Im wondering if any one can clarify how to adjust rear camber on a bay kombi,as opposed to swing axel kombi. Everything I've got says adjust diagonal arm and check torsion bar angle,after losening spring cover.
How is this done? :jesus

Johnny I have a chart that tells you how to achieve the desired hieght.its basic.

What im after is the info on how to adjust the camber at any given height.( Well as much as possible),on the bay.

From the diagram I have It shows a pipe wrench used for setting rear toe in. Does this effect camber also?
Any info on how the rear camber is set up ?, Links etc. Thanks.

Kustomkool you are refering to swing axle. There rear geometry adjustment set up is primitive by comparision to the bay.
Ive nutted out(through diagrams),that bays spring plates have elongated holes. by loosening trailing arms to hubs and adjusting with w160 or similar pipe wrench toe in or out can be adjusted by moving the hub in relation to centre point. crank it back or away from torsion bar toe out. Closer results in toe in.
The camber adjustment had me stumped. What could turning the trailing arm fore or aft with big multi grip do?.

Well.. after conversing with other like minded beings,we worked out that those same elongated holes in the y plane, in unisun with the trailing arm bush allowed a small amount of rotational adjust of trailing arm to hub centre in the horizontal. resulting in an axiel shift of the rear wheel ie positive/neg camber degrees.
The mystery unraveled.. No more rooted tyres.

I don't get it-It would appear that any camber changes on an IRS back end,are a direct result of a ride height change-the lower the adjustment,the more negative camber(only marginally) To get a large camber change-you would need to rotate the swing arm pivot box on the torsion bar tube-rotate it lower for more negative or the reverse.Am I on the right track??????

Yeh, ntturbo The method which you are refering to Is the way wolfsberg west describes in their Type 1 Irs conversion for split buses. I remember an upward adjustment of that coupling piviot resulted in neg, down positive.( Hot vws nov 2000.)

What Happens in the Bay set up so far as I can tell is that the adjustment for camber relies on what angle the diagonal arm is fastented to the spring plate at. this is dependent that spring plate height is stock. If you raised or lowered the plates via spline adjustment Im sure diagonal arm adjustment would be an understatment in the camber equation. However The arm on the irs would surely reign in any radical camber camber change.
The bush flex in the( parallel to torsion housing in the y plane) pivot pointand the twist in the spring plate Would govern this.
Thinking about it a bit more.. I suppose if the piviot boxes on the type 1 are set at an angle then an upward rotation at torsion bar may have the effect of 'flaring out' the diagonal arm below hub centre point and therefore producing a neg camber result. Im not familiar with 1 irs but I know that the fabed trailing arms bolt on and maybe the factory adjustment is at that end if any. I know there welded on . Type 3 are definately at angle. Forming an arc unlike the kombi which is parallel as mentioned. Can anyone confirm this?

Dead on the money John. Had a read the other night after our discusion (some factory manual, no pics though) and appears the camber can be adjusted as we discussed. Type 1 and 3 diagonal arm pivot point are at the same angle i believe, this will cause the arc described by the diagonal arm to effect camber on suspension compression, with an adjustable pivot point you could achievecorrect camber settings on lowering. However i suspect the camber may still be adjusted slightly in the same manner of twisting the diagonal arm. When an IRS type 1 or 3 is lowered some negative camber can be seen. A kombi (irs) on the other hand will lower with little to no camber change.

Kustomkool the swingers are a different beast altogether. Camber adjustment is completely dependent on springplate angle. Swingaxles do not have nor require a diagonal arm.

Indian makes up eccentric bushes for the diagonal connection to the inner mounting point. By rotating the bush, you can change the height of the hole in the mounting point and alter the camber. I believe this is best way of doing it. You could elongate holes I spose but you have to ask yourself, is this a safe practice and when have you removed too much metal?

Kustomkool, the whole reason that VW went to IRS is that swingaxles constantly changes camber randomly as it goes up and down. IRS can be set to keep the camber static or progressive as it moves rather than random as swingaxle is. However, you can change the overall pivot point by raising and/or lowering the gearbox. By raising it, the car sits lower but the wheels have less negative camber than they would if the gearbox was in it's standard position. This is the procedure for lowering as done by drag racers.

Pete, John is not talking about elongating the holes in the bushing mount, rather the elongated holes already stamped into the springplate (for toe in/out adjustment) are used for the adjustment. This is a factory adjustment for minor amounts of camber change. Indian mounts do allow for a much larger amount of camber adjustment in IRS.

Camber does not change randomly on a swinger. It is dictated by the angle of the axle.

Yes I understand the issue of elongating the holes. But changing the camber means elongating them vertically, not horizontally like they are from the factory. The eccentric bush is much safer idea, and allows for more effective changes in tuning. This is what the racing fraternity do for such situations. Besides, Indian already make them expressly for this purpose.

And, yes, swingaxle camber is dictated by the angle of the axle, however, for the purposes of tuning it effectively, and the way the weight of the engine/transmission effects suspension travel, you may as well say it is random. But if you don't like the word random lets just say that it goes through extreme changes in camber angle in the midst of it's normal operation. The only way really to effectively tune swingaxle camber is by severely limiting the suspension travel. This is fine for smooth roads, but it makes the chassis very toey in the wet, but I spose that can be fun if you know the car well....

mmm, lots of happy :duh

What happened to the smart arse comments??????

someone got moderating it seems.