Well, that is a damn fine question. In practice it is pretty much set by tyre wear considerations, but if we didn't have to worry about that it would be nice to keep just a little negative camber on the maximum corner.

So, with a vehicle roll gain R deg/g, it would seem reasonable to set the camber gain C=R+0.5 deg/g

In practice this does not happen. Typically C=~0.5*R

One reason is that in low speed cornering you get additional camber gain at the front due to the interaction of the castor angle and the steer angle.

Another thing to think about is that your camber gain is VERY strongly related to your geometric roll centre height.

I'm away from my books at the moment, I'll pull out some typical figures on Tuesday.

Oh, also it varies front and rear, which were you most interested in?

Cheers

Greg Locock

(Note that I have probably got the signs all wrong in the above, compounded by the importance of recognising which coordinate system you are working in)

Cheers

Greg Locock

Currently I was targeting a low camber compensation of 30~35% for Pickup Truck. For higher ratios, during double wheel bumps, the tires would scrub outwards on the inner edge. I'm still not sure how to strike a balance ebtween tire wear on straight aheads and cornering with heave roll (have a roll gradient close to 7deg/g now).

NS