A Jan. 1992 article in Road & Track about Monsieur Bugatti written by Zora Arkus-Duntov (Two decades at GM engineering the Corvette) points out that in the 1920's the properties of the tire were unknown and only in 1922 was the concept of slip angle introduced (they were trying to understand shimmy) which eventually led to definitions of understeer and oversteer.
What follows is a quote from the article:
"But back to M Bugatti, the scientific designer. His cars looked right, handled right and won races not by sheer power but by superior handling. For example, let us analyze why he always strove to have pronounced positive camber, each front wheel tilting out at the top by 2-3 degrees at least.
As the car moves forward, this generates a force on each tire called camber thrust, though these forces cancel out side to side when the car travels straight. But in a curve the centrifugal force loads the outside tires more than those on the inside.
Now, remembering a Bugatti's 50/50 weight distribution, you might expect the front slip angle (a) and rear slip angle (b) to be equal. But this is not true. To overcome that camber thrust, slip angle (a) will be larger. And this means, by the careful characterization of the term, that M. Bugatti designed his cars to understeer. Said another way, in transition from straight to curvilinear path, the driver perceives a need for increased steering angle -- not any seesawing motion of the steering wheel."
Magnus Thomé
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Ja menar, innerhjulet har nog inte mindre vikt på sig än yttern i svängarna hehe!
Men jag tänkte väl mer på att greppet bak är ju såpass mycket bättre än fram och därför borde man väl vilja ha så mycket grepp fram som möjligt för att överhuvudtaget kunna svänga i lervällingen på de västgötska åkrarna.
Dvs vilket hjul vill man ska gräva NER sig o vilket vill man ska se till att hålla traktorn från att gräva ner sig totalt.... typ 
