Taycan Problem - potential catastrophic tire failure

[acull2000]

Is there anyone else not experiencing this issue? What car/tires/wheel size are you running? Maybe we can figure out the trend here.

I

If this is the case, then shame on Porsche. Selling a car with a suspension adjustment that, if chosen, will result in a catastrophic tire failure is about as bad as you can get from an engineering standpoint. I'm not as sure as you about the cause... Has anyone done an alignment measurement in the lowered position?

You can't officially adjust the front camber (though it must be set/regulated from the factory by virtue of the bolt positions) - only balance it out from left to right:
https://www.taycanforum.com/forum/threads/geometry-done-at-center-gravity.28453/post-427940
Porsche claim to have resolved an initial build issue (excessive camber) by presumably adding slotted joints in the BiW:
https://static.nhtsa.gov/odi/tsbs/2021/MC-10187852-0001.pdf

@TaycanRob showed camber angle increased by 0.345° between normal and range (-22mm) on a 2025 Turbo:
https://www.taycanforum.com/forum/t...l-catastrophic-tire-failure.16788/post-311337

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[Vim Schrotnock]

.345 deg increase in camber doesn't strike me as enough to cause inner sidewall failure. Possibly the toe adjustment is off - I guess there is a special tool required, and inner sidewall is very sensitive to toe adjustment. I'd ask more experienced minds to weigh in here.

You can't officially adjust the camber (though it must be set/regulated from the factory by virtue of the bolt positions).

@TaycanRob showed camber angle increased by 0.345° between normal and range (-22mm) on a 2025 Turbo:
https://www.taycanforum.com/forum/t...l-catastrophic-tire-failure.16788/post-311337

 

[SteveDC]

Great link, doing some digging and there seems to be a string of TSBs on tyres:

J1.1

• 25/2/19 https://static.nhtsa.gov/odi/tsbs/2020/MC-10172034-0001.pdf
• 18/3/20 https://static.nhtsa.gov/odi/tsbs/2020/MC-10173044-0001.pdf
• 29/6/20 https://static.nhtsa.gov/odi/tsbs/2020/MC-10176857-0001.pdf
• 25/1/21 https://static.nhtsa.gov/odi/tsbs/2021/MC-10186472-0001.pdf
• 12/3/21 https://static.nhtsa.gov/odi/tsbs/2021/MC-10189831-0001.pdf
• 20/4/21 https://static.nhtsa.gov/odi/tsbs/2021/MC-10191743-0001.pdf
• 15/6/21 https://static.nhtsa.gov/odi/tsbs/2021/MC-10198933-0001.pdf
• 23/7/21 https://static.nhtsa.gov/odi/tsbs/2021/MC-10199858-0001.pdf
• 22/10/21 https://static.nhtsa.gov/odi/tsbs/2021/MC-10203091-0001.pdf
• 3/5/22 https://www.taycanforum.com/forum/attachments/tires-pdf.58326/
• 30/7/22 https://static.nhtsa.gov/odi/tsbs/2022/MC-10217273-0001.pdf
• 20/1/23 https://static.nhtsa.gov/odi/tsbs/2023/MC-10231383-0001.pdf
• ...
• 2/7/23 (cant find link)
• ...

J1.2:

• 16/9/24 https://static.nhtsa.gov/odi/tsbs/2024/MC-11008480-0001.pdf
• 8/11/24 https://dot.report/bulletins/MC-11011560-0001.pdf
• 3/12/24 TSB "38/24" (cant find link)
• 28/2/25 https://static.nhtsa.gov/odi/tsbs/2025/MC-11015166-0001.pdf

It's left me baffled whether a Goodyear Asymmetric 5 NF0 or NF1 is an approved tyre on a 21" RS Spyder rim on a J1.1 - anyone able to shed some light?

Thanks so much for these references. I was using the door sticker information, figuring it was specific to my vehicle‘s weight and configuration.

 

[acull2000]

I had both rear tyres replaced today and wonder if my findings show excessive tyre shoulder wear is not due to camber settings? To explain:

Both (original) tyres were well worn (to legal limit-ish) having done now ~16,000miles. The wear was 'relatively even' but not perfectly even:
- the left rear showed 1-2mm more tread wear on the inside of the tyre (indicating negative camber as we'd expect). There was inner shoulder wear causing delamination most the way round the tyre.
- the right rear showed 1-2mm more tread wear on the outside of the tyre (indicating positive camber), yet still the tyre had significant inner shoulder wear (not as much as the other, but enough to show cords and tread delamination).

