Dualtone Automotive 4745 Mission Bay Dr. San Diego, CA 92109    © Dualtone Automotive Inc. 2015 
Serving San Diego Since 1946
Toe is the difference in distance between the front and rear of the tires. Toe is the most important of the alignment angles. As viewed from the top of the vehicle (a bird’s eye view), zero toe means that both wheels on the same axle are parallel Toe is also described as a comparison of horizontal lines drawn through both wheels on the same axle. If the front of the tires is closer than the rear of the same tires, then the toe is called toe-in or positive toe. If the front of the tires is farther apart than the rear of the same tires, then the wheels are toed-out, or have negative toe. The purpose of the correct toe setting is to provide maximum stability with a minimum of tire wear when the vehicle is being driven. All vehicles can be adjusted for front toe. Toe is measured in fractions of degrees or in fractions of an inch (usually 1/16s), millimeters (mm), or decimals of an inch (such as 0.06 in.). Incorrect toe is the major cause of excessive tire wear!
     If not correct, toe causes camber-type wear on one side of the tire. Feathered wear is also common, especially if the vehicle is equipped with non-radial tires. Incorrect front toe does not cause a pull condition. Incorrect toe on the front wheels is split equally as the vehicle is driven because the forces acting on the tires are exerted through the tie rod and steering linkage to both wheels. Incorrect (or unequal) rear toe can cause tire wear. If the toe of the rear wheels is not equal, the steering wheel will not be straight and will pull toward the side with the most toe-in. Front toe adjustment must be made correctly by adjusting the tie rod sleeves Many vehicle manufacturers specify a slight amount of toe-in to compensate for the natural tendency of the front wheels to spread apart (become toed-out) due to centrifugal force of the rolling wheels acting on the steering linkage. Normal wear to the tie rod ends and other steering linkage parts usually causes toe-out. Excessive front toe-out will cause wandering (lack of directional stability), especially during braking. Incorrectly set toe will cause an uncentered steering wheel. If toe is unequal in the rear, the vehicle will pull toward the side with the most toe-in.

TOE

Home Exhaust Brakes Suspension Alignment A wheel alignment is the adjustment of the suspension and steering component angles to ensure proper vehicle handling with minimum tire wear. When a vehicle is new, the alignment angles are set at the factory. After many miles and/or months of driving, the alignment angles can change slightly. The change in alignment angles may result from one or more of the following conditions: 1. Wear of the steering and the suspension components 2. Bent or damaged steering and suspension parts 3. Sagging springs, which can change the ride height of the vehicle and therefore the alignment angles By adjusting the suspension and steering components, proper alignment angles can be restored. An alignment includes checking and adjusting, if necessary, both front and rear wheels.

