Car rear wheels at different angle?
Nearly all cars have a half degree or so of negative camber. Looking axially along a wheel, camber angle is the amount the top of the tire is tilted inwards towards the car relative to the bottom of tire. Toe is a different alignment parameter and is the angle of the left and right of the tire relative to the car centerline.
The primary reason is that as the suspension articulates, the wheel does not move perfectly up or down, but moves on an arc about a point in space called the roll center. You want to minimize camber change in the designed-for range of suspension motion, so manufacturers add a little bit of static camber to ensure that, within design range, you have minimal change in camber angle as the car goes over bumps, is loaded with humans/stuff, and corners at expected G-levels. This small amount of camber won't materially affect your tire wear. Toe will chew tires MUCH faster than camber. More negative camber = more grip under side loads. More positive camber = less grip. You want grip even on a bland econobox appliance.
Race cars have much greater amounts of static camber to have better cornering capability by evening out tire temperatures in the cornering phase as well as ensuring that at high g-load you minimize camber change. You are trading improved cornering grip for increased tire wear and sometimes decreased braking grip if you go too crazy with camber. Depending on which axle you are adjusting camber on you can improve or reduce the ability to put power down as well.
Stance cars have a lot of camber because it looks cool through the vape clouds, I guess. Not my scene.
And, while I'm at it: Toe affects how twitchy a car is. Most cars have between zero toe to a tenth of a degree of toe-in on the front, and usually around zero in the rear. This is a stable, neutral, if a bit dimwitted steering car. As with camber, toe changes as a function of suspension articulation.
Racecars are dynamically set with aggressive toe. Toe OUT in the front makes for a twitchy but responsive car under cornering and steady state, with chassis-dependent effects on braking. Toe IN at the rear, on a properly powered car, helps put power down without having to add camber, which reduces your effective contact patch. This chews through tires, but when you measure tires in terms of heat cycles rather than distance, who cares. Drift cars are commonly set with toe OUT in the rear (and lots of negative camber) because they want to slide instead of putting power down. If you can see toe in/out, it's too much on your street car.
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