VIA Registration of Aluminum Wheel
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About Testing
Q33: Some load values to be applied for are smaller in general use conditions than in their limited use conditions. Why is that?
Q34: Our wheels are manufactured using the same mold, and we cut the foundry pieces to different insets etc., PCD and bolt holes. Item 5 in the Testing/Registration Guidelines specifies that test wheels must be light alloy wheels selected from among models classified by basic design (products manufactured under the same manufacturing conditions and with the same mold, but items deemed to have an obvious effect on machining strength are considered different models). If one model has been registered, is VIA mark labeling also permitted on other models manufactured by machining processes using the same mold?
Q35: There is no description of installation specifications for a hub for imported vehicles on the limited use conditions table. What should be done in this case?
Q36: A mold used to produce wheels already registered with VIA was given to us. Is it necessary to register it again?
Q37: We would like to import aluminum wheels for sale. Is it possible to take them to a manufacturer that owns certified testing equipment and facilities to have them tested so that they can undergo documentary judgment using a test report from that test?
Q38: Why are the impact points in the impact test supposed to be positioned in patterns different from those of the valve hole areas and the disk part?
Q39: Even if fine cracks of a few millimeters are found in areas such as the flange rim of a spoke, which seems to affect strength very little, will the result be failure?
Q40: What is the difference between a see-through crack described in JWL and a crack under JWL-T?
Q41: What will the judgment be if the wheel bends in the impact test?
Q42: Why is the test air pressure in the JWL standard impact test (13 degrees) different from that of the JWL-T standard impact test (30 degrees)?
Q43: Isn’t the tire pressure of 460kPa in the dynamic radial fatigue test for passenger car wheels (JWL standards) too high when compared to a practical tire pressure?
Q44: When the Vehicle Inspection performs the dynamic radial fatigue test, in which direction should tires be fitted on the wheel?
Q45: Why can’t plated wheels undergo testing before being plated?
Q46: We worked very hard and passed the tests last year, but the tests have become even more difficult this year. What needs to be done in order to pass them?
Q47: In order to undergo documentary judgment, should our wheels be tested using certified testing equipment? Is it acceptable for the test results not to be submitted or if they fail the test? Is it also acceptable if some failed items are discovered in periodic quality checks carried out on a regular basis?
Q48: We’d like a transition period for switching since the test conditions and the tires used change every year. What should we do?
Q49: The tires on the test condition table are unavailable. What happens in this case?
Q50: For the Test Report submitted for application for registration by documentary judgment, should we submit the test conditions and test results prepared when the wheels were developed?
Q51: If any bolts break during the dynamic cornering fatigue test, is it possible to replace the bolts and then continue the test? If that is possible, will the test data still be valid?
Q52: Are there any provisions on the rotational speed of the rotary disc in the dynamic cornering fatigue test?
Q53: Is 500 rpm sufficient for the rotational speed of rotary disc in the dynamic cornering fatigue test? And in that case, can the rotational cycle be reduced?
Q54: In the case of a multiple-type wheel for which multiple installation specifications exist, why do the applicable test loads vary depending on each hub installation specification?


Q33: Some load values to be applied for are smaller in general use conditions than in their limited use conditions. Why is that?
A33: Limited use conditions are determined based on vehicle weight, with a safety margin taken into consideration.

General use conditions are determined based on a corresponding load to the maximum load for the applicable tire.

This difference in the calculation basis sometimes leads to this sort of result.

 


Q34: Our wheels are manufactured using the same mold, and we cut the foundry pieces to different insets etc., PCD and bolt holes.
Item 5 in the Testing/Registration Guidelines specifies that test wheels must be light alloy wheels selected from among models classified by basic design (products manufactured under the same manufacturing conditions and with the same mold, but items deemed to have an obvious effect on machining strength are considered different models). If one model has been registered, is VIA mark labeling also permitted on other models manufactured by machining processes using the same mold?
A34: Wheels produced using an identical mold can be registered with VIA even if they have different installation specifications (inset, etc., PCD, number of holes) once the wheels’ representative type has been registered. Application for VIA registration for other wheels with hubs of different installation specifications may be possible as registration by category by submission of the prescribed list (Category List of Registered Type).

