Driving character changed

Eliminating the backlash on worm steering gear box equipped in VW Air-cooled Beetle 1302 has changed it's character completely. Most of old Beetle on the street, very seldom to meet with, are driven so slowly  at the lowest speed lane, it looks dull, heavy and muddy attitude it does. My driving style was similar with it till the day before yesterday.
Wheel alignment and axle construction were not established enough to drive in witty condition, also backlashes scattered everywhere in connective portion contributed to inhibit positive driving.
To tell the truth, it shame to describe like this, 3 and a half screw in on worm gear steering gear box adjusting screw caused dramatic revolution in my Beetle. Long lasted chronic disease, "Lesion",  has removed and the patient has acquired her innate healthy condition.
From the beginning it has been given up her sloppy character because of steering box construction, it is different from astute and sure rack and pinion design. But adjusting backlash into minimum has proved that my shallow idea was not to the point.
What's next, yes, the task is waiting for me, the lack of grease lubricant is felt on steering universal joint needle roller bearings. Following my memory, the fuel tank removal procedure might be required to access to the point?
She keeps tying me down for long period of time scattering anxieties continuously, the self-ascertaining character resembles that of my Xanthippe.

Front side slip correction

1.5 mm toe-in application on VW Air-cooled Beetle 1302 solved all the problems in steering reaction.
As I mentioned yesterday, a slight front side slip was corrected inviting the method that came out like flash. In order to know the side slip amount, piled sheets of paper utilizing unused old rectangular calendar. Careful checking on the corner edge after passing tire tread, the conformity there changes into slipped form like a fault slip as shown in the picture. To the out side means side slip to opening direction contrail inside is closing toe. Though this method looks primitive and child forgiveness, actually is practical and useful enough to adjust side slip in precise.
linear and comfortable steering reaction was obtained when the vehicle passed the same winding road experienced before.
Steering center stability is established now, but another problem has relieved, steering center position deviates and fluctuates.
Steering linkage including worm gear box backlash has some excessive hysteresis phenomena, so gear box backlash must be eliminated immediately. As this task is not so difficult so the adjustment would be done fairly.
A driving feel of my Beetle 1302 becomes good to better day by day.

Nessun complesso di inferiorità

Esistono molte barriere e difficoltà per misurare l'allineamento delle ruote e la costruzione degli assi per la persona ordinaria che non dispone di strumenti e dispositivi speciali e la maggior parte delle persone si arrende a fare da soli. I macchinari per l'allineamento delle ruote sono costosi ed è difficile da gestire e padroneggiare. Questo è il motivo per cui questo specifico campo "Allineamento" viene ignorato e considerato come le cose impossibili.
È vero che la mia immaginazione potrebbe essere troppo infantile e troppo primitiva per misurare e regolare la difficoltà.
Ricorda che il principio e l'aspetto del cambiamento nel campo scientifico non fluttuano fino a quando ciò avviene sulla Terra.
Ma le idee della funzione trigonometrica e di Pi risolverebbero questo problema cronico.
Inoltre, alcuni principi della proprietà fisiologica della Viscoelasticità contenuti nel materiale di gomma e nel lubrificante.
Sono necessari anche l'idea e la comprensione, i fenomeni di isteresi e la co-efficienza dell'attrito tra il pneumatico e la superficie del terreno.
Manufactures definisce la tolleranza nell'allineamento delle ruote e nella costruzione degli assi basandosi sul dato attraverso i loro esperimenti e sviluppi.
La mia intenzione è di minimizzare la tolleranza dell'assemblaggio e metterli nella posizione centrica.
La maggior parte dello sfidante potrebbe rinunciarvi e scappare alla sua tenda, ma la soddisfazione quando è compiuta è al di sopra delle parole.
Anche se la mia macchina è vecchia con molte grinfie, ammaccature e calvizie, non ho mai alcun complesso di inferiorità se mi viene in mente qualcosa di nuovo sofisticato, lucido e costoso. Perché il mio è ben regolato e ben mantenuto da solo in nessuna relazione con l'aspetto esteriore.

