Hi. After I dunno about 3 years of play, I've started making my own set-ups
Being horribly slow, I don't really know if i'm doing a good job at it or not tho.
I "make" most of my set-ups while online racing as it's the only way I have a clue
as to whether I'm going in the right direction or not.

any ways, there was a server awhile back that was running MRTs on fern club reverse.
on the back wheels I had the camber almost exactly the same way.
The right rear was negative and the left rear was somewhat positive.
Basically to where the back wheels were leaning in the same direction.
I figured with the low center of gravity with the MRT and the small diameter of the tires,
coupled with the fact that half of fern club reverse is kinda like a big left hand turn, it might be a good idea. once I got the left wheel exactly where I wanted it, I seen a really big improvement on lap times. I used a locked differential as well.

But now my question is, did I just luck out? I don't think doing this to a larger class of car would be a good thing to do. I also realize that this set-up is track specific. I haven't tried it, but with the gearing AND the wheel adjustment, I don't think the set-up would work very well in any of the the other counterclockwise courses... even ashton cadet cause of the cork screw and the hook to the right on turn two (well it's more of a chicane for the go-karts )

I guess I still have a ways to go fine tuning it and all, but I really think I did the right thing with the camber on this particular set-up/track combo

I made a pretty fast FZR oval setup that way. Works even better when the track is banked.

I think if there's even one hard corner in the opposite direction (FE1, SO1), your times suffer more from lack of grip in that one turn than you gain from the slight increase in grip in the other corners. Remember that the inside wheel generally has very little load on it compared to the outside wheel, so a little extra grip on the inside wheel isn't going to do much. On the other hand, if the outside wheel has massive positive camber, you're going to lose tons of grip. If the corner isn't so hard, maybe it's a good solution, but I can't really think of any such tracks in LFS besides the oval.

SO Sprint 1 - always use assymetrical camber there.

Racer Y - Locked diff in MRT5? :S Rather you than me mate.

I always end up with different camber angles on the front but not on the rear as often. What Forbin says makes a lot of sense tho.

By having slightly different camber angles you can affect how much understeer/oversteer you have for left and right turns. So, if there is one particular left hander that you are struggling with oversteer on you can reduce the amount of neg camber on the front right and this will reduce the oversteer for left handers but not right handers. In fact, you may even generate more oversteer on right handers.

Also, sometimes when I'm working on the balance of the setup I will have different camber angles at the front to create the situation where the amount of oversteer in left and right turns is different. This helps me to understand whether more or less oversteer is faster while I'm setting the spring and ARB rates.

I've seen that camber trick used on a few UF1 and MRT servers before. I've found it works, and can be worth 0.5 - 1 second a lap on the right track (AS Cadet for example).

Edit: This is live camber I'm talking about - the setup cambers are crazy numbers, but the live camber is only slightly positive on the left, to give negative cambers on the predominately left handers

that's something i never really thought about..lol. Except for the oval, of course. I almost always have asysmetrical camber, front and rear to suit which way the track runs. But it's always negative. I was always in the mindset that postive camber was pointless.(makes it harder to turn and takes away traction at the same time). Then again, i never really drive the MRT or UF1. I might have to go try this out..lol

My LIVE camber are always negative too. For say the XFR I might have -3.2 degrees on one side but only -2.5 on the other. I have never had live positive camber.

Quote from Gentlefoot :

My LIVE camber are always negative too. For say the XFR I might have -3.2 degrees on one side but only -2.5 on the other. I have never had live positive camber.

lol, yea..i thought the "live camber" was implied..but yea, same here

I've used positive camber at FE Club in the XFG with some sucess, too.

Quote from Forbin :

I think if there's even one hard corner in the opposite direction (FE1, SO1), your times suffer more from lack of grip in that one turn than you gain from the slight increase in grip in the other corners. Remember that the inside wheel generally has very little load on it compared to the outside wheel, so a little extra grip on the inside wheel isn't going to do much. On the other hand, if the outside wheel has massive positive camber, you're going to lose tons of grip. If the corner isn't so hard, maybe it's a good solution, but I can't really think of any such tracks in LFS besides the oval.

Hi. sorry for the long time to respond. been busy
Anyways, that's just it - it's not a Little increase and the only real right hand turn is exiting the chicane. the other one before it isn't that big of a deal in the mrt.

@ bob: To me the MRT is a Go-kart with a motorcycle engine and since I'm still learning set-ups, having a locked rear end is just one less thing I have to mess with at this time
but that brings me to another question.
Does the selection of rear end types have an effect on the camber?
If i was to use that same set-up, only with a viscous rear or whatever
(LOL viscous rear...sounds sick) would I have the same positive results
overall? hmmm....

anyways, thanks for all the replies

Quote from Racer Y :

Hi. sorry for the long time to respond. been busy
Anyways, that's just it - it's not a Little increase and the only real right hand turn is exiting the chicane. the other one before it isn't that big of a deal in the mrt.

@ bob: To me the MRT is a Go-kart with a motorcycle engine and since I'm still learning set-ups, having a locked rear end is just one less thing I have to mess with at this time
but that brings me to another question.
Does the selection of rear end types have an effect on the camber?
If i was to use that same set-up, only with a viscous rear or whatever
(LOL viscous rear...sounds sick) would I have the same positive results
overall? hmmm....

anyways, thanks for all the replies

When you say 'rear end types' I assume you mean the differential type. And no, changing the diff will not affect the camber settings.

But changing the diff type does have dramatic affects on handling. There are some threads discussing diffs knocking about.

LOL Yeah, Differentials. Sorry I have a hard enough time not calling a locked diff a Positrack rear

Maybe I didn't explain myself very well, Wouldn't another differential type transfer the power to the outside wheel in corners? I'm trying to get the inside wheel to grip as much as possible as the outside wheel. And even though the outside wheel still has more weight on it and all, I think that
the other diffs (sorry can't remember the names) would take too much power away from the inside wheel, making the camber adjustment less efficient. I might be getting this backwards.
more like putting(?) too much power to the inside wheel.


but I really don't know, it just seems that to me a different set up would take away from the effect. Hopefully I'll get to play in a few days and I'll try to find out then and probably tweak the set up some more as well.

You mean a looser diff would take more power away from the outside wheel (the one that's heavily loaded).

With rwd I always use the clutch pack diffs. This gives me the adjustability I need to calm the power oversteer by reducing the amount of power locking. Similarly more brake locking makes to car more stable at turn in. I'm happy to lose some traction with rwd for the sake of controlability hence the lower power locking rate.

With FWD I always use locked diffs.