6 good reasons

to check (and sell) wheel alignment

To focus selling services rather than just tires, we publish a small handbook
on the reasons for carrying out professional wheel alignment.
We recommend to print and attach visibly in the store.

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.

ENSURE SAFE DRIVING

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.

Page available as poster cm70x100 on www.fasep.it

 WHEEL ALIGNMENT

CONTENTS

Do you really need to measure SetBack?

Step Guide to the choice page 4

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

Is FASEP a 6-sensors or an 8-sensors type?

Wrong question: FASEP is more accurate and faster
than any 6/8 sensors system. page 12

PSD or CCD sensors?

What is the difference between PSD (FASEP system)
and CCD sensor technology. page 15

3-Point-Syncro
Self-centering 3-point Syncro clampers. page 16

Contact clamps
Be ready in a minute! page 16

FASEP measuring system

Comparison with other measuring systems. page 19
 Theory and Practice of Wheel Alignment. For true experts.
WHEEL ALIGNMENT

Do you What is Set-Back?

SetBack is the angle between two wheels that are

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-

SetBack? ted as a distance (A) or as an angle (B) on the axis

perpendicular to the axis of travel.

How Set-back affect the behavior of a vehi-

Step Guide cle (Picture 1)
to the choice SetBack does not really change the behavior of
the vehicle on the road. 4 parallel wheels still tra-
vel straightforward, whatever their position. There
could be other reasons for a car pulling: for exam-
ple a different Caster between the right and the left
wheel. Further on this later.

How Setback affect the behavior of a vehicle (Picture 2)

The SetBack, also, does not influence the car good going on turns (the so called rudder effect). Actually,
during the turns, the left and right wheels steer with different angles and on different centers and they are
always one before the other with respect to the traveling direction (the wheel inside travels ahead with
respect to the external). The picture 2 shows how the internal wheel travels ahead of the external by an angle
B bigger then any possible SetBack angle. The internal wheel, when on turns, can be ahead of the other by
several centimeters (or degrees, if we talk about angles).Obviously, the design of the suspensions takes this
facts into account as they affect suspension performances.
We can clearly see that the few millimeters (or tenths of degree) of the SetBack (if present) are much smaller
then the shift ahead of the internal wheel (by various centimeters) thus, proportionally, the SetBack (if pre-
sent) influence on the car behavior is negligible.

Picture 1 Picture 2
How Set-back affect the behavior of a vehicle How Setback affect the behavior of a vehicle

Just a selling issue ?

If SetBack does not influence the car good going on the road or on turns, we wonder how measuring the
SetBack could be useful.
We may think, then, that it could be a selling issue.
Lets not go into marketing or patent issues, lets continue talking on the technical side lets answer the
question: what is SetBack useful for?
If SetBack does not help to find out the car behavior problems (specific wheel alignment measures may
4
Theory and Practice of Wheel Alignment. For true experts.
WHEEL ALIGNMENT

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?

What is Setback caused by?

The answers can be limited to 4 cases:
- the car maker
- a collision
Picture 3
SetBack by design
- a different regulation of right and left caster
- the wheel alignment measuring system itself
The last case may appear senseless, yet we have to ask: given a car with real
SetBack zero, could we read a SetBack measured different from zero? Later we will
try to explain why the answer is yes.

SetBack by design (Picture 3)

Are you sure that cars have a perfect rectangular shape, as everybody imagine?
It is enough to measure the Left Wheelbase (PS) and the Right Wheelbase (PD) with
a common meter-gauge to understand how much they are different in reality, even
in a new car, simply because of the car maker design.
There are a lot of examples and a lot of technical reasons.
The most known case is the torsion-bar spring (not to be confused with anti-roll
bar!) that we find on the front axle of Alfa75, Renault 5, Mitsubishi Pajero, Daihatsu
Feroza or on the rear axle of Renault 4, Twingo, Clio.
Generally, we can say SetBack is caused by design choices regarding the su-
spension type (torsion-bar spring) or the transmission type (typical of the front
traction with transversal motor).
In these cases, it is possible to find really different dynamic behaviors, because of a
difference between PS and PD of various centimeters (comparable to the difference
of advancement of the internal wheel with respect to the external one; look at the
picture).
Once we revealed a simply forgot truth (PS differing from PD by design by few
centimeters), we would like to ask:
if the car maker designs purposely a SetBack between wheels on the same axle,
why there is no specification for the SetBack value from the Car Maker to see if the Picture 4
SetBack value is right or not? SetBack to detect a collision?
and then
why there is not any adjustment directly on SetBack, as it is designed by the car
maker itself?
We still continue to make you wonder: are you sure that you have to adjust or keep
under control the SetBack, and that the car maker would leave a such important
thing being wrong?

