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Originally Posted by robnolimit
that's about it, wheelbase, width of the lower ball joints, and placement of the outer tie rod ends. Those are the three factors. - and of the three, outer TRE is the easyone to fix.
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You can also change the Ackerman by moving the steering rack/centerlink forward or backwards in the vehicle. This is usually difficult in a vehicle that is already complete, but if you are designing a replacement crossmember with rack and pinion steering, you could adjust the ackerman some.
This is a hard thing to visualize. I wish I had the ability to make a .gif to show the affect of moving the rack forwards or backwards. I spent a lot of time worrying about ackerman when designing the FSAE racecar in college. I talked to a lot of people, and ultimately came to the conclusion that most people live with the ackerman they have and tune the toe to compensate. I talked to many racers and came to the conclusion that most people didnt worry about it at all. In the end I gave up and left it parallel as opposed to ackerman, or reverse ackerman.
A vehicle that likes more Toe out could use more ackerman, a vehicle that likes more toe in could use less ackerman.
Borrowed from "Suspension Geometry and Computation" by John C. Dixon - ISBN 978-0-47051-021-6