Professional Documents
Culture Documents
Geometry
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Service Training
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2
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GB
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Introduction 4
Types of axles 5
Front axle
McPherson 5
Trapezoidal axle 6
Rear axle
Crank axle 7
Multi-link suspension with fixed axle carrier (subframe) 8
Multi-link suspension with auxiliary frame 9
Multi-link suspension LDQ 10
The conditions for the inspection and the preparation for measurement 24
Design modifications of the Škoda vehicles over the course of their production 31
You will find the notes for the assembly and dis-
assembly, repair, diagnostics as well as detailed
user information in the diagnostics, measuring
and information system VAS 505x.
GB 3
The term chassis refers to the part of the vehicle which ensures that the vehicle is capable of moving
on the roadway.
The geometry of the chassis primarily applies to the suspension of the wheels. Therefore, we will
continue to address precisely this problematic issue.
In practice we often encounter the term axle. It comprises both the suspension of the wheels and their
bearing, as well as the brakes, the shock absorbtion and the drivetrain, possibly also the powertrain.
The actual wheel suspension consists of parts that attach the wheels to the body or to the vehicle
frame. Their task consists in facilitating their vertical movement relative to the body, which is required
for the spring deflection and to drive the wheels into an optimum position relative to the roadway.
SP77_23
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with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
On each side of the axle is a wishbone and a damper unit which guide the wheel.
The Yeti model and the Octavia and Superb models of the second generation have a front axle bea-
ring on an aluminum subframe. Thereby improving the elastokinematic properties while reducing at
the same time the mass of the axle.
Damper unit
Steering rod
Anti-roll bar
Console
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Wheel bearing
Rocker arm
SP77_8
Subframe
Anti-roll bar
GB 5
The subframe is fixed to the body by means of high-volume rubber-bonded metal bearings. The coil
spring and the jacketed gas/liquid-filled shock absorber form the damper unit.
This type of axle makes it possible to eliminate the influences of the powertrain on the steering al-
most entirely, which offers a comfortable and safe drive. It is easy to operate and allows an accurate
straight line alignment of the axle. Its design ensures a neutral to a mildly understeering behaviour of
the vehicle.
Bearing body
Damper unit
Power steering gear
Engine bearer
Subframe
lower support arm
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It is a crank axle, consisting of two trailing arms connected by a torsion arm type suspension. The
body of the axle is nestled at the front (in driving direction) on either side in rubber-bonded metal bear-
ings, which secure the axle in the body.
In the lower part, the springs are anchored in two steel bearings attached to the trailing arms. The
upper part of the springs is supported by the longitudinal crossbeam of the body, which contributes
to a reduction of noise transmission within the passenger compartment. The telescopic dampers are
located behind the springs (in driving direction).
The same principle of the wheel suspension applies to the models ŠkodaRoomster, ŠkodaOctavia of
the first generation with front-wheel drive and the ŠkodaSuperb model of the first generation.
Shock ab-
sorber
Coil spring
Trailing arm
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Rubber-bonded
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metal bearing
Torsion bar
SP77_5
GB 7
The multi-link rear suspension consists of four arms on each side, namely the:
This design solution makes it possible to respond optimally to the longitudinal and transverse forces
which are applied. Three transverse control arms ensure the dynamics in the transverse direction.
Their precisely defined bearing enables the accurate setting of the required operating regimes.
The subframe is firmly secured to the body (only vehicles with front-wheel drive).
Wheel bearing
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Subframe
Head end of the wheel pivot
bearing
Trailing arm
SP77_9
8 GB
Shock absorber
Anti-roll bar
Auxiliary frame
SP77_10
Trailing arm
Original version with an auxiliary frame and a reinforced crossbeam made of an aluminum al-
loy as used on the first Octavia II 4x4 models:
Auxiliary frame
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Crossbeam SP77_24
GB 9
It consists of two trailing arms attached to the body and four suspension arms attached to the auxiliary
frame, which in turn is mounted on the body via an elastic bearing just as the trailing arms. An anti-roll
bar is also attached to the subframe.
