D4B80532E3C-Wheels and Tyres Guide - General Information

Service
Workshop Manual
Alhambra 2016 ➤ , Ateca 2017 ➤ ,
Ibiza 2016 ➤ , Ibiza ST 2016 ➤ ,
León 2013 ➤ , León ST 2013 ➤ ,
Mii 2012 ➤ , Toledo 2013 ➤
Wheels and Tyres Guide - General Information
Edition 04.2016
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.
Service Department. Technical Information

Service
List of Workshop Manual Repair Groups
Repair Group
44 - Wheels, tyres, vehicle geometry
Technical information should always be available to the foremen and mechanics, because their
careful and constant adherence to the instructions is essential to ensure vehicle road-worthiness and
safety. In addition, the normal basic safety precautions for working on motor vehicles must, as a
matter of course, be observed.
All rights reserved.

No reproduction without prior agreement from publisher.
Copyright © 2016 Seat S.A D4B80532E3C

Alhambra 2016 ➤ , Ateca 2017 ➤ , Ibiza 2016 ➤ , Ibiza ST 2016 ➤ , León ...
Wheels and Tyres Guide - General Information - Edition 04.2016
Contents
44 - Wheels, tyres, vehicle geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1 Specifications for converting wheel and tyre combinations . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Legislative conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Technical prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.3 Vehicle registration documents since 01-10-2005 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.4 COC document (EEC Certificate of Conformity) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.5 EU general type approval number, sales type and sales or trade designation . . . . . . . . . . 4
2 Handling problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.1 Tyre rolling noises . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2 Vehicle pulls to one side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.3 Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.4 Solutions in the event of flattening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3 Evaluating tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.1 Flat spots caused by storage or handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.2 Ripples in sidewall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.3 Saw-tooth tread wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.4 Flat spots caused by hard braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.5 Swellings in the tyre sidewall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.6 Cuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.7 Damage from foreign bodies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.8 Torn tread . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.9 Tyre damage due to insufficient inflation pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.10 Checking tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.11 Damage occurring when fitting tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4 Tyre wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.1 Factors influencing the useful life of tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.2 Saw-tooth tread wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.3 Wear on high-speed tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.4 Measuring tread depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.5 Lateral wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.6 Wear of the outer shoulder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.7 Diagonal wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
4.8 Centre wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
4.9 Permissible deviation in tread depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
5 Component overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
5.1 Assembly overview - wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
6 Fitting tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
6.1 Pressing tyre off wheel rim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
6.2 Removing tyre sealant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
6.3 Removing tyre from wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
6.4 Ensuring proper assembly temperature for tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
6.5 Fitting tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
6.6 Matching wheels and tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
permitted unless authorisedBalancing
6.7 wheel
by SEAT S.A. SEAT S.A does. . not
. .guarantee
. . . . . or
. .accept
. . . any
. . .liability
. . . with
...................................... 41
7 Fitting wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
7.1 Fitting wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
8 Information on tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
8.1 Markings on tyre sidewall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
8.2 Tyre dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
8.3 Load rating code / load index (LI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
8.4 Speed rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
8.5 EU tyre label . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Contents i
8.6 Structure of a radial tyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61

8.7 Self supporting tyres (SST) with run-flat capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
8.8 Tyre storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
8.9 Extra Load (XL) / Reinforced Tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
8.10 Winter tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
8.11 M+S tyres with speed symbol V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
8.12 Rolling resistance optimised tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
8.13 Ageing of tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
8.14 Tyres with rim protectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
8.15 Tyre sizes for vehicles with four-wheel drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
8.16 Increase in temperature due to insufficient tyre pressure . . . . . . . . . . . . . . . . . . . . . . . . . . 74
9 Information on wheel rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
9.1 Layout of a wheel rim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
9.2 Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
9.3 Composite wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
9.4 Care and maintenance of light alloy wheel rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
9.5 Repair of light alloy rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
9.6 Removing and installing hub cover for alloy wheels with open threaded connection . . . . . . 78
9.7 Removing and installing valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
10 Tyre pressure monitoring system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
10.1 Tyre pressure monitor display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
10.2 Tyre pressure monitoring system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
11 Tyre pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
11.1 Assembly overview - tyre pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
11.2 Removing and installing tyre pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
12 Tyre sealant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
12.1 Tyre sealant, use-by date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
12.2 Tyre sealant, disposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
13 Wheel bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
13.1 Wheel bolts, versions
Protected . . Copying
by copyright. . . . . .for. private
. . . . or. .commercial
. . . . . .purposes,
. . . . . in. .part
. .or. in. whole,
. . . . is. not
.................. 85
13.2 Wheel bolts, anti-theft
permitted wheel
unless authorised bolt S.A.. .SEAT
by SEAT . . .S.A. .does
. . .not. guarantee
. . . . . .or. accept
. . . .any . .liability
. . . with
................. 86
13.3 Wheel bolts, adapter sets for anti-theft wheel bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
14 Chains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
14.1 Assembly and use of snow chains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
15 Temporary spare wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
15.1 Notes on temporary spare wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
ii Contents
44 – Wheels, tyres, vehicle geometry

1 Specifications for converting wheel
and tyre combinations
(ERL003058; Edition 04.2016)
⇒ “1.1 Legislative conditions”, page 1
⇒ “1.2 Technical prerequisites”, page 2
⇒ “1.3 Vehicle registration documents since 01-10-2005”,
page 3
⇒ “1.4 COC document (EEC Certificate of Conformity)”,
page 4
⇒ “1.5 EU general type approval number, sales type and sales or
trade designation”, page 4
1.1 Legislative conditions
1.1.1 Wheel and tyre combinations

The rim/tyre combinations used on SEAT vehicles have been
matched for the specific models.
Caution
♦ We recommend using only these rim/tyre combinations.

Otherwise this poses a hazard for the vehicle safety and
traffic safety with corresponding danger of an accident.
♦ Any unauthorised modifications of the rim/tyre combina‐
tions or to the vehicle invalidate the guarantee. This also
applies for all damage caused by such action including
damage to other vehicles resulting from such modifica‐
tions.
The manufacturer receives a general model approval (TÜV cer‐

tificate) for the complete vehicle as well as for certain equipment
conversion possibilities.
The wheels and tyres may only be changed under certain cir‐
cumstances. The following points must be taken into considera‐
tion:
♦ When the specific rim/tyre combination is listed in the TÜV
certificate together with the load index ⇒ page 55 and speed
symbol ⇒ page 56 this rim/tyre combination can be mounted
on the vehicle without exception.
It is possible that
permitted unless all approved
authorised by SEAT S.A. combinations
SEAT S.A does not are notorlisted
guarantee in the
accept any liability with
TÜV certificate
respect toaccording
the correctnessto the “homologation”.
of information in this document. Copyright by SEAT S.A.
♦ When the specific rim/tyre combination is not listed in the TÜV

certificate, request a certification of “significant retrofit” from
the manufacturer. If the specific combination is already inclu‐
ded in the “homologation” for the vehicle, the manufacturer
issues a certificate.
♦ When the specific rim/tyre combination is not listed in either
the TÜV certificate or the “homologation” it is necessary to re‐
quest an approval study from the manufacturer. If the manu‐
facturer this combination, it is necessary for this new rim/tyre
1. Specifications for converting wheel and tyre combinations 1

combination to be included in the TÜV certificate for the vehi‐

cle.
These points relate to legal regulations applicable in the Europe‐
an Union and are not necessarily complete. Outside the European
Union other legal regulations may apply.
The rim/tyre combination recommended by SEAT and approved
by the Ministry for Industry Tourism and Commerce for the SEAT
vehicles (TÜV certificate) take into consideration the prerequi‐
sites which must be observed in this context. The use of Genuine
wheel rims on a vehicle to which they have not been assigned is
not permitted.
In the event of possible changes to the equipment given in the
corresponding lists, the combinations satisfy the requirements of
SEAT S.A. in regard to the driving characteristics and driving
safety. They are the result of practical tests performed on the ba‐
sis of SEAT S.A. recommendations.
1.1.2 Vehicles with tire inflation indicator sys‐

tem
From 01.11.2014 the Tyre Pressure Monitoring Systems are
mandatory in new vehicles in accordance with regulation no.
661/2009 of the European Union. Two different systems are em‐
ployed. A differentiation is made between a system that measures
indirectly “Tyre Pressure Loss Indicator” and a system that meas‐
ures directly “Tyre Pressure Monitoring System” ⇒ page 81 .
1.2 Technical prerequisites

• The wheel and tyre combinations and conversions listed in the
tables of the individual vehicles refer exclusively to genuine
wheel rims.
• Approval of wheel and tyre combinations or a change to
wheels from the accessories trade is not possible with the cer‐
tificate statement attached here.
• Tubeless radial tyres may only be fitted to rims with a safety
hump feature on the shoulder.
• Tyres with run-flat properties (reinforced side walls) may only
be used on disc-type wheels with an extended hump and on
vehicles with a tyre pressure monitoring system
⇒ page 66 .
• When using the specified wheel/tyre combinations, the tyre
pressures shown should be maintained. Tyre pressure infor‐
mation is located on the tyre pressure plate on the inside of
the tank flap or on the driver side B-pillar.
• Sufficient clearance to the wheels and tyres at parts of the
wheel housing, suspension and braking system is assured if
the notes and specifications established in the certificate
statement are observed in all operating conditions.
• If not otherwise specified, snow chains may only be fitted to
the drive wheels. However, in four-wheel drive vehicles
Protected only
by copyright. Copying for private or commercial purposes, in part or in whole, is not
the front wheels should be fitted with snow chains.
2 Rep. gr.44 - Wheels, tyres, vehicle geometry

Additional wheel housing extensions (flaps)

For type approval technical reasons some vehicles require wheel
housing extensions (flaps) on the wing or bumper -arrows- when
using certain wheel and tyre combinations.
Please check whether wheel housing extensions must be fitted
on the vehicle.
The information is located in the overview table for the respective
vehicle.
1.3 Vehicle registration documents since

01-10-2005
The implementation of EU Directive 1999/37/EU "Registration
Documents for Vehicles" in national law and legal requirements
for data protection have necessitated the introduction of new, fal‐
sification-proof registration documents.
Since 01.10.2005, only the new documents are issued by the
registration authorities in the event of new registrations, change
of ownership, registration of technical modifications and all other
matters.
The new registration documents are comprised of:
♦ Registration certificate part I, which replaces the certificate of
registration and
♦ Registration certificate part II, which replaces the vehicle log
book.
Registration certificate part I (certificate of registration)
♦ Contains all vehicle technical data which must
Protected be available
by copyright. to or commercial purposes, in part or in whole, is not
Copying for private
register a vehicle in Europe; however, only
permitted oneauthorised
unless wheelbyand SEATtyre
S.A. SEAT S.A does not guarantee or accept any liability with
combination approved as standard is specified
♦ Contains the EU-wide, standardised, alphanumerical codes

assigned to the technical data, so that the German registration
certificate can be converted without problems into the regis‐
tration document prescribed in non-member European coun‐
tries for registration there
♦ Contains a field for documenting temporary or final immobili‐
sation of the vehicle, and is therefore no longer withdrawn in
the event of temporary or final immobilisation
Registration certificate part II (vehicle log book)
♦ Contains the note that the holder of the registration certificate
is not identified as the owner
♦ Contains only the current and, if applicable, the last vehicle
owner; the actual number of previous owners is shown nu‐
merically
♦ contains a small portion of the technical vehicle data
♦ No longer serves to document temporary vehicle deregistra‐
tion. In future the vehicle and body type will already be present,
which is indicated in the old documentation under number 1.
It is replaced in the new documentation with the vehicle
classes with the body type valid for all of Europe.
Introduction of the new registration documents will lead to barely
any changes for the vehicle operator.

Like the old certificate of registration, the registration certificate

part I (certificate of registration) must be kept in the vehicle and
submitted to responsible persons on request.
It is not necessary for the wheel and tyre combination specified
in the registration certificate part I (certificate of registration) to be
fitted. All combinations approved according to the general vehicle
type approval or EU type approval ⇒ page 4 may be fitted.
The validity of a wheel and tyre combination which deviates from
the general vehicle type approval or EU type approval must still
be verified via an entry in the registration certificate part I (certif‐
icate of registration), an installation certificate based on a part
certificate or general type approval for the wheel and tyre combi‐
nation.
1.4 COC document (EEC Certificate of Con‐

formity)
Manufactures of motorized vehicles must apply for an EU oper‐
ating permit for all class M1 passenger carrying vehicles.
A certificate is produced on the basis of this operating permit - the
COC (Certificate of Conformity).
This document certifies that the vehicle complies with the EU op‐
erating permit (EU type approval) and can be registered in every
EU country without an individual type approval.
The document will be issued for all vehicles that comply with the
EU operating permit.
These vehicles Protected
have an EU type
by copyright. plate
Copying for (black sticker) purposes,
private or commercial in the area
in part or in whole, is not
of the driver's permitted
door,respect
or intothe case of older vehicles, in the engine
unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
the correctness of information in this document. Copyright by SEAT S.A.
compartment.
The COC document has the same value as the registration docu‐
ment and therefore the original should not be carried on the
vehicle.
The COC document provides detailed technical data and all per‐
missible wheel and tyre combinations.
1.5 EU general type approval number, sales type and sales or trade designation
The designations below are only applicable to SEAT vehicles
All passenger cars registered for highway operation in Spain and
European Union (EU) member of countries require a homologa‐
tion for issue of the vehicle registration documents.
Since 01.01.1998, all passenger vehicles licensed within the Eu‐
ropean Union must have a type approval corresponding to EU
guidelines. Examples of exceptions of vehicles approved for op‐
eration in Germany with individual approval certificate.
In this way the same directives are applicable to all automobile
manufacturers. This makes trading across borders of the coun‐
tries within the EU easier.
The COC document contains the EU general type approval num‐
ber and detailed technical information on the vehicle such as
emissions classification and all the permitted wheel and tyre com‐
binations ⇒ page 4 .
All SEAT vehicles which already have an EU homologation are
listed in the table below.
Official designation of Sales or commercial designation
EU models
6H Arosa 1997 ►
6HS Arosa 3L 2001 ►

Official designation of Sales or commercial designation

EU models
9KS Inca 2000 ►
7MS Alhambra 1996 ►, Alhambra 2001 ►
7N Alhambra 2011 ►, Alhambra 2016 ►
6KS Ibiza 1999 ►, Cordoba 1999 ►, Cordoba Vario 1999 ►
6L Ibiza 2002 ►, Cordoba 2003 ►
1M Leon 1999 ►, Toledo 1999 ►
1P Leon 2006 ►, Leon 2009 ►
5F Leon 2013 ►, Leon SC 2014 ►, Leon ST 2014 ►, Leon X-Perience 2015 ►
5P Altea 2004 ►, Altea 2009 ►, Altea XL 2007 ►, Altea XL 2009 ►, Toledo 2005 ►,
Toledo 2009 ►, Altea XL Freetrack 2008 ►, Altea XL Freetrack 2009 ►
6J Ibiza 2008 ►, Ibiza ST 2010 ►
6P Ibiza 2016 ►, Ibiza ST 2016 ►
NH Toledo 2013 ►
KH Ateca 2017 ►
3R Exeo 2009 ►, Exeo ST 2009 ►
AA Mii 2012 ►

2 Handling problems
⇒ “2.1 Tyre rolling noises”, page 6
⇒ “2.2 Vehicle pulls to one side”, page 8
⇒ “2.3 Vibration”, page 12
⇒ “2.4 Solutions in the event of flattening”, page 13
2.1 Tyre rolling noises

⇒ “2.1.1 General information”, page 6
⇒ “2.1.2 Locking points”, page 7
2.1.1 General information

Tyre noise that can be heard by the human ear is caused by vi‐
brations which are transmitted by the air from the source of the
sound to our ears.
Of interest here are the noises caused by certain characteristics
and effects while the tyres are rolling (sound source).
The noise level will chiefly depend upon the road surface/tyre
combination.
The surface structure and the road material will have an effect on
the tyre rolling noise. The sound level on a wet road, e.g., is con‐
siderably higher than on a dry road.
The tyre tread has a great influence on the noise. Tyres with
transversal grooves at a 90° angle are noisier than tyres with
grooves at oblique confluent angles.
Small tread blocks are unstable. Their highly pronounced defor‐
mation agitates the air as the tyres roll. This creates the air
vibrations that cause tyre noise.
Wider tyres are also noisier. More grooves are required in the
tread pattern to allow the water to drain off. As the tyres go round,
the air is dislodged towards these grooves, resulting in air trans‐
mitted vibrations.
Other aspects with an effect on the emission of sound:
♦ “Tyre vibration” is the principal cause of tyre noise. They are
the result of the excitation of the column of air in the tread
grooves.
♦ “Air pumping” is the compression and dilation of the air as it
passes over the support surface of the tyre, due to the defor‐
mation in the tread blocks. Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
Theories behind tyre rolling noise respect to the correctness of information in this document. Copyright by SEAT S.A.
The noise is essentially caused by contact between the tyre and

the road surface.
The determining factors of the road surface are the roughness,
structure and material.
The determining factors of the tyre include the width of the tyre
and of the tyre rim. A wider tyre is noisier, due to the increased
contact surface area, as more air is dislodged a greater “mass” is
made to vibrate than in a narrow tyre.
A wider wheel rim also implies a wider tyre contact surface area.
The effects on the noise are, therefore, basically similar to those
of a wider tyre. In addition, a wider wheel rim may result in neg‐
ative influences on the shock absorbing properties of the tyre.

