![]() ![]() 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. 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. 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. 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. ![]()
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