Cheat sheet
Alignment ballparks
Your car's factory specification wins over any table — suspension geometry differs too much for universal numbers. These are the ranges people converge on, useful for sanity-checking a printout before you leave the shop.
| Setting | Street | Fast road | Track |
|---|---|---|---|
| Front camber | −0.5° to −1.0° | −1.5° to −2.0° | −2.5° to −4.0° |
| Front toe (total) | 0 to +0.10° in | 0 | 0 to −0.15° out |
| Rear camber | −1.0° to −1.5° | −1.5° to −2.0° | −2.0° to −3.0° |
| Rear toe (total) | +0.10° to +0.25° in | +0.10° to +0.20° in | +0.05° to +0.15° in |
| Caster | factory | factory or max | max available, matched side to side |
More front camber buys cornering grip and costs braking grip and inner-edge tyre life. Toe-out at the front sharpens turn-in and costs stability; rear toe-in buys stability everywhere.
| If you have | Then | Worked example |
|---|---|---|
| Toe in millimetres | degrees = atan(mm ÷ tyre diameter) | 3 mm on a 630 mm tyre = 0.27° |
| Toe in degrees | mm = tan(deg) × tyre diameter | 0.10° on a 630 mm tyre = 1.1 mm |
| An angle in degrees | mm/m = tan(deg) × 1000 | 1° = 17.5 mm/m |
| Degrees and minutes | 60 minutes = 1 degree | −1°30′ = −1.5° |
A toe spec in millimetres and one in degrees only agree for one tyre diameter — always convert with the diameter actually on the car.