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Topics - wheels-inmotion

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General Car Chat / Tracking..... What is it and why is it?

« on: 15 December 2013, 10:38:12 »

Born from another post i thought i could add a little understanding on this topic which is actually under the realm of chassis geometry....It's not a grey art so don't run away....

If we just concentrate on the front wheels for now and the toe position AKA
1: Alignment
2: Tracking
3: Four wheel Alignment

Historically the manufacture offers a static toe in or toe out position with a given tolerance.... Question to you is why?

Omega General Help / Geometry Castor adjustment, can it be done?

« on: 30 December 2012, 11:29:41 »

Yes it can

Contrary to what Vauxhall and all the tyre shops say the Castor angle is adjustable on the Omega......

So what's the problem?
The Castor angle has many duties but the one that concerns us is toward directional stability..
1: Definitive explanation for those that need it can be found here> http://www.wheels-inmotion.co.uk/tech-longcastor.php
2: In a more simple format the front wheels are pulled by the off-set lower ball joints and the actual centre of the wheel, if the pull is uneven then the car will drift toward the lower value.

Historically over time the Omega geometry will evolve a low near-side-front Castor position, this combined with the road crown could induce a drift/ pull to the left.

To the point
Post 1994 the Omega's front subframe has six anchor points but these are not a surgical fit meaning if the anchor pick-up points are released the sub-frame can be moved and as a result change the Castor position.

How?
The sub-frame has four main 22mm bolts, two of these NSF/OSF are avalible through the wishbones, the other two just in front. Once released there are two 16mm bolts at the very front of the sub-frame, these also need to be released ( do not remove any bolts ) Once done a lever between the OSF sub-frame 22mm bolt can be used to jar the sub-frame back.

Moving the sub-frame back will increase the NSF Castor and reduce the OSF, in doing so the energy the Castor generates will be toward the road crown and belay any pull/ drift left.

I hope this helps.......

Meetings, gatherings, parties etc / New wheels-inmotion center open day....

« on: 12 May 2012, 18:24:34 »

We take great pleasure in inviting members/ guests to the Wheels-inmotion and sister company BlackBoots grand opening of the new Milton Keynes centre.

After we forged a totally new experience for those seeking Alignment/ Geometry/ Tyres using some of the best equipment, staff and knowledge in our Chesham centre, it seemed logical to expand on this experience and go bigger, longer, wider and higher..... So we have.

Wheels-inmotion and BlackBoots new centre in Milton Keynes offers the following in it's 32,000sq ft, five story building

* Geometry calibration encompassing set-ups for domestic/ modified and race cars
* Handling/ tyre wear solutions
* Impact triangulation to identify damaged components
* Pre-purchase approval.... This identifies a damaged chassis before you hand over your money
* Suspension supply and calibration
* Brake service or up-grades
* Exhaust fitting
* Fitting your own parts is not a problem

In addition
* Tyre sales that can retail at online prices
* Tyres for Fiesta to Ferrari, Zafira to Zonda, if it's not in stock we will find it wherever in the World
* In the event you find tyres cheaper than we can supply ( which i doubt ) we will still fit them for you
* Laser driven tyre fitting machines that ( cannot damage your wheel )
* Dye-less wheel balance mounting for balance perfection with a printout to prove it
* Nitrogen inflation costing you a cool £0

In addition to the addition
* Wheel sales
* Wheel welding
* Wheel re-shaping
* Wheel re-refurbishment, using a fully automated, one of a kind machine in the world able to prefect 300 wheels a day ISO9000 compliant
* Wheel diamond cutting
* Custom colour coding/ change/ paint or powder, including partial diamond cut
* Milling to correct off-sets
* Billet milling... Wheel not avalible in your size? Then we will make it

About the open day
* Starts 10am till around 2pm, probably 4pm if past meets are to go by
* Hot food/ refreshments on site... I will bung £150 to the cook for you, after that you pay
* The entire experience is a "show and tell", so enjoy a meet on us
* We will have many exotic cars on site. In house we have two Xbow's, a Radical and a works Megane.. Not the Magan actually because it had a bit of a roll at Silverstone last week?
* Our race cars from BDC/ TA/ TS/ Ma5da on track will attend subject to race commitments
* The Maxxis girls will be with us for some eye candy and a few motor mags