A wheel with the greatest applicable testing load and the greatest rotary bending moment shall be selected as the representative type and used in applying for registration with the prescribed test report attached. That is, the application form needs to have the Category List of Registered Type and the test report of the representative type attached.

For two-piece and three-piece assembly-type wheels, application for a representative model with classes is permitted for multiple hub mounting specifications and rim widths if the disc is made from the same mold and the rim diameter is the same.

If any of the products fails the surveillance test, all of them will be determined to have failed the test and each of the products will have to undergo the three test categories all over again.

VIA marks can be engraved for display on wheels after registration.

If any size of a product fails the surveillance test, the representative model and all of the products registered by category will be determined to have failed the test and each of the products will have to undergo the three test categories all over again.
 

Q35: There is no description of installation specifications for a hub for imported vehicles on the limited use conditions table. What should be done in this case?
A35: The wheel should undergo a general use conditions test.


Q36: A mold used to produce wheels already registered with VIA was given to us. Is it necessary to register it again?
A36: The strength of a wheel cannot only be determined from the mold. Moreover, registration needs to be performed using the names of the applicants and products. Re-application for registration is required.


Q37: We would like to import aluminum wheels for sale. Is it possible to take them to a manufacturer that owns certified testing equipment and facilities to have them tested so that they can undergo documentary judgment using a test report from that test?
A37: Yes, it is. And from the viewpoint of quality control, it is necessary that there be a system in which the wheel manufacturer, the owner of the certified testing site and its selling agency can maintain communications regarding quality assurance matters.


Q38: Why are the impact points in the impact test supposed to be positioned in patterns different from those of the valve hole areas and the disk part?
A38: The JWL standard specifies that tests are to be conducted using an adequate number of impact points in the outer rim area with consideration to the possibility that the test results may vary depending on where the impact points are. The Council conducts tests using two impact points in different patterns, (i) in the vicinity of the valve hole, (ii) a position in the vicinity of 180 deg. opposite from position (i), to enhance test efficiency. However, it is recommended that each business operator who applies for registration should use an adequate number of different test points for checking variations in strength.


Q39: Even if fine cracks of a few millimeters are found in areas such as the flange rim of a spoke, which seems to affect strength very little, will the result be failure?
A39: Cracks can generally be found in connection with strength problems. For example, even if a part of the rim is connected to the spoke on three sides, it will fail.

However, damage and deformation that results from the weight of the testing equipment contacting the disk wheel directly is excluded from decisions.


Q40: What is the difference between a see-through crack described in JWL and a crack under JWL-T?
A40: According to the JWL-T criteria if a crack occurs the test is failed even if the crack does not go straight through.



Q41: What will the judgment be if the wheel bends in the impact test?
A41: According to the JWL criteria, if it bends but no air leaks or crack occurs it will pass the test. However, according to the JWL-T criteria, if deformation is noticeable, it will fail.


Q42: Why is the test air pressure in the JWL standard impact test (13 degrees) different from that of the JWL-T standard impact test (30 degrees)?
A42: Air pressure applied in the impact test (13°) is 200kPa for all tires but in the impact test (30°) the largest air pressure is used for each tire to be tested.
Regarding wheels for trucks and buses (JWL-T standards), since air pressures are significantly different by tire size ranging from tires for vans and light tracks to large trucks and buses, the most appropriate air pressure for the tire size in question is to be the test condition. The difference in pre-test air pressures between JWL and JWL-T in the dynamic radial fatigue test is due to the same reason as above.


Q43: Isn’t the tire pressure of 460kPa in the Dynamic radial fatigue tests for passenger car wheels (JWL) far too high when compared to the practical tire pressure?
A43: As a normal tire air pressure damages tires significantly in the test, it is appropriate for a test promoting the endurance strength of the original wheel, and considering sustainability and safety in testing, a pressure of 460kPa is used. The test air pressure stipulated in the JWL standard is “higher than the greatest value of air pressure of the tire to be applied for” and under the ISO3006 Passenger Car Road Wheels Test methods, the test air pressure varies for each tire air pressure in practical use. When practical tire air pressure is around 200kPa, a test air pressure of 450kPa is to be used.