SetBack to detect a collision? (Picture 4)

This is maybe the the most used argument by the sales-men of SetBack: SetBack
can show if the chassis or the suspensions have some problems!
Lets imagine that the car under examination does not have a SetBack by design, so
that the original SetBack should be zero, we measure the SetBack and, when it is
found different from zero, we should get some help about the chassis status.
Of course, nobody is going to buy a wheel aligner to measure SetBack in order to fix
a chassis bent because of the collision.
It would be a lot better using a car-bench built right for that scope. But we may be
interested to detect if our customer hit against the walkways or if he got hit and
damaged the suspensions elements.
Lets suppose then, for example, that the alignment indicates a SetBack of few milli-
meters/degrees between right and left wheel.
We now wonder which wheel is wrong. Unluckily it is not possible to measure the
variation of the wheels from the original position, we can only measure the varia-
tion between the right and the left one. So detecting which wheel is wrong looks
rather difficult.
Some Wheel Aligners do indicate which wheel is shifted. Actually, by admission of some manufacturers,
they follow the rule that the left wheel is statistically more protected and the right wheel is the one hitting
on the walkways: therefore they assume the left wheel position correct, and then indicate the SetBack po-
sitive or negative for the right wheel.
I think it is a quite weird rule.

5
 Theory and Practice of Wheel Alignment. For true experts.
WHEEL ALIGNMENT

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.

SetBack or just a Caster problem? (Picture 5)

Picture 5
It is a weird thing to treat sinusitis with a medicine for the headache. But, on the opposite, we know that a
SetBack or just
sinusitis cure can represent the solution for the headache. Simply: to solve a problem, you better look for the
a Caster problem?
causes of that problem, not just for the symptoms. This is the case of SetBack caused by a different caster
between right and left wheel. If we want to take care of an headache (I mean the SetBack) it is possible we fail,
but if we treat the real illness (a different Caster), the collateral effects (SetBack) may disappear.
In fact, depending on the suspension type, a cross-caster (difference between left and right) can cause a
SetBack.
With reference to the suspension scheme shown in the picture, where the caster regulation is on the lower
joint, directly connected to the wheel, while the upper joint does not move, it is easy to understand that a ca-
ster regulation causes a SetBack different from zero because it changes the wheelbase. Of course, the Caster
is the cause of SetBack and not the opposite. In the case of SetBack different from zero, it is better to check
if Caster need to be adjusted before looking for collisions, etc. It would be like to take care of the headache
instead of considering the real cause.
Obviously the Caster is one of the fundamental measures of alignment, which you can do with all FASEP
aligners.

