So the three main parameters of the suspension are adjustable and should be described in the theoretical part of the article.
The wheel angle is the angle of the wheels with respect to the road surface. It can be negative if the upper part of the wheel is tilted to the centre of the vehicle and positive if the upper part of the wheel is tilted from the centre of the vehicle. And each of the provisions has its advantages and disadvantages. For example, if the angle of the pass is negative, the patch of the wheel contact with the road increases, the clutch of the road improves, but the rubber is more quickly worn.
The second important concept is that the caster is the angle of the longitudinal direction of the wheel, or, simply speaking, the horizontal position of the wheels in the arches. This position affects driveability: a slightly enlarged caster makes the steering more acute, but in the case of an exaggerated caster, the steering wheel becomes heavy.
The third thing to know is the ascent. The sum of all angles is the sum of all angles between the longitudinal axis of the vehicle and the plane passing through the centre of the left and right wheels. Convergence may be positive (for front wheels)-in this case the car becomes more stable at high speeds, but there is an increasing understeer. The ripping of the front wheels makes the steering more precise, but it increases the wear of rubber tires and all the roughness of the road is removed from the steering wheel-the so-called "beat" appears.
How do you conduct the procedure? It varies from workshop to workshop. Some of the craftsmen approach the case in a more responsible way: before regulating the collapse, the specialist first checks the wheel pressure, usually using a portable compressor. The sensors shall be installed on all wheels and the foot brake shall be used with the special spacer. Especially qualified craftsmen also inspect the suspension for apparent malfunctions-but such specialists are rare. The car is "jammed" and "pressed." The data from the sensors is transferred to the computer, and then the results are stored in the table, the first row being the car with the load in the trunk, the next row without it. All because even a small additional weight can influence the measurement. However, most of the service workshops typically omit this point and perform measurements with the laden vehicle.
Two of the most private reasons why motorists come to make a break-up is the bad handling or the driving of a car to the side, or the increased wear of tires.
However, the new motor vehicle should also be checked and adjusted. The manufacturer shall display the average parameters with the calculation that the dealer will prepare the car and make the necessary adjustments. But, as the practice shows, sellers are, in most of their time, lowered.
The companies recommend that this procedure be carried out every 15 to 20,000 kilometers, that is, about a couple of times a year. To avoid spending money, it is necessary to regulate the collapse after a seasonal change of tires.
There are other situations in which the collapse should be regulated. First, after some repair work: replacement of nozzle, ball support, steering gear, gear reducer or gear racks, pendulum, springs, springs and site blocks. Secondly, with certain behaviour of the car-for example, if the car drives away and the rudder is on the curve, or if the car starts to "swim" in the rut, or if the car is late in control. Third, a break-up should be done after changing the height of the car landing (usually done with special sub-rates or thickened rubber bands, which are placed under the springs of the suspension). And finally, the fourth thing should be done if the rudder stopped "coming back" at the exit, or if the vehicle had different turn radius left and right.
So, you need to do this when you get bad driveability, wear rubber, after some repair work associated with the suspension, and after each wheel or new rubber. In doing so, the master should first examine the suspension of the vehicle, ask the driver about the goods in the boot and, if they are heavy, take them out at the time of adjustment. The expert must also check the air pressure in the wheels, diagnose the spare travel of the steering wheel, and inspect the wheels of the wheels for deformation. Failure to perform any of these procedures may affect sensor metrics.