The jest of the article is this. On a drag link system, the linkage basically forms a paralellogram and as you turn the steering wheel, both spindles turn at the same rate. The angle of the tie rod arms determine Ackerman wich basically is toe change. A R&P system, the tie rod arms are at different angles compared to a drag link system. The linkage on each side forms a triangle between the ball joint, tie rod end and the point where it connects to the rack. Now, if I call the BJ point A, and the tie rod, B, and the rack C. Try to follow a little confusing. Lets say I turn the wheels all the way to the right, the angle at B is going to be accute which means the imaginary line between points A&C is one dimension. As I turn the steering wheel all the way to the left, this same angle a B now becomes obtuse and the distance between A&C become even greater which increase toe. Now you can say the right side cancels the left side out, not quite because as it was said the angle of the tie rod arms are set for a drag link system with adds another element
On a R&P system the rack needs to be located as close to the centerline of the front axle as possible and as is mention in the book, the angles of the tie rod arms on the spindles are different. This all work to keep toe changes with in limits. Done wrong on a conversion, you're going to end up with bad bumpsteer. There was a guy here years back who did his own conversion with a J car rack. He had a ton of toe change when he checked. Just saying do your home work!
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Last edited by Huskinhano; 01-14-2013 at 06:24 PM.