SKODA Self Study Program 77 – Geometry SSP-077-Geometry

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Service

Geometry

77

Service Training

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In line with the trend of the current development of vehicles,
the manufacturers must respond to the ever increasing
demands on the driving characteristics. Even in the lower
classes of vehicles, we encounter among other things, the
independent multi-link rear suspension.

The demands on the driving stability and thereby also on
the safety, the comfort and the driving dynamics are often
in confl ict with the needs of a small assembly room and
especially with the low cost of production.

Modern types of chassis refl ect the efforts which are un-
dertaken to resolve the confl icting requirements on the low
mass, yet ensuring a high strength of the suspension and at
the same time a precise wheel guidance. As a result, alumi­num alloys are increasingly and widely used, thus replacing
the original steels.

are offered, such as various electronic systems ABS,
EDL, ESP, EBD, TCS, which have the task to ensure the
optimum transfer of the driving and braking force onto the
roadway, the desired behaviour in curves (in most cases
mild understeer) etc.

Further options for improving the driving characteristics

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Contents

Introduction

Types of axles

Front axle
McPherson 5
Trapezoidal axle 6
Rear axle
Crank axle 7
Multi-link suspension with fi xed axle carrier (subframe) 8
Multi-link suspension with auxiliary frame 9
Multi-link suspension LDQ 10

Basic wheel geometry 11

Toe- in 11
Angle of spread, camber 12
Castor angle 13
Wheel steering angle 14
Toe-in constant "S" – toe-in curve 15

Adjustment points of the axles 16

4

5

McPherson front axle 16
Trapezoidal-link front axle 18
Rear crank axle 20
Multi-link rear suspension 21

The conditions for the inspection and the preparation for measurement 24

The conditions for the inspection 25

The preparation for the measurement 26
Jack tolerance 28

Consequences of poor geometry 29

Design modifi cations of the Škoda vehicles over the course of their production

You will fi nd the notes for the assembly and dis-
assembly, repair, diagnostics as well as detailed
user information in the diagnostics, measuring
and information system VAS 505x.

31

The time for going to press was on the 12/2009.
This brochure is not subject to an update.

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Introduction

The term chassis refers to the part of the vehicle which ensures that the vehicle is capable of moving
on the roadway.

It consists of several parts:

• rims with tyres

• wheel suspension

• shock absorbtion

• steering

• brake system

The geometry of the chassis primarily applies to the suspension of the wheels. Therefore, we will
continue to address precisely this problematic issue.

In practice we often encounter the term axle. It comprises both the suspension of the wheels and their
bearing, as well as the brakes, the shock absorbtion and the drivetrain, possibly also the powertrain.

The actual wheel suspension consists of parts that attach the wheels to the body or to the vehicle
frame. Their task consists in facilitating their vertical movement relative to the body, which is required
for the spring defl ection and to drive the wheels into an optimum position relative to the roadway.

SP77_23

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Types of axles

McPherson front axle

On all Škoda vehicles, starting with the model Favorit, with the exception of the ŠkodaSuperb model
of the fi rst generation, the proven kinematically independent suspension of the McPherson type was
used for the powered front wheels.

On each side of the axle is a wishbone and a damper unit which guide the wheel.

The Yeti model and the Octavia and Superb models of the second generation have a front axle bea­ring on an aluminum subframe. Thereby improving the elastokinematic properties while reducing at
the same time the mass of the axle.

Head end of the wheel pivot bearing

Steering rod

Console

Power steering gear

Damper unit

Anti-roll bar

Wheel bearing

GB

Track control arm

Rocker arm

SP77_8

Subframe

Anti-roll bar

5

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Types of axles

Trapezoidal-link front axle

Each wheel of the trapezoidal-link front axle on the ŠkodaSuperb model of the fi rst generation is
steered by a steering rod and four suspension arms independent of each other.

The subframe is fi xed to the body by means of high-volume rubber-bonded metal bearings. The coil
spring and the jacketed gas/liquid-fi lled shock absorber form the damper unit.

This type of axle makes it possible to eliminate the infl uences of the powertrain on the steering al-
most entirely, which offers a comfortable and safe drive. It is easy to operate and allows an accurate
straight line alignment of the axle. Its design ensures a neutral to a mildly understeering behaviour of
the vehicle.

Bearing body

Damper unit

Engine bearer

Power steering gear

rear upper arm

front upper arm

Bearing head of the
wheel pivot

lower guide arm

Subframe

lower support arm

Pipe stabiliser

SP77_4

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Rear crank axle

The ŠkodaFabia models of both generations feature a rear axle design which is proven and com-
monly used.

