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Axle track

In wheeled vehicles such as automobiles and trucks, the axle track—also referred to as track width—is the distance between the centerlines of the wheels or tires mounted on the same axle. This dimension is typically measured parallel to the vehicle's transverse axis (Y-axis) with the vehicle at rest on a level surface and is a fundamental parameter in vehicle design that directly influences overall width, stability, and load distribution. For single-wheel configurations, it is the distance between the individual tire centerlines; for dual-wheel setups common on commercial vehicles, it is the distance between the centerlines of the dual tire pairs. The axle track plays a critical role in vehicle dynamics, particularly in resisting lateral forces during cornering and contributing to rollover resistance by providing a wider base for the vehicle's center of gravity.^[1] Narrower tracks can enhance maneuverability in tight spaces but may reduce stability at high speeds, while wider tracks improve handling and load-carrying capacity, especially in heavy-duty applications like trailers and trucks.^[2] Front and rear axle tracks often differ to optimize steering response and traction; for instance, many passenger cars feature a slightly wider rear track to promote oversteer characteristics for better controllability. Measurement of axle track adheres to international standards such as ISO 612, which defines it as the distance between the axes of traces left by the wheels on a supporting surface, ensuring consistency across vehicle categories from passenger cars to commercial vehicles.^[3] In practice, axle tracks for standard passenger vehicles range from approximately 1.4 to 1.6 meters, while heavy trucks may exceed 2.4 meters to accommodate wider tires and greater payloads, with legal limits varying by jurisdiction to ensure road compatibility and safety.^[4] Variations in axle track can also arise from suspension design, wheel offset, and tire size, requiring precise alignment during manufacturing and maintenance to maintain optimal performance.^[5]

Fundamentals

Definition

The axle track, also known as track width, refers to the transverse distance between the centerlines of the tires on the same axle in wheeled vehicles. For vehicles with two tires per axle, it is the distance between their centers; for dual-wheel setups common on trucks, it is the distance between the centerlines of the outer tires of each dual pair.^[6] In automotive contexts, the axle track is precisely defined as the lateral distance between the centerlines of the base tires at ground level, accounting for camber angle.^[6] For railroad applications, it corresponds to the back-to-back distance, measured laterally between the inner faces (back rims) of the wheels on a single wheelset axle.^[7] This geometric parameter applies universally to both rigid axle systems, where wheels are fixed to a solid beam, and independent suspension setups, where wheels operate on separate hubs aligned transversely.^[8] The axle track must be distinguished from the wheelbase, which measures the longitudinal distance between the centers of the front and rear axles, and from overall vehicle width, which encompasses the full breadth of the body, fenders, or mirrors.^[6] Examples of axle track appear in basic wheeled vehicles, such as horse-drawn carts, where the spacing between wheels on a wooden axle ensures balanced load distribution over rough surfaces.^[8] Similarly, early automobiles like the 1908 Ford Model T utilized a consistent axle track of 56 inches (1,422 mm) to maintain stability during operation on unpaved roads, with optional 60-inch (1,524 mm) variants for regions with deeper road ruts.^[9] The axle track contributes to overall vehicle stability by widening the base of support against lateral forces.^[6]

