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In this episode, I will focus on aligning the front wheels and adjusting the camber angle. The camber angle should be slightly negative to allow for positive camber compensation and ensure that the tires make good contact with the ground. Additionally, I will discuss the importance of aligning the caster angle. In my video, I demonstrate how to measure and adjust these angles, and I also share my personal experience of having to adjust my alignment after a failed inspection.
The alignment method used in the video was recorded the day after I performed the alignment and shows the boss adjusting the caster angle to 0 degrees. The measurement of the distance between the front and rear edges of the wheel rim and the reference line is about 30mm, with zero deviation. In contrast, my own adjustments resulted in a deviation of about 10mm, which translates to a depth deviation of about 0.1 degrees per 1mm. The allowable deviation for inspection is 5, so I kept my adjustments within 5mm to ensure a high level of precision. The video footage serves as proof of the accuracy of this alignment method and also demonstrates how excessive deviation can lead to a failed inspection.
Adjusting the caster angle of the front wheels is actually quite simple and only requires adjusting the steering linkage. However, whether to turn the linkage to the right or left depends on the specific mechanism of your car. I recommend measuring and adjusting at the same time. Using my car as an example, turning the linkage to the right (or clockwise) will result in the tie rod and ball joint becoming longer, meaning the toe angle of the tire will be inward on the front side and outward on the rear side. When viewed from the top of the car to the wheels, it will resemble an "/\" shape, which is a positive toe angle. Positive and negative toe angles both contribute to stable straight-line driving, but excessive positive toe angles can cause oversteering in turns, while excessive negative toe angles can cause understeering.
Excessive negative toe angles can cause understeering and may result in oversteering, which is commonly used in some racing events. However, on regular roads, adjusting to 0 degrees as mentioned earlier will result in the steering wheel constantly veering to one side, making the car unstable and requiring larger steering angles for turns or U-turns. Ford has no fixed requirement for the front toe angle, as it depends on the steering wheel, the driver, and the road conditions. As for the rear toe angle, the deviation from the factory setting is within 0.2 degrees. I have adjusted my rear toe angle to 0.2 degrees to prevent tire wear. Regarding the thrust angle, it is a fixed setting that cannot be adjusted unless there is damage to the suspension or triangle arm. The thrust angle helps the car move in a straight line while steering, and it is automatically corrected when making turns or U-turns. Improving alignment also increases stability in straight-line acceleration. Alignment is a vast and complex subject, but for DIY purposes, it is enough to improve the car's performance while being cost-effective.