It is a crank axle, consisting of two trailing arms connected by a torsion arm type suspension. The
body of the axle is nestled at the front (in driving direction) on either side in rubber-bonded metal bear­ings, which secure the axle in the body.
In the lower part, the springs are anchored in two steel bearings attached to the trailing arms. The
upper part of the springs is supported by the longitudinal crossbeam of the body, which contributes
to a reduction of noise transmission within the passenger compartment. The telescopic dampers are
located behind the springs (in driving direction).

The same principle of the wheel suspension applies to the models ŠkodaRoomster, ŠkodaOctavia of
the fi rst generation with front-wheel drive and the ŠkodaSuperb model of the fi rst generation.

Anchor point of the body

Coil spring

Trailing arm

Rubber-bonded
metal bearing

Torsion bar

Shock ab­sorber

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SP77_5

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Types of axles

Multi-link rear suspension with fi xed subframe

A multi-link rear suspension was developped for the ŠkodaOctavia model of the second generation. It
gives the vehicle excellent driving characteristics and ensures more stability in extreme situations.

The multi-link rear suspension consists of four arms on each side, namely the:

• upper transverse control arm

• lower transverse control arm

• connecting control arm

• trailing arm

This design solution makes it possible to respond optimally to the longitudinal and transverse forces
which are applied. Three transverse control arms ensure the dynamics in the transverse direction.
Their precisely defi ned bearing enables the accurate setting of the required operating regimes.
The subframe is fi rmly secured to the body (only vehicles with front-wheel drive).

Bearing mounting

Cylindrical coil spring

Connecting control arm

Anti-roll bar

lower transverse control arm

Upper transverse control arm

Shock absorber

Wheel bearing

Subframe

Head end of the wheel pivot
bearing

Trailing arm

SP77_9

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Multi-link rear suspension with auxiliary frame

The models ŠkodaOctavia II 4x4, ŠkodaSuperb II and ŠkodaYeti are fi tted with the modifi ed multi-link
suspension which was fi rst introduced in the ŠkodaOctavia II model. The modifi cation consists in replac-
ing the fi xed subframe by an auxiliary frame which is connected to the body via elastic bearings. Further-
more, strong aluminium head pieces of the wheel pivot bearing are used on the Yeti model, which are
also installed on the VW Passat model, whereby an extension of the axle by about 30 mm was achieved.

The auxiliary frame is used on the models ŠkodaSuperb of the second generation and ŠkodaYeti
regardless of whether they have rear-wheel drive or not.

Current version of the axle with a steel auxiliary frame:

Shock absorber

Flexible fastening bearing

upper transverse control arm

Bearing mounting

Original version with an auxiliary frame and a reinforced crossbeam made of an aluminum al­loy as used on the fi rst Octavia II 4x4 models:

Anti-roll bar

Connecting control arm

Auxiliary frame

Trailing arm

Auxiliary frame

SP77_10

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Crossbeam

SP77_24

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Types of axles

Multi-link rear suspension (LDQ axle)

The ŠkodaOctavia models of the fi rst generation are equipped with a multi-link suspension, which is
known as the LDQ axle.

It consists of two trailing arms attached to the body and four suspension arms attached to the auxiliary
frame, which in turn is mounted on the body via an elastic bearing just as the trailing arms. An anti-roll
bar is also attached to the subframe.
The shock absorbers are located behind the springs and have an angle of inclination of about 45°
compared to the version with a classic crank axle.

Anti-roll bar

Shock absorber

Rubber-bonded metal bearing

Crossbeam

Auxiliary frame

Haldex coupling

Trailing arm of the rear axle

Transverse control arm

10

SP77_11

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Basic wheel geometry

We describe the position of the wheels relative to the roadway and to the base planes of the vehicle
using the individual parametres of the wheel geometry.

Amongst the main parametres of the wheel geometry are:

• toe-in δ

• angle of spread σ

• camber angle γ

• castor angle τ

• wheel steering angle α, β, ε

All the main parametres can be measured on the steered axle of the vehicle, on non-steered axles
we measure only:

• toe-in δ

• camber angle γ

Toe -in

The toe-in δ refers to the angle between the centre planes of the wheels. The wheel has a toe-in
angle (convergent), provided that the front part of the wheel is inclined to the longitudinal axis of the
vehicle. In general, the toe-in is measured as an angle deviation or in units of length on a well-defi ned
point of the wheels.