Tyre rolling noises are heard more clearly in the rear seats of the
vehicles with engines at the front, as the sound of the wind and
the engine muffle the tyre rolling noises.
2.1.2 Locking points

Locking points are the result of sharp braking with the wheels
locked, causing friction to the rubber on the tyre where it is in
contact with the road.
As the tyre slides over the road surface, the friction generates
heat which reduces the resistance to friction of the tyre tread.
Even the use of a combination of friction-resistant materials on
the tyre rolling surface does not exclude the possibility of locking
points, such as those produced during heavy braking.
Even regulated ABS braking systems are unable to prevent a
short period of locking and the resultant reduced planning.
The significance of this friction chiefly depends upon the vehicle
speed, the road surface and the load on the wheels. The numer‐
ical examples given below serve to illustrate the above.
For a vehicle braking on a dry road, with the wheels locked, until
coming to a total standstill, the friction of the rubber in the contact
area, approximately the size of a postcard, is approximately:
♦ at 57 km/h = 23.8 m braking distance, to 2.0 mm
Locking points on the contact surface area
A tyre damaged in this way is unserviceable and must be re‐
placed.
2. Handling problems 7
2.2 Vehicle pulls to one side

⇒ “2.2.1 General information”, page 8
⇒ “2.2.2 Conicity”, page 8
⇒ “2.2.3 Remedy for pulling to one side”, page 9
⇒ “2.2.4 Selective interchange of wheels fitted with tyres without
specified direction of travel.”, page 10
⇒ “2.2.5 Selective interchange of wheels fitted with tyres with
specified direction of travel.”, page 11
2.2.1 General information

During test drive check whether vehicle pulls to one side and if
so, to which side If the vehicle pulls to one side, see
⇒ page 9 .
If an axle measurement has been made, attach the measurement
sheet to the tyre with the complaint notification.
The tire structure may be tapered due to manufacturing toleran‐
ces. This results in a lateral force when the tire rolls which is
transferred directly to the wheel suspension leading to a self-
steering tendency on the vehicle. This self-steering behaviour can
be compensated by selective rotation of the wheels.
2.2.2 Conicity
Conicity is caused by asymmetry of the tyre band and/or belt with
respect to the geometrical centre of the tyre, within a margin of
tenths of a millimetre. Conicity is not noticeable at first glance and
can not be measured using workshop equipment.
Tyre components
1 - Bead
2 - Shoulder
3 - Tread
4 - Steel cable belt
A - Geometric centre of tyre
B - True belt position. This may be off-centre towards the exterior
or the interior

In explanation:
1 - Belt/tread off-centre
F1 - Unequal vertical forces
F2 - Unequal vertical forces
Fk - Conicity force
Due to this asymmetry, different degrees of rigidity occur on the
interior and exterior shoulders of the tyre, leading to different con‐
tact forces of the same. As a result, the belt and the tread are not
pressed with the same force (F1, F2) onto the road surface. A
cone is formed. The resulting force (conicity force Fk) may be‐
come so great, depending upon the speed of the vehicle, that the
vehicle pulls to one side.
If the force (Fk) is, for example, 50 Newton on one wheel of the
axle and 50 Newton on the other wheel, if both forces act in the
same direction, the forces are added together. The side pull of
the vehicle can be compensated for by rotating the tyre on the
wheel rim, as thenProtected
the forces would
by copyright. befor
Copying opposing.
private or commercial purposes, in part or in whole, is not
Given that the direction in which
respect the conicity
to the correctness force
of information acts
in this is notCopyright
document. visi‐ by SEAT S.A.
ble on the tyre, it can only be determined by making test drives
and interchanging the wheels/tyres which are the cause of the
lateral pull.
The tyre is made up of various components and different materi‐
als, partially vulcanised at the end of a complex manufacturing
process. This is why different constructive tolerances arise which
are noticeable due to the presence of lateral forces of greater or
lesser intensity (lateral conicity forces). These forces may also
appear in new tyres.
Pulling to one side on front axle
Pulling to one side can be caused by the running gear. However,
experience shows that in 90% of all complaints, the tyres cause
pulling to one side.
Pulling to one side when driving normally
The vehicle tends to pull to one side when driving on a straight
flat road surface, at constant speed or moderate acceleration. No
force is felt on the steering wheel.
Pulling to one side when accelerating sharply
Pulling to one side when accelerating sharply is partly an intrinsic
phenomenon of front-wheel drive vehicles. The driving properties
are considerably affected by the different wear relations between
the right and left wheels, or even by irregularities in the road sur‐
face (bumps), with the resulting fluctuation in grip on the road
surface. This complaint is not covered under the guarantee.
2.2.3 Remedy for pulling to one side

Points to check before and during the test drive:
– Check for possible damage to suspension components of the
front and rear axles.
– Tyre inflation has been checked.
– Tyre has been inspected visually for outer damage. Punctu‐
res, cuts, blisters on the sidewalls, flat spots from braking and
or damage to the tread.
– Ask customer if he has had a flat tyre/blowout and has repaired
in a certified workshop; replace tyres if necessary.
– Tyres checked for uniform wear and tread depth.
– Check all the tyres are the same type, make and have the
same tread pattern.
– For tyres with no specified direction of travel, check that all the
DOT marks on the tyre face outwards. If this is not the case,
the wheel rims/tyres have been previously interchanged.
– Is the tyre brand recommended as original equipment by the
factory?
– Level, straight roadway without rust which does not incline to
one side.
– Test drive vehicle together with customer under conditions
described above. Have customer demonstrate complaint phe‐
nomenon.
Note
No strong side wind.
If the complaint is justified, we recommend rotating the wheels

and tyres as described below.
Before commencing, the following instructions should be ob‐
served. Otherwise, the work may be carried out in vain
Note
♦ Mark the wheels / tyres before interchanging for the first time,
for example with LF, RF, LR and RR.
♦ After interchanging the wheels or turning the tyre on the wheel
rim, the performance of the vehicle should be checked on a
test drive. Make a note of how and what has changed.
♦ Assess the intensity of or possible modification to the lateral
pull.
♦ It is also important that the test drives are made by the same
person and along the same roads. It is best to drive along the
road in both directions.
♦ Replacing a tyre with a new tyre does not necessarily guar‐
antee that the pulling to one side will be eliminated. Therefore
it is recommended to strategically change round the wheels
as described below as a first step.
♦ If there are large differences in the
Protected by copyright. tread
Copying for depth
private orof the tyres
commercial on in part or in whole, is not
purposes,
the front and rearpermitted
axles,unless
theauthorised
tyres with theS.A.
by SEAT deeper
SEAT S.Atread should
does not guarantee or accept any liability with
always be mounted on the front axle.
2.2.4 Selective interchange of wheels fitted with tyres without specified direction
of travel.
↓
Check for pulling to one side, and to which side, during the test drive
↓
If there is a pull, interchange the front wheels
↓
Test drive.
The vehicle does not pull any more - END
The vehicle pulls to the opposite side The vehicle pulls to the same side
↓ ↓

Turn a front tyre on the wheel rim (in the opposite Interchange front wheels with rear wheels
direction to the direction of rotation)
↓ ↓
Test drive. Test drive.
The vehicle does not pull any more - END The vehicle does not pull any more - END
The vehicle pulls to one side The vehicle pulls to one side
↓ ↓
Interchange front wheels with rear wheels The vehicle pulls to the No change
opposite side
↓ ↓ ↓
Test drive. Turn a front tyre on the Check the alignment of the
wheel rim (in the opposite front and rear axles, ad‐
direction to the direction justing where necessary.
of rotation)
The vehicle does not pull any more - END If the alignment is correct,
consult Product Behaviour
The vehicle pulls to one side
↓
Interchange the front tyres
↓ ↓
The vehicle The vehicle pulls to one side The vehicle does not pull
does not pull any more - END
any more -
END
↓ The vehicle pulls to one
side
Fit new tyres on front axle Fit new tyres on front axle
↓ ↓
The vehicle does not pull any more - The vehicle does not pull
END any more - END
↓ ↓
Vehicle pulls to one side, see product behaviour
2.2.5 Selective interchange of wheels fitted with tyres with specified direction of
travel.
↓
Check for pulling to one side, and to which side, during the test drive
↓
If the vehicle pulls to one side, interchange the front tyres (wheels) with the rear ones
↓
Test drive.
↓
First replace a tyre on the front axle
↓
Test drive.

↓
Then replace the other tyre on the front axle
↓
Test drive.
↓
Measure the alignment of the vehicle at the front and back
↓
Test drive.
Vehicle pulls to one side, see product behaviour
2.3 Vibration
⇒ “2.3.1 Vibration, causes for vibration”, page 12
⇒ “2.3.2 Vibration, conducting a road test before balancing
wheels”, page 12
⇒ “2.3.3 Vibration, vibration control system”, page 13
2.3.1 Vibration, causes for vibration

There are various reasons for uneven running. Among other
things this can be due to tyre wear When driving, tread wear is
not uniformly distributed over the tyre. Therefore, there are small
irregularities affecting wheel balance while driving even though
the wheels are correctly balanced.
This uneven running cannot be perceived on the steering wheel,
but it is there. They increase tyre wear and reduce the operating
life of the tyres.
Recommendation Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
In order to ensure respect to the correctness of information in this document. Copyright by SEAT S.A.
• optimal safety,
• optimum level of driving stability and
• uniform wear
throughout a tyres service life, we recommend having the wheels
and tyres balanced at least twice during the tyres service life.
2.3.2 Vibration, conducting a road test before

balancing wheels
If a customer brings a vehicle to the workshop complaining about
“vibration”, a road test is essential prior to balancing the wheels.
♦ This will determine the type of imbalance.
♦ The range of speeds at which the imbalance appears is also
recorded.
– Raise the vehicle on a lifting platform immediately after the
road test.
– Mark installation position on tyre.

Location of the tyre Marked with …

left front tyre VL
right front tyre RF
left rear tyre LR
right rear tyre RR
– Unbolt wheels from vehicle.
– Balance wheels.
2.3.3 Vibration, vibration control system

The vibration control system - VAS 6230 A- has a range of addi‐
tional features over and above regular static wheel balancing.
One peculiarity of this system is it is able to check the radial force
of the wheel while rolling.
For this purpose, a roller presses against the wheel with a force
of approx. 635 kg. In this way, the vertical force applied by the
tyre onto the road while driving is simulated.
The vertical forces vary depending upon the radial and axial run-
out and the rigidity of the tyres.
The -VAS 6230 A- detects and memorises the position of maxi‐
mum measured radial force in the tyre. Next, the position of the
smallest space between the rim contour and the centre of the
same is measured.
2.4 Solutions in the event of flattening

Solutions in the event of flattening
♦ The flattening out of tyres can not be corrected using workshop
tools.
♦ This flattening permitted
out canunless
only be removed
authorised bySEAT
by SEAT S.A. driving
S.A doesonnotthe tyre or accept any liability with
guarantee
until it warms up. respect to the correctness of information in this document. Copyright by SEAT S.A.
♦ The method described below is not recommended in cold and
wintry weather.
Requirements/conditions
– If necessary, check tyre pressure and correct.
– If possible, drive the vehicle onto a motorway.
– Traffic and road conditions permitting, drive a 20- to 30-kilo‐
metre stretch at a speed of 120 to 150km/h.
WARNING
♦ Do not endanger yourself or other road users during this

road test.
♦ Observe the highway code and speed limitations in force
when performing the road test.
– Jack up the vehicle immediately after the trip.

– Unbolt wheels from vehicle.
– Balancing wheels on stationary wheel balancer ⇒ page 41 .

3 Evaluating tyres
⇒ “3.1 Flat spots caused by storage or handling”, page 15
⇒ “3.2 Ripples in sidewall”, page 15
⇒ “3.3 Saw-tooth tread wear”, page 16
⇒ “3.4 Flat spots caused by hard braking”, page 16
⇒ “3.5 Swellings in the tyre sidewall”, page 16
⇒ “3.6 Cuts”, page 18
⇒ “3.7 Damage from foreign bodies”, page 18
⇒ “3.8 Torn tread”, page 18
⇒ “3.9 Tyre damage due to insufficient inflation pressure”,
page 19
⇒ “3.10 Checking tyres”, page 19
⇒ “3.11 Damage occurring when fitting tyres”, page 20
3.1 Flat spots caused by storage or handling

What is flattening?
Flattening is also known as flattening out .
Flat spots may cause uneven running, as with a poorly balanced
wheel. It is essential to recognise flattening of the tyre band as
such.
Flattening cannot be balanced. It may reappear for different rea‐
sons at any moment. Complex tools are not necessary to remove
flattening, except in the case of flattening due to sudden breaking
⇒ page 7 .
Note
Flat spots caused by hard braking cannot be repaired. Such tyres

must be renewed.
Reasons for flattening

♦ The vehicle is left standing for several weeks without being
used.
♦ The tyre pressure is too low.
♦ After being painted, the vehicle was left in the drying kiln of the
painting workshop.
♦ The vehicle was parked while the tyres were hot in a cold ga‐
rage or similar place for a long period of time . In this case,
flattening may even occur overnight.
– Eliminate flat spots caused by storage or handling
⇒ page 13 .
3.2 Ripples in sidewall

Theses ripples are small grooves onpermitted
the tyre sidewall.
They reach from the tyre bead to the shoulder. The figure
⇒ page 8 shows these components.

There is an accumulation of material at the contact points of the
tyre components.
Ripples on the side of the tyre have no effect on
3. Evaluating tyres 15
♦ the safety,
♦ Service life,
♦ the vehicle characteristics or
♦ other tyre properties.
These ripples are noticeable to a greater or lesser degree. It is
not necessary to remove the tyre or carry out an inspection.
What causes the ripples on the sidewall?
To reduce weight, the sidewalls of modern radial tyres with metal
frame usually only have one layer.
Before assembly, when the tyre is being shaped, the pieces of
the sidewall are made up of longitudinal bands. These then over‐
lap on the contact points of the materials. This produces small
irregularities and ripples at the overlap zones. Due to the con‐
struction type using only one layer, these overlaps can be more
easily observed from the outside.
3.3 Saw-tooth tread wear

3.4 Flat spots caused by hard braking

♦ This type of flat spots may be caused by hard braking on a
rough surface such as a tarmac road.
♦ During this type of braking manoeuvre only a certain area of
the tyre is abraded accordingly and therefore causes an im‐
balance.
♦ Consequently, a flat spot caused by hard braking results in
vibration in the vehicle, deteriorated vehicle handling and in‐
creased noise.
♦ In most cases, a wheel with this kind of tyre tends to lock again
in the area with the larger contact surface between road and
tyre even at lower braking forces and therefore cause even
higher vibration.
♦ If the flat spot caused by hard braking is not too significant, the
vibrations may stop after the tyre has been worn all-round ac‐
cordingly.
Caution
“Significant” flat spots caused by hard braking cannot be re‐

paired. Such tyres must be renewed.
3.5 Swellings in the tyre sidewall

A swelling in the sidewall of the tyre indicates that Protected
the substructure
of the carcass has been damaged. permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with

The usual cause of this type of damage is a knock at a sharp angle

against a curb, for example.
Tyre carcasses flattened in this way may be damaged.
In these cases, the interior part of the tyre is strained until some
of the carcass threads break.
The severity of the damage depends upon the speed of collision,
the angle of collision, the tyre pressure, the axle load and the type
of obstacle.
Signs of the collision on the tyre sidewall -arrows-
Note
♦ Care should be taken not to drive onto kerbs!

