1 degree of bend equals how many inches of Steer?
- Thread starter The Iceman
- Start date
An axle indexed at the 12 or 6 o'clock position with 1° or 7° will create no steer. It's not until the axle is turned out of this position, toeing the wheel, will steer be created. Hope that makes sense. But to answer your question, I haven't ran any tests to determine what you are asking as it pertains to toe-in or toe-out.
The Iceman said:
This is not really the answer but I can tell you that I tried bending a scout axle 1.5 degrees to adjust the steer and still be in compliance with my son's "vertical wheel" race rules and I couldn't get enough steer out of it to fix the wobbles. I ended up bending it 2.5 degrees and turned it forward to around the 4 o'clock position to get 3" of drift and the car ran better then. The wheel was still vertical enough to pass their visual inspection and race. I think if you only went 1 degree it would get lost in the wheel bore to axle clearance. You wouldn't see any steer at all.
- Nov 24, 2011
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I have never tried to determine this. I do know that a razor wheel will respond more than a wide wheel. Wheelbase has an effect on this also.
It's probably obvious, but the more degree of bend, the more steer can be generated at the 3 / 9 o'clock position. I would also say that I have found it a bit harder to "dial in" a car with excessive bend in the axle (e.g. more than 5 degress or so); although I am faster with more than the typical 2.5 degree bend I have always heard about.GravityX said:
I have also noticed that my cars with a 2.5 to 3 deg bend in the axle are hard to fine tune the steer. If my car is set a 3" of steer and I want 3-1/4" it takes forever to get it set. Could be to that I just have not done it enough yet.B_Regal Racing said:
The higher the degree of bend the more sensitive the car will be to even the smallest of twists of the steering axle.
Chris, regarding the razor wheel. I can see this being true because of the way the wide wheel and the razor wheel sits against track rail. The thin razor rides in the very corner where the rail and track surface meet. Whereas the wider wheel is never able to reach the same point as the razor and will typically ride higher on the rail. Using a clock as reference, the razor wheel contact point to the rail is at 6 o'clock while the wide wheel point of contact to the rail is roughly 4:30-5:00 o'clock area. The inside edge of the wide DFW never contacts the track surface. Point of contact to the track surface, with the wide wheel, is roughly the width of wheel away from the rail. Preceding example is based on right side DFW. I tried to make an illustration as best I could to represent what I was trying to say.
Track Rail
→ | / ← Razor wheel
→ | / /
→ |/____/____
↑
Track Surface
and
Approx. Point of Contact
Wide Wheel
Chris, regarding the razor wheel. I can see this being true because of the way the wide wheel and the razor wheel sits against track rail. The thin razor rides in the very corner where the rail and track surface meet. Whereas the wider wheel is never able to reach the same point as the razor and will typically ride higher on the rail. Using a clock as reference, the razor wheel contact point to the rail is at 6 o'clock while the wide wheel point of contact to the rail is roughly 4:30-5:00 o'clock area. The inside edge of the wide DFW never contacts the track surface. Point of contact to the track surface, with the wide wheel, is roughly the width of wheel away from the rail. Preceding example is based on right side DFW. I tried to make an illustration as best I could to represent what I was trying to say.
Track Rail
→ | / ← Razor wheel
→ | / /
→ |/____/____
↑
Track Surface
and
Approx. Point of Contact
Wide Wheel
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