Maybe the noise can be annoying that always occurs at the same unavoidable occasion, e.g. in the dashboard, but any swinging motions from the chassis or the steering are even more annoying. Because here is also the aspect of security. Can I still get home unscathed, wouldn't I be better off driving slowly?

The workshop has a different problem, namely finding a needle in a haystack, and hopefully at a cost that is still bearable. Because nobody likes to pay, but especially not when that, what he/she pays seems to be like a need like a hole in the head. You'd have to be a magician in order to be able just to say 'Go away!'.

Of course, the wheels are the first to be suspected. We deliberately do not say 'tires' because we want to include the rims and thus, for example, the balancing. In the present case, the test drive is almost more important than, for example, questioning the driver. Because the vibrations probably started quite harmlessly and rather unnoticed at some point.

Please consider that during test drives it is possible to complete almost any speed with the drive disconnected. That doesn't mean turning off the engine. It's enough to step on the clutch. It would be nice to be able to tell the difference between front and back on such an occasion. Please also remember that operating a vehicle on top of the lift is prohibited.

The wheels should be treated differently than usual after disassembly. Pay attention to clearance beforehand, include the complete steering at the front and also check visually. Especially on the balancing machine, first a test run to determine the current status. In rare cases it could even be a very defective shock absorber. But is it enough to check for leaking oil?

Oh yes, unevenly distributed dirt could also play a role, so start with all the dirt on the balancing machine. After all, it's about finding the mistake and not covering the tracks. We already talked about tensioning and centering in the previous chapter. However, if track extension plates have been used, then a test drive without them would make sense before any further measures.

If the check on the balancing machine is unsuccessful, a stricter visual inspection may be necessary. Is the tire fairly evenly worn or does it have a flat spot (brake mark)? Does it sit evenly on the rim and doesn't bulge at the side anywhere? The tests for concentricity and lateral run-out on the rim with a maximum of approx. one millimeter each are very important. All this is possible with the balancing device.

But overall I wouldn't rebalance unless the imbalance is less than 20 grams. I would also not move the tire on the rim as long as the measurement on the tire only adds a maximum of one millimeter. It is better to examine and exchange the tires of the other axle in a similar way. Beware of activism that doesn't achieve anything. Because if the cause is not found in this way, all roads will soon lead to the wheel alignment station. Because if the cause is not found in this way, all roads will soon lead to the wheel alignment unit.