♦ When driving on a curb always approach very slowly at an
obtuse angle.
Interior view of a tyre with a broken carcass

As a result of the hard impact the carcass has been flattened
against the contour rim, and has broken at the contact area.
Damage to the interior of the tyres caused by collision (double

fracture)
Double fault -arrows- resulting
permitted frombypinching
unless authorised together
SEAT S.A. SEAT S.A doeswhen driv‐or accept any liability with
not guarantee
ing over a curb. This isrespect
frequently not visible
to the correctness fromin the
of information exterior.
this document. Copyright by SEAT S.A.
3.6 Cuts
Cuts caused by sharp obstacles -arrow-.
3.7 Damage from foreign bodies

Driving over hard, pointed objects like nails, screws and the like
can pierce the tyre.
This inevitably leads to future tyre damage.
Damage from foreign bodies forced into tyres
The object in question -mark- is often forced into the tyre in such
a way that it does not come out even at high speeds. It may even
act as a plug, sealing the tyre relatively well. The consequence is
a slow loss of air, not immediately perceived by the driver, but
which may lead to a sudden fault in the tyre.
Note
Radial tyres with a metal frame whose structure has been perfo‐
rated by a foreign body should not be repaired.
3.8 Torn tread

Tyres with separated tread
This type of damage generally emerges over long periods of time.
If a damaged tyre, as shown here, is subjected to high levels of
stress, this may cause a break in the structure of the tyre due to
the centrifugal forces generated when travelling at high speeds.
The diagram shows a tyre with the tread torn off as a result of
driving with the tyre underinflated.

3.9 Tyre damage due to insufficient inflation

pressure
The most frequent cause of these problems is from minor exterior
damage, a faulty valve or a leaky wheel rim as a result of damage
or corrosion.
Detachment of the polymer casing
Excessive heating due to driving with substantially insufficient tyre
pressure led to overheating and subsequent separation of the
carcass from the rubber material -arrows-.
The tyre shown was driven for a short time while underinflated
with respect to the load being carried. Typical indications of this
are worn points resulting from scraping in the area of the bead
caused by the rim flange and discolourations. This can be recog‐
nised bybycopyright.
Protected smallCopying
notches in the
for private area ofpurposes,
or commercial the inner side
in part wall.is not
or in whole,
As the tyre rolls, strong shearing forces are produced between
the layers of the steel tyre cables, especially at the ends of the
radial structure.
Tyres with dents along the edge of the bead zone

Wide dents along the perimeter of the bead zone -arrows- are
also the result of under inflation.
If tyres are driven on while underinflated or if tyre damage is un‐
detected or not repaired, the consequences may be serious.
The tyre will not withstand the forces generated while driving.
Therefore, the tyre properties will be severely lessened. The pol‐
ymers will become detached, and other components will be par‐
tially detached. This will result in the total destruction of the tyre.
3.10 Checking tyres

The use of damaged tyres may have serious consequences,
therefore it is necessary for tyres to be regularly checked by both
the driver and the workshop, so that any possible faults can be
detected early..
A damaged tyre can not withstand extreme driving situations such
as:
The failure of a tyre may be due to a variety of reasons:
♦ Driving with underinflated tyres
♦ Error in fitting tyre
♦ Hitting obstacles
♦ Age
♦ Incorrect storage
WARNING
Whenever a safety risk cannot be ruled out, the tyre must be

renewed.
When checking a tyre, look out especially for the following criteria:
♦ Surface erosion or ripples on the inner side (inflation pressure

was too low or not sufficient for the load)
♦ Loose rubber or loose radial threads
♦ Separated or deformed bead core
♦ Damage to tyre bead with cord ply visible
3.11 Damage occurring when fitting tyres

Bead core broken during tyre inflation.

Modern radial vehicle tyres are exclusively fitted on safety rims,

these have a perimeter ridge on the shoulders -1-.
1 - Hump (H2)
2 - Inner bead seat
3 - Wheel rim
4 - Wheel rim plate:
5 - Outer bead seat
This ridge prevents the tyre bead from being flattened by the
wheel rim shoulders when driving with underinflated tyres.
When the tyre is inflated, the bead may be caught on the narrow
shoulder rim, on the ridge, on part of the perimeter.
In this case, there is a risk of forcing the tyre bead in the event of
over inflation, and breaking the steel cables either partially or to‐
tally. A broken bead core cannot be detected from the outside.
DANGER!
♦ Tyres with damaged bead do not fit safely onto the wheel
rim. These tyres are dangerous.
♦ There is also a risk that the broken bead will be detached
if the vehicle continues to be driven, and the tyre may
break suddenly. If there is a break in the bead when the
tyre is inflated during assembly, this will also destroy the
tyre carcass.
4 Tyre wear
⇒ “4.1 Factors influencing the useful life of tyres”, page 22
⇒ “4.3 Wear on high-speed tyres”, page 23
⇒ “4.4 Measuring tread depth”, page 24
⇒ “4.5 Lateral wear”, page 24
⇒ “4.6 Wear of the outer shoulder”, page 27
⇒ “4.7 Diagonal wear”, page 28
⇒ “4.8 Centre wear”, page 28
⇒ “4.9 Permissible deviation in tread depth”, page 29
4.1 Factors influencing the useful life of

tyres
The following factors have an influence on the useful life of tyres
to a varying degree:
Driving style:
♦ Vehicle speed
♦ Braking
♦ Acceleration
♦ Cornering
Maintenance:
♦ Tyre pressure
Environment:
♦ Road surface
♦ Air temperature/weather
Vehicle:
♦ Weight
♦ Dynamic values of toe-in and camber
Usage Protected
range:by copyright. Copying for private or commercial purposes, in part or in whole, is not
♦ Speed respect
rangeto the correctness of information in this document. Copyright by SEAT S.A.
♦ wet or dry
Type of tyre:
Winter/summer
Running gear modifications:
If suspension lowering kits and/or alloy wheels that have not been
approved by the vehicle manufacturer are used as accessories,
the wheel positions can be altered so that the specified alignment
is no longer maintained while driving.
Even if the axle geometry adjustment is correct with the vehicle
stationary during wheel alignment, the changed vehicle height
and wheel positions can cause the wheel suspension to move
differently when driving.
Uneven wear is then unavoidable.

4.2 Saw-tooth tread wear

Saw-toothed tread wear means incremental wear to the various
tread blocks ⇒ page 23 , which result in higher tyre noise. The
saw tooth pattern ("heel-and-toe" wear) is caused by uneven de‐
formation of the tread blocks in the tyre contact area. Saw tooth
wear is more pronounced in non-drive wheels than in drive-
wheels.
New tyres have a greater tendency to saw-tooth wear as the high
tread blocks are more elastic. As the tread depth decreases, the
tread blocks become more rigid and the tendency to wear in a
saw-tooth pattern decreases.
View of saw tooth wear
A - Tread blocks on a new tyre: blocks viewed in the direction of
travel -arrow 1-, identical height front and back.
B - Formation of the saw tooth: blocks viewed in the direction of
travel -arrow 1-, higher at the front than at the rear-arrow 2-.
C - Tread blocks in the direction of travel -arrow 1-, greater wear
at the front part of the “saw tooth” -arrow 3-.
If the saw tooth wear is very pronounced, there may be complaints
about the resulting noise.
Increased saw tooth wear is due to:
♦ Excessive toe-in
♦ Incorrect tyre pressures
♦ when the tread is coarse, open
♦ Tyres not fitted on the drive shaft
♦ Sharp bends
Tyres without specified direction of travel
If saw tooth wear occurs the direction of travel of the tyres should
be changed. If severe saw tooth wear occurs with a high degree
of tyre rolling noise, the wheels should be interchanged in diag‐
onal pairs. This will result in a rapid decrease in saw tooth wear.
This effect is even more noticeable in front-wheel drive vehicles
due to the greater wear on the front axle.
The tyre rolling noise produced by the tyres increases immedi‐
ately after changing the tyres, and returns to a normal tyre rolling
noise
Protected level Copying
by copyright. after driving between
for private or commercial500 andin part
purposes, 1000 or inkm.
whole, is not
Directional
respect tyresof information in this document. Copyright by SEAT S.A.
to the correctness
If the saw tooth wear on the rear axle is excessive, particularly on

vehicles with front-wheel drive, the rear wheels should be ex‐
changed with the front wheels. If saw-toothed shaped higher one
axle, both tyres should be mounted reversed on their rims. The
left-hand wheel must then be fitted on the right side of the vehicle
and the right-hand wheel on the left side.
4.3 Wear on high-speed tyres

These tyres are designed for driving at the highest speeds. There‐
fore, good grip on wet road surfaces is of particular importance in
the design. These combinations of materials are not as resistant
to friction as the T and H tyres designed for lower speeds.
The useful life of high-speed tyres is therefore much lower, given
similar conditions of use.
4. Tyre wear 23
4.4 Measuring tread depth
Note
♦ The tread depth is measured in the main tread channels.

♦ It is not necessary to measure at the TWI (Tread Wear Indi‐
cator ).
The depth of the tyre tread should be measured at the principal

tread grooves, at the points of greatest wear. The positions of the
TWI indicators are marked on the tyre sides
⇒ Item 2 (page 54) .
A “Δ” or the manufacturer's “logo” may appear in the place of
“TWI”.
The surfaces of the tread wear indicators have a height of 1.6 mm.
This is the minimum tread depth required by German law.
Different values may apply in other countries.
The wear indicators should not be included in the measurements.

The measurement obtained at the deepest point of the tread
grooves is the value to be taken for measurement.
A - TWIs on the principal grooves of the tread
B - Principal grooves of the tread with TWIs -arrows-
4.5 Lateral wear

The causes principally lie in driving style and, on occasions, axle
alignment.

Upper side wear

Lateral wear, generally in combination with erosion on the tread
ribs and fine cuts, appears when the tyres pull to one side and
therefore have an »eroding effect« on the road surface.
Driving fast on a stretch of road with lots of bends will cause in‐
creased wear, in particular on the outer shoulder.
A rounded tyre shoulder in combination with excessive wear of
the exterior tread blocks indicates frequent driving at high speeds
on winding roads. This type of wear is influenced by driving style.
The running gear is adjusted to specified values of toe-in and
camber in order to optimise driving behaviour. If the tyres do not
meet the above conditions, high lateral wear should be consid‐
ered.
In particular, incorrect toe-in and camber values may result in high
lateral wear, increasing the risk of diagonal erosion.
Toe-out
The distance between the wheels is greater at the front edge
-A- than at the rear edge-B- (-C- in the direction of travel).
4. Tyre wear 25
Toe-in
The distance between the wheels is smaller at the front edge
-A- than at the rear edge -B- (-C- in the direction of travel).
To prevent lateral wear of tyres, the wheel adjustment should be
checked to ensure that it is within the tolerance margin specified
by the vehicle manufacturer. The most common causes of imbal‐
ance in wheels are external, e.g. hitting the kerb when parking.
By measuring wheel alignment it is possible to determine whether
the wheel balance lies within the tolerance margin or whether the
wheels require balancing.
Modifications to the running gear
Using suspension-lowering kits and/or alloy wheels that have not
been recommended by the vehicle manufacturer may result in
altered wheel positions which deviate from the specified align‐
ment.
Even if the axle geometry adjustment is correct with the vehicle
stationary during wheel alignment, the changed vehicle height
and wheel positions can cause the wheel suspension to move
differently when driving.
Uneven wear is then unavoidable.
Unsuitable use of self-levelling adjustments on pneumatic sus‐
pension system
The use of the off-road level is recommended only for driving off-
road. Permanent use of the off-road level during normal road
operation can lead to increased tyre wear as the height of the
wheel position is different to the road level.
To avoid one-sided wear to the tyres it is necessary to ensure that
the wheels are properly aligned on the one hand and, on the other,
that the vehicle is used as intended.
Good vehicle and tyre maintenance will help to reduce wear. The
following points should be remembered:
♦ The minimum specified tyre pressures should be maintained.
♦ It is not possible to prevent greater wear of the drive-wheel
tyres as a function of driving style. To reduce this effect, inter‐
change the tyres between the axles regularly. For example, by
taking advantage of the change from summer tyres to winter
tyres and vice-versa. This rotation ensures that all tyres were
evenly and that a complete set of new tyres can be installed
when required. This helps to prevent the fitting of tyres with
different treads on the axles, which may have a negative effect
on the handling of the vehicle.
♦ If the vehicle is not driven aggressively, the expected pattern
of wear will be like the teeth of a saw ⇒ page 23 . The noise
of the tyres increases, but will gradually decrease as tread
wear becomes deeper. In the event of slight saw-tooth wear
or where the saw-tooth is still forming, it is usually sufficient to
interchange the tyres between axles. In the event of consid‐
erable saw-tooth wear, the wheels should be changed in such
a way as to ensure the direction of travel is altered
⇒ page 23 . This does not apply for tyres with a directional
tread pattern.

♦ With some tyre profiles one can get an optical impression of

premature wear: If the ribs of winter tyres, or the sipes are worn
out, only the compact studs of the profile remain, without the
negative part, giving the impression that the tyre is worn out.
In this case, the remaining tread depth in each of the grooves
should be measured. If this is at or below the minimum tread
depth, the tyre can continue to be used without restrictions. (In
Germany, the minimum is 1.6 mm; it is recommended, and in
Austria, required, that winter tyres that are worn down to 4 mm
be used only in summer )
4.6 Wear of the outer shoulder

Unsuitable use of self-levelling adjustments on pneumatic sus‐
pension system
The use of the off-road level is recommended only for driving off-
road. Permanent use of the off-road level during normal road
operation can lead to increased tyre wear as the height of the
wheel position is different to the road level.
To avoid one-sided wear to the tyres it is necessary to ensure that
the wheels are properly aligned on the one hand and, on the other,
that the vehicle is used as intended.
Good vehicle and tyre maintenance will help to reduce wear. The
following points should be remembered:
♦ The minimum specified tyre pressures should be maintained.
♦ It is not possible to prevent greater wear of the drive-wheel
tyres as a function of driving style. To reduce this effect, inter‐
change the tyres between the axles regularly. For example, by
taking advantage of the change from summer tyres to winter
tyres and vice-versa. This rotation ensures that all tyres were
evenly and that a complete set of new tyres can be installed
when required. This helps to prevent
Protectedthe fitting of
by copyright. tyres
Copying with or commercial purposes, in part or in whole, is not
for private
different treads on the axles, which mayrespecthave a negative effect in this document. Copyright by SEAT S.A.
to the correctness of information
on the handling of the vehicle.
♦ If the vehicle is not driven aggressively, the expected pattern
of wear will be like the teeth of a saw ⇒ page 23 . The noise
of the tyres increases, but will gradually decrease as tread
wear becomes deeper. In the event of slight saw-tooth wear
or where the saw-tooth is still forming, it is usually sufficient to
interchange the tyres between axles. In the event of consid‐
erable saw-tooth wear, the wheels should be changed in such
a way as to ensure the direction of travel is altered
⇒ page 23 . This does not apply for tyres with a directional
tread pattern.
♦ With some tyre profiles one can get an optical impression of
premature wear: If the ribs of winter tyres, or the sipes are worn
out, only the compact studs of the profile remain, without the
negative part, giving the impression that the tyre is worn out.
In this case, the remaining tread depth in each of the grooves
should be measured. If this is at or below the minimum tread
depth, the tyre can continue to be used without restrictions. (In
Germany, the minimum is 1.6 mm; it is recommended, and in
Austria, required, that winter tyres that are worn down to 4 mm
be used only in summer )
4. Tyre wear 27
4.7 Diagonal wear

Diagonal wear
The diagonal wear is produced at an angle of 45 ° to the tyre
circumference.
Usually it appears at one point, but sometimes may appear at
various points along the perimeter.
Such erosion wear occurs almost exclusively on the tyres on the
non-driven wheels, in particular at the rear left. Some vehicle
models are subject to frequent wear while others rarely have a
problem. The effect is worsened with high toe-in values. Values
below the lower tolerance limit improve the wear.
The most serious diagonal wear is often found at the joint of the
tyre components.
The wheel which turns under toe-in also does so when travelling
in a straight line to one side. This leads to diagonal deformation
in the contact zone between the tyre and the road surface.
Wear is increased by driving with low tyre pressures. To prevent
wear of this type, the toe-in values of both rear wheels should be
equal and the specified tyre pressures should be maintained.
Interchange the wheels on the drive shaft when wear begins, as
long as they are in good condition. Deep wear cannot be repaired.
Error in alignment
In the event of complaint of “diagonal wear” check the wheel
alignment. If this is correct, the cause of diagonal wear most
probably lies in the tyres.
Tyres with diagonal wear as a result of incorrect wheel alignment
are not covered by the guarantee.
4.8 Centre wear

This type of wear is typical on the drive-wheels of powerful vehi‐
cles, frequently used on long journeys at high speeds.
Due to centrifugal forces, when driving at high speeds the tyre
diameter is more pronounced in the centre
permitted of theauthorised
band than atS.A.
theSEAT S.A does not guarantee or accept any liability with
unless by SEAT
shoulder. The driving force is transmittedrespect
from tothe central part
the correctness of in this document. Copyright by SEAT S.A.
of information
the band to the road, and this is reflected in the pattern of wear
on the tyre.
This effect is particularly noticeable on wide tyres.
This pattern of wear can not be reduced by deflating the tyres.
WARNING
For reasons of safety, tyres must never be deflated to below

the specified pressure values.
More uniform wear can be obtained by regularly interchanging the

tyres on the drive-wheels to the other axle.

