Matt,
There are two big differences between carvers and inline skates.
1. The carver wheels are spaced irregularly. Two pair in the back and one in the front, so the front wheels carry more load (if you are balanced fore-aft.) This means they will turn harder than the rear wheels because they have a larger contact patch, hence a larger induced torque when tipped. "contact patch" is the key phrase for a Google search if you want to dig into the mechanics more. If you carve through a water puddle and then look at your tracks you will see that the rear and front wheels follow different paths.
2. There are two rows of wheels, just as a ski has two edges. This makes the lateral balance game the same as in skiing -- you try to tip and the skate tries to restore you to neutral. On inlines, there's no mechanical tendency to return to the neutral position, so you are relatively limited in your tipping ability. As with skis, it is that last little bit of tipping that makes a turn tighter and to tip that much you must counterbalance.
As Bolter said, trying to twist or steer carvers is asking for road rash. Which brings up an important point: protective gear. Use the search function to find several old posts describing protective equipment (helmets, crash pants (hillbilly dirt gear is a good brand), wrist guards, knee and elbow protectors, gloves, etc.) and also rubber tip protectors (or a short segment of rubber automotive hose) for your poles.
Here's an excerpt from the first Google hit on "tire contact patch torque" The basic issue is that when a tire is tipped, different parts of the rubber that are in contact with the road travel different distances because of the varying effective radius for each surface element of rubber, shearing and twisting this large "contact patch."
As a lateral load is applied during cornering, the tire generates a lateral force to oppose this load. As it generates this force, the tire begins to distort. The carcass flexes and distorts laterally. As a result, as the tire rolls, it "crabs" sideways a little each revolution.
The rubber in the tire tread (which forms the contact patch) also distorts, flexing sideways so that the contact patch is displaced laterally from its position at rest. The trailing part of the contact patch is displaced more than the leading part.
The result is that a tire under lateral load does not travel down the road in a direction parallel to the tire's centerline (i.e. perpindicular to the axle's centerline). It travels at an angle to the tire's centerline. The difference between the tire's centerline and the direction of travel is called the slip angle.
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