Cam and Wheels and Toe:
The three main
alignment parameters on a car are toe, cam, and wheel. Most enthusiasts have a
good understanding of what these settings are and what they involve, but many
may not know why a particular preparation is requested or how it affects
performance. Let's take a quick look at this basic aspect of adjusting the
comment.
Finger:
When a pair of
wheels is set so that their front edges are slightly oriented toward each
other, the wheel-drive is said to have a foot-brace. If the indentations
indicate apart from each other, the husband is said to have a role in the
foreground. The size of the toe can be expressed in degrees such as the angle
at which the wheels are parallel or more common, where the width of the track
is measured at the front and rear edges of the tires or wheels. The toe
settings affect three main areas of performance: frame corrosion, fixed line
stability, and angular input properties.
caster:
Caster is the angle
in which the axis of the joystick tilts forward or backward from the head, and
is displayed from the side. If the axis is tilted back (ie, the top axle is
placed back in the rear more than the lower axle), the wheels are positive; if
tilted forward, the wheels are negative.
Positive wheels tend
to calibrate the wheel as the car moves forward, and thus is used to enhance
fixed line stability.
curve:
Camber is the angle
of the wheel relative to the vertical, as it is displayed from the front or
rear of the car. If the wheel tends toward the chassis, it has a negative cam;
if it tilts away from the car, it has a positive camber (see next page). The
force of turns that the frame can develop depends on the degree of its angle to
the surface of the road, so the wheel limit has a significant impact on the
vehicle load. It is interesting to note that the frame develops its maximum
force at the turn at a small negative camber angle, usually around the negative
turn. 1/2 degree. This fact is due to the contribution of push camshaft, an
additional side force resulting from a flexible deformation as the rubber
extends through the tire / road interface (touch correction).
To improve frame
performance in an angle, it is important for the suspension designer to assume
that the frame always works at a slightly negative cam angle.
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