I heard Adam Egret stopped working under the queens borough bridge due to concerns over the corona virus, what a shame. Nice to see you here also :D From another speed cuber/ norm macdonald fan
Well yes, but actually no. There is a online race with real racing drivers also from F1 and some pro gamers planned. They are planning on playing F1 2019 so there actually is a F1 race tommorow with some F1 drivers.
@@juliannmnnnm well they do at least do the same things they do in real they're just a lot more forgiving in terms of negative side effects so you often end up able to just max settings out for extra grip and then not get extra tyre wear 🤣
After RBR ran 4.5° at Spa some years ago and they nad some troubles, FIA stepped in and Pirelli now prescribes how much can you have at any track. The same as the pressure.
@@ntst22 Silverstone 13 was even worse: on top of super-low pressures, the teams were putting the rear tyres backwards of the rotational direction. It was because it caused them to get to temp quicker.
Yes, they do. I wrote a longer comment about how the camber thrust is more than just a "small bonus", it is a big effect, and higher negative camber can result in increased cornering forces even when your camber is large enough to reduce the contact patch. It doesn't work for all cars and tyre constructions, but for some, camber thrust can be better than max contact patch. But the tyre durability and tyre wear goes to hell really quickly at the extremes.
@@DCtropical Front plate is also mandatory where I live (Hungary - EU-member), but I only see this with the rear plate, and only if the bumper is broken. If the front bumper is broken however, then the plate is simply being put away, not behind the windshield. These cars are either resting in garages or heading to a service, the owner in the meantime praying to not get caught by the police.
@@Petidani0330 EU is probably more strict with plates than America or the people are stupider here and put it illegally behind the windshield. But I'm fortunate enough to live in a state that doesn't require a front plate, just back.
Great series of videos. Clear, easy to follow presentation. As someone who's getting started on F1 sim racing, this really helps me understand how to set up parameters. Thank you!
One of the absolute best RUclips channels out there, educational and fun! Great work and explanation on a really interesting topic. Love f1 and these explanations make it even cooler. 👍🏽👍🏽
You cannot even imagine how GOOD this video is. To put this into some sort of context, just know that I'm 26 years old, I've been into cars since I was like 3 years old, I've been into Sim Racing since a lot of years, but I'm understanding how to tune my car in Racing Sims just now. And all of that (which is a huge step for me, cause I was not capable to even understand the changes the car will suffer from fine tunning the car setup) thanks to this videos you make. Awesome work, as always, have a great day.
Stuart, the center of weight of the car doesn't shift under braking/acceleration or cornering; it is in the same place all the time. What you refer to as "load transfer" or "weight transfer" really is a moment of force (torque) generated around the axis of the center of gravity, due to the car's inertia (resistance to change its motion). The position of the center of gravity remains in the same place, otherwise, the moment of force (torque or load transfer) couldn't exist, because there would be no distance between the center of gravity and the exerted force to generate it (the torque). Other than that, keep the good work. I love your videos.
I love these videos that explain the forces at play during racing. Helps me understand more about racing sims, and real life driving. Although the forces are probably less extreme for the type of cars I race in sims and irl... Hopefully someday, with the knowledge I gain from here and other sources, I'll improve with tuning and setting up cars for the sim world and in real life. Thanks Chain Bear for making these educational and entertaining videos. I really appreciate it.
I've been binge watching your videos recently and it never gets bored. Would love if you post a live commentary with technical details during live or recorded F1 race.
Every time I watch one of Ur videos I’m surprised at how well U explain very technical subjects with ease by using simple (although very time consuming) graphics that really helps comprehension, at least for me. The school systems could learn a few things from U. Thanks for another great video on an easy, yet difficult to explain topic.
A positive caster also help with camber gain during cornering effectively reduce the need for extreme static camber setup and camber gain through up and down movement of a double A arms.
Wow that was brilliant, this was the first clip of your’s I’ve watched as was a RUclips suggestion. Always wondered about this as when I used to dabble in R/C cars you could change the camber and I wondered why. Good work on the clear presentation of this.
I SERIOUSLY needed a video like this! I've been p[laying Gran Turismo for years, and I have NEVER been given a clear understanding of how camber is used, how it helps or how I should set it up for racing. THIS, on the other hand, explains EVERYTHING! Thank you, mate! You're a legend! Does this mean you'll now be talking about the caster angle next? (The combined angle of both toe and camber?)
