After having some nasty inner shoulder wear on my PZ4 run-flats I've had new tires put on and the alignment check. This got me thinking about the complexity of adjusting toe-in (required none at the front). My thinking is that the lowering of the car in Sport and Sport + modes may be inducing increased turn-in camber and possibly toe-in geometry. The other thing the Sport+ mode seems to do is keep the front drive attached whereas Comfort seems happy to disengage the front unless things are very spirited...for Comfort mode anyway.

Is anyone aware of the Mercedes alignment methodology for these cars? Are they aligned at a given ride height with an expected correlation to the other ride heights? Has increased camber through reduced ride heights been engineered in and thus forced them to remove camber adjustment for the sake of not making alignments so complex they would almost certainly produce unintended consequences at other ride heights? What I'm saying is, if someone wanted less camber for Sport+ mode, then inadequate camber would result in Comfort mode at the increased ride height, or unsafe loss of traction in lifted/winter mode.

 

​​​​​​​Yes a prestige make and a performance AMG model as well.

But the methodology is basic - it is all to do with cost savings and the ever increasing speed of new car assembly lines. STOPPING TO ADJUST FRONT CAMBER AND CASTER ALONG WITH REAR CAMBER IS NO LONGER AN OPTION !

NOW CAMBER IS “THE ONE SETTING” - TO SUIT SHOWROOM HEIGHT CONDITIONS.

No longer able to adjust tire contact angles, spread load more evenly. Excess edge load can also lead to higher impact, ruptured side walls and rim damage.

THE OFTEN QUOTED RE ASSURING WILL CARRY OUT A “FULL FRONT & REAR ‘4’ WHEEL ALIGNMENT” - is now only TOE “directional” adjustment. New car industry’s best kept secret !

NO MORE IS THERE “ONGOING ADJUSTMENT” to cater for day to day commuting, encountering excess passengers side edge wear through high cambered roads. Wheel squat and resultant edge wear through altered height from lowering or extra passenger loads. Fitting wide profile tires. Curb knock damage.

While Track days - being able to dial in extra negative Camber to significantly reduce understeer in the pursuit of hitting those corner apexes every time and going deeper into the corners with increased traction and braking response.

With Dealers noting, agreeing re the excess edge wear - but only can offer / try and placate by stating - “alignment is within the factory (broad) specs” !

WE SAW THE NEED THEREFORE AND MANUFACTURE FRONT AND REAR BOLT-ON KITS (designed so no special tools required or need for arm removal to install).

FRONT KITS PRICED FROM $345 - less than cost of one quality tire !

FIX IT RIGHT THE 1ST TIME - W213 MODELS (ALL) SEE SPOILER







AUDI to VOLVO - K-MAC Experience Of Resolving OEM Suspension Shortcomings (and Costs) Since 1964 !

 

Same question, with the AMG cars as delivered, what is the alignment procedure. I'd like to understand how the factory design achieves its parameters across the ride heights.

Cannot buy into modifying something when I don't yet have an understanding of.

 

Why would ride height affect tire geometry? The lowering links raise the body but do not disturb the links that determine how the wheels align.

 

That's precisely what I'm seeking to verify. Feel tells me the car has some camber at the lower ride height.

It's not a given that there isn't some camber added at a lower ride height. I can't reconcile the aggressive inside shoulder wear with a nice flat wear across the tire without some camber or toe in aggressive driving scenarios.

 

At normal ride height, the front camber is about 1.45 degrees. There is no adjustment for camber or caster, only toe-in. Lowering the car in Sport mode will add about .50 or 1.95 degrees total. Either value will cause excessive inner tire wear on the E63S. More extreme non-factory lowering will only exacerbate the wear issue.

 

Can see where you are coming from. As above a “prestige make and performance AMG model as well”.

So yes it is hard to get your head around that the often quoted reassuring “FULL FRONT & REAR ‘4’ WHEEL ALIGNMENT” - is only TOE (directional adjustment).

Your question therefore “What is the alignment procedure” - there is none when it comes to adjusting “tire contact angles” to spread load more evenly !

OEM there is no front Camber or Caster adjustment whatsoever. Now only one setting - to suit only showroom height conditions !

As set out - No longer OEM is there adjustment to alter tire contact angles, spread load more evenly to resolve excess passengers side edge wear through high cambered roads.

Or wheel squat / altered height and resultant Camber change / excess edge wear through lowering or extra passenger loads. No ongoing adjustment to cater for curb knock damage or ability to dial in / adjust settings for performance handling / track days.

Onus is now back on owners to fund costly, premature tire replacement.

Many owners in disbelief, frustration go down the path of seeking out another alignment shop or believing it must be a tire brand issue !



AUDI to VOLVO - K-MAC Experience Of Resolving OEM Suspension Shortcomings (and Costs) Since 1964 !