What you need to know about mentees Steering Angle Sensors and Alignment ServiceTable of contents The importance of Steering Angle Sensors Electronic Stability Control Electric Power Steering Active Front Steering .... Lane Departure ...... . ‘The evolution of wheel alignment Pres 4978 wees v6 ‘The evolution of wheel alignment: 1978 - Present . . The evolution continues SAS reset options . CodeLink* provides a simple, integrated solution ... CodeLink’: The new last step in alignment service. The alignment process with CodeLink” Frequently asked questions Glossary of terms . Evaluate your knowledge Hunter's CodeLink’ supports these OEM-mandated Steering Angle Sensor reset procedures* ae Sein ae Seva eaamen yd an mf ae Pas rs Coe 270 in ate te motel ado + Aloagh tering angle sonar or moe common, asa eet le lt sensrs when required, Such 35 Fw ae, frque ane and decaleation S880 oO eeThe importance of Steering Angle Sensors Steering Angle Sensors (SAS) monitor the driver's input by continuously measuring the position and turning rate of the steering wheel and reporting the information to the vehicle on-board systems. The SAS works within a network of sensors that track wheel speed, lateral forces, vehicle roll and Electronic Sabiliy Control Electric Power Steering Lane Departure Lane Assist other variables. These measurements, along with the steering data provided by the SAS, are used to control various driver-assist systems such as Electronic Stability Control, Electric Power Steering and Active Steering Each of these systems depends on "knowing" the driver's intended steering direction and turning force to function as intended. Parking Assist Traction Contro! Anti-Lock Braking System Active Steering itis important that the SAS, as well as other related | sensors (e.g., yaw rate, torque angle), be calibrated to the straight-ahead position in line with the front wheels and thrustline of the vehicle to relay accurate steering information. For years, shops have calibrated or reset these sensors under OEM mandates for special cases like sensor replacement or collision repair. But a growing number of OEMs now require reset in conjunction with alignment service to ensure the driver-assist systems perform properly after a change to a vehicle's steering angle geometry. fo))Electronic Stability Control Electronic Stability Control (ESC) systems work by using a network of sensors to continuously measure and compare a driver's intended direction of travel (measured by the SAS) to a vehicle's actual direction of travel (measured by sensors calculating lateral acceleration, vehicle rotation [yaw] and individual wheel speeds). If the intended direction differs enough from the vehicle's actual direction to indicate loss of steering control, ESC automatically engages to operate some or all of a variety of vehicle functions including the brakes, throttle, traction controls and steering to help the driver maintain control of the vehicle. Numerous studies confirmed the effectiveness of ESC in helping the driver maintain control, thereby saving lives and reducing the severity of crashes. | 1n.2004, the National Highway and Traffic Safety Administration (NHTSA) confirmed the results of earlier studies and concluded that ESC could reduce crashes by 35%. Typical Electronic Stabilily Control configuration | & Lateral Acceleration Sensor Yaw Rate Sensor ( e Torque Angle ‘Sensor Electronic Stability Control Module oO} By 2006, NHTSA issued a requirement that all new vehicles weighing up to 10,000 pounds be equipped with ESC by 2012 Though commonly known as Electronic Stability Control, OEMs refer to the system by diferent names such as Active Stability Control (ASC), Dynamic Stability Control (DSC), Precision Control System (PCS), Vehicle Dynamic Control (VDC). Vehicle Stability Assist (VSA), and others ESC systems may utilize the following: Steering angle sensor Lateral acceleration sensor Yaw rate sensor Torque angle sensors Wheel speed sensors Throttle pedal position sensor Anti-Lock Brake system (ABS) RLG{ ts = S Steering Angle Sensor Brake Pedal Position Sensor Wheel Speed Sensors (4) Anti-Lock Brake ‘System Modulator Throttle Pedal Position SensorThe primary function of ESC is to avoid the Understeer crashes and rollovers caused by oversteering 4 or understeering a vehicle. : “Understeer* (also known as “push”) is a term describing a condition where the vehicle does not turn as quickly as the angle of the front wheels are demanding. The car does not respond to the steering input and continues a straight path “Oversees” , versteer ‘Overster" isa term deseribing a condition where Dvarsieg the vehicle wants to turn too far, with the back end sliding around. This typically results in the vehicle spinning around. ESC relies on accurate steering input from SAS to analyze either situation and apply appropriate measures to help direct the vehicle on the intended path, Nearly 30 million vehicles require : Steering Angle Sensor reset ... and growing! 