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Service Training: Noise Vibration and Harshness
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Service Training
Noise Vibration and Harshness
Self Study Programme NVH
4ABLE OF #ONTENTS
#OURSE 'OALS
)NTRODUCTION
4HEORY
#HARACTERISTICS OF .OISE 6IBRATION AND (ARSHNESS .6( 'ENERATION OF
.OISE AND 6IBRATION 3OUND AND 3OUND 7AVES !UDIBLE 2ANGE OF 3OUND
.6( 4ERMINOLOGY 4YPES OF .OISE #OMPELLING &ORCE AND 6IBRATING "ODY
6IBRATION 6IBRATION 4RANSFER 0ATH 6IBRATION /RDER 4YPES OF 6IBRATION
2IDE #OMFORT
$IAGNOSIS
'ETTING 'OOD )NFORMATION FROM 3ERVICE !DVISORS 4HE &OUR 3TEPS
$IAGNOSING AND 3OLVING #USTOMER #ONCERNS /THER )NFORMATION
3OURCES 0RE
2OAD 4EST )NSPECTION 2OAD 4EST 4IPS 2OAD 4ESTING
%NGINE 6IBRATIONS
%NGINE 3PEED
2ELATED 6IBRATIONS 4YPES OF %NGINE 6IBRATIONS %NGINE
6IBRATION &ORMULA %NGINE !CCESSORY &ORMULA 4YPES OF %NGINE .OISE
%XHAUST .OISE %NGINE &IRING &REQUENCY &ORMULA
6EHICLE 3PEED 6IBRATIONS
4IRES AND 7HEELS 4IRE 6IBRATION &ORMULAS $RIVE 3HAFT &REQUENCY
&ORMULA $RIVE AND !XLE 3HAFTS $RIVELINE 6IBRATION 4RANSMISSION .OISE
AND 6IBRATIONS $IFFERENTIAL /PERATION $RIVELINE 3NAP 3USPENSION
#OMPONENTS 3TEERING #OMPONENTS
4OOLS .EW
3IROMETER %6! )) #HASSIS%!2 /THER 4OOLS
'LOSSARY
.6( 4ERMINOLOGY
$IAGNOSTIC &LOW #HART
+NOWLEDGE !SSESSMENT
)MPORTANT.OTE
4HE 3ELF
3TUDY 0ROGRAM PROVIDES YOU WITH INFORMATION
REGARDING DESIGNS AND FUNCTIONS
4HE 3ELF
3TUDY 0ROGRAM IS NOT A REPAIR MANUAL
&OR MAINTENANCE AND REPAIR WORK ALWAYS REFER TO THE
CURRENT TECHNICAL LITERATURE
Volkswagen Technical Site: http://vwts.ru http://vwts.info
I
огромный архив документации по автомобилям Volkswagen, Skoda, Seat, Audi
#OURSE 'OALS
#OURSE 'OALS
4HIS COURSE WILL ENABLE YOU TO
s )DENTIFY THE TERMINOLOGY USED IN DIAGNOSING
.OISE 6IBRATION AND (ARSHNESS .6(
CONCERNS
s )DENTIFY THE DIFFERENT TYPES OF .6(
s )DENTIFY THE STEPS OF THE .6( SYSTEMATIC
DIAGNOSTIC APPROACH
s )DENTIFY THE ROAD TEST PROCEDURES
NECESSARY TO ISOLATE A NOISE OR VIBRATION
s #ALCULATE .6( FREQUENCIES NECESSARY FOR
COMPONENT CLASSIlCATION
s )DENTIFY TEST EQUIPMENT AND TOOLS USED IN
DIAGNOSING AND CORRECTING .6( CONCERNS
s )DENTIFY DIAGNOSE AND SPECIFY THE
COMPONENT CAUSING THE .6( CONCERN
)NTRODUCTION
)NTRODUCTION
4HIS 3ELF
3TUDY 0ROGRAM FOCUSES ON VEHICLE
.OISE 6IBRATION AND (ARSHNESS .6( THEIR
CAUSES AND DIAGNOSTIC AND SERVICE PROCEDURES
TO LOCATE AND CORRECT .6( CONCERNS
-ODERN CARS AND TRUCKS USE A COMBINATION
OF SYSTEMS TO PROVIDE THE DRIVER WITH THE
SAFEST MOST RESPONSIVE AND COMFORTABLE
VEHICLE EVER BUILT 4ODAYS DRIVER HAS COME TO
EXPECT A SMOOTH AND QUIET RIDE IN ALL OPERATING
ENVIRONMENTS 7HEN VEHICLE NOISE VIBRATION
OR RIDE HARSHNESS EXCEEDS THE DRIVERS
EXPECTATIONS IT IS UP TO THE TECHNICIAN TO CORRECT
THE CAUSE OF THE CUSTOMERS CONCERN
6EHICLE COMPONENTS ARE BEING MANUFACTURED
USING LIGHTER WEIGHT METALS ,IGHTER WEIGHT
METALS REDUCE THE OVERALL VEHICLE WEIGHT THAT
REDUCE EMISSIONS AND IMPROVE FUEL ECONOMY
!S TECHNOLOGIES DEVELOP STRONGER AND MORE
LIGHTWEIGHT METALS THIS TREND WILL CONTINUE
,IGHTER VEHICLE COMPONENTS DO NOT ABSORB
NOISES AND VIBRATIONS AS WELL AS HEAVIER
COMPONENTS 4HIS LEADS TO AN INCREASE IN .6(
CONCERNS
$IAGNOSING .6( CONCERNS HAS BEEN DEVELOPED
INTO A LOGICAL AND ALMOST SCIENTIlC PROCEDURE
4HIS COURSE WILL PROVIDE THE !UDI TECHNICIAN WITH
CONCEPTS TO HELP UNDERSTAND AND DIAGNOSE .6(
CONCERNS
4HEORY
#HARACTERISTICS OF 'ENERATION OF .OISE AND 6IBRATION
.OISE 6IBRATION (ARSHNESS
! VIBRATING OBJECT NORMALLY PRODUCES SOUND AND
.OISE IS DElNED AS ANY UNPLEASANT OR THAT SOUND MAY BE AN ANNOYING NOISE )N THE
UNEXPECTED SOUND CREATED BY A VIBRATING OBJECT CASE WHERE A VIBRATING BODY IS THE DIRECT SOURCE
OF NOISE SUCH AS COMBUSTION CAUSING THE
6IBRATION IS DElNED AS ANY OBJECTIONABLE
ENGINE TO VIBRATE THE VIBRATING BODY OR SOURCE
REPETITIVE MOTION OF AN OBJECT BACK
AND
FORTH OR
IS EASY TO lND )N OTHER CASES THE VIBRATING
UP
AND
DOWN
BODY MAY GENERATE A SMALL VIBRATION ONLY
(ARSHNESS IS DElNED AS AN AGGRESSIVE
4HIS SMALL VIBRATION MAY CAUSE A LARGER VIBRATION
SUSPENSION FEEL OR LACK OF hGIVEv IN RESPONSE TO
OR NOISE DUE TO THE VIBRATING BODYS CONTACT
A SINGLE INPUT
WITH OTHER PARTS 7HEN THIS HAPPENS ATTENTION
FOCUSES ON WHERE THE LARGE VIBRATION OR NOISE
OCCURS WHILE THE REAL SOURCE OFTEN ESCAPES
NOTICE
!N UNDERSTANDING OF NOISE AND VIBRATION
GENERATION ASSISTS WITH THE TROUBLESHOOTING
PROCESS 4HE DEVELOPMENT OF A SMALL NOISE
INTO A LARGER NOISE BEGINS WHEN A VIBRATION
SOURCE COMPELLING FORCE GENERATES A VIBRATION
2ESONANCE AMPLIlES THE VIBRATION WITH OTHER
VEHICLE PARTS 4HE VIBRATING BODY SOUND
GENERATING BODY THEN RECEIVES TRANSMISSION OF
THE AMPLIlED VIBRATION
4HEORY
3OUNDS AND 3OUND 7AVES
! SOUND WAVES CYCLE PERIOD FREQUENCY AND !UDIBLE 2ANGE OF 3OUND
AMPLITUDE DETERMINE THE PHYSICAL QUALITIES OF THE
&OR SOUND TO BE HEARD THE RESULTING ACOUSTIC
SOUND WAVE 4HE PHYSICAL QUALITIES OF SOUND ARE
WAVE MUST HAVE A RANGE OF TO (Z
s !UDIBLE RANGE OF SOUND WHICH IS THE AUDIBLE RANGE OF SOUND FOR HUMANS
7HILE MANY VEHICLE NOISES ARE CAPABLE OF BEING
s 0ITCH HEARD SOME .6( NOISES ARE NOT IN THE AUDIBLE
RANGE
s )NTENSITY
,OW
SPEED DRONING IS AN EXAMPLE OF A LOW
FREQUENCY .6( CONCERN THAT MAY HAVE
!LL PEOPLE HAVE DIFFERENT CAPABILITIES FOR HEARING COMPONENTS NOT IN THE AUDIBLE RANGE 4HIS
SOUND 3OME PEOPLE MAY NOT HEAR SOUNDS CONDITION EXERTS PRESSURE ON THE DRIVERS
THAT OTHER PEOPLE CAN HEAR +EEP THESE FACTS IN EARDRUM AND CAN BE EXTREMELY UNCOMFORTABLE
MIND WHILE DIAGNOSING NOISE CONCERNS -OST
CUSTOMERS BECOME TUNED INTO A NOISE AFTER /N THE OTHER END OF THE AUDIBLE RANGE OF VEHICLE
HEARING IT REPETITIVELY NOISES ARE WIND NOISE AND BRAKE SQUEAKING
4HE HIGH FREQUENCIES OF THESE .6( CONCERNS
PRODUCE A HIGH
PITCHED NOISE THAT CAN BE
7HEN DIAGNOSING A VEHICLE IT MAY EXTREMELY ANNOYING 4HE lGURE BELOW ILLUSTRATES
BE BENElCIAL TO HAVE THE CUSTOMER THE AUDIBLE RANGE OF AUTOMOTIVE NOISES
REPRODUCE THE NOISE DURING A ROAD TEST
-AXIMUM !UDIBLE ,EVEL
3/5.$ ,%6%L ).4%.3)49 D"
!VERAGE !UDIBLE ,EVEL
-INIMUM !UDIBLE ,EVEL
K K K
&2%15%.#9 (Z
4HEORY
.6( 4ERMINOLOGY
4HERE ARE COMMON TERMS USED WHEN DISCUSSING
AN .6( CONCERN 4HE FOLLOWING TERMS AND
GRAPHICS WILL HELP WHEN DISCUSSING .6( WITH
OTHER PEOPLE WITH A TECHNICAL BACKGROUND
#YCLE
#YCLE IS THE PATH A WAVE TRAVELS BEFORE THE WAVE )N OTHER WORDS THE WAVE COMPLETES ONE CYCLE
BEGINS TO REPEAT THE PATH AGAIN )F AN !LTERNATING BY TRAVELING THE PATH FROM A NEGATIVE VOLTAGE TO
#URRENT !# SINE WAVE BEGINS A PATH AT ZERO ZERO VOLTS THEN TO A POSITIVE VOLTAGE AND THEN
VOLTS THE WAVE COMPLETES ONE CYCLE WHEN IT BACK TO ZERO VOLTS
RETURNS TO ZERO VOLTS FROM A POSITIVE VOLTAGE
&REQUENCY
&REQUENCY IS THE NUMBER OF COMPLETE CYCLES 4HE SOUND WAVE IN THE lGURE BELOW HAS A
THAT OCCUR IN ONE SECOND 3OUND AND VIBRATION FREQUENCY OF (Z BECAUSE IT COMPLETES SEVEN
WAVES ARE MEASURED IN (Z OR #YCLES 0ER #03 4HE FREQUENCY OF A SOUND OR VIBRATION CAN
3ECOND #03 /NE (Z IS EQUAL TO ONE #03 AID IN TROUBLESHOOTING AN .6( CONCERN
" " " " " " "
!" ! " #
4HEORY
0ITCH
0ITCH IS THE PHYSICAL QUALITY OF SOUND THAT RELATES
TO THE FREQUENCY OF THE WAVE )NCREASING THE
FREQUENCY OF A SOUND INCREASES THE PITCH OF
-AXIMUM
THE SOUND )F FREQUENCY DECREASES PITCH ALSO
DECREASES
,ISTENING TO AN ACCESSORY DRIVE BELT SQUEAKING
!MPLITUDE
IS AN EXAMPLE OF A HIGH PITCHED HIGH FREQUENCY
0ITCH
TYPE OF NOISE ! HIGH PITCHED HIGH FREQUENCY
NOISE IS IRRITATING TO MOST PEOPLE
! ROLLER BEARING THAT MAKES NOISE IS AN EXAMPLE
OF A LOW PITCHED LOW FREQUENCY TYPE OF NOISE -INIMUM
!MPLITUDE
!MPLITUDE REFERS TO THE VERTICAL MEASUREMENT
!-0,)45$%
BETWEEN THE TOP AND THE BOTTOM OF A WAVE
4WO WAVES CAN HAVE THE SAME FREQUENCY BUT
DIFFER IN AMPLITUDE !MPLITUDE IS THE QUANTITY (IGH &REQUENCY (IGH 0ITCH
OR AMOUNT OF ENERGY PRODUCED BY A VIBRATING
COMPONENT
,OW &REQUENCY ,OW 0ITCH
4)-%
4HEORY
3OUND )NTENSITY
3OUND INTENSITY IS THE PHYSICAL QUALITY OF SOUND
THAT RELATES TO THE AMOUNT AND DIRECTION OF THE
mOW OF ACOUSTIC ENERGY AT A GIVEN POSITION
4HE lGURE ILLUSTRATES TWO SOUND WAVES WITH
THE SAME FREQUENCY BUT DIFFERENT AMPLITUDES
DIFFERENT INTENSITY LEVELS
3OUND INTENSITY IS MEASURED IN DECIBELS
! DECIBEL IS A UNIT FOR EXPRESSING RELATIVE
DIFFERENCE IN POWER BETWEEN ACOUSTIC SIGNALS
3OUNDS GREATER THAN DECIBELS ARE DANGEROUS
TO HUMAN HEARING
$IFFERENCES IN PITCH THE SOURCE OF EACH SOUND
OR THE PERSON WHO HEARS THE SOUND CAN CREATE
THE PERCEPTION THAT TWO SOUNDS OF THE SAME
INTENSITY HAVE DIFFERENT LEVELS OF LOUDNESS
,OW !MPLITUDE ,OW )NTENSITY
!-0,)45$%
(IGH !MPLITUDE (IGH )NTENSITY
4)-%
4HEORY
2ESONANCE
4HE AMPLITUDE OF A VIBRATION IS GREATEST AT THE
2ESONANCE IS THE TENDENCY OF A SYSTEM TO
POINT OF RESONANCE !LTHOUGH THE VIBRATION CAN
RESPOND TO A COMPELLING FORCE OSCILLATING AT OR
BE FELT ABOVE AND BELOW THE PROBLEM SPEED IT IS
NEAR THE NATURAL FREQUENCY OF THE SYSTEM !LL
MOST PROMINENT AT THE POINT OF RESONANCE
OBJECTS HAVE NATURAL FREQUENCIES AND EXPERIENCE
MAXIMUM RESPONSE AT THE POINT OF RESONANCE 2ESONANCE EXPLAINS WHY A TIRE VIBRATION OCCURS
AT CERTAIN VEHICLE SPEEDS )F THE VEHICLEgS
4HE NATURAL FREQUENCY OF A TYPICAL AUTOMOTIVE
SUSPENSION HAS A NATURAL FREQUENCY OF (Z
FRONT SUSPENSION IS IN THE TO (Z RANGE 4HIS
THE SUSPENSION WILL TRANSMIT OR RESONATE THE
IS DESIGNED FOR RIDE AND HANDLING CONSIDERATIONS
VIBRATION AT SPEEDS IN THE (Z RANGE 4HE
!S SEEN IN THE lGURE THE SUSPENSIONS NATURAL VEHICLE WILL VIBRATE AT MPH MPH AND
FREQUENCY IS THE SAME NO MATTER WHAT THE MPH BECAUSE THESE SPEEDS CAUSE A TIRE
VEHICLE SPEED !S THE TIRE SPEED INCREASES VIBRATION TO RESONATE THROUGH THE SUSPENSION
ALONG WITH THE VEHICLE SPEED THE DISTURBANCE INTO THE VEHICLE
CREATED BY THE UNBALANCED TIRE INCREASES IN
FREQUENCY %VENTUALLY THE FREQUENCY OF THE
UNBALANCED TIRE INTERSECTS WITH THE NATURAL
FREQUENCY OF THE SUSPENSION CAUSING THE
SUSPENSION TO VIBRATE 4HIS INTERSECTION POINT IS
CALLED THE RESONANCE
0OINT OF 2ESONANCE
(Z
3USPENSION &REQUENCY
O RCE
G &
IN 6IBRATION 3PEED
LL
PE
M
#O
-0(
4HEORY
4YPES OF .OISE
4HERE CAN BE MANY TYPES OF NOISE CONCERNS ON .OISE CAN BE ANNOYING TO SOME PEOPLE WHILE
A VEHICLE 4HE CLASSIlCATION OF NOISES ASSISTS THE OTHERS lND IT ACCEPTABLE !UTOMOTIVE NOISES
TECHNICIAN IN TROUBLESHOOTING AND REPAIRING THE CAN BE AUDIBLE AT CERTAIN SPEEDS OR UNDER
CUSTOMERS VEHICLE CERTAIN DRIVING CONDITIONS ! GEAR
DRIVEN UNIT
.OISE IS AN UNPLEASANT OR UNEXPECTED SOUND SUCH AS AN AUTOMOTIVE DRIVE AXLE PRODUCES A
CREATED BY A VIBRATING OBJECT )NTERPRETATION PLAYS CERTAIN AMOUNT OF NOISE )N DEALING WITH THESE
A LARGE ROLE IN DElNING NOISE CHARACTERISTICS CONCERNS IT IS IMPORTANT TO KNOW WHAT A NORMAL
4ERMS USED TO DESCRIBE NOISE INCLUDE CONDITION IS AND EXPLAIN IT TO THE CUSTOMER IN
TERMS THEY CAN UNDERSTAND
s $RONING 4RYING TO REPAIR A NORMAL VEHICLE CONDITION CAN
s "EAT BE FRUSTRATING $ESPITE GOOD INTENTIONS AN
ATTEMPTED REPAIR CAN ALSO BECOME A LIABILITY IF
s 2OAD NOISE LEGAL ACTION IS INITIATED
s "RAKE SQUEAL
4HE FREQUENCY OF NOISE VIBRATIONS IS MUCH HIGHER
THAN THAT WHICH CAN ONLY BE FELT OFTEN RANGING
BETWEEN AND (Z #ERTAIN NOISES CAN
BE ASSOCIATED WITH THE COMPONENT SYSTEMS
OF A VEHICLE SUCH AS THE ENGINE DRIVELINE AXLE
BRAKES OR BODY COMPONENTS
)N OTHER SITUATIONS A NOISE CAN TELEGRAPH
THROUGH THE BODY OF A VEHICLE &OR EXAMPLE
A CHIRPING NOISE MAY BE HEARD IN THE AREA OF
THE INSTRUMENT PANEL WHEN IN FACT IT IS BEING
PRODUCED BY THE REAR BRAKES 4HE SOUND HAS
TRAVELED OR TELEGRAPHED THROUGH THE PARKING
BRAKE CABLES &OLLOWING A SYSTEMATIC APPROACH
WHEN TROUBLESHOOTING AN .6( CONCERN HELPS TO
LOCATE THE CAUSE AND CORRECT THE CONDITION
4HEORY
$RONING
4HE SENSATION PEOPLE EXPERIENCE WHEN DRIVING 5NPLEASANT DRONING AT LOW AND MIDDLE
SPEED
INTO A TUNNEL AT HIGH SPEED OR CLIMBING TO A DRIVING IS A LONG DURATION LOW
PITCHED NOISE THAT
HIGH ALTITUDE IS A FEELING OF EAR DISCOMFORT 4HE IS NON
DIRECTIONAL )T IS HARD TO HEAR AND FEELS LIKE
EAR DRUMS FEEL AS IF THEY ARE BEING FORCED IN PRESSURE IN THE EARS
OR OUT DUE TO SUDDEN CHANGES IN ATMOSPHERIC
&EELING A SMALL AMPLITUDE VIBRATION IS COMMON
PRESSURE !N UNPLEASANT DRONING CAUSES A
WITH LOW AND MIDDLE
SPEED DRONING ,OW
SPEED
SIMILAR SENSATION DUE TO LARGE mUCTUATIONS OF AIR
DRONING HAS A RANGE OF UP TO MPH KPH
PRESSURE IN THE CAR
AND HAS A FREQUENCY OF TO (Z -IDDLE
! CUSTOMER MAY REFER TO UNPLEASANT DRONING SPEED DRONING HAS A RANGE OF TO MPH
NOISES AS HUMMING NOISES 4HERE ARE THREE TO KPH WITH A FREQUENCY OF TO (Z
TYPES OF UNPLEASANT DRONING
5NPLEASANT DRONING AT HIGH
SPEED DRIVING IS A
s ,OW
SPEED LONG DURATION NON
DIRECTIONAL HUMMING NOISE
THAT IS UNCOMFORTABLE TO THE EARS (IGH
