted, reduce the tyre pressure to the
specified value.

62 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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8.12 Tyre pressure

The tyre pressure must be checked regularly. We recommend
checking the tyre pressure every two weeks. The correct tyre
pressure is especially important on long trips or when carrying a
heavy load. A dynamic driving style also requires correct or even
slightly increased tyre pressure.

8.13 Tyre damage due to insufficient inflation pressure

The most common causes for tyre failure is minor external dam‐
age, a defective valve or a leaking rim due to corrosion or dam‐
age.

Excessive heat due to driving with very low tyre pressure led to
overheating and subsequent separation of the carcass from the
rubber material.

The tyre shown here was sporadically driven with an inflation
pressure which was insufficient for the load. A typical indication
for this is the scuffing all round the bead caused by the wheel
flange and also the discolouration. Small, furrowed creases are
visible along the inside of the sidewall.

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

Wheels and tyres - Edition 02.2010

Wide furrows close to the bead all round the the tyre indicate that
the tyre was driven with insufficient pressure.

Driving a vehicle with insufficient tyre pressure or ignoring or not
recognising tyre damage can have serious consequences.

The tyre can no longer withstand the forces which develop when
the vehicle is driven.

The function of the tyre is severely restricted by the defects men‐
tioned above. The rubber compounds separate, which results in
the partial separation of tyre components or even its complete
destruction.

Such damage usually develops over a long period of time. If an
already damaged tyre is exposed to high stress, the centrifugal
forces which occur at high speeds can tear components off the
tyre.

8.14 Slow loss of tyre pressure

Slow loss of tyre pressure is particularly problematic, because
even experienced drivers are often not aware of it happening.

Insufficient tyre pressure and the subsequently increased amount
of flexing (internal friction) causes the tyre material to heat up
considerably and may lead to the separation of the various com‐
ponents and rubber compounds.

8. Tyre damage 63

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Wheels and tyres - Edition 02.2010

In the end, the tyre is usually destroyed completely.

The cause for the slow pressure loss cannot always be deter‐
mined because the tyre is severely damaged and structural com‐
ponents of the tyre are missing.

The following illustrations show tyres which were destroyed by
driving with insufficient inflation pressure.

8.15 Temperature increase caused by insuf‐
ficient inflation pressure

The graph shows the temperature changes for a tyre in operation
at a speed of 180 km/h.

A - Normal range. When the specified tyre pressure is adhered
to, the temperature will remain stable.

B - Danger zone. When tyre pressure is 0.3 bar below specifica‐
tion, the temperature rises to above 120° C at high speeds.

C - Critical temperature threshold. A tyre defect will develop.

T - Temperature

t - Travel time in minutes

8.16 Tears in tyre

Use for tears in tyre, lost patches of tread or burst tyres.

Damage caused by external forces is not covered by the warran‐
ty.

64 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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9 Vehicles with breakdown set

Audi vehicles are equipped with either a spare wheel or a break‐
down set, depending on the the vehicle specification.

The breakdown set is stowed in the luggage compartment in
place of the spare wheel. It consists of a compressor and a bottle
of tyre sealant.

9.1 Tyre sealant

WARNING

Wheels and tyres - Edition 02.2010

After using tyre sealant, the wheel electronics on the affected
wheel must be renewed.

The tyre sealant in the bottle can only be kept for a limited period
of time.

The expiry date -arrow- is specified on the bottle.

In the example shown, the expiry date on the bottle is 05/2003.
The bottle must be renewed by that date.

The bottle must also be renewed any time it is opened, e.g. after
a puncture.

9.2 Removing a tyre from the rim

Before removing a tyre filled or sealed with tyre sealant, you must
drain the sealant from the tyre.

WARNING

♦ Avoid eye and skin contact with the tyre sealant.

♦ It can cause injury, irritation to eyes and allergies.

♦ Wear protective gloves and goggles when carrying out in‐

stallation or repair work.

– Place the wheel on a flat surface.

– Unscrew the valve core from the tyre valve.

9. Vehicles with breakdown set 65

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Wheels and tyres - Edition 02.2010

– Carefully make a hole in the shoulder area of the tyre using a

suitable drill or cutting tool.