Set Back caused by the Clamping System. The

Tyre changer Test. (Picture 6)
Before we wondered if a car with real SetBack zero may
result with a SetBack different from zero? We said the
answer is yes.
As a matter of fact, the sensor which reveals SetBack is
linked to the wheel with a clamper.
Generally the clamper is subject to Run-out, which is
compensate by electronically. In this case all is ok. The
value of SetBack will be shown by the computer scre-
en and in this situation we refer to the three cases we
explained before.
Recently, by the way, we may find in the market some
clamps run-out free which help to avoid the run-out
procedure to save time and preserve the original su-
spension balance. According to the manufacturers
these clampers do not need any run-out.
However, to check if the clamper (or the seller) tells the
truth, it is possible to make the TYRE CHANGER TEST.
Keep a wheel with a good tire rim, possibly new, place
it on a tyre changer turntable and lock it. Then take the
clamper and attach it to the rim following the manu-
facturer procedure. Now rotate the tyre changer turn-
table and with the reference of a fixed point (your eyes
Picture 6
cannot be sufficient) check the clamper oscillation in
Set Back caused the point where sensors is attached,. Obviously we
by the Clamping want to see that the clamper shaft rotates in the center
System. perfectly. But we may be surprised!
There is a simple explanation: some clampers are de-
signed to avoid run-out for angle offset (clamper and
wheel stay parallel) but they do not maintain the ef-
fective center of rotation (clamper and wheel axis do not coincide). As a result, without run-out compensa-
tion, some values are right (toe, camber and caster), and the alignment is correct, while some other values,
such as SetBack, will result wrong.
Looking at the picture beside: the blue lines (vertical) indicate that wheel and clamper are both parallels,
the red lines show that clamper axis is not the same on the center of wheel axis. Without making a run-out
procedure, computer will indicate a SetBack that in reality doesnt exist. The reason of this is the design of
system, and it leads to the conclusion that with the long arm its necessary to do run-out if we want to see
a real SetBack. Otherwise the Setback indicated might depend on the clamper and not from car.

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Theory and Practice of Wheel Alignment. For true experts.
WHEEL ALIGNMENT

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

Without SetBack. Only the FASEP System?

Approaching the wheel alignment measures along the car, instead of across the car (I mean with front
long arms that allow to do a transversal measure), is not a FASEP exclusive point of view. Other manufactu-
rers did it the same way, measuring toe along the car instead of across and obviously on such systems
there is not a Setback measure. Among others, we can mention:
- Policontrol (made in Switzerland, for control lines) now used by Bosch - Nussbaum aligners.
- Powercontrol (made in U.S.A., for car manufacturers assembling lines)
- B-Dyna (made in Japan, for control lines)
- G-Swat (made in Japan, for control lines)

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 Theory and Practice of Wheel Alignment. For true experts.
WHEEL ALIGNMENT

Latest added to the along the car approach:

- John Bean 3D (Balco, Sun and Hofmann are the same machine)
- Hunter 3D
- Bosch aligner introduced in Automechanika 2002.

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

measurement cross toe measuring arm.

The fact is indeed quite simple when you think to the way an angle can be measured on a plane: you can
measure it referring to x-axis (horizontal, or across the car) or y-axis (vertical, or along the car).
So now please give us few seconds to explain how FASEP (and actually many other manufacturers) mea-
How Toe is measured sures toe on a car.
on the FASEP wheel In the end, what you are supposed to do is to align the car to its travel direction; something you may
alignment system. not have done so far.

The ideal case: a rectangle shaped chassis, toe=0 (Picture 1)

The dashed line is the geometric centerline of the vehicle.
rectangle shape chassis Toe of the left front wheel is the angle between the wheel middle line (red) and the x-axis or the y-axis.
In the case of a car ideally rectangle shaped, with all wheels at 0 toe, it is very clear how the real toe of the
toe at 0 wheel (red line) and the toe measured on the sensor (light blue line) are giving the same value, that is 0.

Figura 1 Picture 2
Rectangle shape chassis, toe = 0 Rectangle shape chassis, toe 0

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Theory and Practice of Wheel Alignment. For true experts.
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.

Measuring toe along the car (or referring to

y-axis). Only the FASEP System?
Approaching the wheel alignment measures along the
car, instead of across the car (I mean with front long
arms that allow to do a transversal measure), is not a FA-
SEP exclusive point of view.
Other manufacturers are now doing the same way, reco-
gnizing that measuring along the y-axis gives consistent
advantages in measurement process and accuracy, not
to mention the fact that a car is traveling exactly in the
direction of the y-axis and there is where we want it to
be aligned.

