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      News — services

      Custom Alignment Services for Lowered / Race cars

      Custom Alignment Services for Lowered / Race cars

      What are custom alignments?

      Deft Motion offers alignments specifically towards lowered cars, race cars, and drift/drag cars. This is something no other shop in the Nashville / Middle Tennessee area offers. 

      This means we will adjust any aftermarket adjustment arms, top hats, or camber bolts/kits you have along with OEM adjustment points. Meaning we can set your alignment to the specs you tell us (provided those specs are within adjustment range.)

      We also allow you to sit in your car to get the alignment perfect all while taking your weight into account. This is crucial to optimize the alignment on a race/drift car.

      Custom alignments can be paired with our Corner Balancing services to dial car in perfectly.

      The three major alignment parameters are:

      1. The Camber Angle,
      2. The Caster Angle, and
      3. Toe (expressed either as an angle or as a linear distance).

      Camber

      Camber is the degree to which the top of the tire is tilted in/out as seen from ahead or behind

      By convention, when the top of the tire is further away from the chassis than the bottom, the camber angle is considered positive, and when the top of the tire is closer to the chassis than the bottom, the camber angle is considered negative.

      Caster

      Caster is the inclination of the steering axis and so only affects the front wheels. Caster's primary effect is the amount of self-returning force on the steering wheel (more caster equals more return force). More return force means more feedback for the driver, so increasing caster is usually a good thing.

      Toe

      Toe is a measure of where the tires are pointed at zero steer angle. A car with toe in has the front of the tires pointed at each other to some degree, and a car with toe out has the front of the tires pointed away from each other.

      Toe can either be measured in degrees (as a sum of the heading of each wheel) or as a distance (per the diagram). Note that toe-as-distance is easier to measure, but only works for tires of similar diameter. If you routinely change tire diameter, the measured toe spec will change even though the actual amount of toe remains constant.

      From a racing perspective, Toe Out is very interesting, because it allows us to start building slip angle in the tires before the actual corner starts, and that allows us to generate more grip on turn-in than we'd normally be able to do otherwise.