Historical Development

The concept of axle track originated with the earliest wheeled vehicles in ancient Mesopotamia around 3000 BCE, where solid wooden wheels were mounted on fixed axles in wagons pulled by draft animals, with track widths determined by the need for basic stability on uneven terrain and rudimentary paths.^[10] By approximately 2000 BCE, the introduction of spoked wheels in chariots across regions like the Near East and ancient China allowed for lighter, faster vehicles, featuring extended axles that created wider tracks—often exceeding the wheel diameter—to enhance balance during high-speed maneuvers and prevent tipping on rough ground.^[10]^[11] These fixed-axle designs often matched prevailing road ruts formed by repeated use, with track widths varying to prioritize load distribution and structural integrity over precise measurement.^[11] In the 19th century, axle track in horse-drawn carriages typically varied between 4 and 6 feet (1.2–1.8 m), reflecting practical needs like horse size and road conditions rather than strict standardization, facilitating travel on cobblestone streets and early highways. The rise of railways, with their 4-foot-8.5-inch (1,435 mm) standard gauge popularized by George Stephenson in the 1820s, established precedents for gauge consistency in rail transport. The 20th-century automotive era marked a pivotal shift, beginning with Karl Benz's 1885 Patent-Motorwagen, which featured a fixed rear axle track of 1190 mm (about 47 inches) to provide essential stability for its three-wheeled, single-cylinder configuration on cobblestone roads.^[12] Henry Ford's Model T, introduced in 1908, established mass-production norms with a standard track width of 56 inches, balancing affordability, parts commonality, and handling on American rural tracks, while optional 60-inch wide-track variants accommodated southern roads with deeper ruts.^[13] Post-World War II, vehicle designs widened tracks progressively—to around 60 inches or more in sedans and trucks—for enhanced cornering stability and ride comfort, driven by improved suspension technologies and growing highway speeds.^[14] Key milestones in the late 20th century included the 1970s, when U.S. National Highway Traffic Safety Administration (NHTSA) regulations emphasized rollover resistance through measures like roof crush standards (FMVSS 216, effective 1973). In the early 2000s, NHTSA introduced the static stability factor (SSF) calculation—half the track width divided by the center of gravity height—to assess rollover risk, encouraging designs with wider tracks and lower centers of gravity to improve tipping resistance in single-vehicle maneuvers.^[15]

Measurement and Standards

Measurement Techniques

Direct measurement of axle track involves determining the lateral distance between the centerlines of the wheels on the same axle, typically at the hub centers or tire contact patches. This method employs basic tools such as tape measures or calipers to gauge the distance directly. For precision, measurements are taken from the hub flange faces, where the wheel mounts, ensuring the vehicle is positioned on a level surface with tires inflated to standard pressure. In automotive contexts, the Society of Automotive Engineers (SAE) J1100 standard specifies track width as the distance between tire centerlines at ground level under curb load conditions, using a tape measure extended across the axle while the wheels are straight ahead.^[16]^[17] Procedures distinguish between unloaded and loaded states to account for suspension deflection, which can alter track dimensions by up to several millimeters under vehicle weight. Unloaded measurements are performed by jacking the vehicle on an alignment rack or stands to relieve suspension load, allowing access to hub centers without tire interference; a step-by-step protocol in garages includes securing the vehicle with wheel chocks, raising it evenly on certified jacks to simulate zero load, and measuring horizontally between hub centers using a rigid tape or digital caliper for accuracy within 1-2 mm. Loaded measurements, closer to operational conditions, require the vehicle at curb weight on a flat pad, often incorporating underbody reference points to verify suspension settling.^[18]^[19] Optical and laser methods provide non-contact precision, particularly in manufacturing assembly lines and professional alignment shops, achieving accuracies of 0.005 inches (0.127 mm) or better. Laser alignment systems, such as the Bee Line LC7500, project beams onto targets mounted on wheels to compute track width via triangulation, capturing real-time data on toe and rear tracking without physical contact. In advanced setups, 3D laser scanning employs rotating point sensors or multi-line lasers to map axle geometry, verifying track dimensions during production by comparing scanned point clouds to CAD models; this is common for hammered axles and assemblies, reducing human error and enabling sub-millimeter resolution.^[20]^[21] Indirect techniques derive axle track from dynamic vehicle data, useful in design simulation and testing where direct access is limited. In CAD software like those used for vehicle dynamics, track is calculated from wheelbase length and observed turning radius during controlled maneuvers, applying kinematic models where turning radius R relates to wheelbase l and track t via approximate formulas such as R \approx \frac{l}{\sin \delta} + \frac{t}{2} for the outer path, with steer angle \delta measured via instrumentation. Dynamic tests on a skidpad or dynamometer infer track by analyzing path differences between axles, integrating GPS or inertial sensors for validation in simulations.^[22] Challenges in axle track measurement arise from factors like tire sidewall deflection and camber effects, which can skew results by 5-10 mm under load. Sidewall deflection compresses the tire vertically, shifting the contact patch centerline inward and narrowing effective track, particularly at higher speeds or loads; this requires compensation via pressure standardization or optical correction. Camber angles, induced by suspension geometry, tilt wheels and alter the horizontal projection of hub centers, necessitating level-surface protocols or angle-adjusted calipers to isolate true track. In garages, a comprehensive protocol mitigates these by first jacking the vehicle to unload, measuring unloaded track, then lowering to loaded state for comparison, using reference fixtures to quantify deflection-induced changes.^[23]^[24]