– Hold the wheel over a drip tray and let the sealant drain off.

– Remove the tyre from the wheel rim.

– Clean the wheel, e.g. with a wet cloth.

9.3 Disposal of sealant

Any tyre sealant remaining in the bottle and full bottles whose
expiry date has lapsed must be discarded.

Old or residual tyre sealant must not be mixed and discarded with
other liquids. Adhere to the disposal guidelines in ⇒ Service Or‐
ganisation Handbook; Environmental protection and Waste dis‐
posal .

9.4 Fitting a new tyre

WARNING

After using tyre sealant, the wheel electronics on the affected
wheel must be renewed.

• Make sure to clean the wheel beforehand.

– The wheel electronics must be renewed if tyre sealant has

been applied, as liquid deposits on the pressure sensor could
lead to incorrect displays.

– Fit a new tyre valve.

– Unscrew the valve core.

– Inflate the tyre to approx. 3 to 4 bar; you should hear the bead

of the tyre slip over the rim hump.

– Screw in the valve core.

– Adjust the tyre pressure in line with the specifications.

– Balance the wheel.

66 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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Wheels and tyres - Edition 02.2010

10 Tyre pressure monitoring systems

Exploded view of tyre pressure monitor ⇒ page 15

Wheel electronics (Beru system) ⇒ page 20

Wheel electronics (Siemens system) ⇒ page 21

Direct measuring systems according to vehicle type ⇒ page 18

Indirect measuring systems according to vehicle type ⇒ page 18

Note

The marking on the wheel electronics indicates which system is
installed.

WARNING

Run-flat-tyres (PAX, SST) are always installed in conjunction
with a tyre pressure monitoring system.

10.1 Tyre pressure monitoring system with pressure sensor

WARNING

After using tyre sealant, the wheel electronics on the affected
wheel must be renewed.

The wheel electronics consist of a pressure sensor incorporated
within the valve.

Two different versions of wheel electronics are currently used:

Beru tyre pressure monitoring system ⇒ page 20

Siemens tyre pressure monitoring system ⇒ page 21

View of Beru system

The pressure sensor transmits the recorded signals to the aerial
of the tyre pressure monitoring system.

The pressure sensor is secured to the wheel via a bolt connection.

The tyre pressure monitor display in the dash panel insert warns
the driver if the pressure sensor detects a drop in tyre pressure.

10. Tyre pressure monitoring systems 67

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Wheels and tyres - Edition 02.2010

Tyre pressure monitoring system

This system informs the driver of the current tyre pressures by
sending the registered pressure values to the instrument cluster
display via a control unit.

Note

♦

If vehicles with TPM sensors are transported by air freight, the
airline must be notified about the TPM sensors.

♦

The correct version must be used otherwise the tyre pressure
monitoring system will not operate correctly.

For more information about this system, please refer to SSP 219
“Tyre Pressure Monitoring System”.

10.2 Tyre pressure monitoring with wheel speed sensor

Note

If the tyre pressure monitoring system uses a wheel speed sen‐
sor, wheel electronics are not fitted in the rim.

If the air pressure in a tyre drops, the speed of the wheel changes.

The speed sensor registers the altered wheel speed.

A display in the dash panel insert informs the driver about the tyre
pressure change.

68 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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11 Temporary spare wheels

11.1 Notes on the use of temporary spare wheels

Notify your customers of the following information whenever nec‐
essary, and refer them to the Owner's Manual.

The information given below also applies to spare wheels which
have a yellow sticker specifying “MAX 80 km/h” or “MAX 50 mph”.

Note

♦

The spare wheel/temporary spare wheel is designed to be
used only for a brief period. It should therefore be replaced
with the normal wheel as soon as possible.

♦

The tyre pressure should be checked as soon as possible after
fitting the spare wheel/temporary spare wheel. Refer to the
tyre pressure specifications on the vehicle or to the Mainte‐
nance manual for the correct tyre pressures.

♦

Do not exceed the maximum speed stated on the spare wheel
(“MAX 80 km/h” or “MAX 50 mph”).

♦

Avoid full acceleration, heavy braking and fast cornering.

