Camber gains (-negative ) can be gained on these cars with these methods- The factory recommends slotting the lower strut hole /to knuckle/ to the outside, and you can then pull the bottom of the knuckle out farther to gain more negative camber.You can also slot the upper hole to the inside, but the knuckle contacts the strut housing when you move it in at the top and may also cause a tire clearance problem to the upper strut area if you are using larger wheels and tires.

A lot of those starting out in or interested in rally believe that they have to jump into an AWD Turbo machine in order to be competitive. This is simply not true. Neither AWD nor a Turbo are needed to be competitive. Depending on your driving style and experience, choosing to begin in a 2wd, bit slower car can be an excellent choice. I/Team SubieGalRacing began my rally adventures in a front wheel drive underpowered Subaru Impreza 1.8. See similar questions...

Failure to meet Camber requirements leads to the intensity of modulation sidebands, particularly harmful at higher fields, where optimum sensitivity and resolution are required. When Camber becomes excessive, sample tubes can make contact with the inner surfaces of the probe causing time consuming and expensive repairs to the probe. See similar questions...

Camber is a "crown" purposely built into a glulam at the time of manufacture. It is most often desired in long span applications to counteract deflection. Camber does not affect the strength of the beam. Residential stock beams are normally made in either 3500' radius or zero camber, while other engineered wood products are zero camber. See similar questions...

Falling Weight Deflectometers (FWDs) are devices that measure the deflection response of structures due to a load generated by the arrest of a falling mass. Data collected by FWDs is generally used to calculate the stiffness or stiffness-related parameters of pavements or pavement layers. The figure below is a generalized schematic of an FWD. Buffers: Rubber pads used to modify the shape of the load pulse to better simulate actual traffic loads. See similar questions...

A: When lowering your vehicle a camber kit is HIGHLY Recommended for tire longivity and power alignment/camber. See similar questions...

It's never a bad idea. Lowering your car changes the car's center of gravity. Stock plates may not be able to account for the extra degrees of caster and camber that will be needed when getting an alignment. See similar questions...

No. Since a chiropractic adjustment is a specific force, applied in a specific direction to a specific joint, it is virtually impossible to adjust oneself correctly and accurately. It is possible to turn or bend or twist in certain ways to create a "popping" sound that sometimes accompanies a chiropractic adjustment. Unfortunately, this type of joint manipulation is usually counterproductive, often making an already unstable spine even more unstable, and can sometimes be dangerous. See similar questions...

Each vehicle will require different specifications so it is impossible to give one set of numbers that will work for all vehicles. However, we recommend starting with the factory specifications and fine-tuning from there. Remember, due to the portal design, relatively low caster numbers are ideal. See similar questions...

Positive Camber = Tops of tires point outward. If you look at the front of the car you'd see: V FRONTAL VIEW __ ( ) W ( ) __ Tire \ \ ---------- / / Tire -- -- Negative Camber = Tops of tires point inward. Too much negative camber ==> Tires wear on the INside more than the outside. Camber affects directional stability and tire wear. A difference between the front wheel camber settings will cause your car to pull to one side. See similar questions...

Camber plates sit at the top of the strut, and allow the strut to be adjusted in several directions. Changing the attitude of the wheels. You will also see the term pillowball mounts used when discussing camber plates. See similar questions...