I agree with the end part, not sure about the rest.
Negative camber is necessary because when a car turn into a corner, it experiences chassis roll, which increases the tires' camber angle. Also, because most rubber tires are quite flexible, they get a little deformed in the direction of the center of the corner. If the car doesn't have any negative camber, only the tires' outer edge and sidewall would touch the ground, which isn't beneficial for traction. A tire's coefficient of traction (grip) increases as it's contact surface increases, so the ideal situation would be that the tire would stay perpendicular to the ground at all times, and that it wouldn't deform under heavy side load. Unfortunately, this isn't the case; most of the time you have to find the best compromise. The problem is that if you want maximum forward traction, you have to set the camber to 0°, and if you want maximum cornering action you have to set it to a few degrees negative, depending on the softness of the suspension and tire carcass. So you can't have both, but you can try to make the best possible compromise. The easiest way is to set camber so the tires wear evenly across their surface, that way you can be sure every part of the surface is used to the maximum of it's potential. Keep in mind that a car with very soft suspension settings and very little camber change will need more negative camber than a car with a very stiff suspension and In very bumpy offroad conditions however, it can be beneficial to use more camber than would be needed for uniform wear across the surface. The excess camber stabilizes the car in large bumps and reduces the risk of catching a rut and flipping over.
So:
-when running 0 camber, the outside wheels on turns will have positive camber. Negative camber is used to offset this effect, and have more of the tire in contact with the track.
-in NASCAR, they run more camber on slower tracks/turns. On superspeedways (tracks 2 miles or longer where you barely brake), they almost don't run any camber.
To me, the less pronounced the turn (=the faster it is), the less camber you need, because the (outside) wheel will be on a lesser positive camber angle, and you need to "correct" it less.
I could be wrong, maybe Bhowe will test with slow turns and report, or a tune specialist will step in here?
Tertre Rouge (literally mound red in French)
Look instead at Mulsanne and Arnage http://en.wikipedia.org/wiki/Circui...iewer/File:Circuit_de_la_Sarthe_track_map.svg
or another track altogether...
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