Form 1571T-VoTech, 10/11

PRICE $25.00

Vehicle Alignment
Seminar

Training Supplement
Technician Reference Guide

©2008-2011 Hunter Engineering Company

Table of Contents
Wheel Alignment .................................................................................2
Road Testing the Vehicle ....................................................................3
Straight, level road surface ................................................................................................. 3
An area to stop and start ..................................................................................................... 3
Left and right turns .............................................................................................................. 4
A dip or bump...................................................................................................................... 4
Inspection of tires and wheels .............................................................5
Tire rotation patterns ...........................................................................6
Steering Systems ................................................................................7
Relay Rod Steering System ................................................................................................ 7
Haltenberger Steering System ............................................................................................ 7
Parallelogram system ......................................................................................................... 8
Rack and Pinion Steering System....................................................................................... 8
Suspension Systems...........................................................................9
Non-independent Front Suspension ................................................................................... 9
Independent Suspension .................................................................................................. 10
SLA (Short / Long Arm) ......................................................................................................... 10
Wishbone / Hybrid Strut ........................................................................................................ 11
Front four-link suspension and sub-frame ............................................................................ 11
MacPherson strut (old version) ............................................................................................. 12
MacPherson strut (new style)................................................................................................ 12
Modified strut ......................................................................................................................... 12
Twin I-beam........................................................................................................................... 13
Rear Suspensions ............................................................................................................. 14
Rear Non-Independent Suspensions .................................................................................... 14
Rear independent suspension .............................................................................................. 15
Characteristics of Wheel Alignment ..................................................16
Camber .............................................................................................17
Caster................................................................................................20
Frame Angle ..................................................................................................................... 22
Caster Measurement ........................................................................................................ 23
Caster Adjust .................................................................................................................... 24
Toe Angles ........................................................................................25
Toe Related Geometry ......................................................................27
Alignment Procedures .......................................................................29
4-Wheel Thrustline alignment ........................................................................................... 29
Total 4-wheel Alignment ................................................................................................... 30
Front Toe Adjustment ........................................................................31
Adjusting Individual toe with WINTOE®................................................................................. 31
Adjusting Total Toe / Steer Ahead using WinToe® ............................................................ 35
Common Adjustments .......................................................................37
Strut to knuckle ................................................................................................................. 37
Upper Strut Plate .............................................................................................................. 39
Lower Control Arm ............................................................................................................ 40
Upper Control Arm ............................................................................................................ 41
“Raise Selected Axle” Procedure ......................................................42
Steering Axis Inclination and Included Angle ....................................43
Glossary ............................................................................................45
©2008-2011 Hunter Engineering Company 1
Wheel Alignment
Definition: The process of measuring and positioning all wheels attached to a common
chassis.

The most common reasons for wheel alignment to change are:

Spring sag
Weight added or removed
Steering / suspension component wear and/or damage

The most common symptoms related to incorrect wheel alignment are:

Crooked steering wheel
A vehicle that drifts or pulls to one side
Accelerated and abnormal tire wear

The process begins with the customer interview.

2 ©2008-2011 Hunter Engineering Company

Road Testing the Vehicle
A road test is needed to:

1. Evaluate the vehicle’s operation under normal driving conditions

2. Confirm the customer’s concerns
3. Create a base-line for the post-alignment test drive

The test drive should include these areas and observations:

Straight, level road surface

1. Is the steering wheel position level?

a. Front individual toe is incorrect

b. Rear individual toe is incorrect

2. Does the vehicle pull or drift in one direction?

a. Vehicle pulls at speeds below 20 mph.
i. Tire conicity or ply-steer
ii. Brake drag
iii. Power steering imbalance
b. Vehicle pulls at speeds of 20 mph and more:
i. Front cross camber exceeds manufacturer’s specification
ii. Front cross caster exceeds manufacturer’s specification
iii. Road crown
iv. Uneven side-to-side load

An area to stop and start

1. Does the vehicle pull during braking?
a. Vehicle pulls with slight brake pedal application:
i. Contaminated friction material
ii. binding caliper piston
iii. binding caliper slides
iv. master cylinder by-pass
v. Restricted brake hose
b. Vehicle only pulls during hard brake applications
i. Control arm bushings
ii. Radius arm bushings
iii. Strut rod bushings

2. Does the vehicle pull when accelerating or decelerating?

a. Worn engine or transaxle mounts
b. Worn suspension components, i.e. control arm or strut rod bushings,
c. Tire conicity or tread pattern differences
d. Tire circumference differences

3. Do any unusual noises or component shifts occur?

a. Sub-frame mounting bolts
b. Control arm bushings
c. Strut rod bushings
d. Shocks and struts
e. Strike-out bumpers
©2008-2011 Hunter Engineering Company 3
Left and right turns
1. Does the steering wheel return straight properly?
a. Binding ball joint or strut bearing
b. Steering gear box adjustment
c. Caster angles

2. Does the vehicle have tendency to drift in the direction of the last turn?
a. Binding ball joint or strut bearing
b. Steering gear box adjustment
c. Improper torque of steering or suspension component

3. Do any unusual noises or component shifts occur?

a. A clicking noise while turning may indicate worn outer (fixed) CV joints.
b. A grinding sound while turning hard and over a bump may indicate steering stops
may be worn or require lubrication.
c. Noise or vibration when turning may indicate worn or binding outer u-joints on 4-
wheel drive vehicles
d. Strut bearing or ball joint binding
e. Gear box adjustment

A dip or bump
1. Does the vehicle change direction?
a. Outer tie rods have different angles
b. Steering linkage attachment or gear box mounting

2. Do any unusual noises or component shifts occur?

a. Shock or strut attachment or internal failure
b. Suspension bottoming out

3. Does the vehicle bounce excessively?

a. Worn shocks or struts
b. Spring condition

4 ©2008-2011 Hunter Engineering Company

Inspection of tires and wheels
1. Check the air pressure in each tire and inspect for wear patterns.
2. Adjust the air pressure to factory specifications.
3. The type and size of the tire and wheel should be uniform for a given axle.
4. Wheel rim dimensions should be the same for any given axle.