High wear on the tread band

Typical wear pattern on drive-wheels of a powerful vehicle.
The high level of wear on the central part of the tread band is due
to the effort related to the centrifugal force of the tyre and the
transmission of the drive wheel.
4.9 Permissible deviation in tread depth

♦ Only tyres of the same construction and tread pattern should
be used on all four wheels.
♦ The tyres with the deeper
permitted unlesstread should
authorised by SEATalways
S.A. SEATbeS.Afitted on
does not the or accept any liability with
guarantee
front wheels. respect to the correctness of information in this document. Copyright by SEAT S.A.
♦ It is basically possible to replace tyres individually. However,

the vehicle manufacturer recommends replacing at least both
tyres on an axle at the same time.
♦ On vehicles with rear sport differential, the vehicle manufac‐
turer recommends that you always replace both rear tyres at
the same time.
Note
Technical reason for these restrictions: thermal loads on the gear

oil due to large differences in the rolling circumference of the
tyres.
The difference between the front and rear axle must not be more
than 3 mm.
As an example:
Tread depth left front Tread depth right front Average tread depth Difference between front axle
tyre tyre on front axle and rear axle
2.0 mm 2.0 mm 2.0 mm (left to right) 3.0 mm
Tread depth left rear tyre Tread depth right rear Average tread depth within permissible tolerance
tyre on rear axle range
3.0 mm 7.0 mm (new tyre) 5.0 mm (left to right)
4. Tyre wear 29
5 Component overview
⇒ “5.1 Assembly overview - wheel”, page 30
5.1 Assembly overview - wheel

⇒ “5.1.1 Assembly overview - standard wheel”, page 30
5.1.1 Assembly overview - standard wheel
1 - Wheel
❑ Fitting wheels
⇒ page 48
2 - Wheel bolts
❑ Different versions
⇒ page 85
3 - Tyres
❑ ⇒ “8 Information on
tyres”, page 53
4 - Valve/tyre pressure sensor
❑ Always renew valve
❑ Use only correct valves
as specified in ⇒ Elec‐
tronic Parts Catalogue
“ETKA”
❑ ⇒ “11 Tyre pressure
sensor”, page 82
5 - Wheel rim
❑ Observe the fitting in‐
structions ⇒ page 36
❑ ⇒ “9 Information on Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
wheel rims”, page 75
❑ ⇒ “9.1 Layout of a wheel
rim”, page 75
6 - Adhesive balancing weights
❑ Not more than 60 g per‐
mitted per rim flange
❑ Remove dirt and grease
from wheel rim at bond‐
ing point
❑ Pull off backing foil
❑ Bond on balancing
weights at surfaces pro‐
vided for this purpose
7 - Anti-theft wheel bolt
❑ Observe the fitting instructions ⇒ page 85
❑ Handling ⇒ page 86
8 - Adapter for anti-theft wheel bolt
❑ Fit onto wheel bolt ⇒ page 86
9 - Cap for anti-theft wheel bolts
10 - Caps for wheel bolts
11 - Wheel bolts
❑ Specified torque: ⇒ Running gear, axles, steering; Rep. gr. 44 ; Wheels, tyres; Specified torque for
wheel bolts

Note
Make sure the correct wheel bolts

are fitted ⇒ Electronic Parts Cata‐
logue “ETKA”
❑ Observe the fitting instructions ⇒ page 85
12 - Hub cap
❑ removing and fitting ⇒ page 78
5. Component overview 31
6 Fitting tyres
⇒ “6.1 Pressing tyre off wheel rim”, page 32
⇒ “6.2 Removing tyre sealant”, page 32
⇒ “6.3 Removing tyre from wheel”, page 33
⇒ “6.4 Ensuring proper assembly temperature for tyres”,
page 36
⇒ “6.5 Fitting tyres”, page 36
⇒ “6.6 Matching wheels and tyres”, page 40
⇒ “6.7 Balancing wheel”, page 41
6.1 Pressing tyre off wheel rim

– Unscrew the valve core.
Note
♦ If bonded wheel trims are fitted, treat them with great care. The
surface is susceptible to scratches.
♦ If the wheel trim is damaged,
Protected byrenew
copyright.wheel rim.
Copying for private or commercial purposes, in part or in whole, is not
– Fit bead breaker -1- opposite to tyre valve -arrow- and at a
distance of less than 2 cm from the wheel flange.
– Remove balancing weights and dirt from wheel rim.
– Press both tyre beads off all round and liberally coat tyre and
wheel rim flange with tyre assembly paste -arrow-.
Note
Avoid any severe braking and acceleration manoeuvres for the

first 100 or 200 km driven. Otherwise, the tyres may turn on the
wheel rim due to the tyre assembly paste.
6.2 Removing tyre sealant

– Place the wheel on a flat surface.

Caution
The tyre sealant is hazardous to the health.

May cause eye and skin irritation.
♦ Wear protective gloves.
♦ Wear protective glasses.
– Use a drill or mill to carefully drill a hole in shoulder area of

tyre.
– Hold wheel over a suitable container and drain sealant.
– Remove tyre from rim.
– Clean rim.
6.3 Removing tyre from wheel

⇒ “6.3.1 Removing tyres, wheels without and with tyre pressure
monitoring”, page 33
⇒ “6.3.2 Removing tyres, run-flat tyres, ultra-high-performance
tyres”, page 34
6.3.1 Removing tyres, wheels Protected

without and
with tyre pressure monitoring
• If fitted, check tyre pressure sensor using vehicle diagnostic
tester, and renew it as necessary.
Note
♦ The tyre pressure sensor (if fitted) must not come into contact
with water or be blown upon with compressed air when the
wheel rim is cleaned.
♦ If the wheel trim is damaged, renew wheel rim.
– Place wheel with tyre on a tyre fitting unit.
6. Fitting tyres 33
– Turn wheel at least 30° until the tyre valve or the tyre pressure
sensor faces the mounting head.
– Using assembly lever, lever upper tyre bead over assembly
finger.
– Remove assembly lever.
– Run tyre fitting unit clockwise until upper tyre bead is fitted
completely over wheel rim flange.
– Using assembly lever, lever lower tyre bead over assembly
finger.
– Insert plastic assembly lever.
– Using plastic assembly lever -1- and working from outside,

hold bead over wheel rim flange, and run tyre fitting unit clock‐
wise until tyre is completely removed from wheel rim.
Note
♦ Check that the tyre pressure sensor

unless is not loose orS.A.
damaged.
permitted authorised by SEAT SEAT S.A does not guarantee or accept any liability with
If the screwed connection is loose,
respect replace the union
to the correctness nut,inthe
of information this document. Copyright by SEAT S.A.
valve core, the seal, the sealing washer and the valve cap with
new parts from the repair set ⇒ Electronic parts catalogue
“ETKA” .
♦ Remove tyre pressure sensor if damaged ⇒ page 83 .
6.3.2 Removing tyres, run-flat tyres, ultra-

high-performance tyres
• Only trained personnel may perform any assembly work on
run-flat tyres and ultra-high-performance tyres.
Note
♦ The tyre pressure sensor must not come into contact with wa‐
ter or be blown upon with compressed air when the wheel rim
is cleaned.

– Insert depressor -3- opposite to assembly head -1- on wheel
rim.
– Using assembly lever, lever upper tyre bead over assembly
finger.
– Run tyre fitting unit clockwise until upper tyre bead is fitted
completely over wheel rim flange.
This action will push the depressor -1- up against the assembly
head. This allows it to be removed easily.
– Now lever the tyre rim with the remover -3- over the mounting
lip on the head.
– Using assembly lever, lever lower tyre bead over assembly
finger.
– Insert plastic assembly lever -4-.
– Remove assembly lever -3-.
6. Fitting tyres 35
– Using plastic assembly lever -1- and working from outside,

hold bead over wheel rim flange, and run tyre fitting unit clock‐
wise until tyre is completely removed from wheel rim.
Note
♦ Check that the tyre pressure sensor is not loose or damaged.

If the screwed connection is loose, replace the union nut, the
valve core, the seal, the sealing washer and the valve cap with
new parts from the repair set ⇒ Electronic parts catalogue
“ETKA” .
♦ Remove tyre pressure sensor if damaged ⇒ page 83 .
6.4 Ensuring proper assembly temperature

for tyres
Caution
Risk of damage to tyres due to excessive heat.

♦ Never heat tyres with a radiator or hot air blower.
♦ Heat tyres with warm water or warm air (max. 50°C).
The ideal assembly temperature for a tyre is between 15°C and

30°C in the interior of the tyre. The surface temperature of the tyre
during the warming up phase is no indication of its internal tem‐
perature.
– Store the cold tyres on an insulated surface, pallet or the like
at the workshop 1 day before installation. The tyres must not
be stacked, but rather stored separately from one another so
that they can quickly absorb the heat of the environment.
Required time for heating in urgent cases
♦ Tyres with an internal temperature of over 0 °C at least 2 hours
until at least 19 ℃
♦ Tyres with an internal temperature of over 0 °C at least
2.5 hours until at least 19 ℃
– Occasionally, dry off
permitted condensate
unless water
authorised by SEAT withS.A
S.A. SEAT a cloth.
does not guarantee or accept any liability with
6.5 Fitting tyres
⇒ “6.5.1 Mounting tyre, wheels without and with tyre pressure
monitoring”, page 36
⇒ “6.5.2 Mounting tyre, run-flat tyres, ultra-high performance
tyres”, page 38
6.5.1 Mounting tyre, wheels without and with

tyre pressure monitoring
run-flat tyres.
– Ensure proper assembly temperature for tyres ⇒ page 36 .

Note
♦ The tyre pressure sensor (if fitted) must not come into contact
with water or be blown upon with compressed air when the
wheel rim is cleaned.
– Clean rim.
– Insert new tyre valve using valve fitting tool - VAS 6459- .
– Liberally apply tyre assembly paste to wheel rim flanges, tyre
beads and inner side of the upper tyre beads.
– Place tyres with inner side facing downwards onto wheel rim.
6. Fitting tyres 37
– Turn wheel rim, until tyre valve or tyre pressure sensor are
positioned opposite to assembly head.
– Press tyre between tyre valve with tyre pressure sensor and
assembly head in -direction of arrow- into well base.
– Run tyre fitting unit clockwise until assembly head is posi‐
tioned before tyre valve or tyre pressure sensor. The lower tyre
bead will now slide over the wheel flange.
tioned before tyre valve or tyre pressure sensor. The upper
tyre bead will now slide over the wheel flange.
Caution
Risk of damage to wheel rim and tyre due to excessive bead

seating pressure.
♦ Never set the bead seating pressure above 3.3 bar.
– Fill tyres to a maximum tyre pressure of 3.3 bar (bead seating

pressure).
– When the tyre bead does not lie completelypermitted
against the
unless wheelby SEAT S.A. SEAT S.A does not guarantee or accept any liability with
authorised
rim flange: deflate the tyre, press tyre bead off wheel rim flange
and generously coat again with tyre assembly paste.

– If the tyre beads are seated perfectly against the shoulder of
the wheel rim, increase pressure to 4 bar.
– If the tyre beads are not completely seated against the shoul‐
der of the wheel rim, press off tyre ⇒ page 33 , and install it
again.
– Screw in the valve core.
– Inflate tyre until specified tyre pressure is attained.
– Balance wheel ⇒ page 41 .
Note

6.5.2 Mounting tyre, run-flat tyres, ultra-high

performance tyres
run-flat tyres and ultra-high-performance tyres.
– Ensure proper assembly temperature for tyres ⇒ page 36 .

Note
– Clean rim.
– Insert new tyre valve using valve fitting tool - VAS 6459- .
– Liberally apply tyre assembly paste to wheel rim flanges, tyre
beads and inner side of the upper tyre beads.
– Place tyres with inner side facing downwards onto wheel rim.

tioned before tyre valve or tyre pressure sensor -arrow-. The
lower tyre bead will now slide over the wheel flange.
– Turn wheel rim, until tyre valve or tyrepermitted

pressure sensor -1- are
positioned opposite to assembly head -2-.respect to the correctness of information in this document. Copyright by SEAT S.A.
– Insert depressor -3- on the wheel rim.
6. Fitting tyres 39

tioned before tyre valve or tyre pressure sensor. The upper
tyre bead will now slide over the wheel flange.
– Remove depressor from wheel rim.
Caution
Risk of damage to wheel rim and tyre due to excessive bead

seating pressure.
♦ Never set the bead seating pressure above 3.3 bar.
– Fill tyres to a maximum tyre pressure of 3.3 bar (bead seating

pressure).
– When theProtected
tyre bead doesCopying
by copyright. not liefor completely against
private or commercial thein wheel
purposes, part or in whole, is not
rim flange: deflate
permitted unlessthe tyre,
authorised press
by tyre
SEAT S.A. bead
SEAT off
S.A does wheel rim
not guarantee flange
or accept any liability with
and generously coat again with tyre assembly paste.
– If the tyre beads are seated perfectly against the shoulder of

the wheel rim, increase pressure to 4 bar.
– If the tyre beads are not completely seated against the shoul‐
der of the wheel rim, press off tyre ⇒ page 34 , and install it
again.
– Inflate tyre until specified tyre pressure is attained.
– Balance wheel ⇒ page 41 .
Note

6.6 Matching wheels and tyres

– If necessary, eliminate flat spots caused by storage or han‐
dling ⇒ page 13 .
– Press tyre off wheel rim ⇒ page 32 .
– Rotate tyre by 180° relative to wheel rim.
– Inflate tyre to 4 bar.
– Attach the wheel (together with tyre) to the wheel balancing
machine.
– Check radial and lateral run-out of wheel/tyre ⇒ page 45 .
– If radial and lateral run out are within specifications, balance
the wheel to 0 g ⇒ page 47 .
– If radial and lateral run out are not within specifications, match
wheel rim and tyre again, and turn tyre by 90° on wheel rim.
– Check radial and lateral run-out of wheel/tyre again
⇒ page 45 .
– If radial and lateral run out are not within specifications, match
wheel rim and tyre again, and turn tyre by 180° on wheel rim.

– Check radial and lateral run-out of wheel/tyre again

⇒ page 45 .
– If radial and lateral run out are not within specifications, check
radial and lateral run out on wheel rim ⇒ page 47 .
– If radial and lateral run out are within specifications, renew
tyre.
6.7 Balancing wheel

⇒ “6.7.1 Balancing wheel, balancing wheel on stationary wheel
balancer”, page 41
⇒ “6.7.2 Balancing wheel, balancing wheel with finish balancer”,
page 44
⇒ “6.7.3 Balancing wheel, checking radial and lateral run-out of
wheels and tyres”, page
Protected 45 Copying for private or commercial purposes, in part or in whole, is not
by copyright.
⇒ “6.7.4 Balancing wheel, checking radial and lateral run-out on
wheel rim”, page 47
6.7.1 Balancing wheel, balancing wheel on

stationary wheel balancer
Before balancing the wheels /tyres, the following conditions
should be met:
• Tyre pressure must be OK.
• Tread must not be worn on one side. Tread depth should be
at least 4 mm.
• The tyre should not in any way be cut, punctured or contain
foreign bodies, etc.
• Wheel suspension and steering, including shock absorbers,
must be in perfect condition.
• Take vehicle for a test drive ⇒ page 12 .
Note
♦ Use only model-specific clamping plate - VAS 6652- and thrust
pin - VAS 6652/1- .
Clamp wheel into wheel balancing machine

Dirt and rust in the contact areas and the centre opening of the
wheel may distort the results.
– Clean contact surface, centring element and inside of wheel
using e.g. pneumatic brush grinding set - VAS 6446- ⇒ Serv‐
iceNet; Workshop Equipment, Catalogue before clamping
wheel on wheel balancing machine.
6. Fitting tyres 41
Note
It is essential that the correct tools for centring and clamping the
wheels are used on the wheel balancing system. Before starting
any work, find out about the respective centring system for wheel
balancing machines ⇒ ServiceNet; Workshop Equipment, Cata‐
logue .
– Attach the wheel (together with tyre) to the wheel balancing

machine.

