ACKERMANN'S STEERING

The starting point for explaining the Ackermann steering geometry is obvious: while on a bend, the
outer front wheel has a wider trajectory (that is, a wider curve) than the inner wheel (which has a
narrower curve). It should also be considered that a turning kart must have a rotation centre around
which to do so, and around which the front wheels can rotate.
That being so, it is evident that if the front wheels are perfectly parallel during the bend, no rotation
centre would be created because the axles of the wheels would remain parallel and without a
common rotation point (which would be obtained from the intersection of the two axles of the
wheels). In this way, the front wheels would slide, generating friction between tread and asphalt,
tyre wear and loss of performance.

Ackermann’s steering geometry serves to offset the different direction covered by the front wheels
along the curved trajectory to avoid this happening.
How? By causing the front wheels to rotate in a non-linear direction when turning the steering
wheel. In doing so, a theoretical point is created (“theoretical” because, with the slipping of a 4-
wheeled kart, the point actually varies) in which the 2 axes of the front wheels and the axis of the
rear axle intersect.
Because, among other things, because of the caster angle, the bend geometry of a kart’s steering will
lower the inner front wheel and lift the outer front wheel, with the transfer of much of the load to
the front. The grip on the front is accentuated and the wheel travel direction is even more decisive.

ACKERMANN's STEERING GEOMETRY

To ensure that the Ackermann steering geometry is more than zero and therefore the front wheels
turn in a non-linear manner, the front stub axles are made with tie-rods directed towards the inside
of the chassis, the ends of which have the holes the steering rods are hooked onto. In this way, a
system is created in which the distance between the rotation axis of the stub axles is greater than
that between the points of attachment of the steering columns with the steering rods. The steering
geometry thus generated is, in fact, Ackermann’s steering geometry.
HOW DOES IT WORK?

If the wheels remained parallel during a

bend, there would be two rotation centres
that would cause the kart to swerve, making
it slip and rub the front wheels on the
asphalt.

The Ackermann system allows the front

wheels to swerve at different angles.
This creates a single centre of rotation,
which coincides with the common point
between the two axles of the front
wheels and the axis of the rear axle.

However, this is not enough. In fact, if it stopped there, the variation of the two angles of the
front wheels with respect to the axis of the front stub axle would not be in optimal motion.
Therefore, in order to give greater progression to the variation of the two steering geometries
of the front wheels (i.e. at the Ackermann angle) as the steering wheel rotates, the tie rods are
connected to two different points on the plate of the steering system on the steering column
instead of the same position. This determines the non-linear variation of the front wheel
steering angle, which will adapt in the best possible way to any steering geometry.
In order to have a single theoretical rotation centre there are equations that relate the front
wheels (X), the kart’s pitch (Y) and the two angles, alpha and beta, of the two front wheels
with the axis that joins the stub axles.

X/Y = cotg (alpha) – cotg (beta)

However, it needs to be said that, on the one hand Ackermann’s solution is simple and
economical to achieve, but at the same time this system does not always ensure a perfect
theoretical rotation centre: there is almost always a misalignment that does not allow the exact
definition of a common point between the two front axle rotation axes and the axis of rotation
of the rear axle.
IN PRACTICE

Ackermann’s steering geometry can be modified with relative simplicity also by working on the
attachment position of the tie rod to the stub axle in karts that use stub axles with different
attachment holes. If a more internal attachment hole is used, the Ackermann steering geometry
increases, and vice versa if a more external hole is used. By changing the attachment point of the tie
rod to the stub axle, however, it is necessary to compensate for the difference that is created in the
distance between the attachment on the stub axle and the attachment on the steering column plate.
To do this, the length of the tie rods must be changed by adjusting the uniball. Essentially, it is
necessary to reconcile the convergence that would otherwise be significantly altered.
On the other hand, convergence and Ackermann’s steering geometry have a very close relationship,
with the former significantly affecting the latter. In general, it can be said that with open
convergence Ackermann’s steering geometry increases; with closed convergence, the steering
geometry decreases. In fact, it is easy to see how an open convergence increases the alpha steering
geometry of the front wheel and reduces the beta of the outer front wheel. Thus, open convergence
helps on wide bends (and therefore, for example, fast bends), while a closed convergence favours
driving on narrow bends. Acting on the convergence, however, clearly means changing two
parameters: the convergence and Ackermann’s steering geometry.

Quick tips

A. Opening convergence increases the Ackermann steering geometry and improves the
accuracy of the front wheels on narrow bends

B. Closing the convergence reduces the Ackermann steering geometry and improves the
precision of the front axle on wide bends

C. Moving the attachments of the tie rods onto the inner holes of the stub axles increases
the Ackermann steering geometry and, therefore, improves the grip of the front wheels
on narrow bends

D. Moving the attachments of the tie rods to the outer holes decreases the Ackermann
steering geometry and therefore improves the grip of the front wheels on wide bends