Industry Standards

International standards such as ISO 612 define axle track as the distance between the axes of traces left by the wheels on a supporting surface, ensuring consistent measurement across vehicle types.^[3] In the automotive sector, the Society of Automotive Engineers (SAE) standard J670 provides the terminology and definitions for vehicle dynamics, including track width as the lateral distance between the centers of contact of the tires on the same axle, measured parallel to the vehicle's transverse axis. Typical track widths for passenger cars range from 1,400 to 1,600 mm, with front track often around 1,500 mm to support balanced handling and stability.^[25] In the United States, Federal Motor Vehicle Safety Standard (FMVSS) No. 126 mandates electronic stability control (ESC) systems to reduce loss-of-control crashes, including rollovers; track width factors into rollover resistance assessments via the static stability factor (SSF) in NHTSA's New Car Assessment Program (NCAP) ratings, calculated as SSF = track width / (2 × center of gravity height).^[26] European Union regulations, aligned with UN ECE standards, incorporate track width into the static stability factor calculation (SSF = track width / (2 × center of gravity height)) for assessing vehicle rollover propensity in type approval processes.^[27] Automotive standards increasingly favor metric units under ISO 8855, which defines front and rear track widths (t_f and t_r) for dynamics testing consistency across passenger cars, buses, and trucks.^[28] For railroads, the International Union of Railways (UIC) specifies wheelset back-to-back distances—measured between the inner faces of wheel flanges—for standard gauge (1,435 mm track gauge) at a nominal 1,353 mm, with tolerances of ±2 mm to ensure proper clearance and prevent derailment risks.^[29] The Association of American Railroads (AAR) sets similar requirements for North American standard gauge, with nominal back-to-back distances of approximately 1,346 mm (52.9375 to 53.1875 inches) and a maximum variation of 1/4 inch (6.35 mm) across flanges on the same axle to maintain safe operation.^[30] International variations arise from metric and imperial measurement systems, particularly in railroad applications where the global standard gauge of 1,435 mm (derived from imperial 4 feet 8.5 inches) is universally adopted but implemented with regional tolerances. Compliance testing for axle track occurs during vehicle type approval, where dimensions must align with regulatory limits for stability and safety; non-conformance in heavy vehicles can result in failed certification, operational restrictions, or fines up to $27,293 per violation (as of 2025) under U.S. FMVSS enforcement, with similar penalties in the EU under Regulation (EU) 2018/858 for market surveillance violations.^[31]^[32]

Automotive Applications

Role in Vehicle Stability

The axle track plays a crucial role in vehicle stability by providing the lateral base that counters overturning moments during dynamic maneuvers such as cornering or evasive actions. A wider track increases the moment arm resisting rollover, thereby enhancing overall resistance to tipping. This relationship is quantified by the static stability factor (SSF), defined as SSF = t / (2h), where t represents the average track width and h is the height of the vehicle's center of gravity above the ground. Higher SSF values indicate improved static rollover resistance, with a 0.1 increase in SSF reducing the rollover threshold by approximately 15% due to real-world factors such as suspension compliance and tire deflection.^[33] In vehicle handling, axle track width influences cornering stiffness and the balance between understeer and oversteer by modulating lateral load transfer across the tires. A wider track minimizes the percentage of weight shift to the outer wheels during turns, preserving more even tire loading and thereby boosting the axle's effective cornering stiffness, which promotes neutral handling or reduced understeer. For instance, supercars like the Koenigsegg One:1, featuring a front track width of 1,700 mm, achieve exceptional grip and responsiveness in high-speed corners due to this effect, in contrast to economy cars such as the Fiat 500 with narrower tracks around 1,410 mm front, which prioritize compactness but exhibit higher load transfer and potential understeer in aggressive maneuvers.^[34]^[35]^[36] Safety analyses highlight the axle track's impact on rollover propensity, especially in taller vehicles like SUVs, where narrower tracks exacerbate risks in single-vehicle crashes involving tripping mechanisms such as curbs or ditches. National Highway Traffic Safety Administration (NHTSA) studies demonstrate that increasing track width elevates the SSF and thereby reduces rollover risk, as evidenced in evaluations of light trucks and SUVs where wider configurations showed lower involvement in fatal rollovers compared to narrower counterparts.^[37]^[38] Designing optimal axle track widths requires balancing stability gains against trade-offs in aerodynamics and packaging. Wider tracks can increase frontal projected area, potentially raising aerodynamic drag, necessitating compensatory body shaping or active aero elements to maintain efficiency. Packaging constraints, including space for suspension components and wheel wells, often limit track expansion, particularly in compact platforms. In all-wheel-drive systems, the effective track is further influenced by drivetrain layout, as driveshafts and differentials may necessitate wider axle spacing to avoid interference and ensure balanced torque distribution, though advanced integrated modules can mitigate some packaging penalties.^[39]^[40]