SPEED
s -IDDLE
SPEED DRONING HAS A RANGE OF MPH KPH AND UP
WITH A FREQUENCY OF TO (Z
s (IGH
SPEED
4HE THREE CLASSIlCATIONS OF DRONING ARE SPEED
AND FREQUENCY RELATED ! LOW
SPEED DRONING
SOUND HAS A LOWER PITCH THAN A HIGH
SPEED
DRONING SOUND
4HE TABLE SUMMARIZES THE SPEED AND FREQUENCY
RANGES FOR THE THREE TYPES OF DRONING
3PEED AND &REQUENCY 2ANGES OF $RONING
&2%15%.#9
30%%$ 2!.'%
2!.'%
,OW 3PEED 5P TO MPH
TO (Z
$RONING KPH
-IDDLE
TO MPH
3PEED TO (Z
TO KPH
$RONING
(IGH 3PEED MPH
TO (Z
$RONING KPH AND UP
4HEORY
$RONING CAN OCCUR WHEN ACCELERATING 4HE SPEED OR RPM RANGE AT WHICH UNPLEASANT
DECELERATING OR DRIVING AT A CONSTANT SPEED BUT DRONING OCCURS IS RELATIVELY NARROW 7HEN
MOST OFTEN OCCURS WHEN ACCELERATING $RONING DRONING OCCURS AT A SPECIlC VEHICLE SPEED THE
USUALLY IS APPARENT AT A SPECIlC ENGINE RPM OR RANGE IS GENERALLY WITHIN MPH KPH OF THAT
VEHICLE SPEED &OR EXAMPLE THE lGURE ILLUSTRATES SPEED 7HEN DRONING OCCURS AT A SPECIlC ENGINE
HOW THE NOISE LEVEL OF A VEHICLE INCREASES RPM THE TECHNICIAN SHOULD CHANGE VEHICLE SPEED
WITH VEHICLE SPEED !S VEHICLE SPEED REACHES VERY SLOWLY #HANGING VEHICLE SPEED QUICKLY WILL
A CERTAIN RANGE THE SOLID COLORED AREAS OF THE MAKE IT DIFlCULT TO CHECK THE DRONING BECAUSE
lGURE A LARGE INCREASE IN THE NOISE LEVEL OCCURS RPM WILL PASS THROUGH THE SPECIlC RANGE TOO
QUICKLY
$RONING IS USUALLY GENERATED BY MORE THAN ONE
COMPONENT )N MOST CASES IT IS NECESSARY TO
ELIMINATE ALL THE CAUSES IN ORDER TO REMOVE THE
DRONING NOISE &OR EXAMPLE UNPLEASANT DRONING
CAN OCCUR WHEN ENGINE AND DRIVELINE VIBRATIONS
ARE TRANSMITTED TO THE BODY PANELS CAUSING THEM
TO RESONATE !IR CLEANER AIR INTAKE AND EXHAUST
NOISES CAN COMBINE AND CAUSE DRONING IN THE
PASSENGER COMPARTMENT
/THER ITEMS THAT ARE SOMETIMES RESPONSIBLE FOR
UNPLEASANT DRONING INCLUDE
s "ENDING RESONANCE OF EXHAUST PIPES
s 2ESONANCE OF AUXILIARY EQUIPMENT
s "ENDING RESONANCE OF PROPELLER SHAFT
s 2ESONANCE OF SUSPENSION LINKS
s 4RANSMISSION OF ENGINE VIBRATION
s 4RANSMISSION OF EXHAUST NOISE
s 4RANSMISSION OF INTAKE AIR NOISE
4HE BENDING RESONANCE IS A NORMAL OCCURRENCE
FOR STRAIGHT TUBES AND PIPES AND EXHAUST
AND DRIVE SHAFTS 4HESE COMPONENTS DEFORM
RESONATE AT KNOWN FREQUENCIES %NGINEERS
DESIGN COMPONENTS SO THAT THE BENDING
RESONANCE WILL NOT OCCUR DURING THE NORMAL
OPERATION OF THE VEHICLE
4HEORY
"EAT
&OR BEAT SOUNDS TO DEVELOP THERE MUST BE 4HE SENSATION OF A BEAT SOUND IS MOST
TWO SOUND SOURCES &OR EXAMPLE STRIKING A NOTICEABLE WHEN THE FREQUENCY DIFFERENCE IS
TUNING FORK PRODUCES A PURE TONE OF A CERTAIN TO (Z )F THE TWO FREQUENCIES ARE CLOSER THEIR
FREQUENCY PITCH )F A SECOND TUNING FORK WITH TONES ARE INDISTINGUISHABLE AND ARE SENSED
A VERY DIFFERENT PITCH IS STRUCK EACH TONE IS AS THE SAME SOUND )F THE TWO FREQUENCIES
DISTINGUISHABLE FROM ONE ANOTHER (OWEVER IF ARE GREATER THAN (Z APART EACH TONE IS
THE PITCHES OF THE TUNING FORKS ARE SIMILAR THE DISTINGUISHABLE FROM ONE ANOTHER
TWO TONES PRODUCE A BEAT SOUND WITH A PITCH
"EAT SOUNDS CAN RESULT FROM A COMBINATION
THAT OCCURS IN CYCLES AT THE DIFFERENCE OF THE TWO
OF MANY TYPES OF VIBRATIONS #OMMON
FREQUENCIES )F THE PITCHES OF THE TWO SOUNDS
COMBINATIONS THAT RESULT IN BEAT SOUNDS INCLUDE
ARE THE SAME OR ONLY SLIGHTLY DIFFERENT THEY
ARE INDISTINGUISHABLE AND ARE PERCEIVED AS ONE s %NGINE AND AIR
CONDITIONING COMPRESSOR
SOUND
s %NGINE AND POWER STEERING HYDRAULIC
4HE lGURE ILLUSTRATES TWO TUNING FORKS PRODUCING PUMP OR OTHER ACCESSORIES
SOUND WAVES WITH TROUGHS AND PEAKS 4HE TWO
WAVES HAVE SLIGHTLY DIFFERENT FREQUENCIES 4HE s %NGINE AND VIBRATIONS OF THE DRIVE SHAFT
SOUND LEVEL BECOMES HIGHER WHEN THEIR PEAKS
s 4IRE NON
UNIFORMITY
OCCUR AT THE SAME TIME 4HE SOUND LEVEL DROPS
WHEN A PEAK OF ONE WAVE OCCURS AT THE SAME s 4IRE AND DRIVE SHAFT VIBRATIONS
TIME AS THE TROUGH OF THE OTHER WAVE 7HEN THE
TWO WAVES COMBINE THEY PRODUCE A BEAT SOUND
IN WHICH LOUDNESS CHANGES PERIODICALLY
(Z
"
(Z
#
3OUND 7AVES # ARE THE SUM OF 3OUND 7AVES ! AND "
4HE mUCTUATION IN -AGNITUDE IS 0HASING OR "EATING
4HEORY
2OAD .OISE
4HE SOUNDS THAT OCCUR WHILE DRIVING ON GRAVEL
OR ROUGHLY PAVED ROADS IS AN EXAMPLE OF ROAD
NOISE 4HIS TYPE OF NOISE IS CONTINUOUS AND HAS
A CONSTANT CHARACTER 2OAD NOISE CAN OCCUR AT ALL
VEHICLE SPEEDS OR WHEN THE VEHICLE IS COASTING
AND HAS A FREQUENCY RANGE OF TO (Z !
VERY lNE VIBRATION ALSO MAY BE NOTICEABLE
2OAD ROUGHNESS AND TIRES ARE MAJOR SOURCES OF
NOISE AND VIBRATION THAT OCCUR DURING DRIVING
3INCE THE SOURCE OF ROAD NOISE IS IRREGULAR ROAD
SURFACES DIFFERENT TYPES OF TIRES CAN INmUENCE
THE AMOUNT OF ROAD NOISE 4HE IMPACT FORCE FROM
ROAD SURFACES TRANSMITS TO THE TIRES CAUSING
THEM TO VIBRATE 4HIS VIBRATION IN TURN TRANSMITS
TO THE SUSPENSION AND BODY 4HE RESONANCE
CHARACTERISTIC OF THE PASSENGER COMPARTMENT
AMPLIlES THE VIBRATION AND GENERATES ANNOYING
ROAD NOISE
4HEORY
"RAKE 3QUEAL
4HE MOST COMMON BRAKE SYSTEM .6( CONCERN
IS BRAKE SQUEAL "RAKE SQUEAL IS A HIGH
PITCHED
NOISE )F BRAKE SQUEAL ONLY APPEARS WHEN THE
VEHICLE IS lRST PUT INTO OPERATION IT MAY BE DUE
TO MOISTURE ON THE BRAKE LININGS
"RAKE SQUEAL ALSO CAN OCCUR WHEN FRICTION IS
CREATED BETWEEN BRAKE COMPONENTS DURING
BRAKING 7ORN OR DAMAGED BRAKE COMPONENTS
CAN PRODUCE A VIBRATION RESULTING IN BRAKE SQUEAL
4HIS HIGH FREQUENCY NOISE CAN OCCUR UNDER
DIFFERENT BRAKE PEDAL PRESSURES VEHICLE SPEEDS
AND BRAKE TEMPERATURES
$RUM BRAKES USUALLY EMIT A LOWER PITCH NOISE
THAT GETS LOUDER WITH INCREASED BRAKE PEDAL
PRESSURE $ISC BRAKE NOISE IS GENERALLY A HIGH
PITCHED SQUEAL THAT OCCURS UNDER LIGHT PEDAL
PRESSURE
4HE MAJOR VIBRATION SOURCES OF BRAKE SQUEAL ARE
s 7ORN BRAKE SHOES
s .ON
UNIFORM THICKNESS OF BRAKE DISC OR
DRUMS
s %XCESSIVE RUNOUT
s $AMAGE OR CONTAMINATION OF FRICTION
SURFACES
"ECAUSE OF THE COMPLEX NATURE OF BRAKES AND
THE MANY DIFFERENT PARTS FOUND IN THEM THE
BEST WAY TO CORRECT BRAKE SQUEAL IS TO FOLLOW
SERVICE PROCEDURES $URING BRAKE SERVICE
ALWAYS THOROUGHLY CLEAN ANY FRICTION SURFACE
BEFORE REASSEMBLING THE BRAKE ! WIDE VARIETY
OF COATING MATERIALS USED ON BRAKE BACKING
SURFACES AND THE INSTALLATION OF SHIMS AND CLIPS
CAN HELP ELIMINATE BRAKE SQUEAL .6( CONCERNS
4HEORY
#OMPELLING &ORCE AND 6IBRATING "ODY
6IBRATIONS OCCUR WHEN THERE IS A COMPELLING 5NDER NORMAL CIRCUMSTANCES A ROTATING
FORCE OR EXCITING FORCE ACTING UPON AN OBJECT COMPONENT DOES NOT PRODUCE A NOTICEABLE
THAT CAUSES THE BODY TO VIBRATE ,OCATING THE VIBRATION (OWEVER IF THE COMPONENT HAS
COMPELLING FORCE THE SOURCE OF THE VIBRATION IMPROPER WEIGHT DISTRIBUTION IMBALANCE OR IS
CAN ASSIST IN ELIMINATING AN .6( CONCERN ROTATING IN AN ECCENTRIC PATTERN OUT
OF
ROUND
4HE MAJOR COMPONENT GROUPS THAT PRODUCE OR BENT THEN A NOTICEABLE VIBRATION MAY BE
COMPELLING FORCES ARE PRODUCED )F THE CHARACTERISTICS OF THE VIBRATION
CAN BE MEASURED THE INFORMATION ABOUT
s 4IRE AND WHEEL THE VIBRATION CAN BE USED TO MATCH IT WITH
COMPONENTS THAT ARE THE LIKELY CAUSE
s $RIVELINE
4HERE ARE MANY TYPES OF VIBRATION PROBLEMS ON
s %NGINE AND TORQUE CONVERTER A VEHICLE 4HE CLASSIlCATION OF VIBRATIONS ASSISTS
THE TECHNICIAN IN TROUBLESHOOTING AND REPAIRING
THE CUSTOMER CONCERN
6IBRATION
6IBRATION 4RANSFER 0ATH
6IBRATION IS THE REPETITIVE MOTION OF AN OBJECT
BACK
AND
FORTH OR UP
AND
DOWN 4HIS MOTION 6IBRATIONS TRAVEL THROUGH A VEHICLES STRUCTURE
IS A FUNCTION OF TIME AND IS MEASURABLE IN (Z SIMILAR TO THE WAY RADIO WAVES TRAVEL THROUGH
6IBRATION CAN BE DESCRIBED IN MANY WAYS WHICH AIR 6IBRATIONS ARE OFTEN NOTICED IN A COMPONENT
INCLUDE FAR REMOVED FROM WHERE THEY ARE GENERATED
4RANSMISSION OF A VIBRATION TO OTHER COMPONENTS
s 3HAKE IS CALLED hTELEGRAPHINGv &OR EXAMPLE AN OUT
OF
BALANCE FRONT TIRE AND WHEEL ASSEMBLY MAY
s 3HIMMY RESULT IN A NOTICEABLE STEERING WHEEL SHAKE )N
s 3HUDDER THIS CASE THE WHEEL AND TIRE ASSEMBLY IS THE
ORIGINATOR OF THE VIBRATION THE SUSPENSION IS THE
CONDUCTOR AND THE STEERING WHEEL IS THE REACTOR
6IBRATIONS CAN BE CONSTANT OR VARIABLE AND
OCCUR DURING A PORTION OF THE TOTAL OPERATING
SPEED RANGE 6IBRATIONS USUALLY ARE CAUSED BY
SOME ROTATING COMPONENT OR COMPONENTS OR
SOMETIMES BY THE COMBUSTION OF THE AIRFUEL
MIXTURE IN THE INDIVIDUAL ENGINE CYLINDERS
4HEORY
6IBRATION /RDER
/RDER IS THE NUMBER OF DISTURBANCES CREATED 4HE VIBRATION ORDER CAN AID THE TECHNICIAN WHILE
IN ONE REVOLUTION OF A COMPONENT ! SINGLE TROUBLESHOOTING &OR EXAMPLE A VEHICLE HAS AN
HIGH SPOT ON A TIRE CAUSES ONE DISTURBANCE PER .6( CONCERN THAT IS PRODUCING A VIBRATION AT
REVOLUTION AND IS CALLED A lRST
ORDER DISTURBANCE (Z !FTER CALCULATING DRIVE SHAFT FREQUENCY IT IS
)F THE WHEEL ROTATES TIMES PER SECOND THERE DETERMINED THE DRIVE SHAFT HAS A FREQUENCY OF
ARE DISTURBANCES PER SECOND 4HIS CREATES A (Z 4HE SECOND
ORDER FREQUENCY OF THE DRIVE
lRST
ORDER DISTURBANCE OF (Z SHAFT IS (Z 4HIS MATCHES THE FREQUENCY OF
)F THE TIRE DEVELOPED A SECOND HIGH SPOT A THE .6( CONCERN
SECOND
ORDER DISTURBANCE WOULD RESULT 4HE "Y DETERMINING THAT THE .6( CONCERN IS A
WHEEL ROTATING TIMES PER SECOND PRODUCES POSSIBLE SECOND
ORDER VIBRATION YOU WOULD LOOK
DISTURBANCES PER SECOND 4HIS CREATES A SECOND
AT COMPONENTS THAT COULD CAUSE A VIBRATION
ORDER DISTURBANCE OF (Z 4HREE HIGH SPOTS OF THIS TYPE 5NIVERSAL JOINTS WOULD BE A GOOD
CREATE A THIRD
ORDER DISTURBANCE AND FOUR HIGH COMPONENT TO CHECK BECAUSE IT IS POSSIBLE
SPOTS CREATE A FOURTH ORDER DISTURBANCE (IGHER THEY COULD PRODUCE TWO DISTURBANCES WITH EACH
ORDER DISTURBANCES CONTINUE TO PROGRESS IN THIS REVOLUTION OF THE DRIVE SHAFT ! MISSING DRIVE
WAY SHAFT WEIGHT COULD BE ELIMINATED FROM THE LIST
OF POSSIBILITIES BECAUSE THIS SITUATION WOULD
PRODUCE A VIBRATION OF THE lRST
ORDER
&IRST ORDER 6IBRATION
3ECOND ORDER 6IBRATION
4HEORY
6IBRATION /RDER %XAMPLES
(ALF ORDER VIBRATION 3ECOND ORDER VIBRATION
(ALF ORDER VIBRATION IS CREATED WHEN ANY 3ECOND ORDER VIBRATION IS CAUSED BY THE UP AND
COMPONENT THAT ROTATES AT HALF THE CRANKSHAFT DOWN MOTION OF THE PISTONS 4HIS REVERSAL OF
SPEED IS OUT OF BALANCE OR HAS EXCESSIVE RUNOUT MASS AND MOTION CREATES A NATURAL VIBRATION
!N EXAMPLE OF THIS IS CAMSHAFT IMBALANCE 3YMPTOMS OF ENGINE IMBALANCE INCLUDE
"ALANCING THE COMPONENT OR CORRECTING THE
RUNOUT MAY BRING THE VIBRATION TO AN ACCEPTABLE s ! LOW SPEED SHAKE FELT BETWEEN AND
LEVEL 2EVOLUTIONS 0ER -INUTE RPM THAT
HAS A FREQUENCY OF TO (Z
s ! ROUGHNESS SOMETIMES FELT AND HEARD
&IRST ORDER VIBRATION BETWEEN TO RPM AT A
FREQUENCY OF TO (Z
&IRST ORDER VIBRATION IS CREATED WHEN ANY
COMPONENT THAT ROTATES AT CRANKSHAFT SPEED
IS OUT OF BALANCE OR HAS EXCESSIVE RUNOUT &IRST AND SECOND ORDER ENGINE VIBRATIONS USUALLY
%XAMPLES ARE mYWHEEL OR TORQUE CONVERTER ARE DETECTED DURING THE NEUTRAL RUN UP TEST
IMBALANCE AND CYLINDER TO CYLINDER MASS
DIFFERENCES )N RARE CASES THE CRANKSHAFT ITSELF
MAY BE IMBALANCED "ALANCING THE COMPONENT
OR CORRECTING THE RUNOUT MAY BRING THE VIBRATION 4HIRD ORDER VIBRATION
TO AN ACCEPTABLE LEVEL ! THIRD ORDER VIBRATION IS CAUSED BY ANY
COMPONENT THAT HAS THREE HEAVY SPOTS
4HEORY
4YPES OF 6IBRATION
6IBRATIONS IN A VEHICLE CAN BE ANY ONE OF THE 3HAKE
FOLLOWING TYPES
6IBRATIONS AT THE STEERING WHEEL OR SEAT OR AN
s 3HAKE ANNOYING VIBRATION AT THE mOOR ARE INDICATORS OF
hSHAKEv 3HAKE GENERALLY HAS A FREQUENCY OF
s 3HIMMY
TO (Z 4HERE ARE TWO TYPES OF SHAKE
s "RAKE 6IBRATION3HUDDER
s 6ERTICAL UP
AND
DOWN
s ,ATERAL SIDE
TO
SIDE
6ERTICAL SHAKE IS SEVERE VERTICAL VIBRATION OF THE
BODY SEATS AND STEERING WHEEL ! TREMBLING
ENGINE HOOD OR REARVIEW MIRROR ALSO CAN BE A
VERTICAL SHAKE SYMPTOM
,ATERAL SHAKE IS SIDE
TO
SIDE VIBRATION OF THE
BODY SEATS AND STEERING WHEEL ! TREMBLING
VIBRATION IN THE DRIVERS WAIST OR HIPS MAY BE A
SYMPTOM OF A LATERAL SHAKE
4HE MAJOR VIBRATION SOURCES OF VERTICAL AND
LATERAL SHAKE ARE
s 2OUGHNESS OF ROAD
s 4IRE IMBALANCE
s .ON
UNIFORM TIRES
s "ENT OR OUT
OF
ROUND WHEELS
s $RIVELINE
s %NGINE
4HEORY
3HIMMY
6IBRATION THAT CAUSES THE STEERING WHEEL TO
OSCILLATE IS KNOWN AS hSHIMMYv 4HE BODY OF
THE VEHICLE ALSO MAY VIBRATE LATERALLY 3HIMMY
GENERALLY HAS A FREQUENCY OF TO (Z 4HERE
ARE TWO TYPES OF SHIMMY
s (IGH
SPEED SHIMMY
s ,OW
SPEED SHIMMY
(IGH
SPEED SHIMMY OCCURS WHEN DRIVING ON
SMOOTH ROADS AT HIGH SPEEDS (IGH
SPEED
SHIMMY TYPICALLY HAS A LIMITED SPEED RANGE IN
WHICH SYMPTOMS ARE NOTICEABLE
,OW
SPEED SHIMMY OCCURS WHEN THE STEERING
WHEEL BEGINS TO VIBRATE AS THE VEHICLE IS DRIVEN
ACROSS A BUMP AT LOW SPEEDS
4HE MAJOR VIBRATION SOURCES OF HIGH
SPEED AND
LOW
SPEED SHIMMY ARE
s 2OUGHNESS OF ROAD
s 4IRE IMBALANCE
s .ON
UNIFORM TIRES
s "ENT OR OUT
OF
ROUND WHEELS
&OR EXAMPLE A TIRE WITH EXCESSIVE RUNOUT OUT
OF BALANCE OR OUT OF ROUND MAY CAUSE HIGH OR
LOW SPEED SHIMMY 4HIS IS BECAUSE THE TIRE FAULT
