Does it seem to me, or there's some Anti-ackerman going on?zgred wrote:
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Caito.-
Does it seem to me, or there's some Anti-ackerman going on?zgred wrote:
anti ackerman takes into consideration the optimum slip angle for the tyre at reduced vertical load(inner wheel ).n smikle wrote:Interesting. What effect does anti-ackerman on the F1 car? More turn in?
I think there is a typo. The first pro ackerman should be anti ackerman?marcush. wrote:anti ackerman takes into consideration the optimum slip angle for the tyre at reduced vertical load(inner wheel ).If your inner wheel stays on the ground at cornering speeds and you have pro ackerman the inner wheel has to have more steering angle=more slip angle but has much less vertical load ..so youre not using the inner wheel properly you are abusing it a bit .n smikle wrote:Interesting. What effect does anti-ackerman on the F1 car? More turn in?
As we have learned tyres do not like to be punished at low vertical loads ..
With pro ackermann the inner wheel has less steering angle than the outer wheel but has more grip.(unless your tyre would like more slip angle at lower vertical load)
The maximum lock of the outward tyre inthe corner can be increased of course ,as the inner wheel does not steer more than the outer wheel.clearance wise its much better and aerowise for sure as the inner wheel does not block /modify the airflow as much when there is not much lock available un the inside..
definitely not good for pushing the car around in the pits ,but at racing speeds more than worth a thought.
While I do appreciate your effort to impart this excellent piece of knowledge... could you summarise in human terms? All these engineering terms boggle the mindmarcush. wrote:anti ackerman takes into consideration the optimum slip angle for the tyre at reduced vertical load(inner wheel ).n smikle wrote:Interesting. What effect does anti-ackerman on the F1 car? More turn in?
If your inner wheel stays on the ground at cornering speeds and you have PRO ackerman the inner wheel has to have more steering angle=more slip angle but has much less vertical load ..so youre not using the inner wheel properly you are abusing it a bit .
As we have learned tyres do not like to be punished at low vertical loads ..
With ANTIackermann the inner wheel has less steering angle than the outer wheel but has more grip.(unless your tyre would like more slip angle at lower vertical load)
The maximum lock of the outward tyre in the corner can be increased of course ,as the inner wheel does not steer more than the outer wheel.clearance wise its much better and aerowise for sure as the inner wheel does not block /modify the airflow as much when there is not much lock available un the inside..
definitely not good for pushing the car around in the pits ,but at racing speeds more than worth a thought to have anti .
Edited and clarified due to a typo rendering the statement useless.