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CSM Performance LLC Precision Hub Stands

 
Old 08-20-2018, 03:48 PM
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Default CSM Performance LLC Precision Hub Stands



PROUDLY MADE IN THE UNITED STATES OF AMERICA

Free Shipping Included

Easily align your vehicle with precision and accuracy with a complete set of Precision Hub Stands. Made with 6061-T6 Aluminum and Hardened Steel Hardware creating a stiff, rigid frame system. We install eight Ball Transfers and two Hardened Steel Pivot Bolts to create an extremely low friction surface for caster, camber, and toe movements which eliminates virtually all resistance that a tire would present when aligning a vehicle. This means you no longer have to roll your vehicle back and forth with every alignment setting change! Each Precision Hub Stand is capable of supporting up to 1000 lbs (4000lb vehicle with 50/50 weight distribution) and adjustable in 0.250” increments from 11.4375” (~11.5″) to center line to *15.4375” (~15.5″) to center line which will accurately represent the tire height of almost any sports or race car. We have added a toe bar to each hub stand with three different positions for measuring wheel to wheel or from string to wheel. We bolt on rare earth magnets to the end of each toe bar to assist in holding the tape measure ends. Finally, we mount threaded feet to hold the Hub Stands in place when needed. We offer three main hub mounting plates. They can be found under the “Wheel Bolt Pattern” option above. If you would like to utilize these as wheel dollies on a smooth shop floor and allow easy access to all suspension components feel free! If you need a different bolt pattern, height, weight requirement, or anything you would like, give us a call and we can make it happen!

Purchase Includes:

Four (4) Hub Stands with your desired wheel bolt patterns
Four (4) 24” Toe Bars with spacers and attached magnets

Key Features:

Adjustable from 22.875” (~23″) Diameter to *30.875” (~31″) Diameter
Solid 6061-T6 Construction
3.125” Center Hole for Caster/Camber Gauge
8 Low Resistance Ball Transfers
Rare Earth Magnets on 3/4” Square 1/16” Wall 6061-T6 Toe Bars (Please Note: The Toe Bars will no longer be anodized)
Low Resistance in all Alignment Directions

Can be purchased at: http://csmperformance.com/
Price: $999.99







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Old 08-24-2018, 10:57 AM
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We are offering a discount this weekend! You will receive $50 off a set of Precision Hub Stands with coupon code: "precision"

Description:
Easily align your vehicle with precision and accuracy with a complete set of Precision Hub Stands. Made with 6061-T6 Aluminum and Hardened Steel Hardware creating a stiff, rigid frame system. We utilize eight Ball Transfers and two Hardened Steel Pivot Bolts to create an extremely low friction surface for caster, camber, and toe movements which eliminates virtually all resistance that a tire would present when aligning a vehicle. This means you no longer have to roll your vehicle back and forth with every alignment setting change! Each Precision Hub Stand is capable of supporting up to 1000 lbs (4000lb vehicle with 50/50 weight distribution) and adjustable in 0.250” increments from 11.4375” (~11.5″) to center line to *15.4375” (~15.5″) to center line which will accurately represent the tire height of almost any sports or race car. We have added a toe bar to each hub stand with three different positions for measuring wheel to wheel or from string to wheel. We bolt on rare earth magnets to the end of each toe bar to assist in holding the tape measure ends. Finally, we mount threaded feet to hold the Hub Stands in place when needed. We offer three main hub mounting plates. They can be found under the “Wheel Bolt Pattern” option above. If you would like to utilize these as wheel dollies on a smooth shop floor and allow easy access to all suspension components feel free! If you need a different bolt pattern, height, weight requirement, or anything you would like, give us a call and we can make it happen!