GENERATES A VIBRATION AT A PARTICULAR FREQUENCY
7HEN THE VIBRATION OF THE TIRE REACHES THE
NATURAL FREQUENCY OF THE VEHICLES FRONT UNSPRUNG
COMPONENTS SUCH AS THE FRONT AXLE TIRES
AND WHEELS THEY START TO VIBRATE 7HEN THE
FREQUENCY OF THE FRONT UNSPRUNG COMPONENTS
MATCHES THE NATURAL FREQUENCY OF THE STEERING
SYSTEM RESONANCE OCCURS 4HIS RESONANCE
CAUSES THE STEERING WHEEL TO VIBRATE HEAVILY IN
THE TURNING DIRECTION
4HEORY
"RAKE 6IBRATION3HUDDER
"RAKE VIBRATIONSHUDDER IS TRANSMITTED THROUGH )F THE DISC ROTOR HAS EXCESSIVE THICKNESS
THE BRAKE HYDRAULIC LINES TO THE SUSPENSION VARIATION FRICTION FORCE ON THE BRAKING SURFACE
SYSTEM STEERING SYSTEM AND THE BRAKE PEDAL VARIES DURING BRAKE APPLICATION 4HE CHANGE IN
"RAKE PEDAL PULSATION IS GENERATED WHEN THE BRAKING FORCE GENERATES A VIBRATION AT A
APPLYING A BRAKE WITH A NON
UNIFORM DIAMETER CERTAIN FREQUENCY 4HIS VIBRATION IS TRANSMITTED TO
DRUM OR A DISC BRAKE WITH NON
UNIFORM BRAKE THE SUSPENSION STEERING AND BRAKE PEDAL 4HE
DISC THICKNESS VIBRATION CAN ALSO TRANSMIT TO THE BODY CAUSING
"RAKE SHUDDER CAUSES THE INSTRUMENT PANEL IT TO RESONATE
STEERING WHEEL AND SOMETIMES THE ENTIRE 4HE ROOT CAUSE OF DISC BRAKE VIBRATIONSHUDDER
BODY TO VIBRATE VERTICALLY AND BACK
AND
FORTH CONCERNS IS THICKNESS VARIATION 4HICKNESS
DURING BRAKING )T ALSO MAY RESULT IN BRAKE PEDAL VARIATION CAN BE CAUSED BY A ROTOR THAT HAS
PULSATION RELATED TO WHEEL ROTATION AND CAN LATERAL RUNOUT ,ATERAL RUNOUT CAN BE CAUSED
OCCUR DURING ANY BRAKING CONDITION OR VEHICLE BY IMPROPER WHEEL TIGHTENING PROCEDURES AND
SPEED .ORMALLY BRAKE SHUDDER HAS A PEAK AT TORQUE VALUES AS WELL AS HUB RUNOUT !S THE ROTOR
TO MPH TO KPH AND HAS A FREQUENCY OF WOBBLES LATERAL RUNOUT CONTACT IS MADE WITH
TO (Z THE BRAKE PADS !S SECTIONS OF THE ROTOR MAKE
#ERTAIN OPERATING CONDITIONS CAN AFFECT THE CONTACT WITH THE PADS SMALL AMOUNTS OF METAL
CAUSE OF THESE VIBRATIONS 4HESE INCLUDE WEAR FROM THE ROTOR SURFACE 4HIS CONTINUES
UNTIL ENOUGH METAL IS WORN IN SECTIONS TO CAUSE
s %XTENDED PERIODS WHERE THE VEHICLE IS THICKNESS VARIATION 4HIS IS WHY IMPROPER WHEEL
NOT IN OPERATION TIGHTENING PROCEDURES OFTEN TAKE WEEKS OR
s "RAKE DISC SURFACE IRREGULARITIES DUE TO MONTHS TO PRODUCE BRAKE VIBRATIONS
FOREIGN AGENTS OIL OR GREASE ANTIFREEZE 4HE SAME IS TRUE FOR HUB RUNOUT 2ESURFACING OR
ETC REPLACING ROTORS WHEN THE HUB HAS LATERAL RUNOUT
IS USUALLY A SHORT
TERM REPAIR !LWAYS FOLLOW
s $EFORMATION OF BRAKE DRUM DUE TO POOR
SERVICE INFORMATION FOR PROPER WHEEL TIGHTENING
INSTALLATION
PROCEDURES AND TORQUE VALUES #HECK THE HUB
FOR LATERAL RUNOUT WHEN RESURFACING OR REPLACING
ROTORS FOR A BRAKE VIBRATION
)F THE VIBRATION OR NOISE IS CAUSED BY THE BRAKE
SYSTEM REFER TO SERVICE MANUAL INFORMATION
FOR THE VEHICLE 0ROCEDURES TO CHECK DRUMS
AND ROTORS FOR OUT
OF
ROUND THICKNESS VARIATION
AND LATERAL RUNOUT ARE COVERED IN THE SERVICE
INFORMATION
/VERTIGHTENING WHEEL BOLTS SUCH AS
WITH AN IMPACT WRENCH OFTEN CAUSES
ROTOR WARPAGE
"E SURE WHEEL NUTS ARE CORRECTLY
TORQUED
4HEORY
2IDE #OMFORT
2IDE COMFORT PLAYS A LARGE PART IN A CUSTOMERS
SATISFACTION WITH THEIR VEHICLE !VOIDING ABNORMAL
VIBRATIONS ENSURES A QUALITY RIDE COMFORT LEVEL
.ORMAL VEHICLE VIBRATIONS ARE A RESULT OF ROAD
ROUGHNESS $URING NORMAL OPERATION THE
VEHICLE EXPERIENCES VIBRATION BETWEEN THE
SPRUNG COMPONENTS BODY AND SUSPENSION AND
THE UNSPRUNG COMPONENTS AXLES TIRES AND
WHEELS 4HIS IS AN ACCEPTABLE CONDITION UNLESS
THE SPRUNG OR UNSPRUNG COMPONENTS BECOME
DEFECTIVE WORN OR DAMAGED
7HEN UNSPRUNG COMPONENTS RESONATE WITH
THE SPRUNG COMPONENTS THE RESULT IS POOR RIDE
COMFORT 2IDE COMFORT VIBRATIONS MAY CAUSE THE
VEHICLE TO ROLL PITCH AND BOUNCE WHICH MAY
CAUSE A CUSTOMER CONCERN 0OOR RIDE COMFORT
CAN BE MINIMIZED BY ENSURING SUSPENSION AND
STEERING COMPONENTS ARE NOT DAMAGED OR WORN
4HEORY
(ARSHNESS
(ARSHNESS RESULTS WHEN THE VEHICLE IS UNABLE TO -ANY CUSTOMERS USE THE WORD hHARSHNESSv TO
ABSORB VIBRATIONS PRODUCED BY ROAD CONDITIONS DESCRIBE RIDE COMFORT CONCERNS (ARSHNESS HAS
4HE CAUSES MAY BE DUE TO DETERIORATION OF BECOME A UNIVERSAL TERM WHEN DEALING WITH
VEHICLE COMPONENTS DAMAGE OR MODIlCATION .6( CONCERNS ON A VEHICLE &OR THE PURPOSE
OF THE ORIGINAL EQUIPMENT )N MOST CASES OF THIS COURSE HARSHNESS IS AN AGGRESSIVE
HARSHNESS IS RELATED TO CHASSIS COMPONENTS SUSPENSION FEEL OR LACK OF hGIVEv IN RESPONSE
7HEN DIAGNOSING A HARSHNESS CONCERN PAY TO A SINGLE INPUT )T CAN BE ASSOCIATED WITH AN
CLOSE ATTENTION TO INTERIOR NOISE LEVELS IN THE ABRUPT THUMPING NOISE AS WELL AS AN AGGRESSIVE
VEHICLE -ANY HARSHNESS CONDITIONS ARE DUE FEEL
TO A COMPONENT THAT IS NOT ALLOWED TO MOVE
WITHIN ITS NORMAL TRAVEL OR ONE THAT HAS LOST ITS
ISOLATING GROMMETS OR BUSHINGS 4HIS MAKES
ENGINE MOUNTS SUBFRAME MOUNTS BUSHINGS AND
SUSPENSION COMPONENTS PRIME SUSPECTS IN THE
DIAGNOSTIC PROCEDURE
/VERSIZED TIRES HEAVY
DUTY SPRINGS AND SHOCKS
OR OTHER VEHICLE MODIlCATIONS ALSO MUST BE
CONSIDERED 3OME AFTERMARKET TIRES EVEN WHEN
THEY ARE THE CORRECT SIZE MAY PRODUCE CHANGES
IN THE VEHICLE THAT WILL GENERATE OWNER CONCERNS
(ARSHNESS OCCURS WHEN A VEHICLE VIBRATES FROM
MOVING ACROSS ROAD JOINTS PROJECTIONS STEPPED
DIFFERENCES OR DEPRESSIONS ON PAVED ROADS
$RIVING ON THE EXPRESSWAY INCREASES THE PITCH
OF THE THUMPING SOUND 4HE IMPACT FORCE FROM
THE ROAD SURFACE CAUSES THE TIRES TO VIBRATE
4HE TIRES TRANSMIT THE VIBRATION THROUGH THE
SUSPENSION SYSTEM TO THE CAR BODY (ARSHNESS
HAS A FREQUENCY OF TO (Z
4HEORY
6IBRATIONS
6IBRATIONS ARE NOTICEABLE AT THE STEERING WHEEL
SEATS AND mOOR 4HE LEVEL AND INTENSITY OF THE
VIBRATION CHANGES WITH THE SUSPENSION TYPE AND
THE BUSHINGS USED
,ONGITUDINAL IMPACT FORCES ARE TRANSMITTED TO THE
LOWER ARMS WHERE SUSPENSION BUSHINGS DAMPEN
THE VIBRATION 4HE DAMPENED VIBRATION THEN
TRANSMITS THROUGH THE SUSPENSION CROSSMEMBER
AND STRUT INSULATORS TO THE BODY
4HE RIGIDITY OF THE BUSHINGS AND INSULATORS IN
THE VIBRATION TRANSMISSION PATH HAS A LARGE
INmUENCE ON HARSHNESS 4HE USE OF LOW
RIGIDITY
BUSHINGS AND INSULATORS TO PROVIDE GREATER FORE
AFT SUSPENSION COMPLIANCE SOFTENS THE IMPACT
FORCE EFFECTIVELY BUT RESULTS IN LESS RESPONSIVE
STEERING
!LONG WITH SUSPENSION SYSTEM DESIGNS
TIRE CHARACTERISTICS INmUENCE THE AMOUNT OF
HARSHNESS 7HEN TIRES EXPERIENCE AN IMPACT
FORCE FROM A PAVEMENT JOINT THEY DEFORM TO
CUSHION THE REST OF THE VEHICLE 4HE TIRES ABSORB
THE FORCE TO SOME EXTENT AND ARE AN IMPORTANT
FACTOR WHEN DEALING WITH HARSHNESS !T THE
SAME TIME THE DEFORMATION TRANSMITS VIBRATION
TO OTHER PORTIONS OF THE TIRES 4HIS CAUSES THE
TIRES TO UNDERGO COMPLICATED RESILIENT VIBRATIONS
! TIRE THAT CAN ABSORB VIBRATIONS FROM IMPACT IS
EFlCIENT IN CONTROLLING THE PROBLEM OF HARSHNESS
)T IS EXTREMELY DIFlCULT FOR A TIRE TO ABSORB
HARSHNESS VIBRATIONS COMPLETELY 4HESE
VIBRATIONS INVOLVE NOT ONLY TIRE TYPE BUT ALSO
INmATION PRESSURE 4HE TECHNICIAN SHOULD ALWAYS
ENSURE PROPER TIRE INmATION PRESSURE WHEN
TROUBLESHOOTING A HARSHNESS CONCERN
'ENERALLY A SOFT TIRE WITH ENVELOPING
CHARACTERISTICS PERFORMS WELL IN PREVENTING
HARSHNESS 2ADIAL TIRES HAVE RIGID TREADS AND ARE
LOW IN ENVELOPING CHARACTERISTICS 4HEY TEND TO
CAUSE HARSHNESS PARTICULARLY AT TO MPH
TO KPH
$IAGNOSIS
'ETTING 'OOD )NFORMATION FROM
3ERVICE !DVISORS
4O PROPERLY DIAGNOSE AND REPAIR AN .6( $IAGNOSING AND 3OLVING #USTOMER #ONCERNS
CONCERN THE CONCERN WILL NEED TO BE DUPLICATED
DURING A ROAD TEST 4HE SERVICE ADVISORS ARE $ESCRIBE THE CONCERN
A GOOD SOURCE FOR THE SYMPTOMS AND FACTS s ,IST KNOWN SYMPTOMS
SURROUNDING THE CONCERN 0ROPER QUESTIONING
OF THE CUSTOMER WILL USUALLY PROVIDE THE s !VOID OPINIONS OR DISGUISED SOLUTIONS
INFORMATION NECESSARY TO DUPLICATE THE CONCERN 6ERIFY AND ANALYZE
)F THE CUSTOMER IS LEAVING THE VEHICLE AND WILL s 4RY TO DUPLICATE THE CONCERN
BE UNAVAILABLE FOR A ROAD TEST LATER IN THE DAY
THEN IT IS ADVISABLE THAT THE SERVICE ADVISOR s ,IST POSSIBLE CAUSES
OR TECHNICIAN ROAD TEST WITH THE CUSTOMER
,OCATE THE CONCERN
BEFOREHAND TO EXPERIENCE THE SYMPTOMS AND
FACTS OF THE .6( CONCERN s 3ELECT THE PROBABLE CAUSES
s 0RIORITIZE TASKS
4HE &OUR 3TEPS
s )DENTIFY THE CONCERN
&OCUS THE DISCUSSION WITH THE CUSTOMER ON
THE SYMPTOM DESCRIPTION 2EPAIR THE CONCERN
s $ETERMINE THE SPECIlC CAUSE
!SK QUESTIONS THAT CLARIFY WHAT WHEN
WHERE AND HOW OFTEN s 0ERFORM THE REPAIR
#ONDUCT A QUALITY CHECK
3UMMARIZE YOUR UNDERSTANDING AND GET
AGREEMENT FROM THE CUSTOMER 5SE OPEN
s 2ECHECK FOR PROPER OPERATION AND
ENDED QUESTIONS TO PROMPT FOR SPECIlCS REASSEMBLY
s #HECK FOR CLEANLINESS AND APPEARANCE
%XPLAIN WHAT YOU WILL DO TO PROCEED AND GET
ACKNOWLEDGEMENT FROM THE CUSTOMER /THER )NFORMATION 3OURCES
s !UDI %LECTRONIC 3ERVICE )NFORMATION
3YSTEM !%3)3
n 4ECHNICAL "ULLETINS
s /THER TECHNICIANS
s (ELPLINE
s +NOWN GOOD VEHICLE
s 4HIS TRAINING MANUAL
s 4HE '30 6IBRATION #ONTROL 3YSTEM
/PERATION )NSTRUCTIONS
$IAGNOSIS
0RE
2OAD 4EST )NSPECTION 2OAD 4EST 4IPS
"EGIN CHECKING THE VEHICLE WITH A VISUAL /BSERVE THE FOLLOWING GUIDELINES WHEN
INSPECTION "E SURE TO CAREFULLY INSPECT THE PREPARING FOR THE ROAD TEST
TIRES UNLESS THE .6( CONCERN ONLY OCCURS AT
A STANDSTILL 0RIOR TO THE ROAD TEST INSPECT THE s #HECK THE CUSTOMER REPAIR ORDER BEFORE
FOLLOWING BEGINNING THE ROAD TEST )T IS IMPORTANT
TO KNOW WHICH SPECIlC CONCERN THE
s 4IRES CUSTOMER HAS WITH HISHER VEHICLE 4HIS
PREVENTS CORRECTING THE WRONG CONCERN
0RESSURE n )NmATED TO SPECIlCATION
AND INCREASING THE COST OF THE REPAIR )F
7EAR n #UPPING mAT SPOTS FEATHERING POSSIBLE ROAD TEST WITH THE CUSTOMER
AND SHOULDER WEAR
s $ONT BE MISLED BY THE REPORTED LOCATION
4READ GROOVES n #ORRECT DEPTH OVER OF THE NOISE OR VIBRATION 4HE CAUSE
ENTIRE SURFACE ACTUALLY MAY BE SOME DISTANCE AWAY
4YPE n 4HE TIRE IS THE PROPER s 2EMEMBER THAT THE VIBRATING BODY MAY
APPLICATION GENERATE A SMALL VIBRATION ONLY 4HIS
SMALL VIBRATION IN TURN MAY CAUSE A LARGER
&OREIGN DEBRIS n 3TONES MUD ETC VIBRATION OR NOISE DUE TO THE VIBRATING
s 7HEELS BODYS CONTACT WITH OTHER COMPONENTS
.OT DEFORMED OR BENT s #ONDUCT THE ROAD TEST ON A QUIET STREET
WHERE SAFELY DUPLICATING THE NOISE OR
7EIGHTS n 0ROPERLY INSTALLEDCORRECT VIBRATION IS POSSIBLE )T MUST BE POSSIBLE
SIZE TO OPERATE THE VEHICLE AT THE SPEED IN
7HEEL BOLTS n 4ORQUED TO SPECIlCATION WHICH THE CONDITION OCCURS )T IS BEST
TO CONDUCT THE ROAD TEST ON A ROUTE THAT
4IRE BEAD n 5NIFORM HAS BEEN PREVIOUSLY DRIVEN WITH KNOWN
GOOD VEHICLES 4HIS ALLOWS FOR ANY ROAD
s $RIVELINE
IMPERFECTIONS IE ROAD SURFACES AND JOINTS
.OT DAMAGED OR BENT FROM BEING THE SOURCE OF .6( CONCERNS
0ROPERLY MOUNTED AND SUPPORTED s 4URN OFF THE RADIO AND THE BLOWER FOR THE
HEATER AND AIR CONDITIONER UNLESS THE
0ROPERLY ALIGNED
NOISE OR VIBRATION ONLY OCCURS WITH THE AIR
s %NGINE CONDITIONING OR RADIO ON
"ELTS AND ACCESSORIES FOR DAMAGE s $ETERMINE WHICH TEST EQUIPMENT IS
NEEDED FOR THE ROAD TEST )F UTILIZING TEST
0ROPERLY ALIGNED EQUIPMENT DURING A ROAD TEST IT IS BEST
-OUNTS PRACTICE TO HAVE AN ASSISTANT DRIVE WHILE
THE EQUIPMENT IS BEING MONITORED AND
s %XHAUST THE RESULTS RECORDED
.OT DAMAGED OR BENT s &OR COLD WEATHER CLIMATES BE AWARE THAT
0ROPERLY ALIGNED SNOW AND ICE CAN BE THE CAUSE OF .6(
CONCERNS
0ROPERLY MOUNTED AND SUPPORTED
$IAGNOSIS
2OAD 4ESTING
4HE FOLLOWING ROAD TEST PROCEDURE ASSISTS IN 3LOW !CCELERATION 4EST
CLASSIFYING AN .6( CONCERN INTO
4HE lRST VEHICLE CHECK TO DETERMINE A RELATED
s %NGINE SPEED SYMPTOM OF AN .6( CONCERN IS THE SLOW
ACCELERATION TEST 4HIS TEST IS USED TO IDENTIFY
s 6EHICLE SPEED THE NOISE OR VIBRATION IF A ROAD TEST WITH THE
s 7HEEL SPEED CUSTOMER WAS NOT POSSIBLE 4HE STEPS OF THE
SLOW ACCELERATION TEST ARE
%ACH OF THE FOLLOWING PROCEDURES HELPS TO 3LOWLY ACCELERATE THE VEHICLE TO THE SPEED IN
ELIMINATE POSSIBLE COMPONENTS $EPENDING WHICH THE PROBLEM OCCURS
UPON THE CAUSE OF THE .6( CONCERN CERTAIN .OTE THE VEHICLE SPEED AND THE ENGINE RPM
PROCEDURES MAY OR MAY NOT BE NECESSARY
)F POSSIBLE DETERMINE THE FREQUENCY OF THE
s 3LOW !CCELERATION 4EST NOISE OR VIBRATION
s .EUTRAL #OAST $OWN 3PEED 4EST #LASSIFY THE NOISE OR VIBRATION
s $OWNSHIFT 3PEED 4EST
s 4ORQUE #ONVERTER 4EST
s 3TEERING )NPUT 4EST
s 3TEERING )NPUT 4EST
s .EUTRAL 2UN
5P 4EST
s %NGINE ,OADED 4EST
s %NGINE !CCESSORY 4EST
$IAGNOSIS
.EUTRAL #OAST
$OWN 3PEED 4EST $OWNSHIFT 3PEED 4EST
4HE NEXT VEHICLE CHECK WHEN PERFORMING THE 4HIS VEHICLE CHECK HELPS TO CONlRM THE .6(
ROAD TEST IS THE NEUTRAL COAST
DOWN SPEED TEST CONCERN AS ENGINE SPEED
RELATED 4HE STEPS OF
4HIS TEST DIVIDES THE POSSIBLE CAUSES OF THE THE DOWNSHIFT SPEED TEST ARE
NOISE OR VIBRATION INTO TWO CATEGORIES
3TOP THE VEHICLE AND PLACE THE TRANSMISSION
s 6EHICLE SPEED
RELATED IN A LOWER GEAR
