VW Air-cooled Beetle wheel alignment

Final wheel alignment adjustment in VW Air-cooled Beetle 1302 was performed yesterday, because of muscle heavy works lasting these days, loosening and tightening 8 pieces of 19 mm bolt & nut in swing arms, I have some muscle inflammation on my back, arm and hip. Lasting heavy works these 5 days is too much for a geriatric like myself.
Alignment correction has been neglected for long time with threatening myself, but I did and completed yesterday as a matter of fact.
Even in the movable and easily changeable axle condition in old Beetle 1302, it was possible to establish the ideal wheel alignment and axle construction.
It goes straight without steering adjusting by the driver as if it is pulled by so to speak "Center Vector" once Zero degree thrust condition is accomplished. In another words, the movement axis and driver's sensory firmly matches.
Just feel I deep comfort and other vehicles with thrust become out of my sight.
Judging the fundamental construction of the passenger's car with independent suspension like 1302 Beetle manufactured over half a century ago, no big change or improvement are observed at all. Though there must be some sophistication in the way of their designing according to the improvement of technology, the basic structure of axle construction has already been completed since 48 years.
Big sized rear hinge external supporting bush has tendency to be distorted relatively easily, supporting rear mounted boxer motor and trans-axle weight through torsion bar spring is the reason, concentration of stress at one point is the reason. And continuous stimulation there invites permanent distortion leading to the displacement of hinge axis, however big sized rubber bush is designed. Ideally some needle roller bearing should be designed in stead of escaping with easy counter measure? This position corresponds to the coil spring upper support for torsion bar? Rubber material can endure without distortion?
Troublesome periodical bush parts replacement is stock by this designing as a matter of fact, as a perfect designing of machinery does not exist, so this defect must be accepted by the users of Air-cooled Beetle all over the world.

Weight distribution in a vehicle

Driver's weight in a vehicle affects on the wheel alignment at unignorable amount, it is said on Semi-Trailing Swing Arm construction in rear axle designing like my VW Air-cooled Beetle 1302. The degree of changes is so horrible as not to want to measure actually.
Scaling, Datum sampling and Adjusting procedures should be done in the condition of actual driver's in addition partner's weight on the seat promptly. The lighter the vehicle's weight is, the more upper tendency becomes apparent.
In another words, any procedure has no meaning if it is performed in empty car conditioned because of the reason mentioned above.
I make it a rule to prepare 3 of 20 L Poly-cases and put them on the driver's seat and foot position in order to reproduce the actual driving condition whenever I check wheel alignment and axle construction.
I spent not a short period of time to study this simple scientific principle, outsider like myself has difficulties to cut into some unknown field like getting into thorns road. But, the endeavor to carry out something would be always rewarded, tremendous information would be obtained on the way, even if many failures should be repeated.
Curiosity and interest occur because it doesn't go well, on the other hand, if it goes easily and successfully, there is no way to find out any pleasure at all.

Golf GTI Mk7 alignment re-adjusted

It is impossible to establish fine wheel alignment by a single trial, because many flexible, easy to deform and movable material, rubber bushes exist everywhere in axle construction including tire uneven wear. So, I did perform minimize the assembly tolerance in VW Golf GTI Mk7 today after 200 km running, this is an indispensable procedure even wearing new tires, releasing stress produced by the former condition in the construction, few minutes error was detected in both front and rear alignments, including Thrust Angle.

Front side slip test was performed at VW Toyonaka and 1 mm inside slip was corrected into Zero slip by myself.

As for rear condition, 1 degree and 44 minutes negative camber produced 3.80 mm inside slip no matter how I prefer or not, under applying total toe-in value is 0.5 mm, this is the matter of fact.

Because, thrust angle was so adjusted to attain zero degree last time, camber-pull characteristic produced side slip phenomena. As high speed curvature is not always an ordinary scenery in our slow speed traffic, too much negative camber at all, I dare respect the standard value by VW AG. company. I make a pretend not to watch this result this time. 

It is always difficult to tighten cam nut avoiding the co-rotation of cam bolt under 1 Gravity condition, ground space is so narrow. 