Normal Lack of Rotation

Slight front to back feathering Deep front to back feathering on
non-drive tires

Excessive Camber Excessive Toe

Wear is isolated to the shoulder and smooth Wear starts on shoulder, moves
inward and feels rough

Weak Shocks or Wheel Imbalance Unequal Rear Toe

Spotty cupping Diagonal wipe

©2008-2011 Hunter Engineering Company 5

Tire rotation patterns

Modified X rotation

Rear-wheel drive Front-wheel drive

Exceptions

Directional tires Sport Utility Vehicle

WARNING:
Always refer to the vehicle manufacturer’s guidelines for tire rotation. Systems using
wheel speed information, such as electronic stability control, may be adversely affected
by tire rotation. Some vehicles use different size tires or wheels front-to-rear.

6 ©2008-2011 Hunter Engineering Company

Steering Systems
Four steering systems are commonly used:

Relay rod steering system

Haltenberger steering system
Parallelogram (conventional) steering system
Rack and Pinion steering system

Relay Rod Steering System

Trucks and sport utility vehicles with a non-
independent front suspension typically use a relay
rod steering system.

Standard linkage components:

Drag link
Relay rod
Outer tie rods

Total toe is adjusted using the relay rod.

Steering wheel position is corrected by adjusting

the drag link, if adjustable.

Those without an adjustable drag link will require

the steering wheel to be removed to correct a
crooked position.

Haltenberger Steering System

Ford and Mazda light trucks and sport utility vehicles, with twin I-beam suspensions, use a
Haltenberger steering system.

Standard linkage components:

Drag link (1)
Inner tie rod (2)
Outer tie rods (3)
Adjustment sleeves (4)
1 2
Individual front toe is set by: 4
1. Start the engine 3
2. Level the steering wheel
3. Install the steering wheel holder, if required
4. Turn the engine off
5. Adjust each tie rod until individual toe is 1/2 the total toe specification

NOTE: Some older models may be equipped with only one tie rod adjuster. In this case, set
front total toe using the adjuster. The steering wheel will have to be removed and
repositioned manually.

©2008-2011 Hunter Engineering Company 7

Parallelogram system
A “parallelogram” steering system, also known as a “conventional” steering system, is
common on many cars and light trucks.

Standard linkage components:

Pitman arm
Center link
Idler arm
Inner tie rods
Adjustment sleeves
Outer tie rods

Each tie rod assembly has an

“individual toe” adjustment sleeve.

Individual front toe is set by:

1. Start the engine
2. Level the steering wheel
3. Install the steering wheel holder, if required
4. Turn the engine off
5. Adjust each tie rod until individual toe is 1/2 the total toe specification

Rack and Pinion Steering System

The “rack and pinion” steering system incorporates the steering gear and the steering
linkage as one assembly.

Standard linkage components:

Inner tie rods
Outer tie rods
Jam nuts

Each tie rod assembly has an “individual toe” adjustment sleeve.

Individual front toe is set by:

1. Start the engine
2. Level the steering wheel
3. Install the steering wheel holder, if required
4. Turn the engine off
5. Adjust each tie rod until individual toe is 1/2 the total toe specification

NOTE: Ensure the bellows boot does not twist when adjusting the inner tie rod.

8 ©2008-2011 Hunter Engineering Company

Suspension Systems
A suspension system is necessary to:

Provide comfort
Provide driver control
Support weight
Absorb and dampen shock
Maintain tire contact with the road
Provide wheel to wheel alignment.

There are two major categories of design:

1. Non-independent
2. Independent

Non-independent Front Suspension

The solid I-beam axle is an example of a non-independent suspension.

The axle is an I-beam construction and usually made of steel or aluminum.

Leaf springs provide support and attachment and kingpins are commonly used to attach the
steering knuckle to the axle.

This system is still used on trucks, busses, and off-road equipment because of its great load
carrying capacity.

The non-independent front drive axle shares the same qualities as the beam axle, but may
use ball joints instead of a kingpin.

©2008-2011 Hunter Engineering Company 9

Independent Suspension
Independent suspensions improve ride, handling and tire life by providing an isolated
mounting for each wheel.

SLA (Short / Long Arm)

The “Short-Long Arm” (SLA)

suspension uses upper and lower
control arms to position the steering
knuckle.

The numerous pivot points and

bushings help supply one of the
best ride quality levels of any
suspension.

SLA suspensions may use coil

springs, torsion bars or air bag
springs.

The longitudinal torsion bar design is found on many domestic and import 4x4 pickup trucks
and sport utility vehicles.

Measuring and adjusting ride height is a very important step in the alignment process.
Vehicle ride height affects all alignment angles.

Adjustments for camber and caster are typically made using the upper control arms. Some
vehicles use the lower control arm to adjust camber and caster.

10 ©2008-2011 Hunter Engineering Company

Wishbone / Hybrid Strut

A coil-over-strut using upper and lower control

arms is commonly referred to as a “wishbone” or
“Hybrid” suspension.