A set of Precision Hub Stands can be purchased here:
https://csmperformance.com/



Colton @ CSM Performance LLC
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Old 08-26-2018, 07:15 PM
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Last day to use coupon code "precision" for a $50 discount!!!!
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Old 08-27-2018, 01:32 PM
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Check out our latest Tech Article and keep an eye out for others!
https://csmperformance.com/the-friction-circle/
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Old 08-27-2018, 08:01 PM
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Originally Posted by CSM Performance View Post
Check out our latest Tech Article and keep an eye out for others!
https://csmperformance.com/the-friction-circle/
I am not enough of a mechanic to ever do my own alignments, and therefore my question is only out of curiousity. Your tool supports the weight of the car at the wheel mounting face on the hub. But when the car is sitting on its wheels and tires, the vertical force supporting the hub is at the center of the tire, which is somewhat inboard of this mounting face. Thus the bending loads on the front suspension would be different in the two cases. Wouldn't this introduce an error in setting alignment, especially camber?
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Old 08-27-2018, 10:32 PM
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Originally Posted by Widgeon5 View Post
I am not enough of a mechanic to ever do my own alignments, and therefore my question is only out of curiousity. Your tool supports the weight of the car at the wheel mounting face on the hub. But when the car is sitting on its wheels and tires, the vertical force supporting the hub is at the center of the tire, which is somewhat inboard of this mounting face. Thus the bending loads on the front suspension would be different in the two cases. Wouldn't this introduce an error in setting alignment, especially camber?
Absolutely an awesome question!

For this case we can reasonably assume that the tire evenly support the load across its surface which means the load can be estimated to occur at the center of the tire tread as you stated above. (Reference: I have read studies where this isn't the case, especially during dynamic loading but for static loading we say it's reasonable). We'll take the C7Z06 front wheel/tire and look at it. It's 10" wide wheel with a +43mm offset which means the hub face is 43mm (or ~1.7" we'll continue in inches) towards the outside of the wheel. This causes the center loading of the tire/wheel to be offset 1.7'' from the Wheel Hub Mounting Surface. Which as stated above creates a bending load (or sometimes referred to as a moment) onto the Wheel Hub and therefore onto the suspension components (especially the bushings). We'll estimate that the front wheel statically supports around 900lbs. So the bending moment that this creates onto the hub face can be found by multiplying the offset by the supported load. 1.7" * 900 lbs -> 1530 in-lbs, in more standard terms -> 127.5 ft-lbs of bending moment onto the hub and suspension components. We can then state that this puts the lower control arm into a compression load and the upper control arm into a tension load. (If the offset was negative the load directions would flip.) I'll now assume (I don't have a steering knuckle and control arm set for a C7Z06 in front of me) that the hub is placed centrally between the two ball joints, or in other words, evenly between the two control arms. Lets also assume the ball joints have 6" of vertical separation (3'' from center of hub to upper ball joint/control arm, and 3'' from center of hub to lower ball joint/control arm). So, to roughly figure out how much load this puts on the control arm bushing we made the assumption that the hub to control arm distances are the same which correlates to the upper and lower control arms seeing the same load, just in opposite directions. So to resist the 127.5 ft-lb bending moment the equation will look something like this:
127.5 ft-lb = (0.25 ft)*(Reaction Force Upper CA) + (0.25 ft)*(Reaction Force Lower CA)
&
(Reaction Force Upper CA) = (Reaction Force Lower CA)
The reason both are positive is that I am utilize the hub as the center of the moments (It's transfer to the hub through the tire/wheel)
This results in a total force applies to the each control arm of -> 255 lbs, split between two control arm bushing -> 127.5 lbs on each bushing
(The numbers only worked out nicely due to the assumption and the estimated distances made)
In summary, you are correct that the offset of the wheel does change how the hub is loaded versus the loading when on the Hub Stands. This progressively worsens the greater the wheel offset, whether it be positive or negative. But, 127.5 lbs is very small in comparison to the stiffness of the bushings, so this will have minimal effects on the alignment measurements. Please note again: quite a few assumptions (ones that weren't mentioned as well, like control arm angle) were made to generalize the math and make it easy to explain. Hopefully this given a little clarity to your question. My apologizes if I went crazy with the answer ! If you have any questions or would like to see the Free Body Diagrams of the basics, I can put that together and post it.

Thanks!
Colton @ CSM Performance LLC
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Old 08-28-2018, 11:51 AM
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Originally Posted by CSM Performance View Post
Absolutely an awesome question!