Thank you Stu for explaining how to properly set up (i.e. rotate) the tyres along the y-Axis (Camber) and z-Axis (Toe). As we live in 3D space, I thought that it would be helpful to explain what happens if you set up the tyres along the third axis: If you set up the tyres so they rotate towards the front of the car and along the x-axis, you make the car go forward. If you set up the tyres to turn towards the rear of the car, you make the car go backwards. - Thanks for coming to my TED talk.
It would be a much more complicated and in-depth video, but I'd really like to see one that ties al these subjects together -- camber, toe, suspension, wing setups, etc. It's cool to know how each one works individually, but it would be fun to learn how they all work together or against each other.
Looking forward to the video on caster angle, seeing you try to explain "dynamic camber" during cornering will be a treat. Combining static camber with the dynamic camber effects from camber gain on suspension travel and caster (more negative camber on the outside wheel and more positive camber on the inside wheel when wheels are turned) is a fun thing to try and explain to people. A car starting with -3 degrees of camber on the front left and right might well end up with -4.5 on the outside and -1 on the inside during cornering. =)
I thought camber just had a very small effect on F1, so didn't really see the need for this video BUT WOW was I wrong Super interesting video and so simplified so I can actually understand I really love your videos dude💜💛
Sweet video! I think of camber thrust as coming from the tyre effectively distorting into a cone shape with a smaller inner radius. Roll a cone and you'll see it "wants" to turn. If you take this too far, the sidewall can't compress any more and folds, so the inner radius stops getting smaller. ... No calculations to back this up, though. :) Keep up the good work!
Just wanted to note that camber thrust is more than just a small added bonus. Many racing tyres (width and construction does play a part) can actually generate more lateral force with camber high enough to lift the outside of the tyre off the ground even during cornering. Or worded slightly differently, the camber thrust from having more camber can (at least on some racing tyres) give you more lateral grip than having the whole contact patch touching the ground during cornering. This however comes with massive implications to tyre wear, tyre reliability (sudden catastrophic failure before you'd expect it from visible wear), temperature control, and so on. F1 cars would likely run more negative camber during at least during qualifying, but Pirelli specifically has a "max safe camber" spec for their tyres, like they have a "minimum safe pressure" that the teams should not exceed. Some series see a lot more camber than others, the Michelin spec for Porsche Supercup cars had at one point -4.5 degrees as the normal *starting* camber for the tyres, and you could put more on them. The power levels, speeds and loads are much lower in that series than in Formula 1, and the tyre construction is vastly different, so same specs don't apply. Even GT3 is moving to over -4 degrees of camber on many cars these days, when years back they mostly hung around in the -2 to -3 range. A racer I talked to mentioned how they'd experimented with running up to -6 degrees of negative camber, and were still seeing some gains in cornering, but the tyre wear was insane, and the effects on braking were also huge. And in series where you have a strictly limited number of tyre sets for the weekend (varies between series, but common ones I've seen for GT3 include 3 to 5 sets of tyres for the whole weekend, which usually includes 1 or 2 already worn sets from a previous meet, so more like 2 to 4 sets of fresh tyres for practice, qualifying and a 2+ hour race...) you REALLY don't want to ruin a complete set of tyres for the sake of a single lap.
Very nice video. But as I remember camber of wheels changes also with steering lock. But it's mostly consideration in drifting cars when opposite lock adds positive camber to outside tire.
One piece of information that you should mention is camber gain/loss due to steering when the wheels have caster. This alleviates the problem you mentioned with the inside tire in a turn.
Interesting, you covered a few things I hadn't thought off before. Next, could you cover the relationship between caster angle and camber angle. I'm trying to get my head round how more caster induces more camber.
Man you are killing it, this hjelps so much to setup cars in ACC for example. Do you mind doing a video possibly on preload differential ? I'm struggling to understand what preload and preload differential do
If you want to see some cars that have an incredible amount of camber on the front end, y’all should look at Dirt Latemodels. Static camber is usually around 7-9 degrees on the right front if I’m not mistaken, and the camber gain is 10+ on the right front. Incredible how those cars work!
