2003-2015 Volkswagen Caddy SUV Facts about wheels and tyres (commercial vehicles) User Manual
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Facts about wheels and tyres (commercial vehicles) for Your Volkswagen Caddy SUV Third Generation (2003-2015)

Amarok 2011 ➤ , Caddy 2004 ➤ , Caddy 2011 ➤ , Caddy Kasten/Kombi 1996 ➤ ...  
Wheels and Tyres Guide - Edition 01.2011  
4
Facts about wheels and tyres (com‐  
mercial vehicles)  
4.1  
Useful information regarding tyres  
4.1.1  
Identification markings on the tyre sidewall  
Example: Dunlop SP Sport 9000  
1 - Size code  
❑ e.g. 195/65 R 15 91T  
⇒ page 10  
2 - Manufacturer (trade name)  
3 - Tread pattern  
4 - Code for tubeless tyres  
5 - Radial construction  
❑ Radial cord direction in  
carcass  
6 - Notes for version with „rim  
protector“  
7 - Production date  
❑ Tyre ageing  
⇒ page 14  
8 - E number = Approval num‐  
ber  
❑ Tyre meets European  
guidelines ECE-R30  
and EEC92/93.  
9 - Country of origin  
❑ e.g. manufactured in  
Germany  
10 - Internal DUNLOP tread  
code  
11 - DOT - Department of  
Transportation  
❑ Tyre fulfils standards of  
the Department of  
Transportation of the  
United States of Ameri‐  
ca  
12 - DOT Code  
❑ Identification number for manufacturer's plant, tyre size and tyre model  
13 - Maximum permitted load and maximum permitted tyre pressure  
❑ Data for North America  
14 - Number of plies in the centre of the tread and in the sidewalls as well as information about the material  
15 - Position of TWIs (Tread Wear Indicators)  
16 - Relative expected service life - abrasion resistance  
❑ based on a US standard test  
4. Facts about wheels and tyres (commercial vehicles)  
9
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17 - Rating of wet-braking traction, A, B or C  
❑ According to a US test  
18 - Rating of temperature resistance, A, B or C  
❑ According to a US test  
19 - Safety notes for use or fitting of tyre  
20 - Reference to „ultralight construction“  
❑ Tyre is up to 30% lighter  
21 - Specified direction of rotation for tyre  
22 - Inmetro code  
❑ Required for the Brazilian market only  
4.1.2  
Explanation of tyre lettering  
Explanation of tyre dimensions  
Tyres  
Speed  
1
2
3
R
R
R
ZR  
4
5
6
V
Q
T
-
7
Summer tyres  
Winter tyres  
Winter tyres  
High-speed tyres  
to 240 km/h  
to 160 km/h  
to 190 km/h  
195  
195  
195  
225  
65  
65  
65  
50  
15  
15  
15  
16  
91  
91  
91  
91  
-
M + S  
M + S  
-
faster than 240  
km/h  
1 - Tyre width  
2 - Aspect ratio in %  
3 - Code for tyre construction „R“ indicates radial  
4 - Rim diameter designation  
5 - Load rating code/load index (LI)  
6 - Speed rating code  
7 - Winter tyre/code for all-season tyre  
Speed rating/maximum speed  
Speed rating code  
Maximum speed in km/h  
L
M
N
P
120  
130  
140  
150  
Q
R
S
160  
170  
180  
T
190  
U
H
V
200  
210  
240  
ZR  
W
Y
above 240  
270  
300  
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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.  
195/65 R 15 91T). It is indicated on the tyre as a code according  
to ETRTO. The following table shows the load rating codes used  
at VW with the corresponding load capacity of the tyres.  
Load rating code  
Maximum load of tyre in kg  
75  
78  
79  
80  
81  
82  
83  
84  
85  
86  
87  
88  
89  
90  
91  
92  
387  
425  
437  
450  
462  
475  
487  
500  
515  
530  
545  
560  
580  
600  
615  
630  
650  
670  
690  
710  
730  
750  
775  
800  
825  
850  
875  
900  
1060  
1120  
1150  
1180  
1215  
1250  
1285  
93  
94  
95  
96  
97  
lk  
98  
99  
100  
101  
102  
103  
104  
110  
112  
113  
114  
115  
116  
117  
4. Facts about wheels and tyres (commercial vehicles)  
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4.1.3  
Speed ratings for tyres  
The speed rating (e.g. „T“) following the size of the tyre (e.g.  
185/65 R 14 86T)) indicates the maximum permitted speed  
(v  
) of the tyre.  
max  
The tyres for the vehicle must be selected so that their maximum  
permitted speed is greater than the maximum speed that the ve‐  
hicle („based on model“) can attain.  
Vehicles with national type approval  
If the vehicle has a national type approval, the maximum speed  
for the vehicle is calculated as follows:  
Formula for vehicles with v  
up to 150 km/h  
max  
= 1.03 x v + 3.5 km/h ⇒ page 12  
v
max  
Example: specified maximum speed v = 145 km/h  
= 1.03 x 145 km/h + 3.5 km/h = 152.85 km/h  
v
max  
In this example, a tyre with the speed rating „Q“ or higher must  
be used.  
Formula for vehicles with v  
above 151 km/h  
max  
= 1.01 x v + 6.5 km/h ⇒ page 12  
v
max  
Example: specified maximum speed v = 163 km/h  
= 1.01 x 163 km/h + 6.5 km/h = 171.13 km/h  
v
max  
lk  
In this example, a tyre with the speed rating „S“ or higher must be  
used.  
Vehicles with EC type approval  
If your vehicle has an EC type approval, the maximum speed for  
all vehicles is calculated as follows:  
v
= 1.05 x v ⇒ page 12  
max  
Example: specified maximum speed v = 172 km/h  
= 1.05 x 172 km/h 180.60 km/h  
v
max  
In this example, a tyre with the speed rating „T“ or higher must be  
used.  
It is permitted to use tyres with a higher speed rating. The same  
applies to tyres with a higher load index.  
Note  
For the letter „v“, enter the maximum speed given in field „T“ of  
part I or II of the registration document or under number 6 of the  
vehicle documentation. This calculation is necessary because all  
vehicles, for technical reasons, achieve different maximum  
speeds within a legally permitted tolerance.  
4.1.4  
Undulations  
Radial depressions are slight concavities in the tyre sidewall.  
They run from the bead towards the shoulder of the tyre. These  
parts appear in the figure ⇒ page 38 .  
The cause is the accumulation of material at the joints of the tyre  
components.  
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Undulations have no effect on:  
♦ Safety,  
♦ Service life,  
♦ Handling or  
♦ Other characteristics of the tyre.  
Undulations are visible to varying extents. It is not necessary to  
inspect the tyre or remove it from the rim.  
What causes undulations?  
Modern steel belted tyres are constructed with single-ply side  
walls 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 irregularities or waves are created in the  
area of the overlapping parts. The overlaps are easier to see from  
the outside due to the single-ply construction.  
4.1.5  
Tyre storage  
Storage room  
Rooms used for storing tyres must be  
•
•
•
•
dark  
dry,  
cool and  
ventilated  
in the tyre storage room.  
WARNING  
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 always 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 fuel land  
on a tyre during a fill up, this is of no concern.  
Storing the tyres  
Complete wheels  
Tyres mounted on wheels can be stored flat, stacked one upon  
the other. In this case, it is important to ensure that the tyres are  
clean and dry. The inflation pressure should be increased to a  
maximum of 3 bar.  
Tyres without wheels  
Tyres without wheels are best stored standing vertically. If tyres  
are stacked for a long period of time, they will be pressed together  
quite considerably. The tyres will then be more difficult to fit, as  
they do not sit on the rim shoulders. If tyres are stored standing  
vertically, it is recommended to turn them every 14 days to avoid  
flat spots.  