s %NGINE SPEED RELATED $RIVE THE VEHICLE AT THE ENGINE RPM IN WHICH
THE NOISE OR VIBRATION OCCURS
s 7HEEL SPEED RELATED
s )F THE NOISE OR VIBRATION EXISTS THEN THE
CONCERN IS ENGINE SPEED RELATED 4HIS
4HE STEPS OF THE NEUTRAL COAST DOWN SPEED TEST ELIMINATES TIRES WHEELS BRAKES AND
ARE SUSPENSION COMPONENTS
$RIVE THE VEHICLE AT A SPEED HIGHER THAN THE s )F NECESSARY REPEAT THE TEST USING OTHER
SPEED IN WHICH THE NOISE OR VIBRATION WAS GEARS AND .EUTRAL TO CONlRM THE RESULTS
OBVIOUS IN THE SLOW ACCELERATION TEST
0LACE THE VEHICLE IN .EUTRAL AND COAST DOWN
THROUGH THE SPEED WHERE THE CONCERN 4ORQUE #ONVERTER 4EST
OCCURS
4HIS VEHICLE CHECK DETERMINES HOW THE TORQUE
#LASSIFY THE .6( CONCERN AS EITHER VEHICLE CONVERTER CONTRIBUTES TO AN ENGINE SPEED RELATED
SPEED RELATED OR ENGINE SPEED RELATED CONDITION 4HE STEPS OF THE TORQUE CONVERTER TEST
ARE
s )F THE NOISE OR VIBRATION EXISTS THEN
THE CONCERN IS VEHICLE OR WHEEL SPEED $RIVE THE VEHICLE AT THE SPEED IN WHICH THE
RELATED 4HIS ELIMINATES THE ENGINE AND .6( CONCERN EXISTS
TORQUE CONVERTER AS POSSIBLE CAUSES
/PERATE THE TORQUE CONVERTER BY TAKING IT
s )F THE .6( CONCERN DID NOT OCCUR DURING IN AND OUT OF LOCK UP BY LIGHTLY DEPRESSING
THE NEUTRAL COAST DOWN SPEED TEST THE BRAKE PEDAL WHILE MAINTAINING VEHICLE
PERFORM A DOWNSHIFT SPEED TEST TO SPEED
CONlRM THE CONCERN AS ENGINE SPEED #HECK FOR NOISE WHEN THE TORQUE CONVERTER IS
RELATED NOT LOCKED UP
$IAGNOSIS
3TEERING )NPUT 4EST 3TEERING )NPUT 4EST
4HE NEXT ROAD TEST STEPS ARE THE TWO STEERING 0ERFORM THE 3TEERING )NPUT 4EST IF THE .6(
INPUT TESTS 4HESE TESTS DETERMINE IF THE WHEEL CONDITION OCCURS WHEN TURNING ONLY 4HE STEPS OF
BEARINGS AND OTHER SUSPENSION COMPONENTS ARE 3TEERING )NPUT 4EST ARE
CONTRIBUTING TO A SPEED
RELATED CONDITION
$RIVE THE VEHICLE AT A SPEED HIGHER THAN THE
4HE STEPS OF THE 3TEERING )NPUT 4EST ARE SPEED AT WHICH THE NOISE OR VIBRATION OCCURS
$RIVE THE VEHICLE AT THE SPEED IN WHICH THE 0LACE THE VEHICLE IN .EUTRAL AND COAST DOWN
.6( CONCERN EXISTS THROUGH THE SPEED WHERE THE .6( CONCERN
IS OBVIOUS WHILE MAKING WIDE SWEEPING
-AKE WIDE SWEEPING TURNS IN BOTH
TURNS IN BOTH DIRECTIONS
DIRECTIONS
s )F THE CONCERN EXISTS CHECK FOR WORN
s )F THE CONCERN GOES AWAY OR GETS WORSE
WHEEL BEARINGS SUSPENSION BUSHINGS
WHEEL BEARINGS HUBS 5NIVERSAL *OINTS
CONSTANT VELOCITY JOINTS AND 5
JOINTS
5
JOINTS DRIVE AXLES CONSTANT VELOCITY
CONTAINED IN THE AXLES OF QUATTRO
JOINTS AND TIRE TREAD WEAR MAY BE THE
APPLICATIONS
COMPONENTS CAUSING THE CONCERN
s )F THE VIBRATION DOES NOT OCCUR STOP THE
VEHICLE AND ENGAGE THE TRANSMISSION
TRANSAXLE !LTERNATELY ACCELERATE AND
DECELERATE THROUGH THE SPEED AT WHICH
THE .6( CONCERN APPEARS WHILE MAKING
WIDE SWEEPING TURNS IN BOTH DIRECTIONS
s )F THE CONCERN RETURNS THEN THE CAUSE
IS DEPENDENT UPON ENGINE LOAD 4HE
PROBABLE CAUSES ARE CONSTANT VELOCITY
JOINTS OR 5
JOINTS CONTAINED IN THE AXLES
OF QUATTRO APPLICATIONS AND LOOSE OR
MISSING LUGNUTS
s )F THE NOISE IS A hCLUNKING SOUND v ENGINE
AND TRANSAXLE MOUNTS SUSPENSION
BUSHINGS AND 5
JOINTS ARE PROBABLE
CAUSES
$IAGNOSIS
.EUTRAL 2UN
5P 4EST
0ERFORM THE .EUTRAL 2UN
5P 4EST IF THE .6( 4HE STEPS OF THE %NGINE ,OADED 4EST ARE
CONCERN IS ENGINE SPEED
RELATED 5SE THE TEST
AS A FOLLOW
UP TO THE DOWNSHIFT TEST OR WHEN THE "LOCK THE FRONT AND BACK WHEELS
.6( CONCERN OCCURS AT IDLE 4HE STEPS ARE !PPLY THE PARKING AND SERVICE BRAKES
)NCREASE THE ENGINE RPM WHILE IN 0ARK OR 0UT THE TRANSMISSION IN $RIVE WHILE KEEPING
.EUTRAL THE BRAKES APPLIED
)F NECESSARY MAKE NOTE OF THE RPM AND )NCREASE THE ENGINE RPM TO THE RPM AT WHICH
FREQUENCY OF THE .6( CONCERN THE .6( CONCERN OCCURRED )F NECESSARY
MAKE NOTE OF THE RPM AND FREQUENCY OF THE
.6( CONCERN
%NGINE ,OADED 4EST
2ETURN ENGINE TO IDLE
0ERFORM THE %NGINE ,OADED 4EST IF THE .6(
0UT THE TRANSMISSION IN 2EVERSE WHILE
CONCERN IS ENGINE SPEED
RELATED 4HIS TEST MAY
KEEPING THE BRAKES APPLIED
HELP REPRODUCE ENGINE SPEED
RELATED CONCERNS
NOT EVIDENT WITH THE NEUTRAL RUN
UP OR NEUTRAL )NCREASE THE ENGINE RPM TO THE RPM AT WHICH
COAST
DOWN SPEED TESTS 4HE ENGINE LOADED THE .6( CONCERN OCCURRED )F NECESSARY
TEST ALSO IDENTIlES NOISE AND VIBRATION SENSITIVE MAKE NOTE OF THE RPM AND FREQUENCY OF THE
TO ENGINE LOAD OR TORQUE 4HESE .6( CONCERNS .6( CONCERN
OFTEN APPEAR DURING HEAVY ACCELERATION OR WHEN
CLIMBING A HILL
)MMEDIATELY AFTER ENGINE LOADED TEST
RUN IN NEUTRAL FOR MINUTES AT A SLIGHTLY
7ARNING "LOCK THE FRONT AND BACK ELEVATED RPM TO COOL THE TRANSMISSION
WHEELS OR INJURY TO PERSONNEL MAY
RESULT $O NOT EXCEED lVE SECONDS
WHEN PERFORMING THE ENGINE LOADED
TEST OR DAMAGE TO THE TRANSMISSION )F THE CONCERN IS DElNITELY ENGINE SPEED
RELATED
TRANSAXLE MAY RESULT PERFORM THE %NGINE !CCESSORY 4EST TO NARROW
DOWN THE POSSIBLE SOURCE OF THE CONCERN
$IAGNOSIS
%NGINE !CCESSORY 4EST
0ERFORM THE %NGINE !CCESSORY 4EST IF THE .6(
CONCERN IS ENGINE SPEED
RELATED 4HIS TEST HELPS
LOCATE FAULTY BELTS AND ACCESSORIES THAT ARE
CAUSING ENGINE SPEED
RELATED .6( CONCERNS
4HE STEPS ARE
"LOCK THE FRONT AND BACK WHEELS
!PPLY THE PARKING AND SERVICE BRAKES
2EMOVE THE ACCESSORY DRIVE BELTS
)NCREASE ENGINE RPM TO THE RPM AT WHICH THE
.6( CONCERN OCCURRED
s )F THE VIBRATION OCCURS THE BELTS AND
ACCESSORIES ARE NOT THE SOURCE OF THE
CONCERN
s )F THE BELTS AND ACCESSORIES ARE THE
SOURCE OF THE .6( CONCERN CONTINUE TO
ADD OR REMOVE SPECIlC ACCESSORY BELTS
TO LOCATE THE CONCERN
#AUTION 7ITH THE ACCESSORY BELT
REMOVED
s $O NOT DRIVE THE VEHICLE
s $O NOT OPERATE THE ENGINE FOR
EXTENDED PERIODS
n 7ATER
COOLED ALTERNATORS CAN FAIL
n %NGINES CAN OVERHEAT
.OTES
%NGINE 6IBRATIONS
%NGINE 3PEED
2ELATED 6IBRATIONS 4YPES OF %NGINE 6IBRATIONS
$URING THE INITIAL VEHICLE ROAD TEST USING THE -ANY .6( CONCERNS ARE RELATED TO THE ENGINE
ROAD TEST PROCEDURE THE VIBRATION CAUSING THE SYSTEMS 4HE OPERATION OF THE ENGINE CREATES
CONCERN WILL BE CLASSIlED INTO EITHER ENGINE A NATURAL VIBRATION )F ANY ONE COMPONENT IS
SPEED
RELATED OR VEHICLE SPEED
RELATED 4HIS SLIGHTLY OUT
OF
BALANCE THE NATURAL VIBRATION OF
SECTION WILL BE USED WHEN THE VIBRATION IS FOUND THE ENGINE IS COMPOUNDED %NGINE VIBRATION IS
TO BE ENGINE SPEED
RELATED GENERALLY CAUSED BY ANY OF THE FOLLOWING
%NGINE SPEED
RELATED VIBRATIONS ARE CAUSED s &IRST AND SECOND
ORDER ENGINE IMBALANCE
BY A COMPONENT THAT IS DRIVEN BY THE ENGINE
4HESE COMPONENTS MAY BE PART OF THE ENGINE s %NGINE lRING FREQUENCY
ASSEMBLY OR AN ENGINE ACCESSORY
s %NGINE MOUNTS
5SING THE FREQUENCY OF THE VIBRATION AND
s %NGINE ACCESSORIES
MATHEMATICAL FORMULAS THE ENGINE SPEED
RELATED VIBRATION CAN BE CLASSIlED INTO THESE
CATEGORIES &IRST AND 3ECOND
/RDER %NGINE )MBALANCE
s %NGINE #OMPONENTS ! lRST ORDER ENGINE IMBALANCE IS CREATED WHEN
ANY COMPONENT THAT ROTATES AT CRANKSHAFT SPEED
s %NGINE !CCESSORIES IS OUT OF BALANCE OR HAS EXCESSIVE RUNOUT
%XAMPLES ARE HARMONIC BALANCER mYWHEEL OR
s %NGINE #YLINDERS &IRING &REQUENCY
TORQUE CONVERTER IMBALANCE AND CYLINDER TO
CYLINDER MASS DIFFERENCES )N RARE CASES THE
CRANKSHAFT ITSELF MAY BE IMBALANCED "ALANCING
THE COMPONENT OR CORRECTING THE RUNOUT MAY
BRING THE VIBRATION TO AN ACCEPTABLE LEVEL &IRST
ORDER ENGINE VIBRATIONS CAN BE OFFSET BY PROPER
ARRANGEMENT OF CRANKSHAFT COUNTERWEIGHTS
3ECOND ORDER ENGINE IMBALANCE IS CAUSED BY THE
UP AND DOWN MOTION OF THE PISTONS 4HIS REVERSAL
OF MASS AND MOTION CREATES A NATURAL VIBRATION
3YMPTOMS OF ENGINE IMBALANCE INCLUDE
s ! LOW
SPEED SHAKE FELT BETWEEN AND
RPM THAT HAS A FREQUENCY OF TO
(Z
s ! ROUGHNESS SOMETIMES FELT AND HEARD
BETWEEN TO RPM AT A
FREQUENCY OF TO (Z
&IRST AND SECOND
ORDER ENGINE IMBALANCES ARE
USUALLY DETECTED DURING THE .EUTRAL 2UN
5P 4EST
%NGINE 6IBRATIONS
(ALF
/RDER %NGINE 6IBRATION
! HALF
ORDER VIBRATION IS CREATED WHEN ANY 4ORQUE CONVERTER IMBALANCE IS ALSO A POSSIBILITY
COMPONENT THAT ROTATES AT HALF THE CRANKSHAFT WHEN DEALING WITH AN ENGINE
DEPENDENT .6(
SPEED IS OUT
OF
BALANCE OR HAS EXCESSIVE RUNOUT CONCERN !LTHOUGH RARE ON NEW VEHICLES THIS
!N EXAMPLE OF THIS IS CAMSHAFT IMBALANCE TYPE OF VIBRATION MAY APPEAR IF THE TORQUE
"ALANCING THE COMPONENT OR CORRECTING THE CONVERTER HAD BEEN REPLACED OR INSTALLED
RUNOUT MAY BRING THE VIBRATION TO AN ACCEPTABLE INCORRECTLY DURING TRANSMISSION SERVICE !LSO
LEVEL INSPECT THE mEXPLATE FOR DAMAGE AS THIS COULD
CAUSE NOISE OR VIBRATION
4ORQUE #ONVERTER
!LTHOUGH NOT ACTUALLY AN ENGINE COMPONENT THE
TORQUE CONVERTER ROTATES AT ENGINE SPEED AND ITS
VIBRATION FREQUENCIES ARE OFTEN THE SAME AS THE
ENGINE 4HE TORQUE CONVERTER IS A mUID COUPLING
THAT USES TRANSMISSION mUID TO TRANSFER AND
MULTIPLY ENGINE TORQUE TO THE INPUT SHAFT OF AN
AUTOMATIC TRANSMISSION 4ORQUE #ONVERTER
4HE MOVEMENT OF THE mUID BETWEEN THE
IMPELLER WHICH IS CONNECTED TO THE ENGINE AND
THE TURBINE WHICH CONNECTS TO THE TRANSMISSION
CAN SOMETIMES GENERATE A BEAT SOUND )F THIS
IS THE CASE HOWEVER THE SOUND DISAPPEARS
WHEN THE TORQUE CONVERTER CLUTCH ENGAGES
MECHANICALLY LOCKING THE IMPELLER AND TURBINE
TOGETHER
!NOTHER .6( CONCERN THAT MAY BE CAUSED BY
THE TORQUE CONVERTER IS VIBRATION DURING CLUTCH
ENGAGEMENT )F THE CONVERTER CLUTCH DOES NOT
APPLY SMOOTHLY IT MIGHT RESULT IN A JERKING OR
SHAKING VIBRATION THAT CAN BE FELT THROUGHOUT
THE VEHICLE 4HIS VIBRATION DISAPPEARS WHEN THE
CLUTCH lNALLY ENGAGES COMPLETELY
#ONVERTER CLUTCH VIBRATIONS ALSO CAN OCCUR
DURING DOWNSHIFTS AND COASTING IF THE CLUTCH
FAILS TO RELEASE CORRECTLY )F A CONVERTER CLUTCH
MALFUNCTION IS THE SUSPECTED CAUSE OF AN
.6( CONCERN REFER TO THE APPROPRIATE SERVICE
PUBLICATIONS FOR TRANSMISSION DIAGNOSTIC
PROCEDURES
%NGINE 6IBRATIONS
%NGINE -OUNTS
4HE lRST COMPONENTS THAT ISOLATE VIBRATION FROM
THE ENGINE TO THE PASSENGER COMPARTMENT
ARE ENGINE MOUNTS %NGINE AND TRANSMISSION
MOUNTING CONSISTS OF A NUMBER OF RELATIVELY
SMALL PARTS AND ARE SOMETIMES IGNORED WHEN
TROUBLESHOOTING (OWEVER THESE PARTS ARE
EXTREMELY IMPORTANT IN PREVENTING NOISE AND
VIBRATION PRODUCED BY THE ENGINE
4ORQUE REACTION FORCE OF THE ENGINE ACTS DIRECTLY
ON THE TRANSMISSION CAUSING ENGINE MOUNTS TO
BE SUBJECTED TO A LARGE FORCE 4HEREFORE ENGINE
MOUNTS MUST BE RIGID TO STABILIZE THE ENGINE
/N THE OTHER HAND TO MINIMIZE INHERENT ENGINE
VIBRATIONS AND NOISE DURING ALL ENGINE SPEEDS
THE ENGINE MOUNTS ALSO MUST BE SOFT !NY FAULT
IN THE ENGINE MOUNTING SYSTEM CAN LEAD DIRECTLY
TO NOISE AND VIBRATION
)NSPECT ENGINE MOUNTS FOR CRACKS OR DAMAGE
TO THE INSULATOR AND THE BRACKET 'ROUNDED THE
ENGINE MOUNTED BRACKET CONTACTING THE FRAME
MOUNTED BRACKET OR STRAINED ENGINE MOUNTS
MAY NOT ISOLATE ENGINE VIBRATIONS
%NGINE MOUNTS MUST BE INSTALLED CORRECTLY
%LECTRO
(YDRAULIC )F THE MOUNTS ARE INSTALLED INCORRECTLY OR
%NGINE -OUNT INCORRECT PARTS ARE USED THEY CANNOT ABSORB
ENGINE VIBRATION 4HE 23 ENGINE MOUNTS USE
SEVERAL MOUNTING HOLES DEPENDING ON WHICH
ENGINE OPTION IS INSTALLED IN THE VEHICLE 3ERVICE
INFORMATION DETAILS THE PROCEDURE TO REMOVE AND
INSTALL THE ENGINE MOUNTING BOLTS AND LOCATOR
PINS
3EVERAL !UDI MODELS USE %LECTRO
(YDRAULIC
%NGINE -OUNT 3OLENOID 6ALVES 4HESE VALVES
SOFTEN OR STIFFEN THE ENGINE MOUNTS DEPENDING
UPON ENGINE OPERATING CHARACTERISTICS 4HE
SYSTEM MAY BE THE SOURCE OF AN ENGINE
VIBRATION AT IDLE IF NOT OPERATING PROPERLY
#ONSULT !UDI SERVICE INFORMATION FOR DIAGNOSTIC
PROCEDURES FOR THIS SYSTEM
%NGINE 6IBRATIONS
!CCESSORY 6IBRATION
%NGINE ACCESSORIES CAN BE A SOURCE OF ENGINE
VIBRATION &OR EXAMPLE AIR CONDITIONING
COMPRESSORS ARE SUSCEPTIBLE TO OVERCHARGING
WHICH CAN RESULT IN AN .6( CONDITION !CCESSORY
PULLEY MISALIGNMENT OR FAULTY COMPONENTS ALSO
CAN CAUSE VIBRATIONS
7ITH THE ADVENT OF SERPENTINE BELTS IT IS NO
LONGER POSSIBLE TO REMOVE BELTS ONE AT A TIME
TO ISOLATE THE SOURCE COMPONENT "ECAUSE
THE SERPENTINE BELT DRIVES ALL COMPONENTS
ONE COMPONENT MAY AFFECT ANOTHER THROUGH
RESONANCE )F REMOVING THE SERPENTINE BELT
ELIMINATES THE VIBRATION REINSTALL THE BELT AND
OPERATE EACH COMPONENT SEPARATELY "Y TURNING
THE AIR CONDITIONING /. AND /&& OR BY TURNING
THE STEERING WHEEL SOME COMPONENTS CAN BE
ELIMINATED OR ISOLATED AS .6( SOURCES
7HEN DIAGNOSING ACCESSORY VIBRATION MAKE
SURE THE SOURCE OF THE VIBRATION IS NOT CAUSED BY
THE ENGINE OR ENGINE lRING FREQUENCIES %NGINE
lRING FREQUENCIES CAN CAUSE COMPONENTS TO
RESONATE AND VIBRATE 4HE VIBRATION AMPLITUDE
MAY INCREASE WITH THE ACCESSORIES LOADED
4HE MOST EFFECTIVE REPAIR MAY BE ISOLATING THE
DISTURBANCE BY INTERRUPTING ITS TRANSFER PATH
RATHER THAN ATTEMPTING TO ELIMINATE THE SOURCE
%NGINE 6IBRATIONS
%NGINE 6IBRATION &ORMULA
&OR PURPOSES OF VIBRATION DIAGNOSIS THE ENGINE
ALSO INCLUDES THE TORQUE CONVERTER AND EXHAUST
SYSTEM 7HEN AN .6( PROBLEM IS TORQUE
SENSITIVE THE VIBRATION MAY APPEAR OR DISAPPEAR
