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In automotive suspension, a control arm, also known as an A-arm, is a hinged suspension link between the chassis and the suspension upright or hub that carries the wheel. In simple terms, it governs a wheel's vertical travel, allowing it to move up or down when driving over bumps, into potholes, or otherwise reacting to the irregularities of a ...
In a drive suspension, the knuckle has no spindle, but rather has a hub into which is affixed the bearings and shaft of the drive mechanism. The end of the drive mechanism would then have the necessary mounting studs for the wheel/tire and/or brake assembly. Therefore, the wheel assembly would rotate as the drive shaft (or half-shaft) dictates.
The upper wishbones though were, once again in the style of the Chapman strut, using the driveshafts themselves and a front radius rod. This is similar to the Jaguar independent rear suspension, which also uses the driveshafts as an upper control arm.
Camber angle could generally be adjusted by moving both inner pivots of either the upper or lower control arm inwards or outwards by an exactly equal amount. But compliance of the control arm inner pivots, typically due to the use of elastomeric bearings, would again cause the trunnions to be stressed.
Wishbone and multi-link allow the engineer more control over the geometry, to arrive at the best compromise, than swing axle, MacPherson strut, or swinging arm do; however, the cost and space requirements may be greater. Semi-trailing arm is in between, being a variable compromise between the geometries of swinging arm and swing axle.
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.