Wheel Alignment - Taught By a Shop Teacher
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- Опубликовано: 28 сен 2024
- Wheel alignments for High School Mechanics! Made easy! Explained so anyone can understand! You got this! The basics: the main angles, why you need them, and what to shoot for, and the basics of how to adjust things. As always, I do show some "not normal" way of doing things.
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(Oh, and it totally did not want the toe out; I changed it back....) 
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I work for a Kenworth dealership and have performed many wheel alignments on heavy duty line haul trucks & enjoy the concepts of alignments too, there is no better feeling than receiving great feedback from customers of how great their vehicle handles & drives down the road. All I can say is WOW this is such a great video to watch for someone wanting to learning wheel alignments & it’s concepts. I even learned some new things watching this video. Thanks a lot for this great video, big thumbs up 👍 I definitely will be following a lot more videos on your channel!
after few years sniffing RUclips for wheel alignment tutorial never seen anyone better than this guy
thank you for the information .
anyone lives in a remote place this is very important and helpful.
This guy know how to teach while entertaining you. Very knowledgeable in many automotive subjects. Had a teacher like him in college, a mechanical engineering course . Kept me coming back. I sure miss having him around.
Jeff Jefferies good ol' boy. Wonder if he's still alive? I'll just have to look him up.
Moved to Australia 17 years ago from BC. Seeing this video makes me want to move back and get an alignment done... This is how to teach.
Been around cars and shops my whole life. How you explain things makes all the difference. Great work!
Excellent video. I have always dreaded having to take my car to an alignment shop. I've found once a shop breaks the seal on a factory setup, my cars have always worn tires prematurely. After having completed a rotisserie restoration on my 66 Mustang I decided I would try to learn to do it myself. I picked up a Longacre Caster/Camber gauge and toe plates. It took me a little bit to figure out what was going on but eventually I had it down pat. It's a great skill to have. I'm Subscribed.
I always thought that too but now I’m pretty sure once you get it all reset something is wearing again which makes you have to get alinement sooner than first time. I’ll bet you if you replaced ALL your suspension parts and do an alignment it would last just as long as first time.
I hope your students appreciate you, they're very lucky to have such a knowledgeable, enthusiastic, hands-on teacher! Hopefully you get a couple of them off their phones.
Shop teachers always have been the best teachers.
This guy sit different between professor mechanic and everyday mechanic doing a you tube video explain.
Excellent explained to the point with prop ten sardine can without shouting !
This man has more "clue" than most! WoW, what a teacher.
I would have to give this video a 100 out of 10 ratings as 10 out of 10 wouldn't give it justice, it's that good
I’m changing out the front steering and suspension components on my truck, your video explanation of steering geometry is second to none in terms of making it fun AND interesting. Thank you !
Edit: subscribed
Love the empty tuna tin on a piece of welding rod, best teaching aid ever! Thanks...
Pure rocket science! But I finally started to demystify it and grasp it.
The absolute best explanation of alignment specs that I have ever come across!!! And I consider myself to have a black belt in RUclips/Google searching ;) Thanks for your time and knowledge 🙏
Thank you kindly.
Tŷ
Thank you I love the simple explanation and the the simple way to do a good job.There is no reason to take something that can be done simple and make it complicated .
I totally agree.
If you have a black belt,then I should take this guys advice
Done the old school way and still works today 👍 thanks for sharing
As a long time Auto Tech teacher, I commend you on your excellent and humorous video. Clear explanations of complex concepts are hallmarks of a great teacher. Good job!
Amazing teacher !!! You held my attention the whole time . I learned a lot . THANK YOU SIR .
You are absolutely great at this teachings regarding wheel alignment, Your explanation helped me a lot to understand Caster which has been like rocket science to me. I like to do my own wheel alignment at home and I’m learning more because of videos like yours.
Glad it was helpful!
Wow. I love your video. I used to help a guy do alignments at trade school. They taught me "how" to do it but not the reasons or the relationship. I have worked as a mechanic since i was 13 yo. I am building an old (1927) truck now at 66 yo . Thanks for the explanation.
Very nice job!!! I would have enjoyed your classes. Just the right amount of practical purpose discussion, technical, and application.
Amazing video! I appreciate all the knowledge you're imparting. It's done with grace, humor, and style. Thank you for sharing, please keep going!
The most specific and intelligent explanation regarding toe, caster and camber. Now need to check all my cars wheel alignments.