No inferiority complex

There exist many barriers and difficulties to measure wheel alignment and axle construction for ordinary person who do not have Special tools and devices and most of the people will give up to do by ourselves at all. Wheel alignment tester machinery is expensive and it is difficult to handle and master it. This is why this specific field "Alignment" is ignored and regarded as the things impossible.
It is true that my imagination might be too childish and too primitive to measure and adjust the difficulty.
Remember that the Principle and the Aspect of change in Scientific field do not fluctuate so far as it happens on the Earth.
But the ideas of Trigonometric function and Pi would solves this Chronic problems to be cut in.
In addition, some principles of the Physiologic property of Viscoelasticity that is contained in the rubber material and lubricant.
Also the idea and understandings are required, Hysteresis phenomena of them and co-efficiency of friction between the tire and the ground surface.
Manufactures defines the tolerance in wheel alignment and axle construction based on the datum through their experiments and developments.
My intention is to minimize the assembly tolerance and the put them at the centric position.
Most of the challenger might give it up and run away to his tent, but the satisfaction when it is accomplished is above words.
Though my car is old with many clutches, dents and color balds, I never have any inferiority complex if some newly sophisticated, shiny and expensive one comes across to me. Because mine is well adjusted  and well maintained by myself in no relation with external appearance.

Seeking more accuracy

Unfriendly front camber on VW Air-cooled Beetle 1302 was revised today spending all day. Very slight discomfort was felt since last time, it was possible to ignore but I dare scaled and corrected into some reliable condition. As I imagined, left camber value was not enough, 5 minutes and that of right side was 25 minutes, both of them was negative in stead of the datum sheet, 60' plus 20 ' minus 40', so I determined to align the left with the right value.
Remember that some change of camber causes toe-in value excessively, so camber inclination should be adjusted in combination with toe-in at the same time, vertical and horizontal fluctuation. The difference of linkage position of them are the reason.
In case of front tie rod construction like Beetle 1302, Toe-in value increases if more inclination is applied, in opposite case, rear tie rod car like Golf GTI Mk7 toe opens if it is done. Simultaneous adjustment is required in the scenery in addition to Side slip reduction also.
It is a troublesome and tiresome muscle work at all, because we must move the car forward and backward by human power not by engine power. Discrimination of artifact is the reason.
Releasing the internal stress between tire tread surfaces and ground is the first important item. This trifle but indispensable procedure must be spotted with no argument even if some it is done on the latest style wheel alignment  tester machinery.
Consequently, it took me all day long to accomplish the negative 25' on both front wheels.
Changing the negative camber condition invites the thrust angle discrepancy as a matter of fact.
Establishment of "Zero Thrust" is done at any rate even on VW Beetle in spite of malleable steering construction is designed in the past.
My energy and intention are  dried up  today, so residual procedure to carry out "Zero Thrust" would be performed tomorrow.

What does "Zero Thrust" mean in a vehicle?

I did not know what will happen if "Zero Thrust" is established in wheel alignment of vehicle until I have the experience actually. I could do that after eliminating all the artifacts preventing me to do. It took me as long as 20 years of period to know the results shown as below.

Driving impression under "Zero Thrust".

The vehicle goes straight without influence by the external disturbance from the tire tread surfaces.

Though the rudder pressures caused by the road inclination is felt and watched on the steering wheel, the vehicle does not change the running direction.

And the vector direction could be kept if the steering wheel is held firmly at the center position.

The steering center position while running is established automatically and tightly not by the driver's will but by the "Zero Thrust" characteristic condition.

Once upper center condition might be changed in coming across the turning phase, the transition to turning scenery is very natural and smooth, just pleasant and fun.

The information of the road surface condition, roughness and inclination from every tire tread is watched and felt independently through the steering wheel pressure.

It is not always necessary to keep straight running, just keeping at the center position is enough.

Because the vehicle does not change the direction, no excessive steering turning adjusting is necessary in "Zero Thrust" condition.

"Zero Thrust" vehicle will increase the number to run about as the driver's unconscious action, and any desire to replace it into new one will not spring out however sophisticated and fascinating newly designed model might be flicked by the manufacturers.

Warning here, the tendency to keep the same vector direction straight often causes sleepy, the phenomena resembles recent Lane Keeping system. This is why sleepy awake system is sold as a pair, I wanna put an emphasis on this point here.

Notes:

All the wheel alignment and axle construction scaling and adjustment is performed under the condition of physical property with plastic deformation and history phenomenon, "Hysteresis".

So, releasing all the internal stress is indispensable at all. There exist many compliance bushes and mainly hub bearings including lubricating grease that has viscoelasticity.

Moving the car forward and backward action by hand with a human energy is necessary for releasing internal stress not only the specific wheel but for all wheels, unleashing each other's tension.

Remember here, moving with motor and breaking is inhibited in this scenery. However hard task it may be, this employment must be done only by hand's action.

