Quote:
Originally Posted by 02rsxpilot
It's well documented that stock 1ers of all years can only achieve a max camber of around -0.5 per side. That's all multiple shops in my area could get out of my stock 2012. You need camber plates and M3 LCAs to get anywhere near -1.5. No way a dealer could or would get you there, particularly if you didn't ask for max camber. Even if they could get you that much, the alignment machine would flag that as being out of the accepted range and the tech would adjust it back down.
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If I take a carpenter's level and get it vertical against the tire, just far enough from the contact patch so that the tire is not squishing out at the bottom then then near the top of the tire it will be .5" leaning in towards the car's center over a 21 inch space. That slope is .0238. The tangent of 1.35 degrees happens to be about the same, so I think the camber is 1.35 degrees negative.
Now perhaps I am doing that completely wrong, so enlighten me. What I don't understand around here is a lot of forum members keep the three size differential between front and rear when the first thing I always thought was a cure for under steer was larger front tires. Some of the AC guys go square which should help things a lot. I get the impression that over steer might help a lot more on and AC course than a road course.
Meanwhile, even if I see one report of a track time comparison, which is nice, I rarely see them, and driver skills play a greater role at the track or AC than at the drag strip. It may be the same driver before and after, but an occasional track user is not going to be as consistent as a pro, and will probably improve more noticeably between sessions.
Unfortunately we don't have the kind of twisty mountain roads where I live that will reveal a car's flaws at reasonable speeds. I am set up now with 225/40 front and 245/35 rear Michelin PSS. The car seems well planted.
I am not saying that all of this is BS, but solid data is hard to come by.