Proper adjustment of camber depends in part on the suspension geometry of the car and in part on how it is driven. So for example, in most cars, you want to have a good contact patch from each wheel, most of the time, with an average load of people in the car. Front wheels usually are specified for a small amount of positive camber (top of wheels further apart than the bottom), which will end up being vertical wheels with a normal load in the car. Again, this depends on suspension design, but that seems to be the general rule.
But then there are those that like to race. If you expect to make high g cornering forces, when the car leans over, you might need to optimize camber for cornering. You will want the outside wheels, in sharp high speed turns, to be as vertical as possible, for the best tire contact patch. The outside wheels will provide the greatest traction, in such turns. This occurs with outside suspension loaded, front and back, and the car leaning. So most likely you will require negative camber, measured when the car is stationary and unloaded, to achieve this effect in hard cornering.
So as you can see, proper alignment is a compromise, like everything else in engineering. For normal driving, you will get less tire wear and better traction with the settings recommended by the manufacturer. For extreme driving, you might get better performance, but greater tire wear, with different alignment settings.
Azizi, wheel camber effect on vehicle directional stability is a daily matter for consideration in the performance and race car field. Much has been written on it in books and on the web. Enjoy your reading!
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