Location
* Atomic Wheels building
Unit 9 Northfield Drive
Milton Keynes
Buckinghamshire
MK15 0DQ
UK
Please note our signage will not be up by the 03/06/12 so you need to look for the Atomic signage

To the clubs/ forums
* Everyone is welcome, but in case i miss the thread can Admin/ mods please give me a heads up on numbers

Future club/ forum meets
* Wheels-inmotion/ BlackBoots do hold meets for individual clubs. These meets are free and follow a similar train as the open day. Those that would like a marque specific meet at Milton Keynes please contact me at tony@wheels-inmotion.co.uk

Further reading about wheels-inmotion can be found here
* http://www.wheels-inmotion.co.uk/index.php

Past meets here
* http://www.wheels-inmotion.co.uk/simplegallery.php

Thank you for your attention and look forward to seeing you on the 03/ 06/ 12

Regards
Tony@ wim

Omega Common Issues and FAQ / Omegas and Camber:- Explanation

« on: 06 January 2008, 11:11:18 »

Camber is the vertical position of the wheel..

It's duty is to maintain the position of the cars weight at about mid-point of the tyre footprint.

The force generated by the camber is conically compressive... This is achieved by deforming the circumference of the tyre sidewall, forcing both front tyres to roll into the cars centre line.

But there is a problem?
The suggested position for the front camber is 1 degree 40' negative (top of wheel leaning toward the car)

Over time the front coil springs will weaken lowering the cars sprung area... This not only changes the camber position it also changes the dynamic camber gains... So a calculated gain from -1 degree 40' on the bump to 2 degrees 10' is exceeded.... maybe to 2 degrees 50'.

A dynamic average per mile maybe 2 degrees 30'.

So what you say!
Most Japanese manufacturers offer a progressive calibration table that allows the operator to measure the actual body height and categorize the changes required to compensate for the new dynamic positions, historically this means less static camber.

Unfortunately this table is not available for the Omega... So if you have worn coils and tyre wear the shop will set the camber to the OEM 1 degree 40' negative.... Thus the problem returns and the forum chatter will offer other criminals like wishbones and alike.

Whats the difference?
Camber tyre wear involves about 10% of the total tyre width.... It's very violent wear and can reduce a new tyre to the wire in 5k.

Wishbone wear allows tyre contact rolling resistance to change the toe position... The tyre wear is lateral and involves the entire tread...Additionally on the bump and under braking the car usually pulls.

What to do?
Geometry positions are not absolute law... In fact it borders the theoretical on most cars even with progressive tables. wheels-inmotion (wim) wrote new calibration positions for the Omega some years ago.... I think you would understand it's commercial suicide to display the actual settings but if you are having problems we are willing to help with data out of sight (email-pm)

Further reading
www.wheels-inmotion.co.uk
www.wheels-inmotion.co.uk/forum

I hope this topic is of value to some members
Tony@ wim

Omega General Help / [m by=TheBoy destboard=faq dest=1199617878]: Omegas and Camber:- Explanation

« on: 06 January 2008, 11:18:04 »

[moved] [link=http://www.omegaowners.com/forum/YaBB.pl?num=1199617878/0]Omega FAQ[/link] [move by] TheBoy.

Omega General Help / Geometry and the KPI/SJI/ SAI interesting read

« on: 06 October 2006, 20:25:59 »

KPI (King Pin Inclination) AKA SJI (Steering Joint Inclination) SAI (Steering Axis Inclination) owns one of the most important areas Geometrically on your car but is often dismissed due to it's complexity.... With luck this post will develop an understanding and questions are invited.

The Kingpin position is perpendicular to the vertical viewed from the front of the car, the inclination in measurement decreases figuratively as the inclination is increased, so a position of 12 degrees holds less than a figure of 10 degrees this means the inclination is more inclined mechanically but lower figuratively, it's important that you can image this!