4. Facts about wheels and tyres (commercial vehicles)  
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4.1.6  
Tyre ageing  
Tyres age as a result of physical and chemical processes, which  
can impair the function of the tyres. Tyres which are stored for  
longer periods of time harden and become brittle faster than tyres  
which are constantly in use on a vehicle. Older tyres may develop  
hairline cracks as a result of ageing. When tyres are in regular  
use, the constant flexing activates softeners in the rubber, pre‐  
venting hardening and the development of cracks.  
It is therefore important to take into account not only 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 determined from  
in the DOT designation, which includes the production date of the  
tyre.  
Example of a DOT number to 31.12.1999  
DOT ..... 5  
0
9
<
Stands for 199_  
Last digit is production year  
Week  
In this example, the production date is the 50th week of 1999.  
Example of a DOT number from 01.01.2000  
DO ..... 0  
T
1
0
0
lk  
Last 2 digits is production year  
Week  
In this example, the production date is the 1st week of 2000.  
Recommendation  
♦ We recommend using tyres more than 6 years old only in  
emergencies and only with a cautious driving style.  
♦ When new tyres are fitted, the spare tyre may also be used if  
it is in flawless condition and is 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 always being further developed. This can lead, for  
example, to slight changes in the rubber compound, even if  
the tyres are of the same make, size and tread pattern.  
♦ All VW vehicles are factory-fitted with four identical tyres and  
wheels.  
Front-wheel drive vehicles:  
♦ For reasons of safety, tyres of the same make and with the  
same tread pattern should be mounted on one axle.  
Four-wheel drive vehicles:  
♦ Vehicles with four-wheel drive must always be equipped with  
four wheels with tyres of the same size, construction, tread  
pattern and make.  
Renewing tyres  
Tyres must always be renewed when:  
•
•
the legal minimum tread depth of 1.6 mm is reached,  
there is visible mechanical damage  
14  
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•
the tyres are more than 6 years old.  
4.1.7  
Tyres with flange protection  
The tyre industry produces tyres with flange protection for alloy  
wheels. The flange protection is intended to protect alloy wheels  
from damage due to contact with kerbs.  
The combination of tyres with flange protection, steel wheels and  
a full-size hub cap can lead to the loss of the hub cap during op‐  
eration. The flexing of the tyre separates the hub cap from its seat.  
WARNING  
When fitting tyres, always make sure that only tyres without  
flange protection are fitted to steel rims.  
The figure shows a prohibited combination of steel rim, full-size  
hub cap and a tyre with flange protection.  
A - Flange protection  
B - Flange of a steel rim  
C - Full size hub cap  
lk  
WARNING  
This combination must never be fitted!  
4.1.8  
Winter tyres  
As of 01.05.2006, a change to the German road traffic regulations  
(StVO) came into force which caused the following supplement  
to be made: "The equipment in motor vehicles has to be adapted  
to the weather conditions. In particular, this includes suitable tyres  
and antifreeze in the windscreen washing system."  
Please point out to customers that, since May 1st 2006, they are  
legally obliged to adapt their vehicle's equipment, particularly the  
tyres, to winter weather conditions.  
For driving in winter, we recommend that the vehicle is equipped  
with winter tyres in the sizes recommended in table 2 of the parts  
certificates.  
As a basic rule:  
All tyre sizes listed in the vehicle documents can also be used as  
winter tyres.  
The handling characteristics may be affected by the use of winter  
tyres and the possible change in the dimensions of the wheel and  
tyre. Therefore, when using winter tyres, you must adapt your  
speed to the changed handling characteristics and to the road  
conditions.  
To achieve the best possible handling, winter tyres must be fitted  
on all wheels.  
If the vehicle is equipped with rims other than the factory-fitted  
rims, you must take the following into consideration when you fit  
winter tyres:  
♦ Wheels and wheel bolts are matched.  
♦ Whenever the wheels are changed, corresponding wheel bolts  
of the correct length and with the correctly shaped tapered  
4. Facts about wheels and tyres (commercial vehicles)  
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seats are used 1). The secure fit of the wheels and the func‐  
tioning of the brakes depends this.  
♦ The suitability of winter tyres with less than 4…5 mm tread  
depth for winter operation is limited.  
♦ Some countries require winter tyres to have a tread depth of  
at least 4 mm.  
♦ We recommend that winter tyres be replaced after no more  
than six years. The special „winter properties“ of these tyres  
decline with age, regardless of how much they are used.  
Tyre pressure for winter tyres  
The tyre pressure for winter tyres must be 0.2 bar more than the  
applicable tyre pressure for standard tyres but not more than  
3.5 bar.  
Registration regulations in the Federal Republic of Germany  
Only when winter tyres are in use may the top speed that a vehicle  
can achieve be greater than the maximum speed specified by the  
speed symbol of the tyre.  
In this case, a label stating the following must be attached:  
Important! Winter tyres!  
Maximum speed … km/h  
Note  
This label must be clearly visible to the driver!  
1) A spherical cap is the curved surface of a section of a sphere cut by a plane.  
The tapered seats on the wheel bolt and in the wheel (rim) in the wheel bolt holes  
are spherical caps.  
lk  
4.1.9  
Reinforced and Extra Load (XL) tyres  
Some tyre manufacturers have for some time replaced the des‐  
ignation „Reinforced“ with the designation „Extra Load“. This  
designation has long been standard in non-European countries.  
Technically, there is no difference between them.  
Some tyre manufacturers also use the designation „XL“ for Extra  
Load tyres.  
Tyres with the designation „Reinforced“ or „Extra Load (XL)“ are  
of equal quality.  
4.1.10  
Snow chains  
Snow chains must be fitted to driven wheels only.  
On all-wheel drive vehicles, however, only the front wheels may  
be fitted with snow chains (or the rear wheels on the Amarok).  
It is not possible to use snow chains with all wheel and tyre com‐  
binations. Notes on this can be found in the vehicle tables of the  
parts certificate.  
If no particular type of snow chain is specified, then small-link  
chains may be used. These, including the chain fastener, may not  
protrude more than 15 mm beyond the wheel's tread and the inner  
wall.  
On some models, only special, small-link chains are possible with  
certain wheel and tyre combinations. Notes on this can be found  
in the vehicle tables of the parts certificate.  
16  
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The maximum speed permitted by law when driving with snow  
lk  
chains is 50 km/h.  
Snow chains should be removed when there is no snow on the  
road. There is no point in having them on the wheels, as they  
adversely affect the vehicle's handling. It causes unnecessary  
stress on the tyres and above average wear on the chains.  
4.2  
Tyre wear/ mileage  
4.2.1  
General  
A tyre has to meet numerous requirements ⇒ page 18 .  
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. The trade-off for this,  
however, is that the mileage is not as high as S or T tyres, for  
example.  
4. Facts about wheels and tyres (commercial vehicles)  
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4.2.2  
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 one of the characteristics will have a negative effect on  
one of the others.  
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 passenger vehicle tyres does not just de‐  
pend on the rubber composition and design of a tyre. The condi‐  
tions for use, the vehicle-specific circumstances and driving style  
have a heavy influence on the service life of a tyre.  
Modern vehicles enable comfortable and economic driving, but  
also a more "sporty" driving style. A tyre life of 5,000 to 40,000  
km or more is possible.  
lk  
Note  
The driving style is the most important influencing factor as re‐  
gards the service life of a tyre.  
4.2.3  
Wear behaviour 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  
tread compositions 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.  
4.2.4  
Factors influencing the service life of a  
tyre  
The following factors influence a tyre's service life to varying de‐  
grees.  
Driving style:  
♦ Speed ⇒ page 19  
♦ Braking ⇒ page 19  
♦ Acceleration ⇒ page 19  
♦ Cornering ⇒ page 20  
18  
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For more information about driving style: ⇒ page 19 .  
Maintenance:  
♦ Tyre pressure ⇒ page 20  
For more information about maintenance: ⇒ page 20 .  
