In answer to Bill's question, about L1V wheel alignment;

#1   The tapered spacers are no charge, but we would like to the originals back.

#2    Not long, I'll try to cut them as soon as the work sheet is received.

#3    The number of spacers (between the axle and gear leg foot) has changed over the years. Originally we used a 5/8" and a 3/8" on each side, now only a 3/8" is used. However in order to provide tire clearance into the wheel well, builders have used other combinations, I don't recall that we ever installed three spacers. We can taper any one  of yours provided it is at least 3/8" thick.

#4   Longer bolts are not necessary, but if yours are NAS bolts (depression in center of bolt head, and short threads, with AN364 nuts) then it may be necessary to add washers.

#5  There is no caster, but if you are referring to camber (wheel angle top to bottom perpendicular to A/C center line) we try not to adjust. Because camber does not increase tire wear but does effect where "normal" wear will occur on the tread. Also camber in this gear system is variable with load and landing impact, in addition there could be problems getting the tire in the well if two angles are changed.

#6    There can, as mentioned above, be problems with tire clearance, it depends on what you have now. However we have supplied many tapered spacers and so far no one has said they didn't work.

The Goodyears  will last longer (a lot longer??)  than McCreedys. The Goodyears have a flatter tread surface and higher durometer.

We cut the spacers to minimize the length of the hole that is no longer straight, and 2 degrees is max. It will probably be necessary to a drill through the holes with axle, spacers, and foot lined up and clamped together. It may be necessary reface the nut seat on the foot using a tool called a "reverse spotfacer."

In general, except for toe induced scrubbing, what wears out tires faster or slower is the "landing" and the "brakes".

Give us a call if more info needed.

Ross