SURFACE J695

REAF.
DEC1998
VEHICLE
400 Commonwealth Drive, Warrendale, PA 15096-0001
RECOMMENDED Issued 1954-10
PRACTICE Reaffirmed 1998-12

Superseding J695 DEC89

Submitted for recognition as an American National Standard

Turning Ability and Off Tracking—Motor Vehicles

Foreword—This reaffirmed document has been changed only to comply with the new SAE Technical Standards
Board Format. References were added as Section 2. Definitions changed to Section 3. All other section numbers
have changed accordingly.

1. Scope—This SAE Recommended Practice sets forth a method by which the turning ability and off tracking of
motor vehicles can be determined.

2. References

2.1 Applicable Publication—The following publication forms a part of this specification to the extent specified
herein. Unless otherwise indicated, the latest version of SAE publications shall apply.

2.1.1 SAE PUBLICATION—Available from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001.

SAE SP-374—The Truck Steering System from Hand Wheel to Road Wheel

3. Definitions

3.1 Turning Center—That point about which all parts of a vehicle or combination of vehicles revolve in describing
a turn of constant radius. For ideal steering, free of tire scrubbing, the extended axis of all wheel spindles
passes through this center. In the case of two-axled bogies or tandems in which the axles are constrained to
parallelism, the turning center is assumed to fall on a line parallel to and midway between these axle
centerlines (see Figure 1).

3.2 Turning Radius—The distance from the turning center to the center of tire contact with the road of the wheel
describing the largest circle, while the vehicle is executing its sharpest practicable turn (usually to the outside
front wheel) (see Figure 1).

3.3 Turning Diameter—Twice the turning radius (see Figure 1).

3.4 Turning Diameter—Wall-to-Wall—The diameter of the smallest circle, which will enclose the outermost
points of projection of the vehicle while executing its sharpest practicable turn. This is equal to the minimum
turning diameter plus twice the radial overhang beyond the turning radius (see Figure 1).

SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely
voluntary, and its applicability and suitability for any particular use, including any patent infringement arising therefrom, is the sole responsibility of the user.”

SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions.

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Copyright 1998 Society of Automotive Engineers, Inc.

All rights reserved. Printed in U.S.A.
 SAE J695 Reaffirmed DEC1998

3.5 Turning Diameter—Curb-To-Curb—The diameter of the smallest circle within which the vehicle will clear a
curb 150 mm high, while the vehicle is executing its sharpest practicable turn. This is equal to the turning
diameter plus twice the horizontal distance from the center of tire contact with the road to the arc subtended by
a chord drawn between the points of intersection of the outermost projection of the tire shoulder on a horizontal
plane 150 mm above the surface on which the tire rests (see Figure 1).

FIGURE 1—

4. Determinations—The following determinations, based on Ackerman steering geometry (see Figures 2 and 3),
may be made mathematically as explained in detail as follows:

FIGURE 2—DIAGRAM ILLUSTRATING FACTORS OF FRONT AXLE CONFIGURATION

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 SAE J695 Reaffirmed DEC1998

FIGURE 3—DIAGRAM ILLUSTRATING EFFECT OF WHEELBASE ON TURNING RADIUS

WITH A GIVEN FRONT AXLE CONFIGURATION

4.1 Turning diameter1 with a given wheelbase2 and front axle configuration.

4.2 Configuration required to provide a given turning diameter1.

1. At the maximum turning angle, there is normally Ackerman geometry error between the front wheels that can be described as shown in the
equation in 6.2.2 or 6.2.3. This error will result in tire scrub of both front tires. If equal slippage of both front wheels is assumed, the theoreti-
cal turning center will lie midway between the intersections of the turning angle lines of outside and inside front wheels with the centerline of
the rear axle. Due to the centrifugal force, the greater pressure on the outer wheel due to this centrifugal force, and other influences, the true
turning center will actually lie closer to the outer intersection than to the inner.
2. To determine the turning ability of a three-axled vehicle, it is customary to measure the wheelbase from the front axle center to a point midway
between the two rear axles and to consider a transverse line through this point as the equivalent of the center of the rear axle of a two-axled
vehicle. Since these rear axles are constrained to parallelism, a moment is created during a turn that must be overcome by the front tires.
This moment increases the front tire slip angle or tire scrub, and results in a larger turning diameter or a turning diameter equivalent to a vehi-
cle with a longer wheelbase. Tests have shown that the true location of the turning center is somewhat further to the rear than midway
between the axles. The actual location of the turning center depends on whether the tire equipment is single or dual, whether the tires are
radial or biased ply construction, the load distribution between the two rear axles, the load on the front axle, and the Ackerman error in the tie-
rod linkage. Calculations to accurately predict the effects of these various factors would be quite complex.