Environment:  
♦ Road surface  
♦ Ambient temperature and climate  
Vehicle:  
♦ Weight  
♦ Dynamic toe and camber settings  
Tyre use:  
♦ Speed range  
♦ Wet or dry  
Tyre type:  
Winter or summer  
4.2.5  
Driving style  
I. Steady driving without deceleration or acceleration  
Example:  
Speed (km/h)  
Wheel slip  
Wear  
100  
180  
1
3
1
9
II. Braking (driving style)  
Most wear is caused during braking.  
Example: Braking from a speed of 50 km/h  
2 2)  
Braking distance (m)  
Vehicle allowed to roll to a stop  
Wheel slip  
Wear  
Deceleration (m/s )  
0
4
8
0
1
4
100  
50  
0.1 x g  
0.2 x g  
0.4 x g 3)  
12.5  
32  
2000 - 3000  
2
2) g = Freefall acceleration: 9.81 m/s  
3) A deceleration of 0.4 x g corresponds to heavy braking.  
III. 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.  
Example:  
Wheel slip  
Wear  
Driving off gently  
Driving off normally  
1 - 2  
7 - 8  
1
5
Driving off with wheels spinning  
20 or more  
100 - 200  
4. Facts about wheels and tyres (commercial vehicles)  
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IV. Driving through curves (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 »premium« that has to be  
paid for going faster.  
Example: Driving through a curve with a radius of 150 m  
2 4)  
Speed (km/h)  
Wear  
Lateral acceleration (m/s )  
50  
80  
100  
1 = 0.13 x g  
2.5 = 0.33 x g  
4 = 0.53 x g  
1
6.5  
16  
lk  
2
4) g = gravitational acceleration: 9.81 m/s  
4.2.6  
Tyre maintenance  
Tyre pressure  
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  
1.9  
1.4  
1.0  
100  
80  
60  
100  
85  
60  
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 always to maintain the tyre pressure specified by the man‐  
ufacturer.  
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Wheels and Tyres Guide - Edition 01.2011  
Note  
♦ The diagrams shown are not applicable in all cases.  
♦ They are intended merely 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.  
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  
Diagram 2:  
Tread depth over tyre service life for vehicles with four-wheel drive  
and V-rated tyres  
P - Tread depth  
S - Mileage covered  
1 - Front axle  
2 - Rear axle  
Diagrams 1 and 2 show that the tread on a new tyre wears faster  
than that 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 swapping (interchanging) the  
front and rear wheels on a regular basis. Rotating wheels  
⇒ page 53 .  
4.2.7  
Evenly worn tyres  
The requirements to be met by tyres are increasing continuously.  
This is caused by the following factors:  
♦ greater 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 be determined only when  
the remaining tread depth has reached 2 mm (see diagrams  
⇒ page 21 ).  
4. Facts about wheels and tyres (commercial vehicles)  
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4.2.8  
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 position of the TWIs can  
be seen at various points on the shoulder of the tyre  
⇒ Item 15 (page 9) .  
A „Δ“ or the manufacturer's „logo“ may appear in the place of  
„TWI“.  
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.  
lk  
The TWIs must not be included in the measurement. Tread depth  
should always be measured at the deepest point of the tread  
channel.  
A - TWIs in the main tread channels  
B - Main tread channels with TWIs -arrows-  
4.2.9  
One-sided wear  
This is often caused by driving style, but can be the result of in‐  
correct wheel alignment.  
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Increased one-sided wear  
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 curves 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 specified toe-in and  
camber values. Increased one-sided wear can be expected if  
tyres are allowed to roll under conditions which differ from those  
specified.  
One-sided wear is especially likely if the toe and camber have not  
been set correctly. Moreover, there is a greater risk of diagonal  
washout.  
lk  
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).  
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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.  
Running gear modifications  
Using „suspension-lowering kits“ and/or alloy wheels that have  
not been recommended by VW may result in altered wheel posi‐  
tions which deviate from the specified alignment.  
Even if the axle geometry is correct with the vehicle stationary  
during wheel alignment, the changed vehicle height and wheel  
positions can cause the wheel suspension to move differently  
during operation.  
Uneven wear is then unavoidable.  
The way to prevent one-sided tyre wear is to ensure the wheel  
alignment is correct on one hand and on the other hand to make  
sure the vehicle is used only for its intended purpose:  
Regular servicing of the vehicle and tyres helps to prevent tyre  
wear. The following should be noted in particular with regards to  
this:  
♦ The prescribed minimum tyre pressure must be adhered to.  
♦ Different wear on the front and rear axle depending on the  
driving style is unavoidable. This condition can be compensa‐  
ted for by rotating the wheels from front to rear. The ideal  
opportunity to do this, for example, is during the seasonal  
change between winter and summer tyres. This change also  
has a positive side effect in that the tyres can wear down  
equally, meaning that a completely new set of tyres can be  
fitted. This prevents differences between the tread depths of  
the tyres on each axle, which can have negative effects on  
road holding.  
♦ Saw tooth formation is a normal wear pattern, particularly if the  
driving style is very careful ⇒ page 27 . This can lead to in‐  
creased rolling noise, which generally becomes better as the  
tread depth decreases. In the event of light saw tooth forma‐  
tion or if saw tooth formation is just starting, exchanging the  
wheels between axles is normally sufficient. If saw tooth for‐  
mation is very pronounced, the wheels have to be changed in  
accordance with ⇒ page 27 so their direction of rotation is  
reversed.  
♦ Some tread patterns may create an impression of premature  
wear: if winter tyre sipes or channels in the tread are worn  
down, only compact profile blocks without patterns remain,  
thus giving the impression of a worn tyre. In this case, the re‐  
maining tread depth must be measured in each groove. If this  
is at or below the minimum tread depth, the tyre can continue  
to be used without restrictions. (In Germany, the minimum is  
1.6 mm; it is recommended, and in Austria, required, that win‐  
ter tyres that are worn down to 4 mm be used only in summer )  
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4.2.10  
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 tread than it does at the shoulder.  
This causes drive forces to be transferred to the road surface from  
the centre section of the tread. This ilsk reflected in the wear pat‐  
tern.  
Effects of this kind can be especially pronounced on wide tyres.  
It is not possible to counteract this wear pattern by reducing the  
tyre pressure.  
WARNING  
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.  
Increased tread wear  
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.  
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4.2.11  
Diagonal washout  
Diagonal washout on a tyre  
Diagonal washout 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.  
Washout occurs almost exclusively on the tyres on the non-driven  
wheels, in particular at the rear left. Washout 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 val‐  
ues improve the wear pattern.  
The most pronounced diagonal washout is often found in the area  
where the tyre components are joined.  
Wheels with positive toe-in roll with a slip angle even straight  
ahead. This leads to a diagonal stress in the contact patch or  
footprint on the tyre/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.  
If you detect washout, you should fit the wheels on the driven axle,  
assuming the washout is identified at an early stage. Deeper  
washout cannot be repaired.  
Faulty adjustment  
If a customer complains of „diagonal wear spots“, the toe adjust‐  
ment must be examined. If toe-in is correct, the cause of the  
diagonal washout is very probably the tyre itself.  
Tyres with diagonal washout caused by incorrectly set axle ge‐  
ometry at the wheels are not covered by warranty.  
4.3  
Tyre noise  
4.3.1  
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 structure and material of the road surface will greatly affect  
tyre noise. For example, the noise level on a wet road is much  
higher than on a dry road.  
The pattern of the tyre tread also has a significant influence on  
tyre noise. Tyres with transverse grooves at a 90° angle generate  
more noise than tyres with grooves running diagonally.  
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.  
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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.lk  
♦ „Air pumping“ is the compression and expansion of the air  
caused by the deformation of the tread blocks as the tyre con‐  
tact patch moves along the road surface.  
Useful information regarding tyre noise  
Tyre noise is determined primarily by the tyres and the road sur‐  
face.  
The coarseness, structure and material of the road surface influ‐  
ence tyre noise.  
The widths of the tyre and the rim, among other things, influence  
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  
patch. 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.  
