Originally Posted by keavze
woah! i gotta bring this up from 3rd page...
anyway, just wana check something about the cambers:
are there any limits to the amount of camber for the front and rear? (any min or max?)
what's the ultimate objective for camber adjustments? do we want to have the least amount of camber for the correct tire wear? or as long as the tire wear is correct (shape); we can have any amount of camber?
example: to have the correct tire wear, my front camber is 2.5deg and rear is 4deg, is it too much?
what can i adjust to have lesser camber but with correct tire wear?
What do you mean by correct tire wear???????
A wheel with a negative camber angle
Camber angle is the angle between the vertical axis of the wheel and the vertical axis of the vehicle when viewed from the front or rear. If the top of the wheel is further out than the bottom (that is, away from the axle), it is called positive camber; if the bottom of the wheel is further out than the top, it is called negative camber.
Camber angle alters the handling characteristics of a car. As a general rule, increasing negative camber improves grip on that wheel when cornering (within limits). This is because it gives the tire that is taking the greatest proportion of the cornering forces, a more optimal angle to the road, increasing its contact patch and transmitting the forces through the vertical plane of the tire, rather than through a shear force across it. Another reason to have negative camber is that a rubber tire tends to roll on itself while cornering. If the tire had zero camber, the inside edge of the contact patch would begin to lift off of the ground, thereby reducing the contact patch. By applying negative camber, this effect is reduced, thereby maximizing the contact patch.
On the other hand, for maximum straight-line acceleration, obviously the greatest traction will be attained when the camber angle is zero and the tread is flat on the road. Proper management of camber angle is a major factor in suspension design, and must incorporate not only idealized geometric models, but also real-life behavior of the components: flex, distortion, elasticity, etc.
Most RC race cars have some form of double wishbone suspension which allow you to adjust camber angle (as well as camber intake).
Camber intake is the measure of how much the camber angle changes as the suspension is compressed. This is determined by the length and angle between the top and bottom suspension arms (or turnbuckles). If the top and bottom suspension arms are parallel, camber will not change as the suspension is compressed. If the angle between the arms is considerable, the camber will increase as the suspension is compressed.
A certain amount of camber intake is desirable to maintain the face of the wheel parallel to the ground as the car rolls into a corner.
Note: the suspension arms should be either parallel or closer to each other on the inside (car side) than on the wheel side. Having suspension arms that are closer to each other at the wheel side than at the car, will result in camber angles that vary radically (and a car that behaves erratically).
Camber intake will define how the roll-center of your race car behaves. The roll center of your car will in turn determine how weight will be transferred when cornering and this will have an important effect on handling