Effects Of Camber Angle - Cub Cadet 6X4 Shop Handbook

Chapter 4 - Front Suspension and steering
4. Position the framer's square vertical against a
plain area on the sidewall of the tire. It should
touch the lower part of the sidewall, but there
should be a gap between the framer's square
and the upper part of the sidewall.
5. Measure the distance between the framer's
square and the nearest spot on the upper side-
wall using the adjustable square.
6. Camber should be 1.25 + .25 deg. negative:
See Figure 4.14.
• 3/8" (95mm) distance between the framer's
square and the upper sidewall indicates 1.5
degrees of negative camber.
• Each 1/16" (1.6mm) is equivalent to .25 degrees
at a height of 21.5" (54.6cm).
• With the vehicle empty and the tires properly
inflated, tire bulge is negligible.
Figure 4.14
Rotate the bottom
spring perch to
position it on different
steps. This sets spring
tension, ride height, and
camber
•
•
3/8" gap
•
Touching
•
sidewall
•

Effects of camber angle:

•
•
•
130
Adjust the front spring tension to adjust the cam-
ber angle using the factory tool
Part# 759-04125 or a strap wrench.
See Figure 4.15.
Figure 4.15
The front spring tension can be adjusted using a
purpose-made spanner.
The front spring tension may be increased to suit
heavier operator(s) or rugged terrain.
When the camber is correct, ride height, mea-
sured at the front bottom corner of the frame
should be 10" + 1/2" (25.4 + 1.25cm).
Minor adjustments can be made to the front
spring rate and resultant ride height using a pur-
pose-built spanner to rotate the stepped lower
spring perch.
If the ride height has fallen beyond the range of
adjustment on one side or both sides, replace
the spring and damper units as a pair.
More negative camber will increase the grip that
the front wheels have when turning the vehicle.
Less negative camber will decrease the amount
of grip the front wheels have, but will also
decrease the effective scrub radius slightly,
reducing the amount of force necessary to turn
the steering wheel.
Because the engineers have done an excep-
tional job of minimizing "bump steer" in the front
suspension geometry, changes in camber have
minimal effect on toe angle. There is no facility
for camber adjustment at the control arm mount-
ing points nor at the ball joints.