Tyre noise is more perceptible in the passenger compartment of  
vehicles with front-mounted engine as wind and engine noises  
are harder to hear in the rear.  
4.3.2  
Saw-tooth wear  
Saw-tooth wear is a stepped wear pattern on the individual tread  
blocks ⇒ page 28 that can cause increased tyre noise. The saw  
tooth is caused by uneven deformation of the tread blocks in the  
tyre's contact patch. Saw-tooth wear is more pronounced on non-  
driven wheels than on driven wheels.  
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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.  
Appearance of saw tooth  
A - Tread block of a new tyre; seen in direction of motion  
-arrow 1-, tread blocks are equally high in front and back.  
B - Development of saw teeth; seen in the direction of rotation  
-arrow 1-, tread blocks are higher in front than in back -arrow 2-.  
C - Seen in the direction of rotation -arrow 1-, tread blocks show  
greater wear in the front section of the „saw tooth“ -arrow 3-.  
Pronounced saw-tooth wear can lead to customers complaining  
about tyre noise.  
Pronounced saw-tooth wear occurs under the following condi‐  
tions:  
♦ toe values are too high  
♦ tyre pressures are incorrect  
♦ tread is coarse and open  
♦ tyres are fitted on the non-driven axle  
♦ very fast cornering.  
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 is increased, interchange the tyres diagonally. This will  
lk  
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 louder immediately after the tyres  
have been interchanged but will return to a normal level after  
about 500…1,000 km have been driven.  
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, reverse both tyres 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.  
4.3.3  
Flat spots (from locking wheels)  
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 cannot prevent brief locking  
of the wheels, and thus, minor flat spots.  
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.  
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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 from a speed of 57 km/h (23.8 m braking dis‐  
tance)  
♦ up to 3.3 mm from a speed of 75 km/h (41.8 m braking dis‐  
tance)  
♦ up to 4.8 mm from a speed of 92 km/h (71.6 m braking dis‐  
tance)  
Flat spots in tread  
Tyres with such damage must no longer be used and must be  
renewed.  
4.4  
Rough running caused by wheels/tyres  
lk  
4.4.1  
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 imbalances 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  
•
•
•
optimal safety,  
smoothest possible running and  
even wear  
throughout a tyre's service life, we recommend having the wheels  
and tyres balanced at least twice during the tyre's service life.  
4.4.2  
Balancing wheels  
Before you start balancing the wheels, the following conditions  
must be met.  
•
•
Tyre pressure must be OK.  
The tyre tread must not show one-sided wear and should be  
at least 4 mm deep.  
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•
•
•
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.  
4.4.3  
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 the speed range in which rough  
running occurs.  
– Raise the vehicle on a lifting platform immediately after the  
road test.  
– Mark the positions of the tyres on the vehicle.  
Tyre position  
Front left tyre  
Front right tyre  
Rear left tyre  
Rear right tyre  
Marked with …  
FL  
FR  
RL  
RR  
– Remove wheels from vehicle.  
– Balance the wheels.  
4.4.4  
Balancing wheels on stationary wheel  
balancing machine  
lk  
Clamp wheel into wheel balancing machine  
Note  
When balancing tyres, remember that cleanliness is absolutely  
essential, as is the case in any other repair work you carry out.  
Only then can you attain a flawless result!  
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.  
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Note  
♦ To clamp the wheel, use e.g. centring system for wheel bal‐  
ancing machines -VAS 6241- . On the Amarok and the T5, use  
clamping plate LK 5x100/112/130 -VAS 6243- additionally.  
♦ To clamp the wheel on the Crafter 30 and 35, use centring  
sleeve -VAS 6610- with clamping plate -VAS 6609- .  
♦ To clamp the wheel on the Crafter 50 and Supersingle, use  
centring sleeve -VAS 6608- with 3-arm star -VAS 6607- .  
♦ This ensures that the wheel is 100% centred and that the  
wheel is clamped without its being damaged.  
lk  
♦ 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.  
Procedure for balancing wheels and tyres  
– Rotate wheel and tyre on wheel balancer.  
– Check that the indicator lines on the sidewall of the tyre near  
the wheel 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 severely washed out  
spots are apparent, balancing cannot 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, radial or  
lateral runout may be the cause.  
– Check the wheel for radial or lateral runout ⇒ page 34 .  
– If radial and lateral runout are within the specified tolerance,  
balance the wheel and tyre.  
Note  
♦ More than 60 grams of weight per tyre should not be used.  
♦ If more weight is required, you may be able to achieve smooth‐  
er running by "matching" the tyre and rim. Matching tyres  
⇒ page 35 .  
♦ The wheel balancer display should indicate 0 gram.  
♦ As an alternative to match mounting, you could use the vibra‐  
tion control system -VAS 6230- ⇒ page 32 .  
– Bolt the wheel to the vehicle.  
– First hand-tighten the lowest wheel bolt to about 30 Nm.  
– Then tighten the remaining wheel bolts diagonally to about  
30 Nm. This process centres the wheel on the hub.  
– Lower vehicle onto its wheels.  
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– Now use a torque wrench to tighten the wheel bolts to the  
specified torque in diagonal sequence.  
Carry out road test  
– After balancing the wheels and tyres, carry out a road test.  
If you detect vibration during the road test, it may be due to tol‐  
erance in the wheel centring.  
In unfavourable circumstances, the component tolerances of  
wheels and hubs could cumulate. This too can lead to vibration.  
This can be alleviated using a finish balancer. ⇒ page 32  
4.4.5  
Vibration control system -VAS 6230-  
Using the vibration control system -VAS 6230 A- you can perform  
more functions than just stationary balancing.  
A special feature of this system is the testing of the radial force of  
the wheel and tyre while rolling.  
A roller presses against the wheel with a force of about 635 kg.  
This simulates the vertical tyre force against the road surface  
during travel.  
Radial and lateral runout in the wheel and tyre and differences in  
the stiffness of the tyre cause the vertical force of the wheel to  
vary.  
The vibration control system -VAS 6230 A- detects and stores the  
position of the maximum measured radial force in the tyre. Then  
the position of the smallest distance between the wheel rim flange  
and the centre of the rim is measured.  
lk  
4.4.6  
Finish balancer  
Note  
♦ Before working with a finish balancer , the mechanic needs to  
have been instructed by the manufacturer of the balancer.  
♦ To balance the wheels, set the wheels of the driven axle on  
the sensor platforms (only the front wheels of a front-wheel  
drive vehicle, all four wheels of a four-wheel drive vehicle).  
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  
The hub must not rotate during this procedure.  
– First hand-tighten the lowest wheel bolt to about 30 Nm.  
– Then tighten the remaining wheel bolts diagonally to about  
30 Nm. This process ensures that the wheel is centred prop‐  
erly on the hub.  
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– Check whether 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.  
lk  
– 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 if you have not already  
done so.  
WARNING  
Always tighten wheel bolts to specified torque using a torque  
wrench!  
4.4.7  
Radial and lateral runout of wheels and  
tyres  
Radial and lateral runout occur when the wheel and tyre do not  
run absolutely true.  
For technical reasons, 100% true running is not possible.  
Therefore, the manufacturers of these components allow a pre‐  
cisely determined tolerance.  
Mounting the tyre in an unfavourable position on the wheel can  
cause the maximum allowed tolerance for wheel with tyre to be  
exceeded.  
The table shows the maximum permissible tolerances for a wheel  
with mounted tyre.  
Tolerances for radial and lateral runout of wheels with tyres  
Wheel with tyre  
Radial runout (mm)  
Lateral runout (mm)  
Amarok  
Caddy from 2004  
Transporter  
0.9  
1.2  
2.5  
2.2  
1.6  
1.2  
1.3  
2.5  
2.2  
2.0  
Steel rim 15"  
Alloy wheel 15"  
Steel rim 16"  
Alloy wheel 16"  
1.1  
1.5  
LT from 1997  
Crafter  
3.15  
1.5…2.0  
1.5…2.0  
3.15  
1.25  
1.25  
16”-wheel  
17”-wheel  
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4.4.8  
Checking radial and lateral runout on  
wheels and tyres with tyre gauge -V.A.G  
1435-  
Checking lateral runout  
– Preload tyre gauge -V.A.G 1435- about 2 mm.  
