How does Camber Gain/Dynamic Camber Work? 

Just realised I forgot to put in a few things, increased Gs need increased camber, and as there is more body roll at higher Gs you would typically aim for your camber change to exceed your body roll (hence why double A-arms are better than swingarms). Also, increased camber gain will result in grip loss under acceleration and braking, and more radical balance shifts under trail braking and corner exit acceleration. Part 2 video maybe?

love these videos just wrote a dissertation on progressive suspension dynamics and finding it interesting how you explain things to the public

Nice work.. I love this channel..

I find these suspension vids very interesting, please keep them coming!

Hello! Long time subscriber here. Thanks first and foremost for creating all of these videos. I understand that this is an old one, but I need clarity on something that's been in my head for a while and really hope you could spare some time to help me figure it out. Conventional thinking for MacPherson strut architecture is that the wheel starts to lose negative camber once the lower control arms go higher than parallel. I on the other hand think that the wheel can still gain negative camber with the LCAs sitting upwards at ride height, as long as the steering axis inclination (at rest) forms a secant line through the arc the LCA moves about (SAI and LCA pivots form an acute angle). Does this make sense? Thanks in advance!

Great video, quick question if you have the time: Is there a range of desired camber angles you could design for in the scenarios of bump, roll and steering? I'm designing the suspension for a solar car (university engineering team) and am trying to figure out if there are desired values I can aim for. If it's a complicated answer, do you know of any good resources for this type of question? Any advice would be appreciated.

please make a video regarding spring rate, stiffness and damping of tyres and their importane in suspension design.

please do a video on roll centers!

Thanks x3.

So how do you get camber gain when you turn into the corner to catch the rear end? "Oversteer application" I have setup a static setup I can achieve camber gain if the wheel are straight, however, If I turn to the right I get camber lose when under static and dynamic body roll. Front right tire example is for dirt circle track racing.

Pro-Tipp: Just use a Solid-axle and your camber will always be the static camber regardless of your rollangle :D

I have a solid/straight front axle and I have a weak return to center especially when making slight turns even tho I have a relatively high positive caster at about 8 degrees. The steering at highway speeds is also light and vague feeling and requires constant correction to maintain straight ahead tracking. My static camber is currently at 0, which I can adjust with shims, wheels toed in at about 3/16 of an inch, kpi is 10 degrees. Would a positive or negative camber adjustment benefit me in this situation?

What is the equation to calculate this camber gain? and what is the curve you speak of?

You got that MacPherson explanation... not exactly wrong, but a little off. You marked the lower point directly in line with the strut when you should've marked the ball joint. And I know your pictures are not to be taken in exactness, but by the way you drew it, it would've gained a lot of camber. You should've explained that MP strut systems will gain camber until the angle between the LCA and the "KPI" reaches 90* and as it compresses beyond that it will lose camber from peak gained camber (KPI quoted because even though it doesn't have a king pin, the angle from the upper strut mount to the LCA balljoint relative to vertical acts the same as KPI). Would also be worth mentioning that virtually all MP strut systems are set up to gain quite a bit of camber through compression and if you manage to reach the turning point, where you begin to lose camber, you're probably bottoming out... Otherwise, good video. Most people don't even mention wheel scrub in long travel.

What is desirable camber change rate for 270kg ATV?

Sorry trying to listen and type. I meant to say that there may be an error?? Camber gain or loos on compression using a stick suspension model. I see the camber changing one way or an other as the center of the wheel bearing race changes. ???

i have a question, what you study for know this and the aerodinamic of a vehicle, my inglish is soo bad, sorry xd

please do a video on roll centers

On the M strut and camber loss or gain, It might be easiser to see camber gain or loss. I think I see something odd.

great video, but how much camber gain would be optimal for a given vehicle?

u look like that guys who says JUST DO IT in my sub box

this guy looks as tired as i am trying to learn this

Camber gain is da bomb. Get 6deg camber when I slam my car and gets mad tuck- wouldn't be able to fit the wheels without it. #hellaflush

terrible drawings. just saying took me a while to understand them

please do a video on roll centers!

u look like that guys who says JUST DO IT in my sub box