raymondu999 wrote:Actually Scarbs detailed Ferrari's silverstone rear end package as having a suspension package that shortened the upper wishbone; which meant that as the car was moving and downforce loaded the car down, the amount of negative camber would increase.
hi guys.. I'm just wondering if this method is safe? I think I want to make it on my own car. Is this applicable to all cars? l'm driving chryslers.. compatible with chrysler parts? I got interested in this since I've read bout this.
Is camber that much of a concern? Analog dynamic camber gain is common with short/long A-arm suspension. This can be set with A-arm length and position, and tuned with ball joint stud length. If bump steer is correct, camber is an independent variable.
In general camber is of concern in a sraight line (not too much), during braking (camber gain tends to decrease tire contact patch but can be helped with a touch of antidive) and during max cornering (enough camber gain to keep the tire temps flat and maybe a bit of camber thrust).
Just my opinion, but I don't see much to gain during transient conditions.
