I hear a lot Corvette guys say that our cars weren't designed for wider tires! Dumb comment!

The chassis was designed to align so the tire tread could be flat on the ground. That doesn't matter whether it is skinny or wide! What is happening, is that on a rough or uneven road, those can be upsetting a wide tires foot print more than that of a skinny tire and thus exacerbates good tracking.

There is an argument for limiting the suspension travel, so the suspension doesn't put that wide tire up on edge or completely off of its footprint as it travels to the ends of its arc!

Toe in is also beneficial as you do get deflection and that could cause the tires to point outward heading you toward the side of the road at $hit, instead of it trying to search for straight.

I run heavy rods, arm bushings and everything to minimize any deflection, therefore I run mostly zero toe! The more radical the toe, the less ease of accurate aim that you will get from your car going into a turn. The design takes care of Ackerman effect pretty decently, so no redesign of the spindle on our cars is needed. Is it perfect, no, but the toe in actually helps that, as that was designed around toe-in.

I am not even going to try to explain Ackerman as you go wider on your tires. People with stock or street modified Corvettes don't need to worry about that!

The stock guys probably won't run one, and the big block guys that need it the most have a hard time fitting them! Some chassis are assembled better than others, if the frame is flexing that much (and they do), then your alignments are moving all over the place enough to worry, if you want true handling.

And just because I got an email asking to explain Ackerman, I will spend the time to explain things to the most simplistic and least time consuming explanation! I used to sit with Dick Guldstrand and talk cars, as I think we had the best handling C3 in his GRA club of all time and it wasn't his shop that set it up (335 rear tires in the 1990s helped that greatly too ), but couldn't get in depth explanations on all of this, so I bought every Smith book, Herb Adams book, and all of the others and all of them stop far short on the answers and engineering. Ackerman in my option is designed fixed, but it is a side to side thing! So if the inside tire is steering thru the arc tighter than the outside tire, with toe in factory settings, more turning has to occur to get that inside tire straight than the outside tire that is already in the Turn arc being toed in. So straighten the toe like me, thus any turn of the wheel in either direction is already starting the turn on both wheels simultaneously ,so unlike Smith, Adams, Guldstrand minds stuck on design Ackerman doesn't change, changing those tie Rods changes Ackerman! It just isn't a slip angle or scrub only effect!

So again, if your inside tire is toed in, then the starting point is earlier lengthening essentially the arc to get the steering to the max limit! The outside tire start of arc is already pointed inward to the direction of your turn.

Ok taking that to the discussion here, going wider on tires results in naturally more scrub. So changing toe can have an affect on a lessor scrub benefit, but on our cars without reengineering components, you will never make that go away totally.