11/24/2023 0 Comments Extreme negative camberRunning toe-out on the front end and toe-in on the rear delivers the best of both worlds, with front-end responsiveness and rear-end stability. To that end, many racers set up their RWD cars with a small amount of toe-in on the rear wheels if the suspension arms allow for changes. Toe-in delivers an opposite effect, improving straight-line stability at the sacrifice of turn-in responsiveness. When turning the wheel of a vehicle with toe-out, the inside wheel is angled more aggressively than the outside wheel, providing an advantage in turning response since the inside and outside wheels travel around a different length radius through a corner. This type of setup, if not overdone, assists in the vehicle’s turn-in capabilities. Most drivers prefer a small amount of toe-out on the front wheels for their track setup. However, with the exception of drag racing, the car will have to turn sooner or later. Four wheels pointed perfectly straight prevent the car from wandering and causing excessive tire wear. When driving at high speeds, you’re looking for as little resistance as possible. Adjusting the amount of toe affects the vehicle’s responsiveness for turning as well as its straight-line stability at speed. Positive toe, or toe-in, occurs when the front of the wheels point toward each other. The basic question to ask here is “are the wheels pointed straight?” If the front of the wheels point away from each other, this is negative toe, also known as toe-out. The simplest and possibly most commonly adjusted setting is the vehicle’s toe. This difference in steering angle (4) allows the wheels to influence the steering more naturally, as the inside wheel must travel around a tighter turning radius than the outside wheel.Īlthough most racecars and streetcars both utilize varied amounts of Ackerman steering, racecars generally employ toe-out while streetcars are opposite with toe-in. As the vehicle travels around a corner (1), the inside wheel (2) angles in more aggressively than the outside wheel (3). Nearly every car on the road today features the Ackerman steering principle. Toe-out assists in turn-in response, while Ackerman steering produces additional toe-out when negotiating turns. There are three primary components that influence these areas: toe, camber and caster. An effective alignment takes into consideration the contact patch of rubber to the road and how the forces of the vehicle travel through the suspension and tires. Some might assume that positioning the wheels straight up and down and pointing them in the right direction does the job well enough, but this is rarely the case. Text by Cameron Parsons // Photos by Cameron Parsons // Illustrations by Paul LaguetteĪlignment comes down to setting up how your tires adhere to the road surface. Achieving a proper alignment for the track may not look as extreme as some of the vehicles that show up to the local late night car meets, but you’ll be well on the path to maximizing grip and improving your car’s handling. This kind of setup burns through tires, stresses suspension components and, worst of all, erases whatever remnants of handling performance your car once had. Extreme camber and an ultra-low ride height may sound like a good idea to some, but there’s a harsh reality that too often goes unknown. If you’re running “hellaflush” levels of negative camber on your streetcar and deem it fast, you should be ashamed of yourself.
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