Camber is the angle between the line through the center of the wheel and its contact patch with the ground and the vertical, when looking at the wheel from the front or rear. "Negative camber" means that the tops of the wheels are tilted inward from the vertical, while "positive camber" means that the tops of the wheels are tilted outward from the vertical.
Kingpin caster is the angle between the steering axis and the vertical line passing through the center of the wheel and its contact patch with the ground, when viewed from the side of the vehicle. With "positive kingpin caster," the steering axis is tilted so that it intersects the ground ahead of the vertical, and with "negative kingpin caster," the steering axis intersects the ground behind the vertical.
Steering axis inclination is the angle (as viewed from the front of the vehicle) between the vertical and a line passing through the upper strut mount and the lower arm ball joint.
Wheel toe-in is defined as the deviation of the line passing through the center of the wheel from the longitudinal axis of the car, when looking at the car from above. When toe-in, the front wheels are turned inward - towards each other. When toe-in is reversed, the front wheels are turned outward - away from each other.
3. With the exception of toe-in, all angle settings are made during manufacturing and are not subject to adjustment. Since checking and adjusting wheel alignment angles requires qualifications and special equipment, it is better to perform these operations at dealers or at a specialized auto station
4. To check the toe-in, you need a special device. There are two types of such devices. The first type of device 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 car, in accordance with the description above). The second type of device is designed to control the actual position of the contact surface of the wheel in relation to the road surface (for a moving car). This is done as follows. The moving tire drags a plate lying on the ground. The movement of the plate is recorded on a scale. Devices of both types have their advantages and disadvantages, but when used correctly, each of them gives reliable results.
5. If the check shows that adjustment is necessary, proceed as follows.
6. Turn the steering wheel all the way to the left and count the number of thread turns visible on the end of the right tie rod. Then, turn the steering wheel all the way to the right and count the number of thread turns visible on the end of the left tie rod. If adjustment is needed and the number of threads on the left and right is the same, then the equality should be maintained after adjustment. If the number of threads on the left and right is not the same, then the equality must be restored during adjustment. The number of visible thread turns on both tie rods should be the same.
7. To make the adjustment, loosen the tie rod lock nut and turn the rod to the desired position with pliers.
Turning the rod clockwise (when looking at the car from the side) increases the toe-in, turning it counterclockwise increases the reverse toe-in. Check by turning the rod 1/4 turn at a time.
8. After completing the adjustment, tighten the lock nuts. Reinstall the steering gear boots to eliminate twisting caused by the adjustment.
9. Setting the rear wheel alignment requires special equipment. Therefore, it should be done at dealers or a specialized auto station.