AT DIFFERENT VEHICLE SPEEDS MPHKPH BUT IS
PRESENT AT THE SAME ENGINE RPM &OR EXAMPLE IF
A VEHICLE HAS SOME VIBRATION AT MPH KPH
MPH KPH AND MPH KPH BUT IS
WORSE AT A PARTICULAR SPEED THE .6( CONCERN
IS PROBABLY TORQUE SENSITIVE SINCE THE CONDITION
OCCURS AT THE SAME ENGINE RPM BUT AT A DIFFERENT
LOAD
5SE THE ENGINE RPM AT WHICH THE .6( SYMPTOM
OCCURS TO DETERMINE ENGINE FREQUENCY #ALCULATE
ENGINE FREQUENCY AS FOLLOWS
$IVIDE THE ENGINE RPM BY THE NUMBER OF
SECONDS IN A MINUTE
RP M
( Z E N G I N E F RE Q U E N C Y
&OR EXAMPLE IF THE CORRESPONDING ENGINE RPM OF
AN .6( PROBLEM ON A VEHICLE IS RPM THE
RESULTING ENGINE FREQUENCY IS (Z
(Z
4O GET THE SECOND AND THIRD
ORDER FREQUENCY
MULTIPLY THE lRST
ORDER FREQUENCY BY FOR
SECOND
ORDER FOR THIRD
ORDER ETC
&IRST ORDER X 3ECOND ORDER
& I R S T O R D E R X 4 H I R D O R D E R
%NGINE VIBRATIONS ALSO MAY HAVE HALF
ORDER
FREQUENCIES HALF
ORDER FREQUENCIES ARE
CALCULATED BY DIVIDING THE lRST
ORDER BY
&IRST ORDER (ALF ORDER
%NGINE 6IBRATIONS
%NGINE !CCESSORY &ORMULA
"ELT
DRIVEN ENGINE ACCESSORIES PRODUCE -ULTIPLY THE ENGINE RPM IN WHICH THE .6(
VIBRATIONS AT DIFFERENT FREQUENCIES THAN THE CONDITION OCCURS BY THE PULLEY RATIO
ENGINE ITSELF 4HIS IS BECAUSE THE DRIVE RATIO
CREATED BY THE DIFFERENT SIZE PULLEYS CAUSES % N G I N E RP M X 0 U L L E Y R A T I O
THEM TO ROTATE AT DIFFERENT SPEEDS $ETERMINING ! C C E S S O R Y RP M
ENGINE ACCESSORY FREQUENCY IS COMPARABLE TO
CALCULATING DRIVELINE FREQUENCY &OR EXAMPLE IF THE ENGINE RPM IS RPM
#ALCULATE ENGINE ACCESSORY FREQUENCY BY ENGINE SPEED MULTIPLY BY 4HE
PERFORMING THE FOLLOWING STEPS ACCESSORY IS ROTATING AT RPM
X RP M
$ETERMINE THE SIZE RATIO BETWEEN THE
ACCESSORY PULLEY AND THE CRANKSHAFT PULLEY
$IVIDE THE ACCESSORY RPM BY THE NUMBER
BY DIVIDING THE CRANKSHAFT PULLEY DIAMETER
OF SECONDS IN A MINUTE TO OBTAIN THE
BY THE ACCESSORY PULLEY DIAMETER
ACCESSORY (Z
# R A N K S H A FT P U L L E Y D I A M E T E R
! C C E S S O R Y RP M ! C C E S S O R Y ( Z
!CCESSORY PULLEY DIAMETER
0ULLEY RATIO &OR EXAMPLE THE ENGINE ACCESSORY RPM IS
DIVIDE BY 4HE ENGINE ACCESSORY
&OR EXAMPLE IF THE DIAMETER OF THE CRANKSHAFT
FREQUENCY IS (Z
PULLEY IS MM INCHES AND THE ACCESSORY
PULLEY DIAMETER IS MM INCHES DIVIDE (Z
BY 4HE ACCESSORY PULLEY ROTATES THREE TIMES
FOR EVERY CRANKSHAFT ROTATION
! C C E S S O R Y ( Z
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%NGINE 6IBRATIONS
4YPES OF %NGINE .OISES
7HEN ENGINE COMPONENTS DEVIATE FROM THE !BNORMAL #OMBUSTION
PRECISE SPECIlCATIONS IN WHICH THEY WERE
ENGINEERED THE ENGINE CREATES EXCESSIVE OR !NY ABNORMALITIES IN THE COMBUSTION PROCESS
INTOLERABLE NOISES CAN LEAD TO AUDIBLE ENGINE VIBRATIONS !BNORMAL
COMBUSTION CAN INCLUDE ANY OF THE FOLLOWING
2ECIPROCATING MOTION OF THE PISTONS AND THE
ROTATING MOTION OF OTHER ENGINE COMPONENTS s 3PARK KNOCK PINGING
CREATE INHERENT NOISES #AUSES OF ENGINE NOISES
INCLUDE s "ACKlRING
s #OMBUSTION n .OISES ARE PRODUCED WHEN $ETONATION 0INGING
THE AIRFUEL MIXTURE IS IGNITED
0INGING IS GENERALLY DISTINGUISHED BY A HIGH
s &RICTION
PITCHED STRIKING NOISE GENERATED WHEN THE
s -OVING PARTS AND THE IMPACT BETWEEN THROTTLE IS FULLY OPEN OR DURING HARD ACCELERATION
RECIPROCATING PARTS )F OPERATION IS CONTINUED IN THIS STATE THE
PISTONS AND VALVES ARE ADVERSELY AFFECTED
s 4OLERANCE hSLAPv n 0ISTONS MOVE UP
AND
RESULTING IN A DAMAGED ENGINE
DOWN AND THE TOLERANCE BETWEEN PARTS IS
REPEATEDLY PULLED IN ALTERNATING DIRECTIONS #AUSES OF ENGINE SPARK KNOCK PINGING INCLUDE
THE FOLLOWING
s )NADEQUATE FUEL
s )NCORRECT TIMING
s #ARBON DEPOSITS IN THE COMBUSTION
CHAMBER
%NGINE 6IBRATIONS
"ACKlRING %XHAUST .OISE
/NE TYPE OF BACKlRE KNOWN AS POP
BACK OCCURS 4HE EXHAUST SYSTEM CAN BE A SOURCE OF NOISE
WHEN THE CYLINDER IS lRED BEFORE THE INTAKE %XHAUST NOISES INCLUDE
VALVE CLOSES 7HEN THE INTAKE VALVE OPENS THE
AIRFUEL MIXTURE IN THE INTAKE MANIFOLD IS IGNITED s %XHAUST GAS SOUNDS
AND BURNS 4HIS SITUATION IS SOMETIMES VIOLENT
ENOUGH TO CAUSE AN EXPLOSIVE REPORT WITHIN s -UFmER AND PIPE
THE MANIFOLD 0OP
BACK CAN BE CAUSED BY THE
FOLLOWING %XHAUST GAS SOUNDS ARE FURTHER SUBDIVIDED INTO
THREE CATEGORIES
s %XCESSIVELY LEAN FUEL MIXTURE
s )NCORRECT VALVE TIMING s 0ULSATING
s !IR COLUMN RESONANCE
)F THE MIXTURE IS TOO LEAN mAME SPEED s !IR STREAM SOUNDS
BECOMES SLOWER TAKING LONGER TO COMPLETE
THE COMBUSTION PROCESS )F TIMING HAS BEEN
DISTURBED A POP
BACK CAN OCCUR AND POSSIBLY THE %XHAUST GASES ARE DISCHARGED EACH TIME THE
ENGINE WILL NOT START EXHAUST VALVES OPEN CREATING A PULSATING SOUND
4HE SOUND IS CYCLIC AND IS ASSOCIATED WITH
!NOTHER TYPE OF BACKlRE IS AFTERlRE !FTERlRE IS
ENGINE SPEED AND THE NUMBER OF CYLINDERS 4HE
COMBUSTION IN THE EXHAUST SYSTEM PRODUCING A
SOUND IS RELATIVELY LOW
PITCHED CONSISTING MAINLY
LOUD REPORT OR mAMES AT THE TAIL PIPE #ONDITIONS
OF THIS BASIC FREQUENCY
THAT CAN PRODUCE AFTERlRE ARE
!IR
COLUMN RESONANCE CONSISTS OF SOUNDS
s $RIVING FOR PERIODS OF TIME WITH THE PRODUCED IN EXHAUST PIPES AND MUFmERS 0IPE
ENGINE BRAKED LENGTH AND THE CROSS
SECTIONAL AREA OF THE PIPE
DETERMINE THE FREQUENCY !IR STREAM SOUNDS CAN
s 4HE THROTTLE VALVE CLOSING RAPIDLY
BE PRODUCED BY HIGH
SPEED EXHAUST !N EXAMPLE
OF THIS IS TURBULENCE CAUSED BY AIR GOING THROUGH
!FTERlRE OCCURS WHEN UNBURNED FUEL IS RELEASED THE MUFmER OR JET NOISE WHEN EXHAUST IS
FROM THE COMBUSTION CHAMBER AND IS REHEATED DISCHARGED FROM THE TAILPIPE
BY COMPONENTS IN THE EXHAUST SYSTEM 7HEN -UFmER AND EXHAUST NOISES CAN BE CAUSED
THE FUEL IS REHEATED PAST ITS SELF
IGNITION POINT BY EXHAUST SYSTEM MISALIGNMENT INCORRECTLY
AFTERlRE OCCURS )N SOME CASES AFTERlRE INSTALLED OR DAMAGED MOUNTING BRACKETS OR
CAN CAUSE DAMAGE TO THE MUFmER CATALYTIC FAILED HANGERS 4HIS CAN CAUSE A VARIETY OF
CONVERTER OR OTHER COMPONENTS OF THE EXHAUST ANNOYING NOISES THAT CAN BE LOCATED WITH A
SYSTEM -AIN CAUSES OF AFTERlRE INCLUDE THOROUGH VISUAL INSPECTION
s 2ICH FUEL MIXTURE !NY OF THESE SOUNDS IN THE EXHAUST SYSTEM CAN
BE CARRIED OR TRANSMITTED THROUGHOUT MANY OF
s )NCORRECT IGNITION OR VALVE TIMING THE EXHAUST SYSTEM COMPONENTS AND INTO THE
s &AULTY IGNITION COMPONENTS PASSENGER COMPARTMENT
%NGINE 6IBRATIONS
#OMPELLING &ORCE OF %XHAUST %XHAUST (ANGERS
4HE COMPELLING FORCE OF EXHAUST EXITING EACH 4HE COMBINATION OF ENGINE EXHAUST AND
CYLINDER CREATES A PULSATION ON THE EXHAUST ACOUSTIC VIBRATIONS WITHIN THE EXHAUST SYSTEM
MANIFOLD 4HE PULSATING PRESSURE AT THE EXHAUST MUST BE DAMPENED )N ORDER TO DAMPEN THESE
MANIFOLD PRODUCES ACOUSTIC ENERGY WHICH IS VIBRATIONS AND PREVENT THEM FROM ACTING ON
TRANSMITTED TO THE EXHAUST PIPE 4HE PULSATING THE BODY OF THE VEHICLE EXHAUST HANGERS MUST
SOUND WAVES TRAVELING THROUGH THE EXHAUST PIPE BE SPECIALLY DESIGNED %XHAUST HANGERS ARE
ARE A SOURCE OF VIBRATION FOR THE EXHAUST SYSTEM DESIGNED TO SUSPEND THE EXHAUST PIPE FROM THE
%XHAUST VIBRATIONS CAN BECOME AMPLIlED BY BODY AND TO PREVENT TRANSMISSION OF VIBRATION
RESONATING WITH ENGINE lRING FREQUENCIES AND TO THE BODY %XHAUST HANGERS USUALLY CONSIST OF
VIBRATIONS CAUSED BY THE RECIPROCAL MOTION OF RIGID METAL TO SUPPORT THE SYSTEM SEPARATED BY
THE PISTONS 4HE COMBINATION OF THESE VIBRATIONS RUBBER TO DAMPEN THE VIBRATION
CAN PRODUCE UNWANTED .6( CONCERNS
)DEALLY HANGERS SHOULD BE LOCATED FOR SUPPORT
AT POINTS WHERE THEY BEAR THE WEIGHT OF THE
EXHAUST UNIFORMLY 4HEY ARE ALSO LOCATED AT
POINTS OF INHERENT MINIMUM VIBRATION 4HE
LOCATION AND TENSION OF THE HANGER RUBBER AFFECTS
THE PASSENGER COMPARTMENT NOISE LEVEL
-AIN MUFmER HANGERS ARE DOUBLE VIBRATION
PROOF 4HE BODY SIDE OF THE MOUNT IS INSTALLED
WITH A RUBBER BRACKET AND THE MUFmER IS THEN
SUPPORTED BY A HANGER
%XHAUST &LAP
3OME !UDI 44 ! AND ! MODELS HAVE AN
EXHAUST mAP THAT IS CONTROLLED BY THE %NGINE
#ONTROL -ODULE %#- 4HIS mAP WILL OPEN OR
CLOSE DEPENDING ON EITHER ENGINE SPEED OR OTHER
VEHICLE CONDITIONS 7HEN DIAGNOSING AN EXHAUST
NOISE OR OTHER .6( CONCERN BE SURE THIS mAP
IS OPERATING CORRECTLY AND IS NOT THE CAUSE OF
ABNORMAL NOISES
%NGINE 6IBRATIONS
%XHAUST 3YSTEM 3YMPTOMS AND #ORRECTIONS
%XHAUST SYSTEM VIBRATIONS SYMPTOMS AND POSSIBLE CORRECTIONS ARE LISTED IN THE TABLE
%XHAUST 3YSTEM .6( #ONCERNS
#/.$)4)/. 39-04/- #/22%#4)/.
5NPLEASANT DRONING 'ENERATED WHEN EXHAUST SYSTEM )NSPECT EXHAUST PIPE HANGERS
VIBRATION IS TRANSMITTED THROUGH AND ENGINE MOUNTS FOR
EXHAUST PIPE HANGERS AND ENGINE DAMAGE 4IGHTEN OR REPLACE
MOUNTS TO THE BODY #AUSES BODY AS NECESSARY
PANELS AND FRAMES TO VIBRATE
/UTSIDE PASSENGER .OISE PRODUCED BY VIBRATION OF )DENTIFY EXHAUST
COMPARTMENT RADIATING EXHAUST SYSTEM PIPES MUFmER COMPONENTS RESPONSIBLE
NOISE SHELL END PLATE SEPARATOR FOR THE NOISE AND CHECK
EXHAUST PIPE OR SHIELD PLATE FOR LOOSENESS DAMAGE
%NGINE RACING CAN REPRODUCE THIS OR INTERFERENCE !DJUST OR
NOISE REPLACE AS NECESSARY
)DLING VIBRATION (EAVY DEFORMATION OF EXHAUST 2EPLACE DAMAGED OR
PIPES OR mEXIBLE TUBES COLLAPSED DEFORMED EXHAUST
mEXIBLE TUBES CAN CHANGE COMPONENT
VIBRATION CHARACTERISTICS OF THE
EXHAUST SYSTEM INDUCING IDLING
VIBRATION
%NGINE 6IBRATIONS
%NGINE &IRING &REQUENCY
!LL ENGINES HAVE INHERENT lRST
ORDER VIBRATIONS
%NGINES ALSO HAVE VIBRATIONS CREATED BY lRING
FREQUENCY &IRING FREQUENCY REFERS TO THE FORCE
CREATED BY THE ENGINE EACH TIME A CYLINDER lRES
4HE FORCE OF THE COMBUSTION CREATES ONE PULSE
AND WITH THE CYLINDERS lRING IN ORDER A NATURAL
VIBRATION IS CREATED 4HE HIGHER THE LOAD AN
ENGINE IS UNDER THE MORE PROMINENT THE lRING
FREQUENCY BECOMES 6IBRATIONS ALSO INCREASE
WHEN THE ENGINE HAS A PROBLEM THAT INTERFERES
WITH THE NORMAL COMBUSTION CYCLE
3YMPTOMS OF lRING FREQUENCY .6( CONCERNS
INCLUDE
s %NGINE RPM SENSITIVITY
s 4ORQUE SENSITIVITY
s ,OW FREQUENCY NOISE
s 3HAKE OR BUZZ
s ,OADED ENGINE
)F AN .6( CONCERN IS lRING FREQUENCY SENSITIVE
IT MAY BE CAUSING RESONANCE OF ANOTHER
COMPONENT WHEN A SPECIlC RPM IS REACHED
&IRING FREQUENCY CONCERNS USUALLY HAVE A
NARROW RPM RANGE 4O PREVENT THE VIBRATIONS
CREATED BY lRING PULSES FROM BECOMING AN
.6( CONCERN THE VIBRATION MUST BE ISOLATED
-OTOR MOUNTS ARE DESIGNED TO MINIMIZE THE
AMOUNT OF VIBRATIONS THAT REACH THE PASSENGER
COMPARTMENT
%NGINE 6IBRATIONS
%NGINE &IRING &REQUENCY &ORMULA
%NGINE lRING FREQUENCY IS A TERM USED TO
DESCRIBE THE PULSES AN ENGINE CREATES FROM THE
lRING OF THE CYLINDERS %NGINE lRING FREQUENCY
DEPENDS UPON HOW MANY CYLINDERS AN ENGINE
HAS 4HE NUMBER OF TIMES AN ENGINE lRES A
CYLINDER WITH EACH CRANKSHAFT REVOLUTION IS EQUAL
TO ONE
HALF THE NUMBER OF CYLINDERS ! FOUR
CYLINDER ENGINE lRES TWO CYLINDERS WITH EACH
CRANKSHAFT REVOLUTION 4WO REVOLUTIONS OF THE
CRANKSHAFT lRES ALL FOUR CYLINDERS ! SIX
CYLINDER
ENGINE lRES THREE CYLINDERS WITH EACH CRANKSHAFT
REVOLUTION !N EIGHT
CYLINDER ENGINE lRES FOUR
CYLINDERS FOR EACH CRANKSHAFT REVOLUTION
#ALCULATE THE ENGINE lRING FREQUENCY BY
PERFORMING THE FOLLOWING STEPS
$IVIDE THE ENGINE RPM AT WHICH THE VIBRATION
OCCURS BY
RP M % N G I N E ( Z
&OR EXAMPLE
RP M ( Z
-ULTIPLY ENGINE FREQUENCY BY HALF OF THE NUMBER
OF CYLINDERS IN THE ENGINE &OR A FOUR
STROKE
ENGINE
%NGINE (Z X (ALF THE NUMBER OF
C Y L I N D E R S % N G I N E F I RI N G ( Z
&OR EXAMPLE
X SIX CYLINDER ENGINE
% N G I N E & I RI N G ( Z
6EHICLE 3PEED 6IBRATIONS
6EHICLE 3PEED
2ELATED 6IBRATIONS 4IRES AND 7HEELS
$URING THE INITIAL VEHICLE ROAD TEST USING THE .OISE AND VIBRATION THAT OCCUR DURING DRIVING
ROAD TEST PROCEDURES THE VIBRATION CAUSING THE HAVE VARIOUS SOURCES 4HE MAJOR SOURCES ARE THE
CONCERN WILL BE CLASSIlED INTO EITHER ENGINE FOLLOWING
SPEED
RELATED OR VEHICLE SPEED
RELATED 4HIS
SECTION WILL BE USED WHEN THE VIBRATION IS FOUND s 2OUGH OR IRREGULAR ROAD SURFACES
TO BE VEHICLE SPEED
RELATED s #ONDITION OF THE TIRES AND WHEELS
6EHICLE SPEED
RELATED VIBRATIONS ARE CAUSED BY
A COMPONENT THAT IS ROTATING AT VEHICLE SPEED
4HESE COMPONENTS MAY BE PART OF THE TIRE AND )MPACT FORCE CAUSED BY ROUGH AND IRREGULAR ROAD
SURFACES IS lRST TRANSMITTED TO THE TIRES CAUSING
WHEEL ASSEMBLIES OR A DRIVE TRAIN COMPONENT
TRANSMITTING POWER TO THE WHEELS 4HERE ARE THEM TO VIBRATE 4HIS CHARACTERISTIC REPRESENTS
DRIVE TRAIN COMPONENTS THAT ROTATE AT TIRE AND THE CLOSE RELATIONSHIP THAT EXISTS BETWEEN THE
TIRE AND ROAD SURFACE
WHEEL FREQUENCIES IE AXLE SHAFTS OR BRAKE
COMPONENTS 4HE VIBRATION CAN BE DIAGNOSED TO 4IRES JUST LIKE THE SUSPENSION BODY AND OTHER
ANOTHER COMPONENT ROTATING AT TIRE FREQUENCIES COMPONENTS ARE DESIGNED TO MINIMIZE NOISE
BY SUBSTITUTING TIRES AND WHEELS OF THE SAME AND VIBRATION (OWEVER THEY WEAR FASTER THAN
TYPE FROM A KNOWN GOOD VEHICLE 4HESE OTHER COMPONENTS 4HIS IS A CONTRIBUTING FACTOR
COMPONENTS WILL NEED TO BE DIAGNOSED AFTER A TO TIRE AND WHEEL NOISE AND VIBRATION