Hey I’m very impressed by ur explanation abt wheel alignment I’m an alignment technician here in 🇯🇲Jamaica and I’d love to get more information on alignment especially on race cars, I’m actually a self taught technician I just found out a lot on my own after years of work never did any schooling on this profession just loved it so I know a lot of wat u’ve said is spot on some I couldn’t have explained like u did but I just knew....I’d love to get to know more frm u if ur interested in teaching 😁 I’ve subscribed so keep the videos coming on alignment ok...I’ll be checking to hear back frm u I’m hungry to learn more thnx💯💯💯
I was a brake/frontend expert first half my life and one of the very first 4-wheel computerized alignment shops in my state. I gotta run, but found this interesting and pretty much like I LEARNED 50 years ago. Comments.. I adjusted nearly all rear wheel drive cars 1/2+ camber driver side and 0 passenger side; caster was usually 1 and 1.5 degrees.. keeps straight on sloped roads for rain in my state, plus the positive caster is what keeps the car going straight, think bicycle. I just wanted to comment so many cars these days have negative caster and is why they SUCK at handling. It can be like an overtight pickup steering gear, where there's no center & constantly going left or right.. get over 1+ caster and you can drive without hands on the freeway. Another thing this guy realizes is you can fine tune individual cars due to driving habits, etc... just run your hand across the tread going in & out and if you feel sharp edges?.. that's how you can "fine tune" toe-in. (you're WRONG using camber for road crown since you're increasing tire wear to do it... CASTER is the angle to compensate road crown, NOT camber!) Anyway, negative caster turns easily incity driving, but I personally don't like how they handle overall. (The old expert I learned from also raced circle track & those racers would bring their cars in after hours so we could play with what they were trying to solve). Nice to hear this talk, it's been near 35 years since I turned wrenches and kinda missing it lately. ;)
Thank you for putting in the time and effort to produce this video. Using real life experience you boil down some very complicated math into bite size chunks with understandable analogies and usable applications.
Great information!! Even if someone would never mess with alignment, knowing that could save money at the garage. Good stuff!!
If you have replaced many of the suspension components on a restoration this is great to know to get in the ball park until you can get to a shop.
Love this video! I've got an old saab 900. It pulls to the left and I always just assumed it needed an alignment. I went and checked the toe alignment of the front and it was perfect, read exactly as saab specifies which is actually a little bit of toe in. That worried me, so I took both wheels off and can now visibly see a difference in castor. I think someone must have hit something like in your nissan. These cars have adjustable castor because the top control arm which is an A frame, is set up with shims underneath the bolts. You can remove these shims or add them for caster and camber. So I need to replace the control arm because its way out. But it turns out you gotta pull the engine to remove it. Crazy design. Im gonna try and mess with the shims to get something close to straight. Not the best option but at least i know now what im messing with now that I've seen this crash course haha
To increase caster, you could take one shim out of the back and put it in the front. Since the total number of shims didn't change, the camber might not change much. If you just pull a shim (or insert a shim), you will likely change camber as well. It is not good practice to run more than five shims in one spot (they are more likely to be spit out).
Back in the day when i first started working for Walmart, we had one of those 3 bubble caster levels. It worked great for years! Then they quit doing alignments. We also had a laser liner to check the toe. No computers here. If you were competent enough, you could do a fantastic job. It did take a little effort and mental strategy. But no hill for a stepper.
I did all this in my head. Built a 64 nova 8 years still had no tread loss. I ripped it all over. 11.70 at the strip. Never be able to do it again.
Best video I’ve found to date about alignment.
Thanks!
wow, im so glad i clicke onto someone that knows camber !
i built a drag beetle back in the day, i lowered the suspension to about an inch off the road, the camber of the wheels was about 3 inch negative, but it handled fantastic !
On the road it was like a nuclear go cart on wheels !
At the lights it wheelied in first and second gears ;)
A lot of fun to drive !
Hey shop guy, I came across your channel, I learned auto mechanic's in '95. The wheel alignment was the most difficult part for me to grasp mentally(I just couldn't figure it out!) In watching your video explanation and the great visuals to go with it!, I now don't feel comfortable with touching ANY part of auto repair. I've taken the ASE exams every 6 months-studied for those tests, and, failed by 1 answer and never attained my ASE certification. After 10 years of beating my head against the wall trying to achieve my goal of ASE certified mechanic(with a 98+%ile in mechanical reasoning). I had to walk away from my life-long dream of having my own shop. I've not even gotten to work as an automotive technician. After 27 years of my heart getting broke, your video has told me why I failed, thank-you for the video presentation and helping me to "get" why I bombed. Doug😵
My weakest area has always been HVAC. I wrote all eight ASE exams back in '96. Maybe we sat beside each other?!
