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[Webby the Bear]

Yes, it could be either Toe, or Camber. You can check and adjust both yourself, but if you take it somewhere, make sure they know that the Camber can be adjusted, or they will just check Tracking & say it's fine!

 

[petes]

Thanks guys for all your advice. Hope this will save me a couple of hundred pound every year   

[chrisgixer]

Any handling or tyre wear fault.



Before you pay for full geometric set up...


1. Examine the car for for faulty or worn components, FIRST.

2. Having examined the car, rectified any issues and found it fault free, THEN get it set up for full geo.

3. Having checked there are no faults on the car and THEN had it set up, fit new tyres and the car should behave itself.


Oh, and just a wee note. Did I mention... CHECK THE CAR BEFORE YOU HAVE IT SET UP. And before fitting new tyres again.
Steering especially, given your fault, and suspension set up on the omega can hide numerous issues, several of which are toe related and can cause your problem.

[chrisgixer]

http://www.omegaowners.com/forum/index.php?topic=90492.0

[Andy H]

The front suspension arm pivots are attached to the front subframe which is fixed to the body by four loose fitting bolts.

WIM have found that on some cars they need to loosen the subframe bolts and reposition the subframe to find a compromise position which gets the all settings as close as possible to the desired settings.

Not many garages offering "full geometry checks" are prepared to do more than adjust the tracking. (WIM being the notable exception)

[chrisgixer]

The front suspension arm pivots are attached to the front subframe which is fixed to the body by four loose fitting bolts.

WIM have found that on some cars they need to loosen the subframe bolts and reposition the subframe to find a compromise position which gets the all settings as close as possible to the desired settings.

Not many garages offering "full geometry checks" are prepared to do more than adjust the tracking. (WIM being the notable exception)

You wouldn't believe how they found that out. Btw.

[dbdb]

To see if it is tracking, which will be cheapest to fix, look carefully at the tyre wear.  If the tracking is out and causing the problem the worn rubber will be feathered - rounded at the leading edge and sharp at the trailing edge as if you had run sandpaper over the tyre continuously in the same direction i.e leading edge to trailing.  The wear will be slightly NOT parallel to the tyre grooves.

Not always easy to spot but often obvious. 

But at some point, probably now,  a full geometry check will be cheaper than throwing away rubber and continually adjusting tracking.

[Seth]

The front suspension arm pivots are attached to the front subframe which is fixed to the body by four loose fitting bolts.

WIM have found that on some cars they need to loosen the subframe bolts and reposition the subframe to find a compromise position which gets the all settings as close as possible to the desired settings.

Not many garages offering "full geometry checks" are prepared to do more than adjust the tracking. (WIM being the notable exception)

The caster angle setting must be the first of the front-end adjustments - followed by camber and then alignment.

The caster angle should be identical values for both sides, and is achieved by moving/repositioning the subframe.

[Marks DTM Calib]

Toe angle does not generaly cause significant edge wear

Well that's what I thought. If you think about the camber angle (just look at an F1 car for exaggerated camber at the front) anyone would guess that depending on whether it was positive or negative you would see inner or outer wear.

but my copy book definitely says toe 

Your copy book is a poor reference then sadly, it must be the same as most tyre places have 

For significant wear you need a compromised contact patch on the road under normal driving, toe does not do this.

Toe wear is over a much larger area, its often easy to feel with your hand due to the raised edges of the tread blocks.

Hard edge wear would be camber where the contact patch is significantly decreased.

F1 is different as they are looking to get a large contact patch under cornering so the camber is big and will be changed for every circuit and may potentialy be different on each wheel.

[dbdb]

Other things being equal toe-in creates wear at the outside edges of a tyre, while toe-out creates wear at the inside edges. Agreed the wear is over a large area but it is more pronounced inside or outside. The edge being pushed sideways into the road wears faster than the edge being dragged sideways along the road.

[Kevin Wood]

The other thing to bear in mind is that toe wear will affect both tyres - perhaps not equally, but the wear pattern will be evident on both tyres. Camber wear won't unless both are out by the same amount.

Still, wear right on the shoulders will be camber. Toe wear is often over 1/3rd of the tread width.