For this case we can reasonably assume that the tire evenly support the load across its surface which means the load can be estimated to occur at the center of the tire tread as you stated above. (Reference: I have read studies where this isn't the case, especially during dynamic loading but for static loading we say it's reasonable). We'll take the C7Z06 front wheel/tire and look at it. It's 10" wide wheel with a +43mm offset which means the hub face is 43mm (or ~1.7" we'll continue in inches) towards the outside of the wheel. This causes the center loading of the tire/wheel to be offset 1.7'' from the Wheel Hub Mounting Surface. Which as stated above creates a bending load (or sometimes referred to as a moment) onto the Wheel Hub and therefore onto the suspension components (especially the bushings). We'll estimate that the front wheel statically supports around 900lbs. So the bending moment that this creates onto the hub face can be found by multiplying the offset by the supported load. 1.7" * 900 lbs -> 1530 in-lbs, in more standard terms -> 127.5 ft-lbs of bending moment onto the hub and suspension components. We can then state that this puts the lower control arm into a compression load and the upper control arm into a tension load. (If the offset was negative the load directions would flip.) I'll now assume (I don't have a steering knuckle and control arm set for a C7Z06 in front of me) that the hub is placed centrally between the two ball joints, or in other words, evenly between the two control arms. Lets also assume the ball joints have 6" of vertical separation (3'' from center of hub to upper ball joint/control arm, and 3'' from center of hub to lower ball joint/control arm). So, to roughly figure out how much load this puts on the control arm bushing we made the assumption that the hub to control arm distances are the same which correlates to the upper and lower control arms seeing the same load, just in opposite directions. So to resist the 127.5 ft-lb bending moment the equation will look something like this:
127.5 ft-lb = (0.25 ft)*(Reaction Force Upper CA) + (0.25 ft)*(Reaction Force Lower CA)
&
(Reaction Force Upper CA) = (Reaction Force Lower CA)
The reason both are positive is that I am utilize the hub as the center of the moments (It's transfer to the hub through the tire/wheel)
This results in a total force applies to the each control arm of -> 255 lbs, split between two control arm bushing -> 127.5 lbs on each bushing
(The numbers only worked out nicely due to the assumption and the estimated distances made)
In summary, you are correct that the offset of the wheel does change how the hub is loaded versus the loading when on the Hub Stands. This progressively worsens the greater the wheel offset, whether it be positive or negative. But, 127.5 lbs is very small in comparison to the stiffness of the bushings, so this will have minimal effects on the alignment measurements. Please note again: quite a few assumptions (ones that weren't mentioned as well, like control arm angle) were made to generalize the math and make it easy to explain. Hopefully this given a little clarity to your question. My apologizes if I went crazy with the answer ! If you have any questions or would like to see the Free Body Diagrams of the basics, I can put that together and post it.

Thanks!
Colton @ CSM Performance LLC
Wow! Thanks for the excellent and comprehensive reply. Obviously you had considered the issue in your design. Looks like a great system.
Widgeon


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Old 08-28-2018, 12:25 PM
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Originally Posted by Widgeon5 View Post
Wow! Thanks for the excellent and comprehensive reply. Obviously you had considered the issue in your design. Looks like a great system.
Widgeon
Anytime!
Doing your own alignment is pretty straightforward when done in a step-by-step process with the right tools. If you decide someday to take it on yourself, give us a call !

Thanks!
Colton @ CSM Performance LLC
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Old 09-01-2018, 07:05 PM
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A nice C4 getting aligned with the assistance of some SmartStrings! Hope everyone has a good Labor Day Weekend!



Check them out at: www.csmperformance.com
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Old 09-06-2018, 09:35 PM
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We have put together another Tech Article! It is over the Basic Force Analysis of a Race Car!
Link: Race Car Basic Force Analysis

Please Note:
We will be taking a 3 month hiatus from posting on the CorvetteForum to post on other forums. We will be back! You can continue to reach us on our website at:
Link: https://csmperformance.com/home/
You can find all of our contact information here:
Link: https://csmperformance.com/contact-us/

We will still be looking over this forum we just won't be posting!

