Universal Camber Bolts with Fitting Position Front Axle

Nolathane universal camber bolts give workshops and home mechanics a simple, cost-effective way to add camber adjustment where the factory suspension has little or none. Chosen by bolt size rather than make and model, these camber adjustment bolts replace a standard suspension bolt and allow the wheel angle to be fine-tuned during a wheel alignment (tracking), correcting tyre wear and handling problems without replacing major components.

Each listing shows the bolt diameter, length and kit contents, so you can match the bolt to the original fastener before ordering.

How Camber Adjustment Bolts Work

Camber is the inward or outward tilt of the top of the tyre when viewed from the front. Many modern vehicles, particularly those with MacPherson strut front suspension, leave the factory with fixed camber that can only be measured, not adjusted. When ride height changes or components wear, camber can drift outside specification with no built-in way to correct it.

A camber adjustment bolt solves this by replacing one of the bolts that fixes a suspension component in place. The most common location is where the strut body bolts to the steering knuckle (hub carrier). The camber bolt has a slightly reduced shank diameter and an eccentric collar or cam washer. Because the shank is narrower than the original bolt hole, the knuckle can pivot slightly. Rotating the eccentric moves the knuckle in or out, tilting the wheel to increase or reduce camber. Once the angle is set, the bolt is torqued to clamp the joint firmly.

Eccentric camber bolts are also used at some control arm (wishbone) pivots, where the cam profile moves the arm?s pivot point to alter camber and, in some designs, caster (castor).

When Camber Correction Is Needed

Camber that falls outside the factory range affects how evenly the tyre contacts the road. Typical situations that call for camber adjustment bolts include:

• Lowered vehicles, where reduced ride height adds negative camber and causes inner-edge tyre wear.
• Lifted 4WDs and pick-ups with strut front suspension, where the extra height changes the suspension geometry.
• Vehicles that carry heavy loads or tow regularly, which can settle springs and shift camber over time.
• Uneven camber from side to side, causing the vehicle to pull towards one side.
• Performance or track-day setups, where a small amount of extra negative camber improves front-end grip in corners.

The first step is always a measured wheel alignment. The readings show how far camber is from specification and whether a camber bolt can bring it back into range.

Signs of Incorrect Camber

Camber problems usually show up first on the tyres. Look for wear concentrated on the inner or outer shoulder of the front tyres, a pull to one side on a flat, straight road, or a steering wheel that sits off-centre when driving straight. Excessive positive camber tends to wear the outer edge, while excessive negative camber wears the inner edge. Because camber also affects how the tyre?s contact patch sits under cornering load, incorrect settings can make handling feel vague or less stable.

Choosing Universal Camber Bolts

Because universal camber bolts are selected by size, accurate measurement of the original fastener is essential.

Bolt Diameter

The camber bolt must suit the hole in the strut and knuckle. Measure the original bolt shank, not the thread alone, and compare it with the diameter shown in each listing.

Bolt Length and Thread

The bolt must be long enough to pass through the strut, the knuckle and the eccentric washer while leaving full nut engagement. Thread pitch must match the supplied nut, so check the listing before fitting.

Mounting Position

Most strut-type applications use the camber bolt in the upper strut-to-knuckle position, although some vehicles allow it in the lower position or require bolts in both. Check the factory service information or ask our support team to confirm the right position for your application.

Fitting Camber Adjustment Bolts

Camber bolts are normally fitted during an alignment so the setting can be confirmed straight away. Support the vehicle securely, remove the wheel and mark the strut and knuckle with a scribe or paint pen so the original position is visible.

Replace one bolt at a time, never removing both strut-to-knuckle bolts together, as this can allow the knuckle to drop and strain brake lines, sensor wiring and the CV joint. Fit the camber bolt with the eccentric facing the correct direction, snug it up, and then set the camber on the alignment machine. Once camber is correct, torque the bolt and nut to the vehicle manufacturer?s specification and set toe last, as changing camber affects toe.

Re-check the alignment and the bolt torque after a short distance, especially after the first rough road or hard impact. This confirms the joint has seated correctly and the setting has not moved.

Limitations and Trade-Offs

Camber bolts are an effective solution, but they have limits. They provide a modest range of adjustment and cannot correct large geometry errors caused by bent struts, damaged knuckles, cracked mounts or collapsed bushes. If camber is far outside specification, inspect the suspension and chassis for damage before fitting a camber bolt.

Because the bolt shank is slightly smaller than the original, the joint relies on correct clamping force to hold the setting. Bolts that are under-torqued, reused after removal or exposed to severe impacts can slip, so follow the torque specification and replace the hardware if it shows any damage. Adjusting camber can also change toe, so a full wheel alignment is always required after fitting.

On vehicles where large or repeated corrections are needed, other solutions such as adjustable control arms or offset bushes may suit better than a camber bolt alone.

Compliance

Camber settings affect steering, braking and tyre wear, so any adjustment must keep the vehicle safe and within the standards that apply where it is registered. In the UK and Europe, steering and suspension are checked at the MOT or periodic roadworthiness inspection. Tell your insurer about any suspension modification.

Nolathane Suspension Expertise

Nolathane has been making polyurethane suspension bushings since 1974, originally developed to replace brass bushes in hillclimb competition. That background in suspension geometry, wear and durability carries through to the alignment products in the range. Accurate camber adjustment works best when the bushes that locate the strut, control arms and sway bar are in good condition, because worn bushes allow the geometry to shift under load. Nolathane polyurethane bushes are made in a range of durometers selected for each application, keeping suspension components located firmly so the alignment you set stays where it should.

Warranty and Support

Nolathane universal camber bolts are backed by our warranty. Our fitment guarantee means the bolt you receive matches the dimensions shown in the listing, and a 60-day returns window gives you time to confirm the fit. Our local support team can help with bolt sizing, mounting position and fitting advice, whether you are correcting tyre wear, restoring factory settings or setting up for performance.

Shop Universal Camber Bolts

Need more camber adjustment than the factory allows? Nolathane's universal parts range has camber bolts sized to suit.

Measure the original strut or control arm bolt, compare it with the dimensions shown in each listing and choose the camber bolt kit that suits your vehicle. Orders are dispatched with fast shipping, so you can complete the alignment, protect your tyres and restore straight, confident steering.