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 SAE J695 Reaffirmed DEC1998

4.3 Curb clearance increment (see Figure 4).

FIGURE 4—CURB CLEARANCE DIAGRAM

5. Factors of Front Axle Configuration

TR - Turning radius (see Figure 1)

TD - Turning diameter
T - Track of tires at ground (see Figure 2)
PC - Distance between knuckle pivot centers at ground
OS - Offset, pivot center to track of tire at ground
Ca - Camber angle of wheel, loaded
KI - Kingpin inclination from vertical
KS - Kingpin spacing
TW - Tire width
WB - Wheelbase2
LL - Cross steering lever length
LP - Cross steering lever position
LA - Cross steering lever angle from axle centerline (true)
RR - Rolling radius of tire
ITa - Inside wheel turning angle (see Figure 3)
OTa - Outside wheel turning angle (see Figure 3)
H - Height of center of kingpin from ground (loaded)
R - Radius to pivot center for correct wheelbase (see Figure 3)
RS - Radius to pivot center for shorter than correct wheelbase (see Figure 3)
RL - Radius to pivot center for longer than correct wheelbase (see Figure 3)
C - Curb contact length (see Figure 4)
CR - Curb clearance radius (see Figure 4)
CI - Curb clearance increment (see Figure 4)
TOS - Tire offset measured along spindle centerline

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 SAE J695 Reaffirmed DEC1998

6. Formulas

6.1 Several of the following formulas use the term pivot centers, the distance between knuckle pivot centers
measured at the ground. Pivot centers can be calculated from given axle dimensions as follows:

PC = KS + 2 (RR cos Ca + TOS sin Ca) × tan KI (Eq. 1)

For small measures of camber angle of wheel, loaded, the formula for pivot centers can be simplified with little
loss of accuracy to:

PC = KS + 2 RR × tan KI (Eq. 2)

6.2 To determine turning diameter3 with a given wheelbase4 and front axle configuration (see Figure 3):

6.2.1 With correct wheelbase4:

WB
TD = 2  --------------------- + OS  (Eq. 3)
sin OTa

6.2.2 With wheelbase shorter than correct (SWB):

2 SWB SWB 2
TD = 4SWB +  --------------------- + PC + ------------------  + 2OS (Eq. 4)
tan OTa tan ITa

6.2.3 With wheelbase longer than correct (LWB):

2 LWB LWB 2
TD = 4LWB +  --------------------- + PC + ------------------  + 2OS (Eq. 5)
 tan OTa tan ITa 

6.3 To determine configuration required to provide a given turning diameter (see Figure 3):

6.3.1 Given pivot centers, offset, and wheelbase4, to find the turning angle necessary to front wheels:

 
WB
OTa = arc sin  ----------------------- (Eq. 6)
 TD 
 -------- – OS
2
PC
ITa = arc cot  cot OTa – ----------
 WB

6.3.2 Given offset and turning angle of outside front wheel, to find the necessary wheelbase (see Figure 3):

TD
WB =  -------- – OS sin OTa (Eq. 7)
 2 

6.4 To determine curb clearance increment to turning radius (see Figure 4):

 TR + TW
2 C 2
CI = --------- +  ---- – TR (Eq. 8)
 2   2

3. See Footnote 1.
4. See Footnote 2.

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 SAE J695 Reaffirmed DEC1998

6.5 To determine correct cross steering lever configuration for a given wheelbase5 and pivot centers (see Figure 3).

The conventional tie-rod linkage cannot provide perfect Ackerman geometry for all turn angles. In addition, it is
often necessary to use one linkage configuration for several different wheelbases. The solution is, therefore,
not a simple answer to a set of equations. It is a cut and try iterative process of examining various alternatives
with respect to all wheelbases. Most engineering organizations use computer programs to compare the
proposed design to perfect Ackerman geometry and then choose the best available design.

A detailed graphical method may be found in Appendix 1 of SAE publication SP-374, The Truck Steering
System from Hand Wheel to Road Wheel.

