This must be wrong. \x0d\ For civilian cars, the camber angle is not very important. The torsion beams of Peugeot and Citro?n are very good. \x0d\ \x0d\ The handling of Citroen C4L 1.6T is no less than that of independent suspension Golf, Sagitar and Focus. \x0d\ \x0d\ However, a good independent suspension has a wider adjustment range, such as camber angle. Ordinary torsion beams cannot adjust camber angle. \x0d\ \x0d\ Would you adjust the camber angle of the wheels to negative, that kind of exaggerated splay? Although it has an impact on straight-line acceleration performance, tires with higher grip during cornering and heavy braking mean a higher cornering limit speed and better braking performance. \x0d\ You will find that the tires of F1, touring cars, and racing cars are all exaggerated. \x0d\ \x0d\ When the car turns, the center of gravity is on the outside vehicle, and the grip of the outside vehicle is very important. If it is adjusted to the outside shape, when the car rolls, the outside tire will be at 90 degrees to the ground. After all, the inside wheel has weak grip, so it doesn't matter. \x0d\\x0d\Of course, when the tire is in the air, whether it is inside or outside depends on the length of the upper and lower arms. If the upper arm is short, it will be outside and vice versa. \x0d\\x0d\The cost of an independent suspension that can adjust the camber angle is not higher than the cost of a torsion beam that can adjust the camber angle. \x0d\ If a torsion beam suspension could adjust the camber angle, then such a suspension would be difficult to manufacture.