This comment is sponsored by Skillshare. Skillshare is a series of unskippable advertising segments BECAUSE RUclips DOESN'T ALREADY CARRY ENOUGH ADVERTS so please continue to sit there listening to me talk about Skillshare after skipping several adverts to get here so thankyou to Skillshare without whom this comment would not be possible. Great video, Chainbear.
I hope that no one else would have brought this up, but just in case; There is a benefit in having negative camber on a straight - being that the contact patch is smaller, it produces less mechanical drag in the car, increasing speeds. It's not uncommon to see high negative camber in sportscar racing as a result even on the rear tyres -- more mechanical grip in the corners and faster on the straights. It's just the edginess under braking (and increased tyre wear obviously) that stops them running silly levels of camber.
Well informed video well done :) One thing i think you forgot to mention is camber change due to caster when steering :P But lot more info in this than i expected when i saw the video title. Also worth mentioning we are highly likely to see a lot lower cambers when they start running 18" rims as the lower the tyre profile, less "rubber roll over" effect occurs which reduces the need to compensate for it using camber
@@RotchildFrancoisJr Its consequence of the same thing actually. Because of caster, the contact patch moves forward and backwards as you steer the wheels, with that the car changes its roll slightly. Caster essentially makes sure that the axis around which the wheels steer meets the ground in front of the contact patch
Camber also reduces rolling resistance on straights as less rubber hits the road. With the angle you can also manage the temperature between corners. 4:15 shows why your tyres start to wear at the shoulders in normal cars - provided right pressure and a non-granny driving style...
If I’m not mistaken F1 also use a lot of negative camber at fast tracks like Monza to help reduce drag with a smaller contact patch they gain a few more MPH at full chat.
Great video. But you really should also do one on caster. Toe, camber, caster, Ackerman, bump steer (aka bump toe) etc... all work together, especially in the front end of a car and all effect each other as well.
One may arrange camber of left and right tyres differently for clockwise and counter-clockwise circuits differently. Similarly, a mechanical system can be put in place for optimization depending on the direction of the wheel or lateral acceleration without software.
Fun Fact: the old piaggio ape and other old fiats (and probably many other old cars) had positive camber, so that when the vehicle was loaded, it gained more traction and distribuited the weight more evenly. (so if you're willing to race your old piaggio ape in the ancient town street of Italy, make sure you're fully loaded for maximum traction)
Wow, I thought i knew camber but this video showed me all the different situations where it might not be beneficial, like the braking, as well as suspension setups affecting camber gain. Thanks chain bear!
Do you have some actual data of the influence of camber and toe on tire management ? I don't follow F1 but I'm a long time subscriber of yours, which says a lot about the quality of your youtube channel :) keep up the good work.
Being a novice in F1, joining only last year, I had failed to notice that F1 cars actually turn, thank you Chain Bear!
Yes, I had the same realization!
Wait, they TURN???!!!111!!11111!
What did you think they just magically turn
@@Crazy_killer-qm8ju it was a joke, mr crazy killer 1112
@Crazy_killer 1112 r/wooosh
“As observant fans may have noticed, F1 cars make turns”
As an observant F1 fan, I can confirm that I too have noticed the cars do make turns.
As a non-observant non F1 fan, this did brought my attention to fact that F1 cars do make turns.
Wtf that's impossible
Sorry everyone i call BS. More fake news spreads to F1. When will we hit bottom.
As observant fans may have noticed, cars accelerate
Haas mechanics watching this video: WRITE THAT DOWN, WRITE THAT DOWN!!!
Imagine they’re yelling each other
Ádám Ürmös 🤣🤣
Who smacked my Door!!!!
Lmao
Today it would be the same joke but with Ferrari.
2015: Mercedes begins to dominate
2020: Mercedes adds dual axis steering
2025: Mercedes adds tri axis steering
I heard Adam Egret stopped working under the queens borough bridge due to concerns over the corona virus, what a shame.