Front and Rear Track Variations

In rear-wheel-drive automobiles, the front track is typically wider than the rear to optimize traction at the driven rear axle during cornering by minimizing load transfer across the front wheels.^[41] This configuration helps maintain even weight distribution on the rear tires under acceleration, enhancing overall vehicle balance and reducing the risk of oversteer. The front track design also supports steering geometry, such as Ackermann principles, where the relative positioning allows the inner wheel to turn at a sharper angle for smoother low-speed maneuvers without excessive tire scrub.^[42] For the rear track in trucks, a wider configuration is common to improve load distribution across the axle, particularly under heavy payloads, by shifting the load line outboard and providing better structural support for rear-drive housings.^[43] Staggered track widths are employed in performance vehicles to fine-tune handling characteristics, with the rear often wider than the front to prioritize traction and alignment under dynamic loads. For instance, the Porsche 911 features a rear track approximately 40 mm wider than the front in certain configurations, which helps mitigate tire wear by promoting even contact patch loading and improves cornering stability through reduced rear-end load transfer.^[44] Such variations can influence alignment settings, requiring precise camber and toe adjustments to prevent uneven wear on the differing axle widths. In modern sedans, equal front and rear tracks are prevalent to achieve symmetric handling and manufacturing simplicity, promoting neutral understeer/oversteer balance without specialized tuning.^[45]

Railroad Applications

Wheelset Configuration

In railway vehicles, a wheelset consists of two wheels rigidly connected by a solid axle, forming the fundamental rolling assembly that supports the vehicle's weight and guides it along the track. The axle track refers to the distance between the centerlines of the two wheels, designed to nominally match the track gauge of 1,435 mm for standard gauge systems. The rigidly fixed dimension is the back-to-back distance between the inner faces of the wheel flanges, typically 1,353 mm (±2 mm) under UIC standards or 1,346 to 1,359 mm (53 to 53.5 inches) in North American systems, providing clearance for flange thickness and lateral movement to match the distance between the inner rail heads.^[46]^[7] This rigid connection ensures that both wheels rotate at the same speed, transmitting forces uniformly while maintaining precise alignment with the rails. Key design features of wheelsets include conical wheel profiles, where the tread tapers from the flange toward the outside at a small angle, typically 1:20, promoting self-centering behavior. As the wheelset shifts laterally, the larger-diameter wheel contacts the rail at a point that restores equilibrium, reducing wear and instability without additional steering mechanisms.^[47] Wheelsets are constructed from high-strength forged steel to withstand heavy loads, with axles capable of supporting up to 35 tonnes per axle in freight applications, ensuring durability under repeated stress and impact. Wheelset configurations vary based on vehicle type and performance needs, often integrated into bogies or trucks for stability. Single-axle bogies, though less common, are used in lightweight or specialized vehicles for simplicity and reduced unsprung mass, while multi-axle trucks—typically two or three axles—are standard for mainline locomotives and passenger cars to distribute loads and improve curve negotiation. In high-speed rail, adaptations such as reduced conicity (e.g., below 0.05) minimize hunting oscillations, allowing stable operation at speeds exceeding 300 km/h by lowering the equivalent conicity and enhancing contact conformity.^[48]^[49] The standardization of axle tracks traces back to George Stephenson's design for the Stockton and Darlington Railway in 1825, where he adopted a gauge of 4 ft 8½ in (1,435 mm), influenced by earlier colliery tramways; this measurement became the global standard for interoperability across networks.^[50]

