Roll angular inertia[edit]

This increases the time it takes to settle down and follow the steering. It depends on the (square of
the) height and width, and (for a uniform mass distribution) can be approximately calculated by the
equation:

Greater width, then, though it counteracts center of gravity height, hurts handling by increasing
angular inertia. Some high performance cars have light materials in their fenders and roofs partly for
this reason.

Excessive load transfer On any vehicle that is cornering, the outside wheels are more
heavily loaded than the inside due to the CG being above the ground. Total weight transfer (sum
of front and back), in steady cornering, is determined by the ratio of the height of a car's center
of gravity to its axle track. When the weight transfer equals half the vehicle's loaded weight, it will
start to roll over. This can be avoided by manually or automatically reducing the turn rate, but
this causes further reduction in road-holding.
Component

Reduce Under-steer

Reduce Over-steer
center of gravity towards

Weight distribution

center of gravity towards rear

Front shock absorber

softer

stiffer

Rear shock absorber

stiffer

softer

Front sway bar

softer

stiffer

Rear sway bar

stiffer

softer

Front tire selection1

larger contact area

smaller contact area

Rear tire selection

smaller contact area

larger contact area

Front wheel rim width

larger

smaller

Rear wheel rim width

smaller

larger

Front tire pressure

lower pressure

higher pressure

Rear tire pressure

higher pressure

lower pressure

front

Front wheel camber

increase negative camber

Rear wheel camber

reduce negative camber

Rear spoiler

smaller

larger

lower front end

raise front end

Rear height

raise rear end

lower rear end

Front toe in

decrease

increase

Rear toe in

decrease

increase

Front height (because these usually

affect camber and roll resistance)

reduce negative camber

increase negative
camber

1) Tire contact area can be increased by using tires with fewer grooves in the tread pattern. Of
course fewer grooves has the opposite effect in wet weather or other poor road conditions.
2) Considering same tire width, and up to a point for the tire width.
Weight transfer is generally of far less practical importance than load transfer, for cars and SUVs at
least. For instance in a 0.9g turn, a car with a track of 1650 mm and a CoM height of 550 mm will
see a load transfer of 30% of the vehicle weight, that is the outer wheels will see 60% more load
than before, and the inners 60% less. Total available grip will drop by around 6% as a result of this
load transfer. At the same time, the CoM of the vehicle will typically move laterally and vertically,
relative to the contact patch by no more than 30 mm, leading to a weight transfer of less than 2%,
and a corresponding reduction in grip of 0.01%.
15 11 15

What does ackerman percentage above 100% means ?

Is it like 0% - Parallel steering
below 100% - Understeer
At 100% - true ackerman
Above 100% - oversteer
So, considering that the outside tire is 'on a rail' or Not Slipping, this implies:
A) <100% Ackerman : inside tire is trying to push/roll/slip Out of the turn
B) 100% Ackerman : inside tire rolls smoothly along turn
C) >100% Ackerman: inside tire is trying to pull/roll/slip Into the turn.
I remember 100 lbs (400N) of steering force per hand being excessive.