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Toe: The extent that the wheels turn inward or outward from the vehicle’s center line, which also causes unnecessary tire wear. Thrust: The direction the rear wheels are facing from the vehicle’s center line. To perform a wheel alignment, a technician starts with an alignment rack that elevates the car and an alignment machine that connects to the wheels of a car to make precise measurements of the angle of the tires. From there, an adjustment of the vehicle’s suspension is made with common garage tools. Silver says during the process, it’s not uncommon that a part of the vehicle’s suspension may need to be replaced, which could be an additional expense for a customer. He says technicians should remember that the alignment process isn’t just setting the angles of camber, caster, toe and thrust. It’s also inspecting all of the suspension parts and making sure that they’re in good working order. Look at ride height. Suspension angles are dynamic. As the body moves, the camber, caster and toe will change in the front and rear. OEMs tune these angles for the best tire wear and stability at a set ride height. If a spring is weak or missing a coil, the alignment angles will be off these calculations. Compare side to side. Sometimes a bent component is difficult to spot with the naked eye. If you see a caster, steering angle or SIA reading that is off, compare components on both sides. The key areas to observe are the steering arms, strut mounting points and control arms. Most chassis parts are designed to bend at strategic points to prevent damage to the frame or unibody in the event of a crash.
Launching another mighty salvo in the horsepower wars, the 2021 Porsche 911 Turbo and Turbo S are poised to up the ante with up to 640 horsepower. High-output sports cars such as the 577-hp Mercedes-AMG GT R, the 602-hp Audi R8, and the 631-hp Lamborghini Huracán Evo are all rivals to both 911 Turbos, but none of them come with the same heritage and storied history. With coupe and cabriolet body styles, they offer similar standard and optional equipment as lesser 911 models but are powered by a more powerful twin-turbocharged 3.7-liter flat-six engine located—where else?—in the rear.
Just because the offer you get is higher than the average doesn’t mean you should completely shut them down. It may not be worth the hassle to get the cheapest possible price. Plus, a car’s price doesn’t make up the entire deal. Interest rate, the loan term, and the value of your trade-in are also factors to consider. Remember too that fair treatment from a salesperson and dealership should influence your decision. That cheap price tag may not be worth the rude service and swindling from some Nissan dealers. Once you’ve completed all of these steps, it’s time to close the deal. You can decide to either buy at the dealership or have the car and paperwork delivered to your home. The salesperson will take you to the finance and insurance office for you to sign the contract and add on any additional products, like an extended warranty. Look over the contract carefully, and make sure there aren’t any additional charges or fees. Once you’ve signed, the car belongs to you! Don’t take a car that doesn’t have a full tank or isn’t clean. A good salesperson will give you a tour of your new car, including Bluetooth connectivity instructions and an owner’s manual breakdown. You can reschedule for another time if you don’t want to do it at the dealership right then and there.
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As if the Chevrolet Camaro wasn’t awesome enough, the makers decided to keep their units updated with their customers’ changing needs. The in-car Apple Carplay and Auto Android are now completely wireless. The color palettes are also tweaked for much bolder choices. The transmission also received a few changes which can be seen in the Camaro’s SS 1LE model. From a good six-speed manual transmission, it now comes with a 10-speed automatic one. There hasn’t been any confirmed news yet when it comes to pricing.