Jump to content
SAU Community

Recommended Posts

hey guys just a quick question, i have looked at a few post about adjusting the rear camber but havn't found a simple answer.

i have just lowered my r32 and have been told its good to get wheel alignment everytime you lower your car as it can camber out a lot.

my question is, can i get away with JUST installing an adjustable upper rear camber arm, or just a lower rear camber arm, or will i need to use both?

thanks.

Link to comment
https://www.sau.com.au/forums/topic/247682-rear-camber-agjustments/
Share on other sites

oh ok cool, but will i need both upper and lower camber adjustment arms? or either one?

You are getting the terms mixed up.

Have a look at the attachment. It shows an exploded diagram of the rear suspension.

You will see there is a lower arm and two upper links - a front & a rear.

Ignore the lower link it does not get altered as part of a camber adjustment.

To adjust things more than standard you need a camber adjustment kit (or two) that adjusts both the front & rear upper links. One kit does the inside bushes. A second kit does the outside ones but is only needed if you want yet more adjustment. From memory (not reliable) it is about 0.75 degrees per kit.

If you just get a replacement upper rear link (the link, not the bushes) you can fix the camber issue but add in a whole heap of bump steer. Which is what BNR32 is saying.

rear.PDF

Edited by djr81

you may not need either. there is factory rear camber adjustment. just not much of it. try that first. if you still need more adjustment buy upper control arms and traction rods. that will enable you to adjust camber. no you don't need to also get the lower control arms.

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now


  • Similar Content

  • Latest Posts

    • How complicated is PID boost control? To me it really doesn't seem that difficult. I'm not disputing the core assertion (specialization can be better than general purpose solutions), I'm just saying we're 30+ years removed from the days when transistor budgets were in the thousands and we had to hem and haw about whether there's enough ECC DRAM or enough clock cycles or the interrupt handler can respond fast enough to handle another task. I really struggle to see how a Greddy Profec or an HKS EVC7 or whatever else is somehow a far superior solution to what you get in a Haltech Nexus/Elite ECU. I don't see OEMs spending time on dedicated boost control modules in any car I've ever touched. Is there value to separating out a motor controller or engine controller vs an infotainment module? Of course, those are two completely different tasks with highly divergent requirements. The reason why I cite data sheets, service manuals, etc is because as you have clearly suggested I don't know what I'm doing, can't learn how to do anything correctly, and have never actually done anything myself. So when I do offer advice to people I like to use sources that are not just based off of taking my word for it and can be independently verified by others so it's not just my misinterpretation of a primary source.
    • That's awesome, well done! Love all these older Datsun / Nissans so rare now
    • As I said, there's trade offs to jamming EVERYTHING in. Timing, resources etc, being the huge ones. Calling out the factory ECU has nothing to do with it, as it doesn't do any form of fancy boost control. It's all open loop boost control. You mention the Haltech Nexus, that's effectively two separate devices jammed into one box. What you quote about it, is proof for that. So now you've lost flexibility as a product too...   A product designed to do one thing really well, will always beat other products doing multiple things. Also, I wouldn't knock COTS stuff, you'd be surprised how many things are using it, that you're probably totally in love with As for the SpaceX comment that we're working directly with them, it's about the type of stuff we're doing. We're doing design work, and breaking world firsts. If you can't understand that I have real world hands on experience, including in very modern tech, and actually understand this stuff, then to avoid useless debates where you just won't accept fact and experience, from here on, it seems you'd be be happy I (and possibly anyone with knowledge really) not reply to your questions, or input, no matter how much help you could be given to help you, or let you learn. It seems you're happy reading your data sheets, factory service manuals, and only want people to reinforce your thoughts and points of view. 
    • I don't really understand because clearly it's possible. The factory ECU is running on like a 4 MHz 16-bit processor. Modern GDI ECUs have like 200 MHz superscalar cores with floating point units too. The Haltech Nexus has two 240 MHz CPU cores. The Elite 2500 is a single 80 MHz core. Surely 20x the compute means adding some PID boost control logic isn't that complicated. I'm not saying clock speed is everything, but the requirements to add boost control to a port injection 6 cylinder ECU are really not that difficult. More I/O, more interrupt handlers, more working memory, etc isn't that crazy to figure out. SpaceX if anything shows just how far you can get arguably doing things the "wrong" way, ie x86 COTS running C++ on Linux. That is about as far away from the "correct" architecture as it gets for a real time system, but it works anyways. 
    • Holy hell! That is absolutely stunning! Great work!!!
×
×
  • Create New...