Camber angle
Proper management of camber angle is a major factor in suspension design, and must incorporate not only idealized geometric models, but also real-life behavior of the components; flex, distortion, elasticity, etc.
What was once an art has become much more scientific with the use of computers, which can optimize all of the variables mathematically instead of relying on the designer's intuition and experience.
Excessive camber angle can lead to increased tire wear and impaired handling.
Significant suspension modifications may correspondingly require that the upper control arm or strut mounting points be altered to allow for some inward or outward movement, relative to the longitudinal centerline of the vehicle, for camber adjustment.
In such vehicles, the positive camber angle helps achieve a lower steering effort.
Also, some single-engined general-aviation aircraft that are primarily meant to operate from unimproved surfaces, such as bush planes and cropdusters, have their taildragger gear's main wheels equipped with positive-cambered main wheels to better handle the deflection of the landing gear, as the aircraft settles on rough, unpaved airstrips.
Depending on suspension design, a minor negative camber setting may slightly improve tire wear, as during turns the vehicle's center of gravity shifts toward the outside of the outer wheel.
On a vehicle with zero camber this places load on the outboard shoulder of the tire, causing uneven wear over time.
This is among the many reasons vehicles are not typically aligned with extreme positive or negative camber settings from the factory.
With the growing of stance-car culture, it also attracted criticism, since extreme amounts of negative camber and minimal ground clearance can make these cars impractical.