Interaction with Track Geometry

In railroad applications, the interaction between axle track and track geometry significantly influences curving performance through wheel-rail contact forces and creepage. During curve negotiation, the coned profile of railway wheels generates differential rolling radii, inducing creepage that produces tangential forces at the contact patch to steer the wheelset. Creepage, defined as the relative velocity difference normalized by the train speed, is calculated as \gamma = \frac{V_{\text{wheel}} - V_{\text{rail}}}{V}, where V_{\text{wheel}} and V_{\text{rail}} are the velocities at the wheel and rail contact points, respectively, and V is the nominal forward speed; this parameter governs the magnitude of creep forces, which increase with curve radius reduction and speed.^[51] Additionally, flange play—the lateral clearance between wheel flanges and rails, typically 1-2 mm per side—allows the wheelset to shift outward in curves, effectively narrowing the track gauge at the contact points and altering force distribution, which can lead to higher flange-rail impact if not managed.^[52] Derailment risks during curving are mitigated by criteria focused on preventing wheel flange climb over the railhead, with the Jones geometric criterion emphasizing wheel-rail contact position and angle relative to flange geometry. This approach refines traditional L/V ratios (lateral to vertical wheel-rail forces) by incorporating flange height L as a key parameter in assessing climb imminence, where excessive lateral displacement exceeding a fraction of L (often tied to a 60-75° flange angle) signals potential derailment under sustained low-speed impacts.^[53] Track gauge mismatches exacerbate these risks; a widened gauge reduces the guiding effect of flanges, increasing the L/V threshold for stability and promoting outward wheelset hunting, while narrowed gauge heightens flange contact forces and wear.^[54] Heavy axle loads, such as the 286 kips (1,273 kN) gross rail load standard prevalent in North American freight operations (corresponding to approximately 32.5 tonnes per axle for typical four-axle cars), amplify these interactions by elevating contact stresses, accelerating rail and wheel wear rates by up to 2-3 times compared to lighter loads, and raising fatigue risks in track components.^[55] Trackside sensors, including wayside detector systems for impact load monitoring and acoustic bearing detection, are deployed to measure these effects in real-time, enabling predictive maintenance to detect anomalies like uneven wear or excessive forces before failure. Maintenance practices address these dynamics through precise adjustments to track geometry, particularly superelevation—the canting of rails to counter centrifugal forces in curves—which is optimized in high-speed lines like Japan's Shinkansen to maintain balanced wheel-rail forces at speeds exceeding 300 km/h. On the Shinkansen network, superelevation rates of 100-180 mm are routinely verified and adjusted using automated geometry cars to ensure minimal creepage variation and derailment margins, reducing long-term wear while preserving ride stability.^[56]

Specialized Configurations

Wheel Offset

Wheel offset refers to the distance from the hub mounting surface to the centerline of the wheel, determining how the wheel and tire are positioned laterally relative to the vehicle's suspension and body. This parameter, typically measured in millimeters, can be positive (mounting surface toward the outside of the wheel), zero (centered), or negative (mounting surface toward the inside). Positive offsets are common in passenger vehicles to tuck wheels inward, while negative offsets are used in performance or off-road applications to widen the stance.^[57]^[58] In motorcycles, wheel offset is adjusted, often by dishing the rim via spoke tension, to align the drive chain with the rear sprocket and ensure clearance for the tire and chain. For example, fitting wider aftermarket tires may require offsetting the rear wheel inward by up to 25 mm to avoid chain interference without modifying the swingarm. In compact automobiles, positive offset on rear wheels positions the tires closer to the centerline, enabling a narrower body width while maintaining adequate track for stability, which aids urban maneuverability.^[59]^[60] The advantages of appropriate wheel offset include optimized weight distribution, improved component integration for better fuel efficiency, and customized handling characteristics. However, significant differences in offset between left and right wheels can cause handling imbalances, uneven tire wear, and instability. Such configurations also affect the scrub radius—the distance from the steering axis to the tire's contact patch—potentially altering steering effort and inducing torque steer during acceleration or braking.^[61]^[62] Wheel offset is a standard feature in contemporary production vehicles, integrated with independent suspension systems to precisely control track width and suspension geometry. It remains particularly relevant in custom builds and racing, where offsets are tuned to adjust effective track width for enhanced cornering grip and stability under specific conditions.^[63]^[64] In some specialized vehicles, such as trailers and heavy trucks, an offset axle configuration shifts the entire axle laterally from the vehicle's centerline. This design improves load distribution, enhances turning clearance, or accommodates drivetrain components, effectively modifying the track position relative to the body for better stability and road compatibility.^[65]

