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My topics often get off course and have chatter unrelated to the main project but lots of good information gets passed along from other great members. You just have to sift through it all to find it.

I have a thread going at FBBO and another member posted up something like this....so I made my own. Alignment at home and aftermarket UCAS too. Page 6.

How about this adapter?

Camber alone is not an issue unless you are one of these idiots: Even this car is a bit extreme: I've run between 3/4 degree and 1.0 degree of negative camber in my cars and trucks for literally hundreds of thousands of miles.... It isn't the camber that gets you. It is the toe...

The drive with caster this high didn't seem to be unusual. The steering wheel returns to center all by itself...when I let go of the wheel in a turn, it spins back to center. It didn't return with such intensity before when it had 3 degrees. Otherwise, It steered and drove fine. NO squeaks from...

These are B body arms I have in my Charger. I was able to get 5 degrees of caster with stock arms and offset bushings. Maybe my car is blessed. I have another '70 Charger that I'm going to do some alignment testing on. That car tracks straight but hasn't been aligned since I've owned it. I...

I went ahead and aimed for 1.0 degree negative camber. The caster fell into line at 8.0 degrees I would have been okay with less but I’ll drive it and see. Both sides have the same numbers. Setting toe with these plates. I got it to 1/8” toe IN. Time to drive it.

2015 Challenger specs: 9 degrees of caster on the right side of the SRT cars?

Thanks Bryan. I was thinking with the right: I could turn the rear cam bolt in a bit to get to 1.0 N camber and see where the caster lands. For the left: I could turn the front cam bolt in to get to 1.0 and see where the caster lands there. Between the two sides, I should be able to get...

This car is not a commuter, it is just a toy. I put spacers in the right side like these: The reason? I couldn't get the camber to where I wanted with the caster that I could get. I'm being reminded of how inter-related that caster and camber can be. In short, I started down the road of...

Instead of starting a new thread, how about THIS question...... How much is TOO much caster for a classic car with power steering? I'm working on my Charger and at one point, I'm at 8 1/2 degrees positive caster with 1 1/8 degree of negative camber. It seems that the car would be hard to steer...

My point exactly. The bubble level allows for what equates to a reset for each time it is used to measure.

This is where there is difficulty in understanding the difference. This gauge: Does not stay in place the entire time. It can be removed and reattached. This gauge is used in a different manner than what is used on an alignment rack. Think of it this way: Turn the steering wheel 20 degrees to...

This must be a way to check alignment that you’re not familiar with. If you refuse to watch the video, you won’t understand. This gauge attaches to the hub. Here are the instructions. If this type of tool is foreign to you, I understand. Young guys in construction used to bring...

I know that with a strong caster angle (positive or negative) there is a pronounced tilt to the wheel and tire at full lock. Yes, I'm aware that this can lift or droop the car based on the angle. What I'm missing is how the brakes affect this in any way. I'm not rotating the tire. It does not...

This still doesn't make sense. I have these: If you didn't see his video, here it is: He used a gauge like this: It is held against the hub. The wheel is not turned with the gauge attached, the wheel is tuned hard left and measured, then hard right and measured. New tricks on...

Thanks for trying but that still makes no sense to me. I watched the video that junkerup (Chris Birdsong) put on YouTube and using hand held gauge, the brakes were never touched.

That isn’t very clear, Rob. Why would an unlocked brake matter? Cars don’t move on alignment racks so the brakes are redundant.

The next step is a new or rebuilt steering box. The Mopar unit is notorious for wearing out faster than other models. I had Chevy steering boxes that felt great despite being over 100,000 miles. Saginaw built the units for GM. Ma Mopar built theirs in house. The design you see in the last rear...

MORE great information here. I don't know much about the 73-76 DRUM brake cars except that they used large upper ball joints....the same UCAs as the disc cars. I didn't know that the lower ball joints were standardized but it makes sense, 1973 brought several steering and chassis changes for...

That is nice of you to suggest that. When I started the thread, I had a different title for it, one that was vague. I changed it to pertain specifically to this issue so it will be easy to find with the search feature. I don't know if this issue exists when changing to the 1972 and earlier...

They could have made the disc unit's steering arm bends the same offset as the drum setups had. They are obviously different but who knows why..... I just wondered about this a few times over the years but never had an understanding as to what specifically caused it. Now I do. My curious...

Just confirmed. Center to center on outer tie rod ends of disc: 48”. Drums: 46 3/8”. That is 1 5/8 further apart on disc cars.

Drum: Looks like about 6 3/4 inches from center of zero on the ball joint to center of the tie rod hole. Disc. Looks like the same number. It appears to me that the difference is in the bend. I’d need to measure the offset of the arm from its mounting point on the spindle.

Different lengths? That would change the overall steering ratio. I can go measure these and report back. I'd like to get two cars on the lift and measure the steering linkage center to center of drum versus disc.

Like many of you, I’ve owned a few A body cars with 4 wheel drum brakes. Many of us convert to front discs, many times using the popular 1973-76 A body 11” discs. Throughout the years, I’ve noticed that every time I’ve made this switch, the front end alignment changes a LOT. Going from drum to...

I would have NO problem using them. The small ball joints are plenty strong enough.

The shops that rebuild OEM steering boxes do VARY in quality. Firm Feel and Steer and Gear offer options to increase the steering feel and cut down on the overboosted sensation. Other vendors often just disassemble, clean and reassemble the units with no regard for addressing the loose...

I am often surprised to hear that guys haven't heard that the Borgeson unit can be bought and installed without cutting the column. Where have you been? It has been at least 10 years that the universal coupler has been available. Peter Bergman, a sponsor of this site, sells a complete kit with...