Suspension Alignment: Understanding and Adjusting Caster

Caster is the angle between the steering axis and the vertical axis, as from the side of the car. Caster affects linear stability and " fall. " Positive caster is when the tip of the steering axis is tilted back (steering axle cut in the ground before contact with tire patch). Negative caster is when the tip of the steering axis tilted to the front (steering axle strip the soil behind the tire contact patch). I have never seen a negative role in the suspension setup, and I do not think that it is beneficial in the automotive suspension. Therefore, for the remainder of this section, when I refer to magicians, I am talking about positive caster caster.
To visualize, think about the wheels of a cart. The steering axle of the wheel cuts far ahead of the ground where the wheel touches the ground. As a result, the wheel is essentially pulled behind the steering axle. This keeps the wheel is moving. If the steering axis crosses the floor at the same point that wheel touched the ground, then there would be no role. The wheel would be free to spin around the axis direction, as long as he is not in line with some other force.
Unlike in a Basket, the steering axle on a car near the hub of the wheel. Therefore, the only way to the steering axis cut the ground in front of the tire contact patch is the tilt steering axle. The more the axis is tilted (in the positive direction caster), the greater the caster effect.
Large caster settings increase the tendency of the front wheels in the middle. This trend is mainly due to the camber gain, which occurs when the steering axis is tilted, and the wheels are turned. Camber win, the caster is not easy to visualize. Look at the extreme case, in which the steering axis is tilted to the point where it is horizontal. When you turn the wheel in this case, the front wheels would be on their edges. If you turn left, the left tire stand on its outer edge, and the right tire is on its inner rim. If you turn right, the left tires are on his inner right to the edge of its outer edge. The same kind of collapse win, but only on a smaller scale, will take place with less caster. This curvature is exactly get what you want in a corner. See my accompanying fall, in order to see what it is and why it& 39;s beneficial.
When the tires on their edges, before the car is actually raised. This is the reason why the wheels " center " even if you let go of the steering wheel. The weight of the car pushes the wheels flat on the floor, the steering. This improves high-speed stability, as it is the control firmly in the middle. However, it is difficult to imagine a car with a big attitude magician because, as you, you are actually lifting the front of the car with the steering. This effect is most visible in luxury limousines, where high-speed stability is important and sophisticated servo steering makes up for the additional activity. If you watch this one, like a car, the wheels turn on full lock (maximum steering angle), you can see the front end of the car to rise slightly.
Increased caster is beneficial to the racing and, in some cases, street. The only drawback is the extra effort steering. During fall win because caster is usually good for the increase in the grip of the front tyre in the corner, too much camber win will cause the tires to heat up, lose grip and wear out prematurely. For this reason, use no more than a few degrees of caster. If your car uses MacPherson Strut suspension, it may be necessary to amend the strut tower mounted or tension rods to be able to adapt caster.
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