Camber kit
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From: renton, wa, us
Camber kit
what camber kit is the best or close it it. i am looking at skunk2 but they are so expencive but i almost have all skunk2 parts on my car so i figure might as well skunk it out but is there other camber kit for the F&R that are good but not 300 for the F&R. o 95eg hatch
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From: Land on Lincoln
Re: Camber kit (95civicdx)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 95civicdx »</TD></TR><TR><TD CLASS="quote">how tough is it to install a camber kit in the rear?</TD></TR></TABLE>
four bolts I think it was and about 40 min then adjusting time
four bolts I think it was and about 40 min then adjusting time
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From: Boost > NA
Re: Camber kit (5_Lug_B)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 5_Lug_B »</TD></TR><TR><TD CLASS="quote">go skunk2 
</TD></TR></TABLE>
Do washers to the rear to the best of your ability then take it somewhere. They can tell you how far its off and you can add or take washers away as needed.
</TD></TR></TABLE> Do washers to the rear to the best of your ability then take it somewhere. They can tell you how far its off and you can add or take washers away as needed.
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From: WORKING for MY stuff in, CA, United States
Re: Camber kit (Doostur)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Doostur »</TD></TR><TR><TD CLASS="quote">
Do washers to the rear to the best of your ability then take it somewhere. They can tell you how far its off and you can add or take washers away as needed.</TD></TR></TABLE>
I second that, its not worth buying a kit.
Do washers to the rear to the best of your ability then take it somewhere. They can tell you how far its off and you can add or take washers away as needed.</TD></TR></TABLE>I second that, its not worth buying a kit.
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From: WA, USA
Re: Camber kit (JDMTURTLE)
Camber is the tilt of the tire as viewed from the front of the car. If the top of the tires lean toward the center of the car then you have negative camber. If the top of the tire tilts out away from the center of the car then you have positive camber.
Adjusting camber can have a dramatic effect on the cornering of your car. Most oval track racers run negative camber on the right side of the car and positive camber on the left. Optimum camber settings will result in more speed and ideal tire wear.
Camber is measured with a caster camber gauge and is usually easily adjusted with shims or adjustable upper a -arms. Always check the toe when making camber or caster adjustments.
The amount of static camber that you should run is a result of testing, pyrometer measurements, front suspension geometry and discussions with your car builder. Remember that poor camber settings will cause excessive tire wear. Camber settings set to extremes can reduce the braking ability of the car
Adjusting camber can have a dramatic effect on the cornering of your car. Most oval track racers run negative camber on the right side of the car and positive camber on the left. Optimum camber settings will result in more speed and ideal tire wear.
Camber is measured with a caster camber gauge and is usually easily adjusted with shims or adjustable upper a -arms. Always check the toe when making camber or caster adjustments.
The amount of static camber that you should run is a result of testing, pyrometer measurements, front suspension geometry and discussions with your car builder. Remember that poor camber settings will cause excessive tire wear. Camber settings set to extremes can reduce the braking ability of the car
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From: Boost > NA
Re: Camber kit (JDMTURTLE)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JDMTURTLE »</TD></TR><TR><TD CLASS="quote">what really is the point of a camber kit?</TD></TR></TABLE>
Have you ever been behind someone who just lowered there car and called it a day? Their car looks like its setup for the Daytona 500. Most of the time the top of the tire is tucking in the fender well while the bottom of the tire is pushing outward. So that means the inner part of the tire is what is wearing, which means you will be going through tires alot quicker than most. Not to mention its not safe. You want to have as much of the tire surface touching the ground for the best stability and wear.
Have you ever been behind someone who just lowered there car and called it a day? Their car looks like its setup for the Daytona 500. Most of the time the top of the tire is tucking in the fender well while the bottom of the tire is pushing outward. So that means the inner part of the tire is what is wearing, which means you will be going through tires alot quicker than most. Not to mention its not safe. You want to have as much of the tire surface touching the ground for the best stability and wear.
Ek Forever y0!
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From: Beating people with a stick, GA
Cool Cool Island Breezes. BOY-EE
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From: TRILLINOIS....WAY downtown, jerky.
Re: Camber kit (blake_mp)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by blake_mp »</TD></TR><TR><TD CLASS="quote">Camber is the tilt of the tire as viewed from the front of the car. If the top of the tires lean toward the center of the car then you have negative camber. If the top of the tire tilts out away from the center of the car then you have positive camber.
Adjusting camber can have a dramatic effect on the cornering of your car. Most oval track racers run negative camber on the right side of the car and positive camber on the left. Optimum camber settings will result in more speed and ideal tire wear.
Camber is measured with a caster camber gauge and is usually easily adjusted with shims or adjustable upper a -arms. Always check the toe when making camber or caster adjustments.
The amount of static camber that you should run is a result of testing, pyrometer measurements, front suspension geometry and discussions with your car builder. Remember that poor camber settings will cause excessive tire wear. Camber settings set to extremes can reduce the braking ability of the car
</TD></TR></TABLE>
lol .....i know what book you got that from.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Doostur »</TD></TR><TR><TD CLASS="quote">
Have you ever been behind someone who just lowered there car and called it a day? Their car looks like its setup for the Daytona 500. Most of the time the top of the tire is tucking in the fender well while the bottom of the tire is pushing outward. So that means the inner part of the tire is what is wearing, which means you will be going through tires alot quicker than most. Not to mention its not safe. You want to have as much of the tire surface touching the ground for the best stability and wear.</TD></TR></TABLE>
There's some misconceptions here.
