How to solve accel/braking vs cornering camber big dilemma?

[g-force_addict]

For acceleration/braking you need almost zero static camber with zero camber change.
To compensate body roll during corner you need a lot camber gain.

Solid axle suspensions provide almost zero camber change when accelerating/braking but horrible bump steer.
Swing axle provides great camber changes when cornering but horrible (and very dangerous) camber changes when accel/braking.
Double wishbone provides moderate (but just not ideal) camber changes when either accelerating, braking or conrnering.

Do you know a suspension type -even if overly complicated- that maintains optimum camber when accel/braking or cornering?
Preferable a passive suspension systemotherwise it would be banned as failure prone.

[hardingfv32]

With a radial type construction what do we know about the tire's sidewall distortion under braking?

Are there some properties to a radial's design that mitigate the camber issue under braking?

Brian

[olefud]

Generally the braking/accel drawbacks are small compared to the cornering advantage of camber gain. There is some room to play with pitch relative to the Cg. A touch of antidive can help, but more than a little can bind the front suspension. I seem to have had a bit of success with anti-squat, which, as a sort of double negative, becomes squat upon braking, to keep the Cg down..

F-1 with aero-stiff suspensions and low Cg’s probably aren’t much concerned.