So what?: The Kingpin deserves respect since it controls every area within the steering axis it truly is the (Kingpin)... Geometrically!

Purpose: The KPI forms the lower pivotal axis positioning the Castor trail (Mechanical) also inviting the activation of the TOOT (Toe Out On Turns) during a turn, but we have some dynamics to consider... Since the Castor trail is established then the KPI is left to react during compression of the suspension, this is known as the Camber curve, calculating the curve is dependant of the length of the suspension compression and the length of the wishbone this realises the curve positions (one for the mechanical engineers)

Example: Front:- Camber compression on (loaded) -1 degree 10' Camber compression off (unloaded) +10', this is the Camber curve.

So how come with independent suspension can the car still drive straight if one wheel hits a bump loading the Camber curve since the conical force generated by the Camber position would insist that the car will violently pull toward the negative direction?

Solution: All cars follow the same principle by design... Imagine the car like a Sandwich upper and lower decks... The upper deck rests it weight on the Kingpins and since the positions are linked through the steering rack then the inclination commands the opportunity to be at rest and equal, a natural equilibrium.

Deviation by the driver in straight line travel off-sets the equilibrium by declining/inclining the KPI, in essence the inner KPI is lifted holding more weight than the outer KPI, again since they are both linked through the steering rack the drivers deviation is replied by the KPI returning the steering position retaining the natural balance resting on the inclination.

To the bump: The production of independent suspension suggests that the Camber will indeed 'Curve' attenuating it's force, so how is this belayed?..... The hero is the KPI..

Positions: Assume the static front camber position of -30' and a KPI position of 9 degrees, during a compressive load the curve could position the camber at -1 degree adding conical force but the KPI due to the pivotal position will incline suspending an independent reaction involving the vehicles weight pushing back down on the Kingpin belaying the conical force offered by the camber curve, the reactive position of the KPI would be 8 degrees 30' this is more inclined.

You try it?: You can witness the KPI in action... simply turn the front wheels from side to side, you will see the car rise as you go from lock to lock, this is solely due to the Kingpin inclining.

Chassis dynamics is complicated but not impossible to understand or indeed develop, grasp the reasons why one particular angle is there then you are well on your way to develop your own theory.... My biggest criticism with technicians is that they only realize the positions not the forces... in reality most desires or complaints are born through the recognition of the forces!

Omega General Help / Cars needed please for Geometry

« on: 30 September 2006, 18:34:32 »

wim is training staff at Kipling's Motorist Centres next week and i would welcome members the chance to become part of this program. This opportunity involves a nominal fee and supports the usual fine-tune directive that wim commands.

All variants are welcome albeit domestic/road or race, anyone tempted please make this visible or contact wim through the usual routes.
Thank You

Omega General Help / Alignment the big con, an educational read indeed

« on: 01 August 2006, 14:09:39 »

Various methods are described to encourage you to resolve tyre wear or handling issues, additionally members in forums are keen to advise but often fall victim to the same miss-information, read carefully and stay ahead of 'alignment the big con'

Tracking/Alignment
Is linear, this measurement shows no concern for any other angle. This form of measurement is the most common in the World and the most damaging.
Angles measured 1

Four wheel Alignment
Uses the rear wheels as a scale to centre the steering rack.... then the front toe..... this is better but is assuming the rear is centred.
Angles measured 2

Four wheel Laser Alignment
Same as above.... be wise!

Geometry/Primary
Will image the exact rear centre line to permit a centred steering wheel.. additionally the front and rear camber positions will be measured. This is the most common form of Geometry and i consider this as 'basic'
Angles measured 8

Full Geometry/primary and Secondary
Is absolute but harder to understand. Few places even with the equipment measure the Secondary angles, these include...
Castor
KPI/SJI/SAI
Scrub radius
included angle
TOOT/Ackerman
Delta curve
and so on

Most areas that involve rapid tyre wear or handling issues need to be read from the 'Secondary' data, even more important if the car has been modified or for diagnostics after an accident.
Angles measured 15+

Not easy reading indeed, millions of pounds change hands every day for 'Alignment', a need to be wise could save you £ssss

One more thing to make the 'blood boil'.. The Primary and secondary Geometry has a customer destination?