7. Field Test Procedure

7.1 Check steering geometry alignment and correct, if necessary.

7.2 Check the front wheel cut angles to manufacturers' recommendations. Wheel stops should be so set that the
minimum clearance between the tire and the nearest point of interference is 20 mm; or, so that with the wheel
stops in contact, a margin of a quarter turn of the steering wheel is left before the maximum travel of the
steering gear is reached. In some cases, tire interference will be the limiting factor and in others, the steering
gear travel will limit the maximum cut angle.

7.3 Load the vehicle to the maximum recommended gross weight.

7.4 Run the vehicle on a dry, flat apron, making turns in both directions in low gear at engine idle speed. The
wheels should be turned to the maximum cut angle. At least two complete circles should be made before
making measurements. The path of the outside wheel is marked on the pavement by pouring water on the tire
while making the complete circle.

7.5 To determine the turning diameter, measure from the midpoint of tire contact trace on the pavement to a similar
point across the diameter of the trace. Turning radius will be half this distance, and the turning center will be at
the midpoint of the diameter.

7.6 To determine the curb clearance increment, place a straight edge horizontally across the outside face of the
tire at an elevation of 150 mm above the pavement surface, and with a plumb line, locate the point on the
pavement directly beneath the foremost point of contact between the straight edge and the tire shoulder. The
distance from this point to the turning center is the curb clearance radius, and the difference between it and the
turning radius is the curb clearance increment.

7.7 To determine the turning diameter, wall-to-wall, drop a plumb line from the extreme outside radial extension of
the vehicle and locate the point on the pavement directly beneath it. The distance thence to the turning center
is the vehicle clearance radius, twice which is the turning diameter, wall-to-wall.

8. Graphical Determination—Alternative to the mathematical formulas and field test procedures above,
determinations may be made by the graphical or draftman's method in accordance with the following
procedures. Results secured by this method, like those by the mathematical method, are theoretical and may
be somewhat less exact. The following graphical method is somewhat easier and more rapid:

In Figure 5, dimensions are defined and the sequence of operations indicated by the circled numerals:

5. See Footnote 2.

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 SAE J695 Reaffirmed DEC1998

FIGURE 5—GRAPHICAL PROCEDURE FOR DETERMINATION OF TURNING RADIUS

Given pivot centers, offset, outside wheel turning angle, and wheelbase:

8.1 Draw a horizontal line representing the longitudinal centerline of the chassis.

8.2 Draw a second line perpendicular to the first line, representing the centerline of the front axle.

8.3 Locate a point on the second line a distance above the chassis centerline equal to half the distance between
pivot centers.

8.4 Through this point, draw a line at an angle to the front axle centerline equal to the outside front wheel turning
angle.

8.5 Locate a point on this line a distance above the pivot center equal to the offset of the center of the tire track
from the pivot center. This is the front wheel track.

8.6 At a point on the chassis centerline, a distance from its intersection with the front axle centerline equal to the
wheelbase, drop a perpendicular line intersecting the diagonal line from the pivot center. This is the turning
center.

8.7 Measure the distance from this center to the point on the diagonal representing the front wheel track. This is
the turning radius.

9. Definitions—(See Section 3.

9.1 A typical off tracking situation for a tractor semitrailer, including definitions, is shown in Figure 6.

9.2 Off tracking is the difference in radii from the turning center to the vehicle centerline at the foremost and
rearmost axles of a vehicle or combination and represents the increase beyond the tangent track occasioned
by a turn (see Figure 6).

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 SAE J695 Reaffirmed DEC1998

FIGURE 6—TYPICAL OFF TRACKING SITUATION

9.3 Turning track is the radial width between centers of road contact of the outermost and innermost tires of a
vehicle or combination of vehicles in negotiating a turn. In the case of dual tires, center of road contact is taken
to be that midway between those of individual tires (see Figure 6).

9.4 General—In addition to physical trial, there are two methods by which the amount of off tracking may be
determined, namely, mathematically and graphically. These two methods were published in SAE J695
approved October 1954 and reaffirmed without change in June 1963. Since these methods required a very
good knowledge of mathematics and graphics, many fleet operators and others found these methods too
cumbersome and complicated to use. In recent years, data have been developed, which are accurate enough
to use for all practical purposes. Therefore, the old mathematical and graphic methods have been deleted from
this publication. The new method was developed by the Western Highway Institute and a detailed discussion is
presented in Research Committee Report No. 3, "Off Tracking Characteristics of Trucks and Truck
Combinations." An equation in the calculation of maximum off tracking was used as the basis for off tracking
distances when the radius of curve is known and the squares of the component wheelbases of a combination
have been totalled. Thus, the method has become known as the "sum of the squares." It is this method, easy
to calculate and simple to apply, which is recommended as a general practice.