– Set tyre gauge -V.A.G 1435- against sidewall of tyre.  
– Slowly rotate the wheel.  
– Note the smallest and the largest dial readings.  
Note  
If the difference is greater than 1.3 mm, the lateral runout is too  
great.  
In this case, you can reduce lateral runout by match mounting the  
tyre ⇒ page 35 .  
Extreme values on the tyre gauge -V.A.G 1435- due to small ir‐  
regularities in the rubber may be disregarded.  
Checking radial runout  
– Preload tyre gauge -V.A.G 1435- about 2 mm.  
lk  
– Set the tyre gauge -V.A.G 1435- against the tyre tread.  
– Slowly rotate the wheel.  
– Note the smallest and the largest dial readings.  
Note  
If the difference is greater than 1 mm, the radial runout is too great.  
In this case, you can reduce radial runout by match mounting the  
tyre ⇒ page 35 .  
4.4.9  
Checking radial and lateral run-out on  
wheel rim  
– Mount the wheel on the wheel balancer .  
– Use the wheel balancing machine centring system -VAS  
5271- .  
– Preload tyre gauge about 2 mm.  
– Slowly rotate the wheel.  
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– Note the smallest and the largest dial readings.  
S - Lateral runout  
H - Radial runout  
lk  
– Compare the measured values with the specifications in the  
table ⇒ page 35 .  
Note  
Extreme values on the tyre gauge due to small irregularities may  
be disregarded.  
Specifications for radial and lateral runout on wheel  
Rim  
Radial runout (mm)  
Lateral runout (mm)  
Amarok  
Steel wheel  
Alloy wheel  
Steel wheel  
0.6  
0.3  
0.6  
0.7  
0.3  
0.5  
Caddy from  
2004  
Alloy wheel  
0.3  
0.8  
0.5  
0.3  
0.8  
0.5  
Transporter  
Steel wheel 15" and 16"  
Alloy wheel 15"  
Alloy wheel 16"  
0.3  
0.3  
LT from 1997  
Note  
1.25  
1.25  
If the measured value exceeds the specification, acceptably  
smooth running cannot be attained.  
4.4.10  
Matching  
General  
When radial or lateral runout of the wheel and tyre coincide, the  
imbalance of the wheel is amplified by the tyre.  
For technical reasons, 100% true running is not possible  
⇒ page 33 .  
Before match mounting the used wheels which are fitted on the  
vehicle, run the tyres warm. This will eliminate any flat spots  
caused by storage or handling, ⇒ page 36 .  
Procedure for match mounting  
– Deflate the tyre.  
– Press the tyre beads off the rim flanges.  
– Coat the tyre bead all round with tyre fitting paste .  
– Rotate the tyre 180° relative to the wheel.  
– Inflate the tyre to approx. 4 bar.  
– Mount the wheel with tyre on the wheel balancer.  
– Check true running, that is, radial and lateral runout.  
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Note  
♦ If the specified values for radial and lateral runout are not ex‐  
ceeded, the wheel can be balanced to 0 gram. Specified  
values appear on ⇒ page 33 .  
♦ If the radial and lateral runout is not within the specifications,  
the tyre must be rotated again.  
– Deflate the tyre and press off the tyre beads from the rim  
flanges.  
– Rotate the tyre 90° relative to the wheel (1/4 of a turn).  
– Inflate the tyre to 4 bar again and check true running.  
Note  
♦ If the specified values for radial and lateral runout are not ex‐  
ceeded, the wheel can be balanced to 0 gram.  
♦ If the radial and lateral runout are not within the specified val‐  
ues, the tyre must be rotated again.  
– Press the tyre off the rim flanges again as described above.  
– Rotate the tyre 180° relative to the wheel (half a turn).  
lk  
If the radial and/or lateral runout are still not within the specified  
values, check the wheel for radial and/or lateral runout  
⇒ page 34 .  
If the measured values for radial and lateral runout of the wheel  
are within the specified values, the tyre has impermissibly high  
radial or lateral runout. 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.  
♦ Therefore, 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.  
4.4.11  
Flat spots caused by storage or handling  
What is a flat spot?  
The terms flat area and flats are also used for the term flat spot.  
Flat spots caused by storage or handling also cause vibration in  
the same way as incorrectly balanced wheels do. It is important  
that flat spots on the tread are identified as such.  
Flat spots caused by storage or handling cannot be balanced and  
they can reoccur at any time due to various circumstances. Flat  
spots caused by storage or handling can be eliminated without  
complicated special tools. This does not apply to flat spots caused  
by hard braking ⇒ page 28 .  
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lk  
Note  
Flat spots caused by hard braking cannot be repaired. Such tyres  
must be renewed.  
Reasons for flat spots caused by storage or handling:  
♦ The vehicle has been left standing in one place without being  
moved for several weeks.  
♦ The tyre pressure is too low.  
♦ The vehicle was placed in a paint shop drying booth after being  
painted.  
♦ The vehicle was parked with warm tyres in a cool garage or  
similar for a long period of time. In this case, a standing 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.  
♦ Flat spots caused by storage or handling can be removed only  
by running the tyres warm.  
♦ The method described below is not recommended in cold and  
wintry weather.  
Requirements and conditions:  
– Check and, if necessary, correct inflation pressure.  
– Drive the car on a motorway where possible.  
– Traffic and road conditions permitting, drive a 20 to 30 km  
stretch at a speed of 120 to 150 km/h (this speed recommen‐  
dation is for Germany - do not exceed the national speed limit).  
WARNING  
♦ 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.  
– Raise the vehicle immediately following the road test.  
– Remove the wheels from the vehicle.  
– Balance the wheels on a stationary wheel balancer  
⇒ page 30 .  
4.5  
Vehicle pulls to one side  
4.5.1  
General  
Perform a road test to determine whether a vehicle is pulling to  
one side and if so, which side. If the vehicle pulls to one side  
⇒ page 39 .  
When wheel alignment is checked, include the wheel alignment  
test results in tyre complaint report.  
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  
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to self-steering of the vehicle. Strategic rotation of the wheels can  
balance out this self-steering behaviour.  
4.5.2  
Conicity  
Conicity is caused by a slight offset of the tread and/or the belt  
(amounting to a few tenths of a millimetre) relative to the geo‐  
metric centre of the tyre. Taper is not visible and cannot be  
measured with equipment available in the workshop.  
Parts of a tyre  
1 - Bead  
2 - Shoulder  
3 - Tread  
4 - Steel cord belt  
A - Geometrical centre of tyre  
B - Actual centre of belt. It can be offset to inside or outside.  
lk  
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Exaggerated for clarity.  
1 - Offset of belt and tread  
F1 - Unequal vertical wheel forces  
F2 - Unequal vertical wheel forces  
Fk - Conicity force  
The offset produces differences in stiffness at the inner and outer  
shoulders of the tyre, resulting in differing vertical wheel forces.  
Consequently the belt or tread will not be pressed onto the road  
surface with the same force (F1, F2). A conical, or tapered, 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.  
Because the direction in which the force of taper is exerted is not  
visible, only road tests and strategic rotation of wheels and tyres  
can establish which tyres cause the pulling.  
The tyre consists of numerous components and materials which  
are vulcanised to form a single part at the end of a complicated  
manufacturing process. The result is differing production toleran‐  
ces which make themselves noticeable through more or less  
strong lateral forces (conicity forces). 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.  
4.5.3  
Remedies when vehicle pulls to one  
side  
Test conditions before and during the road test:  
– 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, bubbles  
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. It may be  
necessary to renew such tyres.  