Among others, we can mention:

- Policontrol (made in Switzerland, for control lines)
- Powercontrol (made in U.S.A.,
for motoring assembling lines)
- B-Dyna (made in Japan, for control lines)
- G-Swat (made in Japan, for control lines)

Latest added to the y-axis approach:

- John Bean 3D (Balco, Sun and Hofmann
are the same machine) Semi track difference
- Hunter 3D
- Bosch aligner introduced in Automechanika 2002.

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

Electronic Turntables are often offered as an option

for wheel aligners, as if they might be
used rarely or as if they might not be ne-
turntables cessary for an accurate wheel alignment
job.
FASEP offers electronic turntables on all
Expensive option computerized aligners as a standard fe-
or key part ature. Why?
Few minutes to understand if buying
of the aligner? a wheel alignment without electronic
turntables is a good choice as the job is
good anyway or if, instead, you are cut-
ting out an important part of the equip-
ment and you end up doing half a job.

Which alignment angles are measured with

20 20-x electronic turntables?
Electronic Turntables are used to measure the following angles:
1. Steering angle
2. Toe-out-on-turns (typically at 20 degrees)
3. Max steering angle (or Lock angle)

Why you need to measure steering-related angles?

Steering angle. it is needed for the following purposes:
1. to measure Caster angle (typically measured with a stee-
ring angle at +/- 20 degrees)
2. to measure SAI (also known as King Pin) (typically measu-
red with a steering angle at +/- 20 degrees)
3. to ensure accurate re-alignment of wheels after measu-
ring Caster and SAI
Toe-out on turns at 20 degrees
Toe-out-on-turns at 20 degrees. it is needed for the fol-
lowing purposes: 1. to measure the difference in steering
angle between left and right wheel when one wheel is turned (typically at 20 degrees).
Max steering angle. it is needed for the following purposes:
1. to measure maximum steering angle left and right for each wheel (it is typically an angle between 30
and 40 degrees)
2. to measure exact centering of steering gear box

How can you measure such angle without electronic turntables??

As a matter of fact, in the past, Caster and SAI readings were done using a graduated scale on mechanical
turntables: a manual reading was done.
Caster and SAI, however, are the only angles that can be measured in such a way, that is with an accuracy
of +/- 1 degree for the steering, even being more accurate is of course better.
All other measurements (Toe-out-on-turns, lock angle) can only be measured with a good accuracy (as a
matter of fact FASEP electronic turntables measure angles with an accuracy of +/- 0,1 degrees).
Question is then :how to measure Caster and SAI automatically without electronic turntables?
Until few years ago, answer was impossible, you need electronic turntables.
Nevertheless, recently, most of wheel aligners are offering the possibility to measure Caster swing using
toe sensors. This cut the costs of electronic turntables and let caster swing to be automatic.
But.. when you cut costs, you may also cut something else..

Advantages and disadvantages of measuring steering angle with Toe sensors.

The advantage of doing Caster swing using an existing sensor (the toe sensor) is logical. No need of a ad-
ding anything new (the electronic turntables), no extra costs.
Advantages stop here.
Disadvantages show how blanket is short:
1. Caster swing measured at smaller angle then manufacturers specification: toe sensors have a li-
mited operating range, typically +/-5 degrees, at best +/- 10 degrees. For this reason, Caster swing is
done at +/- 10 degrees instead of +/- 20 degrees as it is required by cars manufacturers. This increase
inaccuracy of caster reading.
2. other measures are not possible: for the same reason that toe sensors range is limited to +/- 10 de-
grees, all other measures (toe-out, lock angle) are not possible. To measure such angle, you must have
electronic turntables.
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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.

How important is to measure steering angles

(and do it well).
The reason given to save a lot of money and allow a
small error to go into the measurements is listed be-
Effective steering angle Mistake
low:
1. Caster is not such an important measure
2. Caster is not measured most of the times
3. Caster swing does not need a high precision
4. Steering angles are a mechanic job, not a tyre shop job.
These things might be part of the customers way of thinking, at the time of buying an expensive piece of
equipment, where electronic turntables might be an expensive option.

Let me tell you this.

