f n RC t Fig 4 Spot Wear I Cornering Since the introduction of independently sprung front and rear wheels improvements in spring suspension have enabled drivers to negotiate curves at higher rates of speed with the same feeling of security that they had with the older cars at lower speeds Consequently curves are being taken at higher speeds with the result that a type of tire wear called Cornering Wear fig 5 frequently appears When a car makes an extremely fast turn the weight is shifted from an even loading on all four wheels to an abnormal load on the tires on the outside of the curve and a very light load on the inside tires due to centrifugal force This unequal loading may have two unfavorable results First the rear tire on the inside of the curve may be relieved of so much load that it is no longer geared to the road and it slips grinding off the tread on the inside half of the tire at an excessive rate This type of tire shows much the same appearance of tread wear as tire wear caused by negative camber I Second the transfer of weight may also over load the outside tires so much that they are laterally distorted resulting in excessive wear on the outside half of the tire prOducing a type of wear like that caused by excessive positive camber Cornering wear can be most easily distinguished from abnormal camber wear by the rounding of the outside shoulder or edge of the tire and by the roughening of the tread surface which denotes abrasion Corneting wear often produces a fin or raised portion along the inside edge of each row in the tread pattern In some cases this fin is almost as pronounced as a toe in fin and in others it tapers into a row of tread blocks to such an extent that the tire has a definite step wear appearance The only remedy for cornering wear is proper instruction of owners l t Fig 5 Comering Wear