Camber

Look at a car from the front and imagine a vertical line through each wheel. If the top of the tire tilts inward, that is negative camber. Track cars run more of it than road cars because, when the car leans in a corner and the tire's sidewall flexes, the outside tire rolls onto its outer edge. Negative camber pre-tilts it so the tread lies flatter on the road at the moment it is doing the most work.

The payoff is more cornering grip and less wear on the outer shoulder. The cost is a slightly smaller contact patch in a straight line, which can reduce braking and traction and wear the inside edge if you overdo it on the street.

A useful check is tire temperature across the tread after a run. A track-focused setup often aims for the inside edge to be a little hotter than the outside. Camber also changes as the suspension moves, so the static number on an alignment sheet is only the starting point.