Camber angle is the angle made by the wheels of a vehicle but more specifically it is the angle made between the vertical axis of the tire used for steering and the vertical axis of the vehicle while viewed sideways from the front or rear. It also used in the design of steering and suspension. If the head of the wheel is closer to the top than the bottom (i.e., away from the axle), it is called negative camber; the vice – versa is called positive camber. Camber angle is used to alter the handling qualities of a certain suspension design; in the case of negative camber, it improves grip when cornering as it places the tyre at a better angle to the road while transmitting the forces through the vertical plane of the tyre instead through a shear force across it. Another reason for negative camber’s dominance its counterpart is that a rubber tyre has a tendency to roll on itself while cornering. The inside edge of the contact patch would begin to move up of the ground if the tyre had zero camber thereby, reducing the area of the contact patch. This effect is brought to balance by applying negative camber and thus, maximizing the contact patch area. Note that this is only possible for the outside tyre while making a turn; positive camber benefits mostly the inside tyre.
The cars with double wishbone suspensions have their camber angles either fixed or adjustable, whereas in Macpherson strut suspensions, it is generally fixed. The reduction in any available camber adjustment can reduce maintenance requirements but if the car’s height is lowered by use of shortened springs, the camber angle is ought to change. Large camber angle can lead to increased tire wear and tear and rather difficult handling.