It is typical for alignment shops to set the passenger side caster to a slightly greater amount than the driver side setting. For street-driven cars, a difference of 1/4° to 1/2° will help counter the effect of road crown, and prevent the car from pulling towards the right on most roads.
Unlike camber, there are many variables that affect the caster. For example, if the car has any rake, the measured amount of caster will be less than if the car was level. Changes in ride height will affect the measured amount of caster. Different technicians using different alignment equipment will measure caster at varying amounts. Unlike camber, the number of degrees that caster is set to does not have to be exact. As long as caster is in the desired range, and the difference from one side to the other is not greater than 1/2°, it is acceptable.
On the other hand, camber should be set very carefully.
- Street-driven cars: 1° negative, /-1/4°. Keep a close watch on tire wear patterns, and adjust camber to reduce poor wear, if necessary.
- Race cars: Depends greatly upon the track, driver, etc. Usually set around 2° negative as a starting point. Adjustments should be made after checking tire temperatures and wear patterns.
- Street-driven cars should be set at toe-in for straight-line stability. They can be set to the factory specification of 0.5° toe-in.
- Competition cars are typically set up with some amount of toe-out, for quicker turn-in response and increased front grip. A typical starting point would be 0.5° toe-out.
Remember that any time any change is made to the camber setting, the toe setting will be affected, and must be readjusted. It is a good idea to always keep a record of the alignment settings. Inspect the tires frequently for uneven tread wear patterns. If uneven tire wear becomes evident, have the alignment adjusted. With a record of the previous alignment it will be easier to diagnose the problem and make alignment adjustments to improve tire wear.
Maximizing Bump Travel
The MM Caster/Camber Plates allow the bump travel range of the strut to be changed from stock Moving the strut shaft upwards shifts the range of travel up, which can restore the bump travel lost when the car was lowered. How much it can be moved depends on the style of strut used. There are currently two styles of struts available for the 2005 Mustang, an inverted mono-tube style and a twin-tube style.
The inverted mono-tube struts can be identified by its larger diameter strut shaft. The following diagrams show the recommended initial spacer stacks for the two styles of struts.
Please note that these recommendations only rovide a starting point for the fine-tuning of an advanced installation. It is common for interference to occur between the top of the strut and the underside of the hood. When positioning the strut shaft with one of the arrangements shown, carefully lower the hood to check for interference.