Ackermann Geometry

Ackermann Geometry
Ackermann steering geometry solves the problem of wheels on the inside and outside of a turn
needing to scribe circles of different radii.

Rudolf Ackermann (1764 - 1834) was the patent agent for German horse drawn coach builders
"Lankensperger". They submitted a patent in 1818, but Eramus Darwin was said to have
had prior claim to the invention in 1758.

Passenger cars have a steering geometry somewhere between True / Pure Ackermann steering
and parallel steering while it’s common among race cars to use Reverse Ackermann. By using
True / Pure Ackermann steering on passenger cars, or other vehicles only exposed to low lateral
accelerations, it is ensured that all wheels roll freely with no slip angles because the wheels are
steered to track a common turn center. Race cars are often operated at high lateral accelerations
and therefore all tires operate at significant slip angles and the loads on the curve inner wheels
are much less than the curve outer wheels due to the lateral load transfer. Tires under low loads
require less slip angle to reach the peak of the cornering force. Using a low speed steering
geometry on a race car would cause the curve inner tire to be dragged along at much higher slip
angles than needed and this would only result in raises in tire temperature and slowing down the
car due to the slip angle induced drag. Therefore race cars often use parallel steer or even reverse
Ackermann.

The inside wheel on a bend will need to turn more the outside wheel. In turning a tighter circle,
the inside wheel will complete less revolutions.

True / Pure Ackermann Steering

Too much Ackermann angle from True, will make the car loose on turn exit or will cause
premature tire wear. Too much Ackermann can over−heat the left front tire so that it will not
perform on a long journey.

Excessive Ackerman can sometimes be seen by the wear pattern on the left front tire. If you see a
graining pattern in the tire surface or the left front tire seem very hot you may want to consider
reducing the amount of Ackerman.

The right amount of Ackerman will help through the middle of a turn. Fine tuning car handling is
possible through changes in Ackermann. A car that is overly tight through the middle of a bend
can be cured by more Ackermann. Too much can slow the car down as your Engine power is
used to overcome tire drag. Tire wear may also be an issue.

It is important to remember that adjusting Toe angles will affect Ackermann Geometry. It is also
important to understand the difference between increased Toe Out and More Ackermann as
many reference sources often confuse the two.

Before taking any Ackermann measurements you must insure that ride height is set, weight
percentages correct, driver weight accounted for, bump steer set, camber and caster set, air
pressure set etc.... All of these factors will have an effect on Ackermann measurements and
getting a stable 'Base Point' as reference is very important.

True / Pure Ackermann − Zero Toe On Turn In

True Ackermann steering geometry is defined by angling the steering arms so that a line drawn
between both the kingpin and steering arm pivot points intersects with the center line of the rear
axle.
As this gives true Ackerman steering geometry, there is no Toe Angle change on the inside
wheel (the wheel is aligned with the circumference of the circle.

True Ackermann and Zero Toe In:

Modern cars do not use 'Pure' Ackermann angles as there are many other factors to take into
account.
 Zero toe (wheels pointing straight ahead) and True/Pure
Ackerman will result with both tires being aligned with the circumference of the circle or arch
of corner.

True Ackermann and Toe In:

Both of the wheels are being toed−in relative to the circumference of the circular path they are
actually following.
The inner wheel is trying to scribe a larger circumference and the outer wheel a smaller one.
This situation is known as 'Parallel Ackermann'. If Less Ackermann angle was introduced the
situation could be pushed into 'reversed Ackermann'.

True Ackermann and Toe Out:

Both of the wheels are being toed−out relative to the circumference of the circular path they are
actually following.
The inner wheel is trying to scribe a smaller circumference and the outer wheel a larger one.

More Ackermann Angle − Toe Out On Turn In

More Ackermann is achieved by angling the steering arms towards the central axis, so that the
point of intersection is forward of the center line of the rear axle.
This steering geometry achieves greater angular inequality of the turned wheels, which generates
Toe OUT on the front inside wheel. The inside wheel is trying to turn tighter circle than it needs
to.

More Ackermann and Zero Toe:

Zero Toe and More Ackerman will result in the inside wheel trying to follow a smaller
diameter circle than it actually does. The inside wheel is toed-in relative to the actually circular
path.

More Ackermann and Toe In:

By precisely adjusting the toe in angle, the inside wheel could scribe a circumference true to
the path it actually follows. The outside wheel is toed−in and is trying to follow a smaller circle
than its actual path. The inside wheel has less toe-in than 'True Ackermann and Toe In'.

More Ackermann and Toe Out:

With toe angle set to out and More Ackerman will result with the larger inequality between the
turned front tires. The outside wheel is toed-out and trying to follow a larger circumference
 than the circular path. The inside wheel also toed-out and is trying to follow a smaller circle
than it actually is. The outside wheel has increased toe-out over 'True Ackermann and Toe-
Out'.

Less Ackermann Angle − Toe In On Turn In

Less Ackerman angle can be set on a steering set−up, which involves adjusting the angle of the
pivot points on the steering arms so that the point of intersection is behind the center line of the
rear axle.
Some race cars use Reverse Ackermann geometry to compensate for the large difference in slip
angle between the inner and outer front tires while cornering at high speed. The use of such
geometry helps reduce tire temperatures during high-speed cornering but compromises
pmanoeuvrese in low speed maneuvers.

Less Ackermann and Zero Toe:

Less Ackermann and Zero Toe In will result in progressive Toe In on the inside wheel. The
Inside wheel will try to follow a greater circle than it actually does. This situation can approach
Parallel Ackermann.

Less Ackermann and Toe In:

Both of the wheels are being toed−in relative to the circumference of the circular path they are
actually following.
The inner wheel is trying to scribe a larger circumference and the outer wheel a smaller one.
The inner wheel has increase toe-in over 'True Ackermann and Toe In' above.

This situation is known as 'Reverse Ackermann'.

 Less Ackermann and Toe Out:
By precisely adjusting Toe Out the inside wheel could scribe a path true to circumference of
the circular path it is actually following. The outside wheel is toed−out relative to the
circumference of the circular path it is actually following. The inside wheel has less toe-out
than 'True Ackermann and Toe-Out'.

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