Mind you, this is not a visible condition-it's very slight, and is nearly undetectable by the average driver. It would simply feel strange or touchy, but the driver wouldn't know why. Slip Angle is also related to this, which means the car doesn't follow the exact steering angle; forward motion causes the front tires to slide a certain amount in turns, so the turning radius of the car does not match the turning radius of the wheels. Because of the slip angle, minor amounts of toe-change are largely undetectable in a street car. I say street car because a serious race effort has to account for every possible issue to gain the most performance from a combination; in this type of car, everything is important, no matter how slight.

Wider tires are also less sensitive to toe-change and a little more sensitive to camber gain, which leads us to the next topic. Negative camber gain refers to the wheel leaning in at the top as the suspension compresses. When the car is turning, it normally leans to the outside of the turn, and the outside wheel/suspension compresses. Negative camber gain allows the tire to remain flat on the road, maximizing traction, despite the car's tilted attitude. Increasing negative camber gain increases cornering abilities substantially-again, you won't feel much difference, but a stopwatch will see it.

Finally, the last major issue is roll center. It's the imaginary point by which the car will roll in a corner. It tends to have a direct relationship with the car's vertical center of gravity, which is generally up near the cam centerline of a regular V-8. The closer these two points are to each other, the more resistance the car has to rolling in a turn. However, the higher the roll center, the more chance of jacking. Jacking refers to the car rising up as it rolls, decreasing stability. This is seldom seen as a problem in 99 percent of the cars out there, as only pushing a car to its limits will cause this phenomenon. Serious road racing cars will want to avoid a high roll center. It's best to have it near the ground and use a larger anti-roll bar to resist rolling in turns. With a street car, the roll center isn't too much of an issue as the high forces that cause jacking are seldom, if ever, reached.

The Final Outcome
Overall, using the B-spindle will result in geometry changes that are unnoticeable with all but the most aggressive drivers running against a stopwatch. Even at that, there's a good argument that the increased camber gain will have a positive impact on cornering while the increased toe-in through extension will go undetected.