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 SAE J695 Reaffirmed DEC1998

10. Factors of Off Tracking

10.1 Amount of Off Tracking—The amount of off tracking varies directly with the wheelbase length of a unit and
inversely with the radius of the turn through which the vehicle travels. It also varies with the degree of turn
through which a vehicle travels. In this regard, it can be generally stated that the amount of off track will
increase up to the point where a vehicle is negotiating a 270 degrees turn. Around that point, the maximum off
track will occur. The procedure given herein deals only with determining maximum off track. The magnitude of
off tracking is also affected by the number and location of articulation points. There are other factors that
influence the off tracking, such as the type of curve (simple, compound, reverse), speed and turning ability of
the vehicle, inflation and condition of tires, and others. However, the results obtained by the method of the sum
of squares are consistently in approximate agreement with results derived from actual field tests.

10.2 Negative Off Tracking—Negative off tracking results from the contra-behavior to the normal tendency on the
part of the following wheels to trail inwardly from the foremost wheel as the vehicle performs a turning
maneuver. Negative off tracking is the result of:

a. Rear axle overhang (rear axle to pintle hook) of a towing vehicle or,
b. Stinger steering, a coupling system that shifts the point of articulation between towing and towed units
from the pintle hook position rearward by means of a rod or "stinger" attached to the towing unit.

10.3 Axle Intervals and Hitch Distances—For the determination of off tracking of single or combination units, it is
necessary only to measure the spacing between axles or axle groups wheelbase and hitch distances. This
distance or wheelbase is identified in the case of three-axled vehicles as the distance from the front axle center
to a point midway between the two rear axles. For this purpose, the front axle or axle group (either of a single
unit or of the towing unit) is identified by the letter A, the second by B, the third by C, etc. The letter P
represents hitch points, normally the pintle hook in a combination having two or more cargo units but,
alternatively any point of articulation other than the pintle hook. Thus, the component distances for purpose of
determining maximum off tracking for a tractor semitrailer, with a full trailer, shown as vehicle No. 2 in Table 1,
are axle distance AB, BC, and DE and the axle-to-pintle-hook distance CP and the pintle-hook-to-axle (or
towbar) PD.

10.4 Determination of Off Tracking—Table 1 demonstrates the method of determining maximum off tracking for
four typical vehicles. Any one of the four vehicles shown in Table 1 would serve as well as any other to
demonstrate the ease with which Figure 7 or Table 2 may be used in obtaining a close estimate of maximum off
tracking. For vehicle No. 2, the sum of the squares of the wheelbases and hitch distance is 999, as shown in
column 6. This figure is the total of the five entries in column 5 for this vehicle. It is the algebraic sum of the
squares of those five entries. The sum is described as algebraic because it includes the negative effect on off
tracking produced by the rearward sweep of the pintle hook behind the rear axle of the first trailer. Its effect is
the same, in general character, as that produced by location of the kingpin in a position forward of the tractor
rear axle. Normally the kingpin offset varies 8 to 16 in, and its effect on the off tracking result is minimal. For
practical purposes, it may be then assumed that the kingpin is centered over the tractor rear axle or trunnion in
case of a tandem and no negative off tracking is involved here. Because of that, no point P need be
considered when working with a coupling assumed to be directly over an axle or axle group like at a fifth wheel
such as is found on a tractor-semitrailer. Whereas column 3 shows the wheelbase in feet and inches, these
must be converted to decimal feet shown in column 4. The figures (decimal feet) shown in column 4 are
squared and are shown in column 5. When the squares of the wheelbase (column 5) are totalled (column 6),
reference is made either to Figure 7 or Table 2. For vehicle No. 2, the chart is entered at 999 (1000 for all
practical purposes) on the horizontal or sum-of-the-square scale on Figure 7 and the off tracking read on the
vertical scale. On a 50 ft radius, the off tracking is 12.6 ft. This same reading is obtained by using Table 2.

