The authors assumed that during pass-by measurements at a microphone distance of 7.5 m the difference due to wheel housing design is lower than the measured differences in close-proximity of the tire [9]. More recent research by [PERSON] et al. [10] investigated the impact of driving torque on accelerated noise in the near field on a test bench with a safety-walk. The measurements indicated an additional SPL of 4 dB at approximately 1020 N m. The authors also investigated different profile structures and came to the result that the impact in the case of tires with soft circumferential stiffness is rather low compared to the impact on those with harder circumferential stiffness [10]. The authors [PERSON] and [PERSON] [11] conducted similar near field measurements on a test bench with different tires, including two summer tires, a slick, and two experimental thread patterns. The authors subdivided the results in two frequency ranges 1250 Hz to 1550 Hz and 2500 Hz to 3400 Hz since in these ranges the measured data seemed not influenced by noise of the driving engine. Averaging the results of the two summer tires, a difference between rolling noise and accelerated noise at 2500 N peripheral force of 4.15 dB and 12.35 dB for the first and second frequency range was reported. Nevertheless, neither research proposal investigated the acceleration impact at microphones situated at pass-by positions [11]. Some recent research on the impact of acceleration in SPL is presented in [PERSON] et al. [12]. The authors found a rather strong correlation between two different vehicles with the same tires mounted for constant driving conditions and a rather weak correlation for accelerated measurements [12]. In their corresponding presentation slides [13], they show additional tires and their accelerated behavior. Thereby, it is notable that the average mathematical model found to explain the additive SPL of acceleration only reaches a coefficient of determination (COD) of 0.44, with max value of 0.9 and min value of 0.1. The legal limits for the external noise of vehicles are getting smaller and smaller, especially in the case of EVs for which only the tire has an influence. Due to this, it is essential for vehicle manufacturers to know which differences can be expected due to different vehicles. The purpose of this research is therefore divided into two main aspects. Firstly, the overall vehicle impact on exterior tire noise rolling and accelerated is investigated. This is also necessary to validate the tire changing algorithm. Even though the vehicle impact was already investigated in literature, since these were conducted, tire construction and materials changed heavily. This raises the question whether the same difference will be obtained with modern tires. Secondly, the impact of the drive axle on accelerated noise behaviour as well as overall difference resulting from acceleration in the far field of the tires is investigated. Other than the impact of the vehicle and the acceleration, the road surface and texture as well as tire texture have a large impact on the overall tire noise. Nevertheless, these issues are not in the scope of the provided research. Some relevant literature on these topics can be found in [6; 14; 15; 16; 17; 18]. First, the experiment design is shown. Afterwards we explain how measurements are conducted and digitally processed. Thereby, different regression methods are also investigated. These topics are followed by the measurement results. The results are subdivided into five subsections: one for each of the tires investigated, one for a temperature impact investigation, and one for an error evaluation of the recorded data. Then, the tire changing algorithm is explained and validated. The last chapter summarizes all interim conclusions and provides an outlook of research to come.