8 5 20 “18 : A i ' A -__ onal 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 ‘By 2012, all new vehicles sold in the U.S.A. will be equipped with So a py Cy Electronic Stability Control, Many will require SAS reset,Electric Power Steering Electric Power Steering (EPS) uses an electric motor and control module to provide steering assistance to the driver when needed. EPS works by using the SAS and torque angle sensor to measure the motion and torque of the steering column. This information tells the control module to apply varying amounts of assistive torque supplied from the electric motor to match driving conditions. EPS works within the network of other driver-assist system like ESC to instantly apply different levels of torque and help stabilize vehicle during evasive maneuvers. Torque Angle Sensor Control Module Electric Motor Steering Rack Calibration of the sensors is important to the proper functioning of the EPS system and can correct certain steering symptoms such as: v Steering wheel vibration wv Vehicle pull V Differences in steering effort between left and right turns ‘Several automakers have adopted EPS over conventional power steering. The design eliminates the belt-driven pump, hoses and fluid necessary for a hydraulic system, simplifying the manufacturing and maintenance of the vehicle. Typical Electric Power Steering configuration O) | Steering Angle SensorActive Front Steering Active Front Steering (AFS) be turned for a slight direction change. This helps to electronically varies the amount prevent the driver from oversteering at high speeds sey tela ot ve In the event of a skid or slide, AFS will react to information from the network of on-board sensors, AFS is designed to increase the including SAS, to automatically modify the steering steering-wheel-to-front-wheel turning ratio at low ratio of the front wheels and stabilize the vehicle. The speeds and decrease the ratio at high speeds. reaction time of AFS is much faster than the driver, Increasing the steering ratio allow speeds assists greatly improving the chances of maintaining control. the driver by reducing the amount the steering wheel must be turned to accomplish hard turns. This reduces hand-over-hand steering in situations OE! such as parking or maneuvering through crowded residential areas. At higher speeds, the steering ratio decreases, increasing the amount the steering wheel must Low-speed steering maneuver High-speed steering maneuver AL low speeds, AFS increases AL high speeds, APS the steering rato fo enable ‘decreases the sleering ratio ‘the driver to tun the wheels to prevent the driver from sharply with only a slight turn ‘oversteering in a potentaly ofthe stering wheel dangerous situation,Lane Departure Lane Departure technology warns Most Lane Departure systems use a forward- the driver if the vehicle drifts mounted camera that monitors the lane markings over the edges of its intended in view as the vehicle is travelling. Using input from ane, unless a turn signal is on in the camera, SAS, turn signals and other devices, a that direction. Lane Departure is control module determines if the driver should be designed to minimize accidents by addressing the warned of the vehicle leaving its intended lane. main causes of collisions: driving error, distraction and drowsiness The warning may come in the form of an illuminated dash light, a trembling steering wheel or seat, and/ or an alarm, Lane Departure Electronics Lane Departure Camera Which OEMs use Lane Departure? Acura Infiniti Audi Kia BMW Lexus Buick Mercedes-Benz Cadillac Nissan Honda Volvo A forward-mounted camera monitors lane markings to help determine i the vehicle leaves its lane Ite lane depature system delects thatthe vehicle leaves its ane {the system alerts the diver with a vibrating steering whee! or seat ‘a dashboard warning, andr an alarm,The evolution of wheel alignment: Pre-1978 Two-wheel centerline alignment Prior to the late 1970s, alignment service consisted of measuring and aligning only the front-wheel toe angles using the geometric centerline as the reference point. Although this technique was far superior to relying on hub gauges or scribing ties, it failed to provide Before alignment adjustment 4 Front wheels out of specification A Unknown direction of travel ti rt I 14 Unknown thrustline a) a complete picture of the relationship between the front and rear by not considering the direction of travel of the rear wheels. Not knowing the direction of travel typically resulted in multiple adjustments by the technician in an attempt to level the steering wheel when driving straight or removing the steering wheel to reattach it at a level position, Centerline alignment also often resulted in dogtracking issues. After alignment adjustment Front wheels aligned using vehicle centerline as