b'TECH TIP PAGETech Tip 54: It is not possible to have one ideal static camber & caster setup for every car.Nor it is possible to have one ideal camber curve & caster gain setup that fits all cars. Asidefrom different tires having different needs, how far the front end dives under braking affectsthe camber angle we need a ton!And, how far a car/chassis rolls plays a huge factor as well.Tire sidewall height, stiffness & design play the key role in finding out the optimum totaldynamic camber we need, for the tire to achieve the optimum contact patch. Older NASCARtires were 29 OD on 15 rimsthats 7 of sidewall. These had a LOT of sidewall distortion. We have a video of a Craftsman Truck at Texas Speedway where the sidewall isrolled under so farit is almost touching the tie rod end!For those tires, we needed a lot ofdynamic camberas much or 7-8 on the outside front tire. For road race cars running a 315/30-18 race slick, the OD is 25.5 & the rim is 18, so the sidewalls as much shorter (3-3/4) & stiffer. Those tires love somewhere around 5 dynamiccamber. The sidewall doesnt roll over as much, so we need less dynamic camber. What is dynamic camber?It is the actual camber of the wheel dynamically with the car in full dive, roll & steering. Static camber is the starting point. We have camber gain on bothwheels from suspension travel in dive. Caster & caster gain increase camber on the outside tire and reduce it from the inside tireas the car is steered. We must account for spindle balljoint inclinationknown as kingpin angle inclination (KPI) or steering angle inclination (SAI). KPI/SAI act the opposite as camber, reducing camber onthe outside tireand increasing it from the inside tireas the car is steered. Lastly, the carbody roll angle0.5 to 4is reducing camber on the outside tire & increasing camber tothe inside tire. All too complicated to map out on paper. Very easy to map this on dynamicsuspension software.When Ron Sutton is designing a complete car suspension & steering package, for each specificapplication & set of parameters, the ride height, target dive & roll angles are determined first. Software & experience allow him to create a spring,sway bar, anti-dive & roll center package to hit those dive & roll angle targets out of the box. Once secure in the knowledge this car is going to dive this much under full braking & roll thismuch at max cornering, then Ron can set about dialing in the static camber, camber gain, staticcaster & caster gain to achieve the optimum tire contact patch for the chosen tires.Obviously, with this information you now have, you can see why if the car was designed witha 3.50 ride height, 2.50 dive target & 1.0 roll targetand you change just about anythingpertinent that affects geometry, ride height, dive or roll angleit wont perform as well unless we reengineer it.This is also why its so important to track tune the car to maintain the dive & roll angle targetsthe car was designed for. In another Tech Tip section we outline RSRT Quik-Tune strategies. 502'