V

Y

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δ

SP77_1

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Basic wheel geometry

Angle of spread

The angle of spread σ is the angle projected onto the transverse plane of the vehicle between the
steering axis and the vertical axis of the vehicle. It ensures the tilting moment which brings the wheel
back to the straight-ahead position. The higher the value of the angle of spread, the greater is the
force needed to turn (rotate) the wheels.

Herewith, the distance projected on the transverse plane of the vehicle from the centre of the wheel
contact area to the point of intersection of the steering axis also relates to the plane of the roadway.
This is called kingpin offset (offset steering) r. When it is outside the centre plane of the wheel, it is
considered to have a negative offset.

The sensitivity of the axis to the longitudinal forces augments when the offset steering increases, so
that a negative offset steering is applied in order to stabilise the steering. The forces needed to turn
(rotate) the wheels augment when the offset steering increases, either to a positive or also to a nega­tive offset, provided the vehicle is stationary or moving slowly.

Camber angle (camber)

The camber angle γ refers to the angle between the vertical axis of the vehicle and the centre plane of
the wheel. The camber angle is a positive value, provided the top of the wheel inclines outwards from
the vehicle. Wheels which have a positive camber angle reciprocally counteract each other, whereby
they reduce the tendency for steering oscillation (vibration) in a straight-ahead position and limit the
play in the wheel bearings.

σ

γ

Z

Y

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r

SP77_2

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Castor angle

The castor angle τ is the angle projected onto the longitudinal plane of the vehicle between the steer­ing axis and the vertical axis of the vehicle. The castor angle has a stabilising effect on the steering
wheel, this makes it possible to bring the wheel back to the straight-ahead position and dampens the
effect of steering vibrations.

Z

V

τ

X

SP77_3

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Basic wheel geometry

α

α

β

ε

α

β

ε

Wheel steering angle (steering angle)

The steering angles α and β refer to the turning of both wheels of the steered axle. To ensure that the
wheels of the vehicle do not slip when driving through a curve, the axes of both steered wheels must
intersect on the mutual axis of the wheels of the rear axle. As a consequence, the wheel closest to the
centre of the curve must turn more than the wheel which is further away. The difference between both
angles is called a difference angle ε.

V

Y

X

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SP77_25

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Toe-in constant "S" – toe-in curve

If the wheel bounces up and down, a change in toe-in occurs depending on the extent of spring de­fl ection. When a change in toe-in of the front axle occurs, this helps to improve the driving safety.
As a result of the acceleration, load is relieved and in this way the front axle is raised. The geometry of
the suspensions is designed so that in this case the value of the toe-in increases. The front part (nose)
of the vehicle dips down when braking and the toe-in decreases because the divergence of the wheels
increases. This assists the braking effect. When driving through a curve, the outer wheel undergoes
the divergence change due to the inclination angle of the vehicle, while the inner wheel undergoes the
convergence change (toe-in) which increases the understeer behaviour of the vehicle.
The toe-in values which are determined by the different spring defl ections create the so-called toe-in
curve.

The axle alignment device determines the toe-in constant "S" as a difference between the toe-in
values measured in the initial position and in the raised position. In so doing, the nominal values are
compared to the actual values, which are displayed on the monitor.
Different adapters are required for raising the chassis depending on the height and tuning (standard,
sport or chassis with increased clear width).

In contrast to all the other Škoda models, the toe-in constant is measured only on the Superb model of
the fi rst generation which is the only model fi tted with a front axle with trapezoidal suspension, devel-
opped for the chassis platform B of the fi fth generation.

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Adjustment points of the axles

McPherson front axle

Camber angle (camber)

On the front axle of this type, the camber angle of
both wheels can be set independently. By shifting
the subframe on the left or on the right, the cam­ber can only be compensated for in such a way
that it is equal on both sides.

The subframe can be shifted after slackening
four, if necessary six fi xing screws (depending on
the type).

Warning!

When setting the camber angle of the wheels
of the front axle, the subframe must sim­ply be shifted to the side. When shifting the
subframe to the front or to the rear, a castor
change occurs and respectively the inclina­tion of the steering axis changes!

Octavia I SP77_12

Always use new screws when attaching the
subframe!