This suspension is common on many of today’s

cars and light trucks.

The coil springs should be inspected carefully,

especially near the base of the spring. Broken
coil springs are not uncommon on this
suspension.

Adjustments for camber and caster may be at

one of the following locations:
Upper ball joint
Lower control arm
Upper strut mounting plate
Strut rod

Front four-link suspension and sub-frame

Late model Audi’s, VW Passat and VW Phaeton use an advanced four-link front suspension.

The “four-link” suspension is unique

using two upper and two lower ball
joints for each front knuckle assembly.

Front camber may be adjusted by

shifting the front sub-frame side-to-
side.

Caster adjustment is typically not

specified.

Special tools, procedures and

alignment software may be required to
properly adjust the outer tie rod angles.

Proper tie rod angles prevent a

condition known as “Bump Steer”.

©2008-2011 Hunter Engineering Company 11

“Bump Steer” is a term used to describe a change in vehicle direction when traveling through
dips or over bumps in the road.

The outer tie rod angles are adjustable using the bolt opposing the tie rod stud.

The following conditions will require tie rod angle adjustment:

1. Suspension or steering components have been replaced
2. The vehicle has been repaired following a collision
3. The owner complains of a “Bump Steer” condition

MacPherson strut (old version)

The original MacPherson strut suspension was used

extensively on down-sized FWD and RWD vehicles
because it is:
Lighter
Less costly to manufacture
Consumes less space

Typically, front camber and caster are not adjustable

using factory adjustments.

Check ride height when one or more camber angles are incorrect. Front-to-rear level will
affect the caster angle.

Aftermarket camber/caster strut bearing plates may be available.

MacPherson strut (new style)

The newer style MacPherson strut design, sometimes referred

to as an Iso strut, offers better ride quality and supports a larger
vehicle.
Larger lower control arm
Larger coil spring
Larger strut

These struts are easily identified by the offset larger coil spring.

Adjustments to camber and caster may be available at the

following locations:
Strut to knuckle bolts
Upper strut mounting plate

Aftermarket camber and/or caster adjustment kits

are usually available.

Modified strut
The Modified strut suspension has been offered on
some RWD vehicles such as the Ford Mustang,
Chevrolet Camaro, Pontiac Firebird and some
import models.

12 ©2008-2011 Hunter Engineering Company

This suspension keeps the spring on the lower control arm, which makes it impractical for a
FWD vehicle.

Typically, camber and/or caster adjustments are available using the upper strut mounting
plate.

Aftermarket manufacturers offer camber kits, which supply more adjustment using the strut-
to-knuckle bolts.

Twin I-beam

The Twin-I-beam suspension is a unique independent design found on Ford and some
Mazda light trucks and vans. The original design used king pins.

The Twin-I-beam suspension is popular because it provides the load capacity of an I-Beam
axle with the ride quality of an independent suspension.

The original configuration included stamped, cast or forged I-beam axles connected to the
steering knuckle with king pins. Camber adjustments could be made on the forged axle by
using hydraulic bending equipment.

A newer design was introduced in the late 1980’s. King pins were replaced with ball joints.
This change introduced the camber/caster adjustment bushing on the upper ball joint stud.

This suspension is very sensitive to changes in ride height. The front camber angles will
decrease as the ride height decreases.

Radius arm bushings should be inspected carefully for signs of wear or looseness. The
caster angle may be affected by worn radius arm bushings.

©2008-2011 Hunter Engineering Company 13

Rear Suspensions
Rear suspensions affect the ride quality, handling, load capacity, cornering and tracking of
the vehicle.

Rear Non-Independent Suspensions

A common RWD suspension uses a drive axle housing suspended with leaf springs.

The benefits of this design include:

increased load carrying capacity
durability

Excessive rear camber and total toe angles are generally signs of damage to the rear axle
housing or axle flange.

Excessive thrust angle conditions may be the result of broken centering pins, loose u-bolts or
damaged spring hangers. Alignment adjustments are limited to aftermarket parts.

The non-independent rear coil spring suspension is a variation of the same design.

The leaf springs are replaced with coil springs and control arms.

This design offers improved ride quality, but factory alignment adjustments are still
unavailable.

14 ©2008-2011 Hunter Engineering Company

Beam Axle

The “beam axle” is a commonly used rear suspension used on front-wheel-drive cars and
mini-vans.

Alignment adjustments may be available using slots at the trailing arms or with aftermarket
full contact shims installed between the hub and axle flange.

Rear independent suspension

Rear independent suspensions have become more widely used because of improved ride
quality and performance. A “trailing arm” is a typical design.

Independent rear trailing arm and lateral arm designs generally offer rear alignment
adjustments for rear camber and/or rear toe.

Note!
Install rear slip plates or pull the pins from rear slip plates to ensure an accurate alignment!

©2008-2011 Hunter Engineering Company 15

 Characteristics of Wheel Alignment

Directional Stability
- The ability of a vehicle to maintain a straight path
Tire Life
- Maximizing the usable life of tires
Cornering
- Enhancing the cornering performance
Returnability
- The ability of the front wheels to return to center
without assistance from the driver
Predictability
- Maintain a consistent behavior
Tracking
- The position of all wheels relative to centerline
Road Isolation / Feedback
- Desired ride quality based on performance ability
Centered Steering wheel
- A level steering wheel when traveling a straight path

16 ©2008-2011 Hunter Engineering Company

Camber
Camber is the angle formed by the inward or outward tilt of the wheel referenced to a vertical
line originating from the center base of the tire.