You sound like a fun and great teacher that’s easily understood.
Great video. This is a must to know if you are spending thousands to go fast. I have built so many race cars and drag cars the biggest overlooked part of most builds. The tire tracking. Caster camber and Toe are the keys to winning. Thanks for bringing this point up. My 2020 HELLCUDA will handle like a Ferrari when I’m ready to align. Thanks Teach. 👍
The camber explanation for turning was amazing
Thank you for making this video, hands down the best explanation of wheel alignment, it’s so much easier to understand something when a reason is given, with an example. You do this really, really well 👍🏻
I missed going ti school for automotive. You gave me a refresher and did it in a way my favorite teachers did so. Thank you so much. 💜
In-depth explanation! Informative and appreciated!
I could not ever understand how caster was measured, but you made it crystal clear, thanks!!
I’m glad this video popped up on my feed. We’ll have to go back and watch it. Will be changing My tire rod ends soon.
I watch this nearly once a day. Very helpful.
Excellent! I already knew what toe, caster, and camber were...but your explanation was brilliant. That demo you used for caster was perfect.
This was so incredibly informative!
I lifted my truck about 2 inches with an aftermarket strut and was trying to figure out how to get it back to stock alignment.
Turns out, that ain't happening!
I used the law of cosines on the side measures of the triangle formed with the frame, control arms and strut and figured out the amount of caster I would need would put the adjuster off the frame of the truck.
I can move at least half of the way there by kicking it out to max, but aftermarket control arms would be required to kick it out any further.
At least now I know what my next investment should be.
Best alignment intro video I've seen.
Best shop teacher quote ever. ' Some call it twitchy, I call it responsive " lol
Perfect combination of explanation and humor. Loved it. Keep it up!!
Exactly the level I was looking for for my Ford Contour -99 I got for 200$. Thank you.
hello where did you find the wheel level tool. i cant deem to find it
Very interesting while being informative. I was glad to hear you connect the dots about caster and how it affects the effective camber when steering into a corner.
Many moons ago I found my '80 Civic had fairly radical toe-in on the rear, but more on one side than the other. No wonder it dog-tracked and it's turning radius was dismal. I went about equalizing both of the tracking rods and measuring them. Then I lengthened them both a little to remove the toe. Drove so much better. When I spoke with an alignment tech about changing my toe with those links, He said, "Those adjustable links on the back of that model are purely for setting your tracking. You cannot adjust toe with them". Ha, ha, well... Whatever...;)
While watching you work your magic, I was wondering what slick pad you used under the tires to allow them to pivot on your garage floor without the natural resistance to the changes in geometry that would give you a false reading on your measurements when turning right/left while parked? When working on my own car, I noticed that when I rolled it forward a bit the camber changed, then when I rolled it backward it changed again. I realized that due to it's toe and grip on the ground the camber would change as a result of opposing force from the surface trying to pinch the contact patches or pull them apart, depending on what toe was set or which way the tires were rolling. I did not have that 2-way lazy susan type wheel pad that allows them to not be influenced by the parking/test surface grip while turning them right/left and/or rolling. Since most of my driving is forward, to set it up for that, so I rolled it a few feet, set the toe, rolled it back twice as far and then rolled it back up to the forward mark. Same measurement. Good enough for me.
When I care enough, I have a pair of 24x24" vinyl floor tiles stacked under each front wheel with either salt (easy to clean up), or grease (messy) between them to let the front "settle" and reduce rotating friction.
That was superbly concise educationally as well as engaging , keep it up!
Best explained ever, this is pure understanding of any topic - being able to explain hard to understand topic in words understandable by anyone.
Thanks! This is the part of teaching that I love.
@@GregWellwood You best person to ask, can I ask you something? Change tires to profile 40 mm or about 1.5" higher than recommended by manufacturer, to have more damping. Would you recommend to increase toe in front? I can adjust toe and camber on both front and rear.
A taller tire is going to change the Scrub Radius - the distance between an imaginary line through the steering axis, and a vertical centerline of the wheel, as viewed from the front. Depending on the geometry, if it shortens this distance (what I would expect it to do), you will have lighter steering and need less toe. How much less? Testing. I'd set it at spec and err on the tighter side of things.