Octavia II, Superb II, Yeti SP77_13

direction of shift of the subframe

fi xing screws

16

Fabia I and II, Roomster SP77_14

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Castor angle

(only Octavia II, Superb II and Yeti)

Setting the castor angle of the front wheel or its
steering axis is performed by moving the body of
the rear bearing for the lower transverse control
arm of the suspension. As a result of this, the
leg rotates around its front bearing. The steering
pivot which is mounted in this leg, then moves in
the longitudinal direction thus changing the angle
of the steering axis.

SP77_15

Toe-in

On most types of suspensions, setting the toe-in
of the wheels of the steered axle is performed
simply by changing the length of the steering
rods. In practice, this means the counternut
must be slackened and the steering rod must
be unscrewed or screwed into the head end by
turning the hexagon, thus changing the distance

between both hinges.

SP77_16

GB

change the length of the steering rod by turning the
hexagon

direction of movement of the bearing
fi xing screws (SP77_15), nut (SP77_16)

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Adjustment points of the axles

Trapezoidal-link front axle

Camber angle (camber)

The camber angle of both wheels cannot be set
independently on the trapezoidal-link front axle
just as on the axle with the McPherson suspen­sions. By shifting the subframe on the left or on
the right, the camber can only be compensated
for in such a way that it is equal on both sides.

The subframe can be shifted after slackening the
eight screws with which it is attached to the body.

SP77_17

Toe-in

Setting the toe-in on the trapezoidal-link front
axle of the ŠkodaSuperb model of the fi rst gen-
eration is performed in the same way as on the
axles with McPherson suspensions. Thus, by
turning the steering rods by means of the hexa­gon after releasing the counternuts.

hexagon of the steering rod

fi xing screws (SP77_17),
counternuts (SP77_18)

Toe-in constant "S"

Changing the toe-in constant "S" is done by mov­ing the head end of the steering rod in a verti­cal direction to the head end of the wheel pivot
bearing. This change is carried out on a raised
axle, which rests on a device at the point of the
screws marked in the fi gure which in turn secure
the subframe to the body. The lifting height is 65
mm from the base position.

SP77_18

18

SP77_26

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The clamp connection slackens by loosening the
nut -A-. The adjusting screw -B- is screwed out by
approx. 4 mm. The head end of the steering rod is
fully pressed onto the screw -B-, which shortens its
location (distancewise) relative to the entire wheel
suspension. Through gradual tightening of the new
adjusting screw, its position can be adjusted in such
a way that the toe-in corresponds to the desired
value when the axle is raised. After tightening the
nut -A- as well as the screw -B- the axle returns to
its basic position in which the toe-in is checked once
more.

Screw -B-

Nut -A-

Note

The setting of the toe-in or the S-curve must
precede the alignment of the rack pinion in
the steering gear!

B

A

SP77_19

2

2

If the rack pinion is not exactly positioned in
the centre when the vehicle is in the straight­ahead position, the vehicle will pull to one
side with the constant slight aid of the hy­draulic steering system.

The alignment is performed by means of the
screw – V.A.G 1907– which is screwed into
the body of the steering gear after removing
the hexagon socket head cap -1- from the
thread opening.
Subsequently, the steering wheel can be
brought into the horizontal position.

1

1

V.A.G. 19 07

V.A.G. 1907

SP77_27

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Adjustment points of the axles

Rear crank axle

Camber angle (camber)

The camber angle on the rear axle of this type
cannot be set. If the camber values are outside
the tolerance and the conditions for the inspec­tion are met, check the body of the axle for dam-

age and if necessary replace.

Octavia I, Roomster SP77_20

Toe-in

On the models Fabia l and ll, the toe-in at the
rear axle cannot be set. If the camber values are
outside the tolerance and the conditions for the
inspection are met, check the body of the axle for
damage and if necessary replace.

On other vehicles fi tted with a crank axle, the
attempt can be made to compensate for toe-in
evenly by moving the bearing mountings in the
frame of their oval openings through which they

are attached to the body.

direction of movement of the bracket

Superb I SP77_28

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Multi-link rear suspension

Camber angle (camber)

The camber angle of the wheels for the multi-link rear suspension is set independently on both sides.
This is achieved by turning the eccentric screw -a-, which secures the upper control arm to the sub­frame or the auxiliary frame. In this way, the centre of rotation of the upper leg moves in the trans­verse direction -b- and in turn the head end of the wheel bearing -c-.

SP77_29

View from the front of the axle of the Yeti model, which has been removed from the body for the purpose of illustration.

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Adjustment points of the axles

After setting the desired camber, the nut -d-
must be replaced with a new one and tightened
to the prescribed tightening torque.