Camber angles affect ride quality, directional stability, cornering and tire life. Spring sag is
the primary reason for camber angles to change.

Positive camber – an outward tilt of the wheel at the top

Negative camber – an inward tilt of the wheel at the top

Zero camber – the wheel is vertical

Camber is measured and displayed in degrees

Camber specifications are given as a preferred measurement and an allowable tolerance.

The preferred front camber specification for the 2001-04 Corvette is -0.20°.

A tolerance of .50° (1/2°) is given for each front wheel. This permits a decrease or increase
of the preferred camber angle (-0.20°) by 0.50°.

-0.70° -0.20° +0.30°

Excessive camber may cause shoulder wear on the tire’s tread

©2008-2011 Hunter Engineering Company 17

Excessive positive camber wears the outer shoulder of the tread surface.

Excessive negative camber wears the inner shoulder of the tread surface.

The wear pattern should be smooth to the touch and isolated to the shoulder of the tire.

Cross camber is the difference between left and right front camber measurements.

The cross camber measurement may be displayed between the left and right front camber
measurements when viewing the bar graph adjustment screen.

Front cross camber greater than 0.5° may cause a pull or drift to the side with the most
positive camber setting.

1.0º camber

0.0º camber

Rear cross camber is not known to be a pulling factor.

Rear camber will exhibit the same tire wear patterns as front camber if excessive.
18 ©2008-2011 Hunter Engineering Company
In this example, each rear wheel is specified -0.18° negative camber.

A tolerance of .50° (1/2°) is given for each rear wheel. This permits a decrease or increase of
the preferred camber angle by 0.50°.

-0.68° -0.18° +0.28°

Rear camber is the first angle to be adjusted in the rear because rear toe changes as rear
camber is adjusted.

Camber adjustments may be viewed on the following displays:

Primary measurement display
Virtual ViewTM
Front or rear bar graphs
Zero adjust
CAMM®

Camber adjustments may be easier to accomplish by using the “Jack Up Selected Axle”
feature offered by the WinAlign® software.

©2008-2011 Hunter Engineering Company 19

Caster
Caster is the angle formed by the forward or rearward tilt of the steering axis in reference to
a vertical line drawn from the center base of the wheel and viewed from the side.

Positive caster – the rearward tilt of the steering axis at the top viewed from the side

Negative caster – the forward tilt of the steering axis at the top viewed from the side

Zero caster – the steering axis is vertical when viewed from the side

Caster is a suspension angle measured and displayed in degrees. Caster angles are
responsible for directional stability, returnability and cornering.

Caster specifications are given as a preferred measurement and an allowable tolerance.

The preferred front caster specification for the 2001-04 Corvette is 7.40°.

A tolerance of .50° (1/2°) is given for each front wheel. This permits a decrease or increase
of the preferred camber angle (7.40°) by 0.50°.

6.90° 7.40° 7.90°

Rear caster may be specified on vehicles equipped with a rear independent suspension.
Although rear caster is uncommon, it will require additional measurement devices specified
by the vehicle’s manufacturer.

Caster is not a direct tire wear angle.

20 ©2008-2011 Hunter Engineering Company

Caster has an indirect influence on tire wear when the front wheels steer away from straight
ahead because it causes front camber angles to change.

Camber Roll - the change in front camber when front wheels are steered

If severe, the tires may develop wear on the inner and outer shoulders.

Cross caster is the difference in the left and right front caster measurements.

8.4º caster

7.4º caster
Cross caster greater than 0.5° may cause a pull or drift to the side with the least positive
caster setting.

The example above shows a vehicle with a 1° caster cross caster. The left side is low
making the cross caster measurement -1.0°. The vehicle should pull left.

©2008-2011 Hunter Engineering Company 21

Frame Angle
Frame angle is the slope of a vehicle’s frame rail from front-to-rear.

A positive frame angle exists when rear of the vehicle’s frame is higher than the front of the
vehicle’s frame.

A negative frame angle exists when rear of the vehicle’s frame is lower than the front of the
vehicle’s frame.

A magnetic or digital protractor may be used to measure frame angle.

Typically, there is a 1:1 relationship between frame angle and caster. Caster will change 1°
for each 1° of frame angle.

Entering the current frame angle on the WinAlign screen will adjust the current caster
measurement to frame corrected caster.

Frame corrected caster anticipates the change in frame angle and adjusts the current caster
measurement to allow for caster changes when the vehicle is loaded.
22 ©2008-2011 Hunter Engineering Company
Caster Measurement
A caster measurement is needed to determine the values of left and right front caster. Follow
the instructions on the “Caster Measurement” display.

Caster is calculated by steering the front wheels to the left and right of straight ahead.

Steer the wheels to place the arrow in the center portion of the bar graph.
The arrow does not need to be perfectly centered, but must be within the green area of the
bar graphs or graphic and perfectly still for the process to continue.
.
The caster measurements are posted on the “Vehicle Measurement and Adjustment”
display.

Caster measurements on the screen below are posted after a caster measurement and will
not change until another caster measurement is performed!

©2008-2011 Hunter Engineering Company 23

Caster Adjust
The following displays may be used to watch caster adjustments:

Virtual ViewTM
Front bar graphs
Zero Adjust
CAMM®

The primary measurement display cannot be used to watch caster adjustments.