Applications in Model Vehicles

In model railroads, axle track dimensions are precisely scaled to replicate prototype configurations while ensuring operational realism. For instance, in HO scale (1:87), the standard track gauge measures 16.5 mm between the rails, a proportional reduction from the prototype standard gauge of 1,435 mm, allowing wheelsets to maintain geometric similarity for smooth navigation through curves and switches.^[66] Flangeways, the gaps in track components like frogs and guard rails, are designed to a minimum width of 1.02 mm in HO scale to accommodate wheel flanges without excessive play, promoting realistic operation and preventing derailments during high-speed runs.^[67] In remote-controlled (RC) and hobby cars, axle track width is often adjustable to optimize performance across varied terrains or simulate real-world handling. Narrower front tracks enhance steering aggression for tight maneuvers, while wider rear tracks increase lateral stability by minimizing weight transfer during cornering, thereby improving grip on off-road surfaces like gravel or dirt.^[68] In slot cars, track width directly influences cornering fidelity; regulations limit maximum axle widths to approximately 82.5 mm (3.25 inches) to balance speed and traction, with wider setups reducing slip angles and enabling higher cornering speeds on banked or curved slots.^[69] Scale model vehicles serve educational purposes by demonstrating axle track's role in full-scale dynamics through principles of geometric similarity, where linear dimensions are uniformly reduced to preserve proportional stability and handling characteristics. For example, 1:10 scale platforms with fixed axle tracks of around 200 mm allow students to experiment with sensor integration and path planning, predicting behaviors like yaw rate in autonomous systems without full-size testing risks.^[70] These models, often used in university labs, apply scaling laws to analyze how track width affects rollover thresholds, with quantitative validation showing lateral dynamics similarity up to 90% when Reynolds numbers are matched via adjusted speeds.^[71] Miniaturization introduces challenges to model vehicle stability, as scaled-down axle tracks amplify sensitivity to perturbations like uneven surfaces or wind, where gravitational forces dominate over inertial ones compared to prototypes. In engineering tests, 1:5 scale car models exhibit reduced static stability factors due to proportionally higher center-of-gravity heights relative to track width, necessitating compensatory designs like stiffened suspensions to mimic full-scale rollover resistance.^[72] Hobby examples, such as LEGO Technic builds with modular axle spacing or Pinewood Derby cars limited to 1.75-inch widths, highlight these issues by requiring precise track adjustments to counter tipping on inclines, underscoring the need for empirical tuning in educational simulations.^[73]