Note
♦ To clamp the wheel in place, use centring system for wheel

balancing machines - VAS 5271- , for example.
♦ This ensures that the wheel is 100% centred and that the
wheel will be clamped without damage!
♦ The wheel cannot be centralised 100% with conical clamping
elements on the wheel balancing machine.
♦ A centring arrow of 0.1 mm corresponds to an imbalance of
10 g.
Procedure for balancing the wheel rim / tyre

– Allow the wheel (together with tyre) to rotate on the wheel bal‐
ancing machine.
– Check that the indicator lines on the sidewall of the tyre near
the rim flange run evenly.
– Check that the body of the tyre runs evenly while the wheel
and tyre are rotating.
Note permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
If one-sided wear, flat spots from braking or severe erosion is ap‐

parent, balancing will not be able to achieve smooth running. In
this case, the tyre should be replaced.
– Checking rim / tyre concentricity. If not all the wheel turns in a

concentric manner, and if no flattening has been detected,
there may be radial or axial run-out.
– Check the wheel for radial or lateral runout ⇒ page 45 .
– If the radial and axial run-out do not exceed the permitted tol‐
erance levels, balance the wheel and the tyre.
Note
♦ Do not attach counterweights of over 60 g to the wheels.

♦ If a larger weight is required, you can possibly achieve smooth‐
er running by "matching" the tyre and rim. Matching tyres
⇒ page 40 .
♦ The display on the balancing equipment should read 0
grammes.
♦ As an alternative to match mounting, you could use the vibra‐
tion control system - VAS 6230 A- ⇒ page 13 .
– Bolt the wheel to the vehicle.
6. Fitting tyres 43
Caution
In the case of ceramic brakes, it must be ensured that the

wheel does not fall onto the brake disc because the latter will
then be damaged irreparably. When removing or fitting a
wheel, screw the long assembly pin into the top wheel bolt hole
(12 o'clock position) in place of the wheel bolt, and screw the
short pin into one of the other holes to support the wheel. The
wheel can then slide along the assembly pins when fitting or
removing it.
– Tighten lowest wheel bolt by hand to about 30 Nm.

– Tighten remaining wheel bolts diagonally to about 30 Nm. This
process centres the wheel on the hub.
– Lower vehicle onto its wheels.
– Now use the torque wrench to firmly tighten the wheel bolts
diagonally to the prescribed torque.
– Perform road test.
If any imbalance is detected during the test drive, this may be due
to tolerances in the centre of the wheel.
In unfavourable circumstances, the tolerances of the
Protected wheelCopying
by copyright. com‐for private or commercial purposes, in part or in whole, is not
ponents and the wheel hubs added up, this can also cause
uneven running. This can be removed with a finish balancer
⇒ page 44 .
6.7.2 Balancing wheel, balancing wheel with

finish balancer
should be met:
at least 4 mm.
Note
♦ Use only model-specific clamping plate - VAS 6652- and thrust
pin - VAS 6652/1- .

Note
♦ Before using a finish balancer the operator should receive in‐

struction from the manufacturer of the equipment.
♦ To balance the wheels, set the wheels of the driven axle on
the sensor platforms. On front-wheel drive models, front
wheels must be set. On four-wheel drive models, all 4 wheels
must be set.
If a residual imbalance of over 20 grammes is detected during the

balancing procedure, the wheel should be turned on the wheel
hub.
– Mark the point at which the imbalance is indicated.
– Then, unbolt the wheel and rotate its position on the hub so
that the marking points downwards.
Note
The wheel hub should not rotate during this process.
– First, hand-tighten the lowest wheel bolt to about 30 Nm.

– Then, tighten the remaining wheel bolts diagonally to about
30 Nm. This process makes sure the wheel is centred properly
on the hub.
– Check whether the imbalance is less than 20 grams using the
finish balancer.
Note
The counterweight should only be modified if the imbalance is

under 20 grammes.
– Loosen the wheel bolts again if necessary.

– Rotate wheel again by 1 or 2 wheel bolt holes in relation to
wheel hub.
– Tighten wheels usingbythe
Protected method
copyright. described
Copying above. purposes, in part or in whole, is not
for private or commercial
Note
Do not try to reduce the imbalance using balancing weights un‐

less the imbalance is less than 20 grams.
– Balance wheels if imbalance is less than 5 grams.

– Tighten wheel bolts to specified torque if you have not already
done so.
Always tighten the wheel bolts to the required torques using a
torque wrench.
6.7.3 Balancing wheel, checking radial and

lateral run-out of wheels and tyres
should be met:
6. Fitting tyres 45

at least 4 mm.
Radial and lateral runout occur when the wheel and tyre do not
run absolutely true.
For technical reasons, 100% true running is not possible.
For this reason, the manufacturer specifies certain tolerance lev‐
els for these elements.
Aligning the tyre in an unfavourable position on the wheel can
cause the maximum allowed tolerance for wheel with tyre to be
exceeded.
Checking axial run-out
– Preload tyre gauge approx. 2 mm.
– Fit tyre gauge to side wall of tyre.
– Turn the wheel slowly.
– Make a note of the smallest and largest deflection of the indi‐
cator needle.
Note
If the difference is over 1.3 mm, there is too much axial run-out.
In this case, the radial run-out can be reduced by matching wheel

and tyre ⇒ page 40 .
Ignore the one-off peak measurements on the micrometer caused
by the elevation or depression of the material.
Checking radial run-out

– Fit tyre gauge to running surface of tyre.

– Turn the wheel slowly.
cator needle.
Note
If the difference is greater than 1 mm, the radial runout is too great.
In this case, the radial run-out can be reduced by matching wheel

and tyre ⇒ page 40 .
The table shows the maximum permissible tolerances for a wheel
with mounted tyre.
Tolerances for radial and lateral runout of rim with tyre
Wheel rim with tyre Radial run-out (mm) Axial run-out (mm)
Passenger vehi‐ 0,9 1,1
cles (1.3 in the inscrip‐
tions area)
6.7.4 Balancing wheel, checking radial and

lateral run-out on wheel rim
– Attach the disc wheel to the wheel balancing machine .
– Use the centring system for wheel balancing machines - VAS
5271- .
– Slowly rotate the wheel.
cator needle.
S - Axial run-out
H - Radial run-out
– Compare the measured values with the specifications in the
table ⇒ page 47 .
Note
Ignore the one-off peak measurements on the micrometer caused

by the elevation or depression of the material.
Specifications for radial and lateral runout on wheel

Wheel rim Radial run-out (mm) Axial run-out (mm)
Steel wheel rims 0,5 0,5
Light alloy wheel rims 0,5 0,8
Note by copyright. Copying for private or commercial purposes, in part or in whole, is not
Protected
If the measured value exceeds the specification, acceptably
smooth running cannot be attained.
6. Fitting tyres 47
7 Fitting wheels
⇒ “7.1 Fitting wheel”, page 48
7.1 Fitting wheel

⇒ “7.1.1 Mount wheel, SEAT assembly instructions”, page 48
⇒ “7.1.2 Fitting wheel, position of anti-theft wheel bolts for steel
wheels”, page 52
7.1.1 Mount wheel, SEAT assembly instruc‐

tions
Vehicles with tyre pressure sensor
When changing the wheel (e.g., when changing from summer to
winter tyres), the tyre pressure sensors send the wheels data as
soon as the new wheels exceed a speed of 25 km/h. The control
unit for tyre pressure monitoring records and automatically pro‐
cesses the identification numbers of the new sensors.
The acceleration data are additionally checked against the vehi‐
cle speed. This process takes approx. 7 minutes.
The tyre pressure monitor control unit - J502- must first switch to
learning mode before it can automatically learn the wheel elec‐
tronics.
To do this, the vehicle must remain stationary for 20 minutes.
Following the detection of a flat tyre, this time is 5 minutes.
If the stationary time is not maintained and the control unit con‐
sequently does not switch to learning mode, the system detects
interference in transmission and will learn the wheel electronics
automatically only after a stationary period of 20 minutes.
Note
♦ When changing wheels, note that only wheel and tyre combi‐
nations approved by the vehicle manufacturer with the tyre
inflation pressure specified in the tank flap may be installed.
♦ If unapproved wheel and tyre combinations are installed, a
certificate from the responsible technical
Protected by copyright. Copyinginspection authority
for private or commercial purposes, in part or in whole, is not
must be available for the respective
permitted vehicle,
unless authorised and
by SEAT S.A. SEATa second
S.A does not guarantee or accept any liability with
wheel set must be adapted via the ⇒ Vehicle diagnostic tester.
♦ An adaptation is also necessary if the tyre pressure deviates

from the tyre pressure specified on the tank flap.
Tyre sets with other specified tyre inflation pressures

If a vehicle is fitted with tyres requiring nominal tyre inflation pres‐
sures other than those specified on the tank flap sticker, these
tyres (second wheel set) can also be monitored with the TPM
system.
Nominal tyre inflation pressures for the second wheel set must be
specified to the system with the ⇒ Vehicle diagnostic tester.
The wheel electronics for the wheels of the second wheel set are
not automatically detected and adapted by the TPM system (un‐
like the wheel electronics for the wheel set with wheel and tyre
combinations approved by the vehicle manufacturer).
The following work has to be performed to switch to the second
wheel set:

♦ Read ID numbers (IDs) of the wheel electronics (tyre pressure

sensors) prior to installation.
♦ Switch the TPM to wheel set 2.
♦ Enter the necessary nominal tyre pressures and the IDs of the
wheel electronics in the system.
Continuation for all vehicles
Note
The distance between the faces for the application of the wrench
to the adapter for the wheel bolts may differ from the distance
between faces of the master set.
Special tools and workshop equipment required

♦ Torque wrench - V.A.G 1332-
♦ Adapter set for tamper-proof wheel bolts - T10101-
♦ Adapter set for tamper-proof wheel bolts - T10101 A-
7. Fitting wheels 49
♦ Wax spray - D 322 000 A2-

♦ Optimol TA paste - G 052 109 A2-
– Switch ignition OFF.
WARNING
Firm fit of wheel bolts and wheels can only be guaranteed when
observing the tests and instructions listed below.
Note
On vehicles with tyre pressure indicator, the tyre pressure indi‐

cator has to be recalibrated any time one or more wheels are
removed or fitted ⇒ Vehicle diagnostic tester.
– Make sure that the contact surfaces -arrows- on the brake disc
are free of corrosion and dirt.
– Check to ensure that contact surface -arrow- on centring seat

of brake disc are free of corrosion and dirt.

– Make sure that the contact surfaces -arrow- on inner side of

wheel (rim) and also centring seat of rim are free of corrosion
and dirt.
– The concave seats * in the holes for the wheel bolts and the
threads of the wheel bolts must also be free of corrosion and
dirt, oil or grease.
* The collar is the curved surface of the ball segment.
– Check whether the wheel bolts can be easily screwed in by

hand. The thread of the wheel nuts should not come into con‐
tact with the brake disc opening -arrow-.
If the thread of the wheel bolt touches the opening -arrow-, turn
the brake disc as necessary.
If necessary, remove dirt and corrosion:
♦ Oil or grease from contact surfaces
♦ Oil or grease from threads in wheel hub

♦ Oil or grease from threads in wheel bolts
WARNING
Damaged, badly corroded or difficult to remove wheel bolts

must be renewed.
Applies to alloy and steel wheels

When changing a wheel, wheel centring seat should be waxed
using wax spray to prevent corrosion between wheel centring seat
and rim ⇒ Electronic parts catalogue “ETKA” .
– Remove wheel.
– Thoroughly clean wheel centring seat on wheel hub and the
centring ring of the wheel rim.
– Apply wax to centring area -arrow- with a brush.

Ensure that only centring ring -arrow- but not contact surface of
wheel rim has been waxed. Otherwise, the brakes will be soiled,
which would reduce the braking efficiency.
WARNING
Wheel bolts, contact surfaces of wheel hub and wheel rim and
wheel hub threads must not be waxed. Never treat wheel se‐
curing bolts with lubricant or corrosion protection materials!
1- When fitting the wheel, pull in all wheel bolts uniformly by

hand.
2- Tighten wheel bolts in diagonal sequence to 30 Nm.
3- Lower vehicle onto floor. Use torque wrench to tighten wheel
bolts diagonally to specified torque.
7. Fitting wheels 51
Do not use an impact screwdriver!
WARNING
Do not use an impact driver when screwing in the bolts!
Tightening torque
♦ ⇒ Running gear, axles, steering; Rep. gr. 44 ; Wheels, tyres;
Specified torque for wheel bolts .
7.1.2 Fitting wheel, position of anti-theft wheel

bolts for steel wheels
Caution
Adherence to position of anti-theft wheel bolts to tyre valve on

steel wheels is vital.
Steel wheels with 4 holes

On steel wheels, fit the anti-theft wheel bolt -arrow- only in hole
located the farthest from valve -1-.
Secure installation of hub cap on steel wheel ispermitted
onlyrespect
possible if
anti-theft wheel bolts are installed in this position.

to the correctness of information in this document. Copyright by SEAT S.A.
Steel wheels with 5 holes
Anti-theft wheel bolts may only be fitted on right or left -arrows- of

valve -1- on steel wheels.
Secure installation of hub cap on steel wheel is only possible if
anti-theft wheel bolts are installed in this position.

8 Information on tyres
⇒ “8.1 Markings on tyre sidewall”, page 53
⇒ “8.2 Tyre dimension”, page 55
⇒ “8.3 Load rating code / load index (LI)”, page 55
⇒ “8.4 Speed rating”, page 56
⇒ “8.5 EU tyre label”, page 56
⇒ “8.6 Structure of a radial tyre”, page 61
⇒ “8.7 Self supporting tyres (SST) with run-flat capability”,
page 65
⇒ “8.8 Tyre storage”, page 67
⇒ “8.9 Extra Load (XL) / Reinforced Tyres”, page 68
⇒ “8.10 Winter tyres”, page 68
⇒ “8.11 M+S tyres with speed symbol V”, page 70
⇒ “8.12 Rolling resistance optimised tyres”, page 71
⇒ “8.13 Ageing of tyres”, page 71
⇒ “8.14 Tyres with rim protectors”, page 72
⇒ “8.15 Tyre sizes for vehicles with four-wheel drive”, page 73
⇒ “8.16 Increase in temperature due to insufficient tyre pressure”,
page 74
8.1 Markings on tyre sidewall

⇒ “8.1.1permitted
Identification markings
unless authorised on SEAT
by SEAT S.A. the tyre
S.A doessidewall, standard
not guarantee or accept any liability with
tyres”, page 53 respect to the correctness of information in this document. Copyright by SEAT S.A.
8.1.1 Identification markings on the tyre sidewall, standard tyres

Example: Continental ContiPremiumContact 2
8. Information on tyres 53
1 - Tyre size
❑ e.g. 205/55 R 16
⇒ page 55
2 - Position of TWIs (Tread
Wear Indicator)
3 - Manufacturer (registered
trademark)
4 - Design
❑ Radial - Radial run of
threads on carcass
❑ Tubeless - Designation
for tubeless tyres
5 - Load capacity index / speed
rating
❑ in respect of example 91
⇒ page 55
❑ in respect of example H
⇒ page 56
6 - Specified direction of rota‐
tion / fitting direction of the tyre
7 - Maximum permissible load
❑ Figures only valid for
North America
8 - Maximum permissible air
pressure
❑ Figures only valid for
North America
9 - Number of layers in the cen‐
tre of the tread and on the side‐
wall and type of material
10 - ET- E = Registration index
❑ The tyres comply with
the European Standards Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
11 - Production number / production
respect todate
the correctness of information in this document. Copyright by SEAT S.A.
❑ Identification number of manufacturer centre, tyre size and type

❑ Tyre ageing / production date ⇒ page 71
12 - DOT - Department of Transportation
❑ Tyre fulfils specifications of US department of traffic
13 - Identifier for Brazil, INMETRO
14 - Identifier for China, CCC
15 - Country of manufacture
❑ e.g. Made in Germany
16 - Safety recommendations for tyre use or assembly.
17 - Relative useful life - resistance to friction
❑ based on standard US test
18 - Assessment of braking capacity on wet surfaces A, B and C
19 - Assessment of resistance to temperatures A, B and C

20 - Identifying tyres with run-flat properties

❑ e.g. Self Supporting Runflat
❑ Identifying tyres with run-flat properties ⇒ page 62
21 - Tyre model
❑ e.g. ContiPremiumContact
8.2 Tyre dimension

