The OFFICIAL DC Squad --Version 3--
Honda-Tech Member
Joined: Jul 2002
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From: Tornado Alley, IL, USA
Re: The OFFICIAL DC Squad --Version 3--
Picked it up from the detailer, paint is like night and day. He was able to fix my wet-sanding scratches, give the paint more depth, consistency, and liquidity. My car never looked this good, ever.
Honda-Tech Member
Joined: Aug 2009
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From: So Cal
Re: The OFFICIAL DC Squad --Version 3--
Tell me how the force of friction the laws of physics don't apply to tire wear.
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Joined: Oct 2007
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From: happy ****ing valley
Re: The OFFICIAL DC Squad --Version 3--
dude let it go, the physics/mechanics argument youre trying to make is probably beyond your comprehension to begin with (you can prove me wrong with calculations if you want, but im making my judgement off of what you've already tried to say)
Honda-Tech Member
Joined: Aug 2009
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From: So Cal
Re: The OFFICIAL DC Squad --Version 3--
Your asking too much.
Go sit at a tire shop and wait for some different wear patterns to come through and you'll see.
Camber will give a very smooth gradated look. Very smooth on only the inside or only the outside and lots of tread on the opposite side.
TOE will leave the same gradated look but its not as uniform. Its much more patchy and a good mechanic can spot the subtle difference.
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Joined: Oct 2007
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From: happy ****ing valley
Re: The OFFICIAL DC Squad --Version 3--
nope, don't have time for that as i'm in college learning real physics/statics/dynamics so i don't have to become a mechanic staring at tires 
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Joined: Aug 2009
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From: So Cal
Re: The OFFICIAL DC Squad --Version 3--
Exactly, so don't argue if your going to just tell me to get calculations. You try calculating the wear over just two degrees of gradated wear, I don't have the means or tools.
Another approach, lets find some toe wear and camber wear and compare.
YES they are very similar but there is a difference.
Now go feel like a grown up cause your in college. You're not the only one attending.
Another approach, lets find some toe wear and camber wear and compare.
YES they are very similar but there is a difference.
Now go feel like a grown up cause your in college. You're not the only one attending.
Honda-Tech Member
Joined: Aug 2009
Posts: 684
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From: So Cal
Re: The OFFICIAL DC Squad --Version 3--
This is an internet forum and everyone is entitled to their posts and opinions. As either of you are entitled to harass me over tire wear neither of you completely understand.
If you don't want to be in the conversation, don't reply.
If you don't want to see it, stay quiet and hope no one responds.
But this is a forum, you can have you opinion calling me a child and I can have mine proving my point and your ignorance.
If you don't want to be in the conversation, don't reply.
If you don't want to see it, stay quiet and hope no one responds.
But this is a forum, you can have you opinion calling me a child and I can have mine proving my point and your ignorance.
1) Camber changes the lateral dynamic load on the tire surface. A car with a lot of static negative camber puts more load on the inside edges of the tire. In extreme cases with a wide tire, a lot of static negative can even lift the outside edge clear of the ground.
The increased load on one part of the tire when compared to another increases wear marginally. If we use the extreme example, if the outer part of the tire isn't touching the ground, it can't wear, can it?
But the total wear rate isn't really accelerated. If we assume the same compound, and we make a rough assumption that a tire of X width at a large camber angle produces the same ground pressure ad a non-cambered tire of half the width, we'd assume that both tires would wear out at roughly the same time. In other words, the tire will wear out a little faster than a non-cambered tire of the same width, but not outragously so.
2) Toe physically scrubs the face of the tire across the road. (actually, it sets up a permenent slip angle which may or may not involve physical slip... but we can treat it as a scrubbing action) Any degree of DYNAMIC toe (which relates to any static toe in excess of the factory specs) will result in HIGHLY accelerated wear. Toe is a tire killer.
3) A combination of a lot of static negative camber plus a lot of dynamic toe results in a lot of tire scrub confined to a smaller area of the tire. This combination can kill tires in very short order.
If you are lowering a car, toe is an immediate priority. The tire wear characteristics of toe are such that the only time you want to drive the car with the toe out of spec is on the way to the alignment rack.
The tire wear characteristics of camber, however, are much much smaller, and need not be worried about all that much. For reasonable amounts of static negative, the extra camber might even be a good thing, as you can expect better maximum-roll cornering force.
If the concern is strictly maximizing tire life, then yes, camber is worth correcting. But it is nowhere near as important as toe.
DG
The increased load on one part of the tire when compared to another increases wear marginally. If we use the extreme example, if the outer part of the tire isn't touching the ground, it can't wear, can it?
But the total wear rate isn't really accelerated. If we assume the same compound, and we make a rough assumption that a tire of X width at a large camber angle produces the same ground pressure ad a non-cambered tire of half the width, we'd assume that both tires would wear out at roughly the same time. In other words, the tire will wear out a little faster than a non-cambered tire of the same width, but not outragously so.
2) Toe physically scrubs the face of the tire across the road. (actually, it sets up a permenent slip angle which may or may not involve physical slip... but we can treat it as a scrubbing action) Any degree of DYNAMIC toe (which relates to any static toe in excess of the factory specs) will result in HIGHLY accelerated wear. Toe is a tire killer.
3) A combination of a lot of static negative camber plus a lot of dynamic toe results in a lot of tire scrub confined to a smaller area of the tire. This combination can kill tires in very short order.
If you are lowering a car, toe is an immediate priority. The tire wear characteristics of toe are such that the only time you want to drive the car with the toe out of spec is on the way to the alignment rack.
The tire wear characteristics of camber, however, are much much smaller, and need not be worried about all that much. For reasonable amounts of static negative, the extra camber might even be a good thing, as you can expect better maximum-roll cornering force.
If the concern is strictly maximizing tire life, then yes, camber is worth correcting. But it is nowhere near as important as toe.
DG
B*a*n*n*e*d
Joined: Jan 2011
Posts: 1,078
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From: been here since 2005
Re: The OFFICIAL DC Squad --Version 3--
so you telling us we don't understand, is as important as we telling YOU you don't understand. We get it, agree to disagree. I think you're a chode and don't know 10% of what i know. Opinion stated.
whats was the cause of him stopping
but it doesn't look like you hit him going to fast
Honda-Tech Member
Joined: Jul 2008
Posts: 2,576
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From: Hayward, CA
Re: The OFFICIAL DC Squad --Version 3--
October 25th Sir dammmm time flies by fast be my RDC lol so I don't have to do **** lol.
Thanks Brice, hopefully I run into you 1 day because I'm going to be in the aviation field
IYAAOYAS!( if you ain't aviation ordenance you ain't ****!) LOL!
-Ric.
Thanks Brice, hopefully I run into you 1 day because I'm going to be in the aviation field
IYAAOYAS!( if you ain't aviation ordenance you ain't ****!) LOL!
-Ric.