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... mm Front: 59-100 mm plus 50 mm lift system; Wheelbase: 2662 mm; Front track: 1700 mm. Rear track: 1650 mm; Front overhang: 944 mm Rear overhang: 900 mm; Fuel ...
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Consumer Information Regulations; Federal Motor Vehicle Safety ...
Jun 1, 2000 · One of the safety subjects was protection against unreasonable risk of rollovers of passenger cars and light trucks. The Act required that NHTSA ...
[45]
[PDF] Relationships between Fatality Risk, Mass, and Footprint in ... - NHTSA
track width and wheelbase usually estimated less harm/more benefit for mass reduction than regressions with footprint.79 Van Auken suggests that track width ...
[46]
[PDF] The Effects of Wheel Design on the Aerodynamic Drag of Passenger ...
Jan 14, 2019 · Approximately 25 % of a passenger vehicle's aerodynamic drag comes directly or indirectly from its wheels, indicating that the rim.
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[PDF] Design and Packaging of All-in-One Axle - DiVA portal
The one parameter which was strict and should not be violated is the track width of the vehicle. A direct comparison is made between the wheel mounting line ...
[48]
AAM's New QUANTUM Driveline Technology Reduces Axle Weight ...
Mar 29, 2017 · QUANTUM AWD and RWD modules also have a reduced packaging size allowing OEMs space flexibility for other vehicle systems. EcoTrac ...
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[PDF] Introduction to Formula SAE Suspension and Frame Design
For example, track width is typically wider in the front for a rear wheel drive race car. This design concept is used to increase rear traction during corner ...<|separator|>
[50]
Tech Explained: Ackermann Steering Geometry
Apr 6, 2021 · Ackermann Steering refers to the geometric configuration that allows both front wheels to be steered at the appropriate angle to avoid tyre sliding.Missing: narrower | Show results with:narrower
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[PDF] AXLE APPLICATION GUIDELINES - The Graphic Village
*SAE J1842. 180/380 Series Family. RS-XX-18X, RT-XX-18X, and RZ-18X Standard Track and Wide Track Structural Ratings for Rear Drive Axle. Housings. Standard ...
[52]
7 trailer weight distribution setups, some safe, some deadly. - YouTube
May 20, 2021 · ... trailer for maximum stability, and also help you select a trailer and/or towcar. Thanks to Tow-Ed http://www.tow-ed.com.au/ for use of the ...
[53]
1995 911 Carrera Coupe (993) | Specs - Excellence Magazine
Width 68.31 in/1,735 mm; Track Front 55.31 in/1,405 mm; Track Rear 56.85 in/1,444 mm; Drag Coefficient .33; Wheel Size Front 16 x 7; Wheel Size Rear 16 x 9 ...
[54]
[PDF] Contents Contents 1 Vertical Dynamics (Suspension ... - ia801303
Vehicle Design and Suspension Characteristics ... Front/rear track width: sv = sh =1520 mm. Center-of-gravity location (axle ...
[55]
Everything you need to know about electric axles | Accelera
Sep 27, 2023 · Electric powertrains (ePowertrains) typically have one of three motor placements: placing the motor directly into the axle, using a centralized ...Missing: track | Show results with:track
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Track gauge - Wikipedia
Track gauge is the distance between the two rails of a railway track. All vehicles on a rail network must have wheelsets that are compatible with the track ...List of track gauges · Metre-gauge railway · Iberian-gauge railway
[57]
Why Are Rails Shaped Like That? - Practical Engineering
Oct 3, 2023 · A wheelset with conical wheels will naturally tend to self-center itself between two rails. On a straight section of track, a wheel that rides ...
[58]
[PDF] How Bogies Work
Bogies are classified into single-axle, two-axle, three- axle, etc., based on the number of axles. The two-axle bogie is most common. In addition to its ...
[59]
Investigating the effect of the equivalent conicity function's ...
The type B equivalent conicity function reduces the nonlinear critical speed of the vehicle to 213 km/h which is significantly less than the nonlinear critical ...2. Vehicle Dynamic... · 2.2. Wheel--Rail Contact... · 3. Basic Results
[60]
Track gauge: Different degrees of separation - Trains Magazine
Sep 25, 2023 · When George Stephenson designed the Stockton & Darlington Railway in the north of England in 1825, he used a gauge of 4 feet, 8 inches simply ...
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Study on Creepage Control for PLS-160 Wheel–Rail Adhesion Test ...
According to the creepage calculation formula, s = ( v c − v w ) / v c ... A Fast Wheel-Rail Forces Calculation Computer Code. Veh. Syst. Dyn. 2000;33 ...