reference Direction of travel remains unknown, A sines rear wheels are not measured Negative results: V Uneven steering wheel Dogtracking Unknown ‘thrustlineFe The evolution of wheel alignment: 1978 - Present Thrustline alignment for vehicles with non-adjustable rear wheels By the late 1970s, new steering and suspension designs ushered in advancements in alignment technology. In 1978, Hunter Engineering introduced the first alignment system capable of measuring rear individual toe, providing the information to determine the direction of travel of the rear wheels, which came to be known as thrustline. Before alignment adjustment A Front wheels out of specification A Unknown thrustline Thrustline alignment became the common procedure to service rear-wheel-drive vehicles with non- independent rear suspensions. Like centerline alignment, the thrustline alignment procedure adjusts only the front individual toe angles, but uses the thrustline as a reference instead of the geometric centerline. Using the thrustline allowed the technician to achieve a straight steering wheel for the first time and extend tire life. But the inability to adjust the rear wheels continued to produce dogtracking issues as seen with earlier centerline alignments. Atter alignment adjustments A Fear wheels measured to determine vehicle thrusting A Front wheels aligned using thrustline as reference Positive results: W Level steoring whee! Extended tire lite Negative results: Y DogtrackingTotal four-wheel alignment for vehicles with adjustable rear wheels The growing popularity and population of vehicles with independent rear suspensions and front-wheel-drive systems took thrustline alignment to the next level Total four-wheel alignment evolved to service vehicles with adjustable rear wheels to correct rear individual toe (thrustline) before adjusting front individual toe. Measuring and adjusting rear toe to the preferred specification sets the thrustline parallel with the geometric centerline of the vehicle. The steering wheel is leveled and then front individual toe is adjusted to the current thrustline. Total four-wheel alignment allowed the technician to finish the alignment with a level steering wheel and set the vehicle body to travel straight in line with all four wheels, extending tire life and eliminating dogtracking. Before alignment adjustment Rear adjustment Front adjustment re-alignment angles A Rear wheels measured A ‘Steering wheel leveled out of specification and adjusted to set vehicle Front wheels adjusted to theustline to the centerline Thrustlne new thrustiline Thrustine ToustlineThe evolution continues... Steering angle sensor reset: The new last step in alignment service Until recently, a total four-wheel alignment was. considered complete once the technician finished adjusting front toe. With all four wheels set to specification (pointing straight with the thrustline of the vehicle) and a level steering wheel, the technician had accomplished the objective and was ready to move on to the next job. However, for millions of vehicles equipped with Steering Angle Sensors, this is no longer true. A growing number of OEMs now require Steering Angle Sensor reset in conjunction with alignment service. Steering ‘Angle ‘Sensor ie i The positon of the Steering Angle Sensor is unknown aftr alignment agjusiments, prompting many OEMS to now require SAS reset Alignment corrects mechanical adjustments, but the SAS requires an electronic reset to match the vehicle's new thrustline. The actual position of the SAS is unknown after an alignment, which is why measuring and resetting the SAS is now the new last step of alignment service. Failure to perform SAS reset when required can affect the proper operation of electronic driver-assist systems that rely on precise steering information from the SAS. Shops unfamiliar with SAS reset face new challenges and questions of how to properly align vehicles with SAS. Alignment questions for vehicles with SAS: v Isthis vehicle equipped with SAS? w Does this vehicle require SAS reset? v How do | reset SAS on this vehicle? v What tool do | use? v How do use this tool? w How do | document SAS reset was complete?SAS reset options Currently, millions of vehicles on the road require teset of SAS along with other related sensors during alignment service. As this number increases, the likelihood of a shop of being asked to align one of these vehicles (that is, if they have not unknowingly Using oiagnostic scan tools fo eset SAS requis a lage investment ‘of time and many to propel perform alignments Consider the following wv Diagnostic scan tools work independently from the alignment system, so the technician has no way of knowing if a vehicle requires a reset without referring to OEM service documents. v No documentation is provided to the vehicle ‘owner to prove the reset was completed properly. w Both OEM and aftermarket scan tools