Thanks!
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Old 09-07-2018, 03:11 PM
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We are now offering our Precision Hub Stands in sets of 2 as well!
Price for a set of two: $599.99
Link: https://csmperformance.com/product/p...-half-set-two/

Last edited by CSM Performance; 09-07-2018 at 03:11 PM.
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Old 02-01-2019, 01:28 PM
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Check it out!!
We are currently testing our new Precision Hub Stands Mk II design with our innovative Lock-A-Lug Washer System! More details to come next week including capabilities, advantages, and special Pre-order Pricing!


Please excuse the rusty lug-nuts, they've seen quite a bit of heat cycling!!

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Old 02-03-2019, 09:00 PM
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Big Announcement!
Our updated Mk II Precision Hub Stands are now available for Pre-Order!




We took our rave-reviewed Precision Hub Stands and made them even better. We are proud to introduce our new Mk II Precision Hub Stands! We have integrated our proprietary Lock-A-Lug system with 7075-T6 Lug Washers allowing for any pattern between 5×100 (5×3.937″) and 5×130 (5×5.118″) to easily be bolted on! You no longer need special plates or to search for the proper pattern. In doing this we have stiffened our Hub Mount Plate as well as modified our new Toe Bars (not pictured) to be made of solid 6061-T6. We have also moved to CNC engraving our logo on the Hub Mount Plate saving the stickers for the cars where they belong! The Mk II PHS are more accurate and more universal than our previous set as well as one step above the rest! Now is your opportunity to own a set at a much lower price than when they are released! We will only be running this special until the end of February and ship early to mid-April, just in time for the race season.

Link:*https://csmperformance.com/product/m...nds-pre-order/



Pre-order Details:
Regular Price: $1149.99
0-20 Pre-orders: Price drop to $999.99
20-30 Pre-orders: Price drop to $949.99 (We’ll refund the difference)
30+ Pre-orders: Price drop to $919.99 (“)

Description:
From the start we set out to create a product to give racers a reliable, robust system to align their race car at home or even the paddock. We believe you shouldn’t need to spend a fortune to precisely align your car or even need to go to a professional shop. We worked with a team of racers, engineers, and mechanics from which we are proud to present our Precision Hub Stands Mk II. We start off by CNC machining billet 6061-T6 or 7075-T6 aluminum for all of the major components right here in the USA. Next, we utilize Made in USA hardened steel bolts , ground pivot pins, and high grade ball rollers. This creates an extremely low friction surface for caster, camber, and toe measurements; virtually eliminating all resistance that a tire presents. Turn Plates and rolling your vehicle back and forth with every alignment change is a thing of the past! Each Precision Hub Stand is capable of supporting 1000 lbs or up to 1250 lbs depending on the selected option. Adjustable in 1/4″ radial height increments they accurately represent the tire height of almost any sports or race car in the world. Rigid mounted Toe Bars with precision length spacers allow for incredibly accurate toe measurements! With rare earth magnets on every Toe Bar you don’t have to worry about the tape measure coming off either. Using threaded feet the Hub Stands can be held in place when needed as well. When it comes to Hub Stands, no other company offers the smoothness of 8 (or 12) ball rollers, the weight capacity, or the caster/camber abilities.

Colton @ CSM Performance LLC
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Old 02-11-2019, 09:47 PM
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Here's a set of our Mk II Precision Hub Stands with the LTAS system and a Waterproof Doro Custom Cut Case!


Get them while the Pre-Order discount lasts!
Check it out at: https://csmperformance.com/product/m...nds-pre-order/

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Old 02-19-2019, 09:17 AM
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We're down to the final 10 days of our pre-order sale! Don't miss out on exclusive pricing for the most versatile and innovative Hub Stands on the market! We've brought a new game to the table with our proprietary Lock-A-Lug system. Ready to increase tire life and decrease lap times?

Check us out at: Mk II Precision Hub Stands

Proudly Engineering and CNC Machined right here in the USA.

