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1
LENGHTEN THE LIFE OF THE TIRE
It has happened to almost everyone to install a new set of tires at Adjusting
the same time and be with one or two worn tires before the others. wheel alignment
In todays vehicles, this happens either on the front and rear tires. extends the life
The main reason for this tire wear is just a bad wheel alignment of the tire.
adjustment.
2
DETERMIN PROBLEMS IN TIME
The inspection of the suspension is a critical part of the operation Checking wheel
of Wheel Alignment. This gives the mechanic a good opportuni- alignment:
ty to identify worn parts that could alter the structure but also an saving before
opportunity to identify, even with a simple glance, small pro- its too late.
blems before they become big and expensive.
3
A periodic check of wheel alignment guarantees a car in perfect Inspection
running condition, with excellent road holding, giving also the
opportunity to identify in time worn or defective parts that
done:
may affect the safety of driving. safe driving.
4
IMPROVE FUEL ECONOMY AND VEHICLE PERFORMANCE
More power
Gasoline consumption decreases when the running resistance de- to the ground
creases. A proper alignment ensures a correct parallelism of the
wheels, which helps to minimize tire wear and rolling resistance. and lower
This, together with a properly inflated tire ensures maximum fuel
efficiency and lower fuel consumption. consumption.
5
IMPROVE DRIVING COMFORT
Your vehicle pulls to one side, the steering wheel vibrates, you Wheel
have to constantly act on the steering to maintain the correct upri- alignment set:
ght direction? These and other problems are generally solved comfortable
by proper wheel alignment. ride, less stress.
6
TRAVELLING BEST
A proper alignment allows the suspension to do its job as intended Adjust wheel
by the designers. When all components of the suspension system alignment:
are in the right position, the bumps in the road are absorbed ef-
ficiently, so the car is more stable road holding and trip more travel well.
comfortable.
CONTENTS
Toe measurement
How Toe is measured on the FASEP wheel alignment system. page 8
Electronic turntables
Expensive option or key part of the aligner? page 10
3-Point-Syncro
Self-centering 3-point Syncro clampers. page 16
Contact clamps
Be ready in a minute! page 16
really need on the same axle. In the picture, the front right
wheel is apparently shifted ahead. Measuring
SetBack should mean answer to the question whi-
to measure ch wheel is shifted from the original position?, and
how much is that shift? The value might be indica-
Picture 1 Picture 2
How Set-back affect the behavior of a vehicle How Setback affect the behavior of a vehicle
explain those problems!), we may hear someone saying that SetBack is useful to check frame problems
and detect collisions.
We then would like to change the question from what is measuring SetBack useful for? into what is
SetBack caused by?
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To answer to the initial question regarding a possible collision that might alter the suspension status, we
prefer to consider more exact and measurable values. Inclination, caster and toe are important indicators of
the good status of the suspension, also to find some gross blunder caused by a collision.
Anyway, looking at the suspension plays before going for the alignment might do a much better job then a
top-alignment-system that simply guess which wheel is wrong.
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The FASEP System, without SetBack, without SetBack problems (Pictures 7-8)
So we now have a better idea of what is SetBack and where it comes from:
1. SetBack, as a change from car constructive conditions,
does not really influence the car going on the road.
2. SetBack can be introduced by the car makers.
3. Car makers do not set tolerances or adjustments for SetBack.
4. it is not possible to identify the wheel in wrong position only referring to SetBack value.
5. SetBack can be a consequence of other Alignment measures.
6. SetBack can be introduced by the same Measuring/Clamping System.
Everybody can draw conclusions.Our conclusion is that SetBack is a fake measure, that does not help in
any way going a better job.
That is why FASEP has designed a measuring system, avoiding SetBack measure and implications, with a
lot of advantages.
FASEP measuring
The advantages are: system:
- run-out not necessary in the majority of cases, thanks to clamper design and absence of sensor long arm.
- compact and easily-handled sensors.
without SetBack.
- less necessity to level the sensors than in long arm sensors (in the case of long arm sensors, if they are
not correctly leveled, Toe and Setback assume wrong values.)
- easy use of the sensors also in case of spoilers, big wheels or little wheels, lowered suspensions, etc.
Picture 7 Picture 8
FASEP measuring system, without SetBack FASEP measuring system, without SetBack
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WHEEL ALIGNMENT
Conclusions
I am that when looking for buying a new Wheel Alignment system, maybe an expensive one, every cu-
stomer was advised that buying a system without SetBack measure was a big mistake because SetBack
measure was to be considered fundamental for a proper adjustment of wheel alignment.
And we are also sure that many of these costumers thought it was a true statement and possibly few of
them based their buying decision on this particular fact.
