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The steering wheel is connected to the steering box, normally of rack and pinion type.
Rotation of the steering wheel is transformed from rotational motion into lateral translational motion via this steering box. Different steering ratios can be had in order to alter the steering characteristic of the amount of rotation necessary for lock to lock to occur.

Front-steer configuration is characterized by the steering tie rods connecting to the front of the hub center. Rear-steer is just the opposite.

Ackerman steering geometry is the term that describes the geometry which allows the inside wheel during a turn to steer at a greater angle than the outside wheel. This geometry is created by a parallelogram shape that is formed by the angle of the connecting member between the suspension upright and the steering tie-rod. Perfect Ackerman is very difficult to achieve.

Steering tie-rods that are parallel and equal in length to the lower a-arm are ideal. Tie-rods that are closer to the lower are also better, but sometimes more difficult to accomplish, due to space confinements and other parts of the front suspension.

Since the tie-rod and the lower a-arm travel on the same arc length, but different arc locations, there is going to be some change in camber when cornering and steering.

Steering Characteristics:

Steering characteristics can be changed by playing with toe in/out settings, and is normally only "testable" by driver response.

Front deflection steer occurs as suspension and steering components deform under loads. Rubber bushings in the suspension are a common source for this deformation, and can have large effects on the steering of the vehicle. Small movements in the steering arms translate into altered steering angles through the change in the steering knuckle angle. Front-steer vehicles will notice understeer, while rear-steer vehicles will notice oversteer in this situation.

Torque steer is when the vehicle oversteers during engine power input, and understeers during braking due to changes in the steering angles (Opposite for RWD vehicles). Under power the front arms move forward, and braking creates the opposite effect. Polyurethane or better nylon bushings are a good way to reduce these effects. FWD vehicle designers normally design the steering pivot axis such that it intersects with the center of the tire contact patch, which reduces the effects of torque steer. Torque steer is also sometimes designed into the chassis, such as the case with transverse engine mounted FWD vehicles, especially those with different length axles. Changing wheel offsets can drastically affect torque steer characteristics.

Bump steer is the change in toe due to suspension travel, and its effects on steering angle. Bump that causes a toe-out situation is more common due to this condition causing understeer, which is more stable than oversteer. Zero bump steer is possible but very difficult to achieve. It would require exact placement of the pivot center of the steering tie-rod. Similarly, longer tie-rods reduce the rate of change of toe-out, while shorter ones increase the rate.

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All Motor H22 Civic, stock internals.

12.61@107.56 on BFGs with highest MPH of 109.12