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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.

There is an option. It isn't cheap though.... At FBBO, a member there posted links to retrofit EFI gas tanks that used different sending units that appeared to have a cylindrical type of float rather than the stock type that swings in an arc. These were supposed to read with greater accuracy.

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...

Who takes three hundred and forty engines to a swap meet? I mean, I've seen guys bring 5 or 6 engines but three hundred and forty of them?

The moderators of this site get pissed when members chat about buying or selling items in the open forum. There are rules about that. The site requires members to post a Want To Buy ad in the sales section when they need a part. I didn't make the rules, that is just the way things are here. You...

This is the size that I like:

Yes I do.

It isn't a problem if you're sane and on the correct side.

Some trucks still use leaf springs though so your snide comment is pointless. We still use aspirin. Paper maps will always work when your GPS on your phone craps out. Ratchets and sockets work long after the cordless tool battery loses it's charge. Progress doesn't replace everything. Print...

That was the owners choice. Trying to go through the firewall on the engine side is quite difficult due to the strange placement of the # 6 and # 10 fittings on the evaporator. Vintage Air doesn't have hard line extensions to project through the firewall. They leave the fabrication of the lines...

I liked their kit when I put it in my '70 Charger. It hasn't been perfect though. I don't like the way the slide controls are designed. The A/C-Heat slide is fore and aft. This makes it hard to know which way to push or pull to get the temperature where you want it. I've had trouble with it...

Bless you, man....That is some real honest to goodness charity. Awww, man....Who could volunteer without wanting to rescue all the cute ones?

It would be funny to do if you were going into the military and had to get your hair cut off anyway.

The 7 1/4" big bolt rear axle is great for that. AS long as you're not hammering the throttle, the 7 1/4" axle lasts and lasts. A few things that kill them is sudden shock loads like peeling out on a loose surface then onto pavement. The rotational movement suddenly slows way down when you gain...

Another brainiac that can't understand that VERTICAL pictures look terrible.

If you had the town you live in listed instead of USA, someone close to you may have something to help you. When I see a member looking for a part and their location is close to mine, I try to help out. I may have a 2.94 axle but it is in a '76 model car with the bigger bolt pattern.

Am I the only one that opens the door naked and ready to go?

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.