It is recommended to use the device -T10179- for

loosening and subsequently tightening the nut -d-
because of the diffi cult access.

view from behind SP77_30

device –T10179– SP77_31

22

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Toe -in

The toe-in angle of the wheels for the multi-link rear suspension is set independently on both sides.
This is achieved by turning the eccentric screw -a-, which secures the lower control arm to the sub-
frame or the auxiliary frame. In this way, the centre of rotation of the leg moves in the transverse direc­tion -b- and in turn the head end of the wheel bearing -c-.

view from below the axle of the Yeti SP77_32

After setting the desired camber, the nut -d- must be replaced with a new one and tightened to the
prescribed tightening torque.

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The conditions for the inspection

In general:

• The vehicle must only be measured on a test stand, which was approved for use by the manu­facturer.

• The front and the rear axles must be measured each time the vehicle is measured.

Otherwise, the correct driving characteristics cannot be ensured!

Note:

• The measurement of the vehicle is intentionally performed only after 1000 to 2000 kilome­tres driven, because only then the discharging process of the coil springs is completed.

• One cause of the vehicle shaking may be a too large residual imbalance of the wheels
and/or they may be running out of true.

• During the measurement steps, the desired values should be achieved with utmost preci­sion.

Failure to comply with the mounting position of
the rear axle can appear as if the steering wheel
is slanted. The vehicle then moves in the direc­tion of the slanting angle of the rear wheels and
the steered axle has to compensate for this de­fl ection when the vehicle is in the straight-ahead
position.

Note for the disassembly of the steering
wheel:

• Before disassembling the steering wheel,
mark the position of the steering wheel
relative to the steering column, if neces­sary pay attention to the already existing
marking.

• This position must be not changed!
Otherwise, the centre position of the rack
pinion cannot be ensured!

• The steering columns, which are supplied
as spare parts, have no marked centre
position. They are only marked after the
measurement of the vehicle and a subse­quent test drive.

• Vehicle with ESP: If the steering weel is
changed on this vehicle, the basic setting
of the steering angle sender –G85– must
be checked → diagnostics, measuring
and information system VAS 505x.

V

Y

X

SP77_34

24

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The vehicle must be measured, if:

• it shows defi ciencies in the driving characteristics,

• after an accident, the specifi c vehicle parts mentioned in the corresponding table in the workshop
manual were replaced,

• the specifi c vehicle parts mentioned in the corresponding table in the workshop manual were
disassembled or replaced,

• on the vehicle, for example, a tyre that is worn on one side is noticed.

The conditions for the inspection

The actual measurement and adjustment of the vehicle must be preceded by the following steps:

• Determin the type of the chassis on the basis of the data plate, possibly from the ELSA system.

• Check, the wheel suspension and the wheel bearing, the steering and its parts for impermissible
play and damage, if necessary repair.

• Check the depth of the tread pattern. The difference in depth on an axle must not exceed 2 mm.
Infl ate the tyre to the required pressure.

• Fill the fuel tank to the maximum, possibly counterbalance using sandbags.

• Check whether the spare wheel and the vehicle tool kit (depending on the equipment) are in their
specifi c place.

• Fill the windshield washer system reservoir to the maximum.

• Proper alignment of the vehicle, multiple spring defl ection and stabilisation.

While measuring, none of the movable parts of the measurement system designed for measur­ing must move into the fi nal position or strike!

Very important!

• Pay attention to the standard preparation and setting of the measurement system; you

must operate the system in accordance with the user manual!

Likewise, you may ask the manufacturer of the measurement system for instructions.
It is possible that the settings of the platforms and the computer for the measurement of the axle differ
over time from the original setting for leveling.

As part of the maintenance, but at least once a year, the platforms and the computer for the
measurement of the axles should be checked and set!
Work carefully and conscientiously with these very sensitive devices!

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with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�

The preparation for the measurement

The preparation for the measurement

• To avoid false measurement results, the axial run-out compensation (balancing) procedure of the
rim must be carried out. Otherwise, the measurement result would not be correct. The toe-in of the
wheels cannot be correctly set without carrying out the axial run-out compensation procedure of the
rims!

• Position the device for pressing the pedal, e.g. -V.A.G 1869/2-, for securing the brake pedal

Required special tools, inspection and measuring devices as well as auxiliary means

• Device for pressing the pedal, e.g. -V.A.G 1869/2-

• System for measuring the axles

• Weights, for example sandbags with a mass of 10kg each

SP77_21

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with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�

Check the transverse gradient of the vehicle "zero position"

If the measured values are outside the tolerance of the nominal values, this may be caused by
the slanting angle of the vehicle body.

