You may have to adjust the front subframe slightly closer to the right to reduce left side negative camber relative to the right side but the current difference will help steer it up the camber of UK roads.

The distance between the centres of the pivot balls in the lower and upper BJs is 360mm (as I have measured it on my 147, which involves some estimation of ball centre locations since the balls are hidden inside the joint).

A 360mm distance between BJs means that if either the upper or lower BJ is laterally repositioned by 1cm (relative to the other BJ), then the camber will change by 1° (not an absolutely exact correlation, but very close and easily near enough). So, for every 1mm change in the lateral position of one of the BJs (either the upper or the lower, but not both at once), there will be a corresponding 0.1° change in camber angle. This also works for caster angle, with a longitudinal change in BJ position.

In this case:

Left side camber is -2°03'. Expressed decimally this is -2.05° (we can call this -2°, it's so close).

Right side camber is -1°37'. Expressed decimally this is -1.62° (which I'd be happy to call -1.5°).

So 'cross camber' is 0.43° (the difference between left and right side cambers, which I'd be happy to call 0.5°).

So to equalise the front camber angles, on each side it needs to be changed by half of 0.43°, i.e. 0.215° (or at least a near enough approximation). To effect a 0.215° change in camber on both sides by means of moving the subframe, the frame would need to be moved sideways by 2.15mm (or thereabouts, we shouldn't get too anal about absolute precision here).

In this case the subframe needs to be moved about 2.15mm to the right, which will also move both lower BJs to the right by the same amount. This will decrease neg camber on the left side and equally increase it on the right.

It might or might not be possible to achieve this much subframe relocation, there is a good chance that there won't be enough clearance between the mounting bolts and the corresponding subframe bolt holes, or, the frame may already be positioned near to or at the maximum rightward position (...?).

There is more scope for camber equalisation to be had by 'slotting' the holes at the top of the 'strut' tower, as Alan has done with his racer. I've done a similar thing with my road car (only on one side just so that I can equalise the camber). I've done a similar thing on the other side, but with longitudinal hole slotting so that caster can be equalised.

The same 10 to 1 correlation applies as for subframe relocation, ie. for every 1mm of lateral upper BJ repositioning there will be a 0.1° change in camber, and so for every 10mm of BJ relocation there will be 1° of camber change (or at least very near to it).

Regards,

John.