Soon, when they will start looking for a new Alignment, they may hear that there are new great technolo-
gies, 3D,etc., but there will be not SetBack.
So, was SetBack really useful? Finally, we would like to ask a question to the owners of a long arm aligners:
when you really wanted to make a good alignment job, in your experience, was Setback a critical issue you
had to take care of? We should be glad to discuss the case under a technical point of view.
Toe In other words, in what direction are you aligning your car?
Few customers are wondering about the magic way FASEP alignment system measures toe without any
Figura 1 Picture 2
Rectangle shape chassis, toe = 0 Rectangle shape chassis, toe 0
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WHEEL ALIGNMENT
A little more complicated: rectangle shaped chassis, toe is not null (Picture 2)
In this conditions, if wheel is with toe-in by 1, it is easy to see that the sensor measuring toe along the
car (y-axis) that is with respect to the sensor placed in the rear left wheel (light blue lines), is also giivng a rectangle shape chassis
reading of 1. toe not null
Trapezoid shaped chassis, toe not null (Picture 3).
In this picture, the chassis is no longer rectangle shaped, and become a generic trapezoid shaped chassis.
In this case, we designed a front track smaller then rear track (usually it is opposite situation).
The difference between front and rear wheels tracks is evidenced by the green lines. trapezoid shaped chassis
Displacement of the left rear wheel with respect to the green line (or, with respect to the ideal position of
the rear wheel if the chassis was rectangle shaped) is called semi-track difference. toe not null
The value of toe at the left front wheel against the centerline (yellow) is still 1 (red line) but angle Beta
(light blue lines) measured by the front left sensor (in relation with rear left sensor) is not 1 because the
rear left sensor is displaced to the right with respect to position in figure 2.
However angle Alfa, given by the displacement of the
rear wheel can be easily determined by measuring the
(semi) track difference. Picture 3
Alfa + Beta make then the correct result of toe angle for Trapezoid shaped chassis, toe not null
the left front wheel.
Conclusions
The way I described things here is obviously following very simple cases and conditions of the car.
More complicated cases can easily be described just in the same way, but taking in mind that Thrust Angle
becomes important. Fasep measuring system
However the main point to understand here is that an angle can be measured always with reference to a use from long time
given direction.
Traditional aligners do measure toe from one side the other on a car, what we defined the direction of a different approach,
x-axis, in other word left-to-right. measuring long y axis,
FASEP, since many years, and very recent aligners (3d generation) are instead using a from the front
different approach, getting the same reading referring to the y-axis, or , more simply, to the rear of the car.
front-to-rear.
Of course the way to measure the angle does not change the angle.
But in all measuring systems you have always to take tolerance and accuracy into your consideration.
The question is that your car is traveling along the y-axis, front-to-rear.
So you are supposed to do this exactly: align the car to such direction. As simple as that.
Now, wouldnt it be better to place your measuring system in such direction instead of left-to-right, in
order to align your car exactly where it has to be aligned, that is the travel direction?
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Theory and Practice of Wheel Alignment. For true experts.
WHEEL ALIGNMENT
3. a big mistake in steering angle reading: toe sensors introduce a big mistake in reading the steering
angle. See below this in details.
Inaccuracy and mistakes introduced measuring steering angle with toe sensor.
Inaccurate Caster Swing: The first problem comes from the fact that you are measuring Caster swing at +/-
10 degrees whereas it should be measured at +/- 20. Measuring at 10 degrees (and usually the limit is +/- 7
degrees) means clearly that you double (or triple, at 7 degree) measurement inaccuracy, that is the error made
in measuring the Caster and SAI angles.
Measuring shift instead of rotation: The second problem is due to the fact that toe sensors are not at
the center of the wheel, or, to be more precise, at the center of the steering axis. On the opposite, toe sen-
sors are quite far from the steering axis, typically 30-40cm (10in or more). This means that, when steering,
toe sensor not only turns but also shift laterally. Picture
on side side show this fact clearly. When steering, the
wheel (thus the sensor) not only turns, but also shifts
(shift is to the right, in the example) The red sector is sensor rotates and shift
the portion of angle due to the lateral shift, that the
toe sensors anyway measures as a rotation. To be more
clear: just look at the turntables when turning the whe-
el. The plate not only rotates but also shifts laterally
(that is why the turntables must also be free laterally!).
Inaccurate steering angle:
The sensor cannot separate the shift (left or right) by
the rotation, therefore shift is taken as a steering angle
by the toe sensors.
This leads to an error of 1 to 2 degrees. Thus, measu-
ring 10 degrees steering with toe sensors might be as
inaccurate as +/- 2 degrees. The bigger the steering an-
gle (10 instead of 7), the bigger the error. The shorter
the car, the bigger the error.