Vehicles with the steering wheel on the right-hand side or for example vehicles with an automatic
gearbox may have a somewhat slanted angle. This is a normal condition due to the location of the unit
and the related mass distribution.

• Check the dimension -a- on the left and right at the front axle (Octavia II, Superb II, Yeti) as well

as at the rear axle (all Škoda models except Superb I).

• Correct possible deviations from the specifi ed value.

The values of the dimension -a- can be found in the workshop manual of each vehicle.

a

On the front axle, the difference may be offset by placing a weight on the respective bearing of the

SP77_22

shock absorber unit in the engine compartment.
On the rear axle, the difference may be offset by placing a weight on the relevant side in the luggage
compartment.
For example, sandbags of 10 kg each can be used as a load.

10kg

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SP77_36

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with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�

The preparation for the measurement

Overview of the working steps for the measurement of the vehicle

The following sequence of the working steps must be kept!

1. Determine the chassis type on the vehicle. This information is provided in the data plate.

2. Carry out the compensation operation for the axial run-out of the rim.

3. Defl ect the vehicle.

4. Position the device for pressing the brake pedal, e.g. -V.A.G 1869/2-.

5. Measure the height of the vehicle, possibly the offset of its transverse gradient by placing

weights.

6. Lock the steering wheel in the middle position of the height adjustment of the steering column.

7. Set the centre position of the rack pinion and secure the steering wheel (by securing the rack

pinion in the centre position, the same diametre for cornering the vehicle is ensured on both
sides). If the steering wheel is slanted, it must be brought into the correct position after complet­ing the measurements (in a straight position).

8. Check, if necessary set the camber at the front axle.

9. Check, if necessary set the camber at the rear axle (only Octavia II, Superb II and Yeti).

10. Check, if necessary set the toe-in at the rear axle (not valid for Fabia).

11. Check, if necessary set the castor angle at the front axle (only Octavia II, Superb II and Yeti).

12. Check, if necessary set the toe-in at the front axle.

13. Check, if necessary set the toe-in constant at the front axle (only Superb l).

Jack tolerance

< |±1mm|

|±1mm| >

< |±2mm|

SP77_35

Compared to the usual lifting jacks, higher demands are placed on the accuracy of the lifting facilities
used when checking the geometry.
This refers in particular to the tolerance of the sole of the plane, whereby the difference in height
between the left side and the right side of the front or rear axle must not be greater than 1 mm. When
measuring diagonally, the difference in height must only be 2 mm between the front right side and the
rear left side or vice versa.
These tolerances are valid for each measurement position! They are checked on four-column as well
as scissor lift facilities.

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with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�

Consequences of poor geometry

A poor geometry of the vehicle does not only cause rapid and uneven tyre wear. A more serious
consequence is the deterioration of the driving stability and the longer brake path. If the geometry is
correctly set, this helps to reduce the fuel consumption and to lower the exhaust emissions due to the
lower rolling resistance.

Camber angle (camber)

A reduced camber angle increases the wear of
the inner edge of the tyre, whereas an increased
camber angle in turn increases the wear of the
outer edge of the tyre.

An asymmetrical camber angle of the left axle
and the right axle causes the vehicle to pull to the
side where the wheel has a larger camber angle.
It is diffi cult to keep the vehicle in the straight-
ahead position.

Unsymmetrische Abnutzung des Reifens SP77_37

Castor angle

A reduced castor angle leads to unsafe steer­ing behaviour. The vehicle seems to "fl oat" so to
speak, on the road. The wheels do not tend to
return to the straight-ahead position.

However, increasing the castor angle stabilises
the vehicle travelling straight ahead while in­creasing the forces needed to defl ect the vehicle
from the straight-ahead position.

Toe-in

If the toe-in is reduced, the vehicle "fl oats", as
it requires a constant correction by the steering
wheel to hold the vehicle in the desired direc­tion. The tyres wear excessively and this causes
wheel vibrations.
An increased toe-in is characterised by the
diffi culty to defl ect the vehicle from the straight-
ahead position and by the rapid return of the
wheels after driving through a curve. Once again
the tyres wear excessively, especially on the
outside surface of the tread.

