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Since there is less to press the rear tyres to the road, they will slide more easily, but this is not the same thing as saying a lighter car would therefore slide more easily at both ends. Weight is effectively shifted to the front wheels but since the total remains the same, the rear effectively weighs less. Fwd circle track cross weight driver#When the driver gets on the brakes, the total remains the same, but the effective – or dynamic – distribution, alters. A car weighs so much overall, and that is distributed – let’s assume for the sake of argument, equally - between front and rear. Tyres play a hugely important role of course, but let us just consider the weight distribution issue a little further. > Click here to book your place on the next evo track day Drive that same car in the wet though and the tail will almost certainly slide, because the tyre’s ability to grip is reduced and the available power can overload it much more easily. The front end may then be less effective by comparison and the car will understeer. So the same amount of power may well not overcome the tyre’s grip and slew the tail wide. Because the layout separates the steering and driving wheels – so it doesn’t give the front tyres two jobs to do at the same time – a pair of tyres of similar size to those fitted to a front-drive car of similar power, will have spare capacity. Similarly, rear-drive cars may tend to oversteer when you get on the power, but on the other hand they may not. A front-wheel drive car will usually understeer when you pour on the power and overload the tyres, but they are also capable under certain conditions, of delivering the nastiest and snappiest kind of oversteer less so these days because manufacturers have spent lots of money keeping wheels pointing where they should be, or in many cases pointing inwards under certain conditions to prevent exactly what I’m tallking about. Both statements can be true, but they are too generalised. Fwd circle track cross weight crack#Here’s a serious case of not enough camber: I was using around 1 degree of camber which it the most that you can run on an NB Miata with stock suspension (most cars require aftermarket suspension components to run sufficient camber) Throughout the summer, I managed to overheat the sidewall of this tire to the point where the tread actually began to crack and split apart.Everybody knows that front-wheel drive cars tend to understeer (push on rather than turn) whereas rear-wheel drive cars tend to oversteer (turn more than the driver intended). If you aren’t using enough, over time the outside edge of the tire will be visibly more worn than the inside. The simplest way to figure out if your using enough, or too much camber, is by examining tire wear. The setting you choose will serve as a baseline. When I owned an 8th generation Civic, 2 degrees in the front, with 2.5 degrees in the rear was common. Usually somewhere between 1-2 degrees is a good place to start. Start off with an alignment that’s commonly used by other owners of your car (check forums, ask experts at specialty shops, etc). ![]() Fwd circle track cross weight Patch#The inside tire will still lose contact patch during the weight transfer, but it’s less crucial as it has far less weight on it. ![]() Remember that it’s this tire, the outside tire, that has the most weight on it and therefore has the potential for the most grip. As the left tire rolls, it loses camber and the tire’s contact patch gets larger. ![]()
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