Nice to see you here also :D
From another speed cuber/ norm macdonald fan
@@johannsebastianbach3411 too bad I had just saved up an extra 15 bucks
*2014
2030: Mercedes discovers the fourth dimension
@@23nine 😂😂
Well, theres no f1 this weekend so this is definitely the next next thing
Well yes, but actually no. There is a online race with real racing drivers also from F1 and some pro gamers planned. They are planning on playing F1 2019 so there actually is a F1 race tommorow with some F1 drivers.
haifishtime is it on twitch? I’m guessing it’s Lando and Verstappen
@@haifishtime ye is there a stream?
@@xavierrodriguez2463 twitch.tv/veloce_esports I think
@@haifishtime where can we watch it?
This definitely helps with my knowledge in terms of setups in the F1 games.
Wait until he discusses caster.
Hello, saw you from Ben's stream ahha
@@daylight5085 isnt caster the setting that affects camber gain which he already discussed in this video?
lol no it doesnt, f1 games are really far from simulating anything
@@juliannmnnnm well they do at least do the same things they do in real they're just a lot more forgiving in terms of negative side effects so you often end up able to just max settings out for extra grip and then not get extra tyre wear 🤣
As a casual Motorsport fan, these videos really help me understand and appreciate the sport. Well done.
inb4 mercedes comes out with a system to change the camber during race
Soviet Doge *toe
@@lonsos1 bruh
Jeff Louis bruh u stupid
TAS: Triple Axis Steering. Same as TAS (Tool Assisted Speedrun). Coincidence? I think not.
Louis Hamilton Pushes the steering wheel down lmao
Secretly all the riced out Honda Civics are actually racing gods just waiting to be provoked!
Dan lmao
Brz frs gt86 feels bad
But they usually put all the negative camber in the rear, making it look even more stupid.
@@Sk1ds87 alil front camber can help you on drag racing .a lil rear camber instead can help you in cornering A LITTLE
@@Sk1ds87 they making negativ like they want hit 90 angle turn over 200km/h
Hey Chainbear - doesn't the FIA or Perelli govern the amount of camber the teams are allowed to run?
After RBR ran 4.5° at Spa some years ago and they nad some troubles, FIA stepped in and Pirelli now prescribes how much can you have at any track. The same as the pressure.
@@dimitarvenedikov wasn it 2013 Silverstone when they had like 5 blowouts bc of extreme camber and tire pressures?
@@zwartvalk2738 on behalf of Rob, I bow in absolute honour🙇🏽♂️
@@ntst22 Silverstone 13 was even worse: on top of super-low pressures, the teams were putting the rear tyres backwards of the rotational direction. It was because it caused them to get to temp quicker.
Yes, they do. I wrote a longer comment about how the camber thrust is more than just a "small bonus", it is a big effect, and higher negative camber can result in increased cornering forces even when your camber is large enough to reduce the contact patch. It doesn't work for all cars and tyre constructions, but for some, camber thrust can be better than max contact patch. But the tyre durability and tyre wear goes to hell really quickly at the extremes.
These videos really helps understand how to setup cars in racing games, thank you
Have you done any set ups? I'm kind of intimidated to do it on pc2
Well no not really, I’m still bad at setting up cars but this helps
Yes, every time Chain Bear upload a video I can get a faster lap time in F1 2019
So thats why I see cars on the street with -30° of camber, makes sense
Probably the same people who think that taking the number plate off the front of the car and putting it in their windscreen makes them look cool 🙄
@@Jimplaysdrums I've never seen such thing in my life, where do you live?
@@Petidani0330 its a pretty common thing in places that require a front plate. I've seen it many times in California
@@DCtropical Front plate is also mandatory where I live (Hungary - EU-member), but I only see this with the rear plate, and only if the bumper is broken.
If the front bumper is broken however, then the plate is simply being put away, not behind the windshield. These cars are either resting in garages or heading to a service, the owner in the meantime praying to not get caught by the police.
@@Petidani0330 EU is probably more strict with plates than America or the people are stupider here and put it illegally behind the windshield. But I'm fortunate enough to live in a state that doesn't require a front plate, just back.
Great series of videos. Clear, easy to follow presentation. As someone who's getting started on F1 sim racing, this really helps me understand how to set up parameters. Thank you!