Drawing of the LTAS on our older Precision Hub Stands (exact lasers not shown):



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Old 02-25-2019, 05:45 PM
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Only three days remaining for the Pre-Order Sale!! Check it out @ https://csmperformance.com/product/m...nds-pre-order/

Here's look at our latest Promo Video


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Old 02-28-2019, 12:25 PM
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Last day of the Pre-Order sale! This opportunity only comes once a year! Ready to slash alignment and lap times?

Get your set today @ https://csmperformance.com/product/m...nds-pre-order/



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Old 03-07-2019, 07:29 PM
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With that, we have our last in-house used set of the Original Precision Hub Stands up for sale. The purchase includes a waterproof, custom cut carry case as well. Only one set available!

You can find the used set @:

https://csmperformance.com/product/u...ub-stands-set/




Thanks!
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Old 03-11-2019, 10:42 PM
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The used set has been sold! We've had quite a few questions on the LTAS so we put together a Tech Article on our LTAS system, found below

LTAS Description:

After having to go through the string alignment process over and over we decided that there had to be a better way. With customer input and tons of product trials we are excited to introduce our easy to use Laser Thrust Alignment System (LTAS). With our LTAS it literally take seconds to mount and read the Laser Grid Plate to find the thrust once our Precision Hub Stands are on. Now you can measure Front Toe wheel to wheel and set Front Thrust at the same time. Once the front is done you can set the rear by measuring to the Laser Lines. No more setting up, lugging around, or messing with strings.The Precision Laser utilizes a cross hair for easy alignment and positioning. The Laser Grid Plate conveniently features a measured grid for quick measurements.



Measuring Rear Toe with LTAS on a Subaru WRX on our Original Precision Hub Stands

We’ve had quite a few customers ask us how exactly the LTAS works as it is a new product on the market with nothing else like it! So, we’ve put together several examples and the steps to utilizing the LTAS.



Figure 1: LTAS System Overview

LTAS Instructions:

Step 1: Install the Toe Bars in the lowest possible position of both front Precision Hub Stands (PHS) and in the highest possible position of the rear PHS (same height as the hub).Install the Lasers onto the Toe Bars on the front PHS and the Laser Grid Plates on the Toe Bars on the rear PHS as outlined in the above figure with the supplied Thumb Screws. Turn on the Lasers in the first ON position (pendulum locked) and point them towards the Laser Grid Plates on the rear PHS until the center line (cross) is in the vertical center of the Laser Grid Plate.



Laser Grid Plate installed on PHS

Step 2: Utilize tape measures to measure and set the Toe at the Front of the Vehicle. While doing so ensure the position of the laser line center (cross) is the same measurement on both Laser Grid Plates (passenger and driver side). This sets the front wheels angularly aligned with the centerline of the vehicle (thrust). Your front toe and thrust have been set. See Figure 2 for visual.



Figure 2: Setting Front Thrust with LTAS

Step 3: Remove the Laser Grid Plates from the rear and utilize the Precision Scale to measure from the front of the rear PHS Toe Bar to the laser line and from the rear of the rear PHS Toe Bar to the laser line. To find the Toe at the rear wheel, add ½ the total Toe at the front (amount of the Toe at each front wheel) to the Toe measured with the Precision Ruler with the proper sign convention found below. See Figure 3 for visual. Since the Front Toe has been angularly aligned with the centerline of the vehicle (thrust), the Rear Thrust is also aligned since it is set off of the front (laser line), ensuring proper thrust angles throughout the vehicle.



Figure 3: Setting Rear Toe With LTAS

LTAS Guidelines and Examples:

When measuring Toe, utilize the following system: Measurement at rear of Toe Bar minus (-) measurement at front of Toe Bar. This means that Toe In is a positive value and Toe Out is a negative value.

For Step 18 the Toe relative to the laser line at the rear can be found using the same convention as above. To convert the Toe relative to the laser line to the Toe relative to the centerline of the vehicle (Actual Toe) simply add the Rear Toe relative to the laser to ½ the Front Toe.

