![]() Roads in areas with more rain that have more camber built into the road to allow rain to run off need more positive left wheel camber bias than roads in Arizona would. Too much positive camber in towards the drivers side might cause the car to drift to the left and too little difference between the wheels may allow the car to drift to the right. Proper camber keeps your tire tread in good contact with road and usually on American roads having 1/4 degree more positive camber in the left wheel than the right wheel will help the car/truck track down the cambered roads we have and drive straight. I don't think camber excessive or not would weigh into this problem one way or another. That was bad when I worked as a front end man and did wheel alignments daily along with spending about 50 percent of my time chasing down vibrations for the extremely picky and spoiled customers of Frank Weaver Pontiac in Waco, Tx. Too little or excessive caster could be an issue as I now believe I had seriously excessive caster on my T. The wrong amount of toe in may cause the vibration problem or allow something to cause it and not dampen it. Measuring Axle Tubes is critical each time the chassis is set-up. Then it's check the shocks to see if they are actually doing their job and check each and every piece in the front end for wear. For drag race applications, angular contacts are good. Then if they pass that test find a shop with an on the car spin balancer that can spin the tires on the car and dial the whole tire/wheel/hub assembly as far as balance goes. Thees first thing I'd do is jack the car up and check the front tires for runout. I fought the dreadetird death shake on my T bucket when I had it and attribute a lot of it to the tire/wheel combination that I was running, balance or lack there of on the tires and the just right looking lever shocks that I ran on the front. Going back to the original subject of the thread. Alignment - Procedure (Front Coil-Over) Using the eccentric eliminator plates set position of each lower control arm to roughly 1 degree more negative camber. By the way Negative is leaning in at the top while positive is leaning out at the top. ![]() The piece of misinformation comes about due to the fact that magazine articles about setting up cars for autocross racing where going around corners fast tops having the car track down the road in a straight line. 159 (not quite 3/16) difference in ride height. Unless you are doing some sort of corner cutting racing the norm for the street is to run "positive" camber rather than negative camber. As you can see even an inch of front stagger will only result in a. Click to expand.Leaning the axle back creates "positive" caster. ![]()
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