So even if you (wrongly) set up your car with positive rear camber, the inner shoulders will still wear prematurely.

Going to speak to some specialists about doing geo's (as my right rear is clearly wrong) but I'm loosing faith adjusting camber will ever prevent the problem (particularly as on the front, you can't reduce camber, only balance it):
https://www.taycanforum.com/forum/threads/geometry-done-at-center-gravity.28453/

 

[Vim Schrotnock]

I had both rear tyres replaced today and wonder if my findings show excessive tyre shoulder wear is not due to camber settings? To explain:

Both (original) tyres were well worn (to legal limit-ish) having done now ~16,000miles. The wear was 'relatively even' but not perfectly even:
- the left rear showed 1-2mm more tread wear on the inside of the tyre (indicating negative camber as we'd expect). There was inner shoulder wear causing delamination most the way round the tyre.
- the right rear showed 1-2mm more tread wear on the outside of the tyre (indicating positive camber), yet still the tyre had significant inner shoulder wear (not as much as the other, but enough to show cords and tread delamination).

So even if you (wrongly) set up your car with positive rear camber, the inner shoulders will still wear prematurely.

Going to speak to some specialists about doing geo's (as my right rear is clearly wrong) but I'm loosing faith adjusting camber will ever prevent the problem (particularly as on the front, you can't reduce camber, only balance it):
https://www.taycanforum.com/forum/threads/geometry-done-at-center-gravity.28453/

I have to agree - if it was a camber problem, you’d see uneven tread wear. I didn’t see that on my tires, and haven’t seen it on posters tires. Something very strange…

 

[Vim Schrotnock]

From my buddy Claude:

Taycan Inner Shoulder Tire Failure — Root Cause Analysis

The Problem:

Rear tires with even tread wear (5-8mm across the full width) are failing catastrophically at the inner shoulder, with cords exposed or sidewall separation. This wear is often invisible from outside the vehicle and only discovered on a lift. Multiple owners across different model years, wheel sizes, and tire brands have reported this issue.

Why It's NOT Simple Camber Misalignment:

If static negative camber were the cause, the inner edge of the tread would wear faster than the outer — classic uneven tread wear. That's not what's happening. The tread wears evenly while the shoulder/sidewall junction fails.

The Actual Cause — Dynamic System Interaction:

The failure results from the combination of two systems working together:

1. Air Suspension Height Changes
   • Camber shifts from approximately -1.8° at normal height to -2.5° at lowest setting
   • The car constantly adjusts height (auto-lowering at highway speeds, mode changes, bump absorption)
   • Each transition creates lateral scrubbing forces at the inner shoulder as the wheel pivots inward while the tire is rolling
2. Rear-Axle Steering (RAS)
   • RAS makes continuous small toe adjustments during normal driving
   • With the wheel already cambered inward, the inner shoulder carries more load
   • When RAS adjusts toe, the tire pivots around an offset point near the loaded inner edge
   • This creates a lever arm effect that concentrates twisting/shearing forces at the inner shoulder — not the tread face

The Failure Mechanism:

• Negative camber pre-loads the inner shoulder with higher vertical force
• RAS makes toe adjustments (even fractions of a degree)
• The heavily loaded inner edge resists pivoting and gets dragged laterally
• Shearing forces concentrate at the shoulder/sidewall junction
• Thousands of repetitions per drive create fatigue failure
• Tread blocks roll normally and wear evenly — the damage is isolated to the shoulder

Why Standard Alignment Checks Miss This:

• Dealers typically check alignment in Normal mode at static ride height
• Owners often drive in Sport/Low/Range modes with more aggressive camber
• Alignment may be within spec at one height but out of spec at another
• Static measurements cannot capture dynamic forces from RAS activity and suspension transitions

Contributing Factors:

• Vehicle weight (~5,000 lbs / 2,300 kg) amplifies scrubbing forces
• Wide, low-profile tires have stiffer sidewalls that concentrate stress at the shoulder
• Frequency of height transitions (highway driving with auto-lowering)
• Rear-axle steering equipped vehicles appear more susceptible

Recommendations:

1. Request alignment in the ride height mode you actually drive in
2. Inspect inner shoulders regularly — this wear is not visible without lifting the car
3. Consider filing an NHTSA complaint to document the issue
4. Some owners report success running higher pressures (42/40 psi front/rear) and flipping tires inside-out at 10-12k miles

Conclusion:

This is a system integration issue between the Taycan's suspension geometry and rear-axle steering — not a simple alignment problem. The dynamic interaction between camber changes and RAS toe adjustments creates fatigue loading at the inner shoulder that does not appear in standard tread wear patterns or static alignment measurements.

