siskue2005 wrote:wrong
toe-in gives stability while turning and braking
toe-out give more speed while turing and more oversteer - it actually makes the car unstable while turning, but a good driver can use it to his advantage
Perhaps you'd like to give a technical explanation to your definitive statement.
Nando wrote:From what i know, Toe out helps with turn-in
Here's where it's easy to get tripped up, especially if you're relying on driver feedback. If they say Change X "helped" turn in, what does that mean? What defines better turn in? Let's assume that "better" turn in is that when the driver makes an input, the car responds to it and reaches its next state faster.
I'm gong to make the case that neither toe in nor toe out universally achieve that. Let me give you an example of another dynamic system that any engineer can relate to - a spring/mass/damper setup. If your damping coefficient is say 0.4, adding damping will make the thing ring out to steady state faster. If your damping coefficient is 1.3, adding damping will reach steady state slower. In that sense there's no universal direction of "more is always better/worse." It's contingent on the rest of the system and what you're trying to achieve.
Now if you want to know what toe does as far as forces are concerned... there's one school of thought about slip angle drag into the turn and things of that nature. There's some effect there, maybe. Consider though when you make an initial steer... in the toe in vs toe out case, which tire (inside or outside) is doing the majority of the cornering work? Now when you have load transfer away from the corner, how is that going to change the front axle forces? In which case will there be an increase, and in which will there be a decrease?
Grip is a four letter word. All opinions are my own and not those of current or previous employers.