1: Primary is the 'dumb' customer version
2: Secondary is with held unless requested and named the 'Technicians version.

Omega General Help / Wheel alignment/ tracking..... why?

« on: 09 August 2006, 20:27:28 »

Front wheel Alignment is the direction of the front wheels relative to the rear centre line (Thrust Angle) if the thrust is centred then the Dynamic toe position will conclude the designed drive, the force is lateral.

Chassis Dynamics
The complexities of toe seems endless, and they are, lets examine a few examples... Remember this is 'Front toe only'

Drive train Dynamics
1:Front wheel drive is pulling the car compromising all the bushings enabling toe in.
2:Rear wheel drive is pushing the front wheels then reacting to the bushings enabling toe out.
3:Both drives acquire reactions measured by the rolling resistance of the tyre.
4:Both are subject to 'Down-force Aerodynamics'.
5:Both are dependant on tyre width.
6:Both are dependant on tyre silica content (Grip -ve- temperature range -ve- displacement -ve- pressure)

The Front Toe is calculated static in measurement to accommodate the dynamic reactions mentioned above, but the maths fall short of absolute, so an (average position) of the toe is projected. There is a method to simulate the Dynamic flow static but this is rarely observed. (Another thread maybe)

Maths
It is assumed that a RWD car will have an average thrust/rolling/braking/aero percentage, add to this the ideal tyre width and pressure then a static position of +8' per wheel can be born, this then would assume the average dynamic package will realise a 0 toe percentage, the only constant here is the promise, reality suggests the toe positions revolve within a constantly changing three dimensional environment so is subject to testing and re-testing to conclude the cars current level of wear within the chassis. A matter of fact (position) is misleading to the extreme.

wim says
All that is exampled here is the intentions of the manufacturer to possibly assume a 0 toe dynamically. Fast fit rape front wheel alignment blaming it for every problem offered by the customer, be wise! Very few chassis engineers could conclude the toe position in an absolute format although Geometrically it's the most simple angle of then all.....

Omega General Help / Tracking, why is the steering wheel off-line after

« on: 06 August 2006, 20:39:24 »

The most common complaint after front wheel alignment is the end position of the steering wheel this is a visual indication that
1: The workmanship was poor
2: The equipment is inadequate
3: Alignment was never the real problem
4: The manufactured cars axle is miss-aligned

Nearly every alignment test in the World is sold to the customer by the shop based on visual wear on the tyres at the end of there life, inevitable history of past alignment problems would still exist on the face of the tyre, born from this visible wear and potential loss of the new replacements a customer could assume a problem still exists and is easily sold.

Taking 1 to 4 here are my thoughts)-

1: No legal responsibility is required to ascertain the understanding of the technician who sets the direction of your £50.000 (theoretical) car with the new £500 front tyres, most common is a 'drive by' smattering of knowledge that involves undoing of nuts and about ten minutes additional time whilst you pay the bill, (so knowledge maybe why)

2: There are many machines on the market that promise different levels of alignment, most common is 'front wheel alignment' this form is the most damaging and by today's standard only suitable for the horse and cart, can i remind you that the car has 'Four Wheels', (so the equipment maybe why)

3: With the magnitude of problems expressed though the tyres during their life span it would be easy to assume alignment is to blame. Current issues with the Geometry or the cars health in general will cause untold affects toward the tyres and handling, this does not dismiss the fact that 'at the time' the alignment may be incorrect, (so maybe the car is why)

4: There are occasional manufacturing reasons that deceives the operator, this is unusual and depends on equipment, this is most times geometrically undetectable (so maybe the construction is why)

Taking all possibilities into consideration the common denominator is the 'Thrust Angle' the cars true centre at the rear,most angles depend on this as a reference......simple as that!

