Positive Camber Impossible?
The problem with this analysis is that the factory ride height is not set from a single point. It's actually set using the difference between the height at the LCA pivot adjusting blade and the lowest height at the steering arm (bottom of the lower ball joint). What does that mean? It means the factory procedure actually sets the angle of the LCA, not the ground clearance. Which means tire height is totally irrelevant to using the factory specifications. The distance from the ground is literally removed from the equation, and only the angle of the LCA is counted. So, even assuming that the 13" rims aren't using a higher profile tire that's actually the same height as a larger diameter rim with a smaller profile tire, if the factory procedure is used the LCA will end up exactly where the factory intended it to be. Now, that won't be where the car will handle best if radials are being used instead of bias ply's, but that's a whole different discussion.
Factory procedure
This is VERY important if the OP's tires are smaller than the original bias plys - and if those are 13" rims I see, they probably are.
This wouldn't matter if we had non-adjustable coil springs on our cars, but the adjustable torsion bars give the alignment jockeys yet another thing to fool with that they generally get wrong. With the smaller tires, they'll likely adjust the ride height too high, assuming the stock ride height given in the manual (which measures the inner LCA pivot at the K frame to the ground - which applies only when the tire sidewall is the same as what the factory expected).
Now you've got the LCA's jacked downwards an inch or two more than they should be - the inch or two lost with the smaller 13" P185/70 (or P175/70) radials available today. That inch or two is mirrored by the UCA's, which also move the upper ball joint forward as they pivot down, which moves the spindle/kingpin forward to match. That eats up whatever caster you had to work with in the first place.
And between the reduction in caster and the smaller tire, you get less trail. The result is a twitchy front end that'll hunt lanes with the slightest twitch at the wheel, and won't center itself when you make a tight turn.
-Kurt
The problem with this analysis is that the factory ride height is not set from a single point. It's actually set using the difference between the height at the LCA pivot adjusting blade and the lowest height at the steering arm (bottom of the lower ball joint). What does that mean? It means the factory procedure actually sets the angle of the LCA, not the ground clearance. Which means tire height is totally irrelevant to using the factory specifications. The distance from the ground is literally removed from the equation, and only the angle of the LCA is counted. So, even assuming that the 13" rims aren't using a higher profile tire that's actually the same height as a larger diameter rim with a smaller profile tire, if the factory procedure is used the LCA will end up exactly where the factory intended it to be. Now, that won't be where the car will handle best if radials are being used instead of bias ply's, but that's a whole different discussion.
Factory procedure