To adjust caster using conventional sensors:

Lock the service brake with the pedal depressor.
If using conventional sensors, level and lock the front sensors
Adjust caster angles
Re-measure caster

To adjust caster using Image system and targets:

Lock the service brake with the pedal depressor.
Do not adjust sensor level
Adjust caster angles
Re-measure caster

As caster is adjusted in a positive direction, the sensor will tilt upward.

The bar graph will display the positive caster change.

As caster is adjusted in a negative direction, the sensor will tilt downward.

The bar graph will display the negative caster change.

24 ©2008-2011 Hunter Engineering Company

Toe Angles
Total toe is the difference in measurements taken across the front of the tires versus a
measurement taken across the rear of the same tires.

Total toe is measured and displayed in degrees

Total toe specifications are given as a preferred measurement and an allowable tolerance.

The preferred front total toe specification for the 2001-04 Corvette is 0.08°.

The individual toe specification is ½ the total toe specification.

Incorrect total toe will wear tires extremely fast.

Excessive positive front total toe wear begins on the outer

shoulder of both front tires.

Excessive negative total toe wear begins on the inner

shoulder of both front tires.

The toe wear pattern should be similar on both front

tires.

The wear pattern should feel rough to the touch and wear the tire tread from the shoulder
toward the center of the tire.

©2008-2011 Hunter Engineering Company 25

Individual toe is the difference in distance between the front center and the rear center of
the same tire using a common reference line.

The steering wheel position (level or not level) is determined by front individual toe.

The front tires will travel down a straight path with equal toe numbers unless an outside force
interferes. A deep rut in the road surface may cause the wheel to steer.

This outside force could be a mechanical interference from a ball joint or strut bearing, which
binds and refuses to allow front toe to equalize. This is known as “Memory Steer”.

Unequal rear individual toe causes “dog tracking” and may cause tire wear.

Unequal individual toe on the rear axle may cause the rear tires’ tread to squirm as the
vehicle goes down the road.

This squirming may cause the rear tires to develop a diagonal

cupping pattern on the tread surface.

Diagonal cupping is also known as “Diagonal Wipe” and is a wear

condition seen on the rear wheels of FWD vehicles. Excessive
individual toe is typically the cause of this wear pattern.

Rear individual toe measurements are used as a reference for front

toe measurements. Rear toe should be adjusted before the front
alignment angles are adjusted.

Adjustment sequence:

1. adjust rear camber

2. adjust rear toe
3. Adjust front camber and caster
4. Adjust front toe

26 ©2008-2011 Hunter Engineering Company

Toe Related Geometry
Geometric centerline is a line drawn though the midpoints of both front wheels and both rear
wheels. Frame centerline is the middle of the frame rails.

Make sure the wheel adapters are mounted using the same method for each axle. Using
different mounting methods on the same axle will move centerline.

Thrustline is simply the direction the rear wheels are pointed.

Thrustline dictates the straight-ahead position of the front wheels;

therefore, it is the most accurate reference when measuring or adjusting
the front wheels.

Thrust Angle is the angle formed by the intersection of the geometric centerline and the
thrustline.

Positive thrust angle is when the rear wheels point to the right of the geometric centerline.

©2008-2011 Hunter Engineering Company 27

Negative thrust angle is when the rear wheels point to the left of the geometric centerline.

Knowing the amount and direction of the thrust angle may be helpful when making rear
wheel alignment adjustments.

Adjust rear toe on vehicles where adjustments are possible and reasonable.

After adjusting rear toe to preferred specification, thrustline will be parallel with the geometric
centerline and the thrust angle is reduced to zero. This should eliminate any dog tracking.

Don’t ignore thrust angle on vehicles with non-adjustable rear suspensions.

The major problems associated with excessive thrust are:

– Dog-tracking
– Crooked steering wheels
– Damaged components

28 ©2008-2011 Hunter Engineering Company

 Alignment Procedures
4-Wheel Thrustline alignment
A thrustline alignment aligns the front wheels to the position of the rear wheels.

Mount all four sensors …. compensate all four sensors. All primary measurements will be
displayed.

The adjustment sequence will be as follows:

1. Adjust front camber and caster

2. Adjust front individual toe and total toe

If a thrust angle is present, the result will be:

The vehicle may dog track going down the road
The steering wheel will be centered.

©2008-2011 Hunter Engineering Company 29

Total 4-wheel Alignment
A total 4-wheel alignment aligns the rear wheels to the geometric centerline and the front
wheels to the thrustline.

Mount all four sensors …. compensate all four sensors. All primary measurements will be
displayed.

The adjustment sequence will be as follows:

1. Adjust rear camber (if available)
2. Adjust rear individual, total toe and thrust angle
3. Adjust front caster
4. Adjust front camber
5. Adjust front individual toe and total toe

2 5

30 ©2008-2011 Hunter Engineering Company

Front Toe Adjustment
The two primary reasons to adjust front toe are:

Minimize tire scuff

Level the steering wheel

The toe angle is displayed in 1/100th of a degree. This example shows front total toe as
0.32°, which is slightly over 1/8”.

Because the toe angles are so small, attention must be paid to details.

Front turn plates must be free to move front-to-rear and side-to-side.

The vehicle’s front wheels should be centered on the turnplates.

The vehicle should be jounced after the adjustment to ensure the wheels are relaxed.

Adjusting Individual toe with WINTOE®

WinToe® is a software feature designed to make adjusting toe easier and faster, without the
use of a steering wheel hold-down tool.

Using WinToe® will make it easier to achieve the desired toe settings for each wheel and
ensure a level steering wheel position.

