car talk

Wheel Alignment Camber Angle Camber is the amount that the centerline of the wheel tilts away from true vertical when viewed from the front of the vehicle Camber places the tire tread flat on the road reducing tire wear and improving vehicle handling Excessive camber will cause wear on the edge of the tire’s tread Camber Split Camber split is the difference between the left and right camber settings Excessive camber split will cause a vehicle to pull to the most positive side Camber split should be limited to ½ a degree or less to prevent vehicle pull Caster Angle Positive caster is the rearward tilt of the steering axis Negative caster is the forward tilt of the steering axis The vehicle will pull to the least positive side Not a tire wear angle The caster aids in directional stability and steering wheel return Caster and Ride Height It is important to consider normal vehicle loading when performing alignment checks and adjustments What effect does loading the truck have on the caster? Toe Angle Inward or outward variation of tires from a straight-ahead position Toe-in is referred to as positive toe Toe out is referred to as negative toe Not a directional control angle Toe is a critical tire wear angle that commonly causes feathered tire tread wear SAI and Included Angle SAI - Steering Axis Inclination The angle between the steering knuckle pivot points and true vertical Included Angle Sum of SAI and camber Scrub Radius Scrub radius is the distance between the tread centerline and the point where a projection of the steering axis angle would contact the road surface Scrub Radius & Wheel Offset Toe Out On Turns Toe out on turns is the difference in turning angles between the two front tires measured at a specific turning angle Customer concerns about toe out on turns are usually related to tire squealing during low-speed parking manoeuvres Improper toe out on turns is commonly caused by bent or damaged steering linkage and/or steering knuckles Thrust Angle Thrust angle is the difference between the centerline of the vehicle and the thrust line of the rear axle Negative - rear wheels point left Positive - rear wheels point right Don't Miss: Suspension System Suspension System Service Alignments are often considered part of routine vehicle maintenance A vehicle’s alignment should always be checked and adjusted after performing any steering or suspension system service that could impact alignment angles Proper wheel alignment affects vehicle handling, control, ride quality and tire life Alignment Pre-Checks Tire pressure and condition Evidence of recent collision damage Ride height Wheel bearings Steering linkage Suspension components Tire Inspection Check and adjust tire pressure to the vehicle manufacturer’s specifications Inspect the tires for abnormal wear such as Center wear Wear on both outer edges Wear on one outer edge Feathering Cupping or damage READ: Learn How to Read Your Tire Sidewall Bearing Adjustment Inspection Wheel bearings should be inspected for proper adjustment or excessive wear Attempt to rock the tire from top to bottom Steering Linkage Inspection The steering linkage should be inspected for excessive wear or damage Attempt to rock the tire from left to right Carefully inspect the linkage for evidence of damage Suspension Inspection Inspect all bushings for evidence of damage, cracking and wear Inspect control arms, springs, ball joints, etc. for evidence of damage and wear Inspect shock absorbers and struts for leakage and damage Types of Alignments Center line alignment The vehicle’s front wheels are aligned to the vehicle’s centerline Thrust angle alignment The vehicle’s front wheels are aligned to match the rear wheel’s thrust angle Four wheel alignment All four wheels are aligned to the vehicle’s centerline Alignment Procedure Perform alignment pre-checks Set up the alignment computer as per the equipment manufacturer’s instructions Mount and compensate the alignment sensor heads Measure caster Alignment Adjustments Compare the alignment specifications to the vehicle’s actual settings and adjust in the following order Rear camber Rear toe Front caster Front camber Front toe Camber and Caster Adjustment Camber is adjusted by moving the top of the tire inward or outward The caster is adjusted by moving the upper steering pivot point forward or backwards Control Arm Shims Adding shims between the control arm and frame as shown moves the upper ball joint inward Changing the shim pack dimensions allows the technician to change the caster and camber Some vehicles use shims to move the control arm outward Moveable MacPherson Strut Elongated strut mounting holes may allow the strut to be moved to change the caster and/or camber Some vehicles require you to rotate the strut in mount holes to make changes in the caster and/or camber Adjustable Strut Rod Change strut rod length moves the lower ball joint to be shifted forward and rearward Moving the lower ball joint forward increases the caster Control Arm Cams Eccentric cams allow the technician to move the upper ball joint in and out Moving both eccentrics equally changes only camber Moving one cam in and the other cam out an equal amount changes only the caster Toe Adjustment Toe is adjusted to set the tires parallel to one another while the vehicle is moving Toe is adjusted by increasing or decreasing the tie rod length Toe Adjustment Procedure Set the steering wheel straight ahead and lock the wheel Parallelogram Loosen the clamps Rotate the adjuster sleeve Tighten the clamps Rack and pinion Loosen the tie rod end lock nut Rotate tie rod Tighten tie rod end lock nut DISCOVER MORE: READ MORE: A QUICK GUIDE TO DIAGNOSING 10 COMMON STEERING ISSUES 5 WARNING SIGNS OF BAD INTERMEDIATE STEERING SHAFTS 3 COMMON SYMPTOMS OF LOW POWER STEERING FLUID ELECTRIC VS HYDRAULIC POWER STEERING HOW POWER STEERING WORKS? STEERING SYSTEM: REQUIREMENTS, TYPES, POWER STEER Visit Forum Visit Our Friendly Website

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