The shock absorbers are located behind the springs and have an angle of inclination of about 45°
compared to the version with a classic crank axle.
Anti-roll bar
Shock absorber
Crossbeam
Auxiliary frame
Haldex coupling
SP77_11
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10 GB
We describe the position of the wheels relative to the roadway and to the base planes of the vehicle
using the individual parametres of the wheel geometry.
• toe-in δ
• angle of spread σ
• camber angle γ
• castor angle τ
• wheel steering angle α, β, ε
All the main parametres can be measured on the steered axle of the vehicle, on non-steered axles
we measure only:
• toe-in δ
• camber angle γ
Toe-in
The toe-in δ refers to the angle between the centre planes of the wheels. The wheel has a toe-in
angle (convergent), provided that the front part of the wheel is inclined to the longitudinal axis of the
vehicle. In general, the toe-in is measured as an angle deviation or in units of length on a well-defined
point of the wheels.
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δ
SP77_1
GB 11
Angle of spread
The angle of spread σ is the angle projected onto the transverse plane of the vehicle between the
steering axis and the vertical axis of the vehicle. It ensures the tilting moment which brings the wheel
back to the straight-ahead position. The higher the value of the angle of spread, the greater is the
force needed to turn (rotate) the wheels.
Herewith, the distance projected on the transverse plane of the vehicle from the centre of the wheel
contact area to the point of intersection of the steering axis also relates to the plane of the roadway.
This is called kingpin offset (offset steering) r. When it is outside the centre plane of the wheel, it is
considered to have a negative offset.
The sensitivity of the axis to the longitudinal forces augments when the offset steering increases, so
that a negative offset steering is applied in order to stabilise the steering. The forces needed to turn
(rotate) the wheels augment when the offset steering increases, either to a positive or also to a nega-
tive offset, provided the vehicle is stationary or moving slowly.
σ
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r SP77_2
12 GB
V
τ
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unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
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GB 13
β
V α
α
ε
ε
β
α
SP77_25
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14 GB
The axle alignment device determines the toe-in constant "S" as a difference between the toe-in
values measured in the initial position and in the raised position. In so doing, the nominal values are
compared to the actual values, which are displayed on the monitor.
Different adapters are required for raising the chassis depending on the height and tuning (standard,
sport or chassis with increased clear width).
In contrast to all the other Škoda models, the toe-in constant is measured only on the Superb model of
the first generation which is the only model fitted with a front axle with trapezoidal suspension, devel-
opped for the chassis platform B of the fifth generation.
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GB 15
Warning!
Octavia I SP77_12
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16 GB
SP77_15
Toe-in
On most types of suspensions, setting the toe-in
of the wheels of the steered axle is performed
simplyProtected
by changing the length
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or commercial purposes, in part or in whole, is not permitted
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rods. Inwith
practice, this
respect to the means
correctness the counternut
of information in this document. Copyright by ŠKODA AUTO A. S.�
must be slackened and the steering rod must
be unscrewed or screwed into the head end by
turning the hexagon, thus changing the distance
between both hinges.
SP77_16
GB 17
SP77_17
Toe-in
Setting the toe-in on the trapezoidal-link front
axle of the ŠkodaSuperb model of the first gen-
eration is performed in the same way as on the
axles with McPherson suspensions. Thus, by
turning the steering rods by means of the hexa-
gon after releasing the counternuts.
SP77_26
18 GB
Note 22
SP77_27
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GB 19
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20 GB
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unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
SP77_29
View from the front of the axle of the Yeti model, which has been removed from the body for the purpose of illustration.
GB 21
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22 GB
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unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
After setting the desired camber, the nut -d- must be replaced with a new one and tightened to the
prescribed tightening torque.
GB 23
In general:
• The vehicle must only be measured on a test stand, which was approved for use by the manu-
facturer.
• The front and the rear axles must be measured each time the vehicle is measured.
