Wheel Alignment & Computerized Balancing

Several warning signs for tire wear problems:

1. Sawtooth appearance on the edges;
2. Faster wear on the outer edges than in the middle;
3. Quicker wear of front of rear tires on front wheel drive vehicles;
4. Tire wears excessively on one side;
5. Cups or dips in the tread

There are three wheel alignment angles, Camber, Caster and Toe in.

Camber is the inward or outward tilt of the wheels. Outward tilt is called “positive” camber, while inward tilt is called “negative”. The camber angle is specified in degrees for each wheel. Camber should be as close to zero as possible when the vehicle is in motion. Zero running camber on all four wheels keeps the tire tread in full contact with the road and usually gives the best traction and handling.

But, camber changes as the vehicle is loaded and as the suspension moves. Heavy loading compresses the suspension and typically makes wheel camber go negative, while raising the suspension causes it to go positive. Many short/long-arm (SLA) suspensions are designed so that camber goes positive, then negative, as the suspension is raised. On vehicles with independent rear suspension, loading always causes a negative camber change at the rear wheels. Rear camber does not normally change on vehicles with solid rear axles, regardless of loading.

To compensate for camber changes that occur when a vehicle is loaded, many alignment specifications call for a slight amount of positive camber. Others, though, may specify zero camber or up to a half a degree or more of negative camber. Always refer to the manufacturer’s specifications because static camber settings vary greatly from one vehicle to another. Most specifications allow a total range of about one degree in “acceptable” camber settings, but some allow more.

Camber readings on both sides of the vehicle should usually be within half a degree of each other. Too much difference or what is known as “cross camber” can create a steering pull, because camber affects directional stability.

A wheel with positive camber will pull toward the outside while a wheel with negative camber will push toward the inside. A vehicle will lead or pull toward whichever side has the most positive camber or, conversely, away from the side with the most negative camber.

Camber is very sensitive to ride height, so ride height must be within specifications for camber to be correct. In the Introduction of Steering and Suspension course, ride height was defined as the height at which the suspension normally sits with respect to the road and the vehicle body. It’s typically measured from the ground to a fixed point on the vehicle body.

When camber is out of specifications, the vehicle may lead or pull to one side, and tire wear will be uneven. Too much negative camber will wear the inside shoulder of a tire, while too much positive camber will wear the outside shoulder of a tire. The wider the tire, the more susceptible it is to camber wear.

Toe in is the angle that allows the tires to point forward, think of pigeon toed, if the tires are toed in they would create drag, reduce fuel economy and wear abnormally. If the tires are toed out, you would experience wandering and could never really find a center while driving. This would also cause abnormal tire wear and reduced fuel economy.

You will find that many shops only set the toe in. Toe in is the quickest way to partially align a vehicle and the customer will notice a change, typically a straight steering wheel, however; if the camber is not within specification the customer will still experience abnormal tire wear. The vehicle will not handle as per its factory specifications. If you’re calling around for a price on a wheel alignment always asks, what angles do you adjust if required? You may be surprised to find out you’re not getting a total alignment. Most good shops can print your specs, before and after settings; make sure you get that. Fast Tire does only complete wheel alignments.

Computerized Wheel Balance

Wheel balancing is essential in getting the maximum life out of your tires and suspension. Having properly balanced tires will also resolve any imbalance related vibrations you may feel in your vehicle.

Fast Tire offers two types of wheel balance. First is the dynamic balance which is your most typical spin balance. The balance machine will assign wheel weights on the back side and front side of the wheel. The machine determines what’s needed in measuring heavy spots in the tire and wheel assembly then assigning weight opposite of the heavy spot. This ultimately results in equal weight distribution around the tire.

The second type of balance is road force. This is the most sophisticated spin balance. The machine will not only measure heavy spots but will tell us if turning the tire on the wheel will reduce the amount of weight required. The less weight on a tire and wheel assembly the better. This machine will also tell us if the wheel is bent or if the tire simply cannot be balanced within tolerances. This process is unique however we always are able to correct the balance related vibration complaint using this machine.

Stop by Fast Tire and let’s fix your vibration problem.