As a natural phenomena, scaling terminal point displaces as a matter of fact, the scaling board should be moved adequately in every scaling and adjusting phase.

Accumulating every step is the key to success, even a hand cut or omitting crucial step will cause error leading to failure and the lasting piled efforts will be in vain. Let's start from the beginning.

Pay attention on the weight distribution in the car as German Opel specifies to put 60 kg weight on the driver's seat while wheel alignment adjusting, depending on the most likely possibility of the specific condition.

Weight distribution is important because it affects on the datum within the range of few minutes angle value. The error caused by some different weight distribution is not ignored.

European Safety Standard specifies the tolerance of "Thrust Angle" withing 10 minutes angle value, so to speak "Allowable error". The vehicle specified within the value and one with establishment of "Zero Thrust" are in a different dimension.

As a recent sophisticated modern vehicle is fully computerized and the user is not permitted to enter inside now, so reducing and minimizing "Assembly tolerance" is the only residual way to concern ourselves with our own car deeply. 

Maintenance for 3 cars over

As a matter for regret we must have rainy day all over Japan tomorrow, on a National holiday in this favorable season, we feel sorry for children.

My enthusiastic maintenance days are over today and an original user of Golf 7 GTI runs about in the well aligned vehicle these days. Probably, an opinion to sell it declared a few days ago would be withdrawn because of my desperate effort to make it be driven with pleasure.
The condition of wheel alignment must be felt by the driver with the 6th sense, or be done under unconsciousness. Well aligned vehicle will last the driver so long until it would have some critical damage to loose it's life no matter how several model change might be done.

As my one sided opinion, judging from the age of VW Air-cooled Beetle 1302, 48 years old, a man can continue single automobile all through his life, it is not necessary to pay a plenty of money for changing cars? Whose opinion is this? Who has changed them over 40 in number? Who had been losing own asset for 70 years?
I feel shame too much to tell who is the criminal.

VW Air-cooled Beetle 1302 maintenance

Long deserted motor oil exchanging in VW Air-cooled Beetle 1302 was performed today. TOYOTA genuine Castle mineral oil 5W-30 is prepared with 2.5 L amount, remembering my past when I was in 1200 cc standard model applying Kendall 20W-40 Paraffin series base oil.
As a trial attempt I poured Motul 5W-30 Synthetic oil in AD motor, though idle speed was observed reducing slipping resistor, motor mechanical noise was increased in stead. Too thinner lubricant layer revealed backlashes everywhere in the motor construction. As my one sided opinion, thin layer of lubrication does not meet with a old designed motor while the period of no Synthetic development had not been done.
Consequently, I replaced Motul Synthetic oil into conventional mineral oil relatively soon.
By the way, most of the Air-cooled Beetle has some motor valve hitting noise, as I adjusted it at minimum clearance, so my Beetle's hitting noise is not discerned. Valve hitting noise means the lack of valve lifting at the portion leading power loss. This is why I did it so.

As for the front axle construction in Beetle 1302, Strut method is implied and the stabilizer also play a part of front lower arm that is often utilized even now especially in A and B segment automobiles.
A simplified construction in not always good at accuracy and stability.
Even with the inferior condition, indispensable steering stability increases dramatically if the wheel alignment and axle construction are firmly adjusted especially on Thrust angle into Zero degree.
The importance is just reproducing the actual driving condition while measurement and adjustment especially driver's and navigator's body weight, because the weight distribution affects much on the datum obtained. Also, relieving all the stressed distortions in every adjusting scenery is indispensable for precise alignment accomplishment, however troublesome and boring it might be.
Another fluctuation factor that is often overlooked is spotting distortion and deformation of the tire tread surfaces, in 15 minutes parking on the same place is enough to affect some discrepancy, in order to avoid this artifact, increasing tire pressure up to 280 kPa temporally  is effective.

Half dead RCA 2A3 tube survived

Miserable RCA 2A3 has a fault, one of 2 heater filament has no light, just it became a junk tube.
It has been activated with self bias circuit for tens years. Though I gave it up and try to look for new one as a replacement. But I remembered that I have a pair of Cunningham 2A3 in my stock box.
SRPP drive 2A3 single stereo low frequency amplifier would survive.
Void tube with loosing one of two heater was put on a 245 single amplifier as an experimental attempt, self bias resistor is 1.5 k ohm.
As a matter for surprise, one lung 2A3 tube play a part of 245 single amp power tube, probably the resistor value 1.5 k ohm is effective.
The resistor value of 2A3 is 750 ohm for self bias circuit.
Consequently, this broken 2A3 tube would be utilized on 45 amplifier as an alternative. Both of them have the same UX pin positioning and their heater voltage are the same.
The number of plate is singe on 245 old tube, as half broken 2A3 has single plate so it goes well by chance? It will live longer from now.

