How to align wheels?

There are many articles with various opinions for wheel alignment procedures in Web site and most of all starts from rear wheel inclination adjustment, but I make it a rule to begin with frontal axle alignment with good reasons.

By twisting front main bar, set up the setback angular value as to Zero degree.

Next step, set up front camber inclination as to the same value on both side at standard degree under the condition of driver's weight on a driver's seat. Frontal hub outer points on both sides would be the reliable key position to align further measurement and adjustment, so the camber value, vertical wheel inclinations should be exactly the same.

Adjust the total toe value at the decided standard keeping the same length from the lack end position to knuckle ball one on both side, steering centricity should be ignored on this stage. In order to establish the same full turning angle, this procedure is very important, because the steering stoppers are equipped in the rack and rack case construction.

Prior to the rear axle adjustment, checking wheel bases, lateral offset and swung rear end is inevitable. They are the very important matters if precise scaling and adjustment are desired.

Rear camber should be adjusted under the same condition as frontal adjustment procedure, total toe at decided value and thrust angle to zero degree should be obtained under careful measurements and adjustments promptly.

As a final adjustment step, record the steering position at the position of 12 o'clock of steering column to reproduce the frontal toe direction, it's so to speak frontal thrust angle against rear hub positions on both side.

Then the rear thrust angle would be carefully and repeatedly adjusted till obtained pure rectangular 4 wheel positions keeping precise cares for total toe value. The steering centricity would be adjusted as the final step compromising minimum error on the rack end positions difference on both sides.

We must remember unignorable effects by several physical properties of butyl rubber, deforming, movable, permanent distortion, internally contained force and troublesome hysteresis. Also the backlashes in the supporting bearings and it's sealed lubricant grease.

The passenger's automobiles are so manufactured as to go more safer direction by self-aligning mechanism by frontal caster, SAI and scrub setting inviting self-steer effect. According to one of my experiment, self-steer effects plays the opposite steering performance after the clicking point speed range around 60km/h, so the thrust angle adjustment must be done below the clicking speed.
In another words, the reversing phenomena on steering reaction habit at around 60km/h makes it difficult to define the direction of the habitual tendency for an ordinal person, sometimes for professional engineers, probably very few of them know this fact.

The tire spot deformation proceeds while the upper procedures are undergoing calling measured value errors, so the tires should be fully expired as to 3,0kg/cm2. Repeatable datum could not obtained for a long time until this treatment have done on every opportunity. The accuracy of the datum had been far increased after that.
As mentioned above, an automobile goes forward if precise adjustments were not done(most of the cases), then what will happen after the critical adjustment, does any difference would exist? My answer is affirmative!

Many a trifle was obtained on the way of experimental researches on wheel alignment measuring and adjusting as for my own treasures, now stacked trifles for a period of time are not a trifle thing for me any more, nothing but great, so I believe in.