Align That Wheels Part 2

CASTOR

This applies ONLY to the steered wheels. Looking at the side of the vehicle, castor is the angle between the steering axis and the front wheel vertical centerline. Positive castor increases when moving the bottom suspension mount forward, or moving the top suspension mount back. Note: can ONLY be done with an aftermarket castor kit.

Increase in positive castor, increases the amount of negative camber that occurs during cornering. This is due to outside tyre ends up closer to vertical than otherwise, taking bush deflection,body roll and other nastiness into consideration. As a result, you feel better traction and cornering grip. Unlike dialing in negative camber - positive camber cause no setbacks to longitudinal grip, tramlining or tyre wear. Slightly increased steering effort will be experienced when dialing in positive camber - it won't be a problem on cars with power steering.

STATIC VS DYNAMICS

One degree negative camber on alignment machine does not applied when you are sweeping through corners in real life. This is due to chassis flex, suspension component movement, bush squish and the changes in geometry causes by body roll in dynamic (I.e actual on-road). It is normal to experience mid-corner toe variations of a couple millimeters in conjunction with 1/2 change in camber.

When you send your car for wheel alignment, watch the job carefully. Once finished, get into the driver seat and ask the technician to re-check the alignment specs. Measured parameters will have suddenly altered in some cheaper cars. Actively changing chassis dynamics is not what you want....

Dynamic geometry changes problems can be partially offset using strut bars, roll cage, seam welded chassis and hi grade racing suspension components. Firmer bushes will make noticeable and cost effective upgrade on most occasions. For vehicle with sophisticated suspension (I.e Multilink Rear Ends Suspension - as in Proton Satria Neo), less variation between static and dynamic geometries will be found.

Next week, will discuss about the Configuration to Suit Various Cars and How Much Adjustment Do You Need?... Happy Fasting for my Brothers and Sisters in Islam...

Align That Wheels!!!

Aside from fitting various aftermarket gears to improve your car's handling, a carefully planned wheel alignment can make lots of difference. The main thing is either your car equipped with stock suspension setup or aftermarket suspension systems, the improvement applies equally and the changes does not cost much to implement.

So what are the wheel alignment adjustments and how will it benefits you?

TOE

Toe is the difference in distance between the leading and trailing edge of the wheels at the one end of the car. Toe-in occurs when the leading edge of the wheels are closer together than the trailing edge (the wheels are pointing slightly inwards), zero toe is where the wheels are parallel to each other, and toe-out occurs when the leading edge of the wheels are further apart than the trailing edge (the wheels are pointing slightly outwards). Toe readings are taken across the front and rear axle lines. Toe is measured in millimeters.

Toe-out reduces lateral stability and increases tyre wear on the outside thread. Front-end toe-out will improve turn-in response while rear-end toe-out resulting an oversteer motion. Vice versa, rear toe-in reduces oversteer, in addition improving lateral stability and causing inner thread tyre wear. Toe-in on the front-end reduces turn-in response.

CAMBER

Camber is the angle of a wheel from vertical when viewed from front or rear. Negative camber occurs when the top of the wheel is closer to each other than the bottom. Zero camber is where the wheel is standing vertically and positive camber occurs when the top of the wheel is further away than the bottom.

Negative camber reduces longitudinal grip. In addition, if the car isn't driven hard enough, tyres with negative camber setup will suffer severe wear on the inner side. This setup helps a lot during cornering where wheel alignment changes due to chassis,suspension component and bush deflection. These changes causes the outside wheel moving away from its usual upright position towards positive camber. Negative camber the right way will deliver maximum available cornering grip.

Camber is generally not factory adjustable. Only cars constructed to wide range tolerance that come with camber adjustment.

End of Part 1....

On Next Updates,

CASTOR, STATIC VS DYNAMICS, CONFIGURATION TO SUIT VARIOUS CARS, AND HOW MUCH ADJUSTMENT DO YOU NEED?

Stay tuned...

Welcome to My New Blog

I'm moving back into Automotive Engineering world recently. More updates and more tips for your transportation needs. First thing first, when applying any information on your vehicle.. Please take note, I will not be responsible for any lost and damages of your vehicles. Be practical and critical. Do some research and development on your own before testing in real-life. Modified at your own risk!!!

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