One of the absolute best RUclips channels out there, educational and fun! Great work and explanation on a really interesting topic. Love f1 and these explanations make it even cooler. 👍🏽👍🏽
You cannot even imagine how GOOD this video is. To put this into some sort of context, just know that I'm 26 years old, I've been into cars since I was like 3 years old, I've been into Sim Racing since a lot of years, but I'm understanding how to tune my car in Racing Sims just now. And all of that (which is a huge step for me, cause I was not capable to even understand the changes the car will suffer from fine tunning the car setup) thanks to this videos you make. Awesome work, as always, have a great day.
How about that 2019 season review now we have a two month delay? 😉
Stuart, the center of weight of the car doesn't shift under braking/acceleration or cornering; it is in the same place all the time. What you refer to as "load transfer" or "weight transfer" really is a moment of force (torque) generated around the axis of the center of gravity, due to the car's inertia (resistance to change its motion). The position of the center of gravity remains in the same place, otherwise, the moment of force (torque or load transfer) couldn't exist, because there would be no distance between the center of gravity and the exerted force to generate it (the torque).
Other than that, keep the good work. I love your videos.
Vicente Revuelta thank you for explaining this because I noticed this in the video but I don’t feel like explaining it for people lol.
I love these videos that explain the forces at play during racing. Helps me understand more about racing sims, and real life driving. Although the forces are probably less extreme for the type of cars I race in sims and irl... Hopefully someday, with the knowledge I gain from here and other sources, I'll improve with tuning and setting up cars for the sim world and in real life. Thanks Chain Bear for making these educational and entertaining videos. I really appreciate it.
Share this video with haas, they need it
I've been binge watching your videos recently and it never gets bored. Would love if you post a live commentary with technical details during live or recorded F1 race.
Every time I watch one of Ur videos I’m surprised at how well U explain very technical subjects with ease by using simple (although very time consuming) graphics that really helps comprehension, at least for me.
The school systems could learn a few things from U. Thanks for another great video on an easy, yet difficult to explain topic.
Perfect! Make one about caster and toe in-out, and different suspension settings to increase corner speed / stability
He covered toe already
I will Search this video so, tnx mate!
@@matheuscarissimi3189 It's the video from a few weeks ago, covering the Mercedes DAS system
Caster though would be a good add to this series.
8:17 made me think of Sebastian Buemi's wheels off moment in China 2010.
You never seize to amaze me. Absolutely all i needed to know in a short 9 min long video. Will def use this info when simracing.
A positive caster also help with camber gain during cornering effectively reduce the need for extreme static camber setup and camber gain through up and down movement of a double A arms.
The production quality of these videos just boggle my mind, keep it up man!
An excellent description of the mechanical process without getting too foggy with the details, very well done
I absolutely love these in-depth, technical videos! Next best thing to Australia this weekend
I love your technical terms, tyres being "smushed" is one of my favourites.
Your videos are pure gold... Detailed but not too much...
Videos like this are great for me because it helps me do my tune setups for the time trials in FM 2
Bro, I f*cking love your videos explaining every single technical detail. Thanks for making them, huge thumbs up for you!
Man I've been waiting to learn something about this for a long time! Thank you! 😊 😊 😊
Wow that was brilliant, this was the first clip of your’s I’ve watched as was a RUclips suggestion. Always wondered about this as when I used to dabble in R/C cars you could change the camber and I wondered why. Good work on the clear presentation of this.
There is a lot more to camber than I realized. As always, thanks for the great and informative videos!
I SERIOUSLY needed a video like this!
I've been p[laying Gran Turismo for years, and I have NEVER been given a clear understanding of how camber is used, how it helps or how I should set it up for racing.
THIS, on the other hand, explains EVERYTHING!
Thank you, mate! You're a legend!
Does this mean you'll now be talking about the caster angle next? (The combined angle of both toe and camber?)
Thank you Stu for explaining how to properly set up (i.e. rotate) the tyres along the y-Axis (Camber) and z-Axis (Toe). As we live in 3D space, I thought that it would be helpful to explain what happens if you set up the tyres along the third axis: If you set up the tyres so they rotate towards the front of the car and along the x-axis, you make the car go forward. If you set up the tyres to turn towards the rear of the car, you make the car go backwards.
- Thanks for coming to my TED talk.
I have always respected suspension designers, now I have a new appreciation for their skill..
Great video. The nuances are amazing.
Very detailed yet effective and concise description of this topic. Very nice video.