Picky about Thrust & Toe-in

Once Zero Thrust is established in a vehicle, driving feel changes dramatically, this is difficult to explain how it is. Just I say that I will loose any hope to drive any high performance car if the wheel alignment of it was not firmly set up.
I could not understand and imagine what Zero Thrust means until I came across with an article by Mr. Hajime Date who is an enthusiastic automobile mechanic in Nagoya.
He published a book "Wheel Alignment Practice" and I visited him and I asked him to adjust my SUBARU Legacy LSi US model with left steering and 2.2 L Boxer motor. I was moved so much at that time and he gave me some motivation to continue this technology till now.
Though he was one of an Agent of US Alignment Tester company, I made up my own devices for the purpose. One is the Level measuring device with LASER pointer for horizontal direction and another is a mechanical pendulum one with 1719.75 mm radius for camber scaling with reading 2 minutes per 1 mm movement at the reading position. They are primitive construction but the purposes are carried out out precisely enough to clear the precision.
Rear toe value should be Zero as one standard one, on the other hand, there exists another requirement such as the relation with the negative camber and pulling action while turning phase at various speeds. Also, rear total toe contributes the stability while straight running. As we know, mobility and stability are at odds at all.
Too much Toe-in application at rear wheel position produces unacceptable muddy, sticky and dull feeling though stability increases.
If Zero Toe-in is applied with Zero side slip condition, mobility increases loosing stability.
According to my experiences with several adjustments, 6 minutes Toe-in is the most balanced value for an ordinary passenger's car except some extraordinary sport models. It is said that the equability with the camber-pull phenomena is concerned.

Caldina AZT-241W & Golf GTI Mk7

Caldina AZT-241W had been accomplished already. Now I have no way to do something on Caldina, how come?
Reducing Toe-in value in rear axle is one way, because too much rear Toe-in is one way to cheat the user without establishing Zero Thrust condition. Heavy, muddy and sticky steering reaction would be charged in the Pseudo way, any Physical property cannot be wiped away until the fundamental reason should be removed.

The taste of driving feel of VW Golf GTI remembers me of good days 20 years ago keeping Talbot Peugeot 205 Rallye homologation model.
Weber mechanical side draft carburetors 40 DCOM were equipped on the special racing motor.No air conditioning system but only heater was prepared, also no covering on the grab box because some Rally computer is equipped there. 750 kg weight with 100 HP motor was exciting and fun to drive.
The most high light to be watched in the automobile is the setting of Weber mechanical carburetor, idle setting is very difficult however consult and follow the articles how to do that. In addition, periodical exhaust gas checking by the Authority every 2 years was the most exiting moment for me, mixture control following the regulation CO and HC was so to speak sea-saw adjusting game.
The key to success in WEBER mechanical carburetor is idle screw positioning as another carbs are.
Before start the carb adjusting, all the idle mixture screw should be all closed.
Opening the throttle valve position at the point keeping the rotation around 2000 RPM, operation is done only by middle speed spraying only no affecting by idle spraying.
Then, #1 idle screw is opened so gradually as to seek the idle spraying start to activate, because the motor rotation begins to rise up, it's relatively easy to find the starting point of idle screw. Exactly the same procedure is repeated to #4 cylinder.
This the most reliable way to know the idle speed key point, idle spray starting angular position of the screws. Very slightly opened points of idle screw for every cylinder are the most sweetest positions to pass the Exhaust Gas inspection. Repeated I the same manner over 10 years to keep 205 Rallye model. But for this adjusting method, it must have been very difficult to have a regular periodical inspection by the Authority for an ordinary user. Anyway I studied much following WEBER Italian carburetor.
After ten years use by myself from it was new, I gave it to the original seller in Nagoya for free of charge as a matter of fact.
Good memory of my old days as it was, a humans life passes only in a moment like a sparkling at all.

