[Marco Tahtaras]

Originally Posted by Jerry Parr WI

Thanks Marco that does explain your calculations based on your gauge. The attempt to compensate must be a later gauge feature. A question now is are you indicating the specification is intended to be at the 6 in point or at the center of the tire?

The very first entry in the Bulletins on this subject provides a measurement for toe-in and shows how to use the gauge at 6" from the floor. For that reason I was always convinced that the given measurement was specifically for that location.

I reviewed some of my material again and did SEVERAL calculations to see how it played out and it's pretty clear my assumptions were correct. First, the camber calculates out to 2 degrees +/- (per wheel) when the cars were new based on measurements provided. Now, when Ford implemented the use of alignment equipment in 1936 they specified a MAX camber of 2 degrees on Model A's and many other models. They specified the toe-in at 3/32" which is very close to what I suggest on my page for taking the measurement at the tire tread fore and aft of the centerline.

In addition to the measurement provided in 1936 they included a footnote regarding toe-in and stated that toe-in is directly relative to camber which I had also read in my old Dykes manual. Ford stated that for all models as of 1936 the the toe-in should be 1/10 of the camber. That would mean when they were new the toe-in would have been at .2 degrees per wheel. I'm emphasizing "per wheel" in case anyone else wants to run their own calculations to confirm. When specific dimensions are provided as in the Bulletins they include the total difference between the two wheels. That difference must be divided by 2 before converting to degrees.

As a final note, in 1936 Ford specified a minimum camber of 1/4 degree was acceptable as long as there was no more than 1/4 degree difference AND the right wheel never has more camber than the left wheel. If one had the minimum camber the proper toe-in with my Duby gauge would be 1/128" or essentially zero. I bring this up because most folks probably have 1 degree or less on their camber so maximum tire wear would require a reduction in toe-in from the new car specification .