require costly software upgrades. The high price of the tools and continuous software updates can equal thousands of dollars. Complexity. These tools are designed for underhood diagnostics. Using them to reset SAS and other related sensors may prove to be a complicated process, especially for an alignment technician who may not be familiar with a particular tool's operation. * done so already) is growing. Rather than turning work away, subletting to another shop, or risking a comeback, most service providers are equipping themselves to take advantage of this new opportunity, OEMs use proprietary scan tools, capable of performing many other functions, to reset SAS and other related sensors, However, an aftermarket shop would need to purchase tools from each manufacturer and update the tools each year, which would be cost-prohibitive. ‘While no single aftermarket diagnostic scan tool currently resolves all SAS reset requirements, some handle at least part of the vehicles requiring reset. Even these tools, since they are intended to perform many other functions, are not geared toward a simple alignment bay solution, wv Neither OEM nor aftermarket scan tools include alignment-specific reset instructions, requiring extra training for an alignment technician and added cost. v Since a reset must be performed with the alignment, a multi-function diagnostic scan tool may not always be available for the alignment bay, causing loss of revenues. Though OEM and aftermarket scan tools are possible solutions to solving these problems, it is easy to see why a shop may think the costs and complexity of these tools outweigh the benefits. |CodeLink provides a simple, integrated solution... Hunter Engineering's patented CodeLink’ fully integrates with Hunter's WinAlign” alignment systems to provide fast, simple solutions to resetting SAS and other related sensors. CodeLink’ keeps it simple and affordable v Automatically identifies candidate vehicles. Incorporates reset steps into alignment procedure, w On-screen instructions allow the technician to use the same familiar interface — easy to learn. v Simplified reset instructions using easy-to-read graphics replace confusing | OEM procedures. One tool replaces multiple OEM scan tools. wv Much less expensive than OEM and aftermarket diagnostic scan tools. Updates with alignment software — no extra expensive software required. ¥ Dedicated alignment tool — stays inthe alignment bay. CodeLink’ finishes the job right w No other product can match CodeLink's patented integration with the alignment procedure. wv CodeLink works with the alignment sensors to ensure the front wheels are adjusted correctly for proper SAS reset. wv Guarantees precision when working with small steering angle thresholds. w Reduces the possibility of errors that may result ina customer comeback. wv Provides printed documentation that confirms to the customer that reset was completed properly. eo Alignment printouts document resetCodeLink’ The new last step in alignment service Thrustline Thustlne Thustine 2 2? aa aa Wheels Rear wheels Front wheels ‘measured aligned aligned The new last step... CodeLink's patented integration “links” the vehicle OBD-lI system to the aligner to measure SAS position and reset the sensor teferenced to the vehicle's alignment geometry. CodeLink’ advantages: v Integrated with Hunter WinAlign® systems v Simple instructions shown on aligner screen v Only one tool required v Wireless communication with aligner v Resets SAS and other related sensors v Alignment printouts document reset Steering Angle Sensor Vehicle 08D-II Systemmn The alignment process with CodeLink’ Step 1: Automatic Steering Angle Sensor (SAS) identification After the vehicle is entered into the system, the software instantly identifies the vehicle asa candidate for reset. Step 2: Automatic SAS reset alert (if needed) The system alerts the technician of the need to reset SAS by displaying vehicle-specitic information of included electronic driver-assist systems and placing the reset in the proper sequence of the alignment procedure. ces euiped wh te folowing sytens rq an OEM tan tal oc Win Sosetin apes) oh spel trocooures apne Adaptive radar cre conto systems such ACC, ADR, Dison ee Lane Deparure Warning systems (LOW) -Shcronl ably conto systems such a: ESP, PSM, OTEC, VOC, VEC ete lc power steoing Varabe rao, and hes! sering systems such a: ro, APS, Von, aA hanno the ON poston an rng te Fests tl Patio S| ime ee rete eerie) Code ink eset procedureStep 3: Rear adjustments — as usual ‘WinAlign’ presents the manufacturer's preferred alignment procedure to adjust the rear wheels and set the thrustline to the geometric centerline of the vehicle, Step 4: Front adjustment — as usual Easy-to-understand, graphic instructions guide the technician through the final adjustments to level the steering wheel and set the front wheels to the new thrustline. Step 2 ‘Adjust he right rod (adjust toward zero) ‘Jounce the front aso. Equalize rotational movement inal joints, ‘Look the right te rod.The alignment process with CodeLink’ (con) Step 5: The CodeLink* procedure CodeLink connects to the vehicle OBD-II system and guides the technician with simple instructions shown on-screen. v Steer ahead using color-coded bar graph as a guide. wv SAS position is displayed Step 6: The SAS reset confirmation CodeLink resets SAS to 0.0° with the front wheels steered in the straight-ahead position. Verification is shown on-screen, along with any additional information important to the process. +The calbvation was sucess + Toreanble Ive racing ofthe Stang Whee! Sensor, tun the steering wha! completely tothe lef, thar Compstat othe ight thn svaight ahead «Vert thatthe Staring Wheel Sensor zero degrees when stoered aheodStep 7: Document completed work Show customers completed work with before-and-after color printouts of alignment adjustments and SAS reset. The final alignment printouts show successful communication with the on-board computer and verify that SAS. and other related sensors were calibrated successfully. Precalbration Values Poatcaltuatonvaluss res eens WaneFrequently asked questions Question: How long have steering angle sensors (SAS) been in use? Answer: These sensors have been in use on certain vehicles since the early 1990s, but became commonplace by 1998. Question: Why does the SAS need to be calibrated or reset after a wheel alignment? Answer: Because it is required by the OEM Question: When did OEMs begin requiring SAS reset with alignment? Answer: Some as early as 2003, others as recently as 2008, though some 2008 models were specified as early as 2002. Hunter's WinAlign software has always provided vehicle specific screens that advised technicians that ‘special equipment and software would be required to complete the alignment Question: ‘Why am | just now hearing that SAS need service? Answer: Because many newer on-board systems such as electronic stability control and electric power steering rely on accurate input ofthe driver's intentions, This input is provided by the SAS. Question: Why do some OEMSs require SAS reset in conjunction with alignment on only particular models or model year of vehicles? Answer: Each OEM has their own specific selection criteria ‘on which vehicles are affected. Question: Why dont all OEMs require reset after alignment? Answer: Each OEM has its own service requirement criteria, Most OEMs have only added the requirement in the ast few years. Some as recently as 2008. Question: Does the SAS need to calibrated or reset if thrust angle is nol changed during the whee! alignment? Answer: Yes. Thrust angle is only one of many conditions causing the SAS to report a value other than zero when the front wheels are steered straight-ahead based on the thrust angle Question: Why do some SAS reset procedures require the vehicle to be driven a given distance to complete the procedure? Answer: Each vehicle manufacturer develops the SAS reset procedure based on the technology and design ofthe system. In some cases, atest drive is needed forthe vehicles ECM to verity proper operation. CodeLink wil indicate which specific vehicles require a test drive Question: Do SAS automatically calibrate themselves after the vehicle has been driven a given distance? Answer: On some vehicles, SAS is automatically calibrated; on other vehicles, itis not. In either case, OEM mandates determine whether SAS reset is required after whee! alignment. Always follow the OEM's recommended service procedures.Question: What may happen if the SAS requires calibration or reset and the process is ignored? Answer: A varity of symptoms may result from a SAS reporting inaccurate information, Examples of such symptoms may bea shutdown ofthe electronic stability contol system, Untimely application of individual brakes, steering whee! vibration ora vehicle that drifts of pulls in one direction. Question: Why don't the OEMSs all use the same system to avoid needing a multitude of scan tools and procedures? Answer: Historically, OEMs develop technology independent of each other as a method of gaining market advantage. In addition, some OEMs use different technology within their own model ine. Question: Why has Hunter Engineering Company decided to enter the scan tool market? Answer: Codel.nk isnot a stand-alone scan tool, Hunters patented Code. ink device isan integrated solution for SAS reset. Its designed to be used in the alignment bay at the end of alignment adjustments while the vehicle is still on the alignment rack. Proof of completion is included on the printout, so the vehicle owner is assured the work was done correctly. Question: How do | know Codel ink will work with the vehicle selected for wheel alignment? Answer: The most visual method of knowing if the CodeLink device will work withthe vehicle selected