Select “Adjust toe with WinToe” using the “Make Additional Adjustments” soft key label, or
from the menu generated by clicking on the small steering wheel icon.

©2008-2011 Hunter Engineering Company

Step 1

“WinToe®” will ask for the steering wheel to be level in the straight ahead position, with the
engine running. Level the wheel and turn the engine off.

WARNING: Follow the manufacturer’s instructions when aligning hybrid vehicles. It is

not necessary or advised to start the engine if the vehicle is equipped with electronic
power steering.

A steering holder is not needed or wanted during this procedure.

Level and lock the front sensors if required. (Conventional toe-arm style sensors)

NOTE:
Steering wheel leveling is important and should be performed as follows:
1) For vehicles with power steering, place the transmission in park or neutral, lock the
brakes, and ensure the wheels are chocked. Start the engine and level the steering
wheel. A steering holder is not needed during this procedure.
2) While sitting in the driver's seat, gently rock the steering wheel back and forth. The
arcing motion should start out with larger arcs and gradually become smaller arcs.
3) Level the steering
4) Use chalk to mark the leveled steering wheel position with the side of the steering
column. This reference mark will save time in final adjustment verification.
5) With the steering wheel centered, turn the engine off and exit the vehicle being careful to
not touch or bump the wheel position.

Follow the on-screen instructions and press “Ready.”

The WinToe® program “memorizes” each front wheel's position relative to the desired
steering wheel position. WinToe® will track the needed adjustments for each wheel, even if
the steering moves or gets jarred during the adjustment process.

32 ©2008-2011 Hunter Engineering Company

Step 2

The screen will change to display a bar graph prompting to adjust the right toe.

Adjust the right tie rod until the bar graph is green and the value is near zero.

Jounce the vehicle to release any binding between the tires and turn plate. Adjust the
tie rod again, if needed. Jounce the vehicle after any adjustment.

Adjust and lock the right tie rod assembly

Select “Ready”, if the bar graph remains green with the adjustment locked. The value does
not have to read zero.

Step 3

After the right side adjustment is completed and locked, select “Ready”

Adjust the left side tie rod until the bar graph is green and the value is near zero.
Before locking the adjustment, lightly jounce the front end.

Lock the adjustment and lightly jounce the suspension again to verify the adjustment. The
adjustment is complete if the bar graph remains green, with the adjustment locked. The
value does not have to read zero, however, the bar graph must be green.

Select “Ready.” The screen will change to display the final step in the process.

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Step 4

The final step is to verify steering wheel position.

1) With the vehicle in park or neutral, wheels blocked and engine running, steer ahead until
the arrow is centered on the bar graph.
2) Check the steering wheel position with the arrow in the center of the bar graph. The
reference chalk marks will also indicate if the steering wheel is positioned correctly.
3) Turn the engine off. Select “Ready”, if the steering wheel position is acceptable.
4) Press “Restart WinToe”, if the steering wheel position is unacceptable.
5) Pressing K-4 “Ready” will finish the WinToe® procedure.

NOTE:

Looking at the steering wheel from outside the vehicle may be misleading and result in a
slightly crooked steering wheel during the final test drive.

34 ©2008-2011 Hunter Engineering Company

Adjusting Total Toe / Steer Ahead using WinToe®
Solid front axle 4x4 light trucks and sport utility vehicles often use the relay rod steering
system. This system does not offer individual toe adjustment.

Select “Adjust toe with WinToe” using the “Make Additional Adjustments” soft key label, or
select it off the menu activated from the front toe bar graph.

Select WinToe® and confirm the vehicle has 1 tie rod and 1 drag link adjuster.

Steer the front wheels straight ahead using the bar graph … Adjust total toe.

Secure clamp bolts … Select “Ready” …. Level and lock the steering wheel.

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Adjust drag link until arrow is centered and secure clamps … Select Ready … Check
steering wheel position

1) With the vehicle in park or neutral, wheels blocked and engine running, steer ahead until
the arrow is centered on the bar graph.

2) Check the steering wheel position with the arrow in the center of the bar graph. The
reference chock marks will also indicate if the steering wheel is positioned correctly.

3) Turn the engine off. Press “Ready” if the steering wheel position is acceptable.

4) Press “Restart WinToe” if the steering wheel position is unacceptable.

5) Pressing K-4 “Ready” and the WinToe® procedure is complete.

36 ©2008-2011 Hunter Engineering Company

Common Adjustments
A soft key label called “Illustrate Adjustments” displays pictures of the factory approved
adjustments for camber, caster and toe for the vehicle selected from spec memory.

This will be very useful in identifying the location and type of adjustments.
Many of the following photos screens are from Illustrate Adjustment.

Camber and/or caster adjustments may be located in the following areas:

1) Strut to knuckle
2) Upper strut plate
3) Lower control arm
4) Upper control arm

Strut to knuckle
Camber may be adjusted by loosening two bolts holding the strut to the steering knuckle. If
the strut casing is slotted, the knuckle will tilt inward or outward.

As the bolts are loosened, the weight of the vehicle will cause the knuckle to slip further
inward changing camber in a negative direction.

The “Raise Selected Axle” feature of the alignment software will make the job easier by
allowing the vehicle weight to be lifted off the knuckle.

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The strut casing may not be slotted. If this is the case, the OE might permit the strut casing
to be modified. This modification would be to elongate one of the strut bolt holes.

An under-sized bolt may be available from the aftermarket parts manufacturers. One of the
strut-to-knuckle bolts is replaced by the smaller diameter bolt giving the knuckle room to
move inward and outward.

