Thanks a lot for all of the well thought out videos; having raced a lot over the years I've neglected to truly understand the car's setup and got in a rut of running kit setups. I've been trying to step up my game by understanding all of the adjustments and this is a huge help.
How does this effect higher speeds? With more roll does it reduce steering since it will be running on outer wheel that turns in less with more Ackerman?
That depends on what really happens at full lock. So if the outer wheel is all the way over at full steering lock regardless of Ackerman, and just the inside wheel is modulated, then high speed sweepers shouldn't see much dependence on Ackerman (there will still be some, as the inside wheel is still contacting the surface, just at a less optimal camber than the outer wheel). If instead the geometry on your particular chassis is such that Ackerman actually limits full lock on the outer wheel, then you'll see some degradation in high speed corners.
+doctormosfet I see, for rc there isn't much of a tire wear effect so I assume a real car wouldn't handle full Acker? or 0 Acker? or can you never have too much Acker? can a facyory car have Acker without adjustable rods n shit?
In a full scale race car, the optimum ackerman would be dependent on the slip angle of the tires (i.e., how much slip you need to induce in order to generate the most grip). This varies from tire to tire. I don't think you'd want much ackerman in a standard road car, because it sharpens the steering response and road cars tend to be "set up" for safer, understeering characteristics.
I've been sharing your videos man. Hopefully more come and watch your new stuff/style. I see questions like your topics on Facebook all the time
You are my hero you know that?
Thanks a lot for all of the well thought out videos; having raced a lot over the years I've neglected to truly understand the car's setup and got in a rut of running kit setups. I've been trying to step up my game by understanding all of the adjustments and this is a huge help.
You did not say which way to change the ball stud to increase or lower ackerman
You mention the effects of ackerman at low-speed cornering when there is little weight transfer; what about high-speed cornering, like oval racing?
How does this effect higher speeds? With more roll does it reduce steering since it will be running on outer wheel that turns in less with more Ackerman?
That depends on what really happens at full lock. So if the outer wheel is all the way over at full steering lock regardless of Ackerman, and just the inside wheel is modulated, then high speed sweepers shouldn't see much dependence on Ackerman (there will still be some, as the inside wheel is still contacting the surface, just at a less optimal camber than the outer wheel). If instead the geometry on your particular chassis is such that Ackerman actually limits full lock on the outer wheel, then you'll see some degradation in high speed corners.
heres my question, when it comes to % or degrees for mesuring ackerman, what is it, if there is any? is this full ackerman im looking at?
I'm not sure there is a clear metric for extent of ackerman, other than to look at the difference in steering angle of both front wheels at full lock.
+doctormosfet I see, for rc there isn't much of a tire wear effect so I assume a real car wouldn't handle full Acker? or 0 Acker? or can you never have too much Acker? can a facyory car have Acker without adjustable rods n shit?
In a full scale race car, the optimum ackerman would be dependent on the slip angle of the tires (i.e., how much slip you need to induce in order to generate the most grip). This varies from tire to tire. I don't think you'd want much ackerman in a standard road car, because it sharpens the steering response and road cars tend to be "set up" for safer, understeering characteristics.
what car is that ? the one you are using
Tekno EB48SL.
what's his fb under?