isthe Codel ink icon located in WinAlign’s procedure bar on the right side ofthe display. An application guide (Form 6068-T), is also available for use away from the alignment system, Question: How do | know which SAS reset procedure to use from ‘one model vehicle to another? Answer: CodeLink does it for you. CodeLink is programmed to follow the exact procedure given by the OEM for the vehicle recalled trom specification memory. Question: Does CodeL ink read and report all DTCs? ‘Answer: Code ink isan alignment tool, nota scan tool. CodeLink reads and reports DTCs relative tothe systems affected by the SAS, Question: Does CodeLink reset other vehicle sensors in addition to SAS? Answer: Yes. CodeLink also automatically resets other related sensors, such as yaw rate and deceleration sensors, when required by the OEM. Question: ‘Will Hunter Engineering Company continue to develop the CodeLink software to address additional vehicles? Answer: Yes. Hunter Engineering Company is working on expanding Codet.nk’s application for both newer and older vehicles. Question: How do | update my CodeLink device? Answer: WinAlign specification updates will include new CodeLink reset procedures to support added vehicles. However, possible improvements to the CodeL.ink user interface, the printouts or the integration ofthe CodeL.ink step in the alignment procedure will equire a WinAlign software update.Glossary of terms Vehicle Technology Terms Blind spot detection system (side vision aid): Side vision aid alerts the driver if another vehicle i in the blind spot when changing lanes. When the signal, an indicator, typically located on the side-view mirror, signals whether a vehicle isin the blind spot Electronic Control Module (ECM): The computer in an electronic control system, also known as an electronic control unit (ECU). Electronic Power Steering (EPS): EPS is a power steering system that varies the amount of steering assist according to engine or road speed. Aslow speeds more steering assist is delivered and steering the wheels is easier; necessary for parking, ee. At higher speeds, steering assist is reduced and more steering effort is required to steer the car, giving the river greater feel ofthe road Electronic Stability Control (ESC): Electronic Stability Control has ABS's hardware and two additional sensors: SAS, which measures the position and rate the steering wheel is turning, and a yaw sensor, which measures the rate the vehicle is actually turning By comparing them, the on-board computer will know ifthe vehicle is oversteering or understeering Lane Departure system: Issues a warning when the vehicle edges offcourse and reaches the highway lane markers. It delivers a noticeable sound when the vehicle starts to move into an adjacent lane, whether due to inattention, drowsiness or distraction. On-Board Diagnostics (OBD): ‘A diagnostic software system in the ECM or PCM that monitors computer inputs, outputs, and resultant engine/ transmission operations for failure. OBD-II has been a federally mandated system since 1996, Powertrain Control Module (PCM): On vehicles with computer control systems, the main computer that determines engine operation based on sensor inputs and by using its actuator outputs. The PCM may also contol transmission operation Scan tool: Device designed to communicate with a vehicle's on-board computer system to perform diagnostic and troubleshooting functions. Steering Angle Sensor (SAS): Determines the absolute angle position of a steering ‘wheel of a motor vehicle. Technical Service Bulletin (TSB): Information published by vehicle manufacturers that describe updated service procedures and service procedures that should be used to handle vehicle issues. Traction control system: Traction control is designed to prevent a vehicle's wheels from spinning on slippery surfaces. Each wheel “searches! for optimum traction several times a second and adjustments are made accordingly. Vehicle Speed Sensor (VSS): ‘A permanent magnet sensor, usually located on the transmission, thal provides an input to the vehicle computer control system regarding vehicle speed, Wheel speed sensor: A permanent magnetic sensor that sends information to the vehicle computer regarding wheel speed, Yaw angle: The angle of rotation ofa body about a vertical axis with respect to the flow stream direction.Alignment Terms Alignment: ‘The process of measuring and positioning all wheels attached to a common chassis. Camber: The inward or outward tit ofthe top of the whee! as viewed from the front Camber roll: ‘The changes of camber that occur in a turn due to caster. Caster: ‘The forward or rearward tilt of the steering axis as viewed from the side. Centerline steering: centered steering wheel with the vehicle tracking a ‘straight-ahead” course. Directional stability: The tendency for a vehicle to maintain a directed path. Dogtracking: The appearance given