I originally posted this in another thread but not to hijack someone else's thread I'm moving the dumb question here to ask and deleting it in the other thread.
Good and enjoyable race to watch.
Watching cars on the somewhat slick track at Stateline yesterday with what appears to be not a lot of banking brought thoughts of a 'how do they do it' setup question to mind. And since I do this for fun, killing time waiting to see if I can go out and cut grass today and to learn I have a question?
I was sitting towards turn one and was able to watch both right front camber and camber gain, mentally trying to compare the amount to what I've seen in late models at higher grip more banked tracks. I take what i see and compare it in my mind including on track forces at work or on track forces which are available at one track verses another. The quick reference brought to my mind in this area is Tri City to hopefully make what I ask relate to those who know about late model setup. Because this is a question to learn, I'll make the comparison to what I saw at Tri City because it sticks out most in my mind.
Long story short it appeared to me that the 'fast' late models used more right front camber and less camber gain at State Line then I remember seeing at other area tracks. Definitely 'more' initial camber and 'much less' camber gain. The first question is am I correct about what I think I saw at State Line?
That my initial question and I think I'm probably correct about my observation which lead me to my real question after thinking about how >camber gain< is likely changed for State Line. So far what I'm writing about is all about the front end and right front tire presentation with the rest of it about how on track forces are made to interact with right front tire presentation via adjusting front roll center for how you leverage the right front into the track differently and SECONDLY how you use 'so called rear steer' to aim the acceleration forces towards the right front tire.
I don't know late model adjustments but It's easy for me to see how with late model setup you would coordinate together both how much you hang the left front corner of the car out over the bank of the track per banking and available grip, and how you alter the centerline of the car to present forward acceleration either at, to the left or to the right of the right front tire.
I hope I have that correct and I think I do weather it's generally realized or not.
On to the real late model question which relates to 'camber gain'.
I understand how to adjust the >rate< of camber gain and I think I see how the amount of rear steer and the amount of lift in the rear of a late model chassis can be controlled.
After all that lead in what I'm asking is how do you control the >RATE< of the action of rear steer?
I think that would be critical for how you cause on track forces to operate the chassis. The obvious example would be making a choice between easing weight into a tire verses banging weight into a tire per available grip? Yes I see how tire duro etc depending on if your allowed to prep tires effect it but this question is about, if there is anything. that controls the >RATE< at which rear steer and rear chassis lift occurs? And if there is what is the general adjustment called? Or do you have to work together several things to control the >RATE< at which rear steer and rear lift occurs. This is separate in my thinking from what you have to do to control the physical amount of lift and rear steer. I also am thinking there is nothing to do it or might there be a chassis shock which could be used in controlling the rate? I don't know, I'm probably wrong about the whole thing but I'm asking anyway to learn.
thanks for reading and I'm explaining up front it's a question and I'm trying to learn from others on here. That and I like to write and do this for my own fun and entertainment. 