VW Golf GTI Mk7 Schubkorrektur

Die Korrektur des Schubwinkels am VW Golf GTI Mk7 wurde gestern mit der Erlaubnis meines Sohnes durchgeführt. Es erforderte meine verzweifelte Anstrengung, wie üblich mit starker Muskelarbeit. Als ich mich nach einigem Nachdenken über die Achskonstruktion entschied, wurde mir klar, dass er in Deutschland hergestellt wurde, was zu einer unterschiedlichen Größe des Standardwerkzeugs führte, nicht zwischen 12-14-17-19, sondern 11-13-15-18! Da ich Erfahrung mit dem französischen Talbot Peugeot 205 Rallye, 306, dem Opel B-Vectra und dem luftgekühlten Käfer habe, halte ich die unterschiedlich großen Werkzeuge, aber ich habe 3 Stunden Zeit verschwendet, um einen Rundweg zum Aufbewahrungsort für Spezialwerkzeuge zu machen.
Der ursprüngliche Bezugspunkt für die Ausrichtung der Hinterachse war 10,5 Minuten Gesamtzehe und minus 5,0 Minuten Winkelwert sofort. Beide Werte liegen innerhalb der Toleranz basierend auf der Europäischen Sicherheitsnorm.
Ich habe sie in null Schub und 5,3 Minuten Gesamtzehe geändert. Nach meiner Skalierung und Berechnung gilt das Ergebnis als so, dass ich an mich selbst glaube. Ich weiß, dass es verschiedene andere Faktoren gibt, die Einfluss auf den Skalierungswert, den Wölbungszug, den Nachlauf, den Schrubben, den Winkel der F / R-Achse, die seitliche Verschiebung, den ungleichmäßigen Reifenverschleiß, die Konizität und die nebenstehende Gewichtsverteilung durch einen Fahrer usw. haben.
Es gibt viele Einwände gegen meinen Weg, aber ich traue mich, weil ich die Diskrepanz messen und skalieren und die schlecht konditionierte Achsvermessung und Achskonstruktion tatsächlich ändern kann.
Das Einstellen der hinteren unteren Armlänge, der Nocken- und Führungsnutkonstruktion benötigt mehr Zeit, da das Spiel während des Einstellens Hysterese-Phänomene erzeugt, das Halten der Bolzenposition und das Anziehen der Mutter undef 1G-Zustand ist eine harte Arbeit, keine leichte Aufgabe für mich ohne Anheben Maschine.
Der Schubwinkel-Null-Zustand wurde gestern erreicht und ich habe heute Morgen vor dem Regennachmittag eine Skalierung und Anpassung der vorderen Ausrichtung vorgenommen.
Trotz des Standardwerts wurde ein 12-minütiger Toe-Out-Zustand beobachtet, plus 10 Minuten plus-minus 10 Minuten, wobei kein Toe-Out-Zustand zulässig ist.
Ich habe also die Spurstange auf der linken Seite um 90 Grad verlängert, weil die Lenkposition um die Winkelkorrektur der Schubkorrektur gedreht wurde. Meine Prognose war auf den Punkt, BINGO! Der Zehenwert wurde auf Null korrigiert und die Lenkposition wurde in die perfekte Position geändert.
Was passiert dann, wenn unnötiger Widerstand auf der Lauffläche entfernt wird?
Sagen wir mal, der Fahrstil ist so, als würde man Kletterschuhe in Turnschuhe oder lange Hosen zu kurzen ersetzen.
Die Stabilität in der Lenkmittelposition ist jedoch unbeweglich und konkret. Obwohl der Lenkdruck entsprechend der Straßenneigung deutlich zu spüren ist, treten keine Wunderphänomene auf und das Fahrzeug fährt nur geradeaus weiter, indem es in der gleichen Position gestützt wird. Es ist sehr einfach zu fahren und das Auto zu kontrollieren, was zu weniger Fahrermüdung führt. Ich wage hier zu behaupten, dass der Fahrgeschmack männlich ist und nicht von einem bequemen Sofa wie Blech und einer flexiblen Achskonstruktion abhängt, sondern von der richtigen Einstellung der Achsvermessung.
Andererseits wird ein Fahrzeug mit einer falschen Achsvermessung oft als tiefes Lenkgefühl missverstanden. Angenommen, hier ein Gabelstapler mit Hinterradlenkung, so dreht sich der Kreis ebenso wie das Frontlenkerfahrzeug.
Um die Kreisbewegung anpassen zu können, muss der Fahrer die Bewegung annullieren oder einstellen, um gerade zu fahren. Der Schubwinkel ist derselbe wie der hintere Lenkvorgang. Müssen zwei Fahrer ein normales Auto fahren?
Das Gleichgewicht während der Verstrebungen auf den Laufflächen wird durch äußere Störungen der Straßenoberfläche leicht gebrochen und das Fahrzeug ändert sofort seine Laufrichtung. In dieser Situation muss der Fahrer die Lenkung mit oder ohne Bewusstsein einstellen. Schlechte Angewohnheit Auto wird aus diesem Grund gehasst, finden Sie nicht?