Measuring pure rotation with turntables:
The problem described above happens only when
using the sensors to measure steering angles.
If you use electronic turntables, instead, no problem
at all.
Electronic turntables, actually, only measure the pure
rotation, as they follow every movements of the wheel,
including lateral shift.
So now what?
1. customer satisfaction. Customer is happy about your job, right after changing his/her tires, not only if
tires handle properly on the road (which is obvious as they are new, and in this respect there is probably
no much difference between you and another tyre shop) but rather if car is globally handling properly,
with no left or right pull and a straight steering wheel. To ensure this little two things, Caster measure is a
key point.
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2. rapid alignment check. Rapid alignment check, mostly on the front axle alone, is due to haste, and it
only let you see if tyre wear is ok and, provided you have a 4-wheel alignment, let you see if steering wheel
will be straight. In few more minutes, measuring Caster would also let you see if the car is pulling on one
side. Why not looking at Caster, while car is on the alignment rack, and make sure your customer will be
happy about your job?
3. importance of Caster. from statistics made possible by computerized wheel aligners, we calculated
that only 4% of tyre shop measure caster. I must assume 96% do not understand how important Caster is.
As you may know, Caster influence return of straight steering wheel after turns and influence the straight
direction of a car in motion. When a car pulls, most of the times Caster is the problem.
4. Precision in measuring Caster. car pulls if there is a difference in left and right Caster value. Accuracy of
measure is therefore important as we need to know the difference between left and right. If you have a left
measure and a right measure with a 0.5 degree tolerance, tolerance on difference between left and right is
double. +/- 1 degree accuracy is not acceptable when measuring cross-caster.
5. mechanic job? in todays market, mechanic and tyre shop are set to mix. Mechanic shop are selling
tires, tyre shops are becoming quick service selling brake pads, exhaust, etc.
Measuring steering parameters of a car help to identify problems before it is too late, before they become
expensive. Measuring steering related angles make sure your customer will find his/her car in perfect con-
ditions after changing to new tires, from A to Z.
Conclusions: Question is always the same: a well done job pays always more then a half-done job.
Are you sure your customer did not realize you were not accurate as he/she expected?
Is FASEP a We are often asked this question. It might be just the wrong question.
FASEP is a unique 4-wheels alignment system. More accurate and faster then any 6/8 sensors system.
To make it simple, pretty much like 3D systems, FASEP alignment measure angles along the car, instead
6-sensors or of measuring across the car.
Conclusion: measuring toe across the car can lead to wrong measurement when you
* apparent shift is the shift due to the wheel
have set-back.
aligners measuring/ clamping system and
not to the actual wheel position.
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Theory and Practice of Wheel Alignment. For true experts.
WHEEL ALIGNMENT
3. The easy case, measured with the FASEP system (Picture 3).
Lets see the example 1. again with FASEP system.
FASEP system measures along the car.
So reference is taken front-to-rear and not left-to-right. To make it easy, rear wheel angles are yet
not considered, but the rear wheels are simply taken as a reference.
FASEP measuring
In the picture 3 you can see:
wheels have 0 degrees toe (red) that is the wheels are straight system:
value measured by the system is also 0 (light blue) for both left and right wheel.
along the car
4. Wheel are shifted, and measured with the FASEP system (Picture 4). moving direction.
Lets now shift the left and right front wheels, just like in example 2. Wheels are still straight, that is both
have 0 degrees toe (red). FASEP sensors, however, measuring along the car, are still measuring 0 degrees
toe (light blue). No error.
Conclusions: With FASEP, Total Toe and Single Toe are measured correctly, even in case the wheels
are shifted. This is the first point to see how FASEP can be more accurate then 6/8 sensors systems.
Picture 3 Picture 4
The easy case, measured with the FASEP system Wheel are shifted, measured with the FASEP system.
8. FASEP system:
angles and distances to make exact measures
(Picture 8).
Picture 8
The FASEP system not only measure along the car, as
FASEP system: angles a+nd distances to make exact measures.
explained in point 3 and 4.
FASEP system is also based on two physical dimension
(distances) of the car.
Two REAL measures (front track G and rear track H) that,
once entered in the computer, allow all calculations to be
EXACT for that specific car, with no possibility of wrong
results due to wrong assumptions that all cars are the same.
always exact.
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Theory and Practice of Wheel Alignment. For true experts.
WHEEL ALIGNMENT
End Users are usually obscure about what is behind a CCD-sensor or a PSD-sensor.
