There is a lot of suspension travel in a Mercedes and I find this car much more difficult to align than others. I'm not trying to sound mean here, but there is no way you are going to get this with a mathematical calculation. Theory does not always play out in real life situations. I have to reset the suspension each time I make a change (and no, I am not jacking the car in the air) and recheck my measurements because there is always a change after making an adjustment and resetting the suspension. To get your toe set correctly, you need to accurately measure 1/32 of an inch. These are finite adjustments and there is a tremendous amount of change going on here. Castor has a huge effect on camber and toe, camber has a huge effect on toe. Suspension geometry is different on all cars and Mercedes has its own idiosyncrasies. Again, I have aligned my car MANY times (due to piecemeal suspension work). Don't change your camber unless you are prepared to measure and reset your toe and know what you are doing.

Scott

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Scott
1982 Mercedes 240D, 4 speed, 275,000
1988 Porsche 944 Turbo S (70,000)
1987 Porsche 911 Coupe 109,000 (sold)
1998 Mercedes E300 TurboDiesel 147,000 (sold)
1985 Mercedes 300D 227,000 (totaled by inattentive driver with no insurance!)
1997 Mercedes E300 Diesel 236,000 (sold)
1995 Ducati 900SS (sold)
1987 VW Jetta GLI 157,000 (sold)
1986 Camaro 125,000 (sold - P.O.S.)
1977 Corvette L82 125,000 (sold)
1965 Pontiac GTO 15,000 restored (sold)

I didnt catch this post.. I'll take your word for it.

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