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(PDF) Analysis of Track Gauge Widening in Curves with Small Radius
Track gauge widening is crucial for mitigating derailment risks in small radius curves. Optimal gauge widening values range from 3 to 10 mm for curves with ...
[63]
Geometric Criterion for Flange Climb Derailment and IWS-Based ...
Jul 28, 2025 · Jones, MaryClara. Conference: 27th Symposium of the International ... TRT Terms: Derailments; Flanges; Geometric elements; Railroad wheelsets; ...
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[PDF] TCRP Report 71 –Track-Related Research, Volume 5
Apr 10, 2004 · • The single wheel L/V ratio required for flange climb derailment is determined by the wheel maximum flange angle, friction coefficient, and ...
[65]
Introduction of Heavy Axle Loads by the North American rail industry ...
Aug 7, 2025 · ... 286k GVW. By 2010, nearly 100% of coal traffic and 30% of general freight moved in 286k loads. Technological improvements resulting from the ...Missing: kips | Show results with:kips
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[PDF] Construction and Maintenance of High Speed Railway - iricen
Oct 9, 2015 · flexibility it offers, smaller axle loads leading to less track maintenance, superior traction and braking characteristics even under ...
[67]
What is Wheel Offset? - Les Schwab
Offset refers to how your car's or truck's wheels and tires are mounted and sit in the wheel wells.
[68]
https://eng-web1.eng.famu.fsu.edu/me/senior_design/2003/team1/finalreport.PDF
[69]
wheel offset - Motorcycle Engineering & Fabrication - ThumperTalk
Jan 20, 2022 · First, you have to align the chain. Then deal with the brake. Then you can dish the wheel to the hub (if needed, often a inch is possible with the right spokes.Chain vs. tire clearance - SuperMotoFront wheel offset for SM wheel. Info needed.More results from www.thumpertalk.com
[70]
Offsetting the wheel by adjusting spokes?? - SuperMoto Junkie
May 17, 2007 · Hi Guys, I have a 06 KTM SMR 560 with 160 pilot power on the rear and the chain is hitting. I want to try to adjust the offset of the rear wheelwheel offset | SuperMoto Junkiechain rub - offset sprocket? - SuperMoto JunkieMore results from www.supermotojunkie.com
[71]
Steering You Straight: What is Wheel Offset and Scrub Radius?
Dec 27, 2021 · A wide wheel with lots of negative offset will move everything away from your steering axis, creating a higher scrub radius.
[72]
375 | How Does Wheel Offset Affect Handling? - HP Academy
In this webinar, you will learn how wheel offset affects track width and scrub radius, as well as the lead-on effects these have on our handling performance.<|separator|>
[73]
Wheel Offsets? - BSB Manufacturing
Apr 22, 2021 · Changing wheel offset changes the way your car handles. On a race car, we use different offsets to help tune the chassis to the track conditions.
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https://www.speedwaymotors.com/the-toolbox/wheel-offset-explained/29863
[75]
[PDF] NMRA RP Standards Gauge - RP-2 © 2019
Dec 3, 2024 · Track gage. Distance between the rails. Checkgage. The back to back distance between wheels plus the flange width. This dimension is used to ...
[76]
[PDF] NMRA STANDARDS General - Overview - S-1 © 2021 National ...
Apr 5, 2020 · Maximum Flangeway Width at the point of the Frog should be less than half the minimum. Tire Width to ensure the wheel tread riding the Wing Rail ...
[77]
[PDF] Senior Design Suspension and Chassis
Dec 3, 2002 · The wheelbase and track width of the vehicle need to be considered first in the design of a suspension system, as they affect the turning radius ...
[78]
Womp Rules - The Slot Car Track
1/8 or 3/32 rear axles, no hollow axles. 1/8 front axle only, no hollow axles. Maximum axle width 3.25 inches front and rear. Offset is allowed. 3/4 inch ...
[79]
An Open-Source Scale Model Platform for Teaching Autonomous ...
Jun 2, 2021 · Open-source scale model vehicle platform that is designed for teaching the fundamental concepts of autonomous vehicles technologies.<|separator|>
[80]
A comprehensive experimental validation of a scaled car-like vehicle
This paper illustrates the use of a car-like 1:5-scale vehicle as a valid and reliable test-bed platform whose lateral dynamics are similar to those of a full- ...
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[PDF] A Study of Vehicle Properties That Influence Rollover
Dec 17, 2007 · The effect that track width has upon stability controllers will not be discussed since track width is a fixed vehicle property. These ...
[82]
Track Design Handbook for Light Rail Transit, Second Edition (2012)
... vehicle trucks/wheels, and vehicle frames. Vehicle stability on curved track is also an important consideration in the determination of LRT speed criteria.