Any method that attempts to imagine the front wheels forward position relative the the fixed rear thrust angle will result in the need for the driver to compensate and manufacture a new centre line at the steering wheel, if any adjustments made do not respect the true 'Thrust Angle' then the resulting drive will mean the steering wheel is off-line.

General Car Chat / Winter tyre stock

« on: 14 December 2010, 11:02:36 »

For those member having trouble getting winter tyres we do have stock. The price is the best i can do for members since the UK allocation is depleted so we're all getting done over

225/55-16 Cooper £145 each inc

if your on 235/45-17 you need to change to 245/45-17, we have Avon £150 each inc.

Other sizes are out there but the prices are ridiculous.

Hope this helps
Tony@ wim

General Car Chat / wim's national network and the club discount

« on: 21 July 2010, 20:40:22 »

Moderators if this thread pushes the limit please delete.

As some may know i have opened a more national network of tyre fitting and geometry calibration partners so that owners don't have to travel 100's of miles to us.

The way this works is you can buy tyres or calibration or both from us here> https://www.blackboots.co.uk/order.php and then you choose the centre nearest to you. Each centre has to use our data, procedure and QC, each job is policed by us to ensure everything has gone to plan.

There is a down side. For the club wim station will calibrate the chassis for £65+ vat, if you use one of the partner centres the price will be £95+ vat.

The reason for this is i set the deal for the club so i'm prepared to take a dive on the reward, whereas i cannot expect the fitting partners to be so generouse.

In summery if you want the club deal come to us, if you want to go more local but have the assurance we are policing the work then be prepared to pay a little more.

Regards
Tony@ wim

Meetings, gatherings, parties etc / wheels-inmotion open day - 25th May

« on: 19 April 2008, 20:01:56 »

I am pleased to announce the opening of the first wheels-inmotion center.

In celebration i would like to invite Omega Owners forum members to our open day on Sunday 25th May between 10am and 4pm, our address is

Unit 33
Chess Business park
Chesham
HP5 1SB = Park
HP5 1SD = Centre

Our fields encompass solutions for....
Geometry chassis calibration
Suspension calibration
Corner weighting and dynamic indexing
Touchless tyre removal/installation
Nitrogen inflation
Wheel balance optimization
E/commerce tyre purchase

To accomplish our vision we invested in the best tools available....

BOSS touchless tyre changer/installer: One of five in Europe.

Ultrasound laser guided lateral recognition wheel balancer, using studded mounts and a destination/proof printout for the customer.

Hunter DSP600 HD Geometry Aligner: One of two in the UK

Hunter (modified car) software: First in the UK

Hunter ride height live verification (sprung suspension targets) first in the UK in combination with modified car software

Our intention is to make our opening a memorable event for all that attend.

Refreshments from soft drinks to Champagne and food catering will be on us

A free raffle with superb prizes goes without saying. So Sunday the 25th of May could be your lucky day.

In addition we will have some interesting cars on site...

A Drifty from the British Drift Championships
A Lexus from Timed Attack race series
Without mentioning others we even have a Delorean for those who (like me) that have never seen one.

That's it.... A destination for a meet and greet for members offering a chance to see our solid commitment in the flesh.

On a personal note i have been overwhelmed from the kind words and support from club members over the last year or two, so i feel this is "pay back time" the wim-way.

General Discussion Area / KwikFit

« on: 17 September 2010, 21:38:26 »

From what i've read online today KF crashed and burned on Watchdog last night, i also read a company statement today highlighting a new initiative toward training staff......

wim says
To late, KF is despised online with endless horror story's. The report was so damaging no national company could honestly hold their head up and say "training" will solve the problem.

I know whats wrong with KF and indeed other national chains because i worked within that arena for 25yrs. It's a realm of starvation wages and bonus's / commission. Staff are forced or lead by greed to hit bonus targets simple as that. Remove the need for greed and offer a true customer service with cheap prices.... Happy days.

General Discussion Area / Funny as hell webby, nws because you will LOL.....

« on: 20 March 2010, 17:31:16 »

Enjoy> http://fastasoppscouriers.co.uk/ Oh and by the way they say "flip" and other nasties so don't let the kids or Granny watch......