EXAMPLE 1: If a vehicle has 1/4” Total Toe In at the front then each front wheel has 1/8” of Toe In (Positive). Measuring from the rear driver Toe Bar (D) to the laser at the front and rear of the Toe Bar (D) results in the following measurements, 5” at the front and 5 ½” at the rear (I and J in Figure 12). This shows that relative to laser line, the rear wheel has a Toe Out of ½” (Negative) so –½” of Toe. To convert this from the Toe relative to the laser line to the Toe relative to the vehicle centerline (actual Toe) add the Toe values for the front and rear wheels.

1/8” (Positive, Front) + -1/2” (Negative, Rear) = -3/8” of Toe or 3/8” of Toe Out at the rear driver wheel.

EXAMPLE 2: If a vehicle has 1/2” Total Toe Out at the front then each front wheel has 1/4” of Toe Out (negative). Measuring from the rear driver Toe Bar (D) to the laser at the front and rear of the Toe Bar (D) results in the following measurements, 4” at the front and 4 1/4” at the rear (I and J in Figure 12). This shows that relative to laser line, the rear wheel has a Toe Out of 1/4” (Negative) so –1/4” of Toe. To convert this from the Toe relative to the laser line to the Toe relative to the vehicle centerline (actual Toe) add the Toe values for the front and rear wheels.

-1/4” (Negative, Front) + -1/4” (Negative, Rear) = -1/2” of Toe or 1/2” of Toe Out at the rear driver wheel.

EXAMPLE 3: If a vehicle has 0” Total Toe at the front then each front wheel has 0” of Toe. Measuring from the rear driver Toe Bar (D) to the laser at the front and rear of the Toe Bar (D) results in the following measurements, 2 1/2” at the front and 2 1/4” at the rear (I and J in Figure 12). This shows that relative to laser line, the rear wheel has a Toe In of 1/4” (Positive) so 1/4” of Toe. To convert this from the Toe relative to the laser line to the Toe relative to the vehicle centerline (actual Toe) add the Toe values for the front and rear wheels.

0” (Front) + 1/4” (Positive, Rear) = 1/4” of Toe or 1/4” of Toe In at the rear driver wheel.

EXAMPLE 4: If a vehicle has 1/4” Total Toe Out at the front then each front wheel has 1/8” of Toe Out (negative). Measuring from the rear driver Toe Bar (D) to the laser at the front and rear of the Toe Bar (D) results in the following measurements, 6 1/2” at the front and 6 1/2” at the rear (I and J in Figure 12). This shows that relative to laser line, the rear wheel has a Toe of 0” (Positive) so 0” of Toe. To convert this from the Toe relative to the laser line to the Toe relative to the vehicle centerline (actual Toe) add the Toe values for the front and rear wheels.

-1/8” (Front, Negative) + 0” (Rear) = -1/8” of Toe or 1/8” of Toe Out at the rear driver wheel.

EXAMPLE 5: If a vehicle has 3/4” Total Toe Out at the front then each front wheel has 3/8” of Toe Out (negative). Measuring from the rear driver Toe Bar (D) to the laser at the front and rear of the Toe Bar (D) results in the following measurements, 6” at the front and 6 1/2” at the rear (I and J in Figure 12). This shows that relative to laser line, the rear wheel has a Toe Out of 1/2” (negative) so -1/2” of Toe. To convert this from the Toe relative to the laser line to the Toe relative to the vehicle centerline (actual Toe) add the Toe values for the front and rear wheels.

-3/8” (Front, Negative) + -1/2” (Rear) = -7/8” of Toe or 7/8” of Toe Out at the rear driver wheel.

You can see that the LTAS greatly speeds up the alignment process as well as improves the total accuracy. This system paired with our new Mk II Precision Hub Stands is second to none when it comes to user-ability, versatility, and accuracy. If you’re looking to improve lap times and decrease alignment times you’ve come to the right place. Head over to our shop to check out all of our options. If you have any further questions feel free to reach out to us on our Contact Us page.

https://csmperformance.com/product/l...gnment-system/



Colton @ CSM Performance LLC
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