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 TABLE 1—INTERIOR DIMENSIONS OF ILLUSTRATIVE VEHICLES AND MAXIMUM
OFF TRACKING VALUES FROM FIGURES 7 AND 8
Wheelbase(1) Wheelbase(1) Maximum Maximum Maximum Maximum Maximum
Off Tracking Off Tracking Off Tracking Off Tracking Off Tracking
ft (m) ft (m) ft (m) ft (m) ft (m)
if Radius of if Radius of if Radius of if Radius of if Radius of
Curve is: Curve is: Curve is: Curve is: Curve is:
(2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
Sum of
Wheel- Squares of
Illustrative Vehicles Mea- base Wheel- 50 ft 75 ft 120 ft 165 ft 250 ft
sure- Decimal squared bases (15.24) (22.86) (36.58) (50.29) (76.20)
ment ft-in ft (m) ft3 (m3) ft3 (m3) (m) (m) (m) (m) (m)
AB 17—0 17.00 289.00
(5.18) (26.85)
BC 31—2 31.17 971.38
(9.50) (90.24)
1260 16.6 9.5 5.5 3.9 2.6
(117.05) (5.06) (2.90) (1.68) (1.19) (0.79)

AB 10—0 10.00 100.00

(3.05) (9.29)

SAE J695 Reaffirmed DEC1998

BC 20—2 20.17 406.71
(6.15) (37.78)
CP(2) –2—6 –2.50 –6.25
(–0.76) (–0.58)
PD 6—0 6.00 36.00
(1.83) (3.34)
DE 21—6 21.50 462.25
(6.55) (42.94)
999 12.6 7.4 4.4 3.1 2.0
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(92.81) (3.84) (2.26) (1.34) (0.95 (0.61)

AB 10—0 10.00 100.00
(3.05) (9.29)
BC 20—2 20.17 406.71
(6.15) (37.78)
CP –2—6 –2.50 –6.25
(–0.76) (–0.58)
PD 6—0 6.00 36.00
(1.83) (3.34)
DE 21—6 21.50 462.25
(6.55) (42.94)
EP –2—6 –2.50 –6.25
(–0.76) (–0.58)
PF 6—0 6.00 36.00
(1.83) (3.34)
FG 21—6 21.50 462.25
(6.55) (42.94)
1491 21.5 11.6 6.7 4.8 3.1
(138.51) (6.55) (3.54) (2.04) (1.46) (0.95)
AB 17—9 17.75 315.06
(5.41) (29.27)
BC 33—3 33.25 1105.56
(10.14) (102.71)
CP(2) –4—0 –4.00 –16.00
(–1.22) (–1.49)
PD 7—1 7.08 50.17
(2.16) ((4.66)
DE 31—10 31.83 1013.34
(9.70) (94.14)
(3)
2468 19.2 11.1 7.8 5.0
(229.28) (5.85) (3.38) (2.38) (1.52)
1. Wheelbase, rear axle to pintle hook, or pintle hook to front axle or bogie.
2. P denotes pintle hook.
3. This value is beyond Figure 7 and Table 2. Off track of over 60 ft. could be expected, indicating the vehicle is pivoting around the rear axle group rather than making a free rolling turn.
 SAE J695 Reaffirmed DEC1998

FIGURE 7—MAXIMUM OFF TRACKING OF VEHICLES ACCORDING TO SUM OF

SQUARES OF THEIR COMPONENT WHEELBASE, FOR VARIOUS SELECTED CURVE RADII

TABLE 2—MAXIMUM OFF TRACING DISTANCES FOR SUMS

OF THE SQUARES OF WHEELBASE
RADIUS OF CURVE—ft(m)

Σ (L)2(1) 50 (15.24) 90 (27.43) 120 (36.58) 165 (50.29) 200 (60.96) 250 (76.20)

OFF TRACKING—ft(m)
500 (46.45) 5.80 (1.77) 2.96 (0.90) 2.18 (0.66) 1.56 (0.48) 1.28 (0.39) 1.02 (0.31)
550 (51.10) 6.43 (1.96) 3.26 (0.99) 2.40 (0.73) 1.72 (0.52) 1.41 (0.43) 1.12 (0.34)
600 (55.74) 7.06 (2.15) 3.56 (1.09) 2.62 (0.80) 1.87 (0.57) 1.54 (0.47) 1.22 (0.37)
650 (60.39) 7.71 (2.35) 3.87 (1.18) 2.84 (0.87) 2.03 (0.62) 1.76 (0.54) 1.32 (0.40)
700 (65.03) 8.37 (2.55) 4.17 (1.27) 3.06 (0.93) 2.19 (0.67) 1.79 (0.55) 1.42 (0.43)

