Scion xA Camber Kits
From SCION-TECH : The Scion Resource : tC, xA, xB, xD
This is a growing list of aftermarket performance camber kits designed to improve handling of the xA Scion coupe as well as promote longer tire wear. Whether you are looking to slam your Toyota Scion xA or just improve the handling characteristics, you will a camber kit. Generally inexpensive , camber kits perform a crucial task in keeping your tires planted and level to the ground. If you find some Scion xA camber kits that are not listed here, please let us know so we can update the page.
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[edit] Available xA Coilovers
[edit] Camber Resources
[edit] Camber Definition
Camber angle is the angle made by the wheel of your Scion vehicle. More specifically, it is the angle of verticle tilt of the wheels and tires when viewed from the front or rear of the vehicle. Camber must be taken into consideration in the design of steering and suspension components. If the top of the wheel is further out than the bottom (that is, tilted inwards), it is called positive (+) camber; if the bottom of the wheel is further out than the top, it is called negative (-) camber.
Camber angle alters the handling qualities of the suspension. Negative (-) camber improves grip during cornering maneuvers. The negative angle provides the outer tire which is taking the greatest proportion of the cornering loads, at a better angle to the road, increasing the contact patch of the tire and transmitting the forces perpendicular to the tire, rather than through a shear force across it. On the other hand, for maximum straight-line acceleration, obviously the greatest traction will be attained when the camber angle is zero (neutral) and the tread is flat on the road. Proper management of camber angle is a major factor in suspension design, and must incorporate not only great geometric models, but also real-life behavior analysis of the components such as flex, distortion, elasticity, etc. What was once an art has now become much more scientific with the use of computers, which can juggle all the variables mathematically instead of relying on the designer's intuitive feel and experience, and as a result the handling of even low-priced automobiles has improved significantly.
In older cars with double wishbone suspensions, camber angle was usually adjustable, but in newer models with McPherson strut suspensions it is normally fixed. While this may reduce maintenance requirements, if the car is lowered by use of shortened springs, this changes the caster angle (as described in McPherson strut) and can lead to increased tire wear and even impaired handling. For this reason, individuals who are serious about modifying their car for better handling will not only lower the body, but also modify the mounting point of the top of the struts to the body to allow some fore/aft movement for caster adjustment. Aftermarket plates with slots for strut mounts instead of just holes are available for most of the commonly modified models of cars.
Another reason for negative camber is that a rubber tire tends to roll on itself while cornering. If the tire had zero camber, the inside edge of the contact patch would begin to lift off of the ground, thereby reducing the contact patch. By applying negative camber, this effect is reduced, thereby maximizing the contact patch.