Q44: When the Vehicle Inspection performs the dynamic radial fatigue test, in which direction should tires be fitted on the wheel?
A44: As the wheel rotates counterclockwise when seen from the direction of the rotating drum, if directional tires are used, fit the tires so they rotate counterclockwise (for the left side).


Q45: Why can’t plated wheels undergo testing before being plated?
A45: The Council determines that for the verification test for application for registration finished products need to be used.


Q46: We worked very hard and passed the tests last year, but the tests have become even more difficult this year. What needs to be done in order to pass them?
A46: As new cars hit the market every year, test conditions are accordingly reviewed again. It is recommended that you produce and sell wheels in compliance with the new test conditions. As a special case, dual test conditions can be set up temporarily. In that case, utmost care in promoting awareness of safety, etc. for the retailer and user by using caution labels, etc., to prevent improper use will be required.


Q47: In order to undergo the documentary judgment, should our wheels be tested using certified testing site and equipment? Is it acceptable if the test results are not submitted or they fail the test? Is it also acceptable if some failed items are discovered in periodic quality checks?
A47: The JWL, JWL-T or VIA quality standards are not satisfied if you cannot continuously produce products that can comply with the standards in the tests conducted. When you can confirm that all of your products are manufactured to meet the quality control requirements, conduct tests on them at the manufacturer and then apply for registration with Test Reports attached for those of acceptable quality.

The quality requirements of JWL, JWL-T and VIA are at the minimum level of this type, therefore all of your products of any sort for sales need to conform to the standards.


Q48: We’d like a transition period for switching since the test conditions and the tires used change every year. What should we do?
A48: Applications for registration under the test conditions (including the tires to be used) and load labeling marks given in the test condition table issued the previous year will no longer be accepted starting on January 1 of the following year, so applications should be submitted as soon as possible before that date. When a partially revised version of the test condition table is issued, applications for registration under the test conditions and load labeling marks in effect before the revision will only be accepted for 4 months after the month following the date on which the revised version was issued.


Q49: The tires on the test condition table are unavailable. What happens in this case?
A49: When there is absolutely no means of obtaining such tires, use applicable tires that are capable of bearing the next greatest load for the dynamic radial fatigue test. Be sure to acquire tires for the impact test. When it is impossible to acquire these, consult with Vehicle Inspection.


Q50: For the Test Report submitted for application for registration by documentary judgment, should we submit the test conditions and test results prepared when the wheels were developed?
A50: The test is to be conducted on products of the same quality standard as the product for which the registration is applied, and under testing conditions regulated at the time of application for registration; therefore, application made under the latest testing conditions and test results is required.
Moreover, as for test results, data prepared within 6 months from the time when the application for registration is filed should be entered.


Q51: If any bolts break during the dynamic cornering fatigue test, is it possible to replace the bolts and then continue the test? If that is possible, will the test data still be valid?
A51: It is OK to replace bolts on the wheel flange. If any bolt on the wheel disc breaks, technical judgment should be made on whether or not there is an effect on the strength of the wheel, and whether or not to continue the test thereafter should be judged. Brand new bolts should be used at the time of the start of testing to prevent breakage during testing as far as possible.


Q52: Are there any provisions on the rotational speed of the rotary disc in the dynamic cornering fatigue test?
A52: The administrative guidelines for the test state it should be over 100 rpm.


Q53: Is 500 rpm sufficient for the rotational speed of rotary disc in the dynamic cornering fatigue test? And in that case, can the rotational cycle be reduced?
A53: 5500 rpm is acceptable, however, please decide on the rotational speed taking into consideration the resonance of the wheel, etc. Note that the test rotational cycle cannot be reduced.


Q54: In the case of a multiple-type wheel for which multiple installation specifications exist, why do the applicable test loads vary depending on each hub installation specification?
A54: This is because the value of the applicable test load is calculated by the max value of the wheel load of the applicable vehicle for each installation specification.


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