May 17, 2011 · AFIK 'Camber gain' is a situation where the action of turning the wheel creates additional camber change due to the wheel pivot around the steering axis (castor angle mainly affect this). To answer your question, surely it is simply the case of keep adding negative camber until you stop going faster.

Sep 11, 2014 · With dive under braking, camber gain kicks in and compromises the tire contact patch. Also, camber gain is generally obtained by l/s arm suspension, but even equal length arms differently angled can provide camber gain. IMO camber thrust does tend to turn the tire but does not add to cornering thrust –only the contact patch generates ...

Oct 11, 2011 · A long/short arm suspension provides “camber gain” (misnomer) with roll/rebound as the A-arms travel differing arcs and tilt the spindle. This can be enhanced by nonparallel A-arms. However, the A-arms also determine steering axis and scrub radius as well as roll center which in turn moves as the A-arms move.

Aug 9, 2009 · 3. Increase dynamic camber: Caster was added to front with UCAs from an older Civic, rear camber gain increased by moving three suspension points on each side of the rear. The first two points here are difficult in the current situation, with the Golf having a heavy cage and some unnecessary OEM material remaining throughout.

May 17, 2011 · 3. Camber gain with steer is dependent on how much steer angle input you have. The hairpin at Monaco has a bunch. High speed corners - or really as a function of low yaw rates - result in fairly small wheel steer. So you'd be stuck making some big compromises with way more total camber gain with steer in low speed corners than high.

Oct 1, 2009 · Other reasons that castor works well... increases camber gain to the outside tire whilst turning the wheels (good for radials,not good for bias ply). This also has another effect, as it lightens the load on the inside front wheel (witness a stationary go kart with lots of castor, turning the front wheels fully to the left will raise the left ...

Aug 20, 2014 · If you do the camber adjustment by adjusting the inboard or outboard joints on the control arm you change not only the camber and kpi but also the camber gain, scrub radius, motion ratio and roll centre height as well the rate at which all …

Feb 13, 2009 · WilO wrote:The other effects you mention (camber gain) are things I am aware of. One clarification I'd ask for: Assuming a vehicle of finite track with a CG above the ground plane, I'm assuming that the wheel loads would vary whether the sprung mass actually rolled or not.

Oct 11, 2003 · - 5 degrees of negative camber is normally a lot of camber. But based on the wear patterns those front tire treads show, it doesn't appear to be a problem. - the parallel geometry of those upper and lower front A-arms would result in very little camber gain under bump, which would normally affect braking stability.

Jan 6, 2011 · Here are our CFD links and discussions about aerodynamics, suspension, driver safety and tyres. Please stick to F1 on this forum.