Video demonstration on what is caster, camber, and toe with regards to suspension alignment. For this example, I will be using this Ford Ranger which recently had new upper control arms, lower ball joints, and outer tie rods. I do have tutorial videos for those procedures, so be sure to check them out. Since the truck is going in for an alignment, I figured this would be a great time to produce a demonstration. #suspension #alignment #mechanic

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Caster angle is defined as the position of the wheel in reference with the lower and upper ball joints or lower ball joint and top of the strut. This is the pivot point of the steering knuckle. A line can be drawn on this pivot point, the angle is measured and this will determine if the caster is positive, negative, or zero.

Positive caster angle is when the wheel angles towards the front of the vehicle, meaning it sits further ahead of the centerline. A positive caster allows for the steering to be more stable at higher speeds and promotes self-centering or the wheels returning to the center when exiting a turn. All vehicles typically have a positive caster angle, but the amount will vary depending on the vehicle and suspension geometry. However, the greater the positive angle, the more effort it takes to operate the steering, especially if your vehicle does not have power steering.

Negative caster angle is when the wheel is angled towards the rear of the car and while it does make the vehicle easier to steer, it does, however, make the vehicle’s handling unstable at high speeds.

Moving onto camber angle.

While we’re on the topic of these bolts, as mentioned earlier they are able to adjust two areas of the suspension. When these bolts are rotated, they can pull the steering knuckle in and out from the top, angling the wheel. Vehicles equipped with a strut style suspension, adjustments can be located at the top of the strut or where the strut attached to the steering knuckle. Camber angle is the vertical position of the wheel when viewing it from the front or rear. This too is expressed in a degree value, can be negative or positive, and these values can vary between vehicles.

Typically road vehicles will be at around a zero-degree camber angle, meaning that the wheel is perpendicular to the roads surface, there is maximum contact between the tread face and the surface of the road and this, in turn, promotes maximum traction in a straight line while maintaining even tread wear.

Negative camber, which this truck was experiencing when the suspension components were worn, this was an excessive amount which resulted in the inside of the tire having the most amount of wear. Negative camber can also be purposely done, either from the factory or when performance suspension is installed to promote high-speed cornering. When the vehicle enters a corner, the suspension compressed to some extent when the weight is shifted and this allows the tire tread contact to improve.

Toe angle is defined as the front position of the wheel in reference with the rear when looking at the wheels from the top. Another way to explain it is the wheel’s centerline position when compared with the centerline of the vehicle. This can be either toe in or toe-out. Toe angle can be either measured by a degree value or a distance measurement such as fractions of an inch.

Toe in is when the front of the wheels are angled inward to the vehicle’s centerline. Using the steering to provide an extreme example. Toe in reduces steering response but can improve high-speed stability.

Toe out, on the other hand, is when the front of the wheel angle outward based on the centerline of the vehicle. Again showing an extreme example. Toe out reduces high-speed stability but will increase steering response.

Effects can vary depending on if the toe is relating to the front or rear wheels. Neutral or zero toe will maximize the life of the tires and will be a balance between other characteristics.

Toe angle is adjusted by the tie rods. The inner tie rods on this particular truck have a threaded shaft which provides an area for the outer tie rods to run on. Allowing them to pull the steering knuckle in or out. Once that adjustment is made, then there is a locking nut when holds against the outer tie rod to keep the adjustment in place.

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