Camber - the angle between a line passing through the center of the wheel and its contact patch with the ground, and the vertical, when viewed from the front or rear of the wheel. "Negative camber" means that the upper points of the wheels are tilted inward from the vertical, with "positive collapse" - the upper points of the wheels are inclined outward from the vertical.
Longitudinal inclination of the kingpin - the angle between the axis of rotation and the vertical passing through the center of the wheel and its contact patch with the ground, when viewed from the side of the car. At "positive caster" the axis of rotation is inclined so that it intersects with the ground in front of the vertical, and when "negative caster" the axis of rotation intersects with the ground behind the vertical.
Pivot Tilt-Angle (looking at the car from the front) between the vertical and the line passing through the upper suspension strut mount and the ball joint of the lower arm.
Toe-in is defined as the deviation of a line passing through the center of the wheel from the longitudinal axis of the vehicle, when viewed from above the vehicle. When toe-in, the front wheels are turned inward - towards each other. With reverse toe-in, the front wheels are turned outward - away from each other.
3. With the exception of the toe setting, all angle settings are factory made and cannot be adjusted. Since the control and adjustment of the wheel alignment requires qualifications and special equipment, it is better to perform these operations at dealers or at a specialized bus station
4. To control the convergence, you must have a special device. There are two types of such devices. The device of the first type is designed to measure the distance between the extreme points located on the inner surface of the wheel in its front and rear parts (for a stationary vehicle as described above). The device of the second type is designed to control the actual position of the wheel contact surface in relation to the road surface (for a moving vehicle). This is done in the following way. A moving tire carries along a plate lying on the ground. The movement of the plate is recorded on the scale. Both types of devices have their advantages and disadvantages, but when used correctly, each of them gives reliable results.
5. If the check showed that adjustment is necessary, proceed as follows.
6. Turning the steering wheel all the way to the left, count the number of threads that are visible on the end of the right tie rod. Then, turning the steering wheel all the way to the right, count the number of threads that are visible on the left tie rod end. If adjustment is needed, and the number of turns on the left and right is the same, then even after adjustment, equality should remain. If the number of turns on the left and right is not the same, then when adjusting, equality must be restored. The number of visible threads on both tie rods must be the same.
7. To make the adjustment, loosen the tie rod lock nut and turn the tie rod to the desired position with pliers.
When turning the rod clockwise (when looking at the car from the side) the convergence increases, when turning counterclockwise, the reverse convergence increases. Turn the rod 1/4 turn at a time to control.
8. After completing the adjustment, tighten the lock nuts. Reinstall steering gear boots to eliminate twist caused by adjustment.
9. Rear wheel alignment requires special equipment. Therefore, it must be carried out at dealers or at a specialized bus station.
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