♦

Never drive the vehicle with more than one spare wheel/tem‐
porary spare wheel.

♦

It is not permitted to use snow chains on the spare wheel for
technical reasons.

♦

If you need to use snow chains, you should therefore fit the
spare wheel on the rear axle if the puncture occurred on a front
tyre. The good wheel removed from the rear axle should then
be fitted in place of the punctured front wheel.

Wheels and tyres - Edition 02.2010

11. Temporary spare wheels 69

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Wheels and tyres - Edition 02.2010

12 Tyres with run-flat capability (PAX)

Work on PAX wheels must only be performed by trained work‐
shops.

These workshops have suitably trained personnel and the nec‐
essary special tools.

12.1 Construction of tyres with run-flat capa‐
bility (PAX)

Run-flat tyres (PAX) are specially developed tyres that differ from
conventional tyres as follows:

PAX tyre with support ring

– -I- PAX tyre with air

– -II- PAX tyre without air

– The tyre is anchored on a special rim which prevents the tyre

from sliding off when air is lost. The support ring is made of
rubber and maintains stability in the event of a pressure drop.

♦ The inner and outer bead diameters differ in size. This makes

it possible to add a support ring inside the tyre.

♦ The tyre is secured differently to the rim.

♦ This allows the tyre height to be greatly reduced. This was

made possible by the reduced bead area due the special con‐
nection between the tyre and rim.

♦ The tyre beads are formed such that they engage in the rim

seat. Therefore, the tyre remains firmly secured to the wheel/
rim even when there has been a loss of inflation pressure.

Construction of the bead area for a standard tyre

1 - Wheel flange

2 - Inner plies

3 - Bead core

70 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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Construction of bead zone on tyres with run-flat capability (PAX)

1 - Loop

2 - Inner plies

3 - Bead core

4 - Wheel flange

Seating of tyres with run-flat capability (PAX)

Due to the construction of the tyre, it remains firmly attached to
the wheel in all driving situations.

A wedged-shaped component of the tyre is thereby pressed be‐
tween the bead core and rim by the load. This occurs regardless
of the tyre pressure.

Wheels and tyres - Edition 02.2010

Dimensions of tyres with run-flat capability (PAX)

As compared to standard tyres, run-flat tyres (PAX) have different
dimensions and designations.

Run-flat tyres (PAX) can therefore only be fitted to special wheels
designed for the PAX system.

1 - Width in millimetres: tyre width from sidewall to sidewall on

the standard rim (corresponds to the width dimension on
standard tyres)

2 - Outer diameter in millimetres: maximum diameter of the new

tyre

3 - Nominal diameter in millimetres on standardised rim seat

4 - Small bead diameter in millimetres: outer rim seat

5 - Larger bead diameter in millimetres: inner rim seat

12. Tyres with run-flat capability (PAX) 71

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Wheels and tyres - Edition 02.2010

12.2 Codes and designations on tyres with run-flat capability (PAX)

As compared to standard tyres, run-flat tyres (PAX) have different
codes and designations on the sidewall. This makes it easy to
identify run-flat tyres.

Codes and designations on tyres with run-flat capability (PAX)

245 - Tyre width in millimetres

690 - Tyre diameter (outer) in millimetres

R - Radial construction

500 - Nominal diameter of standardised rim seat

A - Construction type index for the wheels with run-flat capability
(PAX); “A” stands for asymmetric, since the two rim seats have
different diameters.

99 - Maximum permissible load of tyre (99 = 1550 kg)

Y - Speed code (“Y” stands for a permissible top speed of 300
km/h).

12.3 Support ring on PAX wheels

Dimensions

Overview of important dimensions:

Codes/designations

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

90 - Nominal width in millimetres

500 - Nominal diameter in millimetres

35 - Height in millimetres

CLI - Support ring versions: CLI = clip support ring / FL = standard
support ring

A - Construction type index, asymmetrical. Indication of tyre with
run-flat capability (PAX)

1 - Support ring version

876107 - CAI, international article code

72 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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12.4 Dimensions and designations for PAX rims

Example: 235 x 500 A - 5 - 41

235 - Nominal width in millimetres

x - Single-unit

500 - Nominal diameter of standardised rim seat in millimetres

A - Asymmetrical

5 - Number of wheel bolt holes

41 - Rim offset in millimetres

12.5 Inflating tyres on PAX wheels

Wheels and tyres - Edition 02.2010

Observe the following important points when inflating the tyre:

– Only inflate after fitting the tyre with valve core installed. Check

whether the beads have properly seated at 1 bar.