1. tyre service is a sudden demand type of business. When season starts and cars start coming into the
shop, time is critical: you must run as the next customer is waiting. Wheel alignment check is usually
added as a final check after changing tires, and it follow the same rule: quick!
2. wheel alignment end to be offered included in the price of tires. This is a wrong way of doing your job:
you are not only selling tires, you are selling your expertise!
3. a wheel aligner is set to work for many years: looking at an immediate saving and letting your job to be a
little more inaccurate, will let you be inaccurate for years. While what you need is be fast and accurate.

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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 Theory and Practice of Wheel Alignment. For true experts.
WHEEL ALIGNMENT

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.

an 8-sensors 1.The easy case (Picture 1)

Lets make a simple example with a simple Picture 1

type? measuring system.

In the picture on the left, wheel alignment
system is a simple 2-wheel alignment.
The easy case

In the picture you can see a simple case:

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.
The shift between wheels is
evidenced by letter A in the
picture. It is normally referred to
as set back. Please keep in mind
that left and right wheel might
be shifted due to several reasons
(difference in caster adjustment,
manufacturers design, collision,
apparent shift *).
wheels have 0 degrees toe (red), that is
the wheels are straight, and the value
measured by the system is also 0 (light blue)
for both left and right wheel.
2. A little more complicated: wheels
are shifted (Picture 2).
If wheels are shifted (that is left wheel is not
aligned horizontally with the right wheel)
problems start coming.
Lets consider the picture. Picture 2
Wheels are still straight, that is both A little more complicated: wheels are shifted
have 0 degrees toe (red), but sensors are
measuring 1 degrees toe (light blue) with
symmetric sign left and right (+/-).
Real Total Toe is = 0+0 = 0 (red).
Measured Total Toe = (+1) + (-1) = 0 (light
blue).
In other words: Total Toe is measured
correct (0) so that tyre wear will be correct.
Instead, by the measuring system depicted,
Single Toe (left and right) is measured
wrong (+/- 1 degree instead of 0) so that
steering wheel will not be straight.

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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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.

5. A more complete overview (Picture 5).

Picture 5
Lets now consider a more complete case. A more complete overview
To make it simple, wheel are still straight, that is all wheels
have 0 degree toe.
In the picture, an 8-sensors system is shown and angles
measurements are shown in light blue (to consider a
6-sensors system just remove the green line marked with
B).
With an 8-sensors system, customers are often convinced
that they can get also:
- wheel base left (E) and right (F)
- setback = E-F = (see also point A in figure 2)
- front track (C)
- rear track (D)
- offset = front track (C) - rear track (D)
For Setback please remember consideration made in point
2: Setback MUST be measured in someway when you have
an across-the-car type of wheel alignment system just
like a 6 or 8 sensors type, to avoid wrong measurements
(for partial toe). See also a more specific article: Do you really
need to measure SetBack ?
For Wheelbase and Tracks measurements, just see below.
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6. Same angles, different wheelbase (shorter car) -

Figura 6 (Picture 6).
Shorter car (than picture 5).
Just see how it is absolutely impossible to get Wheelbase
measured with a 6 or 8 -sensors system where ONLY angles
are measured.
In picture 6, you have a shorter car, but still all angles have 0
degree, like in picture 5.
So same angles, but a different wheelbase.
How can you measure wheelbase with an 8-sensors
system with only angles measured?
Just you cannot measure wheelbase.
You can just estimate wheelbase, assuming that front or rear
track is correct (is the one specified by the manufacturer).
It is just a simple trigonometry calculation, but it is based on
an assumption, not on a measure.

7. Wider tracks (larger car), same angles (Picture 7).

Just see how it is absolutely impossible to get also Front and
Rear Tracks measured with a 6 or 8 -sensors system where
ONLY angles are measured.
In picture 7, you see a wider car, still all angles have 0 degree,
Picture 7 like in picture 5. So same angles, but different front and rear
Larger car (than picture 5). tracks.
How can you measure tracks with an 8-sensors system
with only angles measured?
Just you cannot measure tracks.
You can just estimate tracks, assuming wheelbase is correct
(is the one specified by the manufacturer).
Another assumption, not a measure.
So what? To measure wheelbase you assume tracks are
correct. To measure tracks, you assume wheelbase is correct.
Just too much. Did you pay for a measuring system or for an
assuming system?