Explanation of tyre dimensions
Tyres Vehicle speed 1 2 3 4 5 6 7
Summer tyres up to 240 km/h 195 65 R 15 91 V -
Winter tyres up to 160 km/h 195 65 R 15 91 Q M+S
Winter tyres up to 190 km/h 195 65 R 15 91 T M+S
High speed tyres over 240 km/h. 225 50 ZR 16 91 - -
1- Tyre width
2- Cross-section relation in %
3- Tyre type code letter “R” (is for radial)
4- Wheel rim diameter code marking
5- Load rating code / load index (LI)
6- Speed rating
7- Winter tyre/code for all-season tyre
8.3 Load rating code / load index (LI)

Load rating code / load index (LI)
The tyre quality grading is on the tyre sidewall and indicates the
maximum load capacity of the tyre.
The tyre quality grading is found in the tyre size coding, for ex‐
ample, 195/65 R 15 91T. It is indicated on the tyre as a code
according to ETRTO. The tyre load figures with the corresponding
maximum tyre load appear in the table below.
Load rating code Maximum load of tyre in kg
75 387
78 425
79 437
80 450
81 462
82 475
83 487
84 500
85 515
86 530
87 Protected by copyright. Copying for private or commercial purposes, in545
part or in whole, is not
88 560
89 580
90 600
91 615
Load rating code Maximum load of tyre in kg

92 630
93 650
94 670
95 690
96 710
97 730
98 750
99 775
100 800
101 825
102 850
103 875
104 900
110 1060
112 1120
8.4 Speed rating

Speed category code letter/maximum speed
Speed rating Maximum speed in km/h
L 120
M 130
N 140
P 150
Q 160
R 170
S 180
T 190
U 200
H
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not 210
respect to V
the correctness of information in this document. Copyright by SEAT S.A. 240
ZR larger 240
W 270
Y 300
Winter tyres with speed symbol “V” ⇒ page 70
8.5 EU tyre label

⇒ “8.5.1 EU tyre label, summary”, page 56
⇒ “8.5.2 EU tyre label, objectives”, page 57
8.5.1 EU tyre label, summary

From 01 November 2012 tyre manufacturers must label their tyres
according to the new Regulation EC No. 1222/2009 (Regulation
EC on the labelling of tyres).
The labelling of tyres regulation contains the requirements refer‐
ence markings and representation of information for rolling re‐

sistance (fuel efficiency), wet grip and external rolling noise on a

standard and approved EU label. The aim is to increase safety
and economic and environmental efficiency of road transport by
promoting fuel efficient and safe tyres with low noise levels.
The new EC tyre label contains specified data in seven classes
from A to G.
There are three different categories:.
1 - Rolling resistance
❑ Explanations
⇒ page 58
2 - Wet grip
❑ Explanations
⇒ page 59
3 - Noise emissions
❑ Explanations
⇒ page 60
8.5.2 EU tyre label, objectives

♦ Reducing fuel consumption
♦ Increasing road safety
♦ Reducing traffic noise
The EU tyre label provides the end-user with important informa‐
tion on the properties of the tyre. It does not illustrate, however,
all decisive safety criteria.
♦ The explanation of other properties of the tyre may influence
the decision to purchase.
♦ The customer should be advised of the limited information on
the label of tyre properties, such as no information concerning
winter properties for winter tyres.
♦ Tyre tests are another source of information for specialist

dealers and end-users.
In the tyres tests other leading factors are also tested, which
should be taken into account:
♦ Aquaplaning properties
♦ Driving stability
♦ Steering accuracy
♦ Useful life
♦ Braking properties
♦ Behaviour in wintry conditions
8.5.3 EU tyre label, categories

Rolling resistance ⇒ page 58
Wet grip ⇒ page 59
Noise emissions ⇒ page 60
Rolling resistance
Rolling resistance:
♦ Defined as, energy consumed by the tyre in respect of the
distance travelled.
♦ Equates to the energy lost per defined unit of distance travel‐
led.
♦ The energy form can be described as the quotient of Newton
meter (Nm) and distancerespect totravelled in meter
the correctness (m).in This
of information then pro‐
this document. Copyright by SEAT S.A.
vides a rolling resistance as a form of force in Newtons (N).
The rolling resistance of a tyre is then described by the coefficient
of rolling resistance (also known as rolling resistance coefficient)
cR:
cR = FR Z
♦ cR - coefficient of rolling resistance
♦ FR - force of rolling resistance
♦ Z - weight of vehicle (sum of all wheel loads)
Objectives
♦ Reduction of rolling resistance
♦ Reduction of fuel and CO2

Evaluation
♦ Structured in fuel efficiency classes from A to G
♦ Class D is not used
Note
♦ The fuel efficiency classes are defined in EU Directive No.

1222/2009. Tyres are classified accordingly in their respective
category.
♦ The rolling resistance is established by the tyre manufacture
via prescribed tests.
♦ The lower the rolling resistance, the lower the fuel consump‐
tion.
A - Lowest rolling resistance = lowest fuel consumption

B - + 0.10 l / 100 km
C - + 0.12 l / 100 km
E - + 0.14 l / 100 km
F - + 0.15 l / 100 km
G - + 0.15 l / 100 km
Wet grip
Definition
For wet grip, the characteristic G value is to be calculated. This
characteristic value is determined in a test with a standard vehicle
on a wet and slippery road surface, by the braking distance from
80 km/h to 20 km/h. The basis for calculating the characteristic G
value for grip on a wet road surface is provided by a pre-defined
standard tyre (SRTT). For the purpose of this calculation, a mean
fully developed deceleration (mfdd) is assumed.
The mean fully developed deceleration (mfdd) is calculated as
follows:
mfddrespect
= 231,48S
S - the measured braking distance in metres between 80 km/h

and 20 km/h
The wet grip index G is calculated as follows:
G = mfdd of the tyre to be testedmfdd of the standard reference
tyre
mffd - mean fully developed deceleration
Objectives
♦ Good wet grip of tyre
♦ Greatly reduced bake distance
Evaluation
♦ Structured in wet grip classes from A to G
♦ Class D and G are not used
Note
♦ The wet grip classes are defined in EU Directive No.

1222/2009. Tyres are classified accordingly in their respective
category.
♦ The lower the wet grip index, the shorter the braking distance.
A - Lowest wet grip index = shortest braking distance

B - 3 to 6 m longer braking distance in comparison with category
A
C - 3 to 6 m longer braking distance in comparison with category
B
E - 3 to 6 m longer braking distance in comparison with category
C
F - 3 to 6 m longer braking distance in comparison with category
E
1 - The braking distance between classes A and F can be more
than 18 m when undertaking an emergency stop at 80 km/h.
Noise emissions
Objectives
♦ Reduction of pass-by noise
♦ Reducing noise emissions
Evaluation Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
♦ Measured on outside of vehicle only respect to the correctness of information in this document. Copyright by SEAT S.A.
♦ Divided into three classes
♦ Three black arcs indicate the worst performance. The tyres

produce a rolling noise that lies below the current limit accord‐
ing to EU regulation 2001/43/EG. The limit is higher than the
limit that will be valid as of 2016 according to EU regulation
no. 661/2009.
♦ Two black shafts: The noise level of the tyres is below the
threshold value applicable from 2016 in accordance with EU
Regulation no. 661/2009
♦ One black shaft: The noise level of the tyres is at least three
decibels below the threshold value applicable from 2016 in
accordance with EU Regulation no. 661/2009
Note
♦ Reducing the noise level from two arcs to one arc equates to
3 dB, which halves the noise level.
♦ Note, the external rolling noise of the tyre does not always
correspond with the noise in the vehicle interior.

8.6 Structure of a radial tyre

⇒ “8.6.1 Cross-section of a radial tyre”, page 61
⇒ “8.6.2 Run-flat tyres, structure and identification of a SST tyre”,
page 62
⇒ “8.6.3 Run-flat tyres, seal inside technology”, page 63
8.6.1 Cross-section of a radial tyre
1 - Tread block
2 - Tread groove
3 - Tread
4 - Nylon wheel ring
5 - Layers of belt permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
❑ generally steel
6 - Bead
❑ Formed of steel cables
vulcanised on the com‐
pound
❑ They ensure secure
seating of the tyre on the
rim.
7 - Bead reinforcement
8 - Rim contour guard
❑ This provides protection
against wear to the rim
and tyre from chafing
against the curb, etc.
❑ Tyres with rim guards
bear the letters MFS
The nylon ring -4-, the layers of belt -5-, the bead -6- and the bead
reinforcement -7- form the carcass. The carcass is the “frame”
which supports the tyre.
8.6.2 Run-flat tyres, structure and identifica‐

tion of a SST tyre
Removing and fitting run-flat tyres ⇒ page 36 .
If run-flat tyres are used, a tyre pressure monitor display must be
fitted.
Tyre damage and the resulting loss of pressure are not readily
visible.
SST tyres are labelled on the sidewall with a special RSC symbol
(= Runflat System Component).
The markings on the sidewall of a run-flat tyre may differ accord‐
ing to manufacturer.
A self supporting tyre has run-flat properties in the event of a
pressure loss. In the event of a puncture, the vehicle can be driven
to the nearest workshop subject to certain restrictions (see ⇒
Owner's Manual permitted
).Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
Benefits respect to the correctness of information in this document. Copyright by SEAT S.A.
SST tyres can be driven for 50 km at up to 80 km/h even after a

complete loss of pressure.
Driving style, vehicle speed, road surface, weather conditions,
tyre condition and tyre load all affect the distance that can be
driven with a puncture.
With an SST tyre, it is not necessary to change the wheel imme‐
diately even with the tyre completely deflated (i.e. you don't need
to stop the vehicle in a dangerous place or in conditions of poor
visibility).
The braking, steering and driving response are virtually unim‐
paired even with the tyre completely deflated.
You no longer need a spare wheel if SST tyres are fitted. From
the customer's point of view, the benefits are savings in space
and a lighter vehicle.
Body
1 - Bead with core
2 - Side wall
3 - Side wall reinforcement
4 - Wheel rim with extended hump (EH2) on both sides - prereq‐
uisite when using tyres with run-flat properties
Technology in detail
Standard tyres without run-flat properties

– -I- Normal tyre with air

– -II- Normal tyre without air
– If the normal tyre loses air, the rim presses heavily against the
sidewall. The rubber becomes very hot and deteriorates quick‐
ly when rolling flat.
SST tyre with reinforced sidewall
SST technology is based on self-supporting reinforced sidewalls.
– -I- SST tyre with air

– -II- SST tyre without air
– Particularly thick sidewalls -A- support the airless tyre on a
standard rimbyand
Protected the vehicle
copyright. Copying forremains manoeuvrable.
private or commercial A special
purposes, in part or in whole, is not
rubber compound
permitted strengthens
unless authorised by SEAT S.A.theSEAT tyre andnotbears
S.A does the
guarantee weight
of the vehicle in the event of a puncture.
The sidewalls on the SST tyre are reinforced to prevent pinching

of the tyre between the road and the wheel rim in the event of a
puncture.
Differences between H2 and EH2 extended hump rim designs
♦ EH2 - the extended hump prevents unseating of the SST tyre
after a loss of pressure.
♦ The hump on an EH2 extended hump rim is steeper and near‐
er the centre of the wheel.
WARNING
The clearance from the brake is reduced.
8.6.3 Run-flat tyres, seal inside technology

♦ The vehicles are equipped with self-sealing tyres as an option.
♦ This technology, referred to as seal inside technology, is a
system that has been developed to allow the car to continue
to be driven even if a nail or screw has penetrated the tyre: if
screws or nails penetrate the tyre, a protective layer on the
inside of the tyre tread immediately seals the resulting holes.
♦ This means no air can escape. The sealing function is effective
for almost all air leaks induced by objects up to 5 millimetres
in diameter.
Note
These may not be fitted in combination with other tyre types, e.g.
run-flat tyres and “normal” tyres.
Explanation for mobility tyres

♦ The seal inside technology comprises a sealing compound
which is applied during production by the tyre manufacturer as
a preventative measure.
♦ The seal inside technology comprises a self-adhesive, viscous
sealing compound that is applied in an even coat from shoul‐
der to shoulder on the inside of the tread.
♦ The sealing compound represents an integral component of
the mobility tyre.
♦ A mobility tyre can be identified by a special logo on the outside
of the sidewall.
♦ Example: sidewall of a Continental tyre
Caution
The sealing compound is not intended as a permanent tyre

repair following a puncture.

♦ If a foreign body with a diameter up to 5 mm punctures the

running surface of a mobility tyre, the function of the sealing
compound is to surround the object and to prevent any possi‐
ble air loss by effecting an almost immediate seal.
♦ The sealing compound is designed to seal the majority of
puncture types caused by foreign bodies up to 5 mm in diam‐
eter.
♦ The seal inside technology significantly reduces the frequency
of flat tyres, but it is not intended to allow the tyre to be oper‐
ated with reduced pressure or when flat (without air).
♦ In all other respects, mobility tyres display the same properties
as tyres without the seal inside technology.
Handling mobility tyres
♦ When handling mobility tyres, take particular care to maintain
cleanliness during work and also when storing tyres.
♦ The sealing compound on the inside of the running surface of
the tyre is not protected and is therefore very susceptible to
any type of contamination.
♦ We recommend storing each tyre individually in a sufficiently
large plastic bag or similar.
♦ As with any other tyre, mobility tyres should be regularly
checked for signs of cuts, penetrations and loss of inflation
pressure.
♦ This inspection should be conducted at least once or twice a
month, and always prior to each
Protected long trip.
♦ Penetrations or damage that is not attended to in good time
can lead to a loss of inflation pressure and/or failure of the tyre.

♦ Mobility tyres with damage by cuts and/or penetrations must
be inspected immediately.
♦ It is necessary to decide whether the tyre must be taken out
of use and scrapped.
♦ Removing and installing the mobility tyre involves the same
procedure as a normal tyre.
8.7 Self supporting tyres (SST) with run-flat

capability
⇒ “8.7.1 Run-flat tyres - general information”, page 65
⇒ “8.7.2 Run-flat tyres, retrofitting/requirements when using run-
flat tyres”, page 66
⇒ “8.7.3 Run-flat tyres, repair work”, page 67
8.7.1 Run-flat tyres - general information

Tyres with run-flat properties have reinforced side walls when
comparing them with normal tyres. This reduces chafing on the
side wall when the tyre looses pressure and prevents the side
walls from being pinched. The vehicle remains manoeuvrable and
its handling characteristics are almost normal. This makes it un‐
necessary to change the spare tyre under hazardous circumstan‐
ces such as on freeways or in inclement weather.
In event of a tyre fault, the trip can be continued to the next work‐
shop (approx. 50 km) with appropriate speed (max. 80 km/h) and
with a driving style that is suitable for the conditions, see ⇒ In‐
struction manual .
In the event of a flat the driver is always responsible for deciding

if it is possible to continue a trip after checking the condition of the
affected tyre(s).
-I- Tyres with normal inflation pressure
1 - Tyres with run-flat properties (reinforced side walls -red-)
2 - Normal tyres
-I- Tyres without inflation pressure
When a normal tyre -2- looses air, the side wall is pressed to‐
gether extremely by the rim. The tyre side wall heats up highly
when operated without inflation pressure or is pinched and there‐
by damaged.
Tyres with run-flat properties -1- are supported on the reinforced
side walls (-red-). Due to a special rubber mixture and the low
friction to which the side is subject, the tyre does not heat up as
highly during operation and the vehicle remains steerable.
Note
Note the special conditions for use of tyres with emergency run‐
ning characteristics ⇒ page 66 .
8.7.2 Run-flat tyres, retrofitting/requirements

when using run-flat tyres
Caution
Retrofitting run-flat tyres to vehicles may only be undertaken if

the tyres are fitted as standard or they are available as an op‐
tion.
These tyres may only be used on vehicles with Protected

a tyre pressure
monitoring system as a pressure lose in the tyres isrespect
permitted not
unlessalways
authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
visible. With such a system the drive is notified when the inflation
pressure drops to below a certain value.

Permitted are:
Direct measuring systems ⇒ Running gear, axles, steering; Rep.
gr. 44 ; Tyre Pressure Monitoring System
Indirect measuring systems ⇒ Running gear, axles, steering;
Rep. gr. 44 ; Tyre Pressure Monitoring System
Tyres with run-flat properties may only be fitted on disc-type
wheels with raised double hump (Extended Hump - EH2)
⇒ page 76 .
Adhere to the special assembly instructions ⇒ page 36 .
Mixed mounting together with standard tyres is not permissible
even in pairs on one axle.
A standard tyre may be mounted only in exceptions for a short
time or for a limited distance. However, this eliminates the special
emergency running characteristics and it is necessary to advise
the driver of this specifically.