 

[figure1a]

I have to agree - if it was a camber problem, you’d see uneven tread wear. I didn’t see that on my tires, and haven’t seen it on posters tires. Something very strange…

Most people in these threads DO have uneven tread wear. If you have it on both inner and outer, then your tires are just underinflated.

 

[figure1a]

From my buddy Claude:

Taycan Inner Shoulder Tire Failure — Root Cause Analysis

The Problem:

Rear tires with even tread wear (5-8mm across the full width) are failing catastrophically at the inner shoulder, with cords exposed or sidewall separation. This wear is often invisible from outside the vehicle and only discovered on a lift. Multiple owners across different model years, wheel sizes, and tire brands have reported this issue.

Why It's NOT Simple Camber Misalignment:

If static negative camber were the cause, the inner edge of the tread would wear faster than the outer — classic uneven tread wear. That's not what's happening. The tread wears evenly while the shoulder/sidewall junction fails.

The Actual Cause — Dynamic System Interaction:

The failure results from the combination of two systems working together:

1. Air Suspension Height Changes
   • Camber shifts from approximately -1.8° at normal height to -2.5° at lowest setting
   • The car constantly adjusts height (auto-lowering at highway speeds, mode changes, bump absorption)
   • Each transition creates lateral scrubbing forces at the inner shoulder as the wheel pivots inward while the tire is rolling
2. Rear-Axle Steering (RAS)
   • RAS makes continuous small toe adjustments during normal driving
   • With the wheel already cambered inward, the inner shoulder carries more load
   • When RAS adjusts toe, the tire pivots around an offset point near the loaded inner edge
   • This creates a lever arm effect that concentrates twisting/shearing forces at the inner shoulder — not the tread face

The Failure Mechanism:

• Negative camber pre-loads the inner shoulder with higher vertical force
• RAS makes toe adjustments (even fractions of a degree)
• The heavily loaded inner edge resists pivoting and gets dragged laterally
• Shearing forces concentrate at the shoulder/sidewall junction
• Thousands of repetitions per drive create fatigue failure
• Tread blocks roll normally and wear evenly — the damage is isolated to the shoulder

Why Standard Alignment Checks Miss This:

• Dealers typically check alignment in Normal mode at static ride height
• Owners often drive in Sport/Low/Range modes with more aggressive camber
• Alignment may be within spec at one height but out of spec at another
• Static measurements cannot capture dynamic forces from RAS activity and suspension transitions

Contributing Factors:

• Vehicle weight (~5,000 lbs / 2,300 kg) amplifies scrubbing forces
• Wide, low-profile tires have stiffer sidewalls that concentrate stress at the shoulder
• Frequency of height transitions (highway driving with auto-lowering)
• Rear-axle steering equipped vehicles appear more susceptible

Recommendations:

1. Request alignment in the ride height mode you actually drive in
2. Inspect inner shoulders regularly — this wear is not visible without lifting the car
3. Consider filing an NHTSA complaint to document the issue
4. Some owners report success running higher pressures (42/40 psi front/rear) and flipping tires inside-out at 10-12k miles

Conclusion:

This is a system integration issue between the Taycan's suspension geometry and rear-axle steering — not a simple alignment problem. The dynamic interaction between camber changes and RAS toe adjustments creates fatigue loading at the inner shoulder that does not appear in standard tread wear patterns or static alignment measurements.

If Claude's diagnosis were accurate, every single Taycan would exhibit this issue. It is only a small percentage and almost all of those have verified that they run their car in the lowest suspension setting which is more indicative of camber creating the uneven wear.

 

[acull2000]

From my buddy Claude:

Taycan Inner Shoulder Tire Failure — Root Cause Analysis

The Problem:

Rear tires with even tread wear (5-8mm across the full width) are failing catastrophically at the inner shoulder, with cords exposed or sidewall separation. This wear is often invisible from outside the vehicle and only discovered on a lift. Multiple owners across different model years, wheel sizes, and tire brands have reported this issue.

