caster angle

Caster angles over 7 degrees with radial tires are common.

The E30 M3 had increased caster angle through major front suspension changes.

Illustration of a dimension that is sometimes referred to as caster angle on bicycles.

Power steering is usually necessary to overcome the jacking effect from the high caster angle.

For example, cars often allow toe-in, camber and caster angle adjustments, just like their real-life counterparts.

Car racers sometimes adjust caster angle to optimize their car's handling characteristics in particular driving situations.

Toe is always adjustable in production automobiles, even though caster angle and camber angle are often not adjustable.

What made it so was not so much a matter of suspension geometry, caster angles, steering rates or lateral grip, though the car was magnificently engineered.

The steering axis angle, also called caster angle, is the angle that the steering axis makes with the horizontal or vertical, depending on convention.

Wheel alignment is the procedure for checking and correcting this condition through adjustment of Camber angle, Caster angle and Toe (automotive) angles.

Excessive caster angle will make the steering heavier and less responsive, although, in racing, large caster angles are used to improve camber gain in cornering.

The interaction between caster angle and trail is complex, but roughly speaking they both aid steering, caster tends to add damping, while trail adds 'feel', and returnability.

The only adjustable areas on the cars are: Camber angle, Caster angle, Ride Height, Tire Pressure, Spring Rates, Wheelbase, and Gearing.

Land Rovers do not self centre very much because in common with most beam axled four wheel drive vehicles they do not have much of a caster angle on the front axle.

Caster angle or castor angle is the angular displacement from the vertical axis of the suspension of a steered wheel in a car, bicycle or other vehicle, measured in the longitudinal direction.

One of the fundamental concepts is that of caster angle - each wheel is steered with a pivot point ahead of the wheel; this makes the steering tend to be self-centering towards the direction of travel.

Double wishbone designs allow the engineer to carefully control the motion of the wheel throughout suspension travel, controlling such parameters as camber angle, caster angle, toe pattern, roll center height, scrub radius, scuff and more.

Advantages claimed for the system included superior maintenance of wheel alignment from the wide spread of the lower A-arm, a permanent fixing of the caster angle, and an increased percentage of the braking force transmitted to the frame through the torque arm.

Advanced setups include cutting the lower portion of the chassis, changing the motor arrangement significantly (single motor setup with an external gear reduction unit), or changing the length of suspension links to modify caster angles and distances between axles and the chassis.