0-8
RODIUS 2005.07
4710-09
WHEEL
3. WHEEL ALIGNMENT
The first responsibility of engineering is to design safe steering and suspension systems. Each
component must be strong enough to with stand and absorb extreme punishment.
Both the steering system and the front and the rear suspension must function geometrically
with the body mass.
The steering and suspension systems require that the front wheels self-return and that the tire
rolling effort and the road friction be held to a negligible force in order to allow the customer to
direct the vehicle with the least effort and the most comfort.
A complete wheel alignment check should include measurements of the rear toe and camber.
1) Toe-in
2) Camber
Toe-in is the turning in of the tires, while toe-
out is the turning out of the tires from the
geometric centerline or thrust line. The toe
ensures parallel rolling of the wheels.
The toe serves to offset the small deflections
of the wheel support system which occu
r
when the vehicle is rolling forward.
The specified toe angle is the setting which
achieves-degrees “0°” of toe when the
vehicle is moving.
Incorrect toe-in or toe-out will cause tire
wear and reduced fuel economy. As the
individual steering and suspension
components wear from vehicle mileage,
additional toe will be needed to compensate
for the wear. Always correct the toe
dimension last.
Camber is the tilting of the top of the tire
from the vertical when viewed from the front
of the vehicle. When the tires tilt outward,
the camber is positive. When the tires tilt
inward, the camber is negative. The cambe
r
angle is measured in degrees from the
vertical. Camber influnces both directional
control and tire wear.
If the vehicle has too much positive camber,
the outside shoulder of the tire will wear. I
f
the vehicle has too much negative camber,
the inside shoulder of the tire will wear.
Camber is measured in degrees and is not
adjustable.
