I don't doubt that it is possible to calculate one's way to suitable Ackerman, and General Motors probably needs to do that. We don't. Just look down on the king pin and the tie rod end, and extend that line to the center of the rear axle.
Correct... I will not be building your machine for you.
Thanks! I can never keep disc and disk straight. Now I wrote it on a post-it and stuck it on the monitor.
That car sounds like a race car all right! I can probably understand most aspects of steering geometry if I sit down and study it again, but itâ€™s been 30 years since I learned it, so it would take me all day now. And there are many forms of racing, and countless thousands of individual race cars.
But full power and hard braking means suspension travel at the extremes, and the steering linkage can be arranged so you get toe-in at the extremes when directional stability is needed most. Then, in the middle of the suspension travel, the toe will be slightly out, which helps with turn-in.
Old Mr. Ackerman is very much part of a race carâ€™s turn-in. Remember that the tires must be toed out in the turn. And for straightway stability, they must be toed in. The transition from toe-in to toe-out must necessarily cause a jolt in the system -- from everything being in tension to everything being in compression (or vice versa). That sudden transition is trivial in a grocery-getter, but is undesirable in a race car where the tires are already at the limit of traction, and any kind of upset in the forces will slow the car down.
The camber angle is also part of the suspension travel equation. The common system of short upper suspension links and long lower ones... is specifically intended to change camber to maximum negative (contact patches as far apart as possible) for stability under extreme conditions. And the camber of a tire affects which way it wants to go, so camber set for going fast around corners can also make a car squirrelly on the straights.
Keeping a squirrelly car going smoothly straight... is one of the key skills of a racing driver.
Right, there is probably no such thing as ideal steering geometry. Mass-produced cars are full of compromises for various reasons of cost-cutting, manufacturing, tire wear etc. My Dodge Dakota violates most of the basic â€œrulesâ€