I get so many requests for this, I finally just "scanned" the suckers. This assembly of a bolt, nut, and two washers replaces each of the 6 adjusters (4 front, 2 rear) on the C5. The factory offset adjusters will not push the lower a-arm out as far as these will. Every car is different, but you can usually get around -2.25 degrees in the front and about -1.75 in the rear. You can mix and match these with the OEM adjusters if you need less.
Where did you get the parts ? Are they for getting more neg. camber?
Front or rear? Thanks :seeya
Front or rear? Thanks :seeya
These are GM parts, available from any GM dealer. Yes, they provide about .25-.5 degrees more neg camber than the stock adjusters can provide.
Is that much static negative camber really beneficial? My (very basic) understanding of chassis engineering leads me to believe that large amounts of static negative camber are only useful for:
1) compensating for poor a-arm design (i.e. insufficient/incorrect camber gain per degree of body roll)
2) compensating for an overdamped suspension (i.e. suspension does not travel through full range of motion and, therefore, does not utilize camber gain due to suspension travel)
3) compensating for rubber bushing deflection under load (i.e. camber loss due to bushing deflection).
Am I just woefully uninformed or oversimplifying or something? :confused: :confused:
1) compensating for poor a-arm design (i.e. insufficient/incorrect camber gain per degree of body roll)
2) compensating for an overdamped suspension (i.e. suspension does not travel through full range of motion and, therefore, does not utilize camber gain due to suspension travel)
3) compensating for rubber bushing deflection under load (i.e. camber loss due to bushing deflection).
Am I just woefully uninformed or oversimplifying or something? :confused: :confused:
These is no way to make up for tire deflection AND body roll during hard cornering EXCEPT for camber and castor adjustments. Obviously, these camber plates are for racing only.
It would be nice if you could design a suspension that had ideal camber gain with body roll, but on track, every corner is different, causing a completely differnt amount of steering input/angle. Therefor, even if you could set camber gain ideally, it would have to be with 0 castor! That would cause problems with steering response as well as centering the steering.
For better or for worse, handling is maximized with lots of negative camber, then setting tire pressures to allow the tire to roll under "just enough", whatever that might be.
I don't necessarily think that you are uninformed or oversimplifying, it is just reality that makes things difficult.
Dave
It would be nice if you could design a suspension that had ideal camber gain with body roll, but on track, every corner is different, causing a completely differnt amount of steering input/angle. Therefor, even if you could set camber gain ideally, it would have to be with 0 castor! That would cause problems with steering response as well as centering the steering.
For better or for worse, handling is maximized with lots of negative camber, then setting tire pressures to allow the tire to roll under "just enough", whatever that might be.
I don't necessarily think that you are uninformed or oversimplifying, it is just reality that makes things difficult.
Dave