4. Facts about wheels and tyres (commercial vehicles)  
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– 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  
the vehicle may have already been changed around at an ear‐  
lier date.  
– Is the make of tyre approved by the factory as original equip‐  
ment?  
– Perform the road test on a road that is straight and even, has  
no "tram lines" (indents from heavy traffic) or adverse camber.  
– Perform the road test with the customer under the conditions  
specified above. Ask the customer to demonstrate the prob‐  
lem.  
Note  
lk  
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.  
Note  
♦ Mark the tyres before the first rotation, e.g. FR, FL, RR, RL.  
♦ After rotating wheels or reversing the tyre on its rim, you must  
observe very carefully how the vehicle behaves during the  
road test. Note how and 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. Therefore it is recommended  
as a first step to carry out the strategic rotation of the wheels  
as described below.  
♦ 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 rear axle.  
4.5.4  
Strategic rotation of wheels for non-directional tyres  
↓
Perform a road test to determine if the vehicle pulls to one side and if so, which side.  
↓
If the vehicle pulls to one side, interchange the front wheels.  
↓
Carry out road test  
Vehicle travels in a straight line - END  
Vehicle pulls to other side  
↓
Vehicle pulls to the same side  
↓
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Reverse one front tyre on its rim (direction of rotation  
Interchange front and rear tyres.  
is reversed).  
↓
↓
Carry out road test  
Carry out road test  
Vehicle travels in a straight line - END  
Vehicle does not travel in a straight line.  
Vehicle travels in a straight line - END  
Vehicle does not travel in a straight line.  
↓
↓
Interchange the front and rear wheels.  
Vehicle pulls to other side  
↓
No change  
↓
↓
Carry out road test  
Reverse one front tyre on Check alignment of front  
its rim (direction of rota‐ and rear wheels and ad‐  
tion is reversed)  
just if necessary.  
If the alignment is correct,  
Vehicle travels in a straight line - END  
contact Product Support.  
Vehicle does not travel in a straight line.  
↓
Interchange front wheels.  
↓
↓
Carry out road test  
Carry out road test  
Vehicle trav‐ Vehicle does not travel in a straight  
Vehicle travels in a  
els in a  
straight line -  
END  
line.  
straight line - END  
lk  
↓
Vehicle does not travel in  
a straight line.  
Mount new tyres on front axle  
Mount new tyres on front  
axle  
↓
↓
Carry out road test  
Carry out road test  
Vehicle travels in a straight line - END  
Vehicle travels in a  
straight line - END  
↓
↓
Vehicle does not travel in a straight line; contact Product Support.  
4.5.5  
Strategic rotation of wheels having unidirectional tyres  
↓
Perform a road test to determine if the vehicle pulls to one side and if so, which side.  
↓
If the vehicle pulls to one side, interchange front and back wheels with tyres.  
↓
Carry out road test  
Vehicle travels in a straight line - END  
Vehicle does not travel in a straight line.  
↓
First renew one tyre on the front axle.  
↓
Carry out road test  
Vehicle travels in a straight line - END  
Vehicle does not travel in a straight line.  
4. Facts about wheels and tyres (commercial vehicles)  
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↓
Renew other tyre on the front axle.  
↓
lk  
Carry out road test  
Vehicle travels in a straight line - END  
Vehicle does not travel in a straight line.  
↓
Check front and rear wheel alignment.  
↓
Carry out road test  
Vehicle travels in a straight line - END  
Vehicle does not travel in a straight line; contact Product Support.  
4.6  
Tyre damage  
4.6.1  
General information  
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, sporty driving, and so on.  
Damage can be caused in a number of ways:  
♦ Driving with insufficient tyre pressure  
♦ Assembly error when tyres were fitted on rims  
♦ Damage by embedding objects  
♦ Ageing  
♦ Improper storage  
WARNING  
Whenever a safety risk cannot be ruled out, the tyre must be  
renewed.  
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4.6.2  
Construction of a radial belted tyre  
Cross section of a radial belted tyre  
1 - Tread block  
2 - Tread groove  
3 - Tread  
4 - Nylon ply  
5 - Belt layers  
❑ Usually made of steel  
6 - Bead core  
❑ Consists of steel wires  
vulcanised into rubber.  
❑ Ensures secure seating  
of the tyre on the rim.  
7 - Bead filler  
8 - Rim 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 abbre‐  
viation 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.  
4.6.3  
Impact damage  
A swelling in the sidewall of the tyre indicates that the carcass in  
the substructure has been damaged.  
4. Facts about wheels and tyres (commercial vehicles)  
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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 tyre pressure, the axle load and the type of  
obstacle.  
Pinch marks on tyre sidewall -arrows-  
lk  
Note  
♦ Driving over kerbs should be avoided.  
♦ 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 punctured carcass  
Due to a severe impact, the carcass was pinched on the wheel  
rim flange and is ruptured in the contact area.  
Damage inside the tyre resulting from impact (double rupture)  
Double rupture -arrows- caused by pinching when a kerb was  
driven over. Often not detectable from outside.  
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4.6.4  
Cuts  
Cut caused by a sharp-edged obstacle -arrow-  
lk  
4.6.5  
Damage caused by foreign bodies  
Driving over hard, pointed objects like nails, screws and the like  
can puncture the tyre.  
This always leads to tyre damage.  
Damage due to embedded foreign body  
Often, the object -marking- is so securely embedded in the tyre  
that it will not free itself even at higher speeds. Consequently, it  
can act as a plug and seal the tyre relatively well. This results in  
a gradual loss of pressure, which the driver will not notice imme‐  
diately, but which can lead to sudden and complete tyre failure.  
Note  
No repair should be attempted on a steel belted tyre of which the  
structure has been punctured by a foreign body.  
4.6.6  
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 a steel belted tyre of which the  
structure has been punctured by a foreign body.  
Corrosion can develop on the steel wires. This will always lead to  
the separation of the rubber from the steel belt.  
Generally, 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, the tyre can fail completely  
at some point long after the tyre was first damaged.  
Tyre damage caused by foreign bodies is not covered by the war‐  
ranty.  
4.6.7  
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  
4. Facts about wheels and tyres (commercial vehicles)  
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heavy load. A sporty driving style also requires correct or even  
slightly increased tyre pressure.  
Slow loss of tyre pressure  
The slow loss of tyre pressure is especially problematic because  
even experienced drivers often do not notice it.  
lk  
Insufficient tyre pressure and the related increase in flexing (in‐  
ternal friction) cause the tyre material to heat up considerably and  
may lead to the separation of the various components and rubber  
compounds.  
In the end, the tyre is usually destroyed completely  
⇒ page 46 .  
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.  
4.6.8  
Tyre damage due to insufficient tyre  
pressure  
The most common causes for tyre failure are minor external dam‐  
age, a defective valve or a leaking rim due to corrosion or dam‐  
age.  
Separation of carcass and rubber  
Excessive heating due to driving with substantially insufficient tyre  
pressure ⇒ page 47 led to overheating and subsequent sepa‐  
ration of the carcass from the rubber material -arrows-.  
The tyre shown here was periodically driven with an inflation  
pressure which was insufficient for the load. Typical evidence for  
this is the circumferential scuffing along 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 lay‐  
ers of steel cord, especially at the ends of the belts.  
Tyres with wide, circumferential furrows near the bead  
Wide, circumferential furrows near the bead -arrows- 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 defects mentioned above severely restrict the function of the  
tyre. The rubber compounds separate, which results in the partial  
separation of tyre components or even its complete destruction.  
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Tyre with stripped tread or stripped protector  
Such damage usually develops over a longer 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.  
The figure shows a tyre with stripped protector due to travel with  
insufficient tyre pressure.  
4.6.9  
Rising tyre temperature caused by in‐  
sufficient inflation pressure  
The graph shows the temperature development of a tyre at a  
speed of 180 km/h.  
A - When specified tyre pressure is maintained, 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 higher speeds.  