Important subjects

Tons of articles in relation with Wheel alignment and Axle construction could be obtained through Web site now.
The most important thing to discuss with and to do on the same page is "Unification of definitions" and "Equalization of measurement conditions".
In spite of the absolute condition and requirement, most of the article about Wheel alignment lacks them, especially in Scientific field, an article with any inadequacy is not evaluated, remember this description is some common sense at all.
Load point and it's weight, driver's body weight only or with navigator's one, some times burdening weight including residual fuel amount.
Positioning 60 kg weight wile wheel alignment scaling and adjusting is the specified requirement by German OPEL AG. for B-Vectra in the maintenance information.
It is true that the preparation seating the weight on the driver's seat while scaling and adjusting the axle construction is the matter more important than nothing. Otherwise, desperate efforts with muscle work comes to in vain, unreliable datum are the litter however piled they might be.
Another barrier is troublesome physically property of rubber materials those are scattered everywhere in the axle construction of a vehicle as compliance designing. As we know, they have elastic strain and hysteresis, including tires themselves.
Once a construction part is moved, the influence is propagated not only this portion but another 3 wheels, there exist hub bearings containing backlashes for grease lubrication, they are also affections on the result.
Avoiding such kind of artifacts and the influences, scaled and adjusted car should be moved forward and backward in every scaling and adjusting, just putting the car on the alignment tester and adjusting is far from precision.
Moving a car on the place is harder muscle work more than  loosening and tightening 17-19 bolt and nut.
Because no professional helps me, I dare do it by myself.

Wheel alignment in TOYOTA Caldina AZT-241W

In spite of unfavorable body condition, back and arm muscle pains, I performed Wheel alignment in TOYOTA Caldina AZT-241W today.
It has been untouched in the alignment checking and adjusting, because it goes straight imagining good thrust condition for more than three years since it came to me.
But some sticky, muddy and scholastic drive feel and steering reaction had been felt from the beginning if goes straight.
Actual scaling proved that my feeling of promotion was to the point, almost the thrust angle was near at Zero degree with much Toe-in value, 04.5 minutes in total.
After adjusting the total toe into 03.0 minutes with Zero thrust, I confirmed that a bad feeling as if lugging some burden in the tail portion disappeared.
Frontal total toe would be checked and adjusted tomorrow, because it affects on 20 degree angle radius that has much to do with the sense of curvature radius actually. A slight strange steering reaction is felt now.
Though the Weather forecast tells that the cremate tomorrow is not always favorable, becomes colder like Winter, I will proceed to a residual task on the frontal wheel alignment and axle construction, working wears had washed away and drying them by myself.

Drive feel comparison

I had an opportunity to drive Audi A3 TFSI DSG model as long as 6 hours, it's driving taste is quite a similar with my Golf GTI Mk7 with some same origin each other. Also, I could feel a little discrepancy in thrust setting, probably within 10 minutes following to European Safety Standard. Immediately after arriving at home, I drove Golf GTI that had adjusted it's thrust into Zero previously, it is the comparison manner before I loose the memory of A3 today. Clearly confirmed I the difference between them in the steering reactions.
And I dare say that there are 2 types of cars, one is Thrust adjusted at Zero degree, another is an ordinary vehicle with thrust discrepancy no matte how it is large or small.
If you don't know it, it's too late to know it, but if you know it, you will have an annoying time, so do I now.

Consistent working today

As proverb says, "Wheel alignment was not accomplished in a day."
However precisely it was processed, the condition changes and the alignment invites some discrepancy gradually after a hundred km running. Distorted and twisted rubber parts are unleashed from the stress produced by the former alignment, this is why the adjusting is required again and again until rubber parts exert out piled elastic strain. Also, uneven tire wear is one of a big factor of uncertainty.
When tires are new and the sensations are flesh, this kind of correction should be performed without repeating.
I tried wheel alignment correction also today because I felt unpleasant drive feel when I drove VW Golf 7 this morning.
It demonstrated remarkable improvement after rear toe value in combination with Zero Thrust Angle. Too much Toe-in and a slight thrust discrepancy were corrected following an usual manner.
Pure and straight sensation while straight running with steering wheel fixation at center position is almost at hand remaining very slight left running, I will do the judgment after some hundreds km running because of the reason mentioned above.

Alignement final des roues dans la Coccinelle 1302 refroidie par air VW

L’alignement final des roues dans la VW Beetle 1302 à refroidissement par air a été effectué hier, en raison de travaux musculaires laborieux qui ont duré ces jours-ci, desserrant et resserrant 8 pièces de boulon et écrou de 19 mm dans les bras pivotants. hanche. Durer des travaux lourds ces 5 jours, c'est trop pour un gériatrique comme moi. La correction de l'alignement a longtemps été négligée et menaçante, mais je l'ai fait et achevée hier en fait.

