How Bad Camber and Good Toe Affect Tire Wear on Your Tesla: What You Need to Know!

[@dyhppyx]

This is the real reason for all the rumors that EVs are heavy and burn through tires. Wish the world would shut up already and watch this. Thanks

[@chriauc2976]

how truck rigs RV tire survive in your reality?

[@veerod383]

@@chriauc2976 The differences between passenger car and commercial truck geometry are based on their design goals: Passenger Cars: • Small negative camber improves handling and cornering. • Use independent suspension systems, so camber adjusts dynamically. • Excessive negative camber (e.g., from lowering) can cause inner edge wear. Commercial Trucks: • Neutral or slight positive camber is common to handle heavy loads. • Use solid axles that are less dynamic, focusing on durability. • Overloading or axle misalignment can lead to camber wear, often on one edge.

[@davejohnson6144]

Good job 👍 Im sure it will be more efficient and tires wont wear but the Arachnids looked nicer

[@chuckhursch5374]

I’m trying to figure out how to deal with my wife’s 2023 X’s 22” staggered (285/265) setup. About 8000 mi on the odo. High wear on the rear tires, tires on front have very little wear. She will probably do two or three sets of tires on the rear for every one in the front. I’m trying to decide when the fronts finally wear down, would it be a good time to invest in another set of wheels, say 20 or 21” square? I have not determined yet whether the current 22s are square wheels and only the tires are staggered (gotta find the width # somewhere on the wheel). But 20 or 21” wheels would give better range and ride, and less chance of a blowout on a pothole or against a curb.

[@okupchurchiii7850]

hey guy. love you videos.....I live in southern. california ....I have a new 2024 model y and I look at my rear tires and can see the tire is not perpendicular.....from the rear, the bottom of the tire is sticking out and cant see top of the tire.....do you know of any shop in the SoCal area that I can go to to have new camber rods instsalled?......also, what would you recommend as far as equipment.......thanks a lot fore any help

[@jamesj9325]

Zev Our MY front camber is -1 to -1.5 with toe at -0,03. Can front camber be adjusted to -0.5 specifications with shims or adjusting the 3 top shock bolts per Tesla MY Service Manual? Got rear camber right on specs with adjustable camber arms from Kirk at Unplugged Performance in Hawthorne. James

[@zevcentric]

It is unlikely that you can adjust the camper, but that is probably not the issue for inside tire wear. You should have positive toe values, not negative toe values, which will help your current Canberra values. Don’t seem that bad.

[@aec258]

Why uneven wear though if the values are similar? Is it because driver side scrubs more on left hand drive roads and owner didn’t rotate the tires?

[@zevcentric]

Original Tires are staggered and cant rotate. Also not sure what happens when vehicle is in movement. The rear will compress even more in motion. The video is just to show the broad picture not to analyze why the problem is bigger on one side than the other. The objective is to just resolve the issue as a whole.

[@aec258]

@@zevcentric I was referring to side to side rotation. Without rotation same thing can happen at a later date even with better alignment.

[@zevcentric]

@@aec258 got it. It's hard to know if the tires were ever rotated left to right since it was purchased used. It's possible that on a crowned/graded road that the tires mate to the road differently or that there are more turns in one direction than the other. You are correct though that rotating left to right should help to even that out if in fact that was the cause. I know it won't be an issue at all once the camber is corrected because we have seen the after results on so many customer cars. Michelins are notorious for shoulder separation as well with these poor camber values.

[@zoltank8044]

with high toe-out and/or neg camber >1' tire pressure becomes much more critical. Even 5psi over extended miles will exacerbate this inner wear. Lazy people will allow 10psi drop from 42 recommended, which will allow tire to roll under far more. Maintain your pressure.

[@harveypaxton1232]

Are you going to do a similar video on the M3? Why did you do the alignment before you installed the new wheel and tire setup?

[@zevcentric]

We didnt. We just showed the before values with the vehicle untouched and then remove the old wheels, installed the new wheels, and then did the alignment. If you look at the video again, you will see underneath the targets on the final alignment. Are the new wheels.

[@zevcentric]

@@harveypaxton1232 we have another video we did a month or so ago on the Model Y, which is essentially the same thing as a Model 3. Since they do not have air suspension though we cannot show the dynamic change in real time with varying right height.

[@harveypaxton1232]

@@zevcentric sorry I missed it. I have a retired certified Tesla tech work on my M3. He says that Teslas tolerances on their alignment specs is too large. He recommends at the first tire rotation to have the alignment checked. He also recommends tire rotations at 5k as do you. Thanks for the great videos.

[@veerod383]

@@zevcentric If you’re interested in visually demonstrating the dynamic changes in suspension geometry, you could perform a simple yet effective demonstration by jacking the car up from the body. This would allow the suspension to fully droop, showcasing how camber, toe, and other alignment angles shift when the suspension geometry is altered. It’s a great way to explain why any changes to suspension components or ride height-whether intentional modifications or due to wear-necessitate checking and adjusting alignment. Another interesting method is to simulate suspension compression or squat using a cargo binder strap, such as a ratchet strap. You can attach it to a solid point on the crossmember and compress the suspension to illustrate how loading forces affect alignment. This is particularly relevant for showing how ride height changes, such as heavy cargo or modified suspension setups, can alter the car’s alignment angles dynamically. Hunter Engineering used to offer a rig specifically designed for this purpose, which hooked into the jack rails to compress the suspension systematically. If you have access to similar tools or can replicate this setup, it could be a compelling way to educate viewers on the importance of maintaining proper alignment in real-world scenarios.

[@aaronbounds1336]

Can a camber shim be used instead of replacing the entire camber arm on a M Y?

[@zevcentric]

The Model S/X have a different camber arm design than the 3/Y so a shim kit is not possible on the 3/Y. You do need an Adjustable Camber Arm

[@al3xcruz]

I have a model Y performance mine is stock and my tires split like this almost every 30k miles. What would you suggest?? Should drop down to a 19 inch wheel and install shims? I just new tires, so was going to just do an alignment and then get new wheel next year. Thoughts??

[@zevcentric]

Send us an email with your location. [e-mail]. Shims wont work on a Y you need a different part.

[@downshift00]

This is odd. Ive never seen this on the model 3 with -2 to -2.5 rear camber and 0 toe in front or rear. Ive never seen this on any of my cars with this much neg camber in the front or rear. Have you seen this on multiple cars?

[@zevcentric]

Yes thousands of teslas.