I'm with Ricky on this one. It's just one of those deal with it kind of things. It's definitely not a deal breaker though. I also run a fairly aggressive alignment.

 

It does but the pros outweight the cons imo

 

I am running 16" wheel and had very bad tramlining issue which I thought it to be normal with this car. I don't remember the tire exactly but I had 205 width pilot sport or something similar in the front with not much tread left and 225 all-season cheapo tire on the back with 90% tread life left.

Recently, I changed out all 4 tires to 225 square direzza zii and I don't have tramlining issue anymore. It does only when the road is really bad and I consider that normal since other cars will have that issue if the road is that bad.

I am guessing the front tire's grip was the issue but I can be wrong.. 2 factors changed, grip and the staggered-> squared.

Anyway, I did get rid of tramlining issue (unintentionally) so I am happy now.

Oh, and this was before I aligned my car. I did not align my car after changing out the tires because I was going to swap the suspension soon. I have then lowered and aligned my car but it did not change much in driving straight over rough streets.

 

Given the same or similar alignment I don't think he difference would be that large. Most people run much more aggressive alignments with a square setup, so the effect is exaggerated.

Having run my car with 225s up front and with 255s with nearly identical front alignment I would say there is only a very slight increase. I would imagine the more caster you run the worse the effect. Definitely a non-issue though.

 

Ive driven bama's car. It's a minor issue, but increased over stock. Wider front simply equals more effects on steering.

 

I don't remember this fully...I took the class on it over 40 years ago...but as the tire gets wider the contact patch gets wider and shorter. When being forced to turn the narrow, longer patch is being forced to turn perpendicular to the direction of rotation, the wider, shorter patch parallel to the direction of rotation

Positive caster moves the contact patch behind the point of intersection of the axis of the tire's rotation and the ground. That causes the drag forces to try to straighten the tire. If I recall correctly, some cars without power assist had negative caster to make steering easier. A 1955 Chevy had a spec of -1/2 to + 1/2. German cars which had to be able to run high autobahn speeds had lots of caster. They also had big brakes.

Different tire designs and different tire pressures could also have an effect.

I wonder if their is a correlation between camber settings and tramlining, as others have hypothesized.

 

If you had tramlining, what was your wheel offsets? The underlying hypothesis is that scrub radius and not tire width may have caused the tramlining.