Official Tennessee Thread

You're not wrong. Let me clarify a lil more though. Ideally you want no change in camber through your suspension travel. Well setup LT suspensions can achieve this or get close but the fact is that at full bump you will probably have more negative camber and at full droop you will probably have more positive camber. So if you take that into account you could logically say that at the middle point of your travel you want zero camber making the peak of positive and negative camber the smallest amount possible. Using this theory, at ride height, if you sit in the middle point of your suspension travel then set your camber to zero. If you sit with less up travel then down travel then add some positive camber. If you sit with less down travel then up travel then add some negative camber.

Zack knows some of this from his lowered car days. Same theory applies. A car has very little suspension travel already. When you lower it 2" and now have 1/2" up travel then you need to run more negative camber to keep the car stable when hitting bumps at speed or when turning. In the drifting world, ideally you want to create zero camber on the inside wheel when in a drift to create stability and peak your steering feedback.

So to clarify, it really depends at what point your truck sits at ride height in your suspension travel whether you need to run positive, zero or negative camber. I sit higher then my middle point. I have a lot more up travel then down travel. I need to run positive camber to bring my tire back to zero when compressed.

 

Sorry to interrupt this discussion but I'm packing up to head home so I don't have much time to wait. Does anybody want a stock spare tire with wheel or stock front suspension (coil and strut all still assembled)? I am trying to clear everything out. If nobody does I'm just going to get rid of it.

 

Ahhhh.....very well explained. Thanks.

 

This

That

Preach it.

what size is said spare tire?

 

Anybody have some jack stands I could borrow for a day or two to install my billys? I know they're cheap, but I'm moving to an apartment so it really wouldn't make sense for me to purchase some right now.

 

I've got some you can use

 

I've got some you can use

 

You're welcome. Now obviously I didn't say anything about tire wear while on road and for a DD or even a truck that sees more on road then off-road then yes a 0 camber setting will give you the least amount of tire wear. But running .8 camber, which is where I'm usually at, will not make that big of a difference. I forgot what the calculation is but you can break it down to tread wear percentage based on the degree of camber.

For example: 0° camber will produce 100% tread wear longevity. 1° camber will induce a 2% faster tread wear rate. So with a 60,000 mile tire you will net 58,200 miles running 1° of camber. That's not the right answer but the numbers are not as degrading as you think

 

The day after I installed my suspension I carried the truck to my local alignment shop and gave them the specs I wanted (0*camber, 0*toe, and max out the caster). I got it back with 1.2 camber. Toe was good and I had quite a bit of caster due to the high camber. The tires were noticably \ / looking at the truck. It drove like hell between then and getting another alignment a week later. It constantly darted one way or the other depending on the slope of the road. Anyway, mine is much happier at low camber, but it sees a ton of hwy use.

 

I've got four of them and a huge 3 ton jack stand but located in Dandridge.

 

Yeah that's too much. I don't doubt that was pretty noticeable and not ideal. I just looked at my last alignment sheet from April and right side is 2.1 caster and .6 camber and left side is 1.8 caster and .5 camber. Every time I ask for slight positive camber and caster as high as possible.

 

I'm high

 

When are you not?

 

Anyway...... is there a 4th annual LBL march meet thread yet?

 

That may contribute to answering no to this .... Haha

 

Gid's high? On the ganj?

 

What is this ganj you speak of?

 

Def. high