The discrepancy between the actual values measured on the vehicle and the control values specified in Table 7.1 is due to wear, deformation of suspension parts or deformation of the body.
WARNING: Replacing or repairing suspension components may result in changes in wheel alignment angles, so checking wheel alignment angles is mandatory after completing the work.
Check wheel alignment angles on an unladen vehicle, with a full fuel tank, filled with coolant, with normal air pressure in the tires and without excessive play in the suspension units.
After installing the car on the stand (just before checking the angles) "squeeze" the car's suspension, applying a force of 392-490 N (40-50 kgf) to the front bumper two or three times, directed from top to bottom. The car's wheels should be parallel to the longitudinal axis of the car.
When checking and adjusting the front wheel alignment angles, first check the caster angle, then the camber angle, and lastly the toe-in.
The longitudinal tilt angle of the front wheel pivot axis is formed by the vertical and the line passing through the middle of the upper support of the telescopic strut and the center of the sphere of the ball joint fixed to the lower arm. The design of the vehicle does not provide for adjustment of the longitudinal tilt angle of the pivot axis. If the angle deviates from the nominal value, replace damaged and deformed parts.
The front wheel camber angle is characterized by the deviation of the average plane of rotation of the wheel from the vertical. Adjustment of the front wheel camber angle is provided only by using special bolts in the connection of the shock absorber strut and the steering knuckle.
Front wheel toe-in is the angle between the plane of rotation of the wheel and the longitudinal axis of the vehicle and is adjusted by changing the length of the steering rods.
(The original source of the article is the website: chevyman.ru)