ALIGNMENT ANGLES

CAMBER

Camber is the inward or outward tilt of the wheels from true vertical as viewed from the front or rear of the vehicle. As the vehicle is loaded or when the springs sag, camber usually decreases. If camber is kept positive, then the running camber is kept near zero degrees for best tire life. Camber is not adjustable on many vehicles. • If the top of the tire is tilted out, then camber is positive • If the top of the tire is tilted in, then camber is negative • Camber is zero (0 degrees) if the tilt of the wheel is true vertical • Camber can cause tire wear if not correct. • Camber can cause pull if it is unequal side-to-side. • Incorrect camber can cause excessive wear on wheel bearings. • Camber should be equal on both sides when possible
Most alignment diagnosis is symptom-based diagnosis. This means that the problem with the alignment is determined from symptoms such as excessive tire wear or a pull to one side of the road. The most common reasons you should have your vehicles alignment checked include: • The steering wheel is no longer in center position • Your vehicle pulls in one direction or wanders • Steering or suspension parts have been replaced • You have just had your tires replaced • Uneven tire wear • Running over road debris or a large pot hole
The steering axis is defined as the line drawn through the upper and lower steering pivot points. On an SLA suspension system, the upper pivot is the upper ball joint and the lower pivot is the lower ball joint. On a MacPherson strut system, the upper pivot is the center of the upper bearing mount and the lower pivot point is the lower ball joint. Zero caster means that the steering axis is straight up and down, also called 0 degrees or perfectly vertical Positive caster is present when the upper suspension pivot point is behind the lower pivot point (ball joint) as viewed from the side. Negative caster is present when the upper suspension pivot point is ahead of the lower pivot point (ball joint) as viewed from the side. Caster is not a tire-wearing angle, but positive caster can cause changes in camber during a turn. This condition is called camber roll Caster is a stability angle. If caster is positive, the vehicle steering will be very stable (will tend to go straight with little steering wheel correction needed). This degree of caster helps with steering wheel return-ability after a turn. If the caster is positive, steering effort will increase with increasing positive caster. Greater road shocks will be felt by the driver when driving over rough road surfaces. Vehicles with as many as 11 degrees positive caster, such as many Mercedes vehicles, usually use a steering dampener to control possible shimmy at high speeds and to dampen the snap-back of the spindle after a turn. If caster is negative, or excessively unequal, the vehicle will not be as stable and will tend to wander (constant steering wheel movement will be required to maintain straight-ahead direction). If a vehicle is heavily loaded in the rear, caster increases. Caster can cause pull if unequal; the vehicle will pull toward the side with the least positive caster. However, the pulling force of unequal caster is only about one-fourth the pulling force of camber. It would require a difference of caster of one full degree to equal the pulling force of only 1/4-degree difference of camber. Caster is not adjustable on many vehicles. If caster is adjustable, it is changed by moving either the lower or the upper pivot point forward or backward using shims, eccentric cams or strut rods. Caster should be nearly equal on both sides; however, make certain that there is more caster on the right side to help compensate for the crown of the road.

CASTER

A proper wheel alignment will improve tire life, vehicle performance and fuel efficiency.

Phone: (858) 273-874   (619) 276-4525

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Alignment
Dualtone Automotive 4745 Mission Bay Dr. San Diego, CA 92109    © Dualtone Automotive Inc. 2015 
Serving San Diego Since 1946
Toe is the difference in distance between the front and rear of the tires. Toe is the most important of the alignment angles. As viewed from the top of the vehicle (a bird’s eye view), zero toe means that both wheels on the same axle are parallel Toe is also described as a comparison of horizontal lines drawn through both wheels on the same axle. If the front of the tires is closer than the rear of the same tires, then the toe is called toe-in or positive toe. If the front of the tires is farther apart than the rear of the same tires, then the wheels are toed-out, or have negative toe. The purpose of the correct toe setting is to provide maximum stability with a minimum of tire wear when the vehicle is being driven. All vehicles can be adjusted for front toe. Toe is measured in fractions of degrees or in fractions of an inch (usually 1/16s), millimeters (mm), or decimals of an inch (such as 0.06 in.). Incorrect toe is the major cause of excessive tire wear!
     If not correct, toe causes camber-type wear on one side of the tire. Feathered wear is also common, especially if the vehicle is equipped with non-radial tires. Incorrect front toe does not cause a pull condition. Incorrect toe on the front wheels is split equally as the vehicle is driven because the forces acting on the tires are exerted through the tie rod and steering linkage to both wheels. Incorrect (or unequal) rear toe can cause tire wear. If the toe of the rear wheels is not equal, the steering wheel will not be straight and will pull toward the side with the most toe- in. Front toe adjustment must be made correctly by adjusting the tie rod sleeves Many vehicle manufacturers specify a slight amount of toe- in to compensate for the natural tendency of the front wheels to spread apart (become toed-out) due to centrifugal force of the rolling wheels acting on the steering linkage. Normal wear to the tie rod ends and other steering linkage parts usually causes toe-out. Excessive front toe-out will cause wandering (lack of directional stability), especially during braking. Incorrectly set toe will cause an uncentered steering wheel. If toe is unequal in the rear, the vehicle will pull toward the side with the most toe-in.

