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Nissan ZD30DD and KA23DE engine factory workshop and repair manual download

1) Purpose and big-picture theory
- Wheel alignment sets the wheel orientations (camber, caster, toe, and thrust angle) so tires contact the road correctly and steering geometry behaves predictably.
- Camber: tilt of the wheel from vertical (degrees). Affects tire contact patch and cornering camber change. Faults: too much negative camber = inner wear and pull; too much positive = outer wear.
- Caster: fore-aft tilt of the steering axis (degrees). Affects steering self-centering, straight-line stability and camber gain during steering. Low/negative caster = poor returnability and wandering.
- Toe: angle the wheels point in/out compared to centreline (degrees or mm). Largest effect on tire wear and steering response. Toe-in stabilizes; toe-out makes turn-in sharper but increases wear.
- Thrust angle / rear alignment: rear axle’s alignment relative to vehicle centerline. If off, the vehicle “points” away from the direction the front wheels are aimed and steering will pull.
- All adjustments interact: changing caster usually shifts camber; changing camber/caster can change toe. Sequence and rechecking are essential.

2) Preparation (why each is needed)
- Inflate tires to specified pressure: pressure changes effective rolling radius and toe measurements.
- Ensure fuel/fluids and load represent typical driving or meet specs; ride height affects camber/caster.
- Straighten steering wheel and lock it (so measurements reference true center).
- Inspect tires and suspension for wear/looseness (tie-rod ends, ball joints, control-arm bushings, strut mounts, wheel bearings, bent parts). Faulty parts will let geometry move under load and alignment won’t hold — repair/replace before adjusting.
- Record ride height and compare to spec. Springs or sag will change static camber/caster; correct before aligning.

3) Measurement tools and what they measure
- Alignment machine/cameras measure all angles with high accuracy; turn plates for steering swivel; steering wheel holder to prevent re-centering.
- Simple methods: string/straightedge or toe plates can measure toe; camber gauge measures camber; inclination/caster gauges measure caster if calibrated. Understand units: camber/caster in degrees, toe in degrees or mm (difference between front & rear of rim).

4) Ordered alignment procedure (theory-focused, each step explains why)
1. Vehicle setup: level the car on the alignment rack; wheels straight; steering centered; wheels and brakes clean.
- Why: level and centered reference is required for accurate angle readings and to ensure steering axis geometry is correct.

2. Pre-inspection and repair:
- Check tie rod ends, rack mounts, control arm bushings, ball joints, strut bearings, sway-bar links, rear axle mounts, wheel bearings, and tires.
- Why: worn or loose components let geometry change under load; alignment will not hold and symptoms (pull, wandering, uneven wear) persist until parts are fixed.

3. Measure initial values (printout):
- Read static camber, caster, toe for each wheel, and thrust angle.
- Why: identifies which parameters are out and by how much; tells you whether front or rear causes pull.

4. Correct ride height / centerline if needed:
- If springs/suspension height off-spec, correct before final alignment (replace springs, adjust torsion bars, set load distribution).
- Why: camber/caster are referenced to vehicle height; incorrect height means correct alignment cannot be achieved.

5. Adjust camber first (if adjustable):
- Use strut cam bolts, camber shims, adjustable control arm, or top mount plates depending on vehicle.
- Theory: camber sets vertical wheel tilt so tire contact patch is optimized. Camber adjustment changes lateral load distribution during cornering and reduces one-sided wear.
- Note: adjusting camber can alter toe slightly — so toe must be rechecked after this.

6. Adjust caster next (if adjustable):
- Use eccentric bolts, adjustable control arms or shims.
- Theory: caster sets the steering axis tilt. Positive caster increases straight-line stability and steering return. Changing caster will slightly alter camber; confirm camber after caster adjustment.

7. Center steering wheel and set steering angle sensor/calibrate (ASR/ESP systems if applicable):
- Physically center the wheel and, if required, perform electronic steering angle sensor (SAS) calibration.
- Why: you want a straight steering wheel when true wheel center is set; steering electronics need correct neutral reference.

8. Adjust toe last:
- Use tie-rod length changes to set toe per wheel or total toe. Adjust until the measured toe meets spec and steering wheel is centered.
- Theory: toe has the strongest effect on tire scrub and wear. Set it last because toe is easiest to trim and is affected by prior camber/caster changes.

9. Set thrust angle / rear alignment:
- For solid rear axle vehicles adjust the rear axle toe or lateral locating device (Panhard/track bar) and shims to get the thrust aligned with vehicle centerline.
- Theory: if rear axle thrust angle is off, vehicle will track at an angle vs front wheels. Correcting rear thrust makes front steering align with vehicle centerline, stopping pull.

10. Re-measure all values and do final tweaks:
- Recheck camber, caster, toe and thrust; iterate until within spec.
- Why: adjustments interact; iterate ensures stability.

11. Road test and recheck:
- Drive at typical speeds with turns; then re-measure and trim if necessary.
- Why: verifies behavior under load and detects any binding or parts that move under load.

5) How each repair/adjustment fixes faults (concise)
- Replace worn tie-rod ends: eliminates free play that causes wandering, sloppy steering, and uncontrolled toe changes.
- Replace worn bushings/control arms: restore fixed pivot locations so camber/caster stay as set; stops camber/caster drift under load.
- Replace bent spindle/arm: restores correct steering axis geometry; corrects sudden pull or vibration due to misalignment.
- Correct ride height (springs/torsion bars): restores correct static camber/caster; reduces asymmetric tire wear.
- Adjust camber: corrects inner/outer shoulder wear and steering pull caused by unequal camber.
- Adjust caster: restores steering returnability and straight-line stability, and fixes steering heaviness or lack of self-centering.
- Set toe: fixes feathering/rapid tire wear and sharp or sluggish turn-in; centers the steering response.
- Correct thrust angle (rear axle): stops vehicle from tracking crooked and eliminates steering pull not caused by front geometry.

6) Typical signs and their most likely fixes (quick reference)
- Rapid inner edge wear → excessive negative camber → adjust camber or replace strut mount/control arm.
- Rapid outer edge wear → excessive positive camber or excessive toe-out → adjust camber or toe.
- Car pulls to one side → unequal camber/caster/toe or rear thrust off → measure and correct whichever is out; check for bent/worn components.
- Steering wheel off-center despite straight tracking → improper toe or steering wheel not centered when tying toe; re-center wheel and set toe.
- Wandering/loose steering → worn tie rod ends/rack bushings → replace and align.
- Shimmy/vibration at speed → excessive toe, imbalance, or worn suspension joints → fix toe and worn parts; balance tires.

7) Final notes (short)
- Always use factory specs for angles and torque values. Specs differ with vehicle, load, and trim.
- If the rear is adjustable, align rear before the front so the front references a correct rear thrust angle.
- After replacing steering/suspension parts, always recheck alignment.
- Electronic steering/ESP systems may require sensor recalibration after alignment; otherwise steering assist and stability functions can act oddly.

This is the ordered theoretical workflow: prepare and inspect → measure → correct ride height/replace worn parts → camber → caster → center wheel → toe → rear thrust → final check → road test → recheck. Each repair restores the intended geometric relationships so the tires meet the road at the designed angles, eliminating wear and steering faults.
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