Camber does not do the majority of tire wearing. It's actually toe. Since toe is also thrown off when you lower a car or change any other setting, this is what wears tires. Toe will have a more dramatic affect on tire wear than ANY other angle. Since the camber will make the tire ride on a smaller edge, the toe REALLY REALLY REALLY wears that edge. "camber wear" is actually "toe wear that is facilitated by camber".
If you have negative camber with 0 toe, you will not only wear your tires MORE evenly if you're cornering hard and actually using your new suspension, but even if you just drive in a straight line, you will notice a minimum of wear. Unless you're doing burn outs. I'm not saying camber doesn't wear tires...but it's really a miniscule amount of wear.
Transversely, if you have 0 camber with even a 1/4 inch of toe in/out, you will wear your tires like CRAZY. Usually, using more than 1/8'' of toe is real bad for tire wear. Toe can also be used as a tuning tool. Stock S2000s use .25'' of toe in in the rear of the car to improve cornering stability....that's irrelevant.
Camber is actually used as a tool to IMPROVE cornering stability and tire wear. Along with tire temps across the tread face. Zeroing your camber can cause instability around corners.
I dont understand why you're saying negative camber caused by lowering a car is not safe. Please explain...
STOCK suspension settings for a DC2 GSR allow for -2 degrees of camber in the rear. Know why? because when toe is zero, it's real hard to wear tires due to other angles.
I had HUGE negative camber in my EK. Toe was set at 0 (factory specs since it was a daily driver). I always wore the tires almost COMPLETELY evenly. There was maybe a 1/32'' difference of tread depth on the inside to outside edges.
Adjusting camber can have a dramatic effect on the cornering of your car. Most oval track racers run negative camber on the right side of the car and positive camber on the left. Optimum camber settings will result in more speed and ideal tire wear.
Camber is measured with a caster camber gauge and is usually easily adjusted with shims or adjustable upper a -arms. Always check the toe when making camber or caster adjustments.
The amount of static camber that you should run is a result of testing, pyrometer measurements, front suspension geometry and discussions with your car builder. Remember that poor camber settings will cause excessive tire wear. Camber settings set to extremes can reduce the braking ability of the car
</TD></TR></TABLE>
lol .....i know what book you got that from.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Doostur »</TD></TR><TR><TD CLASS="quote">
Have you ever been behind someone who just lowered there car and called it a day? Their car looks like its setup for the Daytona 500. Most of the time the top of the tire is tucking in the fender well while the bottom of the tire is pushing outward. So that means the inner part of the tire is what is wearing, which means you will be going through tires alot quicker than most. Not to mention its not safe. You want to have as much of the tire surface touching the ground for the best stability and wear.</TD></TR></TABLE>
There's some misconceptions here.
Camber does not do the majority of tire wearing. It's actually toe. Since toe is also thrown off when you lower a car or change any other setting, this is what wears tires. Toe will have a more dramatic affect on tire wear than ANY other angle. Since the camber will make the tire ride on a smaller edge, the toe REALLY REALLY REALLY wears that edge. "camber wear" is actually "toe wear that is facilitated by camber".
If you have negative camber with 0 toe, you will not only wear your tires MORE evenly if you're cornering hard and actually using your new suspension, but even if you just drive in a straight line, you will notice a minimum of wear. Unless you're doing burn outs. I'm not saying camber doesn't wear tires...but it's really a miniscule amount of wear.
Transversely, if you have 0 camber with even a 1/4 inch of toe in/out, you will wear your tires like CRAZY. Usually, using more than 1/8'' of toe is real bad for tire wear. Toe can also be used as a tuning tool. Stock S2000s use .25'' of toe in in the rear of the car to improve cornering stability....that's irrelevant.
Camber is actually used as a tool to IMPROVE cornering stability and tire wear. Along with tire temps across the tread face. Zeroing your camber can cause instability around corners.
I dont understand why you're saying negative camber caused by lowering a car is not safe. Please explain...
STOCK suspension settings for a DC2 GSR allow for -2 degrees of camber in the rear. Know why? because when toe is zero, it's real hard to wear tires due to other angles.
I had HUGE negative camber in my EK. Toe was set at 0 (factory specs since it was a daily driver). I always wore the tires almost COMPLETELY evenly. There was maybe a 1/32'' difference of tread depth on the inside to outside edges.
Ek Forever y0!
Joined: May 2005
Posts: 16,712
Likes: 8
From: Beating people with a stick, GA
Re: Camber kit (B serious)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B serious »</TD></TR><TR><TD CLASS="quote">I dont understand why you're saying negative camber caused by lowering a car is not safe. Please explain...</TD></TR></TABLE>
Amen, A little negative camber makes the car safer and have better traction and more feedback in cornering.
Amen, A little negative camber makes the car safer and have better traction and more feedback in cornering.
Cool Cool Island Breezes. BOY-EE
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From: TRILLINOIS....WAY downtown, jerky.
Re: Camber kit (95civicdx)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 95civicdx »</TD></TR><TR><TD CLASS="quote">so how do you adjust toe?</TD></TR></TABLE>
tie rods up front.
Toe link in the rear.
needs to be done on an alignment rack.
tie rods up front.
Toe link in the rear.
needs to be done on an alignment rack.