Diagonale Abnutzung des Reifens SP77_38

And in cases of an excessively large toe-in angle,
if the rear wheel slides slightly laterally while
rolling. The increased distortions of the tyre are
eliminated by the sliding friction occuring always
at the same point of the tread, whereby creating
a diagonal strip of an excessively used tread pat­tern.

On the rear wheels of the vehicles with a front
drive axle, we can see in some places diagonal
wear of the tyre.

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with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�

Consequences of poor geometry

Variable toe-in

A different setting of the toe-in curve of the left wheel from the right wheel, and thus changing the
toe-in settings of both wheels differently by way of their spring defl ection, can result in the vehicle
defl ecting from its direction when driving over bumps on the roadway and in a worse case, even when
accelerating or braking. The infl uence of the vehicle tilting to the side when cornering leads to the
instability of the vehicle. The actual travel path of the vehicle does not correspond to the turning angle

of the steering wheel.

Note
An excessive wear of the tyres can only be caused by the poor geometry of the vehicle. In

practice, we notice the wear of the tyres from driving with a too low or to the contrary, a too
high tyre pressure.

Tyre wear at low pressure SP77_39

A further wear, which is not directly caused by the geometry of the chassis, is the so-called
sawtooth-shaped wear of the tread pattern. The single tyre tread blocks become deformed
during rolling. At the outset of the contact with the road surface, they are pressed together and
when leaving the point of contact they are rubbed off as they return to their original shape and
size. Thus, a greater wear occurs on the rear side of the tread blocks. If the height difference
between the front and rear edges of the tread blocks is not greater than 0.8 mm, a signifi cant

deterioration in the properties of the tyres, with the exception of the increased noise while
driving, does not occur.

Original shape of the tread blocks Shape of the blocks after wear

Sawtooth-shaped wear in the cut of the tread pattern SP77_41

Tyre wear at overpressure SP77_40

Sawtooth-shaped wear occurs mostly on the non-drive axle, whereas it is primarily noticeable
in the shoulder part of the tyre. Triangular areas of the worn tread pattern, which look like saw
teeth, arise depending on the tread shape of the transverse ridges.
If it is a directional tread pattern and the tyre cannot be turned around on the rim, the wheels
should be changed with the drive axle and the non-drive axle after approx. 10000 kilometres
driven.
The reason is usually an incorrect tyre pressure, aided by an excessively large toe-in angle.

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with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�

Design modifi cations

Design modifi cations of the Škoda vehicles over the course of their production

Fabia II, Roomster – front axle

The vehicles produced up to the 11th week of 2008 had a front subframe with mounted consoles.
The subframe was available in two versions depending on the engine equipment, due to the differ­ent exhaust management system. On the more recent models, a welded one-piece subframe without
consoles is used, which corresponds to both exhaust management systems.
Furthermore, the lower leg, the ball joint and the head end of the wheel pivot bearing have been modifi ed.

Original solution of the subframe with mounted consoles. The ball joint heads are inserted into the
profi le of the lower legs and are secured from below using screws which are screwed into the nuts in
the securing plates (not shown) on the top side of the leg.

SP77_42

SP77_42

New subframe with integrated consoles. The ball joint heads with weld screws are inserted at the top
in the openings in the lower legs and secured by nuts from below.

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with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�

Design modifi cations

Since January 2009, the attachment of the shock absorber units in the housings within the body was
modifi ed.

Both units are shown without the grommets and the elastic stop collars.

SP77_44

Original shock absorber unit secured to the body
by means of three screws in the rivet nuts within
the rubber-bonded metal bearing.

SP77_45

With the new solution, the shock absorber unit
inserted in the housing within the body is secured
to the piston rod of the shock absorber by means
of one self-locking nut.

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with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�

Octavia II – rear axle 4x4

As of 06/2007, the original aluminum subframe was replaced by a steel frame on the 4x4 vehicles. In
this context, the crossbeam under the steering device including the connecting material were omitted.

Original aluminum subframe with mounted crossbeam.

SP77_46

At present, the subframe does not require a crossbeam for reinforcement.

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SP77_47

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with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�

On the same date, the head end of the wheel pivot bearing made of cast steel was replaced with an
aluminium head. In this context, the cover plate of the brake disc was also changed and is now se-

cured with four screws instead of three.

SP77_46

Original steel head end of the wheel pivot bearing

Current version of the head end of the wheel pivot bearing made of an aluminum alloy.