TIRE FREQUENCY VIBRATION CANNOT BE CORRECTED BY 4IRES AND WHEELS CAN CAUSE VEHICLE VIBRATIONS
SERVICING THE TIRE AND WHEEL ASSEMBLIES
FOR ONE OR MORE OF THE FOLLOWING REASONS
5SING THE FREQUENCY OF THE VIBRATION AND
MATHEMATICAL FORMULAS THE VEHICLE SPEED
s )MBALANCE
RELATED VIBRATION CAN BE CLASSIlED INTO THESE s %XCESSIVE RADIAL FORCE VARIATION
CATEGORIES
s %XCESSIVE RADIAL RUNOUT
s 4IRE AND 7HEEL !SSEMBLY
s %XCESSIVE LATERAL RUNOUT
s $RIVE 4RAIN #OMPONENT
s )MPROPERLY MOUNTED WHEEL ON THE
VEHICLES HUB
/NE OR MORE OF THE FOLLOWING TIRE PROPERTIES CAN
CAUSE TIRE NOISE
s .ATURAL FREQUENCY AND VIBRATION TRANSFER
CHARACTERISTICS
s 4READ PATTERNS
6EHICLE 3PEED 6IBRATIONS
)MBALANCE 3TATIC "ALANCING
7HEN THE TIRE AND WHEEL ASSEMBLY ARE ROTATING !S THE WORD STATIC IMPLIES THE TIRE WILL BE
AT NORMAL HIGHWAY SPEEDS IMBALANCE CONDITIONS BALANCED WHEN AT REST &OR EXAMPLE IF AN
ARE MOST LIKELY TO BE NOTICED BY THE DRIVER AND UNMOVING ASSEMBLY WAS CENTERED ON A CONE
THE OCCUPANTS OF THE PASSENGER COMPARTMENT AND WAS BALANCED IT WOULD BE STATICALLY
4HE lRST STEP IN CORRECTING A TIRE AND WHEEL BALANCED ! hBUBBLE BALANCERv IS DESIGNED TO
VIBRATION IS TO BALANCE THE TIRE AND WHEEL STATICALLY BALANCE A TIRE AND WHEEL ASSEMBLY
ASSEMBLY 4HERE ARE TWO METHODS FOR BALANCING 3TATIC IMBALANCE IS WHERE THERE IS ONE AMOUNT
TIRE AND WHEEL ASSEMBLIES 4HEY ARE
OF WEIGHT LOCATED IN THE CENTER OF THE TIRE AND
s 3TATIC "ALANCING WHEEL ASSEMBLY CAUSING AN IMBALANCE !S THE
WEIGHT ROTATES CENTRIFUGAL FORCES ARE CREATED
s $YNAMIC "ALANCING CAUSING THE WHEEL TO LIFT AS THE WEIGHT REACHES
TOP DEAD CENTER 4HIS LIFTING MOTION CAUSES
THE TIRE AND WHEEL ASSEMBLY TO MOVE hUP AND
DOWNv CREATING A BOUNCE TO BE FELT
4HE STATIC IMBALANCE CONDITION IS EVIDENT BY A
hJIGGLEv OR UP
DOWN MOVEMENT OF THE STEERING
WHEEL 4HESE VIBRATIONS MAY ALSO BE APPARENT
IN THE BODY WITH OR WITHOUT STEERING WHEEL
SHAKE ! STATICALLY IMBALANCED TIRE DRIVEN FOR AN
EXTENDED PERIOD MAY CAUSE hCUPPINGh IN THE
TIRES TREAD CREATE VIBRATION AND ADVERSELY AFFECT
HANDLING 3TATIC BALANCING ALONE IS A SELDOM
RECOMMENDED PROCEDURE THAT BALANCES THE
ASSEMBLY USING ONLY A SINGLE WEIGHT PLANE
&OR EXAMPLE A SINGLE WEIGHT IS COMMONLY
PLACED ON THE INNER CLIP WEIGHT POSITION FOR
COSMETIC PURPOSES 4HIS IS NOT A RECOMMENDED
PRACTICE AND USUALLY RESULTS IN AN ASSEMBLY THAT
IS NOT DYNAMICALLY BALANCED 4HE ASSEMBLY MAY
THEN EXPERIENCE SIDE
TO
SIDE IMBALANCE WHILE
IN MOTION CAUSING A SHIMMY CONDITION AND
OBJECTIONABLE VIBRATION
6EHICLE 3PEED 6IBRATIONS
$YNAMIC "ALANCING
$YNAMIC IMBALANCE IS DElNED WHERE ONE OR
MORE LOCATIONS OF THE TIRE AND WHEEL ASSEMBLY
ARE HEAVIER CAUSING AN IMBALANCE FORCE OR AN
IMBALANCE WOBBLE
4HE EXAMPLE SHOWN IS A TIRE AND WHEEL
ASSEMBLY WITH TWO HEAVY SPOTS OF EQUAL
WEIGHT WHICH ARE LOCATED DEGREES ACROSS
FROM EACH OTHER ON OPPOSITE SIDES !S THIS
ASSEMBLY ROTATES CENTRIFUGAL FORCES CAUSE A
LARGE IMBALANCE WOBBLE TO BE CREATED BUT THE
IMBALANCE FORCE AS WELL AS THE STATIC IMBALANCE
WILL BE ZERO ! WHEEL WITH THIS CONDITION WILL
CAUSE A WOBBLE OR SHIMMY TO BE FELT IN THE
STEERING WHEEL %XCESSIVE DYNAMIC IMBALANCE
OF THIS TYPE CREATES A SHIMMY THAT TRANSFERS
THROUGH THE SUSPENSION COMPONENTS TO THE
OCCUPANTS OF THE VEHICLE ESPECIALLY AT HIGHER
SPEEDS
$YNAMIC BALANCERS SPIN THE WHEEL IN ORDER TO
MEASURE BOTH THE UP AND DOWN IMBALANCE FORCE
AND THE WOBBLE OR SHIMMY RELATED IMBALANCE
SIDE
TO
SIDE $YNAMIC BALANCERS DIRECT THE
OPERATOR TO PLACE CORRECTION WEIGHTS ON THE
INSIDE AND OUTSIDE CORRECTION LOCATIONS OF THE
RIM SO THAT BOTH IMBALANCE FORCE AND IMBALANCE
WOBBLE WILL BE ELIMINATED
6EHICLE 3PEED 6IBRATIONS
-ECHANICAL 5NLOADED 2UNOUT
2UNOUT OF A TIRE AND WHEEL ASSEMBLY DIRECTLY
AFFECTS THE AMOUNT OF IMBALANCE AND RADIAL
FORCE VARIATION AND SHOULD BE CORRECTED lRST
4HE SMALLER THE AMOUNT OF RUNOUT THE LESS
IMBALANCE AND FORCE VARIATION 2ADIAL AND LATERAL
RUNOUT CAN BE CORRECTED AT THE SAME TIME 4HERE
ARE TWO METHODS TO MEASURE RUNOUT OF THE TIRE
AND WHEEL ASSEMBLY
s /N
VEHICLE
s /FF
VEHICLE
0RIOR TO PERFORMING A RUNOUT MEASUREMENT
ENSURE THAT THE BEADS ARE SEATED EQUALLY AROUND
THE CIRCUMFERENCE OF THE TIRE
/N
VEHICLE MEASUREMENTS REQUIRE THE WHEEL TO
BE MOUNTED ONTO THE HUB AND THAT THE WHEEL
BEARING IS IN GOOD CONDITION
/NCE THE ON
VEHICLE RUNOUT HAS BEEN CHECKED
THEN ON OFF
VEHICLE CHECK SHOULD BE TAKEN
)F THERE IS A LARGE DIFFERENCE BETWEEN RUNOUT
MEASUREMENTS ON THE VEHICLE AND OFF THE
VEHICLE THEN RUNOUT IS DUE TO ONE OF THE
FOLLOWING
s 3TUD CIRCLE RUNOUT
s (UB mANGE RUNOUT
s 3OME OTHER MOUNTING CONDITION BETWEEN
THE WHEEL AND THE VEHICLE
7HEN DIAGNOSING A TIRE AND WHEEL
CONCERN ON A VEHICLE CONSULT THE
SERVICE INFORMATION FOR CORRECT
SPECIlCATIONS
6EHICLE 3PEED 6IBRATIONS
-ECHANICAL 5NLOADED 2ADIAL 2UNOUT -ECHANICAL 5NLOADED ,ATERAL 2UNOUT
2ADIAL RUNOUT OF THE TIRE AND WHEEL ASSEMBLY ,ATERAL RUNOUT OF THE TIRE AND WHEEL ASSEMBLY
SHOULD BE STARTED AT THE TIRE WHILE MOUNTED SHOULD BE STARTED AT THE TIRE WHILE MOUNTED
TO THE VEHICLE )F THE TIRE RADIAL RUNOUT TO THE VEHICLE )F THE TIRE LATERAL RUNOUT
MEASUREMENTS ARE WITHIN SPECIlCATIONS NO MEASUREMENTS ARE WITHIN SPECIlCATIONS NO
FURTHER RADIAL MEASUREMENTS OF THE ASSEMBLY FURTHER LATERAL MEASUREMENTS OF THE ASSEMBLY
NEED TO BE MEASURED ARE NEEDED
)F THE RADIAL RUNOUT MEASUREMENTS EXCEED )F THE LATERAL RUNOUT MEASUREMENTS EXCEED
SPECIlCATIONS WHILE MOUNTED ON THE VEHICLE SPECIlCATIONS WHILE MOUNTED ON THE VEHICLE
PERFORM THE MEASUREMENTS OFF
VEHICLE 4HE PERFORM MEASUREMENTS OFF
VEHICLE 4HE TIRE AND
TIRE AND WHEEL ASSEMBLY RADIAL RUNOUT CAN BE WHEEL ASSEMBLY LATERAL RUNOUT CAN BE MEASURED
MEASURED OFF
VEHICLE WHEN MOUNTED ON A OFF
VEHICLE WHEN MOUNTED ON A BALANCING
BALANCING MACHINE MACHINE
)F THE OFF
VEHICLE RUNOUT EXCEEDS SPECIlCATIONS )F THE OFF
VEHICLE RUNOUT EXCEEDS SPECIlCATIONS
RADIAL RUNOUT OF THE STUD CIRCLE AND HUB mANGE LATERAL RUNOUT OF THE STUD CIRCLE AND HUB mANGE
NEEDS TO BE MEASURED 4HE WHEEL
TO
HUB NEEDS TO BE MEASURED 4HE WHEEL TO HUB
MOUNTING SHOULD BE CHECKED TO ENSURE THERE ARE MOUNTING SHOULD BE CHECKED TO ENSURE THERE ARE
NO FAULTS CAUSING THE RUNOUT NO FAULTS CAUSING THE RUNOUT
)F THE OFF
VEHICLE MEASUREMENT EXCEEDS )F THE OFF
VEHICLE MEASUREMENT EXCEEDS
SPECIlCATIONS THE RADIAL RUNOUT OF THE WHEEL SPECIlCATIONS THE LATERAL RUNOUT OF THE WHEEL
ASSEMBLY SHOULD BE TAKEN )F THE WHEEL ASSEMBLY SHOULD BE TAKEN )F THE WHEEL
ASSEMBLY EXCEEDS SPECIlCATIONS IT WILL NEED ASSEMBLY EXCEEDS SPECIlCATIONS IT WILL NEED
TO BE REPLACED )F THE WHEEL ASSEMBLY MEETS TO BE REPLACED )F THE WHEEL ASSEMBLY MEETS
SPECIlCATIONS THE TIRE IS AT FAULT AND WILL NEED TO SPECIlCATIONS THE TIRE IS AT FAULT AND WILL NEED TO
BE REPLACED BE REPLACED
6EHICLE 3PEED 6IBRATIONS
2ADIAL &ORCE 6ARIATION 2&6
4HE 2&6 IS AN INDUSTRIAL MEASUREMENT TERM
DESCRIBING THE TIRE UNIFORMITY UNDER LOAD
MEASURING THE VARIATION UP AND DOWN OF THE
LOAD ACTING ON THE VEHICLE SPINDLE !LL TIRES HAVE
SOME NON
UNIFORMITY IN THE SIDEWALL ANDOR
FOOTPRINT DUE TO VARIABLES IN THE MANUFACTURING
PROCESS
4IRE UNIFORMITY MEASUREMENT VALUES CAN
BE AFFECTED BY RIM WIDTH RIM CONDITION AND
MANY DIVERSE TIRE MOUNTING VARIABLES 5NLIKE
BALANCING THERE IS OFTEN A SMALL AMOUNT OF 2&6
REMAINING IN THE TIRE AND WHEEL ASSEMBLY AFTER
ASSEMBLY AND THIS IS GENERALLY ACCEPTABLE
4O UNDERSTAND THE EFFECTS OF RADIAL FORCE VARIATION
ON VIBRATION A MODEL OF A TIRE CAN BE USED 4HE
SIDEWALL AND FOOTPRINT CAN BE UNDERSTOOD AS A
COLLECTION OF SPRINGS BETWEEN THE RIM AND THE
TIRE CONTACT PATCH )F THE hSPRINGSv ARE NOT OF
UNIFORM STIFFNESS A VARIED FORCE IS EXERTED ON
THE AXLE AND CAUSES IT TO MOVE UP AND DOWN
AS THE TIRE ROTATES AND mEXES 4HIS MOVEMENT
CREATES A VIBRATION IN THE VEHICLE UNRELATED TO
BALANCE
! TIRE WITH NOTICEABLE 2&6 WILL PRODUCE A
VIBRATION EVEN THOUGH IT IS PERFECTLY BALANCED
AND IS WITHIN THE RADIAL AND LATERAL RUNOUT LIMITS
-ANUFACTURERS ATTEMPT TO MINIMIZE THE 2&6
DURING TIRE AND WHEEL ASSEMBLY
4HE 2&6 CAN BE MEASURED BY A LOAD ROLLER
PRESSING AGAINST A ROTATING TIRE AND WHEEL
ASSEMBLY TO EVALUATE THE MAGNITUDE OF EXISTING
ASSEMBLY HARMONICS 4HE (UNTER '30
3ERIES 6IBRATION #ONTROL 3YSTEM IS ONE METHOD
OF DETERMINING AND POSSIBLY CORRECTING FOR 2&6
0AINT MARKS OR TAPE STRIPS ON THE TIRE
AND WHEEL OR VALVE STEM LOCATION
IN THE WHEEL VARY IN PURPOSE
-ANUFACTURERS USE THESE MARKINGS
FOR HEAVY SPOT 2&6 RUNOUT INVENTORY
CONTROL AND SIMILAR PURPOSES 7ITHOUT
SPECIlC MANUFACTURER INFORMATION
THEY ARE OF LITTLE USE TO THE TECHNICIAN
6EHICLE 3PEED 6IBRATIONS
.ATURAL &REQUENCY AND 6IBRATION 4RANSFER 4READ 0ATTERNS
#HARACTERISTICS
4IRE NOISE ASSOCIATED WITH TREAD PATTERNS HAS
7HEN A TIRE IS SUBJECTED TO A COMPELLING FORCE
TWO CAUSES
AT ONE POINT IT ONLY VIBRATES THERE AS LONG AS
THE FREQUENCY OF THE COMPELLING FORCE IS LOW s 2EPEATED DEFORMATION OF THE TREAD
BELOW (Z 7HEN THE FREQUENCY IS HIGH THE
PATTERN GROOVES THAT OCCURS AS THE TIRE
WHOLE TIRE STARTS TO VIBRATE 3IMILAR VIBRATIONS ARE
ROLLS ON THE ROAD COMBINED WITH THE
CAUSED WHEN TIRES ARE EXCITED BY ROAD SURFACE RESULTANT mOW OF AIR IN THE GROOVES
IRREGULARITIES 4HESE VIBRATIONS HAVE A LARGE EFFECT
ON UNWANTED HARSHNESS AND ROAD NOISE s #ONTINUOUS STRIKING OF THE TREAD PATTERN
AGAINST THE ROAD SURFACE
4HE RELATIONSHIP BETWEEN VIBRATION
TRANSMISSIBILITY AND EXCITATION FREQUENCY IS
CALLED THE hVIBRATION TRANSFER CHARACTERISTICv ! SMOOTH TREAD HAVING NO PATTERN ON THE SURFACE
4HIS IS A MEASURE OF A TIRES OVERALL VIBRATION IS THE MOST SILENT 4HE NOISE LEVELS OF THE TIRE
CHARACTERISTIC 2ADIAL AND BIAS TIRES HAVE A TREAD INCREASES IN THE ORDER OF
NATURAL FREQUENCY BETWEEN AND (Z
RESPECTIVELY 4HE POOR HARSHNESS CHARACTERISTICS 3TRAIGHT RIB WITH GROOVES RUNNING AROUND THE
OF A RADIAL TIRE ARE DUE TO HIGH TRANSMISSION OF CIRCUMFERENCE
VIBRATIONS AT LOW NATURAL FREQUENCIES OF ABOUT 'ENERAL PURPOSE RIB WITH THE ZIGZAG GROOVES
(Z /N THE OTHER HAND THE POOR ROAD NOISE
CHARACTERISTICS OF A BIAS TIRE ARE DUE TO HIGH
VIBRATION TRANSMISSIBILITY AT NATURAL FREQUENCIES 4IRE NOISE ASSOCIATED WITH TREAD PATTERNS WILL
NEAR (Z CHANGE PITCHES WHEN DRIVEN ON DIFFERENT ROAD
4IRE AND WHEEL .6( CONCERNS ARE LOW FREQUENCY SURFACES $IAGNOSING TIRE NOISE IS ACCOMPLISHED
USUALLY AROUND TO (Z +NOWING THE BY DRIVING THE VEHICLE ON DIFFERENT TYPES OF ROAD
NATURAL FREQUENCY AND VIBRATION TRANSFER SURFACES IE ASPHALT AND CONCRETE 4HE TIRE
CHARACTERISTICS OF DIFFERENT TIRES CAN HELP NOISE WILL STILL BE PRESENT HOWEVER IT WILL SOUND
DETERMINE IF AN .6( CONCERN IS DUE TO THE TIRE DIFFERENT ON THE DIFFERENT ROAD SURFACES 3IMILAR
TYPE OR IF THE TIRE IS IN NEED OF SERVICE BECAUSE VEHICLES WITH THE SAME TYPE TIRES WILL ALSO
OF A RUNOUT OR IMBALANCE CONDITION EXHIBIT THE SAME NOISE CHARACTERISTICS
6EHICLE 3PEED 6IBRATIONS
4IRE 6IBRATION &ORMULAS
4O DETERMINE IF A VEHICLE SPEED
RELATED VIBRATION ! N S W E R A B O V E 7 H E E L D I A M E T E R
IS BEING CAUSED BY A TIRE AND WHEEL ASSEMBLY
USE THE TIRE VIBRATION FORMULAS 4IRE AND WHEEL v M M 4 I RE D I A M E T E R
CALCULATIONS ARE PERFORMED IN MPH KPH
INCREMENTS $ETERMINE 203 IN MPH KPH INCREMENTS
"EGIN BY CALCULATING THE NUMBER OF TIRE AND USING THE FOLLOWING FORMULA
WHEEL ROTATIONS IN MPH KPH INCREMENTS $IVIDE BY THE TIRE DIAMETER
4HE NEXT STEP IS TO CALCULATE THE 203 PER EVERY
MPH KPH 4HEN CALCULATE THE VEHICLE SPEED -ULTIPLY THE ABOVE ANSWER BY
WHERE THE VIBRATION OCCURS IN MPH KPH $IVIDE THE ABOVE ANSWER BY
INCREMENTS AND CALCULATE THE TIRE AND WHEEL
ASSEMBLY (Z RATE AT THE VIBRATION SPEED
4IRE 2EVOLUTIONS PER MPH KPH &ORMULA
5SE THE FOLLOWING FORMULA TO DETERMINE THE 203
PER MPH KPH
6ERIFY THE TIRE SIZE ON THE VEHICLE
%XAMPLE 02
$ETERMINE TIRE DIAMETER BY USING THE
FOLLOWING FORMULA 4 I RE D I A M E T E R
-ULTIPLY THE TIRE ASPECT RATIO BY THE TIRE
WIDTH !NSWER ABOVE X
$IVIDE THE ABOVE ANSWER BY X
-ULTIPLY THE ABOVE ANSWER BY
!NSWER ABOVE
!DD THE ABOVE ANSWER TO THE WHEEL
DIAMETER 2 0 3 A T M P H K P H
4HIS FORMULA HAS DETERMINED THAT A 02
TIRE REVOLVES TIMES PER SECOND FOR EVERY
MPH KPH INCREMENT 5SING THE 203 PER
MPH KPH THE (Z RATE OF THE TIRE AND WHEEL
%XAMPLE 02 ASSEMBLY AT A GIVEN VEHICLE SPEED CAN NOW BE
DETERMINED 5SE THE 4IRE AND 7HEEL (: &ORMULA
! S P E C T R A T I O X 4 I RE W I D T H
TO CALCULATE THE (Z RATE AT A GIVEN VEHICLE SPEED
X
!NSWER ABOVE
!NSWER ABOVE X
X
6EHICLE 3PEED 6IBRATIONS
4IRE AND WHEEL (Z &ORMULA
5SE THE TIRE AND WHEEL (Z FORMULA TO CALCULATE A -ULTIPLY THE VEHICLE MPH KPH INCREMENT
TIRE AND WHEEL (Z RATE AT A GIVEN VEHICLE SPEED BY THE TIRE AND WHEEL 203 PER MPH KPH
2EMEMBER ALL TIRE AND WHEEL CALCULATIONS ARE 4HIS DETERMINES HOW MANY TIMES THE TIRE
DETERMINED IN MPH KPH INCREMENTS AND WHEEL ASSEMBLY REVOLVES PER SECOND