– If one of the beads is not seated properly, do not let air out of

the tyre, but apply the fitting roller to the appropriate bead and
press on lightly while turning. The bead will then seat itself
properly.

– Then fill up with air until the specified inflation pressure for the

vehicle is reached. Tyre gas for standard tyres can also be
used.

Note

Do NOT overfill tyre (e.g. up to 3.5 bar), even briefly, as is per‐
missible with standard tyres.

12.6 Wheel alignment

The procedure for adjusting the wheel alignment on vehicles with
run-flat tyres (PAX) is the same as for vehicles with standard
tyres.

Generally, the same measuring heads and fasteners for standard
tyres with rim protector can be used on PAX wheels. (Fit to the
inner side, secure to tyre tread).

12. Tyres with run-flat capability (PAX) 73

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12.7 Repairing tyres with run-flat capability (PAX)

General information

It is not always necessary to renew a tyre after it has lost pressure
and then been run in an uninflated condition.

Note

The affected tyre should be removed and checked for damage by
qualified personnel. Fitting of tyres and checking tyres for damage
must only be carried out by qualified personnel.

After a run-flat tyre (PAX) has lost inflation pressure, check the
tyre as follows:

– First remove as much gel residue from the tyre as possible.

Use the flat side of the putty knife to do so.

– Then clean away any remaining gel residue from the tyre and

support ring using water and a cloth.

– After separating the tyre and support ring, check both compo‐

nents (PAX) according to the following criteria.

Notes:

– When re-installing, make sure the support ring is the correct

size for the tyre and wheel dimensions.

– As with standard tyre/wheel systems, the PAX wheel must al‐

so be checked before fitting.

– Damaged wheels must be renewed.

12.8 PAX tyres - assessing condition

When checking a tyre, look out especially for the following criteria:

♦ Surface erosion or ripples on the inner side (inflation pressure

was too low or not sufficient for the load)

♦ Loose rubber or loose radial threads

♦ Separated or deformed bead core

74 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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♦ Damage to tyre bead with cord ply visible

12.9 Checking support ring

As with tyres, the support ring does not always need to be re‐
newed after driving with a flat tyre.

Renew the support ring if the following damage is discovered:

♦ Broken parts or missing sections

Wheels and tyres - Edition 02.2010

♦ Tears in the running surface/separating walls

♦ Punctures and holes

12. Tyres with run-flat capability (PAX) 75

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Wheels and tyres - Edition 02.2010

♦ Blistering and discolouration due to overheating

Repairs on tyres

Note

♦

Run-flat tyres (PAX) must not be repaired using a tyre patch
or similar.

♦

Flat tyre sprays/foams must not be used with PAX tyres, as
these products are not compatible with the gel in the tyre.

76 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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13 Self supporting tyres (SST) with run-

flat capability

Removing and fitting run-flat tyres ⇒ page 10

Note

♦

SST tyres may only be fitted to vehicles which have a tyre
pressure monitoring system. The system warns the driver if
the tyre pressure drops below a specified level.

♦

Tyre damage and the resulting loss of pressure are not readily
visible.

♦

In the event of a total loss of pressure, it is possible to continue
driving for up to 50 km at a maximum of 80 km/h.

Note the special installation instructions for SST tyres.

It is not permitted to fit both SST tyres and standard tyres on the
same vehicle, even on separate axles. A standard tyre can be
fitted only in exceptional circumstances for a brief period and limi‐
ted distance. The driver must be expressly informed that the SST
run-flat characteristics do not apply in this case.

In the event of a puncture, it is the responsibility of the driver to
check the affected tyre or tyres and decide whether it is possible
to continue driving. See ⇒ Owner's Manual .