Note:
• The measurement of the vehicle is intentionally performed only after 1000 to 2000 kilome-
tres driven, because only then the discharging process of the coil springs is completed.
• One cause of the vehicle shaking may be a too large residual imbalance of the wheels
and/or they may be running out of true.
• During the measurement steps, the desired values should be achieved with utmost preci-
sion.
24 GB
• Determin the type of the chassis on the basis of the data plate, possibly from the ELSA system.
• Check, the wheel suspension and the wheel bearing, the steering and its parts for impermissible
play and damage, if necessary repair.
• Check the depth of the tread pattern. The difference in depth on an axle must not exceed 2 mm.
Inflate the tyre to the required pressure.
• Fill the fuel tank to the maximum, possibly counterbalance using sandbags.
• Check whether the spare wheel and the vehicle tool kit (depending on the equipment) are in their
specific place.
• Fill the windshield washer system reservoir to the maximum.
• Proper alignment of the vehicle, multiple spring deflection and stabilisation.
While measuring, none of the movable parts of the measurement system designed for measur-
ing must move into the final position or strike!
Very important!
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• Pay attention to the standard preparation
unless authorised by ŠKODA AUTO andA. S. setting
ŠKODA AUTO ofA. the measurement
S. does not guarantee or accept system;
any liability you
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must operate the systemwith inrespect
accordance with the user manual!
Likewise, you may ask the manufacturer of the measurement system for instructions.
It is possible that the settings of the platforms and the computer for the measurement of the axle differ
over time from the original setting for leveling.
As part of the maintenance, but at least once a year, the platforms and the computer for the
measurement of the axles should be checked and set!
Work carefully and conscientiously with these very sensitive devices!
GB 25
Required special tools, inspection and measuring devices as well as auxiliary means
SP77_21
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26 GB
Vehicles with the steering wheel on the right-hand side or for example vehicles with an automatic
gearbox may have a somewhat slanted angle. This is a normal condition due to the location of the unit
and the related mass distribution.
• Check the dimension -a- on the left and right at the front axle (Octavia II, Superb II, Yeti) as well
as at the rear axle (all Škoda models except Superb I).
• Correct possible deviations from the specified value.
The values of the dimension -a- can be found in the workshop manual of each vehicle.
SP77_22
On the front axle, the difference may be offset by placing a weight on the respective bearing of the
shock absorber unit in the engine compartment.
On the rear axle, the difference may be offset by placing a weight on the relevant side in the luggage
compartment.
For example, sandbags of 10 kg each can be used as a load.
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10kg
SP77_36
GB 27
1. Determine the chassis type on the vehicle. This information is provided in the data plate.
2. Carry out the compensation operation for the axial run-out of the rim.
3. Deflect the vehicle.
4. Position the device for pressing the brake pedal, e.g. -V.A.G 1869/2-.
5. Measure the height of the vehicle, possibly the offset of its transverse gradient by placing
weights.
6. Lock the steering wheel in the middle position of the height adjustment of the steering column.
7. Set the centre position of the rack pinion and secure the steering wheel (by securing the rack
pinion in the centre position, the same diametre for cornering the vehicle is ensured on both
sides). If the steering wheel is slanted, it must be brought into the correct position after complet-
ing the measurements (in a straight position).
8. Check, if necessary set the camber at the front axle.
9. Check, if necessary set the camber at the rear axle (only Octavia II, Superb II and Yeti).
10. Check, if necessary set the toe-in at the rear axle (not valid for Fabia).
11. Check, if necessary set the castor angle at the front axle (only Octavia II, Superb II and Yeti).
12. Check, if necessary set the toe-in at the front axle.
13. Check, if necessary set the toe-in constant at the front axle (only Superb l).
Jack tolerance
< |±1mm|
|±1mm| >
< |±2mm|
SP77_35
28 GB
A poor geometry of the vehicle does not only cause rapid and uneven tyre wear. A more serious
consequence is the deterioration of the driving stability and the longer brake path. If the geometry is
correctly set, this helps to reduce the fuel consumption and to lower the exhaust emissions due to the
lower rolling resistance.