Même dans l’état des essieux mobiles et facilement interchangeables de l’ancienne Beetle 1302, il était possible d’établir l’alignement des roues et la construction des essieux idéaux. Il continue tout droit sans que le conducteur ajuste sa position comme si elle était tirée par le "vecteur central" pour ainsi dire une fois que la condition de poussée à zéro degré est atteinte. En d'autres termes, l'axe du mouvement et le sensitif du conducteur sont étroitement liés. Il suffit de sentir que je suis profondément conforté et que d’autres véhicules poussés par la poussée deviennent invisibles.

À en juger par la construction fondamentale de la voiture de tourisme à suspension indépendante, telle que la 1302 Beetle fabriquée il y a plus d'un demi-siècle, on n'observe aucun changement ni amélioration majeur. Même si leur conception doit être sophistiquée en fonction de l’amélioration de la technologie, la structure de base de la construction des essieux est déjà achevée depuis 48 ans. La bague de support externe de grande taille pour charnière arrière a tendance à être déformée assez facilement. Le support du moteur du boxer monté à l'arrière et du poids trans-essieu via le ressort de barre de torsion est la raison, la concentration de la contrainte en un point en est la raison. Et une stimulation continue y invite à une déformation permanente conduisant au déplacement de l'axe de la charnière, quelle que soit la conception de la bague en caoutchouc de grande taille. Idéalement, un roulement à aiguilles devrait être conçu au lieu de s'échapper avec une contre-mesure facile? Cette position correspond au support supérieur du ressort hélicoïdal pour barre de torsion? Le matériau en caoutchouc peut-il durer sans distorsion?

Le remplacement de pièces de brousse périodiques est problématique, car ce type de machine n’existe pas de conception parfaite, ce défaut doit donc être accepté par les utilisateurs de Coléoptères à refroidissement par air du monde entier.

Final wheel alignment in VW Air-cooled Beetle 1302

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 match each other. 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.

Allineamento finale della ruota in Beetle raffreddato ad aria VW 1302

La regolazione dell'allineamento della ruota finale in Beetle raffreddato ad aria VW 1302 è stata eseguita ieri, a causa di lavori muscolari pesanti che durano in questi giorni, allentando e stringendo 8 pezzi di bullone da 19 mm e dado nei bracci oscillanti, ho un po 'di infiammazione muscolare alla schiena, al braccio e anca. Lavori pesanti duraturi questi 5 giorni sono troppi per un geriatrico come me.
La correzione dell'allineamento è stata trascurata per lungo tempo con la minaccia di me stesso, ma l'ho fatto e completato ieri come dato di fatto.
Anche nella condizione dell'asse mobile e facilmente modificabile nel vecchio Beetle 1302, è stato possibile stabilire l'allineamento ideale della ruota e la costruzione dell'asse.
Va dritto senza la regolazione dello sterzo da parte del guidatore come se fosse tirato per così dire "Vettore centrale" una volta raggiunta la condizione di spinta a zero gradi. In altre parole, l'asse del movimento e la sensibilità del guidatore si sposano saldamente.
Mi sento profondamente a mio agio e altri veicoli con la spinta si staccano dalla mia vista.
Giudicando la costruzione fondamentale dell'auto del passeggero con sospensioni indipendenti come la 1302 Beetle prodotte oltre mezzo secolo fa, non si osservano grandi cambiamenti o miglioramenti. Anche se ci deve essere un po 'di raffinatezza nel modo di progettare secondo il miglioramento della tecnologia, la struttura di base della costruzione degli assali è già stata completata da 48 anni.
La boccola di supporto esterna della cerniera posteriore di grandi dimensioni ha una tendenza a deformarsi relativamente facilmente, il supporto del motore boxer posteriore montato e il peso del trans assale attraverso la molla della barra di torsione è la ragione, la concentrazione di stress in un punto è la ragione. E la stimolazione continua lì invita alla distorsione permanente che porta allo spostamento dell'asse della cerniera, tuttavia è progettata una boccola di gomma di grandi dimensioni. Idealmente, un cuscinetto a rullini dovrebbe essere progettato invece di fuoriuscire con una facile contro misura? Questa posizione corrisponde al supporto superiore della molla elicoidale per barra di torsione? Il materiale in gomma può resistere senza distorsioni?
La sostituzione periodica di pezzi di ricambio periodici di cespuglio è già presente in magazzino, poiché in effetti non esiste una perfetta progettazione di macchinari, quindi questo difetto deve essere accettato dagli utenti di Beetle raffreddato ad aria in tutto il mondo.

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?