Eller vänd dem på andra hållet för att få mer camber på bilar som inte har så mycket justermöjlighet kanske?

Blir ändå fel eftersom utsidan av däcket kommer ha en mindre omkrets.

Re:

Kimmen skrev:

Blir ändå fel eftersom utsidan av däcket kommer ha en mindre omkrets.

Lite av den effekten får man väl iofs med "vanlig" camber också...? (P g a att däcket Jag får t ex köra ett par mm toe-out fram med mina knappa 3° camber, annars funkar det som om man hade rejäl toe-in.

Däcket är ju gjort av gummi, så det deformeras ju lite av bilens vikt. Anliggningsytan mot vägen borde få lite "kilform" om man har mycket negativ camber.
Detta vid körning rakt fram eller stillastående bil.

Tekniken är gammal, det satt original på Honda NSX tror att det var Bridgestone som levererade däcken, detta var tidigt 90tal.

Tror att man gjorde detta för att bilen skulle ha race prestanda när den krävde det, dvs en viss camber för motverka eventuell krängning/flex på bana, men man ville att Svensson skulle ha en säker bil på vanlig väg. dvs bra broms förmåga rakt fram utan att bilen skulle bli allt för orolig på vägen.

Tror inte att det bli så illa som i tidigare bildillustration då bilen har dubbla A-armar som alla riktiga sportbilar har

negativ camber

kopierat från BF Goodrich som använde denna tekniken i mitten av 90talet
förklarande text
Mechanics of the Aysmmetric Construction

BFGoodrich Comp T/A R1 Tires are built with both asymmetric tread design and asymmetric construction. Asymmetric means the outboard half of the tire is different from the inboard half of the tire. The asymmetric tread design is obvious because it can be seen by the naked eye; the asymmetric carcass construction is, however, hidden inside the tire.

The Asymmetric Construction is a unique BFGoodrich tire construction to help maximize the tire's contact patch while cornering.

[BFG R1 Tire Photo by The Tire Rack]First, you must understand what happens when the car is cornering. While the car is cornering, there is a lateral weight transfer away from the center of the corner. Because the center of gravity of the car is some distance above the ground, weight is removed from the inside tires and added to the outside tires. This weight transfer causes the outside springs to compress and the inside springs to extend, thus causing "body roll." The outside tires are more heavily loaded. Because of body roll, the tires tend to go towards a more positive camber state, and the size of the contact patches have decreased.

Remember, the car's only link to the road is the four contact patches of rubber, and their actions determine how the car handles.

one way race teams compensate for the decreased contact patch is to dial in more negative camber. A problem many drivers have in stock classes is that their cars do not have the suspension adjustments that will allow them to make these modifications. So, that is why the asymmetric construction was developed -- to increase the size of the contact patch by giving the tires a pseudo camber effect without any adjustments to the car.

The Comp T/A R1 Tire is built with more stiffeners in the inside sidewall than the outside sidewall. This creates a differential between sidewall spring rates. The inside sidewall has a greater spring rate ("stiffer") than the outside sidewall. During cornering, the tire rolls onto the outside shoulder creating an uneven load across the tread. Instead of lifting the inside of the tire and rolling onto the outside as normal tires do, the outside of the tire is more compliant, therefore, not rolling, but giving, and the inside of the tire being more rigid, stays firm. This makes the load more evenly distributed across the tread, effectively giving a larger contact patch.

Re:

Hammerin skrev:

...dubbla A-armar som alla riktiga sportbilar har