Stock alignment specs?
Stock alignment specs?
What are the alignment specs I should be going for after I lower my car? (Close to stock specs) Anyone have the actual stock specs of an 04 350z? Im wondering because I will be re lowering my car again with the pro kit and I just wanted to know what the stock specs are that I want to get close to.
Camber
Degree minute (Decimal degree)
Minimum - 2° 05′ (- 2.08°)
Nominal - 1° 35′ (- 1.58°)
Maximum - 1° 05′ (- 1.08°)
Total toe-in Distance (A - B)
Minimum
0.2 mm (0.008 in) [17 inch tire]
1.1 mm (0.043 in) [18 inch tire]
Nominal
1.0 mm (0.039 in) [17 inch tire]
1.9 mm (0.075 in) [18 inch tire]
Maximum
1.8 mm (0.071 in) [17 inch tire]
2.7 mm (0.106 in) [18 inch tire]
Degree minute (Decimal degree)
Minimum - 2° 05′ (- 2.08°)
Nominal - 1° 35′ (- 1.58°)
Maximum - 1° 05′ (- 1.08°)
Total toe-in Distance (A - B)
Minimum
0.2 mm (0.008 in) [17 inch tire]
1.1 mm (0.043 in) [18 inch tire]
Nominal
1.0 mm (0.039 in) [17 inch tire]
1.9 mm (0.075 in) [18 inch tire]
Maximum
1.8 mm (0.071 in) [17 inch tire]
2.7 mm (0.106 in) [18 inch tire]
Which edge of tires are worn? inner? too much toe out.
don't run > .08in total toe out. less would be better IMO
Factory Toe specs are notoriously too broad...and since toe kills more tires than any other issue (well maybe not more kills than under inflation....but still). toe is the most important number when concerned w/ tire wear.
No other measurements are adjustible on the Z in stock config. so you won't get much movement of those numbers.
Last edited by WTX350Z; Dec 13, 2008 at 02:19 PM.
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From: c.v. california
yeah, the inside of the tire is gone and i would say chunked out but its more of a uneven surface on the inside edge of the tire. Like there is a high and low portions when you run your hand across it.
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From: Marietta, Georgia
Remember oem alignment specs are actually misalignments which when changed/forced by 55 mph speed result in near zero numbers. The Rubber bushings compress when the car moves forward at speed.
Oem engineers measure alignments at speed the reverse engineer number sitting still which correct the changes.
Anytime you redesign suspension by lower you must develop new alignment static numbers to compensate for camber and toe changes.
The toe change curve can result in bump steer problems, just a lowering increases static camber resulting in negative camber at speed.
Oem engineers measure alignments at speed the reverse engineer number sitting still which correct the changes.
Anytime you redesign suspension by lower you must develop new alignment static numbers to compensate for camber and toe changes.
The toe change curve can result in bump steer problems, just a lowering increases static camber resulting in negative camber at speed.
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