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Originally Posted by DaveG28
Gonna hijack this thread as all this camber link stuff is what I have been looking at on another car, hopefully these questions being answered will help people on here too!!
1. If you raise or lower both inner/outer camber links on front, keeping same angle but say moving the whole link higher, what effect does this have? Same question for the rear?
2. If you create a greater angle to the front camber link (either lower inner or raise outer), is it initial grip this helps or grip through the corner? Is it grippier but more on a knife edge? Again same question for the rear?
3. If after playing about with camber links you've introduced a tendency to roll if you land off jumps not totally flat (so a jump into a corner), what is the best way to offset this problem?
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Leading questions Dave - but here goes. Disclaimer time first - these are my opinions based on my somewhat sketchy understanding of things. They may not be correct - but they're here in all good faith for you...
Firstly I'd say that the effects front or rear will be similar but obviously working at that end of the car instead of the other.
1. Lowering both ball studs on the inner and outer together and keeping the length and angles the same makes the car more edgy at the limit of adhesion - although I would say that it feels as if there is more grip until that limit is reached. Raising has the reverse.
2. Lowering the inner ballstud or raising the outer (i.e. creating more of an angle) will increase the initial grip at the expense of grip through the latter parts of the turn. I would say it is more edgy on the way in for sure - but will wash out a little more on the way out or it will break away more violently.
3. Sounds like you want to reduce sidebite - so I would raise the ball studs on the inner and make the links more parallel. As an aside to this, I almost always remove the outer row of spikes on the rear Schumacher mini spike tyres to help alleviate my poor jumping and reduce the side bite in adverse camber situations. Might be worth a go?
I've tried to avoid mentioning the dreaded roll centre - because for one, I don't know enough about suspension dynamics and for another, I've no idea where the C of G lies in the vertical plane so I don't know if the leverages are increasing or reducing. What I've tried to do is answer it based on how I think it feels on the track. But TBH, so much is going on in the corner that it's hard sometimes to isolate which end is being the predominant one and whether or not the problem actually lies at the other end.