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Adjusting Camber What You Need To Know
MICHAEL HAYES EXPLAINS WHAT IS CAMBER AND WHAT DOES IT DO!
Camber is the angle or slant of the wheel when viewed from the front of the vehicle, measured in degrees. Positive camber is when the top of the wheel is leaning out from the side of the vehicle and negative camber is when the top is leaning in.
Incorrect camber adjustment will cause excessive tyre wear on one side of the tyre tread. Also, depending on the 4WD, camber will affect the steering and handling adversely. Typically, too much positive camber, which is common after a lift has been fitted, may result in twitchy handling, light steering and in some cases, chronic understeer.
If the camber is different
from side to side it can cause the vehicle to pull to the side with the more positive camber. Typically on solid axle vehicles, camber is not adjustable. If the camber is out, it indicates that something is worn or bent, possibly from an accident, and must be repaired or replaced as it will increase wear and load on the CVs and axles. Too much negative camber will often cause heavier steering and a vehicle that is hard to steer into corners. Tyre wear is also greatly increased, especially when driving around town at lower speeds. Camber on the front of a solid-axle rig usually never changes, unless something is worn or damaged. It is far more common to see camber adjustments required on IFS or fully independent suspension trucks like the Toyota Hilux, Toyota Prado, Nissan Navara and Mitsubishi Pajeros. Camber adjustments are usually done in very small increments and most camber correction kits will offer up to two degrees of adjustment.
What you will require to bring your camber back to zero degrees
really depends on how much camber you have after the lift. If it's less than one degree, you may only need a set of offset bushes. If you have added a strut spacer to your 2in suspension lift (coming closer to a 3in lift) you may need the upper control arms and either LCA offset bushes. 3in+, and adjustable UCAs might be the best way, and 4in+, and a combination of upper/lower bushes and UCA's are sometimes required. Most of us have run into camber issues when lifting our IFS rigs. Here are a few simple solutions that might help you decide.
UPPER CONTROL ARMS (UCAS)
Replacing the factory upper control arm often gives the best results. These control arms are also designed to clear the strut/spring and avoid them hitting on the control arm. The adjustable ones should also give you an extra 2-3 degree of adjustment on the camber and caster.
For the ultimate in adjustability and strength, Superior Engineering do UCAs that feature adjustable chromoly heim joints that allow precise camber and castor changes instead of the regular rubber bushings.
BUSHES FOR LOWER CONTROL ARMS AND UPPER CONTROL ARMS
Another option is upper or lower control arm offset bushes, these bushes are often made with an offset inner tube which has the mounting point offset again. Some are adjustable according to the way they are installed.
CAMBER BOLTS
Camber bolts are used to restore the factory camber specifications in independently suspended 4WDs. The bolt (or pin) has an eccentric lobe and washer at each end. By turning the bolt, the lobe will push the control arm along a slot, resulting in camber changes. This style of adjuster is common on most IFS vehicles; the Thai built Nissan Navara has these while the Spanish built Nissan Navara does not.
There is a solution and Superior Engineering has released just what you need, weld-on OE style camber adjusters. These plates and bolts replicate the factory style adjuster bolts used in most vehicles and require a small amount of welding and slotting of the holes, providing a far better solution to offset bushes.
OFFSET KINGPINS
For solid axle vehicles, items such as replacement offset kingpin caps or kingpin bearing with eccentric bearing rings allow small camber and castor changes. Generally, this process is only done one side, and only in fine increments. Offset kingpins or bearings should not be used to correct a sagged or bent housing and doing so adds increased loads into the CV joint and axle.