Base91

iTrader: (1)

The usual traction mantra is "all the negative camber you can get" but the most may not be the best. How does tire width affect the optimum camber setting? It would seem like a really wide tire would not need as much negative camber as a narrow tire all else being equal. Yes/no??

SlickTrackGod

Its gennerally "all of the caster you can get"

Camber will vary based on the cars ability to grip, as well as the quality of tires, not the width. Some rae tires will call for -3 to -4* camber becasue the sidewall will roll over if set less- but wha tif you put that tire on a lighter weight car? There is no guidelne better than simple actuall track testing.

Get a can of white shoepolish and mark the tire edges prior to running the car. When you come back in, see how far over the inside and outside edges of the tire the wear pattern is- and if its equal distance. This will tell uyou if a tire is too much PSI (high crub marks up on the tread still, or low PSI over the edge of 1/4" of tread from the sidewall (1/4" on inside and outside is generally optimum)

You may be 1/4" over onto the outside sidewall, and 1" from the inside sidewall. That would be too much tire psi and not enough negative camber,,,etc etc

Base91

iTrader: (1)

Interesting. I don't hear people talk about caster much, they usually spend time/money on parts to get more -ve camber. So, for auto-x specifically, we should max the strut adjustment to the rear and then work on the camber? What about a road course?

SlickTrackGod

What people don't think about is dynamic camber. AutoX is about hard braking weight over the nose tight cornering. What happens to a wheel at 0 camber & 5 caster when you turn that wheel 45*?

...it develops a dynamic camber reading of -2.5*.

Now also take into account for body pitch and roll and that dynamic camber can back down to about -1.5....all that from static 0 camber.

SlickTrackGod

Road course on general usually involves Nigeria speeds. You want the caster lead for straight lone stability. As for settings on short course, long, autox, whatever- you need to test your individual choice of parts, tires, setup specs, weights, track temp, track design demand, etc.........you have to test and collect data.

I can give an educated guess as to a starting point but that still needs to be dialed in at the track. Also, what is perfect specs for Laguna Secs is not good for Willow Springs. What is good for the LT wheel camber wise is too much for the RF camber on Willow. Side to side camber will vary in needs for a car on a race circuit.