"EGIN TO CALCULATE TIRE AND WHEEL FREQUENCY IN AT THE VEHICLE SPEED WHERE THE VIBRATION
MPH KPH INCREMENTS BY PERFORMING THE OCCURS
FOLLOWING STEPS
M P H I N C RE M E N T X 4 I RE 2 0 3 M P H
$IVIDE VEHICLE SPEED MPH BY KPH BY
4HIS STEP IS NECESSARY DUE TO ALL CALCULATIONS TI RE A N D W H E E L 20 3 A T V I B RA T I O N SP EED
BEING DONE IN MPH KPH INCREMENTS
6E H I C L E S P E E D %XAMPLE 02 AT MPH
M P H I N C RE M E N T
X
&OR EXAMPLE IF THE CORRESPONDING SPEED OF 2 0 3 A T M P H
AN .6( PROBLEM ON A VEHICLE IS MPH
KPH THE RESULTING MPH KPH INCREMENT
IS NINE
4HE TIRE AND WHEEL ASSEMBLY REVOLVES
TIMES PER SECOND OR (Z AT THE VEHICLE
SPEED OF MPH KPH
M P H I N C RE M E N T S
4HE CALCULATED FREQUENCY OF (Z IS THE lRST
5SE THE 4IRE 2EVOLUTIONS AT -0( +0( ORDER TIRE AND WHEEL FREQUENCY
&ORMULA PREVIOUS PAGE TO DETERMINE THE TIRE
AND WHEEL 203 PER MPH KPH
4HE SECOND
ORDER FREQUENCY OF THE TIRE AND
WHEEL ASSEMBLIES IS TWICE THIS NUMBER OR
%XAMPLE FROM PREVIOUS PAGE )F THE TIRE SIZE (Z
ON THE VEHICLE IS 02 THEN THE 203
PER MPH KPH IS X ( Z
4HE THIRD
ORDER FREQUENCY IS THREE TIMES THIS
NUMBER OR (Z
X ( Z
6EHICLE 3PEED 6IBRATIONS
$RIVE 3HAFT &REQUENCY &ORMULA
+NOWING THE TIRE AND WHEEL FREQUENCY ALLOWS 4HIS RESULTS IN A DRIVE SHAFT FREQUENCY OF (Z
FOR EASY CALCULATION OF DRIVE SHAFT FREQUENCY 4HE AT THE VEHICLE SPEED OF MPH KPH
DRIVE SHAFT DRIVES THE TIRES THROUGH THE REAR AXLE
4HE CALCULATED FREQUENCY OF (Z IS THE lRST
4HEREFORE TO DETERMINE DRIVE SHAFT FREQUENCY
ORDER DRIVE SHAFT FREQUENCY
MULTIPLY TIRE AND WHEEL FREQUENCY BY THE RATIO
OF THE RING AND PINION #ALCULATE DRIVE SHAFT 4HE SECOND
ORDER FREQUENCY OF THE DRIVE SHAFT IS
FREQUENCY BY PERFORMING THE FOLLOWING STEPS TWICE THIS NUMBER OR (Z
/BTAIN THE AXLE RATIO
-ULTIPLY THE TIRE AND WHEEL FREQUENCY AT X
VIBRATION SPEED BY THE AXLE RATIO
4 I RE ( Z X ! X L E R A T I O
$ RI V E S H A FT F RE Q U E N C Y
&OR EXAMPLE A 02 EQUIPPED VEHICLE )T IS IMPORTANT TO REMEMBER THE
WITH A VIBRATION AT MPH KPH AND AN AXLE DIFFERENCE BETWEEN DRIVE SHAFT AND
RATIO OF AXLE SHAFT FREQUENCIES 4HE FREQUENCY
OF DRIVE SHAFT CONCERNS ARE HIGH SINCE
5SING THIS INFORMATION MULTIPLY (Z THE TIRE THEY ROTATE APPROXIMATELY THREE TO
AND WHEEL FREQUENCY AT MPH CALCULATED BY FOUR TIMES THAT OF THE TIRE AND WHEEL
USING THE 4IRE AND 7HEEL &REQUENCY &ORMULA BY ASSEMBLIES !XLE SHAFT CONCERNS ARE
THE AXLE RATIO OF LOWER FREQUENCY BECAUSE THEY ROTATE
X ( Z AT TIRE AND WHEEL SPEED
6EHICLE 3PEED 6IBRATIONS
$RIVE 3HAFTS $RIVELINE 6IBRATION
4HE FUNCTION OF A DRIVE SHAFT IS TO TRANSMIT POWER $RIVELINE VIBRATIONS CAN BE CAUSED BY
FROM ONE POINT TO ANOTHER IN A SMOOTH ACTION s $AMAGED DRIVE SHAFTS
4HE SHAFTS ARE DESIGNED TO SEND TORQUE THROUGH
AN ANGLE FROM THE TRANSMISSION TRANSFER CASE ON s -ISSING SHAFT BALANCE WEIGHTS
!7$ VEHICLES TO THE AXLE
s 7ORN OR OUT
OF
BALANCE WHEELS
s ,OOSE WHEEL BOLTS
5SE EXACT REPLACEMENT PARTS FOR
ATTACHING THE DRIVE SHAFTS 4HIS s 7ORN 5
JOINTS OR CONSTANT VELOCITY JOINTS
ENSURES SAFE OPERATION 4HE SPECIlED s ,OOSE OR BROKEN SPRINGS
TORQUE ALWAYS MUST BE APPLIED WHEN
TIGHTENING THE FASTENERS /FTEN !UDI s ,OOSE PINION GEAR NUT
VEHICLES WILL HAVE SPECIAL PROCEDURES s %XCESSIVE PINION YOKE RUNOUT
TO ALIGN THE ENGINE AND TRANSMISSION
IN THE VEHICLE 4HERE ARE SPECIAL )N ADDITION CHECK FOR LOOSE OR DAMAGED FRONT
PROCEDURES TO ALIGN THE DRIVE SHAFTS AS END COMPONENTS OR ENGINETRANSMISSION
WELL MOUNTS 4HESE COMPONENTS CAN CONTRIBUTE TO
WHAT APPEARS TO BE A REAR
END VIBRATION $O
NOT OVERLOOK ENGINE ACCESSORIES BRACKETS AND
$RIVE SHAFT VIBRATIONS CAN BE CLASSIlED INTO
DRIVE BELTS !LL DRIVELINE COMPONENTS SHOULD BE
THREE DIFFERENT ORDERS lRST
ORDER SECOND
ORDER
EXAMINED BEFORE ATTEMPTING ANY REPAIR
AND FOURTH
ORDER ! lRST
ORDER VIBRATION MAY BE
CAUSED BY A BENT OR OUT
OF
BALANCE DRIVE SHAFT
CONDITION ! SECOND
ORDER VIBRATION MAY BE
CAUSED BY DRIVE SHAFT ANGLE 5
JOINT CANCELLATION
AND WORN #6
JOINTS OR 5
JOINTS ! FOURTH
ORDER
VIBRATION MAY BE CAUSED BY A WORN #6
JOINT OR
5
JOINT
6EHICLE 3PEED 6IBRATIONS
"ENT $RIVE 3HAFTS
! BENT DRIVE SHAFT CAN CAUSE A VIBRATION
IN THE VEHICLE )F A BENT DRIVE SHAFT IS
SUSPECTED PERFORM A RUNOUT CHECK ON THE
DRIVE SHAFT 4HE DIAL INDICATOR MUST BE PLACED
AT A DEGREE ANGLE FROM THE DRIVE SHAFT
FOR ACCURATE READINGS &IRST MEASURE THE
RUNOUT CLOSE TO EACH YOKE WELD AND VERIFY
IT IS WITHIN THE SPECIlCATIONS IN THE SERVICE
INFORMATION 4HE SECOND MEASUREMENT IS
DONE IN THE CENTER OF THE DRIVE SHAFT TO VERIFY
IT IS WITHIN SPECIlCATIONS )F THE RUNOUT IS
NOT WITHIN THE SPECIlCATIONS THE DRIVE SHAFT
MUST BE REPLACED
&RONT $RIVE 3HAFTS
2EAR $RIVE 3HAFTS
6EHICLE 3PEED 6IBRATIONS
4RANSMISSION .OISE AND 6IBRATIONS
4RANSMISSION RELATED CONCERNS CAN CAUSE NOISE
OR VIBRATIONS 4HE PURPOSE OF THE TRANSMISSION
IS TO PROVIDE SEVERAL DIFFERENT GEAR RANGES
TO IMPROVE VEHICLE TORQUE AND ACCELERATION
QUALITIES 4HE DIFFERENT GEAR RANGES ROTATE AT
DIFFERENT SPEEDS FROM THE TIRE AND WHEEL AND
SHAFTS
)F THE TRANSMISSION IS CAUSING THE NOISE AND
VIBRATION IT WILL USUALLY CHANGE CHARACTERISTICS
WHEN THE DIFFERENT GEAR RANGES ARE SELECTED
-OST TRANSMISSION NOISES AND VIBRATION WILL NOT
BE PRESENT WHEN THE TRANSMISSION IS PLACED IN
NEUTRAL DURING THE ROAD TEST
-ANUAL TRANSMISSIONS UTILIZE A CLUTCH ASSEMBLY
BETWEEN THE ENGINE AND TRANSMISSION 4HE
CLUTCH ASSEMBLY CAN CAUSE NOISE AND VIBRATION
)F IT IS SUSPECTED THAT THE MANUAL TRANSMISSION
IS CAUSING NOISE AND VIBRATION REFER TO THE
TRANSMISSION SECTION OF THE SERVICE INFORMATION
FOR DIAGNOSTIC PROCEDURES
!UTOMATIC TRANSMISSIONS UTILIZE A TORQUE
CONVERTER BETWEEN THE ENGINE AND TRANSMISSION
4HE TORQUE CONVERTER IS DRIVEN AT ENGINE SPEED
4ORQUE CONVERTER FREQUENCY WILL MATCH ENGINE
FREQUENCY
! LOCKING TORQUE CONVERTER IMPROVES FUEL
MILEAGE AND REDUCES ENGINE EMISSIONS 4HIS
COMPONENT CAN CAUSE NOISE AND VIBRATION
CONCERNS 4HE TORQUE CONVERTER OPERATION CAN
BE MONITORED WITH A SCAN TOOL 2EFER TO SERVICE
INFORMATION TO DIAGNOSE TORQUE CONVERTER
CONCERNS
6EHICLE 3PEED 6IBRATIONS
$IFFERENTIAL /PERATION
4HE DIFFERENTIAL GEAR SYSTEM DIVIDES THE TORQUE 3TRAIGHT
!HEAD $RIVING
BETWEEN THE AXLE SHAFTS )T ALLOWS THE AXLE
$URING STRAIGHT
AHEAD DRIVING THE DIFFERENTIAL
SHAFTS TO ROTATE AT DIFFERENT SPEEDS WHEN TURNING
PINION GEARS DO NOT ROTATE ON THE DIFFERENTIAL
CORNERS -OST DIFFERENTIALS CONSIST OF A PAIR
PINION SHAFT BECAUSE INPUT TORQUE APPLIED TO THE
OF SIDE GEARS AND A PAIR OF PINION GEARS %ACH
GEARS IS DIVIDED AND DISTRIBUTED EQUALLY BETWEEN
DIFFERENTIAL SIDE GEAR IS SPLINED TO AN OUTPUT
THE TWO SIDE GEARS !S A RESULT THE PINION GEARS
SHAFT 4HE PINION GEARS ARE MOUNTED ON A PINION
REVOLVE WITH THE DIFFERENTIAL PINION SHAFT BUT DO
SHAFT AND ARE FREE TO ROTATE ON THE SHAFT 4HE
NOT ROTATE AROUND IT
PINION GEAR IS lTTED IN A BORE IN THE DIFFERENTIAL
CASE AND IS POSITIONED AT A RIGHT ANGLE TO THE 4URNING #ORNERS
AXLE SHAFTS
4HE OUTSIDE WHEEL MUST TRAVEL A GREATER
)N OPERATION POWER mOW OCCURS AS FOLLOWS
DISTANCE THAN THE INSIDE WHEEL IN ORDER TO
s 4HE PINION GEAR ROTATES THE RING GEAR COMPLETE A TURN 4HE DIFFERENCE MUST BE
COMPENSATED FOR TO PREVENT THE TIRES FROM
s 4HE RING GEAR BOLTED TO THE DIFFERENTIAL SCUFlNG AND SKIDDING THROUGH TURNS
CASE ROTATES THE CASE
4HE DIFFERENTIAL ALLOWS THE AXLE SHAFTS TO TURN
s )N STRAIGHT AHEAD DRIVING THE DIFFERENTIAL AT UNEQUAL SPEEDS )N THIS INSTANCE THE INPUT
CASE ROTATES AS ONE COMPLETE UNIT NO TORQUE APPLIED TO THE PINION GEARS IS NOT DIVIDED
DIFFERENTIAL GEARS PINION OR SIDE GEARS EQUALLY 4HE PINION GEARS NOW ROTATE AROUND THE
ROTATE AND TRANSMIT POWER TO THE OUTPUT PINION MATE SHAFT IN OPPOSITE DIRECTIONS 4HIS
SHAFTS ALLOWS THE SIDE GEAR AND AXLE SHAFT ATTACHED TO
THE OUTSIDE WHEEL TO ROTATE AT A FASTER SPEED
s 7HEN CORNERING THE DIFFERENTIAL PINION
GEARS MOUNTED ON THE PINION SHAFT IN THE )F A NOISE OR VIBRATION IS BEING CAUSED BY THE
CASE ROTATE THE SIDE GEARS AT A DIFFERENCE DIFFERENTIAL THE CONCERN WILL USUALLY CHANGE
IN SPEED ALLOWING THE TIRES TO ROTATE CHARACTERISTICS DURING STRAIGHT
AHEAD DRIVING AND
SMOOTHLY WHEN TURNING CORNERS 4HIS IS DUE TO THE DIFFERENT
OPERATION OF THE DIFFERENTIAL WHEN TURNING
s 4HE SIDE GEARS SPLINED TO THE OUTPUT $IFFERENTIAL NOISES ARE OFTEN TORQUE SENSITIVE
SHAFTS ROTATE THE SHAFTS DURING STRAIGHT
RESULTING IN CHARACTERISTIC CHANGES WHEN
AHEAD DRIVING OR CORNERING CHANGING TORQUE INPUT
$URING A ROAD TEST DRIVE IN A lGURE PATTERN IN
A SAFE AND OPEN AREA AND DETERMINE IF THE .6(
CONCERN IS MORE PRONOUNCED WHILE LOADING THE
DIFFERENTIAL GEARS
#ONSULT THE AXLE SECTION OF SERVICE INFORMATION IF
IT IS SUSPECTED THE DIFFERENTIAL IS CAUSING A NOISE
OR VIBRATION CONCERN
6EHICLE 3PEED 6IBRATIONS
"EARING .OISE 'EAR .OISE
7HEEL BEARINGS AND PINION AND DIFFERENTIAL GEAR 'EAR NOISE USUALLY OCCURS AT SPECIlC SPEED
BEARINGS CAN PRODUCE NOISE WHEN WORN OR RANGES USUALLY BETWEEN AND MPH AND
DAMAGED "EARING NOISE CAN BE EITHER A WHINING KPH OR ABOVE MPH KPH 'EAR NOISE
OR A GROWLING SOUND CAN ALSO OCCUR DURING SPECIlC DRIVING CONDITIONS
SUCH AS ACCELERATION DECELERATION COAST OR
&AULTY WHEEL BEARINGS PRODUCE NOISE THAT
CONSTANT LOAD 'EAR NOISES USUALLY DISAPPEAR
GENERALLY CHANGES WHEN THE BEARINGS ARE
IF THE VEHICLE IS ALLOWED TO COAST WITHOUT ANY
LOADED 7HEN ROAD TESTING THE VEHICLE TURN THE
ACCELERATION OR DECELERATION TORQUE APPLIED TO
VEHICLE SHARPLY TO THE LEFT AND RIGHT 4HIS LOADS
THE GEARS
THE BEARINGS AND CHANGES THE NOISE LEVEL 7HEN
WHEEL BEARING DAMAGE IS SLIGHT THE NOISE IS
USUALLY NOT NOTICEABLE AT SPEEDS ABOVE MPH
KPH
$RIVELINE 3NAP
0INION BEARINGS USUALLY CHANGE NOISE
CHARACTERISTICS WHEN TORQUE INPUT IS CHANGED IE ! SNAP OR CLUNK NOISE WHEN THE VEHICLE IS
COASTING OR HARD ACCELERATIONS SHIFTED INTO GEAR OR THE CLUTCH IS ENGAGED CAN
BE CAUSED BY
s (IGH ENGINE IDLE SPEED
s ,OOSE ENGINETRANSMISSIONTRANSFER CASE
MOUNTS
7HEEL "EARING s 7ORN 5
JOINTS
s ,OOSE AXLE MOUNTS
s ,OOSE PINION GEAR NUT AND YOKE
s %XCESSIVE RING GEAR BACKLASH
s %XCESSIVE SIDE GEARCASE CLEARANCE
4HE SOURCE OF A SNAP OR CLUNKING NOISE CAN BE
DETERMINED BY RAISING THE VEHICLE ON A HOIST
!XLE 3HAFT WITH THE WHEELS FREE TO ROTATE (AVE ANOTHER
TECHNICIAN SHIFT THE TRANSMISSION INTO GEAR
7HEEL (UB AND LISTEN FOR THE NOISE ! STETHOSCOPE EITHER
MANUAL OR ELECTRONIC IS HELPFUL IN ISOLATING THE
SOURCE OF THE NOISE
5SE CAUTION WHEN WORKING AROUND
ROTATING COMPONENTS
6EHICLE 3PEED 6IBRATIONS
3USPENSION #OMPONENTS
4HE SUSPENSION SYSTEM PLAYS A LARGE ROLE IN "USHINGS ARE DESIGNED SO THEY ARE SOFTER IN ONE
THE EFFECTS OF .6( ON A VEHICLE 3IMILAR TO THE AREA THAN IN ANOTHER "USHINGS ARE MADE SOFTER
STEERING SYSTEM COMPONENTS THE SUSPENSION OF IN THE LONGITUDINAL DIRECTION SO THE EFFECTS OF TIRE
A VEHICLE CAN EASILY ACT AS THE MEDIUM THROUGH IMPACT OR ROAD SHOCK ARE REDUCED "USHINGS
WHICH VIBRATION CAN BE TRANSFERRED 7HEN THE ARE MADE STIFFER IN THE LATERAL DIRECTION SO
SOURCE OF AN .6( CONCERN IS DETERMINED YOU STEERING THE VEHICLE DOES NOT HAVE AS MUCH OF
USUALLY CAN lND THE CAUSE BY PERFORMING A AN ADVERSE EFFECT )T IS IMPORTANT THAT BUSHINGS
THOROUGH VISUAL INSPECTION AND INSULATORS ARE IN GOOD CONDITION AND THEY
0ASSENGERS OF A VEHICLE ARE SENSITIVE TO THE ARE OF THE SPECIlED TYPE IN ORDER TO AVOID .6(
EFFECTS OF A HARSH RIDING SUSPENSION &OR THIS CONCERNS IN THE SUSPENSION
REASON VARIOUS MEASURES ARE TAKEN IN THE .OISE FROM THE SUSPENSION IS TYPICALLY CAUSED
DESIGN AND DEVELOPMENT PHASE OF A VEHICLES BY ONE OF THE FOLLOWING
SUSPENSION &OR EXAMPLE SPRINGS AND BUSHINGS
s ,OOSE COMPONENTS
ARE CAREFULLY SELECTED TO PROVIDE A SMOOTH RIDE
AND ALSO TO REDUCE THE IMPACT OF STEERING FORCES s 7ORN BUSHINGS
4HE VIBRATION OF A VEHICLES SUSPENSION SYSTEM s 0OOR LUBRICATION
CONSISTS OF VERTICAL AND LONGITUDINAL FORCES
4HE VERTICAL FORCES ARE CONTROLLED BY WELL
PROPORTIONED SPRUNG AND UNSPRUNG WEIGHTS
SHOCKS AND COIL SPRINGS
,ONGITUDINAL FORCES ARE CONTROLLED BY CAREFUL
SELECTION OF SUSPENSION BUSHINGS 4HE
SUSPENSION OF A PARTICULAR VEHICLE IS DESIGNED SO
THAT THE LOWER CONTROL ARMS ABSORB LONGITUDINAL
IMPACTS FROM THE TIRES 4IRE IMPACT IS FURTHER
DAMPENED BY BUSHINGS BEFORE BEING TRANSMITTED
THROUGH THE CROSSMEMBER TO THE BODY 4HIS
LONGITUDINAL COMPLIANCE DEPENDS ON THE SPRING
CONSTANT RATE OF THE RUBBER INSULATOR BUSHINGS
6EHICLE 3PEED 6IBRATIONS
3TEERING #OMPONENTS
-ANY CUSTOMER CONCERNS REGARDING .6( ARE (ISS
RELATED TO THE STEERING SYSTEM 4HIS IS BECAUSE
! HISSING NOISE USUALLY ORIGINATES IN THE STEERING
THE DRIVER IS HOLDING THE STEERING WHEEL AT ALL
GEARBOX AND POWER STEERING PUMP 7ITH THE
TIMES WHILE DRIVING AND ANY VIBRATIONS FROM
VEHICLE STATIONARY A HISSING SOUND MAY BE
