Camber Angle
Camber is the inward and outward tilt of the top of the tire toward or away from the vehicle. The more the tire leans in toward the vehicle the more negative the camber. The more the tire leans away from the vehicle the more positive the camber.
There are many ways to adjust camber depending on the vehicle make and model. Whenever the camber is adjusted the caster must be adjusted as well. This is because adjusting the camber alters the caster angle. Always set the caster and camber before adjusting the toe. The vehicles included angle adds the caster to the SAI and an out of specification caster angle will cause a tire to wear on one side or the other.
Eccentric cam: Eccentric cams are used on both short arm long arm and some MacPherson strut suspension systems. On MacPherson strut systems a slotted hole is located on one of the strut arms bolt holes to the steering knuckle. Usually the cam is slotted onto an eccentric bolt and as the bolt is turned the strut arm is moved and the camber is adjusted. Sliding the bolt along this slotted hole allows for adjustment. Some rear wheel vehicles have eccentric cams located on the upper control arm while others the lower.
Shims: Shims are used to change camber on short arm long arm suspension systems. These shims are added or subtracted to the upper or lower control arm mounting bolts. Adding shims of equal thickness to each of these mounting bolts helps prevent changing of caster angle. After the camber has been adjusted the caster and toe must be checked. Some vehicles use a slotted upper strut mount and on vehicles with non-adjustable camber an aftermarket slotted strut tower is often available. On twin I-beam suspension systems the beam is bent or a sleeve is moved to adjust camber.
Always check vehicle manufacturer for proper procedures. On many FWD vehicles the lower control arms are attached to the engine cradle. If this cradle is misaligned or out of adjustment the vehicles camber angle will also be out of specifications.