Conclusions: when you measure only angles, you

have many different cars (longer/shorter or wider/
narrower chassis) that can fit with the same
angles. So you really can not know what are your
cars physical dimensions.

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.

FASEP FASEP system is based on ANGLES (measured) and

DISTANCES (G and H). Only one car can be the right
measuring solution.
system: Conclusion: everything is perfectly measured and
measures identified. No wrong assumptions.

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.

4. Why PSD is faster then CCD?

Because linear CCDs have a low resolution, ali-
gnment sensors using CCDs have to be programmed to do multiple measures at every step to improve
measurement accuracy and to lower measurement noise. To have the same accuracy of a PSD, CCD
should perform no less then 32 measures and hence calculate the average measurement. Of course,
it takes a lot of time to do 32 measurements in a sequence (even if we are dealing with milliseconds). Most
designers would settle for 4 to 8 measurements to balance speed and accuracy. In these case you end up
having slower speed from the sensors (4 to 8 times slower), and still less accuracy (8 to 16 times) then PSD.

5. So why CCD is preferred to PSD by most companies?

Just consider these figures:
- average cost of a PSD sensor = 50 USD
- average cost of a CCD sensor = 8 USD
Also, PSD sensor need an expensive circuit design including Analog-to-Digital conversion.
CCD on the other side is already digitalized so all it needs it is speed to make more measurements at the
same time to improve accuracy

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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.

The clamper allows centering on wheels from

10 to 21.
Thanks to the fast-fit clutches, its possible to re-
place the adapters easily and quickly in order to,
Centered for example: to pass quickly from an iron wheel
to an alloy wheel. Also, the clamp is ready for the
and orthogonal installation of universal clampers (to fit the clamp
on the rim on the tyre, rather then on the rim).

Contact The FASEP alignment clamps have always been

object of admiration from both clients and com-
petitors. With Contact Clamps, FASEP offers now a
clamps great advancement. Speed of operation and accu-
racy of measurements can finally go together. As
a matter of fact, Contact Clamps are based on the
Be ready in a minute! idea of acceptable tolerance, that is strictly con-
nected with the FASEP sensors design. When you
consider wheel alignment, in fact, a number of
factors affects accuracy of measures and accuracy
of adjustments. The sensors measuring precision,
clamping design, clamping method, clamps accu-
racy (or clamping compensation accuracy), ma-
nufacturers tolerances, mechanical plays in car
suspensions, tire pressure levels, operators pro-
contact clamp cedures and operators accuracy of adjustment:
all these factors affect the final result. Keeping the
in position eyes only on precision of measurements or clam-
ping does not help to improve general accuracy
of wheel alignment adjustment accuracy. With FASEP system (FASEP sensors and Contact Clamps) the ac-
ceptable tolerance introducing a small loss of accuracy let us obtain great benefits in speed and general
accuracy of the job!!
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Theory and Practice of Wheel Alignment. For true experts.
WHEEL ALIGNMENT

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.

View from top

final assembly

The Contact clamps allows

centering on wheels from 10 to
26.

Thanks to the fast-fit hanger and

tire-wall contact cylinders, its
possible to fit on any rim, steel,
alloy or with plastic protection with
no problem.

As a matter of fact the Contact

Clamps design works fine thanks
to the way FASEP sensors do the
measurements.
As FASEP sensors only need
to measure ALONG THE CAR
and NOT ACROSS THE CAR, the
result of measurements with contact clamps fitted with
Contact Clamps is always GOOD Extensions
ENOUGH!
for LCV / trucks
with exposed hubs

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 Theory and Practice of Wheel Alignment. For true experts.
WHEEL ALIGNMENT

FASEP sensor centered FASEP sesnor not centered

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 sensor centered Competitors sensor not centered

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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