Please observe the recommended tyre makes ⇒ Wheel and Tyre

Guide; Rep. gr. 44 .
8.7.3 Run-flat tyres, repair work
WARNING
♦ Tyres with run-flat properties must be replaced after they

have been run deflated.
♦ Adhere to the special assembly instructions ⇒ page 36 .
General instructions
– As with conventional rim/tyre systems it is necessary to check
the rim before mounting.
– Check wheel rim for true running, run out and other damage
after a tyre has been run deflated ⇒ page 48 , as a pot-hole
etc. could cause damage to the wheel rim.
– Damaged wheels must be renewed.
8.8 Tyre storage

Storage location
The place where tyres are stored should be:
• dark,
• dry,
• cool and
• ventilated
WARNING
The tyres should never come into contact with fuel, oil, grease
or chemical products while they are stored. The tyre material
would be damaged by these products as a result of chemical
processes which can not always be detected.
This may result in dangerous driving conditions.
However, for a tyre to be damaged in this way it requires long

exposure to the effects of these chemical products. If a few drops
of fuel fall on the tyre while refuelling this does not pose a threat.
Tyre storage
Complete wheels
Complete wheels (rim and tyre) may be stacked one on top of the
other. Take special care to ensure that the wheels are clean and
dry. The tyre pressure should be increased to a maximum of 3
bars.
Tyres without wheels
Tyres without rims should bepermitted
storedunless
in vertical
authorisedposition.
by SEAT S.A.When
SEAT S.A does not guarantee or accept any liability with
tyres are stacked on top of one another
respect for
to theacorrectness
longer period of time,
of information in this document. Copyright by SEAT S.A.
they are pressed together. This makes them more difficult to
mount because the tyres separate from the shoulder on the rim.
Tyres stored vertically should be turned every 14 days to prevent
flattening.
8.9 Extra Load (XL) / Reinforced Tyres

The term “Reinforced” has recently been replaced by certain
manufacturers with the term “Extra Load”. This designation has
long been standard in non-European countries. However from a
technical point of view there is no difference.
On the other hand, some manufacturers also use the term “XL”
instead of Extra Load tyres.
Tyres marked with the term “Reinforced” or “Extra Load (XL)” are
identical.
V-rated winter tyres with the XL code have a greater load capacity
than V-rated winter tyres without this code.
XL V winter tyres allow a higher speed; however, this does not
mean that the maximum permissible speed of a V tyre is 240 km/
h for every vehicle.
The same conditions apply to these tyres as to V winter tyres
without a special code!
8.10 Winter tyres

M+S symbol
On an “M and S tyre” the tread profile, tread composition or con‐
struction are designed so that the handling characteristics are
improved for snow as compared with a normal tyre - especially
when pulling away or stabilisation of vehicle movements.

Snowflake symbol
The “snowflake” symbol indicates a winter tyre according to the
industrial standard based on which winter tyres are defined in the
USA. These tyres are extremely capable on snow, icy roads and
at low temperatures as far as safety and control are a concerned.
M+S marking for 4x4/SUV tyres
Some vehicles are equipped with tyres which have the symbol “M
+S” on the outer tyre wall. The reason is, these models were first
available on the North American market where all-season tyres
with the symbol “M+S” are common. The marking “M+S” is offi‐
cially defined in a EU Directive as the following: “A tyre where the
tyre tread and structure are designed for improved properties in
snow as opposed to a normal tyre (translation not a quote)”. The
performance of “M+S” marked tyres are therefore not defined nor
tested. The snow performance of winter tyres in North America
are specified by the “Snowflake on the Mountain symbol”. Only
tyres that fulfil or exceed these requirements may carry the
“Snowflake on the Mountain symbol”.
Use of winter tyres
As of 01.05.2006, a change to the German road traffic regulations
(StVO) came into force which caused the following supplement
to be made: "The equipment in motor vehicles has to be adapted
to the weather conditions. In particular, this includes suitable tyres
and antifreeze in the windscreen washing system."
Please point out to customers that, since May 1st 2006, they are
legally obliged to adapt their vehicle's equipment, particularly the
tyres, to winter weather conditions.
For driving in winter, we recommend that the vehicle be equipped
with winter tyres in the sizes recommended in the certificate state‐
ments.
As a basic rule:
All the tyre sizes given in the vehicle documentation are alsobyap‐
permitted unless authorised SEAT S.A. SEAT S.A does not guarantee or accept any liability with
plicable to winter tyres.

The use of winter tyres and the eventual change to the wheel rim
and tyre dimensions as a result affects the dynamic qualities.
When driving with winter tyres the vehicle speed should be adap‐
ted to the new dynamic qualities and the corresponding road
conditions.
To ensure maximum dynamic behaviour, it is essential that winter
tyres are fitted on all four wheels.
If, in order to fit winter tyres, the vehicle is subsequently fitted with
wheel rims different to those mounted at the factory, the following
should be taken into account:
♦ Wheel rims and nuts are assigned in a specific manner.
♦ Therefore, any change in equipment to another type of wheel
rims requires the use of the correct length wheel nut and the
correct geometry of the spherical cap ⇒ page 70 . The secure
fitting of the wheel and the correct working of the braking sys‐
tem depend upon this.
♦ The suitability of winter tyres with less than 4…5 mm tread
depth for winter operation is limited.
♦ Some countries require winter tyres to have a tread depth of
at least 4 mm.
♦ We recommend that winter tyres are not used for more than 6
years. The “specific qualities for winter use” of these tyres de‐
teriorate with age, independently of the distance travelled.
Explanations regarding shaped tapered seats

There are two different versions of the shaped tapered seats, the
spherical taper and the bevel taper.
The spherical seat is the curved surface of a section of a sphere

-arrow A-. This type of convex seat is sometimes used for genuine
wheel rims.
The tapered seat is the flat surface of a section of a taper
-arrow B-. This form of taper is sometimes used for wheel rims of
the accessories trade.
I - Wheel bolts with spherical taper
II - Wheel bolts with flat taper
Vehicles with tire inflation indicator system
On vehicles with tyre pressure control, the tyre inflation pressure
has to be resaved or matched when changing over between sum‐
mer and winter tyres and visa verse ⇒ Owner's manual for
relevant model .
Registration regulations in the Federal Republic of Germany
Only when winter tyres are used is the maximum obtainable
speed of the vehicle permitted to be over that specified by the
speed rating for the winter tyres.
In this instance, a label stating the following must be attached:
Please note! Winter tyres
Maximum speed … km/h
Note
This sticker should be placed in the driver's field of vision.
8.11 M+S tyres with speed symbol V

Table ⇒ page 56
The tyre producing industry also supplies winter tyres with V rat‐
ing. These tyres can only be used under certain conditions
vmax = 240 km/h.
Vehicles with V-rated tyres:
Vehicles which according to the vehicle documents require V
speed rating tyres may be driven without restriction up to a max‐
imum permissible speed “v” max = 240 km/h when winter tyres
rated V are fitted.
Vehicles with W, Y or ZR rated tyres:
Vehicles which according to the vehicle documents require W, Y
or ZR speed
Protected ratingCopying
by copyright. tyres for
may not
private be driven
or commercial up toin “v”
purposes,
max = 240
km/h under certain conditions when these tyres are byfitted.

respect to the correctness of information in this document. Copyright SEAT S.A.
Why?
V-rated summer tyres and V-rated winter tyres without special
markings have 100 % of their maximum load capacity (as speci‐
fied by load index “LI”) only at speeds of up to 210 km/h.
Travelling at over 210 km/h is only possible with "V" winter tyres
if the maximum load of the tyres is not exceeded. The load ca‐
pacity of a tyre decreases gradually as the speed increases.

Some vehicles have such a high maximum gross axle weight rat‐
ing and maximum achievable speed that the load capacity of the
V tyres is not sufficient for speeds of up to 240 km/h.
Example: 205/55 R 16 91V tyres
The load index (LI) 91 certifies this tyre with a load capacity of 615
kg per tyre up to 210 km/h.
At 240 km/h this tyre can only be loaded to 560 kg; therefore the
maximum axle load is only 1120 kg.
The vehicle has a permissible axle load of 1150 kg and a maxi‐
mum speed of 232 km/h; this vehicle may be driven at a maximum
speed of 230 km/h on V winter tyres.
This applies to all "V" winter tyres without special markings.
Winter tyres with the designation Extra Load XL ⇒ page 68
Registration regulations in the Federal Republic of Germany
Only when winter tyres are used is the maximum obtainable
speed of the vehicle permitted to be over that specified by the
speed rating for the winter tyres.
In this instance, a label indicating the following must be attached
in the driver's field of vision:
Please note! Winter tyres
Maximum speed … km/h
8.12 Rolling resistance optimised tyres

The energy loss caused by the deformation of the tyre when roll‐
ing is known as rolling resistance.
With rolling resistance optimised tyres the deformation is greatly
reduced by a revised design and the use of optimised tread com‐
positions.
The tyres which are approved by the manufacturer have an opti‐
mised rolling resistance and provide state-of-the-art technology
in terms safety and client-related characteristics.
The respective approved makes of tyres are listed in the following
chapters ⇒ Wheel and Tyre Guide; Rep. gr. 44 .
8.13 Ageing of tyres

♦ Even visually flawless, new or barely used tyres with sufficient
tread depth, which are older than six years, may show signif‐
icant reduction of wet properties and winter suitability due only
to ageing. Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
♦ Tyre tests show that a continuous development process, the
use of new rubber compounds and modern raw materials, in

conjunction with the optimisation of tread design and tread
geometry, make it possible to continually improve tyres.
♦ Only tyres with state-of-the-art technology can meet the re‐
quirements of modern and highly developed vehicles and the
constantly growing demand from the customer for economical
tyres offering maximum possible safety, driving dynamics and
comfort.
♦ Tyres age due to physical and chemical processes, this may
affect their functioning. Tyres stored for long periods of time
without being used harden and become brittle more rapidly
than tyres permanently fitted on the vehicle.
♦ Fine cracks may appear in older tyres as a result of ageing.
♦ In tyres fitted permanently on the vehicle, the rubber softens

as a result of driving, thus preventing the rubber from harden‐
ing and cracking.
♦ It is therefore important to not only take into account the tread
depth, but also the age of spare tyres, stored tyres and tyres
which are not permanently in use.
♦ The older is identified by the DOT code on the tyres which
indicates the date of production.
Example of a DOT number before 31.12.1999
DOT ..... 5 0 9 <
.
Code for 199_
Last figure of the production year
Week of the year
In this example, the date of production is week number 50.
Example of a DOT number after 01.01.2000
DO ..... 0 1 0 0
T .
Last two figures of the production year
Week of the year
In this example, the date of production is the first week in the year
2000.
Recommendation
♦ It is recommended not to use summer and winter tyres which
are older than 6 years any more. Their original properties de‐
teriorate with age. Particularly winter tyres loose their traction.
♦ If a new tyre is required, the spare tyre can be used, provided
it is in perfect condition and under 6 years old. The age of the
spare tyre has a considerable effect on the resistance of the
tyre at high speeds. Use of a spare tyre several years old in
conjunction with other new tyres may affect driving behaviour.
♦ Tyre design is constantly evolving and therefore, there may be
minor differences in the compounds used even where the
tyres have the same manufacturer, size and tread.
♦ All vehicles are factory-fitted with four identical tyres and
wheels.
Vehicles with front-wheel drive
♦ For safety reasons when driving, tyres of the same make and
tread pattern should always be used on the same axle.
Four wheel drive vehicles
♦ All 4 Protected
wheelsbyof a four-wheel drive vehicle should be of the
same size,unless
manufacturer, tread pattern and make. or accept any liability with
copyright. Copying for private or commercial purposes, in part or in whole, is not
permitted authorised by SEAT S.A. SEAT S.A does not guarantee
Replacing tyres
Tyres should be replaced whenever:
• the legal minimum tread depth of 1.6 mm is reached,
• damage due to mechanical faults is observed
8.14 Tyres with rim protectors

Tyre manufacturers produce tyres with special bead for starting
(starter protection) for light alloy rims. The rim protectors are in‐

tended to protect the light alloy wheels against damage due to

kerbing.
If tyres with starter protection, steel rims, and custom hubcaps are
used together, there is a risk that the hubcaps may fall off while
driving. Hubcaps fall off from their housing due to the buckling of
the tyre.
WARNING
When fitting tyres on steel rims, make sure not to use tyres
which have rim protectors.
The figure shows the unauthorised combination of steel rim, hub

cover and tyre with special bead for starting.
A - Special bead for starting
B - Steel rim contour
C - Integral wheel trim
WARNING
Never fit this combination!
8.15 Tyre sizes for vehicles with four-wheel

drive
The following points must be observed for vehicles with four-
wheel drive:
♦ Only tyres of the same make, design andProtected
tread by pattern
copyright.may
Copying for private or commercial purposes, in part or in whole, is not
be fitted to the front and rear axles. permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
♦ Different tyre rolling circumferences produce stress in the

drive train which increases tyre wear and may damage the
drive train.
♦ These restrictions also apply to front and rear tyres with greatly
differing stages of wear. In such cases, tyres with the most
tread must be fitted on the front axle.
8.16 Increase in temperature due to insuffi‐

cient tyre pressure
The diagram shows the evolution of the temperature of a tyre at
a speed of 180 km/h.
A - Normal margin: the temperature remains stable while the
specified tyre pressure is maintained.
B - Threshold range: A decrease in the nominal inflation pressure
of 0.3 bars results in an increase in the temperature when driving
at high speeds to over 120 °C.
C - Critical temperature range: The tyre defect can already be
foreseen
T - Temperature in ° C
t - Travelling time in minutes.

9 Information on wheel rims

⇒ “9.1 Layout of a wheel rim”, page 75
⇒ “9.2 Identification”, page 76
⇒ “9.3 Composite wheels”, page 76
⇒ “9.4 Care and maintenance of light alloy wheel rims”,
page 76
⇒ “9.5 Repair of light alloy rims”, page 77
⇒ “9.6 Removing and installing hub cover for alloy wheels with
open threaded connection”, page 78
⇒ “9.7 Removing and installing valve”, page 79
9.1 Layout of a wheel rim
1 - Wheel rim contour:

❑ Contact surface for lat‐
eral tyre bead
2 - Hump (H2) on both sides of
rim
❑ This prevents the tyre
from coming off the
shoulder of the rim dur‐
ing extreme cornering.
❑ Extended hump (EH2) -
prerequisite when using
tyres with run-flat prop‐
erties ⇒ page 76
3 - Lower throat
❑ Facilitates tyre mount‐
ing
A - Flange-to-flange width
❑ Distance between con‐
tact surfaces on both rim
flanges
❑ Dimensions specified in
inches
B - Wheel rim diameter
permitted unless codeS.A. SEAT S.A does not guarantee or accept any liability with
authorised by SEAT
❑ Distance between con‐
tact surfaces of tyre on
opposing shoulders
inches
C - Rim depth
❑ Distance between verti‐
cal centre of wheel and
inner wheel contact sur‐
9. Information on wheel rims 75

face
mm
D - Pitch circle diameter
❑ Pitch circle diameter of holes for wheel lug bolts
❑ Dimensions specified in mm
E - Middle hole
❑ Used for centring
❑ Dimensions specified in mm
9.2 Identification
A variety of data appears on the wheel rims. The following exam‐
ple shows the information needed for clear identification of the
rim:
Part number: 6K0 601 027 A
Wheel rim size: 5.5 J x 13
5.5 - Wheel rim depth, in inches
Protected by copyright. Copying for private or commercial J - Rimincontour
purposes, designation
permitted unless authorised by SEAT S.A. SEAT S.A does not13 - Rimordiameter
guarantee in inches
accept any liability with
Positive offset (ET) in mm: 38
Rim contour and flange data: EH2
Extended Hump 1)
1) Extended hump on both wheel flanges. When using an unin‐
flated tyre with emergency running characteristics these prevent
the tyre from coming off its seat on the rim flange. EH2 wheel rims
are required only if run-flat tyres are fitted ⇒ page 65 !
9.3 Composite wheels

Split rim alloy wheels consist of several parts.
The major parts are the rim and the wheel brace. These parts are
bolted together with special bolts using a special process. This
ensures that the wheel functions properly, that it is sealed and
safe and that it runs true. These requirements are not guaranteed
with workshop materials and under workshop conditions.
WARNING
You must not dismantle or repair composite wheels!
9.4 Care and maintenance of light alloy

wheel rims
Regular maintenance is required to keep light alloy rims looking
good over long periods of time.
They should be carefully washed at least every two weeks in order
to remove de-icing salt and the remains of braking friction, other‐
wise these will attack the wheel rim covering.
Cleaning products
Suitable cleaning products include:
♦ Water or soapy water

♦ Water and vinegar essence

♦ Special cleaning products designed for this purpose which do
not contain acids or aggressive solvents.
The cleaning product should not be left on the wheel rim for longer
than the specified application time.
The shorter the recommended soaking time, the stronger and
more aggressive the cleaning agent.
Damage to the protective coat
If the protective coat of lacquer is damaged, for example by flying
stones, it should be repaired immediately ⇒ page 77 .
Removing the remains of glue from light alloy wheel rims
♦ Strong solvents and acids attack the upper layer of enamel on
light alloy rims, dulling the treated area and giving it an opaline
appearance. Therefore, products of this type should not be
used.
♦ To
Protected remove
by copyright. adhesive
Copying residue
for private on alloy
or commercial wheels,
purposes, in part or use alloy
in whole, is notcleans‐
ers authorised
permitted unless or a petrol-based
by SEAT S.A. SEAT cleanser. The
S.A does not specified
guarantee or acceptapplication
any liability with pe‐
riod should not be exceeded.