750 (69.68) 9.04 (2.76) 4.48 (1.37) 3.28 (1.00) 2.35 (0.72) 1.95 (0.59) 1.52 (0.46)
800 (74.32) 9.72 (2.96) 4.78 (1.46) 3.50 (1.07) 2.50 (0.76) 2.08 (0.63) 1.63 (0.50)
850 (78.97) 10.42 (3.18) 5.09 (1.55) 3.72 (1.13) 2.66 (0.81) 2.21 (0.67) 1.73 (0.53)
900 (83.61) 11.13 (3.39) 5.40 (1.65) 3.95 (1.20) 2.82 (0.86) 2.34 (0.71) 1.82 (0.56)
950 (88.26) 11.85 (3.61) 5.71 (1.74) 4.17 (1.27) 2.98 (0.91) 2.46 (0.75) 1.93 (0.59)

1000 (92.90) 12.59 (3.84) 6.03 (1.84) 4.39 (1.34) 3.14 (0.96) 2.57 (0.78) 2.04 (0.62)
1050 (97.55) 13.35 (4.07) 6.34 (1.93) 4.62 (1.41) 3.30 (1.01) 2.70 (0.82) 2.14 (0.65)
1100 (102.19) 14.13 (4.31) 6.65 (2.03) 4.84 (1.48) 3.45 (1.05) 2.83 (0.86) 2.25 (0.69)
1150 (106.84) 14.92 (4.55) 6.97 (2.12) 5.07 (1.55) 3.61 (1.10) 2.96 (0.90) 2.35 (0.72)
1200 (111.48) 15.74 (4.80) 7.29 (2.22) 5.29 (1.61) 3.77 (1.15) 3.09 (0.94) 2.45 (0.75)

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 SAE J695 Reaffirmed DEC1998

TABLE 2—MAXIMUM OFF TRACING DISTANCES FOR SUMS

OF THE SQUARES OF WHEELBASE
RADIUS OF CURVE—ft(m)

Σ (L)2(1) 50 (15.24) 90 (27.43) 120 (36.58) 165 (50.29) 200 (60.96) 250 (76.20)

OFF TRACKING—ft(m)
1250 (116.13) 16.57 (5.05) 7.60 (2.32) 5.52 (1.68) 3.93 (1.20) 3.22 (0.98) 2.55 (0.78)
1300 (120.77) 17.44 (5.32) 7.92 (2.41) 5.75 (1.75) 4.09 (1.25) 3.34 (1.02) 2.66 (0.81)
1350 (125.42) 18.32 (5.58) 8.24 (2.51) 5.97 (1.82) 4.25 (1.30) 3.47 (1.06) 2.76 (0.84)
1400 (130.06) 19.24 (5.86) 8.57 (2.61) 6.20 (1.89) 4.41 (1.34) 3.60 (1.10) 2.86 (0.87)
1450 (134.71) 20.19 (6.15) 8.89 (2.71) 6.34 (1.93) 4.57 (1.39) 3.73 (1.14) 2.97 (0.91)

1500 (139.35) 21.18 (6.46) 9.21 (2.81) 6.66 (2.03) 4.73 (1.44) 3.80 (1.18) 3.07 (0.94)
1550 (144.00) 22.21 (6.77) 9.54 (2.91) 6.89 (2.10) 4.89 (1.49) 3.99 (1.22) 3.17 (0.97)
1600 (148.64) 23.28 (7.10) 9.87 (3.01) 7.11 (2.17) 5.05 (1.54) 4.13 (1.26) 3.27 (1.00)
1650 (153.29) 24.41 (7.44) 10.20 (3.11) 7.34 (2.24) 5.21 (1.59) 4.26 (1.30) 3.38 (1.03)
1700 (157.93) 25.60 (7.80) 10.52 (3.21) 7.57 (2.31) 5.37 (1.64) 4.39 (1.34) 3.48 (1.06)

1750 (162.58) 26.87 (8.19) 10.86 (3.31) 7.81 (2.38) 5.53 (1.69) 4.52 (1.38) 3.58 (1.09)
1800 (167.22) 28.22 (8.60) 11.19 (3.41) 8.04 (2.45) 5.69 (1.73) 4.65 (1.42) 3.69 (1.13)
1850 (171.87) 29.69 (9.05) 11.53 (3.51) 8.27 (2.52) 5.85 (1.78) 4.78 (1.46) 3.79 (1.16)
1900 (176.51) 31.30 (9.54) 11.86 (3.62) 8.50 (2.59) 6.01 (1.83) 4.91 (1.50) 3.89 (1.19)
1950 (181.16) 33.12 (10.10) 12.20 (3.72) 8.73 (2.66) 6.17 (1.88) 5.04 (1.54) 4.00 (1.22)