Why It's NOT Simple Camber Misalignment:

If static negative camber were the cause, the inner edge of the tread would wear faster than the outer — classic uneven tread wear. That's not what's happening. The tread wears evenly while the shoulder/sidewall junction fails.

The Actual Cause — Dynamic System Interaction:

The failure results from the combination of two systems working together:

1. Air Suspension Height Changes
   • Camber shifts from approximately -1.8° at normal height to -2.5° at lowest setting
   • The car constantly adjusts height (auto-lowering at highway speeds, mode changes, bump absorption)
   • Each transition creates lateral scrubbing forces at the inner shoulder as the wheel pivots inward while the tire is rolling
2. Rear-Axle Steering (RAS)
   • RAS makes continuous small toe adjustments during normal driving
   • With the wheel already cambered inward, the inner shoulder carries more load
   • When RAS adjusts toe, the tire pivots around an offset point near the loaded inner edge
   • This creates a lever arm effect that concentrates twisting/shearing forces at the inner shoulder — not the tread face

The Failure Mechanism:

• Negative camber pre-loads the inner shoulder with higher vertical force
• RAS makes toe adjustments (even fractions of a degree)
• The heavily loaded inner edge resists pivoting and gets dragged laterally
• Shearing forces concentrate at the shoulder/sidewall junction
• Thousands of repetitions per drive create fatigue failure
• Tread blocks roll normally and wear evenly — the damage is isolated to the shoulder

Why Standard Alignment Checks Miss This:

• Dealers typically check alignment in Normal mode at static ride height
• Owners often drive in Sport/Low/Range modes with more aggressive camber
• Alignment may be within spec at one height but out of spec at another
• Static measurements cannot capture dynamic forces from RAS activity and suspension transitions

Contributing Factors:

• Vehicle weight (~5,000 lbs / 2,300 kg) amplifies scrubbing forces
• Wide, low-profile tires have stiffer sidewalls that concentrate stress at the shoulder
• Frequency of height transitions (highway driving with auto-lowering)
• Rear-axle steering equipped vehicles appear more susceptible

Recommendations:

1. Request alignment in the ride height mode you actually drive in
2. Inspect inner shoulders regularly — this wear is not visible without lifting the car
3. Consider filing an NHTSA complaint to document the issue
4. Some owners report success running higher pressures (42/40 psi front/rear) and flipping tires inside-out at 10-12k miles

Conclusion:

This is a system integration issue between the Taycan's suspension geometry and rear-axle steering — not a simple alignment problem. The dynamic interaction between camber changes and RAS toe adjustments creates fatigue loading at the inner shoulder that does not appear in standard tread wear patterns or static alignment measurements.

I don't believe Claude as:
1) I don't have RWS on my GTS (but the tyres that just came off tell me there is something very wrong)
2) The air suspension does not 'constantly' adjust height - only when going through set points etc. I don't see how this is any worse than normal bump/roll camber (which may be the root cause), but not because of air suspension - which is usually just trying to reach a set-point.

I agree with Claude's recommendations, but wouldn't flip tyres (against tyre design) and personally will be running higher pressures.

 

[acull2000]

If Claude's diagnosis were accurate, every single Taycan would exhibit this issue. It is only a small percentage and almost all of those have verified that they run their car in the lowest suspension setting which is more indicative of camber creating the uneven wear.

Surely can't be camber - here's a (badly set up) tyre (with wear indicative of positive camber) that also exhibits the excessive inner should wear.

 

[prj]

Please don't paste LLM slop, it's completely useless.

The clue is in Porsche consistently increasing the recommended tyre pressure - I am thinking the sidewall might not be up to the task...

Running closer to the max pressure will most likely help.

 

[Vim Schrotnock]

Running high tire pressure might ameliorate the problem, but we still don’t have the cause. Could it be rws? Anyone see this problem without it?

 

[acull2000]

Running high tire pressure might ameliorate the problem, but we still don’t have the cause. Could it be rws? Anyone see this problem without it?

I don't have RWS.

I do have the problem.

https://www.taycanforum.com/forum/t...l-catastrophic-tire-failure.16788/post-493354

 

[Fish Fingers]

I had the problem and didn't have rear wheel steering.

I also had a RWD without Sport Chrono, so there was no Sport Plus setting and I very seldom used it in Low ride height or Range mode.

 

[Fish Fingers]

My post from when it happened.

https://www.taycanforum.com/forum/t...l-catastrophic-tire-failure.16788/post-258489

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