![]() You will want to make sure they are exactly level. Turn on your lights (low beams) and align them with a wall or any straight object in front of you. Now that you have all four wheels back on, reconnect your battery and start your car up. Repeat steps 4 through 7 for all four wheels. How tight you make these don’t matter as long as they are secure. Now that you have your wheel aligned, put all of your suspension components back in their places (tie rods and upper strut mount) and tighten them with pliers and a screwdriver. You want to get it as straight as possible. Now that you have removed all of your suspension components, put your wheel back on and align it with your car by manually turning your steering wheel. Your tie rods and upper strut mount should be removed without much effort. Once you have applied rust remover spray, use your pliers and screwdriver to remove all of your suspension’s components. See also Is Transmission Fluid Corrosive to Paint? Using your paintbrush or wax application tool, spread rust remover spray on all rusty parts of your car’s suspension. Using your pliers and screwdriver, remove your wheel. Jack up your car and put it on jack stands. Take the following steps to fix the negative camber on your vehicle. Paintbrush or another type of paint application tool.Jack and jack stands (If your car is too low to drive onto a ramp, make sure you use jack stands instead of just jacking it up).Here are some things you will need before beginning: With a few simple tools and some free time you can have your car back on track in no time, so follow these three steps below and enjoy straight driving again! It can be quite complex.įor those interested in knowing how to fix negative camber many different options can be taken into consideration when trying to fix it. Getting rid of negative camber is not always a simple task. In these cases, you should consider getting a professional alignment done by a mechanic rather than trying to fix it yourself. This is sometimes done on purpose by pro-tuners who want their cars to handle at their absolute best, especially on race tracks. Ride height measurement is another angle that can help you spot not only worn springs, but bent components.Last but not least, keep in mind that sometimes your car will just have negative camber by design. This mesurement will let you see how square the wheels are front to rear. Some alignment systems will allow you to perform more diagnostic measurements. But bending a perfectly good strut to compensate for misalignment elsewhere is going to create unequal camber changes side-to-side during jounce and rebound, which may create a bump-steer condition. Bending a strut may bring camber back into range – assuming the wheel isn’t off more than one-and-a-half degrees (which is the maximum limit for bending any strut). The same also applies to bent strut rods and camber.īending a strut to “realign” the front end is not an answer because you shouldn’t fix one problem by creating another. If they’re different, one of the struts is bent.Įven with the toe adjusted and the steering wheel straight, a bent steering arm can cause the SIA to be out of specification. If both distances are the same, you can rule out misalignment at the bottom end of the strut or a bent spindle. Loosen the two camber adjustment cam bolts on the strut (if provided), push the steering knuckles in as far as they’ll go towards negative camber and measure the distance between the strut and brake rotor on both sides. Here’s another way to check for strut problems. You can zero in on the hidden damage (a bent or mislocated strut, bent control arm and/or bent spindle) by comparing the SAI angle, camber reading and “included angle” (the angle between camber and SAI). Setting the camber to zero might allow the tires to last a long time, but the stability and steering feel will be compromised. If the readings are the same, a check of the steering axis inclination (SAI) angle side-to-side should also be made.Īlways use the manufacturer’s camber specification for adjustments. Then compress the suspension four inches and read the camber angles for both wheels again.ĭifferent camber readings side-to-side with a jounce/rebound camber check usually indicate a bent strut that needs to be replaced or straightened. One way to identify hidden damage that may be affecting camber is to do a “jounce/rebound camber check.” Raise the suspension four inches and read camber on both sides. ![]() A shift in the position of a crossmember, on the other hand, will usually change camber on both sides. A shift in the position of a strut tower can cause the same thing. If camber is off on one side only, a close encounter with a pothole or curb may have bent a spindle, control arm or strut. ![]()
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