Thank you for the info. I had lots of difficulties to fogure that out. I only race OVAL. This info will help me out very much. Thanks again!!!!!
Another great presentation on a complex area that you made understandable to the common fan....Thanks
Awesome video. As a novice in such areas, I found it easy to follow and really interesting.
Very comprehensive, this is more than they taught me in automotive school
Another awesome video! Thanks for doing these, it's really fascinating and helping me to learn setting up cars on my sim racing games
*Honda Civics in the future:*
-90⁰ camber for hover mode.
great explain and infographics were superb
It would be a much more complicated and in-depth video, but I'd really like to see one that ties al these subjects together -- camber, toe, suspension, wing setups, etc. It's cool to know how each one works individually, but it would be fun to learn how they all work together or against each other.
Looking forward to the video on caster angle, seeing you try to explain "dynamic camber" during cornering will be a treat. Combining static camber with the dynamic camber effects from camber gain on suspension travel and caster (more negative camber on the outside wheel and more positive camber on the inside wheel when wheels are turned) is a fun thing to try and explain to people. A car starting with -3 degrees of camber on the front left and right might well end up with -4.5 on the outside and -1 on the inside during cornering. =)
This is the best explanation of camber I've seen
best video on youtube have seen on camber so far.
I binged watched this channel the other day. I am now technical director at Haas.
I thought camber just had a very small effect on F1, so didn't really see the need for this video BUT WOW was I wrong
Super interesting video and so simplified so I can actually understand
I really love your videos dude💜💛
Absolutely bananas content. All hail chain bair
dude your channel is under rated !
I don't even race cars nor am I a gear head but this was an incredibly informative video! Kudos!
Sweet video! I think of camber thrust as coming from the tyre effectively distorting into a cone shape with a smaller inner radius. Roll a cone and you'll see it "wants" to turn. If you take this too far, the sidewall can't compress any more and folds, so the inner radius stops getting smaller. ... No calculations to back this up, though. :) Keep up the good work!
I've never been to early here 😌 I just waited for Chain Bear to explain this.
Great work sir
Thanks to Chaibear, I can finally properly tune my cars on Gran Turismo 4
Amazingly explained, thanks!
Just wanted to note that camber thrust is more than just a small added bonus. Many racing tyres (width and construction does play a part) can actually generate more lateral force with camber high enough to lift the outside of the tyre off the ground even during cornering. Or worded slightly differently, the camber thrust from having more camber can (at least on some racing tyres) give you more lateral grip than having the whole contact patch touching the ground during cornering.
This however comes with massive implications to tyre wear, tyre reliability (sudden catastrophic failure before you'd expect it from visible wear), temperature control, and so on. F1 cars would likely run more negative camber during at least during qualifying, but Pirelli specifically has a "max safe camber" spec for their tyres, like they have a "minimum safe pressure" that the teams should not exceed.
Some series see a lot more camber than others, the Michelin spec for Porsche Supercup cars had at one point -4.5 degrees as the normal *starting* camber for the tyres, and you could put more on them. The power levels, speeds and loads are much lower in that series than in Formula 1, and the tyre construction is vastly different, so same specs don't apply. Even GT3 is moving to over -4 degrees of camber on many cars these days, when years back they mostly hung around in the -2 to -3 range. A racer I talked to mentioned how they'd experimented with running up to -6 degrees of negative camber, and were still seeing some gains in cornering, but the tyre wear was insane, and the effects on braking were also huge. And in series where you have a strictly limited number of tyre sets for the weekend (varies between series, but common ones I've seen for GT3 include 3 to 5 sets of tyres for the whole weekend, which usually includes 1 or 2 already worn sets from a previous meet, so more like 2 to 4 sets of fresh tyres for practice, qualifying and a 2+ hour race...) you REALLY don't want to ruin a complete set of tyres for the sake of a single lap.
very cool, thanks for the explanation!
Very nice video. But as I remember camber of wheels changes also with steering lock. But it's mostly consideration in drifting cars when opposite lock adds positive camber to outside tire.
One piece of information that you should mention is camber gain/loss due to steering when the wheels have caster. This alleviates the problem you mentioned with the inside tire in a turn.
