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1. #Excessive negative camber driver
2. #Excessive negative camber Patch
3. #Excessive negative camber full
4. #Excessive negative camber plus

This is rarely ever seen on a road car since it will reduce road handling capability. Positive camber is when the top of the tire extends outward, and the base of the tire tucks inwards. Both of these things will contribute to a lot more fun-per-tire (reduced tire wear), but at the cost of needing more power than running say 5° of camber and nuking the inner edge. By using the entire tread face you will evenly distribute pressure along the tire and heat it more uniformly. The rear should have near zero camber to provide strong forward grip and more importantly, to last quite a bit longer. It's important that the static setup compliments this and any other bump geometry.

#Excessive negative camber full

Modified steering geometries (spindles, tie rods, etc.) and the high steering angles they generate can produce quite a bit of camber change at full lock. The front camber will mimic a road race setup at around 3 - 4° to maximize lateral grip ("side bite"). Camber Settings for Drift Carsĭrifting requires a rather unique setup since it pairs the need for good tire life and performance. Banked corners at NASCAR oval tracks require asymmetrical camber setups with positive camber on the LF tire and considerable negative camber on the RF (outer) tire. Loose gravel and wet pavement both limit the amount of overall tire grip available, which necessitates less static camber. Road conditions can also demand more or less camber. Excessive heating on the inner or outer third of the tire can be indicative of improper camber angle, although not conclusively. Well-funded teams will have additional data from load cells, shock travel, acceleration sensors, images, and onboard telemetry using thermal cameras.Īt proper camber settings the tire will exhibit stable and symmetrical temperatures across the tire surface during cornering.

#Excessive negative camber driver

Race teams will know how much camber to dial into their car from thermal tire data (tire tread temps), tire wear patterns, previous track experience, and driver feedback. Your vehicle may prefer more or less camber. These settings are meant to be a good starting place for a street car with street radials. This is meant to be a good starting point for a street car setup, but will require adjustment to fit your needs and vehicle specifics. Put simply, the amount of suspension travel and how much camber is gained as the suspension travels will dictate how much static camber you need to run.Īs a rough guide, here's a list of camber settings for various suspension layouts and vehicles. The ideal amount of camber for handling performance comes from a couple of variables: Here's a couple more examples: How Much Static Camber Should I Run? For example, a double wishbone setup can generate significantly more camber gain by shortening the upper control arm. Camber Gainĭifferent suspension designs will result in varied camber gain curves, and even two similar designs can result in widely varied camber gain. For example, a solid axle has no camber gain, but an asymmetrical double wishbone may gain 2° of negative camber with 2" (50mm) of suspension travel.

#Excessive negative camber plus

Dynamic camber is the static camber plus or minus the "camber gain." Camber gain is rarely linear and is a result of suspension design and geometry.

Static camber is the amount of camber angle the vehicle has at a rest, and is what gets measured when you get an alignment.ĭynamic camber is the momentary amount of camber angle generated as the vehicle accelerates, brakes, and goes around corners. For most cars this is around 2 - 3° of negative camber. It's important to have a healthy balance to ensure good overall performance. Downsides of Negative CamberĪdding negative camber will reduce the peak tire grip during straight-line acceleration and braking.

Without adequate negative camber the tire would load the outer portion of the tire and produce less grip.

#Excessive negative camber Patch

Negative camber improves handling by keeping the tire perpendicular to the road as the car rolls ensuring that the tire's contact patch is evenly loaded. On most vehicles it's common to have slightly more negative camber (0.8 - 1.3°) in the rear to reduce the chances of oversteer (loss of grip in rear). For a normal car you typically want to maintain a slight amount of negative camber (0.5 - 1°) to have a good balance of cornering grip, braking grip, and tire wear. Negative camber is when the top of the tire tucks inwards. It is expressed in degrees and greatly affects the handling dynamics of the car. What is Camber Angle?Ĭamber is a measurement of the centerline of your wheel/tire relative to the road surface. You'll even save money by reducing tire wear with a simple correction to the camber and toe. Home > Articles > Suspension > Learn Camber, Caster, and ToeĪ good alignment will make your car handle, brake, and accelerate better for very little investment.