Castor angle
A reduced castor angle leads to unsafe steer-
ing behaviour. The vehicle seems to "float" so to
speak, on the road. The wheels do not tend to
return to the straight-ahead position.
However, increasing the castor angle stabilises
the vehicle travelling straight ahead while in-
creasing the forces needed to deflect the vehicle
from the straight-ahead position.
Toe-in
If the toe-in is reduced, the vehicle "floats", as Diagonale
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it requires a constant correction by the steering
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wheel to hold the vehicle in the desired direc-
tion. The tyres wear excessively and this causes
wheel vibrations. And in cases of an excessively large toe-in angle,
An increased toe-in is characterised by the if the rear wheel slides slightly laterally while
difficulty to deflect the vehicle from the straight- rolling. The increased distortions of the tyre are
ahead position and by the rapid return of the eliminated by the sliding friction occuring always
wheels after driving through a curve. Once again at the same point of the tread, whereby creating
the tyres wear excessively, especially on the a diagonal strip of an excessively used tread pat-
outside surface of the tread. tern.
On the rear wheels of the vehicles with a front
drive axle, we can see in some places diagonal
wear of the tyre.
GB 29
Variable toe-in
A different setting of the toe-in curve of the left wheel from the right wheel, and thus changing the
toe-in settings of both wheels differently by way of their spring deflection, can result in the vehicle
deflecting from its direction when driving over bumps on the roadway and in a worse case, even when
accelerating or braking. The influence of the vehicle tilting to the side when cornering leads to the
instability of the vehicle. The actual travel path of the vehicle does not correspond to the turning angle
of the steering wheel.
Note
An excessive wear of the tyres can only be caused by the poor geometry of the vehicle. In
practice, we notice the wear of the tyres from driving with a too low or to the contrary, a too
high tyre pressure.
A further wear, which is not directly caused by the geometry of the chassis, is the so-called
sawtooth-shaped wear of the tread pattern. The single tyre tread blocks become deformed
during rolling. At the outset of the contact with the road surface, they are pressed together and
when leaving the point of contact they are rubbed off as they return to their original shape and
size. Thus, a greater wear occurs on the rear side of the tread blocks. If the height difference
between the front and rear edges of the tread blocks is not greater than 0.8 mm, a significant
deterioration in the properties of the tyres, with the exception of the increased noise while
driving, does not occur.
Original shape of the tread blocks Shape of the blocks after wear
Sawtooth-shaped wear occurs mostly on the non-drive axle, whereas it is primarily noticeable
in the shoulder part of the tyre. Triangular areas of the worn tread pattern, which look like saw
teeth, arise depending on the tread shape of the transverse ridges.
If it is a directional tread pattern and the tyre cannot be turned around on the rim, the wheels
should be changed with the drive axle and the non-drive axle after approx. 10000 kilometres
driven.
The reason is usually an incorrect tyre pressure, aided by an excessively large toe-in angle.
30 GB
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Design modifications of the Škoda vehicles over the course of their production
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SP77_42
Original solution of the subframe with mounted consoles. The ball joint heads are inserted into the
profile of the lower legs and are secured from below using screws which are screwed into the nuts in
the securing plates (not shown) on the top side of the leg.
SP77_42
New subframe with integrated consoles. The ball joint heads with weld screws are inserted at the top
in the openings in the lower legs and secured by nuts from below.
GB 31
Since January 2009, the attachment of the shock absorber units in the housings within the body was
modified.
Both units are shown without the grommets and the elastic stop collars.
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SP77_44 SP77_45
Original shock absorber unit secured to the body With the new solution, the shock absorber unit
by means of three screws in the rivet nuts within inserted in the housing within the body is secured
the rubber-bonded metal bearing. to the piston rod of the shock absorber by means
of one self-locking nut.
32 GB
SP77_46
SP77_47
GB 33
SP77_46
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SP77_46
Current version of the head end of the wheel pivot bearing made of an aluminum alloy.
34 GB
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with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
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