The “Tools and Kits” feature will display tools and aftermarket kits available for the vehicle
being aligned. Most cam kits will not require any modification to the strut casing.

38 ©2008-2011 Hunter Engineering Company

Upper Strut Plate
Front camber and/or caster may be adjustable using the upper strut plate.

The modified strut is used extensively by Ford and GM permitting adjustments at the upper
strut plate.

GM Camaro / Firebird Ford Mustang

The GM Camaro / Firebird offered both camber and caster adjustment. The upper strut plate
would slide side-to-side for camber adjustment and front-to-rear for caster adjustment. The
tool shown in the photo is used to maintain camber as the upper plate is being moved
forward or rearward for caster.

The Ford Mustang has a camber Mustang Camber Tool

adjustment only. A special tool is
available to assist in the camber
adjustment.

The strut plate may be offset, which permits camber and caster adjustments.

This style of adjustment requires the strut plate to be rotated to one of four possible
positions.

1) +0.5° camber & +0.5° caster

2) +0.5° camber & -0.5° caster
3) -0.5° camber & +0.5° caster
4) -0.5° camber & -0.5° caster

The strut is positioned rearward and

out in this picture. This means
camber and caster are as far positive
as they will go.

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Lower Control Arm
Front camber and/or caster may be adjustable using the lower control arm.

GM Camaro GM Colorado

The Camaro lower control arm is considered asymmetric because the two slotted adjustment
points are unequal distances from the lower ball joint. Adjustment point “A” is closest to the
ball joint and will primarily affect camber. Adjustment point “B” is furthest from the ball joint
and will primarily affect caster. Adjust point “B” before point “A” for best results. A special tool
is shown called the “Camaro tool” or “F-Body tool”, which makes the adjustment easier.

The GM Colorado 4x2 truck lower control arm is considered symmetrical. Both slotted
adjustment points are equal distance from the lower ball joint. Adjusting cams are provided to
make the adjustment easier. Each of the adjustment points will affect camber and caster.
Refer to the control arm section of this manual for additional adjustment information.

The Ford Thunderbird front lower control arm adjusts camber only.

An eccentric cam bolt makes the adjustment simple. Loosen the nut and turn the bolt head.
The offset washer will force the control arm inward or outward changing front camber.

A lower control arm may also be used to adjust rear toe.

Pulling the control arm inward will cause a toe-out change.
Pushing the control arm outward will cause a toe-in change

40 ©2008-2011 Hunter Engineering Company

Upper Control Arm
Front camber and/or caster may be adjustable using the upper control arm.

A B

Dodge
Durango GM K1500

The Durango upper control arm is considered asymmetric because the two slotted
adjustment points are unequal distances from the upper ball joint. Point “A” is closest to the
ball joint and will primarily affect camber. Point “B” is furthest from the ball joint and will
primarily affect caster. Adjust point “B” before point “A”.

The GM K1500 truck upper control arm is considered symmetrical. Both slotted adjustment
points are equal distance from the lower ball joint.

Adjusting cams are provided to make the adjustment easier. Each of the adjustment points
will affect camber and caster. Refer to the control arm section of this manual.

A Inboard Shim Pack B Outboard Shim Pack

An upper control arm may be adjusted using shims
o space the control arm shaft away from the frame
of the vehicle.

The Mazda truck “A” uses an inboard shim method

of adjustment. Notice the shims space the control
arm shaft further inboard of the frame.
The GM Corvette “B” uses an outboard shim
method of adjustment. Notice the shims space the
control arm shaft further outboard the frame.

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“Jack Up Selected Axle” Procedure
Jacking up the wheels off the rack may make adjusting rear camber, front camber or front
caster easier on some vehicles. If the instructions are followed, the software compensates
for the movement of the sensors to allow accurate adjustment.

1. Find and press the “Jack Up Selected Axle” soft key label.

The “Jack up Selected Axle” popup screen will appear.

2. Follow the screen instructions, which may include:

3. Make the necessary adjustments while observing the bar graphs.

4. Select “Lower Selected Axle”.

The caster measurements will not be updated on the “Measurements and Adjustments”
primary display until the caster angle is verified.

42 ©2008-2011 Hunter Engineering Company

Steering Axis Inclination and Included Angle
Steering Axis Inclination or SAI for short is the angle formed by a line drawn through the
upper and lower pivot points of the spindle and a vertical line from the lower pivot point.

Steering Axis Inclination (SAI) S.A.I. Spindle Arc

S.A.I. and caster combine to supply high speed directional stability and returnability of the
front wheels back to equal front toe. S.A.I. and I.A. measurements are useful diagnostics
tools.

Measuring S.A.I. and Included Angle

Press “Measure Caster” on the “Vehicle Measurements and Adjustments” primary screen.

Press “Select Measurement,” to access “Measurement Selection”.

Measuring “SAI / IA Only”

This selection asks for the front wheels to be lifted, sensors to be locked and the brakes to
be locked. The measurement is complete once the vehicle is lowered.

Measuring Faster Caster (Caster and SAI/IA)

This selection asks for the front wheels to stay on the turn plates. Lock the front brakes using
a brake pedal depressor and level and lock sensors.

The SAI/IA measurement relies on the front brakes holding the wheel from rotating as they
are steered. Should the front brakes slip, the measurement will be falsified.

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 Primary Alignment Display Secondary Alignment Display

S.A.I. measurements are displayed on the “Primary Measurement” display.

Included Angle is displayed on the “Secondary Measurement” display.

