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Tech Information

Alignment Specs to give to your alignment guy/gal.

A proper alignment will do wonders for the way your car drives. We call it a performance alignment. The performance alignment has more caster for better stability and Zero or some negative camber for added grip instead of the positive camber the cars came with. Negative camber gives  the car more grip but is driver specific. Grandma won’t need as much camber as grandson driving the same car. Tire wear patterns on the street or tire temps across the tread on the track will tell you how much negative camber to use.


+2° to +3.5° Manual Steer

+2.5° to +4.5° Power Steer

0 to -.5°

1/8″ in


+2.0° to +3.5° Manual Steer

+2.5° to +4.5° Power Steer

-.5° to -1.5°

1/8″ in

* Caster and camber settings should be the same on both sides for proper handling.

Arning drop ~ Shelby drop ~ 1″ upper arm drop

Overall performance improves when you lower the upper arm mounting point on the 60-68 Falcons and 64-70 Mustangs. In stock form, the top of the tire moves outward as it moves up in the wheel well. Moving the upper arm mounting point down changes the geometry so the tire moves more straight up in the wheel well. That gives you better grip and handling. There is no down side to it other than having to drill four half inch holes in your 50 year old classic.

One Inch Spring Perch Move

The 1″ spring  perch move improves the motion ratio,  adding another small upgrade to the ride quality and handling of a 60-70’s era Ford or Mercury. This photo shows the perch move on our 65 Mustang/Falcon/Comet roller upper arm with a double roller spring perch.65-66 Roller Upper Control Arm with our Double Roller Spring Perch and our 1″ perch move.

65-66 Roller Upper Control Arm with our Double Roller Spring Perch and our 1" perch move.

Changing to a more favorable motion ratio allows you to use less spring rate to do the same job.  The shock is utilized more by the increased travel over road conditions. Both are gains for the performance driven classic.

Depending on current spring rate, the perch move will increase the rate by 100-125lbs. It will also raise the car about 1/2″.

This upgrade is for the road racer looking for every little bit of gain available. It does not make a big change like the 1″ upper arm drop. It makes a slight improvement in ride and handling.

We have had some clearance issues with the perch move. On some aftermarket upper control arms, the stamping is not like ours or the original Ford control arm and requires modification. Call or email for details.

The Ball Joint Slide

Camber and Caster can be improved with our ball joint slide. Another small step to better performance. We modify the upper arm to move the upper ball joint back as far possible to add camber, and slid to the right or left as far as possible to add caster. It’s an A-Ford-able way to add camber and caster to these cars. A full degree can be had depending on the upper arm stamping.ball-joint-slide-1



Read our featured article at about our Roller Spring Perch and how it can help improve the handling of your classic Mustang.
A step-by-step process of converting stock rubber bushing spring perches from early Fords into roller spring perches, by Day Scovel. “How to build roller perches