TOE

Menu A wheel alignment is the adjustment of the suspension and steering component angles to ensure proper vehicle handling with minimum tire wear. When a vehicle is new, the alignment angles are set at the factory. After many miles and/or months of driving, the alignment angles can change slightly. The change in alignment angles may result from one or more of the following conditions: 1. Wear of the steering and the suspension components 2. Bent or damaged steering and suspension parts 3. Sagging springs, which can change the ride height of the vehicle and therefore the alignment angles By adjusting the suspension and steering components, proper alignment angles can be restored. An alignment includes checking and adjusting, if necessary, both front and rear wheels.

ALIGNMENT ANGLES

CAMBER

Camber is the inward or outward tilt of the wheels from true vertical as viewed from the front or rear of the vehicle. As the vehicle is loaded or when the springs sag, camber usually decreases. If camber is kept positive, then the running camber is kept near zero degrees for best tire life. Camber is not adjustable on many vehicles. • If the top of the tire is tilted out, then camber is positive • If the top of the tire is tilted in, then camber is negative • Camber is zero (0 degrees) if the tilt of the wheel is true vertical • Camber can cause tire wear if not correct. • Camber can cause pull if it is unequal side-to-side. • Incorrect camber can cause excessive wear on wheel bearings. • Camber should be equal on both sides when possible
Most alignment diagnosis is symptom-based diagnosis. This means that the problem with the alignment is determined from symptoms such as excessive tire wear or a pull to one side of the road. The most common reasons you should have your vehicles alignment checked include: • The steering wheel is no longer in center position • Your vehicle pulls in one direction or wanders • Steering or suspension parts have been replaced • You have just had your tires replaced • Uneven tire wear • Running over road debris or a large pot hole
The steering axis is defined as the line drawn through the upper and lower steering pivot points. On an SLA suspension system, the upper pivot is the upper ball joint and the lower pivot is the lower ball joint. On a MacPherson strut system, the upper pivot is the center of the upper bearing mount and the lower pivot point is the lower ball joint. Zero caster means that the steering axis is straight up and down, also called 0 degrees or perfectly vertical Positive caster is present when the upper suspension pivot point is behind the lower pivot point (ball joint) as viewed from the side. Negative caster is present when the upper suspension pivot point is ahead of the lower pivot point (ball joint) as viewed from the side. Caster is not a tire-wearing angle, but positive caster can cause changes in camber during a turn. This condition is called camber roll Caster is a stability angle. If caster is positive, the vehicle steering will be very stable (will tend to go straight with little steering wheel correction needed). This degree of caster helps with steering wheel return-ability after a turn. If the caster is positive, steering effort will increase with increasing positive caster. Greater road shocks will be felt by the driver when driving over rough road surfaces. Vehicles with as many as 11 degrees positive caster, such as many Mercedes vehicles, usually use a steering dampener to control possible shimmy at high speeds and to dampen the snap-back of the spindle after a turn. If caster is negative, or excessively unequal, the vehicle will not be as stable and will tend to wander (constant steering wheel movement will be required to maintain straight-ahead direction). If a vehicle is heavily loaded in the rear, caster increases. Caster can cause pull if unequal; the vehicle will pull toward the side with the least positive caster. However, the pulling force of unequal caster is only about one-fourth the pulling force of camber. It would require a difference of caster of one full degree to equal the pulling force of only 1/4-degree difference of camber. Caster is not adjustable on many vehicles. If caster is adjustable, it is changed by moving either the lower or the upper pivot point forward or backward using shims, eccentric cams or strut rods. Caster should be nearly equal on both sides; however, make certain that there is more caster on the right side to help compensate for the crown of the road.

CASTER

A proper wheel alignment will improve tire life,

vehicle performance and fuel efficiency.

DEFINITION OF A WHEEL ALIGNMENT
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