S.A.I. Diagnosis
Use when severe front camber differences are
present.

Cross S.A.I. equal to or greater than 1.5º may

indicate a:

Bent control arm

Damaged strut tower
Damaged frame or sub-frame
Bent axle

Included Angle
Included angle, or I..A. for short, is the combination of S.A.I and camber.

Included Angle Cross Included Angle = Left IA – Right IA

Included Angle diagnosis
Cross Included Angle equal to or greater than 1.5º generally may indicate a:

Bent spindle
Bent knuckle
Bent ball joint stud

44 ©2008-2011 Hunter Engineering Company

Glossary
Alignment: The process of measuring and positioning all wheels attached to
a common chassis.

Angle: Two intersecting lines.

Ball joint: A connector consisting of a ball and socket. This component

allows for simultaneous angular and rotational motion.

Bump steer: A directional change in steering during jounce and rebound due
to unequal tie rod lengths or angles.

Camber roll: The changes of camber that occur in a turn due to caster.

Camber: The inward or outward tilt of the top of the wheel as viewed from
the front.

Caster: The forward or rearward tilt of the steering axis as viewed from
the side.

Centerline steering: A centered steering wheel with the vehicle tracking a “straight
ahead” course.

Conicity: A tire condition caused by an off-center belt, which creates lateral

forces

Conventional steering: See definition for parallelogram steering

Cornering: The ease which a vehicle travels a curved path.

Degree: A unit of measurement used to describe an angle.

Directional stability: The tendency for a vehicle to maintain a directed path.

Direct tire wear: Tire wear which occurs when traveling a straight path

Dog tracking: The appearance given when the thrustline is not parallel with the
centerline of the vehicle.

Drift (lead): The tendency of a vehicle to steer away from a directed course.
Less severe than a pull, constant pressure at the steering wheel
is not needed to maintain straight ahead.

Frame angle: The angle of a non-level frame.

Geometric centerline: A line drawn through the midpoint of both front wheels and both
rear wheels.

Included angle: S.A.I. plus camber

Indirect tire wear: Tire wear which only occurs when the vehicle is steered

Independent A suspension which provides an isolated mounting for

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suspension: each wheel to the chassis.

Individual toe: The angle formed by the intersection of an individual line drawn
through the plane of one wheel and the centerline.

Jounce: A suspension moving upward in its travel.

Lead: A slight tendency for a vehicle to move away from a given path.
The term drift also describes this condition.

Memory steer: A condition where the front wheels seek a position other than
straight ahead after being steered.

O.E.M. An acronym used instead of Original Equipment Manufacturer.

Parallel: Two lines that stay at the same distance apart and never meet.

Parallelogram A linkage design where, if all pivot points are connected

steering: by lines, the lines are parallel. This system includes a pitman arm,
idler arm, centerlink, and tie rod assemblies.

Pivot point: A component used to permit the steering knuckle to turn i.e. ball
joint, strut bearing, king pin

Pull: The tendency of a vehicle to steer away from a directed course. A

constant pressure is maintained by the driver at the steering
wheel to travel straight ahead.

Rack and pinion A steering system design that utilizes a pinion gear
steering: meshed with a rack gear to transmit steering forces to the
spindle.

Radial force variation: A change in force exerted on the axle by the tire/wheel assembly
while rotating under load.
Rebound: A suspension moving downward in its travel.

Relay rod steering: A steering design that has a direct bar connection between the tie
rods.

Returnability: The tendency of the front wheels to return to the straight ahead
position from a steered position.

Road crown: The slope of the lane surface.

Road isolation: The ability of the vehicle to absorb or dissipate road vibrations.

Road shock: The transmission of road forces to the passenger compartment.

Setback: The angle formed by the geometric centerline and a line drawn
perpendicular to the front axle.

Shimmy: A violent side-to-side motion of an object.

SLA suspension: An independent suspension design where the upper and lower
control arms are not equal in length.

46 ©2008-2011 Hunter Engineering Company

Solid axle suspension: A suspension design using an I-beam axle or tubular axle
housing extending the width of the vehicle.

Static balance: An even distribution of weight around the wheel circumference.

Steering axis: A line drawn between the upper and lower pivot points of the
spindle.

Steering arm: A steering component that connects the outer tie rod to the
spindle. The angle of the steering arm to the wheel’s axis
determines turning angle.

Steering Axis An angle formed by a line drawn through the upper and
Inclination: lower pivot points of the steering knuckle and a vertical
(S.A.I.) line drawn through the lower pivot point, as viewed from the front.

Suspension: An assembly used to support weight, dampen shock, and

maintain tire contact and proper wheel to chassis position.

Thrust angle: The angle formed between the thrustline and the geometric
centerline.

Thrust line: The bisector of rear toe, also described as a line drawn in the
direction the rear wheels are pointed.

Torque steer: A pull during acceleration or deceleration caused by driveline

components.

Torsion bar: A longitudinal wrapped steel spring used primarily with SLA
suspensions and designed to maintain specified ride height.

Total toe (angular): The angle formed by the intersection of lines drawn through both
wheels of a given axle.

Total toe (linear): The difference in measurements taken across the front of the
tires versus a measurement taken across the rear of the same
tires.

Tracking: The interrelated paths taken by the front and rear wheels.

Turning angle: The angle of a wheel during a turn.

Vertical: Something upright or straight up and down.

Vibration: The repetitive motion of an object up and down or back and forth.

Wander: The tendency of a vehicle to drift to either side of a directed

course.

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