VW Golf GTI Mk7 correction de poussée

La correction de l'angle de poussée sur le VW Golf GTI Mk7 a été effectuée avec la permission de mon fils hier. Elle nécessitait mon effort désespéré avec un travail musculaire intense, comme d'habitude. Lorsque je me suis décidé, après avoir vérifié la construction de l'essieu, j'ai réalisé qu'il était fabriqué en Allemagne, ce qui entraînait une différence de taille entre les outils standard, pas le 12-14-17-19 mais le 11-13-15-18! Comme j'ai de l'expérience sur les marques Talbot Peugeot 205 Rallye, 306, Opel B-Vectra et Beetle à refroidissement par air, je garde les outils de différentes tailles, mais j'ai perdu 3 heures de temps à faire l'aller-retour vers le lieu de stockage.

Le point de référence initial sur l’alignement de l’essieu arrière était de 10,5 minutes de pincement au total et de moins de 5,0 minutes, valeur de l’angle immédiatement. Les deux valeurs sont dans la tolérance basée sur la norme de sécurité européenne.

Je les ai changés en zéro poussée et 5,3 minutes au total. Selon ma mise à l'échelle et mon calcul, le résultat est considéré comme tel qui croit en moi. Je sais que plusieurs autres facteurs doivent influer sur la valeur de la mise à l'échelle, la cambrure, la roulette, le gommage, l'angle de l'axe F / R, le déplacement latéral, l'usure inégale des pneus, la conicité et la répartition du poids du conducteur, etc.

Vous pouvez compter sur de nombreuses objections à mon égard, mais j'ose le faire, car je peux mesurer et redimensionner l'écart et modifier en fait le mauvais alignement des roues et la construction de l'essieu.

Le réglage de la longueur du bras inférieur arrière, de la construction de la came et de la rainure de guidage nécessite plus de temps, car le jeu y génère des phénomènes d'hystérésis lors du réglage, du maintien de la position du boulon et du serrage de l'écrou. La condition 1G est un travail difficile, une tâche si facile pour moi sans levage machine.

La condition Angle de poussée zéro a été réalisée hier et j'ai essayé de mettre à l'échelle et de régler l'alignement avant ce matin avant qu'il ne pleuve après-midi.

12 minutes, la condition de pincement a été observée malgré la valeur standard, plus 10 minutes plus-moins 10 minutes sans condition de pincement est permissive.

Alors, ai-je prolongé la barre d'accouplement du côté gauche à 90 degrés parce que la position de la direction était tordue pour compenser la correction de poussée en direction angulaire. Mon pronostic était précis, BINGO! La valeur de pincement a été corrigée à zéro et la position de braquage a été changée en position parfaite.

Que se passera-t-il ensuite après l’élimination de la résistance inutile sur la surface de la bande de roulement?

Disons que le goût de la conduite équivaut à remplacer les chaussures d'escalade par des baskets ou des pantalons longs par des bas.

