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Correct caster causes the tires and steering wheel to return to center after a turn and causes the tires to track straight on level roads. Uneven caster causes the car to drift or pull. More positive caster will give less camber change as the front wheels turn. More positive caster , to a point, improves straight line tracking.

Toe-In
The difference in distance between the front of the wheels and the rear of the wheels, measured in inches, millimeters, or degrees of angle. Toe-in is when both front wheels are angled slightly with the leading edges closer together. On most rear wheel drive cars, this compensates for the tendency of the wheels to angle out slightly under power, allowing the tires to track straight and wear evenly. Too much toe-in will scrub the outer edges of both tires causing wear while too little toe-in will wear the inside edges of both tires. If wandering on straight roads is a problem, a little more toe-in will help.

Springs
Springs support and control the motion of a car. Stiffer springs reduce roll and dive, but can reduce ride quality if too stiff. If too stiff, a car can bounce over road irregularities, losing traction as the wheels leave the road.

Anti-Roll Bars
Anti-roll bars (or sway bars) reduce roll and camber changes without creating a harsh ride when both wheels hit a bump, as stiffer springs might. When only one wheel hits the bump, steering kickback is increased with larger front anti-roll bars. The ends of an anti-roll bar are attached to the left and right suspension members and the center of the bar is attached to the chassis. While the car is traveling in a straight direction the sway bar does nothing. During cornering sway bars reduce roll by pushing against the chassis as roll begins. Increasing the diameter of the anti-roll bar reduces body roll, keeping the tires more vertical to maintain a better contact area for more traction. Replacing rubber anti-roll bar bushings with urethane bushings can improve the effectiveness of the stock anti-roll bar.

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