Whiteline Camber Correction Control Arm Focus ST225 – Focus ST225 / XR5 Turbo

Description

Whiteline Camber Correction Control Arm Focus ST225 – Whiteline

• Direct Replacement For Original Mount
• High Level Of Engine Control
• Improves Ride And Handling
• Can fit 2x kits if required to double adjustment range.

Whiteline Camber Correction Control Arm Focus ST225

Key Features and Benefits KCA394 is a rear camber adjustment kit designed to provide a camber adjustment range of +/-1.0 degree from base settings. Each kit replaces rear upper control arm outer bushes with specially engineered low compliance polyurethane bushes & on-car adjustable insert mechanism. For ease of operation & to achieve best results – camber adjustment can be performed live on car during wheel alignment procedure.

Camber is the inclination of the wheel from the vertical when viewed from the front. When the top of the wheel leans out you have positive camber, lean in equal’s negative camber. Static negative camber is used to compensate for body roll, body distortion and tyre roll under when cornering.

Caster is the backward or forward tilt of the steering axis. Vehicle manufacturers are aware of the advantages of caster and as each new model is released the amount of caster specified increases. High levels of positive caster equate to dynamic negative camber on turn when you need it most. Whiteline continues to put heavy emphasis on additional positive caster when designing new suspension packages.

Toe describes how close to parallel the two tyres are, and whether they are toed-in (closer at the front of the tyre) or toed-out (closer at the rear of the tyre). The goal of toe is to provide proper tyre wear through various driving conditions. The amount of toe your suspension is set to varies by the drive layout of your vehicle, driving preference, and car’s handling characteristics.

“Anti” features in suspension systems are a characteristic that can be used to influence the stiffness of the front or rear suspension under traction forces(under braking or accelerating). The individual terms are relatively straightforward and self-explanatory with the “anti” reducing or totally restricting the characteristic (lifting or diving). In the front suspension there may be levels of anti-dive during braking and anti-lift during accelerating (assuming traction to the front wheels is present), similarly in the rear there could be anti lift during braking and anti-squat during acceleration.