Day Eno 4 wee ceomerRY SI DESCRIPTION ln order to have a good vehicle ground holding, a low consumption of'tyre and to enable the driving wheels to return +o straight running after steering, the front wheels are adjusted at defined assembly angles O wheel camber ange: 1 king-pin camber angle: 1 caster angle 1 wheel toes “Theseangles, accurately calculated, enable the correctbalancing ofthe forces created when the vehicles moving in the different. lead conditions, tending to change the position of the wheels. ‘on the ground. Wheel camber angle Figure t The camber angle (a) isthe angle formed by the axis pasing through the whee! centre line and the vertical to the ground, looking at the vehicle from the front. ‘The camber angle is positive (A) when the upper part of the wheel tends toward the outside; it is negative (B) when the wheel upper part tend toward the inside. ei 393451 Camber angle Figure 2 The kingpin camber angle (B) is the angle formed by the axis passing through the king-pin and the vertical to the ground, looking at the vehicle from the front. ‘When the projection of the king pin axis is near to the contact point ofthe wheel with the ground (opposite tendency to the ‘wheel camber) the angle is positive, itis dificult to say that it is impossible to have the king-pin camber angle negative. ‘The wheel camber angle (a) and the kingpin carnber angle (B) ‘enable wheel axsand the king-pin axisto come nearer as much a possible to the contact centre ofthe tyre on the ground, In this way, reduced tyre wear and lower steering torque are ‘obtained. Caster angle “The caster angle (y) is the angle formed by the king-pin axis with the vertical to the ground, lookong at the vehicle from one side. Ifthe projection formed by the kng-pin axis falls in front af the ‘wheel contact point with the ground, in the direction of travel ofthe vehicle, the caster angle is by convention positive (A): it is negative (B) it falls behind the wheel contact point with the ‘ground: it is equal to zero if is perfectly vertical to the contact point. ae -Hah 200652 wee GEOMETRY ‘This angle makes it possible to keep the front wheels straight, ‘when the vehicle is running straight and allows the wheels to return spontaneously to running straight from the position taken in the bend, as soon as the steering wheel is released by the driver. ‘The whee! toe-in rests from the difference between the stances A and B (value expressed in mm) measured on the horizontal axis ofthe rims looking at the vehicle from the top Inthisway alight crive andalow tyre consumption iscbtaned, The toe-in is positive ifB is higher than A. ae Hach 205 The toe-in is equal to zera if Bis equal to A. Day Fano 4Dawr Eno 4 WHEEL GEOMETRY 53 ‘WHEEL GEOMETRY SPECIFICATIONS AND DATA MODELS 2L-35S |_35() | 35 W.40-45,-50. | 60C-65C WHEEL GEOMETRY - : Wheel camber angle (vehicle at static lend) (# 202) oP =20 0° 30" + 20" Ie 20° Wheel caster angle ae ye 30 (vehicle a static load) #220 1°35! = 20 30 + 20" Wheel toe-in (vehicle at static load) — mm 2et 25 Steering angle: Internal a 479 30' = 30 ae a7 External b 39° £30" 36°30" 456 Stub ade kingpin camber 1338" r (I) Front suspension with transverse leaf spring @) Front suspension with torsion bar TIGHTENING TORQUES TORQUE Nim gm ‘Nat ieng ling-pin to the ade tie rod ofthe steering box +215 +2 PART nt 039368 ee -Ph 2005