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Generally, a Camber around 0.5-2 degrees is given on the vehicles. Depending upon wheel orientation, Camber can be of three types. 1. Positive Camber The Camber would be called positive when the top of the wheels lean outwards. Positive Camber is generally used in off-road vehicles as it improves steering response and decreases steering effort.
On a vehicle with zero camber this places load on the outboard shoulder of the tire, causing uneven wear over time. A small negative camber angle allows this load to be more evenly distributed across the tread. Positive camber will generally place more load on the outboard shoulder, causing it to wear more quickly than the inboard shoulder.
"Jacking" on suspension unloading (or rebound) causes positive camber changes on both sides, which (In extreme cases) can overturn the car. Change in camber due to cornering forces can cause loss of rear-wheel adhesion leading to oversteer—a dynamically unstable condition that can cause a vehicle to spin. This is an especially severe problem ...
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An airfoil is said to have a positive camber if its upper surface (or in the case of a driving turbine or propeller blade its forward surface) is the more convex. 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 ...
Zero scrub radius (top) positive scrub radius (center) negative scrub radius (bottom) In an automobile's suspension system, the scrub radius is the distance in front view between the king pin axis and the center of the contact patch of the wheel, where both would theoretically touch the road. It can be positive, negative or zero.
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.
Camber changes due to wheel travel, body roll and suspension system deflection or compliance. In general, a tire wears and brakes best at -1 to -2° of camber from vertical. Depending on the tire and the road surface, it may hold the road best at a slightly different angle. Small changes in camber, front and rear, can be used to tune handling.