THE TIRES OR SUSPENSION ARE TRANSFERRED TO THE
HEARD WHEN THE STEERING WHEEL IS TURNED WHICH
STEERING COMPONENTS .OISE
RELATED CONCERNS
RESULTS FROM mUID PRESSURE PULSATION IN THE
ARE USUALLY GENERATED WITHIN THE STEERING
PUMP
SYSTEM ITSELF 6IBRATION
RELATED CONCERNS CAN BE
CAUSED BY MANY DIFFERENT COMPONENTS INCLUDING 7HEN DIAGNOSING A HISSING NOISE CONCERN lRST
COMPONENTS IN THE SUSPENSION TIRES AND INSPECT ALL STEERING HOSES TO ENSURE THEY ARE NOT
WHEELS TOUCHING OTHER PARTS OF THE VEHICLE
#HECK SERVICE INFORMATION AND TECHNICAL SERVICE
.OISE BULLETINS FOR POSSIBLE UPDATED HOSES OR HOSE
ROUTINGS WHEN DIAGNOSING A HISSING CONCERN
3OME STEERING SYSTEM SOUNDS ARE NORMAL
AND SHOULD NOT BE OF CONCERN 4HERE ARE SOME
INHERENT NOISES IN ALL POWER STEERING SYSTEMS 2ATTLE
(OWEVER OTHER SOUNDS MAY INDICATE A PROBLEM
2ATTLE USUALLY ORIGINATES IN THE STEERING GEAR 4HE
WITHIN THE STEERING SYSTEM -ANY NORMAL
POSSIBLE CAUSES FOR THIS CONDITION ARE
STEERING SYSTEM SOUNDS ARE RELATED TO THE
POWER STEERING PUMP (ISSING AND RATTLING ARE s 7ORN STEERING OR SUSPENSION
TWO STEERING SYSTEM RELATED NOISES THAT MAY COMPONENTS
OCCUR
s 7ORN OR DAMAGED RACK
AND
PINION
RETAINERS AND BUSHINGS
s 0RESSURE HOSES TOUCHING OTHER VEHICLE
COMPONENTS
4OOLS
3IROMETER 6IBRATACH
4HE SIROMETER IS A TOOL THAT IS USEFUL WHEN
DIAGNOSING .6( CONCERNS /RIGINALLY USED FOR
READING SMALL ENGINE RPM THIS INEXPENSIVE
TOOL IS HIGHLY ACCURATE FOR MEASURING VIBRATION
FREQUENCIES 4HE SIROMETER HAS ENOUGH RANGE
TO MEASURE THE MAJORITY IF NOT ALL OF AN
AUTOMOBILES VIBRATION FREQUENCIES 4HE TOOL CAN
BE PURCHASED AT MOST FULL SERVICE SMALL ENGINE
REPAIR AND PARTS CENTERS
4HE SIROMETER HAS A WIRE THAT WHEN ADJUSTED
TO THE PROPER LENGTH RESONATES TO THE VIBRATION
FREQUENCY 4O USE THE SIROMETER HOLD IT AGAINST
A VIBRATING COMPONENT 2OTATE THE DIAL TO
EXTEND THE WIRE AND CHANGE THE WIRES RESONANT
FREQUENCY UNTIL THE WIRE VIBRATES AT ITS WIDEST
ARC 4HEN READ THE FREQUENCY ON THE TOOLS FACE
LABELED #YCLES 0ER 3ECOND n (ERTZ
!LWAYS ADJUST THE LENGTH OF THE WIRE FROM ITS
SMALLEST LENGTH TO ITS LONGEST LENGTH TO ENSURE
ALL FREQUENCIES ARE BEING RECORDED )T IS POSSIBLE
TO HAVE MORE THAN ONE VIBRATION PRESENT IN A
VEHICLE
4OOLS
%6! ))£
4HE %6! )) ALLOWS FOR A SYSTEMATIC COLLECTION
OF INFORMATION THAT IS NECESSARY TO ACCURATELY
DIAGNOSE AND REPAIR .6( PROBLEMS 4HE PROPER
USE OF THE %6! )) CAN SIGNIlCANTLY REDUCE VEHICLE
SERVICE TIME 4HE TOOL USES AN ELECTRONIC PICK
UP THAT MEASURES VIBRATION FREQUENCY AND
AMPLITUDE !N ADDITIONAL PICK
UP CAN BE ADDED
AND TWO SOURCES OF VIBRATIONS CAN BE COMPARED
4HE PICK
UPS CAN BE PLACED ANYWHERE ON THE
VEHICLE "Y PLACING THE PICK
UP ON DIFFERENT AREAS
OF THE VEHICLE AND COMPARING THE VIBRATIONS
AMPLITUDE AS DISPLAYED ON THE SCREEN THE
SOURCE OF THE VIBRATION CAN BE LOCATED BY THE
HIGHEST AMPLITUDE )F THE STEERING WHEEL OR
PASSENGERS SEAT IS VIBRATING THE PICK
UP CAN BE
PLACED THERE TO MEASURE THE VIBRATION
4HE %6! )) CONTAINS A SOFTWARE DATABASE THAT
CONTAINS MOST TIRE SIZES AND AXLE GEAR RATIOS
7HEN THE CORRECT VEHICLE INFORMATION IS ENTERED
INTO THE %6! )) THE TOOL WILL DETERMINE AND
DISPLAY THE SOURCES OF THE VIBRATION 4HIS
FEATURE ELIMINATES MOST OF THE MATHEMATICAL
FORMULAS AND CALCULATES THE KNOWN FREQUENCIES
OF ROTATING COMPONENTS
4HE %6! )) CAN RECORD SNAPSHOTS DURING A ROAD
TEST AND THE DATA REPLAYED TO DETERMINE THE
VIBRATION FREQUENCY 4HIS IS USEFUL FOR INTERMITTENT
OR SHORT DURATION VIBRATIONS
4HE %6! )) HAS FEATURE TO USE AN INDUCTIVE
PICK
UP TIMING LIGHT TO VISUALLY mASH A VIBRATION
FREQUENCY 4HE OPERATION MANUAL FOR THE TOOL
DESCRIBES HOW TO USE THIS FEATURE TO HELP IN
DIAGNOSING THE LOCATION OF A VIBRATIONS SOURCE
4HE mASHING TIMING LIGHT CAN BE USED TO BALANCE
PROPELLER SHAFTS
#ONTACT %QUIPMENT 3OLUTIONS FOR MORE
INFORMATION ON THE %6! ))
4OOLS
#HASSIS%!2£
4HE #HASSIS%!2 IS A VERSATILE ELECTRONIC 2EMEMBER THAT NOISES CAN BE CAUSED FROM
LISTENING TOOL THAT ALLOWS THE USER TO LISTEN A VIBRATION THAT RESONATES THROUGH ANOTHER
TO AMPLIlED SOUNDS THROUGH A PROFESSIONAL COMPONENT CAUSING IT TO VIBRATE !LWAYS CHECK
SET OF HEADPHONES 4HE PROPER USE OF THE FOR A VIBRATION FREQUENCY WHEN BEGINNING TO
#HASSIS%!2 CAN REDUCE THE TIME IN DIAGNOSING DIAGNOSE A NOISE CONCERN
.6( CONCERNS ON A VEHICLE 4HE TOOL HAS
MULTIPLE MICROPHONE INPUTS THAT CAN BE PLACED #ONTACT %QUIPMENT 3OLUTIONS FOR MORE
IN DIFFERENT SECTIONS OF THE VEHICLE !TTACHMENT INFORMATION ON THE #HASSIS%!2
OF THE SIX MICROPHONES AND CLAMPS HELPS TO
LOCATE MANY DIFlCULT
TO
DIAGNOSE VEHICLE PARTS
$URING A ROAD TEST THESE PARTS DO NOT MAKE
THE SAME SOUNDS AS WHEN THE CAR IS ON A
HOIST 4O ACCURATELY DIAGNOSE AN UNDER
VEHICLE
PROBLEM OPERATE THE VEHICLE SO ALL PARTS AND
BEARINGS ARE UNDER FULL LOAD 4HE DIFFERENT INPUTS
ALLOW THE LOUDEST AREA TO BE DETERMINED AND
THUS DETERMINE THE POSSIBLE SOURCE 0LACE THE
MICROPHONES ON PARTS OR AREAS SUSPECTED AS
BEING THE POSSIBLE SOURCE 3OME OF THESE
VEHICLE PARTS AND AREAS INCLUDE
s 7HEEL BEARINGS
s "RAKE CALIPERS
s #6 JOINTS
s ,EAF AND COIL SPRINGS
s $IFFERENTIAL
s 4RANSMISSION
s "ODY SQUEAKS AND RATTLES
s 5NDER DASH
s &UEL INJECTORS
s 'ENERATOR
s 7ATER PUMP
s 3MOG PUMP
s 0OWER STEERING PUMP
s !IR CONDITIONING COMPRESSORS
4OOLS
/THER 4OOLS
3EVERAL AUTOMOTIVE TOOL MANUFACTURERS HAVE
DEVELOPED ELECTRONIC TOOLS FOR MEASURING AND
RECORDING NOISES AND VIBRATIONS 3OME OF THESE
TOOLS HAVE MULTIPLE VIBRATION AND NOISE INPUTS
RECORDING AND GRAPHING CAPABILITIES .OT ALL OF
THE TOOLS AVAILABLE HAVE BEEN COVERED
0LEASE CONTACT AUTOMOTIVE TOOL MANUFACTURERS TO
REQUEST INFORMATION
'LOSSARY
.6( 4ERMINOLOGY
!UDIBLE 2ANGE OF 3OUND n 3OUNDS THAT ARE IN &REQUENCY n 4HE NUMBER OF COMPLETE CYCLES
THE RANGE OF TO (ERTZ (Z THAT OCCURS IN A GIVEN PERIOD OF TIME
!MPLITUDE n 4HE VERTICAL MEASUREMENT (ARSHNESS n !N AGGRESSIVE SUSPENSION FEEL OR
BETWEEN THE TOP AND BOTTOM OF A WAVE !LSO LACK OF GIVE IN RESPONSE TO A SINGLE INPUT
SEE MAGNITUDE
(ERTZ n 4HE UNIT OF FREQUENCY MEASUREMENT
"EAT n !N .6( CONCERN PRODUCED BY TWO IN SECONDS A VIBRATION OCCURRING TIMES PER
SOUNDS THAT IS MOST NOTICEABLE WHEN THE SECOND WOULD BE AN (Z VIBRATION
FREQUENCY DIFFERENCE IS TO (Z
)NTENSITY n 4HE PHYSICAL QUALITY OF SOUND THAT
"EAD 3EATING n 4HE PROCESS OF SEATING THE RELATES TO THE AMOUNT AND DIRECTION OF THE mOW
TIRE TO THE RIM )F PROPERLY LUBRICATED THE BEAD OF ACOUSTIC ENERGY AT A GIVEN SPEED
SEATING OCCURS WHEN THE TIRE AND WHEEL ARE
,ATERAL 2UNOUT n ! CONDITION WHERE A ROTATING
ASSEMBLED
COMPONENT DOES NOT ROTATE IN A TRUE PLANE 4HE
#OMPELLING &ORCE n ! VIBRATING OBJECT ACTING COMPONENT MOVES SIDE
TO
SIDE WOBBLES ON ITS
UPON ANOTHER OBJECT THAT CAUSES THE OTHER ROTATIONAL AXIS
OBJECT TO VIBRATE
-AGNITUDE !MPLITUDE n 4HE AMOUNT OF FORCE
#YCLE n 4HE PATH A WAVE TRAVELS BEFORE THE WAVE OR THE INTENSITY OF THE VIBRATION 4HE MAGNITUDE
BEGINS TO REPEAT THE PATH AGAIN OR STRENGTH OF A VIBRATION IS ALWAYS GREATEST AT
$AMPEN n 4O REDUCE THE MAGNITUDE OF A NOISE THE POINT OF RESONANCE
OR VIBRATION -EDIUM n 0ROVIDES A PATH FOR SOUND WAVES TO
$AMPERS n ! COMPONENT USED TO DAMPEN TRAVEL THROUGH
A NOISE OR VIBRATION &OAM AND RUBBER ARE .ATURAL &REQUENCY n 4HE FREQUENCY THAT A
COMMONLY USED TO DAMPEN VIBRATIONS COMPONENT WILL VIBRATE THE EASIEST .ORMALLY
$YNAMIC "ALANCE n ! PROCEDURE THAT BALANCES A THE LARGER THE MASS THE LOWER ITS NATURAL
TIRE AND WHEEL ASSEMBLY IN TWO PLANES $YNAMIC FREQUENCY
BALANCE REMOVES RADIAL AND LATERAL VIBRATIONS s %NGINE BLOCK
(Z
$RONING (IGH
3PEED n ! LONG DURATION NON
s 4IRE AND WHEEL ASSEMBLIES
(Z n
DIRECTIONAL HUMMING NOISE THAT IS UNCOMFORTABLE PROPORTIONAL TO VEHICLE SPEED
TO THE EARS AND HAS A RANGE OF MPH KPH s 3USPENSION
(Z
AND UP s $RIVELINE
(Z
s $IFFERENTIAL COMPONENTS
(Z
$RONING ,OW
3PEED n ! LONG DURATION LOW
PITCHED NOISE THAT IS NON
DIRECTIONAL AND HAS A
RANGE OF UP TO MPH KPH .OISE n 4HE UNPLEASANT OR UNEXPECTED SOUND
CREATED BY A VIBRATING OBJECT
$RONING -IDDLE
3PEED n ! LONG DURATION LOW
PITCHED NOISE THAT IS NON
DIRECTIONAL AND HAS A /RDER n 4HE NUMBER OF DISTURBANCES CREATED IN
RANGE OF TO MPH TO KPH ONE REVOLUTION OF A COMPONENT
%LECTRONIC 6IBRATION !NALYZER )) %6! )) n !N 0HASE n 4HE POSITION OF A VIBRATION CYCLE RELATIVE
ELECTRONIC .6( DIAGNOSTIC TOOL THAT MEASURES TO ANOTHER VIBRATION CYCLE IN THE SAME HERTZ RATE
FREQUENCY AND AMPLITUDE TIME FRAME
'LOSSARY
0HASE n 4HE CYCLE PATTERN OF TWO OR MORE 3TATIC "ALANCE n 4HE METHOD OF BALANCING A TIRE
VIBRATIONS THAT OVERLAP AND COMBINE TO INCREASE AND WHEEL ASSEMBLY IN A SINGLE PLANE 3TATIC
OR DECREASE THE OVERALL MAGNITUDE BALANCING REMOVES ONLY THE LATERAL SIDE TO
0ITCH n 4HE PHYSICAL QUALITY OF SOUND THAT RELATES SIDE WOBBLE IMBALANCE AND THE TIRE AND WHEEL
TO THE FREQUENCY OF THE WAVE ASSEMBLY COULD POSSIBLY HAVE A RADIAL UP AND
DOWN VIBRATION
2ADIAL &ORCE 6ARIATION 2&6 n ! MEASUREMENT
OF THE TIRES UNIFORMITY UNDER LOAD IN REGARDS 4ORQUE 3ENSITIVE 6IBRATION OR .OISE n !
TO THE VARIATION OF THE LOAD ACTING TOWARDS THE VIBRATION OR NOISE THAT IS SENSITIVE TO DIFFERENT
CENTER OF THE TIRE COMMONLY REFERRED TO AS THE LOADS AND TORQUE APPLIED TO THE DRIVE TRAIN OF A
TIREgS SIDEWALL VARIATION VEHICLE 4HE VIBRATION OR NOISE CHANGES WHEN THE
THROTTLE POSITION OR TRANSMISSION GEARING IS USED
2ADIAL 2UNOUT n ! CONDITION WHERE A ROTATING DURING A ROAD TEST TO CHANGE THE TORQUE APPLIED
COMPONENT DOES NOT ROTATE IN A TRUE PLANE 4HE TO THE DRIVE TRAIN
COMPONENT MOVES UP AND DOWN ON ITS ROTATIONAL
AXIS 6IBRATION n 4HE REPETITIVE MOTION OF AN OBJECT
BACK AND FORTH OR UP AND DOWN WHICH MAY BE
2ESONANCE n 4HE TENDENCY OF A SYSTEM TO FELT OR HEARD
RESPOND INCREASINGLY TO A COMPELLING FORCE
OSCILLATING AT OR NEAR THE NATURAL FREQUENCY OF 7HEEL $IAMETER n 4HE DIMENSION OF A WHEEL
THE SYSTEM 4HIS CAUSES A SUDDEN AND LARGE MEASURED ON THE INSIDE OF THE WHEEL AT THE
VIBRATION BEAD SEAT AREA
2OAD .OISE n ! NOISE THAT OCCURS WHILE DRIVING
ON GRAVEL OR ROUGHLY PAVED ROADS AT ALL VEHICLE
SPEEDS OR WHEN A VEHICLE IS COASTING
3HAKE ,ATERAL n ! SIDE
TO
SIDE VIBRATION OF THE
BODY SEATS AND STEERING WHEEL
3HAKE 6ERTICAL n !N UP AND DOWN VIBRATION OF
THE BODY SEATS AND STEERING WHEEL
3HIMMY (IGH
3PEED n ! VIBRATION THAT CAUSES
THE STEERING WHEEL TO OSCILLATE WHEN DRIVING ON
SMOOTH ROADS AT HIGH SPEEDS
3HIMMY ,OW
3PEED n ! VIBRATION THAT CAUSES
THE STEERING WHEEL TO OSCILLATE WHEN DRIVING
ACROSS A BUMP AT LOW SPEEDS
3OURCE #OMPONENT n 4HE COMPONENT THAT IS
DIAGNOSED AS BEING THE ROOT CAUSE OF A VIBRATION
OR NOISE CONCERN
3OUND n 4HE RESULT OF A VIBRATING DISTURBANCE OF
AN OBJECT WHICH PRODUCES WAVES THAT TRANSMIT
OUT FROM THE SOURCE
#HECK VEHICLE HISTORY PRIOR TO DIAGNOSIS AND USE .6( 330 FOR IN
DEPTH DIAGNOSIS
2OAD TEST TO VERIFY CONCERN
)S IT FELT THROUGH THE STEERING WHEEL n 3TART WITH FRONT AXLE )S IT FELT THROUGH SEATVEHICLE FLOOR PAN n 3TART WITH REAR AXLE
$IAGNOSE ACCORDING TO CONDITIONS LISTED BELOW
&ELT WHILE BRAKING #ONCERN DISAPPEARS OR IS 6IBRATION IS FELT AT A CERTAIN 6IBRATION IS FELT AT A CERTAIN
DIMINISHED AFTER THE CAR VEHICLE SPEED ENGINE SPEED
HAS BEEN DRIVEN AWHILE
#HECK #HECK TIRES FOR 4EMPORARY #HECK WHEELS FOR #HECK DRIVE TRAIN FOR
s "RAKE COMPONENTS &LAT 3POTTING s $IRT MUD SNOW OR ICE BUILD UP s 0ROP SHAFT MISALIGNMENT
s 3TEERING COMPONENTS 4IRES CAN BECOME TEMPORARY s $AMAGE s $AMAGED AXLE SHAFTS
s 3USPENSION FLAT SPOTTED WHEN A VEHICLE s -ISSING OR EXCESSIVE WHEEL s $AMAGED #6 JOINTS
COMPONENTS HAS BEEN DRIVEN AND THEN WEIGHTS s 2EAR DIFFERENTIAL PERFORMANCE
s 2ELEVANT 4ECHNICAL PARKED ON A COLD SURFACE 4HIS s ,OOSE WHEEL BOLTS s 0ROPER TORQUE CONVERTER
"ULLETINS MAY HAPPEN IN COLD CLIMATES s 0ROPER WHEEL TORQUE PERFORMANCE
AS WELL AS WARM CLIMATES s %XCESSIVE RUNOUT
6EHICLES PARKED FOR LONG #HECK %NGINE FOR
PERIODS OF TIME ANDOR STORED #HECK TIRES FOR s -ISFIRES
WITH LOW AIR PRESSURE ARE ALSO s (IGH 2ADIAL &ORCE s !CCESSORY VIBRATIONS
SUSCEPTIBLE TO FLAT SPOTTING 6ARIATION 2&6 s #AMSHAFT CRANKSHAFT AND
s )MBALANCE INTERMEDIATE SHAFT IMBALANCE
Volkswagen Technical Site: http://vwts.ru http://vwts.info
s )RREGULAR WEAR
s !BNORMAL PRESSURE #HECK #HASSIS FOR
огромный архив документации по автомобилям Volkswagen, Skoda, Seat, Audi
s $AMAGED OR MISALIGNED ENGINE
#HECK DRIVE TRAIN FOR AND TRANSMISSION MOUNTS
s 0ROP SHAFT MISALIGNMENT s 0ROPER %LECTRO (YDRAULIC MOUNT
s $AMAGED AXLE SHAFTS#6 JOINTS OPERATION
s 7ORN WHEEL BEARINGS s $AMAGED OR MISALIGNED
s 2EAR DIFFERENTIAL PERFORMANCE EXHAUST SYSTEM AND
COMPONENTS
$IAGNOSTIC &LOW #HART
Vorsprung durch Technik
All rights reserved.
Technical specifications
subject to change
without notice.
Audi Australia
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