@@GregWellwood Thanks. It was lightly positive, went to car to make it closer to zero toe, and now steering wheel turns even easier, you were right. I need to buy that caster/camber tool you have, looks very useful. Thanks for advice.
Cool video. Wish I could pick your brain on my alignment issues on my stock Tundra. Ever since the dealership touched it I've been miserable. Some new guy wrenched on it for 3 hours doing a simple alignment job after purchasing new tires there. And now no one can seem to, or care enough, to get it back to where I want it. After watching this I'm tempted to go under there myself and go crazy.
Go to an alignment shop. A reputable one
@@jakefriesenjake Finally found a shop that was able to get it right. Thanks again for your great video
@@neekopeeko9054 not my video.
I'm currently doing a string method for wheel alignment on my 81 Camaro. It's lowered and everything is modified. But I got the rear axle finally straight with the car, and the front wheel hubs happened to be perfectly centered with the body as well! Can't believe it. I set the toe to 0°, because I'm running huge negative camber of 3.9°. The camber thrust will be higher than if I had 0 camber, so a bit more toe out then factory should work. Maybe need a hair more toe out, we'll see.
I'm running huge camber so the tires won't hit the fenders. Also looks cool I guess.
Now I have to adjust camber and check the caster to max that out.
Wow, most fantastic explanation I've ever heard. You nailed it.
Thanks!
I was trained to base my wheel alignment on thrust , and begin from there,15 years , wheel alignment technician,, was always honest with customer
Good man. That's where the alignment starts. Especially on front wheel drive cars. That's what I taught all my guys when put a new aligner in
Dude this is an awesome video! I just rebuilt the front end on my 69 Plymouth RR and was rather intimidated about doing a front end alignment by myself but after watching your video I thought "hey, I can probably do this". Was a bear to do and took about 5 hours but I got enough caster at +2 (I've manual steering) and while the camber isn't exactly where I want it (I wanted neg .5 but got a neg .3 Driver side and neg .6 pass), I feel as though it close enough for cruising purposes. I cannot thank you enough for making this video and while I cannot speak for others It sure did payoff for me! Next up- setting up the toe in! My only regret is that I don't live closer to you.....so that you could help. ;-)
I'm 65 yrs old and fix everything from electronics to mechanics but have never really understood what caster meant...thank you for teaching an old dog a new trick even if it's now just for curiosities sake
Thank you, I am almost finished lowering my BRZ for lower center of gravity (yes I fixed the roll center) and this helped me understand how the wheel geometry all works together. I will be doing a string alignment and all this info will help me dial in everything. I installed all new poly bushings, some solid bushings and spherical bearings in my suspension. Sadly, I will have to use the drop string method and some trig to get the camber I want. Lot's of great info...
I've measured camber that way before - I set up a spreadsheet on a laptop so I just have to enter the distance to the string at the top and it tells me what the camber is. Takes too long though (grin).
@@GregWellwood to find caster, using a digital angle finder or a smart phone level, what is the math? Rotate your tire 20 ° in then check the camber angle, then 20° out, then check the camber angle. You subtract the lower number from the higher number, then multiply it by 1.43 or 1.5?
Very nice video!
I once found the alignment settings for a tarmac rally car (Ford Sierra Corworth RWD, driven by Francois Delecour, a true tarmac rally specialist back in that era).
I modded my car (a Volvo 940, similar McPherson front suspention) to get to these settings. The difference in grip was HUGE. And it got rid of understeer and outer edge tire wear.
I thought why didn't Volvo use the same settings right from the start? Then i realised what type of company Volvo is. Their image is based on safety. And the Volvo suspention designers obviously focused on that while designing and setting up the suspention of the 940. What IS the safest setup? UNDERSTEER. (=push= front wheels sliding out of the corner) Why? Because when understeer happens the averidge mediocre driver will usually kinda panic and what will they do? They let go of the throttle. And that panic reaction is exactly the RIGHT reaction: The car slows down and dynamically transfers weight to the front and the front wheels regain grip. Disaster averted.
So, that must be why OEM suspention designers tune for an understeery front suspention.
And it is also why there is room for improvement if you are after more cornering grip and sportier steering dynamics.
(Cool story bro!😉)
Know I understand a little more about alignment. Thank you so much Sr.