when the thrustlie isnot parallel with the centerline of the vehicle. Drift (lead): The tendency of a vehicle to steer away from a directed course, Less severe than a pull, constant pressure at the steering whee! is not needed to maintain straight-ahead, Geometric centerline: Aline drawn through the midpoint of both front wheels and both rear wheels. Independent suspension: A suspension which provides an isolated mounting for left and right front wheels or left and right rear wheels. Individual toe: The angle formed by the intersection of an individual line drawn through the plane of one wheel and the centerline, ‘Non-independent suspension: A suspension design which creates a direct connection between the left and right front wheels or left and right rear wheels Pull: The tendency of a vehicle to steer away from a directed course. A constant pressure is maintained by the driver at the steering wheel to travel straight ahead, Thrust angle: The angle formed between the thrustline and the geometric centerline Thrustline: The bisector of rear toe, also described as a line drawn in the direction the rear wheels are pointed, Total toe (angular): The angle formed by the intersection of ines drawn through both wheels of a given axle. Total toe (linear): ‘The difference in measurements taken across the front of the tires versus a measurement taken across the rear of the same tires. Tracking: The interrelated paths taken by the front and rear wheels.Evaluate your knowledge 1, Technician A says a stering angle sensor is capable 6. cof measuring steering wheel position and rat of tur, | Technician B says the steering angle sensor is used on a variety of electron safety/contrl systems. Who is correct? a) Technician A) Both technicians are correct ) Technician Bd) Neither technician is correct 2, Technician A says a steering angle sensor is used on 7. Technician A says a change in rear individual toe may vehicles equipped with electric power steering, Technician B says electric power steering and active stering are basically the same technology. Whois correct? a) Technician A cc) Both technicians are correct ) Technician 8d) Neither technician is correct 3 Technician A says an electronic stability control system 8, Technician A says CodeL nk replaces the need for multiple is designed to stten the suspension to correct excessive lateral force. Technician 8 says an electronic stability control system is capable of applying brakes al one or more whee! positions. Who is correct? a) Technician Ac) Both lechnicians are correct b) Technician Bd) Neither technician is correct 4, Technician A says “Lane Departure" typically uses a sonar 9 system to evaluate lane position. Technician B says “Lane Assist is capable of warning the driver with vibration, sound and/or dash lights. Who is correct? a) Technician A) Both technicians are correct ) Technician 8d) Neither technician is correct 5, Technician A “Active Steering” is designed to vary the steering response based on speed. Technician B says Technician A says alignment procedures have changed a technology made it possible to measure rea to. Technician B says “dogtracking” exists when thrust angle is greater than zero, Who is correct? a) Technician A —_¢) Both technicians are corect ) Technician Bd) Neither technician is correct affect the stering angle sensor's calibration. Technician B says a change in front individual to may affect the steering angle sensor's calibration. Whois correct? a) Technician A) Both technicians are corect ) Technician Bd) Neither technician is correct EM scan tools when calbrating/esetting a steering angle sensor. Technician B says the steering angle sensor calibration/reset procedure is simplified in WinAlign, Who is correct? a) Technician A —_¢) Both technicians are correct ) Technician Ba) Neither technician is correct Technician A says CodeLink is able to calbrate/reset steering angle sensors on all vehicles equipped with ESC. Technician B says a statement is placed on the ‘bottom of the alignment printout if CodeLink successfully communicated withthe vehicle's on-board computer. Who is correct? a) Technician A —_¢) Both technicians are correct ) Technician 8d) Neither technician is correct “Active Steering” is capable of varying the steering gear 10. Technician A says "Parking Assistance” systems may use rato to stabilize the vehicle. Who is correct? a) Technician Ac) Both technicians are corect b)Technician Ba) Neither technician is correct ie Sc" c020623, | | Bsc ‘Copyright ©2011 Hunter Enginneing Company 901 86 08 91 98 OS BY GE v2 OF same the steering angle sensor input. Technician B says the Blind Spot” technology may be affected by the vehicle's tracking or body ofset condition. Who is correct? a) Technician Ac) Both technicians are correct 'b) Technician Bd) Neither technician is correct HUNTER Engineering Company www.hunter.com Fo 6158, 1114 ‘Suporsodos 6158-7, 07/10,