SP77_46

34

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Notes

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unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability

with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�

Overview of the previously edited service training resources

77

No.Designation

1 Mono-Motronic
2 Central locking
3 Vehicle alarm
4 Working with wiring diagrams
5 ŠKODA FELICIA
6 Safety of the ŠKODA vehicles
7 Principles of ABS - were not published
8 ABS - FELICIA
9 System for safe start-up with transponder
10 Air conditioning in the vehicle
11 Air conditioning FELICIA
12 1.6 engine - MPI 1AV
13 Four-cylinder diesel engine
14 Power-assisted steering
15 ŠKODA OCTAVIA
16 1.9 ltr. TDI diesel engine
17 ŠKODA OCTAVIA Convenience electronic system
18 ŠKODA OCTAVIA mech. gearbox 02K, 02J
19 1.6 ltr. and 1.8 ltr. petrol engines
20 Automatic gearbox - fundamentals
21 Automatic gearbox 01M
22 1.9 ltr./50 kW SDI diesel engines, 1.9 ltr./81 kW TDI
23 1.8 ltr./110 kW and 1.8 ltr./92 kW petrol engines
24 OCTAVIA, CAN BUS databus
25 OCTAVIA - CLIMATRONIC
26 OCTAVIA - safety of the vehicle
27 OCTAVIA - 1.4 ltr./44 kW engine and gearbox 002
28 OCTAVIA - ESP - fundamentals, design, function
29 OCTAVIA 4 x 4 - all-wheel drive
30 2.0 ltr. 85 kW and 88 kW petrol engines
31 Radio navigation system - design and functions
32 ŠKODA FABIA - technical information
33 ŠKODA FABIA - electrical systems
34 ŠKODA FABIA - electro-hydraulic power-assisted

steering
35 1.4 ltr. - 16 V 55/74 kW petrol engines
36 ŠKODA FABIA - 1.9 ltr. TDI Unit injection
37 Mechanical gearbox 02T and 002
38 ŠkodaOctavia; model 2001
39 Euro-On-Board-Diagnosis
40 Automatic gearbox 001
41 Six-speed gearbox 02M
42 ŠkodaFabia - ESP
43 Exhaust emissions
44 Extended service intervals
45 Three-cylinder petrol engines 1.2 ltr.
46 ŠkodaSuperb; Presentation of the vehicle; part I
47 ŠkodaSuperb; Presentation of the vehicle; part Il
48 ŠkodaSuperb; 2.8 ltr./142 kW V6 petrol engine
49 ŠkodaSuperb; 2.5 ltr./114 kW TDI V6 petrol engine
50 ŠkodaSuperb; Automatic gearbox 01V

No.Designation

51 2.0 ltr./85 kW petrol engine with balancing shafts

and two-stage intake manifold

52 ŠkodaFabia; 1.4 ltr. TDI engine with unit injection

system

53 ŠkodaOctavia; Presentation of the vehicle
54 ŠkodaOctavia; Electrical Components
55 FSI petrol engines; 2.0 ltr./110 kW and 1.6 ltr./85

kW
56 Automatic gearbox DSG-02E
57 Diesel engine; 2.0 ltr./103 kW TDI with pump-nozzle

units, 2.0 ltr./100 kW TDI with pump-nozzle units
58 ŠkodaOctavia, Chassis and electromechanical

power-assisted steering
59 ŠkodaOctavia RS, 2.0 ltr./147 kW FSI turbo engine
60 2.0 ltr./103 kW 2V TDI diesel engine; particle fi lter

with additive
61 Radio navigation systems in the Škoda
62 ŠkodaRoomster; Vehicle presentation part l
63 ŠkodaRoomster; Vehicle presentation part lI
64 ŠkodaFabia II; Vehicle presentation part
65 ŠkodaSuperb II; Vehicle presentation part l
66 ŠkodaSuperb II; Vehicle presentation part lI
67 2.0 ltr./125 kW TDI diesel engine with Common Rail

injection system
68 1.4 ltr./92 kW TSI petrol engine with turbocharger
69 3.6 ltr./191 kW FSI petrol engine
70 All-wheel drive with Haldex coupling of the lV

generation
71 ŠkodaYeti; Vehicle presentation part l
72 ŠkodaYeti; Vehicle presentation, part ll
73 LPG system in Škoda vehicles
74 1.2 ltr./77 kW TSI petrol engine with turbocharger
75 Automatic 7-speed gearbox with double clutch 0AM
76 Greenline vehicles
77 Geometry

Only for the internal use in the service network ŠKODA.
All rights and technical modifi cations reserved.
S00.2002.77.20 Technical status 12/2009

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