My caster camber tool is literally my favourite hand tool. There is something elegant about it
Good ol' common sense and real world experience can't be beat! The best simple solutions only come from years of trial and error experience!
Thanks much That shop teacher guy. Very precise and informative explanation. I know some about alignment and handling, but I did not realize the caster angle provided lift to either side of the car which obviously would improve handling! 👽🐍
I like your Adam Sandler impression. Great video, been wanting to learn how to do my own alignment without the digital tools i can't afford.
Well done. Very well explained. Keep up the good work. Thanks
Thank you so much buddy. I don’t how the hell I got across you channel. You're a true instructor. I never stop laughing when I wach your video. ❤
I think I would love to see your longer first version you made. Nice video I enjoyed it
That's a lot of information to take in at once for someone that has never delved into alignment at all. It's also very interesting the science involved in the physics and mechanics. It requires a lot of mathematical calculations and a good working understanding of the relationship of mass, velocity, and inertia, friction and contour. Thermal dynamics and the materials involved, along with consideration of the driving habits of a particular person and the intended purpose of the vehicle itself. That's just a baseline of what goes into it I'm sure. I bet you did have a very detailed and explicit video started on the subject before you decided it was going to be too much for most people to comprehend.
Thanks! There is "setting it to specification," and then there is "understanding why we have those specifications." I have a nasty habit of digging deeper once I get to the bottom of the rabbit hole.
Fantastic job dude, well done! you have a natural talent for teaching.
Thank you so much 👍
Great explanation 100% fact your video explains everything you need to know about wheel alignment to where it make the most sense
Thank you thank you
I need this guy as my instructor
I love it "WATCH ME!" I used to say the same to my students in class/shop!
I’ve been doing alignments for 35 years. Great video. Could have mentioned caster shake / death wobble / grocery cart syndrome or confused things by mentioning the occasional tire pull… but that’s for another video. 😊
Driving one day in my F350 dually towing our John Deere 310E backhoe /loader I hit a little pothole and the front of my truck started violently shaking left and right and after letting off the accelerator pedal and holding onto the drying wheel for dear life it finally stopped. Scared the living hell out of me that's for sure. That day I was introduced to the infamous DEATH WOBBLE. The culprit was a bad ball joint
Mate this video is very educational 😊👍 Plus with some humour 😂 Cheers from Bundaberg Australia 🇦🇺 🍺🕺
Learned a load here, thanks.
F1 cars have telescoping steering wheel that CONTROLLS toe in, toe out! Toe in on the straight aways, parallel for better cornering- because the inside wheel isn't fighting the corner as it is with toe in.
Iam so :#!king happy ,"a word i rarely use"..that i found your site..i have a 62 f100 that iam teaching myself to fix ever aspect of this awesome American Steel truck..in this time of madness..thank you ..if you have some suggestions on any aspect of this truck is & will be most welcome
19:23 Some pretty successful autocrosses have run rear toe out on their X1/9s. To your point it is pretty scary on the street or faster tracks 😅
Youre a damn good teacher. Holy smokes.
Great info, thank for sharing!
On the camber/castor gauges wouldn't their accuracy greatly depend on the how level the surface the vehicle in on? A bit of a problem for those of us working on a gravel driveway.
A point of order on the toe plates, be sure to compare the accuracy of each tape measure to each other, we've seen a lot of variance even with identical makes of tapes.
I have not seen any inaccurate tape measures from any of the name brands. Ever. I just looked at all of mine (9 in total, inc. stanley, milwaukee, even 2 no-names) and they were all within a 64th at 20ft. The front lip even slides to account for that variance. Never bad to check, but better to just buy decent tools in the first place.
Cool Se7en! It sure makes the suspension visiable.
18:12 Actually, what's causing the nose to lift slightly lock lock is an often neglected, and normally non-adjustable angle known to us fossils as 'kingpin' angle, or SAI(steering axis inclination).
Caster, on the other hand, works on the principle of pneumatic trail, similar to how the wheels on an office chair or supermarket grocery cart work.
Csster aims the steering axis through the forward/ leading edge of the tire contact patch.
great job Shop teacher guy! you made me a subscriber
This video is amazing. I’m
Not how this video does not have more views…something is just not lining up..(sorry I had to do it)..all seriousness thank you!!
I was just trying to point people in the right direction, with only straight answers....
@@GregWellwood you did a great job. Thank you
Excellent info! Thank you.