♦ Wash rims thoroughly with water after cleaning or removing

remains of glue.
9.5 Repair of light alloy rims
WARNING
♦ it is not permissible to repair damaged rims using heat,

welding or material deposition or removal
♦ It is not permissible to repair damaged or deformed rims
and rims whose bolt holes are cracked or deformed.
♦ Repair only with proven and approved paint.
♦ Following repair to a rim the manufacturer is no longer li‐
able.
Rims with cracks at the edges should never be repaired; they

must be replaced immediately.
Any type of machining, heat treatment or welding work with ma‐
terial deposition is prohibited.
Reshaping the material is prohibited
The radial and axial runout before repair must not exceed the
production tolerance of 0.8 mm.
Only cast light-alloy rims may be treated with filler. The material
specification AISI xx is stamped on the inside of such rims.
Forged rims may only be painted.
Repair is limited to the painted surfaces.
Machined rims with one a transparent paint finish cannot be re‐
paired in any manner.
It is only permissible to repair surface damage on the visible side
of the rim (design side).
For repair the damage must not be deeper than 1 mm.
Apply filler only at a distance of 50 mm from the outer rim flange.

9.6 Removing and installing hub cover for

alloy wheels with open threaded con‐
nection
Removal:
• Wheel removed
Note
Hold cover cap -1- when driving out with hammer.
Installation
– Hold cover cap -1- flush against opening in alloy wheel rim.
– Align the SEAT emblem on the cover cap to the valve so that
the emblem seats centrally over the valve -2-.
– Apply light hand pressure until the cover cap is pushed into
the opening of the alloy wheel rim and is secure.
– Check cover cap has no play and that it is seated correctly in
the alloy wheel rim.

9.7 Removing and installing valve

⇒ “9.7.1 Removing and installing valve, description of the valve”,
page 79
⇒ “9.7.2 Removing and installing valve, rubber valve”,
page 79
9.7.1 Removing and installing valve, descrip‐

tion of the valve
1. Valve body
1- Valve body
2- Valve core
3- Valve cap
The rubber valve for tubeless tyres is designed so that the wheel
rim opening seals hermetically. The elastic material
Protected ofCopying
by copyright. the valve
for private or commercial purposes, in part or in whole, is not
body is compressed hard against thepermitted
wheelunless
rim authorised
opening. by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
For threaded valves with a metal foot, a rubber gasket serves to
make the seal. The valve hole boundary areas are sealing areas.
Therefore they must be free of rust, contamination and damage.
2. Valve core
The valve cone has the most important purpose: it seals and al‐
lows the checking and control of the tyre pressure. The small plate
seal can only operate correctly if it clean and dry. The equipment
used to inflate the tyres must be dry and free of oil.
3. Valve cap
A cap should always be screwed on the valves. It prevents dirt
from getting into the valve. If the valve is soiled, the dirt could
reach the valve plate when inflating the tyre resulting in leakage.
The valve should be changed every time the tyre is assembled.
If the vehicle is driven without valve cap, dirt can get into the valve.
This can result in a slow leak:
♦ Detachment of the polymer casing ⇒ page 19
♦ Dents along the edge of the bead zone ⇒ page 19
♦ Detached tread and guard ⇒ page 18
WARNING
The valve is only safely sealed if the hood is screwed on tightly.
9.7.2 Removing and installing valve, rubber

valve
• Ensure that the wheel rim is clean.

– Insert new tyre valve with -VAS 6459- -1-.

– Inflate tyre to approx. 3 to 4 bar. The bead of the tyre must slip
audibly over the hump of the rim.
– Check tyre pressure to make sure prescribed pressure has
been reached.
– Balance the wheel.

10 Tyre pressure monitoring system

⇒ “10.1 Tyre pressure monitor display”, page 81
⇒ “10.2 Tyre pressure monitoring system”, page 81
10.1 Tyre pressure monitor display

Each time a wheel is changed, the system must be reprogram‐
med, irrespective of whether the same wheel is fitted in this
position on the vehicle or a different wheel.
an Union and are not necessarily complete.
10.2 Tyre pressure monitoring system

♦ If the wheels that originally came with the vehicle are replaced,
ensure that the new wheels are equipped with tyre pressure
sensors which are compatible with the factory-fitted Tyre Pres‐
sure Monitoring System ⇒ page 83 .
♦ New wheels with tyre pressure sensors will be identified and
integrated in the system. For the new wheels to be detected,
the vehicle must be driven for a while at a speed greater than
25 km/h (15 mph).
♦ If replacing or relocating tyre pressure sensors, always use a
new set of valves and seals ⇒ Electronic Parts Catalogue
“ETKA” .
♦ Fitted wheels that have no tyre pressure sensors or incom‐
patible ones are not able to recognise the tyre pressure con‐
trol. The Tyre Pressure Monitoring System is then incapable
of measuring the tyre inflation pressure. A malfunction is dis‐
played or the system switches off.
an Union and are not necessarily complete.
10. Tyre pressure monitoring system 81

11 Tyre pressure sensor

⇒ “11.1 Assembly overview - tyre pressure sensor”, page 82
⇒ “11.2 Removing and installing tyre pressure sensor”,
page 83
11.1 Assembly overview - tyre pressure sen‐

sor
⇒ “11.1.1 Assembly overview - tyre pressure sensor, tyre pres‐
sure sensor with valve”, page 82
11.1.1 Assembly overview - tyre pressure sensor, tyre pressure sensor with valve
1 - Tyre pressure sensor

❑ Supplied complete as
spare part.
❑ removing and fitting
⇒ page 83
❑ Replace complete tyre
pressure sensor when
battery is dead
❑ After using breakdown
set, wipe clean hole for
valve and opening for
pressure sensorCopying for private or commercial purposes, in part or in whole, is not
Protected by copyright.
2 - Valve core
❑ Assignment ⇒ Electron‐
ic parts catalogue “ET‐
KA”
❑ Always renew when
changing tyre
Note
Always use a Genuine valve insert

only. It has a special coating!
3 - Sealing washer
❑ Will be slightly deformed
when the union
⇒ Item 6 (page 82) nut
is tightened
4 - Seal
5 - Wheel rim
❑ Fitting tyres with run-flat
properties ⇒ page 38
❑ Fitting tyres of wheels
with tyre pressure mon‐
itoring ⇒ page 36
6 - Union nut
❑ 8 Nm
7 - Valve cap
❑ Use only genuine valve caps from repair set ⇒ Electronic parts catalogue “ETKA” .
❑ Do not use convenience valve caps or metal valve caps.

11.2 Removing and installing tyre pressure

sensor
⇒ “11.2.1 Removing and installing tyre pressure sensor, tyre
pressure sensor with valve”, page 83
11.2.1 Removing and installing tyre pressure

sensor, tyre pressure sensor with valve
Removal:
– Remove union nut -1-.
– Remove tyre pressure sensor -2- from bed of wheel rim.
Installation
Caution
♦ Before installing tyre pressure sensorunless,authorised

clean valve
by SEAThole.
permitted S.A. SEAT S.A does not guarantee or accept any liability with
– Install tyre pressure sensor -2- along with a new seal and
sealing washer and push it into wheel rim at the points marked
by -arrows-.
– Press tyre pressure sensor -2- into the wheel rim at the points
marked by -arrows-.
Screw union nut -1- onto tyre pressure sensor from outside.
– Press tyre pressure sensor -1- onto bed of rim at the points
marked by -arrows- and tighten union nut to 8 Nm.
Caution
♦ Tighten nut only to specified torque.

♦ The sealing washer -2- will be deformed slightly when
tightened.
♦ The sealing washer may be installed only once. Install a
new sealing washer with rubber seal every time the part
is fitted.
♦ Further tightening of the union nut is not permitted be‐
cause the seal may be damaged, leading to leaks.
Specified torques
♦ ⇒ “11.1.1 Assembly overview - tyre pressure sensor, tyre pres‐
sure sensor with valve”, page 82
11. Tyre pressure sensor 83

12 Tyre sealant
⇒ “12.1 Tyre sealant, use-by date”, page 84
⇒ “12.2 Tyre sealant, disposal”, page 84
12.1 Tyre sealant, use-by date

The tyre sealant in the bottle can only be kept for a limited period
of time.
The expiry date -arrow- is specified on the bottle.
Renew tyre sealant when the expiry date is reached (the tyre
sealant must not be older than 4 years).
If the bottle has been opened, e.g. to repair a tyre, then it must
also be renewed.
Observe regulations for disposal.
12.2 Tyre sealant, disposal

♦ Tyre sealant or residue must not be mixed or disposed of with
other fluids.
♦ Excess tyre sealant must be collected and stored in a plastic
container. The plastic container can be disposed of through
the disposal system along with the breakdown set (when the
expiry date is exceeded).
♦ The items can be returned or disposed of through the existing
workshop disposal system.
♦ Request information through your service provider or the dis‐
posal representative at your distribution centre or importer.

13 Wheel bolts
⇒ “13.1 Wheel bolts, versions”, page 85
⇒ “13.2 Wheel bolts, anti-theft wheel bolt”, page 86
⇒ “13.3 Wheel bolts, adapter sets for anti-theft wheel bolts”, page
86
13.1 Wheel bolts, versions

Explanations regarding shaped tapered seats
There are two different versions of the shaped tapered seats, the
spherical taper and the bevel taper.
The spherical seat is the curved surface of a section of a sphere
-arrow A-. This type of convex seat is sometimes used for genuine
wheel rims.
The tapered seat is the flat surface of a section of a taper
-arrow B-. This form of taper is sometimes used for wheel rims of
the accessories trade.
I - Wheel bolts with spherical taper
II - Wheel bolts with flat taper
Note
♦ Make sure the correct wheel bolts are fitted ⇒ Electronic Parts
Catalogue “ETKA”
♦ On each vehicle, the same wheel bolts must be used for all 4
wheel rims.
One-piece wheel bolt (standard)
13. Wheel bolts 85

Two-piece wheel bolt with short rotary convex seat
Two-piece wheel bolt with long rotary convex seat
13.2 Wheel bolts, anti-theft wheel bolt

Anti-theft wheelProtected
bolt by copyright. Copying for private or commercial purposes, in part or in whole, is not
1 - Anti-theft wheelrespect
bolt to the correctness of information in this document. Copyright by SEAT S.A.
2 - Cap
3 - Adapter for wheel bolt
13.3 Wheel bolts, adapter sets for anti-theft

wheel bolts
Special tools and workshop equipment required

♦ Adapter set for tamper-proof wheel bolts - T10101 A-
♦ Adapter setunless
permitted for authorised
tamper-proof wheel
by SEAT S.A. SEATbolts - not
S.A does T20213-
guarantee or accept any liability with
13. Wheel bolts 87

14 Chains
⇒ “14.1 Assembly and use of snow chains”, page 88
14.1 Assembly and use of snow chains

Chains may only be fitted on the drive-wheels.
However, in four-wheel drive vehicles only the front wheels should
be fitted with snow chains.
Chains can not be mounted on all rim and tyre combinations.
If no particular type of snow chain is specified, then small-link
chains may be used. These, including the chain fastening, may
not protrude more than 15 mm over the wheel's running surface
and the interior.
On some models, with certain wheel/tyre combinations, only spe‐
cial, small-link chains are possible.
The maximum legally permitted speed for driving with snow
chains is 50 km/h.
When driving on snow-free roads, the chains should be removed.
There is no point in having them on the wheels as they adversely
affect the vehicle's handling. Therefore the tyres are subjected to
unnecessary demands and the chains wear faster than normal.

15 Temporary spare wheels

⇒ “15.1 Notes on temporary spare wheels”, page 89
15.1 Notes on temporary spare wheels

Notify your customers of the following information whenever nec‐
essary, and refer them to the Owner's Manual.
The information given below also applies to spare wheels which
have a yellow sticker specifying “MAX 80 km/h” or “MAX 50 mph”.
Note
♦ Depending on the vehicle equipment cars have a spare wheel

with the sticker described above instead of a temporary spare
wheel.
♦ Emergency or spare wheels of this type have been designed
for provisional use and for short periods of time. Therefore they
should be changed as soon as`possible for normal wheels.
♦ Tyre pressures of emergency or spare wheels should be
checked immediately after assembly.
♦ Tyre pressure information is located on the tyre pressure plate
on the inside of the tank flap or on the driver side B-pillar.
♦ Do not exceed the maximum speed stated on the spare wheel
(“MAX 80 km/h” or “MAX 50 mph”).
♦ Avoid full acceleration, heavy braking and fast cornering.
♦ It is not permitted to use snow chains on the spare wheel for
technical reasons.
♦ If you need to use snow chains, you should therefore fit the
spare wheel onbythe
Protected rearCopying
copyright. axle ifforthe puncture
private occurred
or commercial purposes,on a front
in part or in whole, is not
tyre. The good
permitted wheel
unless removed
authorised from
by SEAT S.A. SEAT the
S.Arear axle
does not should
guarantee then
be fitted in respect
placetoof thethe punctured
correctness frontin this
of information wheel.
document. Copyright by SEAT S.A.
Refer to ⇒ Electronic parts catalogue “ETKA” for replacement

part numbers.
15. Temporary spare wheels 89

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Service Department. Technical Information

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Copyright © 2016 Seat S.A D4B80532E3C

44 - Wheels, tyres, vehicle geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

8.6 Structure of a radial tyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61

44 – Wheels, tyres, vehicle geometry

1.1 Legislative conditions

1.1.1 Wheel and tyre combinations

♦ We recommend using only these rim/tyre combinations.

The manufacturer receives a general model approval (TÜV cer‐

♦ When the specific rim/tyre combination is not listed in the TÜV

1. Specifications for converting wheel and tyre combinations 1

combination to be included in the TÜV certificate for the vehi‐

1.1.2 Vehicles with tire inflation indicator sys‐

1.2 Technical prerequisites

2 Rep. gr.44 - Wheels, tyres, vehicle geometry

Additional wheel housing extensions (flaps)

1.3 Vehicle registration documents since

♦ Contains the EU-wide, standardised, alphanumerical codes

1. Specifications for converting wheel and tyre combinations 3

Like the old certificate of registration, the registration certificate

1.4 COC document (EEC Certificate of Con‐

4 Rep. gr.44 - Wheels, tyres, vehicle geometry

Official designation of Sales or commercial designation

1. Specifications for converting wheel and tyre combinations 5

2.1 Tyre rolling noises

2.1.1 General information

The noise is essentially caused by contact between the tyre and

6 Rep. gr.44 - Wheels, tyres, vehicle geometry

2.1.2 Locking points

2.2 Vehicle pulls to one side

2.2.1 General information

8 Rep. gr.44 - Wheels, tyres, vehicle geometry

2.2.3 Remedy for pulling to one side

No strong side wind.

If the complaint is justified, we recommend rotating the wheels

10 Rep. gr.44 - Wheels, tyres, vehicle geometry

The vehicle pulls to one side

2.3.1 Vibration, causes for vibration

2.3.2 Vibration, conducting a road test before

12 Rep. gr.44 - Wheels, tyres, vehicle geometry

Location of the tyre Marked with …

2.3.3 Vibration, vibration control system

2.4 Solutions in the event of flattening

♦ Do not endanger yourself or other road users during this

– Jack up the vehicle immediately after the trip.

– Balancing wheels on stationary wheel balancer ⇒ page 41 .

14 Rep. gr.44 - Wheels, tyres, vehicle geometry

3.1 Flat spots caused by storage or handling

Flat spots caused by hard braking cannot be repaired. Such tyres

Reasons for flattening

3.2 Ripples in sidewall

⇒ page 8 shows these components.

3.3 Saw-tooth tread wear

3.4 Flat spots caused by hard braking

“Significant” flat spots caused by hard braking cannot be re‐

3.5 Swellings in the tyre sidewall

16 Rep. gr.44 - Wheels, tyres, vehicle geometry

The usual cause of this type of damage is a knock at a sharp angle