Mais la stabilité en position centrale de direction est inamovible et concrète. Bien que la pression de direction soit clairement ressentie en fonction de l'inclinaison de la route, aucun phénomène étonnant ne se produit et le véhicule continue à rouler droit uniquement en étant soutenu au centre de la même position. Il est très facile de conduire et de contrôler la voiture en menant le moins de fatigue au volant. J'ose dire ici que le goût de la conduite est viril, ce qui dépend non pas d'un canapé confortable, comme un drap ou une construction d'essieu flexible, mais du réglage correct de l'alignement des roues.

D'autre part, un véhicule dont l'alignement des roues est incorrect est souvent confondu avec un sentiment profond de direction. Supposons ici, un chariot élévateur à fourche à direction arrière, qui tourne également comme un véhicule à direction avant.

Pour adapter le mouvement du cercle, le conducteur doit l'annuler ou l'ajuster pour rester en ligne droite. L'angle de poussée est identique à celui de la direction arrière. Est-il nécessaire que deux conducteurs conduisent une voiture ordinaire?

Golf GTI Mk7 correzione di spinta

La correzione del Thrust Angle su VW Golf GTI Mk7 è stata eseguita ieri con il permesso di mio figlio, ha richiesto il mio sforzo disperato con il lavoro muscolare pesante come al solito. Quando ho preso una decisione dopo aver controllato la costruzione dell'asse, mi sono reso conto che era stato realizzato in Germania, portando alla differenza delle dimensioni dello strumento standard, non 12-14-17-19 ma 11-13-15-18! Come ho esperienza su Talbot Peugeot 205 Rallye, 306, Opel B-Vectra e Beetle raffreddato ad aria, sto mantenendo gli strumenti di diverse dimensioni, ma ho perso tempo 3 ore per fare un giro di ritorno a strumento speciale mantenendo spazio di archiviazione.
Il dato originale sull'allineamento dell'asse posteriore era di 10,5 minuti di convergenza totale e meno di 5,0 minuti, valore dell'angolo subito. Entrambi i valori rientrano nella tolleranza basata sugli standard di sicurezza europei.
Li ho trasformati in zero spinta e in un totale di 5,3 minuti. Secondo il mio ridimensionamento e la caluculazione, il risultato è considerato tale da credere in me stesso. So che ci sono altri fattori che possono influire sul valore di scala, camber-pull, caster-pull, scrab, angolo dell'asse F / R, spostamento laterale, usura irregolare del pneumatico, concisione e distribuzione del peso in biesed da parte di un guidatore, ecc.
Puoi contare su molte obiezioni alla mia strada, ma oso farlo perché posso misurare e scalare la discrepanza e cambiare l'allineamento delle ruote mal condizionato e la costruzione dell'asse come un dato di fatto.
Angolo di spinta La condizione zero è stata raggiunta ieri e ho provato ad effettuare il primo allineamento e il livellamento dell'allineamento stamattina prima della caduta della pioggia nel pomeriggio.
È stata osservata una condizione di 12 minuti di convergenza nonostante il valore standard, più 10 minuti più - meno 10 minuti senza permeazione.
Così, ho esteso il tirante sul lato sinistro di 90 gradi perché la posizione dello sterzo era ruotata rispetto alla correzione della spinta di compensazione della direzione dell'angolo più. La mia prognosi era al punto, BINGO! Il valore di convergenza è stato corretto in zero e la posizione di guida è stata cambiata in posizione perfetta.
Quindi cosa accadrà dopo aver rimosso la resistenza non necessaria sulla superficie del battistrada?
Il gusto del viaggio è come sostituire gli scarponi da arrampicata in sneakes o pantaloni lunghi a quelli corti.
Ma la stabilità nella posizione centrica dello sterzo è inamovibile e concreta. Sebbene la pressione dello sterzo sia chiaramente percepita in base all'inclinazione della strada, non si verificano fenomeni di meraviglia e il veicolo continua a proseguire dritto solo se viene sostenuto nella stessa posizione centrale. È molto facile guidare e controllare l'auto, riducendo al minimo l'affaticamento della guida. Oserei dire che il gusto del viaggio è virile a seconda del non comodo e morbido foglio e della costruzione flessibile dell'asse ma dell'impostazione di allineamento delle ruote correcto.
D'altra parte, un veicolo con errato allineamento delle ruote viene spesso scambiato come un sentimento di guida profondo. Supponiamo qui, un carrello elevatore con steeirng posteriore, anche giri cerchio come stessi del veicolo di direzione anteriore.
Per adattare il movimento del cerchio, il guidatore deve annullarlo o regolarlo per mantenere la corsa in rettilineo, l'angolo di spinta è lo stesso dell'azione di sterzo posteriore a tutti. Sono necessari due conducenti per guidare la macchina ordinaria?
L'equilibrio mentre il rinforzo sulle superfici del battistrada è facilmente interrotto da qualche disturbo esterno della superficie stradale e il veicolo cambia immediatamente direzione di marcia, in tale situazione l'operatore è obbligato a regolare lo sterzo con o senza consapevolezza. La cattiva abitudine è odiata a causa di questo motivo, non credi?

