Our wheel alignment department offer services using the latest Supertracker laser alignment technology

Keeping your car's wheels aligned
We have been setting up race car and road car suspension of all types since 1969 so we know what we are doing, and having the latest Laser Wheel Alignment equipment we can make sure your vehicles wheel alignment is adjusted to the manufacturers specification.
It is very important that all four wheels of a car are all pointing in the right direction, and are aligned to the manufacturers' specification If any wheel is out of the manufacturers specification the handling charicturistics of the car will be affected, this will also have adverse affects on tyre life and wear and fuel consumption.
Why Four Wheel Alignment?
Most people think that you only have to have the front wheel alignment checked, but that’s not true!, Rear wheels can also go out of alignment on modern cars. Older cars have a solid beam axle on the back, which makes it unlikely for the rear wheels to become unaligned. (unless the axle has been damaged) But because of the independent rear suspension set-up on most new cars, it is also possible for the rear wheels to go out of alignment. Most modern day cars have adjustable rear suspension.

TOW IN OR TOW OUT (TRACKING)
This measurement is the difference in the distance between the front of the wheels and the back of the wheels from side to side. It is measured in minutes or mm, zero being the most common setting, which means that the wheels are parallel with each other. Toe-in means that the  measurement from side to side between the wheels at the front is smaller than the mearsurement at the rear of the wheels Toe-out is just the opposite.
To much Tow-in causes the tyres to wear on the outer edges, to much Tow-out causes the tyres to wear on the inner edges. Always remember that if the camber or castor has been knocked out it will effect the Tracking also. 

CAMBER
Camber angle is the angle of the road wheel, measured in degrees,minutes or mm when viewed from the front of the car. If the top of the wheel is leaning out from the centerliine of the car, then the camber is positive ,if it's leaning in, then the camber is negative. Correct camber adjustment is very important as it will cause excessive tyre wear on one side of the tyre's tread. To much negative camber will cause the tyre to wear on the inside edge. To much positive camber will cause the tyre to wear on the outside edge. Most modern road cars run negative camber.

Camber should be the same on both sides of the car otherwise the vehicle may pull to one side, usually the wheel with the most positive camber. If the camber is not correct the suspension should be checked for wear or damage and repaired or adjusted. Not all cars have the facility to be able to adjust camber, however there are kits on the market which we can supply that allow adjustment to be done (Top mounts, adjustable track control arms, camber adjustment bolts etc...)

Race cars and track day cars in most case's run more camber than the standard setting, this is because of the extra loading on the tyre and various other factors such as, tyre sidewall flex, tyre type and size, suspension movement when cornering, type's of suspension bushes (Rubber, Nylon or Rose joints etc) vehicle roll centre, aerodynamic aids, spring rates and suspension design. Ideal camber setting for race and track day cars is set when the tyre temperatures are very close across each tyre.

CASTOR
When the steering wheel is turned to the left or right, the front wheels rotate by turning on a pivot (ball joint) which is attached to the lower suspension arm. Caster angle is the angle of this steering pivot,  usually measured in degrees minutes or mm, when viewed from the side of the car.
If the top of the pivot (top mount) is leaning towards the rear of the car, then the caster is known as positive, alternatively if its leaning toward the front, it is known as negative.
Caster that is out of adjustment may cause pulling to one side, usually the wheel with the less positive castor.
Cars with very little positive castor will have very light steering, but the car may wander from side to side and be difficult to drive in a straight line.
Cars with to much negative castor will have heavy steering and wander when you hit a bump in the road.
As with the camber, if the castor is not correct it must be checked for wear or damage and repaired, Not all cars have the facility to be able to adjust castor, however there are kits on the market which we can supply that allow adjustment to be done (Top mounts, adjustable tie bars etc...

Race cars and track day cars try to run more castor than standard as its gives more turn in camber, which is just when you need it. 

RIDE HEIGHT
Ride height is the measurement the car manufacturer sets in production, measured usually in inches or mm, from some point on the underside of the car front and rear. we can provide these specs.
Ride height should be within 15mm from side to side at both the front and rear, if the ride height is not within the tolerance its usually the springs have gone weak and sagged, or a seized shock absorber may be the culprit.

When fitting performance suspension kits that lower the car it is very important to have the wheel alignment checked, this is because the tracking, camber, and castor will have moved, and in some cases the lower arms are now working through the wrong angle and the roll centre needs to be re-located back to its original position, we can advise on this. 

    
We provide a first class service at a competition low price.... 0161 775 1851

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