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The 1960 Milliken MX1 Camber Car has a large negative camber. Camber angle is one of the angles made by the wheels of a vehicle; specifically, it is the angle between the vertical axis of a wheel and the vertical axis of the vehicle when viewed from the front or rear.
An illustration of a wheel with negative camber. Camber is a measurement from the centerline of the wheel/tire relative to the road's surface. Negative camber is when the top of the wheel/tire angles inward toward the center of the vehicle. When done sparingly, negative camber greatly improves the handling characteristics of a vehicle.
Camber is a complex property that can be more fully characterized by an airfoil's camber line, the curve Z(x) that is halfway between the upper and lower surfaces, and thickness function T(x), which describes the thickness of the airfoils at any given point. The upper and lower surfaces can be defined as follows:
2. Zero Camber The vehicle is said to have zero Camber when the wheels stand perfectly straight on the ground. 3. Negative Camber Negative Camber is encountered when the top of the wheels lean inwards. Providing Negative Camber improves the cornering performance. When the vehicle turns on a corner, it performs a circular motion.
A small degree of toe (toe-out for negative camber, toe-in for positive camber) will cancel this turning tendency, reducing wear and rolling resistance. On some competition vehicles such as go-karts , especially where power is extremely limited and is highly regulated by the rules of the sport, these effects can become very significant in terms ...
The upper arm is usually shorter to induce negative camber as the suspension jounces (rises), and often this arrangement is titled an "SLA" or "short, long arms" suspension. When the vehicle is in a turn, body roll results in positive camber gain on the lightly loaded inside wheel, while the heavily loaded outer wheel gains negative camber.
MacPherson strut equipped vehicles usually have a negative scrub radius. Even though scrub radius in itself is not directly adjustable, it will be changed if the upper steering axis point or spindle angle is changed when adjusting camber. This is the case on a MacPherson strut which has the camber adjustment at the steering knuckle.
Camber stiffness is a parameter used to describe the camber thrust generated by a tire, and it is influenced by inflation pressure and normal load. [3] The net camber thrust is usually in front of the center of the wheel and so generates a camber torque , twisting torque , or twisting moment . [ 3 ]