This is a short guide to understand the two technologies. PSD or
1. What is a PSD?
PSD (Position Sensing Detector) is an opto-e-
CCD sensors?
lectronic device which converts an incident light
spot into continuous position data. It provides What is the difference
outstanding resolution, fast response and between PSD (Fasep
excellent linearity, for a wide range of light in-
tensities and simple operating circuits.
system) and CCD sensor
The basic feature and advantage of a PSD device is technology?
that it gives continuous data readings.
2. What is a CCD?
CCD (Charge-coupled device) is a sensor consi- PSD sensor
sting of an integrated circuit containing an array
of linked, or coupled, capacitors. Under the control
of an external circuit, each capacitor can transfer
its electric charge to one or other of its neighbors.
The basic feature and disadvantage of CCD de-
vice is that it is a matrix of On/Off sensors that
are switched on and off by lights.
3. Why PSD is more accurate than CCD?
Because CCD is a matrix of dots switched on and
off, the resolution of CCD sensors depends on
how many dots are located on the sensor. Typi-
cally a linear CCD sensors has 1024 dots. Enhan-
ced versions of CCD sensors have 2048 dots. Just
imagine that modern digital cameras are using
2048x2048 = 4 millions pixels. 1024/2048 linear CCD sensor
pixels correspond to a 10/11 bits digital resolution
respectively.
PSD is a continuous sensor, therefore the digi-
tal resolution of a PSD depends not on the PSD
itself (as it is continuous that is it has an infi-
nite resolution) but on the digital system that
reads the PSD.
FASEP alignment sensors are equipped with a 16-
bit digital conversion system, that gives a resolu-
tion of 65536 points.
This gives PSD sensors 32 to 64 times more ac-
curacy then competitors products using CCDs.
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Theory and Practice of Wheel Alignment. For true experts.
WHEEL ALIGNMENT
3-Point-Syncro The FASEP 3-point Syncro clampers have always been object of admiration from both clients and com-
petitors.Normally our clients are amazed by their quality of construction and their obvious capacity of
precise centering. Even our competitors ask themselves how we can permit ourselves the luxury of such
high-quality clampers (and certainly expensive to be built!) in front of a market where price-policy seems
Self-centering often more important than quality. Its right, that all FASEP wheel alignment system, from the less to the
3-point Syncro most expensive, are equipped with the same type of clampers.
Obviously the clampers are most important to permit a precise measurement of the wheel trim and to
clampers avoid useless and sometimes harmful compensa-
tions. As a matter of fact, the run-out compen-
sation introduces different negative factors: the
time needed for the compensation of the clam-
pers and the inaccuracy introduced in the mea-
surement are the most important problems of a
WATCH IT
N ACTION successful wheel alignment.
The FASEP clampers have been designed to grant
two fundamental functions:
1. the self-centering of the clampers on the
tire rim
2. the orthogonal position (90degree) of the
axle (where the sensor is fixed) and the wheel.
Self-centering clamper Just to give you some dates, the orthogonal posi-
with fast-fit tion (surely the most important date) is perfectly
controlled during the production process: every
self-centering clamper has to pass a test which
allows max. 0,15 mm tolerance on orthogonality.
Also, if at a first glance they seem to be the same as
years ago, the FASEP clampers has made an impor-
tant evolution in the meantime. The last re-design
has been completed in 2003 and a new design is
actually in preparation for a further improvement.
As a matter of fact, the run-out compensation introduces different negative factors: the time needed for
the compensation of the clampers and the inaccuracy introduced in the measurement are the most impor-
tant problems of a successful wheel alignment.
The FASEP Contact Clamps have been designed to grant the parallelism between the wheel plane
and the Clamp plane.
The orthogonal position (90degree) of the axle (where the sensor is fixed) and the wheel is ensure by the
contact on the tire wall.
Just to give you some dates, the orthogonal position (surely the most important date) is perfectly control-
led during the production process: every self-centering clamper has to pass a test which allows max. 0,15
mm tolerance on orthogonal.
final assembly
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Theory and Practice of Wheel Alignment. For true experts.
WHEEL ALIGNMENT
FASEP system:
measure is always View from Top. Use with FASEP Sensors. (Right sensor displaced)
Even if right assembly not perfectly centered, because FASEP sensors measure only ALONG THE CAR, it is
right even if sensor is still correctly parallel and therefore the FASEP sensors can correctly do the measurements.
displaced
competitors system: View from Top. Use with Competition Sensors. (Right sensor displaced)
measure NOT exact Because Competition sensor need to measure ACROSS THE CAR, as the clamp is not perfectly centered, even if it it
is still correctly parallel, therefore the Competition sensors can not correctly do the measurements!
if sensor is NOT centered
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Theory and Practice of Wheel Alignment. For true experts.
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19
Cod. V240.002