If you randomly google images of Wheel standing G-bodies:
You'll see the "Lots of Negative Camber" at full droop. This in non ideal, even in a straight line, but in a turn, its worse, because the camber on the outside tire is going positive, while the inside tire is going negative, so the car is actively trying to make the front contact patches smaller on BOTH tires during cornering.
No modern performance car and almost no "family sedan" still has suspension that does this in 2018. The G-body front suspension geometry was done purely to make people "drive slower" by making the front tires squeal like a stuck pig at first sign of enthusiastic driving.
The Eagle GT tire was actually designed to roll over on its sidewall and stick better than earlier tires so the factory G-body handling is significantly better than "handling cars" from a decade earlier. A T/A Challenger or AAR cuda only did .70 G on the skid pad with larger tires vs. an '86 T-type pulling an .82G.
Tire tests of the Eagle GT's in the early 1980's talked about their ability to use their sidewalls for grip when cornering. Engineers spec'ing them on performance G-body's probably chose them for this ability.
Modern, low profile tires don't have this ability and when combined with the factory geometry and alignment specs can have more understeer than when the car had new 215/65 Eagle GT's on it, without adding more static negative camber and/or tall ball joints.
You'll see the "Lots of Negative Camber" at full droop. This in non ideal, even in a straight line, but in a turn, its worse, because the camber on the outside tire is going positive, while the inside tire is going negative, so the car is actively trying to make the front contact patches smaller on BOTH tires during cornering.
No modern performance car and almost no "family sedan" still has suspension that does this in 2018. The G-body front suspension geometry was done purely to make people "drive slower" by making the front tires squeal like a stuck pig at first sign of enthusiastic driving.
The Eagle GT tire was actually designed to roll over on its sidewall and stick better than earlier tires so the factory G-body handling is significantly better than "handling cars" from a decade earlier. A T/A Challenger or AAR cuda only did .70 G on the skid pad with larger tires vs. an '86 T-type pulling an .82G.
Tire tests of the Eagle GT's in the early 1980's talked about their ability to use their sidewalls for grip when cornering. Engineers spec'ing them on performance G-body's probably chose them for this ability.
Modern, low profile tires don't have this ability and when combined with the factory geometry and alignment specs can have more understeer than when the car had new 215/65 Eagle GT's on it, without adding more static negative camber and/or tall ball joints.
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