Alignment refers to the position of the wheels of the vehicle in relation to each other and the ground. Proper wheel alignment is so important because it will help increase the life of your car, and save you money in the long run. Good wheel alignment results in better fuel mileage. increases tire life on both the front and rear tires. Most commonly, improper alignment is the cause of unusual tire wear.

Periodic alignment equals less strain on steering and suspension parts, increased directional stability, and easier steering. You'll get a better, more comfortable ride, and most importantly, safe driving. Here are the answers to some of the most common alignment question and the types of alignments offered.

Anytime you get new tires or work done on suspension components, or any time you notice unusual tire wear patterns. Also, any time in which the vehicle hits a curb or other road hazard is a good time to get the alignment checked.
The types of alignments we offer are front-end alignment, thrust angle alignment and four-wheel alignment.
Only the front axles are involved during this type of alignment. They are measured and adjusted. For vehicles with a solid rear axle, front end alignments are fine, but it is also important to ensure that front tires are positioned to track directly.
A thrust angle alignment is done to ensure that the front and rear wheels are tracking correctly on a solid rear axle vehicle. It involves the technician confirming that all four wheels are "square" with each other and aligned properly. This type of alignment identifies vehicles that would "dog track" while driving, with the rear end offset from the front.
The four-wheel alignment is the most common type, and all types of vehicles, no matter the suspension type, should get a four wheel alignment. The four wheel alignment is similar to the thrust angle alignment in that it "squares" the vehicle. However, there is more work involved with this procedure, such as measuring and adjusting both rear and front axles.
An alignment measures and adjusts the caster, camber, toe and thrust angle.
The caster is the angle created by the steerings pivot point from the front to back of the vehicle. If the angle is forward, then the caster is positive, but if the angle is backward. the caster is negative. A positive caster will ensure that the vehicle will be more stable at a higher mph. Caster angles are different depending on the vehicle, so the manufacturer can achieve the correct balance of steering effort, high speed stability and front end cornering.
The camber is similar to the castor, in terms of angles. The camber is the angle that tells how far away the tires tilt when looking at them from directly in fthe front or back of the vehicle. If the top of the tires tilt towards the center of the vehicle, the camber is negative. On the other hand, when the top of the tires tilt away from the center, the camber is positive.
The toe is the suspension angle, which measures the exact direction the tires are pointed compared to the center of the vehicle when viewed from directly above. Positive toe, or toe in, refers to the front of the wheel pointing in, whereas negative toe, or toe out, is the front of the wheel pointing away from the center. In production automobiles, toe is always adjustable, even though caster angle and camber angle are often not adjustable. Toe can also be used to adjust the vehicle's handling.
In an alignment, the toe is one of the most highly important settings for the vehicle. It relates to tire wear, and a toe that is not on the correct setting can greatly affect the tire wear. For example, the smallest misadjustment in the toe setting, such as 1/16-inch off, each tire on that axle can scrub almost seven feet sideways for every mile it drives. So, correct toe adjustment is vital in ensuring tire life and handling.
The thrust angle is an imaginary line drawn perpendicular to the rear axle's centerline. It compares whether the rear axle is lined up with the centerline of the vehicle. It can also if the rear axle is parallel to the front axle and ensures that the wheelbase on both sides of the vehicle are identical.
The preferred angles for camber, caster and toe depend on the vehicle's manufacturer's alignment specifications. However, the correct thrust angle is always zero. The manufacturers also provide the correct minimum and maximum angles for these specifications. The minimum and maximum camber and caster specifications typically result in a range that remains within plus or minus 1-degree of the preferred angle.

Tires are made with treads which give your vehicle traction. The traction is what helps keep your car on the road in all types of weather such as snow and rain. When driving on roads during inclement weather, the grooves in between the tread blocks of the tire divert everything away from the tires, which allows the tires to maintain their traction in adverse weather conditions. If tires did not have any tread, the elements, such as snow, rain and slush, would lift your tires off the road. This is why it is very important for your safety and the longevity of your car to routinely check the tread of your tires and get them replaced when necessary.