Interesting, you covered a few things I hadn't thought off before. Next, could you cover the relationship between caster angle and camber angle. I'm trying to get my head round how more caster induces more camber.
really cool video, well explained
Excellent Video!
I miss F1 :< Thanks for reminding me that!
It was a pleasure watching this!
very clear explanation thanks
Wow amazing video yet again
Appreciate good work - already liked & subscribed. Thanks!
Amazing thanks. Just getting into sim racing and need to get this shit down. Very well explained.
Thanks a lot for explanation of CamberPatch situation
Quality channel. Keep going
This video is great! Thank you for that!
Extremely informative!
Great video!!
Man you are killing it, this hjelps so much to setup cars in ACC for example.
Do you mind doing a video possibly on preload differential ? I'm struggling to understand what preload and preload differential do
If you want to see some cars that have an incredible amount of camber on the front end, y’all should look at Dirt Latemodels. Static camber is usually around 7-9 degrees on the right front if I’m not mistaken, and the camber gain is 10+ on the right front. Incredible how those cars work!
This is a very beautiful car from the front view. Reminds me of the Schumacher days
fantastic video
This comment is sponsored by Skillshare. Skillshare is a series of unskippable advertising segments BECAUSE RUclips DOESN'T ALREADY CARRY ENOUGH ADVERTS so please continue to sit there listening to me talk about Skillshare after skipping several adverts to get here so thankyou to Skillshare without whom this comment would not be possible.
Great video, Chainbear.
i’m not even a fan of F1, i just love your editing style
I hope that no one else would have brought this up, but just in case; There is a benefit in having negative camber on a straight - being that the contact patch is smaller, it produces less mechanical drag in the car, increasing speeds. It's not uncommon to see high negative camber in sportscar racing as a result even on the rear tyres -- more mechanical grip in the corners and faster on the straights. It's just the edginess under braking (and increased tyre wear obviously) that stops them running silly levels of camber.
Well informed video well done :) One thing i think you forgot to mention is camber change due to caster when steering :P But lot more info in this than i expected when i saw the video title.
Also worth mentioning we are highly likely to see a lot lower cambers when they start running 18" rims as the lower the tyre profile, less "rubber roll over" effect occurs which reduces the need to compensate for it using camber
Mikee CZ Is that like when you put full steering lock on a Go Kart and one of the sides gets lower? (Sorry if this doesn’t make sense lol)
@@RotchildFrancoisJr Its consequence of the same thing actually. Because of caster, the contact patch moves forward and backwards as you steer the wheels, with that the car changes its roll slightly. Caster essentially makes sure that the axis around which the wheels steer meets the ground in front of the contact patch
Camber also reduces rolling resistance on straights as less rubber hits the road. With the angle you can also manage the temperature between corners.
4:15 shows why your tyres start to wear at the shoulders in normal cars - provided right pressure and a non-granny driving style...
If I’m not mistaken F1 also use a lot of negative camber at fast tracks like Monza to help reduce drag with a smaller contact patch they gain a few more MPH at full chat.
Great video. But you really should also do one on caster. Toe, camber, caster, Ackerman, bump steer (aka bump toe) etc... all work together, especially in the front end of a car and all effect each other as well.
One may arrange camber of left and right tyres differently for clockwise and counter-clockwise circuits differently.
Similarly, a mechanical system can be put in place for optimization depending on the direction of the wheel or lateral acceleration without software.
Cheers boss! Great stuff
you should do a video on balancing caster and camber for an ideal track set up
Fun Fact: the old piaggio ape and other old fiats (and probably many other old cars) had positive camber, so that when the vehicle was loaded, it gained more traction and distribuited the weight more evenly.
(so if you're willing to race your old piaggio ape in the ancient town street of Italy, make sure you're fully loaded for maximum traction)
I had noticed some turns actually! Wasn't sure if my tv was glitching or not, no one seemed to mention them.
Wow, I thought i knew camber but this video showed me all the different situations where it might not be beneficial, like the braking, as well as suspension setups affecting camber gain. Thanks chain bear!
Awesome! You should do rake next.
Do you have some actual data of the influence of camber and toe on tire management ? I don't follow F1 but I'm a long time subscriber of yours, which says a lot about the quality of your youtube channel :) keep up the good work.
Good video!