XPost: comp.mobile.android, misc.phone.mobile.iphone   
   From: xenolith@optusnet.com.au   
      
   On 1/5/2022 8:44 am, Thomas wrote:   
   > On Saturday, April 30, 2022 at 7:30:43 PM, Xeno wrote:   
   >   
   >>> ...but they won't cause it on the outside edge of the front inside tire...   
   >>>   
   >>> ...as that tire is only lightly loaded (load transfers to the outside   
   >>> tires when turning)...   
   >>   
   >> Nothing to do with load transfer. Effect occurs even at low speeds.   
   >   
   > Does weight transfer to the front tires on a steep downhill turn have a   
   > compounding wear effect over and above the increased camber based scrub   
   > radius on the inside tire outside edge on those tight turns?   
      
   Technically, it should *reduce* the effect but, given the typical speeds   
   where the tight turns are made, weight transfer will be minimal.   
   Besides, the effect of camber gain from the combination of KPI/SAI plus   
   Caster will far outweigh any camber gain from suspension bump or   
   rebound, especially in the case of vertical guide suspensions like   
   McPherson Struts.   
   >   
   >>> If it rolls to the outside as a car ACTUALLY DOES, then the tire will   
   >>> probably still have negative camber.   
   >>   
   >> Think about KPI/SAI and its effect on camber in turns. You are only   
   >> thinking of camber gain in bump and/or rebound.   
   >   
   > Since kingpin angle (like castor angle) contributes to wheel camber   
      
   The greatest effect comes from *King Pin Inclination*, or SAI as it is   
   known these days, but that effect is compounded by the *caster angle*.   
      
   > increases with increasing steering input at any speed or inclination, do   
   > you think a slight decrease in positive caster might lessen the inevitable   
   > camber scrub effect on the outside edge of the inside front tire on tight   
   > turns?   
      
   What you need to be aware of is that when you change the camber angle,   
   you have made no change to the *included angle*, that is designed in and   
   cannot be altered. So, if you reduce the camber, you will be   
   *increasing* the KPI/SAI which will, in turn, worsen the effect of   
   camber gain and, likely, negatively affect handling *stability*. It is   
   not wise to make changes to suspensions away from OEM specs unless you   
   know and understand the cumulative and compounding effects these changes   
   will have in other areas, the change to camber affecting KPI/SAI being   
   the perfect case in point.   
   >   
   > Would the drawback be decreased stability on the bumpy level straights?   
      
   It is quite possible but it would be hard to say given all manufacturers   
   use different suspensions each with compromises in different places.   
   Generally, any change from manufacturers specifications risks a   
   disruptive change in handling characteristics. My own take, I would say   
   yes.   
      
   --   
   Xeno   
      
      
   Nothing astonishes Noddy so much as common sense and plain dealing.   
          (with apologies to Ralph Waldo Emerson)   
      
   --- SoupGate-Win32 v1.05   
    * Origin: you cannot sedate... all the things you hate (1:229/2)