C - Critical temperature threshold: A tyre defect will develop.  
lk  
T - Temperature in °C  
t - Travel time in minutes  
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4.6.10  
Tyre damage due to fitting error (fitting  
damage)  
Bead core broken during tyre inflation.  
Modern radial tyres for passenger cars are mounted only on safe‐  
ty rims. Safety rims have a hump -1- running along the bead seat.  
1 - Hump (double hump H 2)  
2 - Wheel rim flange  
3 - Inner rim shoulder (e.g. tapered rim shoulder)  
4 - Rim  
5 - Wheel  
6 - Well  
7 - Outer rim shoulder (e.g. tapered rim shoulder)  
The hump prevents the tyre from being pressed out of the rim  
shoulder during travel 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.  
WARNING  
♦ 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 partlylk 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.  
Tyre with broken bead core and destroyed carcass  
The figure shows a tyre with a broken bead core and destroyed  
carcass as a result of excess pulling force during fitting.  
Bead damage due to faulty or incorrect tyre fitting with tyre-fitting  
machine  
The following errors, which may occur when tyres are fitted, can  
lead to severe tyre damage:  
♦ opposite tyre bead not seated completely in rim well when up‐  
per bead is rolled in on tyre fitting machine ⇒ page 48  
♦ fitting head improperly adjusted  
♦ edge of fitting roller on tyre bead rolls off  
♦ guide rollers worn or have sharp edges  
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tyre bead is split  
In these cases, the bead, which is under great tension, can be cut  
into in the direction of rotation, split and/or be pinched off down  
to the core wire.  
It is often possible to identify the tracks of the guide roller as it was  
applied or ran off where the damage occurred.  
lk  
Note  
Both tyre beads as well as the rim shoulders must always be  
coated with assembly paste .  
If fitting damage remains undetected, there is a danger that the  
tyre will fail later during operation.  
THEREFORE!  
♦ 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.  
4.7  
Useful information about rims  
4.7.1  
Details on rims  
There are several items of information on rims. The following ex‐  
ample shows the information needed for clear identification of the  
rim:  
Part no.:  
6E0 601 027 A  
Size of rim:  
6 J x 15  
6 - Rim width in inches  
J - Shape of wheel rim flange  
15 - Rim diameter in inches  
Wheel offset in mm:  
43  
Data on hump of rim shoulder:  
EH2  
1
Extended Hump )  
1
) Raised round hump on both rim shoulders. These ensure that  
when run-flat tyres are used without air pressure, they will not slip  
from rim shoulder. Rims with EH2 are required only if tyres with  
run-flat properties are fitted!  
4.7.2  
Rim - pitch circle diameter (PCD)  
Pitch circle diameter  
Model  
All pickups 1997 >  
Transporter 1996 >  
100 mm  
112 mm  
All Caddys 1996 >  
Transporter 1991 >  
All Caddys 2004 >  
120 mm  
130 mm  
205 mm  
130 mm  
Transporter 2004 >, Amarok 2011 >  
LT 1997 > with 5-hole wheel attachment  
LT 1997 > with 6-hole wheel attachment  
Crafter 2006 > with 6-hole wheel attachment  
4. Facts about wheels and tyres (commercial vehicles)  
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Wheels and Tyres Guide - Edition 01.2011  
Pitch circle diameter  
205 mm  
Model  
Crafter 2006 > with 6-hole wheel attachment  
4.7.3  
Split rim composite wheels  
Split rim alloy wheels consist of several parts.  
The major parts are the rim and the wheel centre. These parts are  
bolted together with special bolts using a special process. This  
ensures that the wheel works properly, that it is sealed and safe  
and that it runs true. These requirements are not guaranteed with  
workshop materials and under workshop conditions.  
WARNING  
You must not dismantle or repair composite wheels!  
4.7.4  
Half dual spacing and wheel offset  
♦ „Half dual spacing (HMA)“ refers to twin wheels and defines  
dimension -A- from the centre of the rim to the outer wheel  
contact surface.  
♦ „Wheel offset (ET)“ is dimension -B- from the centre of the rim  
of the rim to the hub-sided contact surface of the wheel.  
1 - Rim  
2 - Wheel  
A - Half dual spacing (HMA)  
B - Wheel offset (ET)  
lk  
4.7.5  
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.  
Cleaning agents  
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 harsher and  
more aggressive the cleaning agent.  
Damage to finish  
If the finish is damaged, for example by stones, the damage must  
be repaired as quickly as possible ⇒ page 51 .  
50  
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Wheels and Tyres Guide - Edition 01.2011  
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. Therefore,  
these substances should 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.  
lk  
4.7.6  
Restoring alloy wheels  
WARNING  
♦ Repairing a damaged wheel using heat treatment such as  
welding or the addition or removal of material is absolutely  
forbidden.  
♦ Damaged or deformed wheel rims or wheel rims with  
cracked or deformed wheel bolt holes may not be re‐  
paired.  
♦ Restoration may be undertaken only with tested and ap‐  
proved Genuine paint materials ⇒ Paint repair guide .  
4. Facts about wheels and tyres (commercial vehicles)  
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Amarok 2011 ➤ , Caddy 2004 ➤ , Caddy 2011 ➤ , Caddy Kasten/Kombi 1996 ➤ ...  
Wheels and Tyres Guide - Edition 01.2011  
4.7.7  
The valve  
1 - Valve body  
2 - Valve core  
3 - Valve cap  
1. Valve body  
The rubber valve for tubeless tyres is designed to create an air-  
tight seal in the hole in the rim. The elastic material of the rubber  
valve body presses tightly into the hole in the rim.  
WARNING  
Do not damage surface of wheel rim when removing rubber  
valve (scratching/cuts on paint). On steel wheels in particular,  
even the smallest notches in this area may lead to corrosion,  
hairline cracks or functional impairment of the component.  
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 insert has the most important job in the valve. It creates  
a seal and enables the regulation of the air pressure. The small  
flat seal on the valve core can only function correctly if it is free of  
foreign particles, dirt and moisture. The compressed air system  
must be free of water and oil!  
3. Valve cap  
A valve cap must always be screwed onto the valve. It prevents  
dirt from getting into the valve. Dirt which may be in the valve  
would reach the seal of the valve plate when the tyre is inflated  
and cause a leak.  
lk  
The valve must be renewed every time a new tyre is fitted.  
The fitting must be performed using a commercially available  
puller.  
Snap-in valve must always be installed moistened with a suitable  
lubricant.  
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.  
♦ Separation of carcass and rubber ⇒ page 46  
♦ Wide, circumferential furrows near the bead ⇒ page 46  
♦ Stripped tread or stripped protector ⇒ page 47  
WARNING  
The valve cap must be fitted tightly to ensure air-tight sealing.  
52  
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lk  
Wheels and Tyres Guide - Edition 01.2011  
4.8  
Fitting and removing wheels  
Rotating wheels  
4.8.1  
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 service  
life, we recommend rotating the front and rear wheels and tyres.  
Ensure that uni-directional tyres are not reversed.  
The longer the tyre runs at one position, the more it wears at cer‐  
tain points. Therefore it is recommended to rotate the wheels at  
short intervals, for example every 5,000 km.  
Diagonal rotation is possible only with non-directional tyres. This  
method of wheel rotation is especially advantageous in the case  
of saw-tooth wear ⇒ page 27 .  
If saw-tooth wear has already progressed and the tread is worn  
to 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.  
4.8.2  
Fitting notes for changing and fitting  
wheels except LT from model year 1997  
to model year 2005  
WARNING  
Perform the checks and follow the instructions listed below.  
This is important to ensure that the wheel bolts and the wheels  
are properly secured.  
– Check to ensure that contact surfaces -arrows- on brake disc  
or drum are free of corrosion and dirt.  
– Check to ensure that contact surface -arrow- on centring seat  
of brake disc are free of corrosion and dirt.  
4. Facts about wheels and tyres (commercial vehicles)  
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Amarok 2011 ➤ , Caddy 2004 ➤ , Caddy 2011 ➤ , Caddy Kasten/Kombi 1996 ➤ ...  
