Suspension Geometry Explained: Camber, Caster, and Toe

Alignment Angles\n\n### Camber\n\nTilt of the wheel when viewed from the front.\n- Negative: Top of wheel tilts inward (more grip in corners)\n- Positive: Top of wheel tilts outward (rarely used)\n- Street: -0.5 to -1.5 degrees\n- Track: -2.0 to -4.0 degrees\n\n### Caster\n\nAngle of the steering axis when viewed from the side.\n- More caster: Better straight-line stability, heavier steering\n- Less caster: Lighter steering, less self-centering\n- Most cars run 5-8 degrees positive caster\n\n### Toe\n\nDirection wheels point relative to centerline.\n- Toe-in: Front of wheels point inward (stability)\n- Toe-out: Front of wheels point outward (turn-in response)\n- Too much toe causes tire wear and drag\n\n## Advanced Concepts\n\n### Roll Center\n\nThe point around which the body rolls. Lower roll center means more body roll but better grip.\n\n### Bump Steer\n\nUnwanted steering input when suspension compresses. Caused by improper tie rod geometry.\n\n### Anti-Squat/Anti-Dive\n\nGeometric features that resist weight transfer during acceleration/braking.\n\n## Tuning for Handling\n\n- Understeer: More front camber, less front toe-in, stiffer rear\n- Oversteer: Less rear camber, more rear toe-in, stiffer front\n- Always make one change at a time and test