7th Golf GTI thrust corrected

The correction of Thrust Angle on VW Golf GTI Mk7 was performed under my son's permission yesterday, it required my desperate effort with heavy muscle work as usual. When I made up my mind after some checking it's axle construction, I realized it was made in Germany leading to the difference of standard tool's size, not 12-14-17-19 but 11-13-15-18 ! As I have experience on French Talbot Peugeot 205 Rallye, 306, Opel B-Vectra and Air-cooled Beetle, I'm keeping the different sized tools, but I wasted time 3 hours to make round trip to Special Tool keeping storage place.
The original datum on the rear axle alignment were 10.5 minutes total toe and minus 5.0 minutes, angle value promptly. Both of the value are within the tolerance based on European Safety Standard.
I changed them into zero thrust and 5.3 minutes total toe. According to my scaling and calculation the result are regarded as so that believe in myself. I know there are various another factors to affect on the scaling value, camber-pull, caster-pull, scrub, F/R axis angle, lateral displacement, uneven tire wear, conicity and the beside weight distribution by a driver, etc.
You can count on many objections to my way, but I dare do that because I can measure and scale the discrepancy and change the ill-conditioned wheel alignment and axle construction as a matter of fact.
Adjusting the rear lower arm length, cam and guide groove construction need more time, because the backlash there produces hysteresis phenomena while adjusting, keeping the bolt position and tightening the nut undef 1G condition is a hard work, not so easy task for me without lifting machine.
Thrust Angle Zero condition was accomplished yesterday and tried I front alignment scaling and adjustment this morning before rain fall afternoon.
12 minutes Toe-Out condition was observed in spite of the standard value, plus 10 minutes plus-minus 10 minute no Toe-Out condition is permissive.
So, did I extension of tie rod on the left side 90 degree because steering position was twisted to plus angle direction compensating thrust correction. My prognosis was to the point, BINGO!  Toe-In value was corrected into zero and the steering position was changed into perfect position at all.
Then what will happen after removing unnecessary resistance on tread surface?
Let's say, the taste of ride is just like replacing climbing boots into sneakers or long pants to short one.
But the stability in steering center position is unmovable and concrete. Though steering pressure is clearly felt according to the road inclination, no wondering phenomena occurs and the vehicle keeps going straight only by being supported at the center same position. It's very easy to drive and to control the car leading to the least driving fatigue. I dare say here that the taste of ride is manly depending on not a comfortable sofa like sheet and flexible axle construction but the correct wheel alignment setting.
On the other hand, a vehicle with incorrect wheel alignment is often mistaken as some profound steering  feeling. Suppose here, a forklift with rear steering, it also circle turns as same as front steering vehicle.
In order to adapt the circle movement, driver have to cancel or adjust it to keep straight running, thrust angle is the same as the rear steering action at all. Is it necessary two drivers to drive ordinary car?
Balance while bracing on the tread surfaces is easily broken by some external road surface disturbance and the vehicle changes it's running direction immediately, at that situation the driver is obliged to adjust the steering with or without consciousness. Bad habit car is hated because of this reason, don't you think?