Thrust correction

Thrust error has observed in NCP10 TOYOTA Vitz this morning, right side potential trend means minus thrust angle. Permissible range as it might be, plus minus 10 minutes following The European Automobile Standard, I dare correct it into zero, because the precise adjustment would obtain some  completely different driving feel after that. Though the task would be very tiresome requiring desperate concentrations not to make any measuring errors nor adjusting ones, it would be always rewarded. Frontal geometric construction and wheel alignment had been settled last opportunity when the drive shafts, differential output oil seals and hub bearings had been replaced because of strange clicking noise generation. As a countermeasure, setting the wheel bases on both sides at the same value, hub case setting would be adjusted by inserting sim at joint surfaces between trailing arm and hub case promptly. It shows the thrust error all the time that unintentional steering wheel rickety while starting and stopping always combined with that. Thrust error and self steer effect are competing each other at those times. This is the point that I want to correct as aligned correctly. The tire wearing condition affects not a little on the thrust error, at least 100km running is necessary to set up the tire surfaces in newly applied physical conditions. This is why only an attempt could not achieve a final goal.