This will allow you to have a good amount of surface area directly in contact with the road for the straightaways while giving you enough space on your tires to easily take corners at higher speeds. Make sure to not overdo this negative camber as too much of an angle will cause your tires to wear out almost as quickly as your oil.
Make sure that you are also measuring your caster as well, as this will greatly affect the steps you need to take in order to properly align your tires.
Typically the truck will pull to the side with the most positive camber. Check out the caster illustration to help understand this alignment characteristic. If this pivot angle is leaning toward the back of the truck it is positive caster, and, of course, if the angle is rotated toward the front of the truck, it is negative caster.
Look at it this way, you've used a grocery cart, notice the rear wheels and how they are mounted slightly behind the vertical steering axis, or a motorcycle front fork slopes back providing positive caster. So what happens if caster is out of alignment? You would notice problems in straight-line tracking, or if it were different from side to side the truck would pull to the side with less positive caster. If both sides are equal but too negative the steering will feel light, the truck will wander and be difficult to keep driving straight.
If both sides are equal but too positive, the steering can be heavy. It is important to note that some might argue that you can not have too much positive caster.
Remember there is no absolute right numbers to align your truck to. If you are the spirited driver from the camber tutorial, you could benefit from some of the handling properties of positive caster.
In fact if you are trying to fine-tune your alignment it is better to adjust caster than camber. Why, you probably wondering, lets look. This alignment information is used for high performance set-ups. For example caster tended to be negative because at highway speed the dynamic caster resulted in a positive value, with a corresponding near zero or very slight negative camber. This was because of tires actually changing shape and altering the physical dimensions of the front end.
It was also popular to set the toe negative, now days you can decide how you would like your toe based on your driving style. The first two can easily be checked at home. Toe-in Car front tires are slightly pigeon-toed to intentionally place a very slight load on the wheel bearings. Typical toe-in specs vary from one-thirty-second to one-eighth-inch, depending on the vehicle. Check a service manual for your car's acceptable range. The best tip-off to a toe problem is a saw-tooth wear pattern that's equal on both front tires.
If the tread blocks point toward the frame, then toe-in is excessive; pointing outward indicates too much toe-out. Toe-in spec-check and adjustment are shown in the accompanying photos. Although no specialized tools are necessary to check toe, companies such as Eastwood, JC Whitney and Harbor Freight sell tools specifically for this purpose. Two things to remember when measuring and adjusting toe: First, true spec is measured midway up the tires.
If the car's body makes this impractical, take the front and rear measurements one-quarter of the way up the tires, then double that to get the true toe as it would be in the center of the tires. Also, an off-center steering wheel can sometimes be corrected by adjusting one tie-rod more than the other. Steering wheel position has no effect on your final alignment.
Camber Camber is the measurement of tire lean in degrees. If the top of the tire tilts inward, the vehicle has negative camber; outward lean is positive camber. Most newer vehicles have slightly negative camber to improve stability and handling. Two indicators of camber problems are the vehicle pulling to one side the one with more positive camber or possibly less air in the tire and uneven tire wear across the tread.
Camber is easy to check with an angle finder and a straight edge, ideally one that's the same length as the wheel diameter so that tire sidewall bulge doesn't interfere with the straight edge. Many front-wheel-drive cars don't have camber adjustments, and out-of-spec camber here often indicates bent or worn parts.
On vehicles that have adjustable camber, the job can involve adding shims between the control arms and frame and turning cam bolts. Many people prefer to let an alignment shop make these adjustments, particularly if their car has independent rear suspension. Caster Caster is the angle of steering pivot in degrees.
Just as water-skiers lean backward for stability, most vehicles are designed with slight negative caster — the upper ball joint is to the rear of the lower ball joint similar to the front wheels on a shopping cart.
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