Use only the approved type of wheels for retrofitting (EH2 exten‐
ded hump rim contour).

Wheels and tyres - Edition 02.2010

13. Self supporting tyres (SST) with run-flat capability 77

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13.1 Design of an SST tyre

Removing and fitting run-flat tyres ⇒ page 10

If run-flat tyres are used, a tyre pressure monitor display must be
fitted.

Tyre damage and the resulting loss of pressure are not readily
visible.

SST tyres are labelled on the sidewall with a special RSC symbol
(= Runflat System Component).

The markings on the sidewall of a run-flat tyre may differ accord‐
ing to manufacturer.

A self supporting tyre has run-flat properties in the event of a
pressure loss. In the event of a puncture, the vehicle can be driven
to the nearest workshop subject to certain restrictions (see ⇒
Owner's Manual .

Benefits

SST tyres can be driven for 50 km at up to 80 km/h even after a
complete loss of pressure.

Driving style, vehicle speed, road surface, weather conditions,
tyre condition and tyre load all affect the distance that can be
driven with a puncture.

With an SST tyre, it is not necessary to change the wheel imme‐
diately even with the tyre completely deflated (i.e. you don't need
to stop the vehicle in a dangerous place or in conditions of poor
visibility).

The braking, steering and driving response are virtually unim‐
paired even with the tyre completely deflated.

You no longer need a spare wheel if SST tyres are fitted. From
the customer's point of view, the benefits are savings in space
and a lighter vehicle.

Technology in detail

Standard tyres without run-flat properties

– -I- Normal tyre with air

– -II- Normal tyre without air

– If the normal tyre loses air, the rim presses heavily against the

sidewall. The rubber becomes very hot and deteriorates quick‐
ly when rolling flat.

SST tyre with reinforced sidewall

SST technology is based on self-supporting reinforced sidewalls.

78 Rep. Gr.44 - Wheels, tyres, vehicle geometry

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– -I- SST tyre with air

– -II- SST tyre without air

– Particularly thick sidewalls -A- support the airless tyre on a

standard rim and the vehicle remains manoeuvrable. A special
rubber compound strengthens the tyre and bears the weight
of the vehicle in the event of a puncture.

The sidewalls on the SST tyre are reinforced to prevent pinching
of the tyre between the road and the wheel rim in the event of a
puncture.

Differences between H2 and EH2 extended hump rim designs

♦ EH2 - the extended hump prevents unseating of the SST tyre

after a loss of pressure.

♦ The hump on an EH2 extended hump rim is steeper and near‐

er the centre of the wheel.

WARNING

The clearance from the brake is reduced.

Wheels and tyres - Edition 02.2010

13.2 Servicing tyres with run-flat capability

General information

WARNING

♦ Run-flat tyres must be renewed after a puncture.

♦ Note the special installation instructions.

– As with standard tyre/wheel systems, the wheel must also be

checked before fitting.

– After a puncture, the wheel should be checked for damage

(excessive lateral and radial runout or other damage), as the
wheel may have been damaged if it hit a pothole while the tyre
was flat.

– Damaged wheels must be renewed.

Note

♦

Flat tyre sprays/foams can be used with SST tyres.

♦

Tyres must be renewed after a puncture.

♦

Note the manufacturer's instructions.

13.3 Renewing tyres/conditions for use of run-flat tyres

Since a loss of pressure on run-flat tyres cannot always be de‐
tected by the naked eye, these tyres must only be used on
vehicles with a tyre pressure monitoring system. The system
warns the driver if the tyre pressure drops below a specified level.

Permissible:

♦ Direct measuring systems

♦ Indirect measuring systems

13. Self supporting tyres (SST) with run-flat capability 79

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Wheels and tyres - Edition 02.2010

Run-flat tyres must only be fitted on wheels with extended hump
(EH2).

Note the special installation instructions.

It is not permitted to fit both run-flat tyres and standard tyres on
the same vehicle, even on separate axles.

A standard tyre can be fitted only in exceptional circumstances
for a brief period and limited distance. The driver must be ex‐
pressly informed that the run-flat characteristics do not apply in
this case.

80 Rep. Gr.44 - Wheels, tyres, vehicle geometry