Wheels and Tyres Guide - Edition 01.2011  
– Check to ensure that contact surface -arrow- on inner side of  
wheel (rim) and also centring seat of rim are free of corrosion  
and dirt.  
*
–
The concave seats in the holes for the wheel bolts and the  
threads of the wheel bolts must also be free of corrosion and  
dirt, oil or grease.  
*
The concave seat is the curved surface of a section of a sphere  
cut by a plane.  
– Check whether the wheel bolts can be easily screwed in by  
hand. The thread of the wheel bolts must not come into contact  
with the bore in the brake disc -arrow-.  
If the thread of the wheel bolt touches the hole -arrow-, turn the  
brake disc relative to the wheel hub accordingly.  
Remove dirt and corrosion, oil or grease from the contact surfa‐  
ces, threads in the wheel hub and/or wheel bolts as necessary.  
WARNING  
Damaged, badly corroded or difficult to remove wheel bolts  
must be renewed.  
lk  
Fitting wheels  
– Preserve wheel centring seat ⇒ Running gear, axles, steering;  
Rep. gr. 44 ; Protecting wheel centring seat against corrosion .  
1. When fitting the wheel, screw in all wheel bolts uniformly by  
hand.  
2. Tighten wheel bolts diagonally to approx. 30 Nm using, e.g., a  
wheel brace.  
3. Lower vehicle to floor and tighten all wheel bolts in diagonal  
sequence to final specified torque ⇒ page 55 .  
WARNING  
Never use an impact wrench to mount wheels!  
4.8.3  
Fitting notes for changing and fitting  
wheels for LT, model year 1997 to model  
year 2005  
WARNING  
Perform the checks and follow the instructions listed below.  
This is important to ensure that the wheel bolts and the wheels  
are properly secured.  
54  
Rep. gr.44 - Wheels, tyres, vehicle geometry  
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Wheels and Tyres Guide - Edition 01.2011  
Optimal centring of the wheel can likewise only be assured if the  
following instructions are adhered to.  
Assembly sequence  
1. Position wheel.  
2. Start wheel bolts or wheel nuts.  
3. Tighten wheel bolts or wheel nuts to 30 Nm in diagonal se‐  
quence.  
4. Fully tighten wheel bolts or wheel nuts to 180 Nm in diagonal  
sequence.  
WARNING  
♦ Never use an impact wrench to mount wheels!  
♦ After the vehicle has been driven 50 km, the wheel nuts  
or bolts must be retightened. The customer or vehicle  
holder needs to be informed of this.  
– Place sign „Warning. Don't forget…“ (or words to that effect)  
in the vehicle where it can be clearly seen.  
This sign can be ordered under item number 000.5190.28.00.  
4.8.4  
Wheel bolts - tightening torque  
The following table shows the allocation of wheel bolts and their  
technical data. The part numbers can be found in the ⇒ Electronic  
parts catalogue „ETKA“ .  
Type of vehicle  
Number of wheel bolts  
or nuts  
Dimensions  
Tightening torque of  
wheel bolts/wheel nuts  
Amarok from 2011  
5
4
Ml1k4 x 1.5 x 51  
M12 x 1.5 x 23.5  
180 Nm  
110 Nm  
Caddy from 1996  
, Caddy Pickup from 1997  
Caddy 2004  
5
5
5
5
M14 x 1.5 x 27  
M14 x 1.5 x 34  
M14 x 1.5 x 34  
M14 x 1.5 x 34  
M14 x 1.5 x 34  
M14 x 1.5  
120 Nm  
160 Nm  
170 Nm  
180 Nm  
180 Nm  
180 Nm  
240 Nm  
180 Nm  
Transporter through 12.95  
Transporter from 01.96  
Transporter from 2004  
LT 28 and 35 from 1997  
LT 46 from 1997  
5
6 wheel nuts  
6 wheel bolts  
6 wheel bolts  
Crafter 2006 with steel wheels  
M14 x 1.5 x 53  
M14 x 1.5 x 53  
Crafter 2006 with light alloy  
wheels  
Crafter 2006 with twin wheels  
6 wheel nuts  
M14 x 1.5  
180 Nm  
4. Facts about wheels and tyres (commercial vehicles)  
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Amarok 2011 ➤ , Caddy 2004 ➤ , Caddy 2011 ➤ , Caddy Kasten/Kombi 1996 ➤ ...  
Wheels and Tyres Guide - Edition 01.2011  
4.8.5  
Modified wheel bolts for 111 kW Trans‐  
lk  
porter from model year 2001  
Revised wheel bolts were used from model year 2001 and there‐  
after. These have the same dimensions and torque settings as  
the previous and modified wheel bolts.  
1 - For vehicles up to and including model year 2000  
Surface black-finished - part number -701 601 139 B- .  
Not permitted on vehicles from model year 2001 or later.  
2 - Wheel bolt for vehicles from model year 2001 and later  
Collar -arrow- is not fixed in place on the hexagon.  
Silver (colour) coated surface - part number -7M3 601 139 B- .  
Permitted on vehicles through model year 2000.  
WARNING  
♦ The modified wheel bolts are not permitted on vehicles  
produced to model year 2000.  
♦ Wheel rims from vehicles produced to model year 2000  
are not permitted on vehicles from model year 2001 or  
later.  
4.8.6  
Notes on use of temporary spare wheels  
Inform your customers about the following notes and, if appropri‐  
ate, refer also to the user's manual of the vehicle as the need  
arises.  
The following notes also apply to spare wheels, e.g. 7 J x 16 with  
205/55 R 16 tyres, marked with a yellow sticker with the text „MAX  
80 km/h“ or „MAX 50 mph“  
56  
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Wheels and Tyres Guide - Edition 01.2011  
Note  
♦ Instead of a spare wheel of this kind, vehicles may have a  
spare wheel with the sticker described above (depending on  
equipment level).  
♦ The spare wheel or temporary spare wheel is intended only  
for temporary use over short distances. Therefore, it must be  
replaces by a normal wheel as quickly as possible.  
♦ After the temporary or spare wheel has been fitted, the tyre  
pressure must be checked as soon as possible. The correct  
tyre pressure can be gleaned from the tyre pressure table in  
the respective vehicle or the relevant maintenance manual.  
♦ Always observe the speed warning on the temporary spare  
wheel („MAX 80 km/h“ or „MAX 50 mph“).  
♦ Full acceleration, hard braking and driving fast through curves  
should be avoided.  
♦ Never drive with more than one spare wheel or temporary  
spare wheel.  
♦ The use of snow chains on the temporary spare wheel is not  
permitted for technical reasons.  
♦ If it is necessary to travel with snow chains, the temporary  
spare wheel must be fitted on the rear axle even if the front  
tyre has been damaged. The wheel that is now free should be  
fitted in place of the defective front wheel.  
4.8.7  
16" running gear for Transporter type  
7DZ; 65, 75 and 85 kW engine; model  
year 2002  
lk  
Vehicles from week 36 of 2001 with  
♦ 2.5 l TDI 65 kW engine  
♦ 2.5 l TDI 75 kW engine  
♦ 2.5 l 85 kW petrol engine  
can now also be ordered with 16 inch running gear under pro‐  
duction control number 2E3 (special equipment). It has the same  
scope as the 16 inch running gear familiar from the 111 kW and  
V6 units.  
The vehicle data sticker for these vehicles includes production  
control number 2E3, denoting that 16 inch running gear is instal‐  
led.  
The vehicle data sticker is located on the A-pillar, next to the cen‐  
tral electrics.  
Transporter vehicles ordered from the factory with 16" running  
gear cannot be converted to 15" wheels and tyres.  
4.9  
Breakdown set for VW Vehicles  
⇒ Running gear, axles, steering; Rep. gr. 44 ; Vehicles with  
breakdown sets  
4. Facts about wheels and tyres (commercial vehicles)  
57  

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