MGB & GT Forum

A repair slip in an mgb iam working on says the po had the thrust angel adjusted .i have worked mgs for 40 years and dont know what it is anybody know

On a wing and a prayer?

Herb

haven't heard of that one.

Keith

Perhaps the center crankshaft bearing where the engine thrust bearing is located and adjusted? It's usually measured in thousands of an inch and not by angle. RAY

I've heard of guardian angels but thrust has one too?

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As my momma used to say to me "if you are so smart why aint you rich?".

Semper ubi sub ubi

1980 MGB-LE Daily Driver (a work in progress)
ZS Carb
Pertronix ignition
Vintage Air electric heater valve
Mgccars 110 amp alternator
Non-OD Transmission
really really really bad paint job

1971 MGB Bedouin
Newly rebuilt motor w/ Weber DGV carb
New Clutch
New Brakes
New Clutch hydraulics

could they have meant the angel of the dangle is directly proportional to the heat of the meat as long as the mass of the ass remains constant . I''m thinking that's what they meant.

Should b angle. It had to do with the front end ,sorry bout that fingers not working today

Dont forget the beauty of the cutie

The caster and camber are set at the factory are not adjustable. The only adjustable part of the front suspension is the toe in. RAY

Thats right i think the repair shop snookerd the po poor guy

Possibly alignment of the rear axle to the car? (yes i know there are opinions on the usefulness of this)

Thrust angle is the angle the rear axle wants to push the car other than straight ahead, due to some misalignment of the rear axle. On newer cars the rear wheels often have provision for adjusting camber and toe. No adjustment for caster is provided since caster is a function of wheels turning to the left or right, which rear wheels do not do. So now many shops are promoting thrust angle wheel alignment in which the rear wheels are aligned first, then the fronts are aligned relative to the rear wheels such that all four wheels are in alignment.

On cars like ours in which rear toe and camber are non-adjustable, alignment shops will promote their alignment as setting the front wheels to match the thrust angle established by the (non-adjustable) rear axle, presumably to give a more precise wheel alignment. But in reality, since only toe is adjustable on our cars, there is no particular value in such a comprehensive alignment process, for which shops charge dearly. All our cars need is a serviceable toe gauge or one of the DIY methods often described here on the forum, and owners of our cars should only pay for checking and adjusting toe, not for a full wheel alignment, which is not possible.

Of course if a car is new to an owner, or if there is uneven tire wear or indications of repaired front end damage, a full check of the front end caster, camber, and toe will be helpful in determining if repairs had been done properly...

Dick

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Errabundi Saepe, Semper Certi
(Often wrong, but always certain)

The shop only charged the po 45 dollors not bad for something you cant do

Front caster and camber is adjustable on our cars if one takes the time to shim under the shocks at the shock mount. Usually not needed, although my TD benefited from my doing this.

Note the geometry of the TD/TF suspension is nearly identical to that of the Z Type/MGA/MGB and was developed for the Y type (actually for the Morris 10, but it wasn't adopted) by Alex Issigonis, designer of the Morris Minor and the Mini Cooper. At the time of the design of the independent front suspension he was working for the Morris as a steering and suspension engineer.

Warmly,
dave

So is rear camber and toe if you have a big enough press or frame machine. Heck, toe-in on a locomotive is adjustable if you have the largest BFH in the world....

But as a practical matter, and as indicated in my previous post, checking front end caster and camber (as well as KPI, BTW...) can be helpful in checking for bent steering and suspension components, but camber and toe were designed to be non-adjustable on our cars, and traditional means of adjusting these parameters -- eccentrics on the control arms, offset control arm pivot shafts, shims, eccentric ball joints, elongated slots, etc. -- do not apply to our cars, and conventional alignment shops would not resort to shims under the shocks, lower control arms with additional negative camber, re-configured spindles, etc. as would a much smaller universe of specialty shops...

Dick

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Errabundi Saepe, Semper Certi
(Often wrong, but always certain)