Checking for your tire's tread depth is a simple task that you can do yourself. The standard test to check for tread depth is the penny test. It is an easy test to do and is very accurate. To do this, simply use a penny, and put it between the tread blocks of the tire with Lincoln's head upside down. If you are not able to see the top of Lincoln's head, then that is a good sign, meaning you still have more than 2/32" of the tread remaining and they are still safe to drive on. If you can see the top of Lincoln's head, then that means that the tread is worn down and it is time to shop for new tires to ensure safe driving.
The penny test is accurate and has been used for ages, but there are other factors to keep in mind. The standard car tire has about twenty square inches of total footprint surface touching the road, with about 1/3" of tread depth with new tires. Most of this so called "footprint" is composed of rubber which grips the road, but the rest is the space of the grooves that create the tread design. The performance of both the actual rubber of the tires and the grooves affect tread wear. Similar vehicles with different tread depths will yield different results when breaking. The vehicle with a tread depth of 4/32" will stop about 100 feet sooner than the vehicle with 2/32" tread depth. That is a big difference, and on slippery roads, that difference can be even greater.
Another factor is how well tread depth contributes to the design of the tire so that it performs at its best. Liquid is more dense than the air that fills the tires, so going about 65 MPH allows for the air to be compressed and easily moved out of the way. However, with liquids, it is not as easy. In poor weather conditions, such as a rainstorm, when water collects on the road, many factors come into play, including depth of the water on the road, speed of the vehicle, vehicle weight and tread design on the tires, and these factors determine whether your vehicle will hydroplane and in response, how quickly the vehicle can be stopped.
Traction is what keeps the car on the road, and traction between tires and the road is the largest factor in the driver's ability to keep control of the vehicle.
Most new tires have indicator bars built in that measure tread wear. The bars are nearly invisible when the tires are brand new, and as the tread gradually wears down, the bars become more apparent. They are flat rubber bars, perpendicular to the tread. If more than one is visible, then the tread is low, and you should consider getting your tires rotated or replaced.
Completing the penny test is a good way to check whether your tires are worn, but there are other important things to keep in mind as well. Tread design and traction play huge roles in safe driving and tire life.

If you own a vehicle built after 2007, it has a tire pressure monitoring system (TPMS). The tire pressure monitoring system indicator light on your dashboard shows when air pressure is low, and it is easily identifiable on most vehicles as a U-shaped flat tire tread and sidewall with an exclamation point inside.

The various tire pressure monitoring systems used by auto makers are designed to monitor the air pressure in a car's tires. Underinflated tires lead to vehicle instability, but more importantly there is a safety hazard—tire underinflation often cause blowouts. Using the dashboard indicator light, tire pressure monitoring systems show you when your vehicle's tires are underinflated. These systems work using sensors within the tire or on the vehicle send information to one or several modules in the vehicle.

There are actually two types of tire pressure monitoring systems, direct tire pressure monitoring systems and indirect tire pressure monitoring systems.

Direct tire pressure monitoring systems use a sensor, or transmitter, in each wheel inside the tire's air chamber. Most Original Equipment Manufacturers (OEMs) usually place the sensors on the valve stem of each tire.

Tire pressure monitoring system sensors warn drivers of underinflation when the air pressure falls below a certain level, caused by either rapid air loss following a puncture or gradual loss of air over time. Some direct tire pressure monitoring systems use dashboard indicator lights that can provide the ability to check current tire pressures from behind the wheel.

The sensors broadcast a radio signal to the vehicle's receivers and the information is then processed and triggers the dashboard indicator light when issues are discovered.
Some Original Equipment Manufacturers developed indirect tire pressure monitoring systems to comply with legal guidelines set forth by Federal government agencies.

Indirect tire pressure monitoring systems work with the wheel speed sensors that are part of the vehicle's antilock braking system (ABS). These systems rely on information from the wheel speed sensors to interpret the size of the tire and its revolutions per mile — a small tire rotates faster than a larger tire, and underinflated tires are smaller than properly inflated tires. If one tire is underinflated, its circumference changes enough to roll at a higher number of revolutions per mile than the other three tires.
Direct tire pressure monitoring systems are more accurate than indirect tire pressure monitoring systems. An indirect system does not inform the driver of underinflation in individual tires. Also, they do not alert the driver during fall and winter months when temperatures are colder, causing all four tires to lose pressure at a similar rate. Additionally, indirect systems can generate false warnings, proving that it is important to check tire pressure at regular intervals.

DCH Paramus Honda

120 Route 4 Paramus, NJ 07652