Awesome video Greg with lots of great editing work and creativity. One question about your camber check with the construction square Did you measure distance between square and edges of tire or rim? I was thinking if kids measured to sidewalls of the tire they would be inaccurate due to bottom of tire bulged out?
I did not point out that on this car, with these tires, on these wheels, there is very little (if any) bulge at the bottom. While I used the square to 'show' that there 'was' an angle, at 8:07 I do show the two ways that I set up camber (digital angle finder and bubble level). Using the square is likely misleading for most students - my bad. Good catch!
Would you consider making a video going one step further convering advanced alignment to involve setting ackerman corner weights ect. You do the very best job of explaining this to those of us struggling to understand these concepts. Im racing formula ford and found this very helpful.
Hmmmm. I can probably do that. I have a set of scales.
@@GregWellwood Thanks, I probably should have asked Ackerman & bump steer , corner weights are fairly an easy one.
I just cannot find any vids that properly explain how to set ackerman and how to use a bump steer guage and required adjustment proceadure. heelp
@@blakechesbro3602 Okay. Ackerman is largely non-adjustable with factory components, so I don't really delve into it. In theory, you want imaginary lines from the steering axis through to the tie rod ends, to intersext at the center of the back axle. If they intersect further ahead of the back axle, the steering will be more responsive, and behind less so. You can also move the steering rack closer to the centerline of the front axle which increases Ackerman _dynamically_, worthwhile in my opinion. Dealing with bumpsteer is another bag of worms, I'll see what I can do.
I briefly touch on bumpsteer here, but likely not as in-depth as you want. ruclips.net/video/_6GZcOXhdOA/видео.html
@@GregWellwood Racing the formula fords currently 81Crossle 45F everything is adjustable with the Rod ends so its part of a top shelf set up. I have never understood nor known how to adjust. I do have a bump steer guage but dont really understand how to do it properly . I ll check that vid and thank you for your help and response. B.
"toe out on turns is inherant in the geometry of the steering system, not something that is easily adjustable like caster, camber, or toe.
Absolutely. Called "Ackerman." In competition, you can set more static toe out, which would give you a larger amount of toe out when turned. It's a way of "faking" more Ackerman, at the cost of straightline tire wear. If I turn the wheel, measure the toe, and then add more toe out, there will be more toe out when turned. When I return the wheel to straight ahead, there will be more toe out now. Toe has a phenomenal affect on how responsive (-steering-) the car is on track. You're right!
Great video, you made a really boarding subject fun. Really enjoyed that and I learned loads
Awesome video.Stoked I stumbled across it.
Thank you 🙏
Great video. I got around the none adjustable Caster/Camber by drilling out the lower arm ball joint mount holes and using stronger but slightly narrower shanked bolts. Gives a couple of mm either way which was just enough for the road use my car gets.
I've done that on two-bolt MacStrut suspensions for camber. I used Loctite Sleeve-Loc in between to try and prevent things from moving. You could also elongate the holes and weld a washer in the new location to keep the bolt from moving.
Yup they had kits that you can buy that have an excentric cam for exactly what you wanted to do. If you look at the upper hole on that strut you will see it has provisions for elongating the hole.
Sometimes they used a wedge that you would tap down along the side of the strut tower to pull the camber up. Sometimes the top of the tower had elongated holes so you could get a little more camber or even caster.
Damn that negative camber on the passenger really works. Truck drives straight as an arrow which it hasnt since it was stock.
Great Video.. you are a great teacher!.. thank you
This is awesome, good front end guys are hard to find .
Thanks for the lesson.
Thank you so much bud! This explanation was just mint!
Fantastic explanation! Thank you, sir.
Fantastic instruction!
Thank you for a really informative video , will need to watch it again to grasp all the components fully - any recommendations for wheel alignment settings for a Datsun 280z for street / spirited driving , with the occasional fun track day ?
Depends what is currently adjustable, what bushings you have in the suspension, and what you are willing to sacrifice. The advantage for you, is a 280Z is a pretty proven platform, there will be specs online from people who have gone before you.
Cool story bro: this was an amazing video, and I learned a ton from it. Thanks so much for taking the time and sharing your knowledge!
awesome video. im doing the alignment on my own x1/9! i have toe plates, turn plates, and a bubble camber/castor gauge. great things to have for sure
I never knew the Nostalgia Critic knew so much about automotive suspension alignment.
Suspension Dynamics is one of my passions.