Europit Tyres offer the very latest in wheel alignment technology to ensure your vehicle runs efficiently.

State-of-the-art four wheel alignment machines from Hunter Engineering are available at these branches: Clacton Oxford Road, Clacton Ford Road, Colchester East, Colchester West, and Heybridge (Maldon).

Wheel alignment may often be overlooked or even dismissed, but just consider these facts:

  • 9 out of 10 cars suffer from some form of misalignment
  • 85% suffer from front toe or steering wheel misalignment
  • 58% of those also suffer some rear to or thrust line error

We can quickly check, adjust and correct 71% of the issues, bringing your car straight back in line with all motor manufacturers specifications.


Why Is Wheel Alignment Important?

Why is this important? It can dramatically reduce fuel consumption, improve car handling and will stop your tyres from wearing out prematurely.

By having a full 4 wheel measurement, alignment & adjustment, you can potentially SAVE money on fuel and tyres, plus improve road handling and safety!

Call 01621 852957 or one of our other convenient branches and ask about wheel alignment today.

  • We offer the latest in Hunter 4 wheel alignment technology!
  • So we can align our customers’ cars to the highest level of accuracy!
  • Let us improve your cars handling and performance!
  • Customer settings can be applied for Kit Cars, Track Cars etc!
  • Hunter is the best equipment around for superior wheel alignment!




For those interested in the technical details of the process, we include below a summary of the details…

Proper wheel alignment should be part of all standard car maintenance; basically, it is the process of adjusting the angles of the wheels so they are set to meet the car maker’s specifications. Over time, they tend to “wander” or be knocked out of alignment due to hitting potholes, kerbs, or just general wear and tear etc. 

All new vehicles leave the factory with their alignment checked and adjusted. You should generally have it re-checked and adjusted around the same time period you replace the tires, and always after any significant wheel impact. Another tell-tale sign is if your vehicle squeals while turning corners on dry pavement - then it is probably time to have your alignment checked.

Note that changing rims and tires will NOT normally affect the primary angles of wheel alignment, but it will affect secondary angles. If in any doubt, always seek professional advice.


A camera unit (aka "head") attached to a specially designed clamp is placed on each wheel. The camera units communicate their physical positioning with respect to other camera units to a central computer, which calculates and displays the results.

Alternatively, the "heads" can be a large precision reflector, and the alignment "tower" contains the cameras and arrays of LEDs. This system flashes one array of LEDs at the reflectors placed on your wheels, whilst the camera centrally located in the LED array "looks for" an image of the reflectors patterned face. Either way, the end results are the same.


Primary angles:

The primary angles are the basic angular alignment of the wheels relative to each other and to the car body. These adjustments are the camber, castor and toe; not all can be adjusted on every wheel. These three parameters are further categorized into front and rear (with no caster on the rear, typically not being steered wheels). Summarily the parameters to be checked and adjusted are:

Front Wheels:

Castor (left & right)

Camber (left & right)

Toe (left, right & total)

Rear Wheels:


Camber (left & right)

Toe (left, right & total)

The castor angle is defined as “the angular displacement from vertical of the suspension of a steered wheel, measured in the longitudinal direction”. The castor is normally positive (think of a shopping trolley, with its front wheels trailing).

It is the angle between the vertical and a pivot line (in a car, this is an imaginary line that runs through the centre of the upper ball joint to the centre of the lower ball joint).

The purpose is to provide a degree of self-centring for steering; the wheel castors around so as to trail behind the axis of steering. It makes a vehicle easier to drive, and improves the directional stability (reducing its tendency to wander).

a picture is worth a thousand words; this chopper has extreme negative castor (aka rake)!

Camber angle is the angle made by the wheels of a vehicle; specifically, it is the angle between the vertical axis of the wheels used for steering and the vertical axis of the vehicle when viewed from the front or rear.

If the top of the wheel is farther out than the bottom (that is, away from the axle), it is called positive camber; if the bottom of the wheel is farther out than the top, it is negative camber.

Camber angle alters handling qualities of a suspension design; in particular, negative camber improves grip when cornering - it puts tyres at better angle to the road, transmitting force through the vertical plane rather than shear force across it. Conversely zero camber improves traction in a straight line.

a 1960 Milliken MX1 Camber Car showing large negative camber; it all depends on suspension design!

Toe, also known as tracking, is the “symmetric angle which each wheel makes with the longitudinal axis of the vehicle”.

Positive toe, or toe in, is the front of the wheel pointing in towards the centreline of the vehicle. Negative toe, or toe out, is the front of the wheel pointing away from the centreline.

In rear wheel drive, increased front toe in provides greater straight-line stability at the cost of some sluggishness in the turning response. Wear on the tyres is marginally increased as the tyres undergo slight side slip. Front wheel drive is far too complex to explain here. Suffice to say the correct toe for each particular vehicle is important for your stability, turning response, and tyre wear.

a schematic showing a slight positive toe (or toe-in) on the front wheels




Depending on your vehicle, the secondary angles include numerous other adjustments, such as:

Steering axis inclination

Included angle

Toe out on turns

Maximum turns

Toe curve change

Track width difference

Wheelbase difference

Front ride height

Rear ride height

Frame angle