2000 (185.80) 35.23 (10.74) 12.54 (3.82) 8.97 (2.73) 6.34 (1.93) 5.17 (1.58) 4.10 (1.25)
2050 (190.45) 37.88 (11.55) 12.88 (3.93) 9.20 (2.80) 6.50 (1.98) 5.30 (1.62) 4.20 (1.28)
2100 (195.09) 42.00 (12.80) 13.23 (4.03) 9.44 (2.88) 6.66 (2.03) 5.43 (1.66) 4.31 (1.31)
2150 (199.74) 13.57 (4.14) 9.67 (2.95) 6.82 (2.08) 5.56 (1.70) 4.41 (1.34)
2200 (204.38) 13.92 (4.24) 9.91 (3.02) 6.98 (2.13) 5.70 (1.74) 4.51 (1.38)

2250 (209.03) 14.26 (4.35) 10.14 (3.09) 7.15 (2.18) 5.83 (1.78) 4.62 (1.41)
2300 (213.67) 14.61 (4.45) 10.38 (3.16) 7.31 (2.23) 5.96 (1.82) 4.72 (1.44)
2350 (218.32) 14.96 (4.56) 10.62 (3.24) 7.47 (2.28) 6.09 (1.86) 4.82 (1.47)
2400 (222.96) 15.32 (4.67) 10.85 (3.31) 7.63 (2.33) 6.22 (1.90) 4.93 (1.50)
2450 (227.61) 15.67 (4.78) 11.09 (3.38) 7.80 (2.38) 6.35 (1.94) 5.03 (1.53)

2500 (232.25) 16.02 (4.88) 11.33 (3.45) 7.96 (2.43) 6.49 (1.98) 5.13 (1.56)
2550 (236.90) 16.39 (5.00) 11.57 (3.53) 8.13 (2.48) 6.62 (2.02) 5.24 (1.60)
2600 (241.54) 16.75 (5.11) 11.81 (3.60) 8.29 (2.53) 6.75 (2.06) 5.34 (1.63)
2650 (246.19) 17.11 (5.22) 12.05 (3.67) 8.45 (2.58) 6.88 (2.10) 5.45 (1.66)
2700 (250.83) 17.47 (5.33) 12.29 (3.75) 8.62 (2.63) 7.02 (2.14) 5.55 (1.69)

2750 (255.48) 17.84 (5.44) 12.53 (3.82) 8.78 (2.68) 7.15 (2.18) 5.66 (1.73)
2800 (260.12) 18.21 (5.55) 12.77 (3.89) 8.94 (2.73) 7.28 (2.22) 5.76 (1.76)
2850 (264.77) 18.58 (5.66) 13.01 (3.97) 9.11 (2.78) 7.42 (2.26) 5.86 (1.79)
2900 (269.41) 18.95 (5.78) 13.26 (4.04) 9.27 (2.83) 7.54 (2.30) 5.97 (1.82)
2950 (274.06) 19.32 (5.89) 13.50 (4.12) 9.44 (2.88) 7.68 (2.34) 6.07 (1.85)
3000 (278.70) 19.70 (6.01) 13.75 (4.19) 9.60 (2.93) 7.81 (2.38) 6.18 (1.88)
1. Sum of the squares of wheelbases and hitch distances.

PREPARED BY THE SAE TRUCK AND BUS STEERING SUBCOMMITTEE OF THE

SAE TRUCK AND BUS CHASSIS COMMITTEE

-12-
 SAE J695 Reaffirmed DEC1998

Rationale—This reaffirmed document has been changed only to comply with the new SAE Technical
Standards Board format. References were added as Section 2. Definitions changed to Section 3. All
other section numbers have changed accordingly.

Relationship of SAE Standard to ISO Standard—Not applicable.

Application—This SAE Recommended Practice sets forth a method by which the turning ability and off
tracking of motor vehicles can be determined.

Reference Section

SAE SP-374—The Truck Steering System from Hand Wheel to Road Wheel

Developed by the SAE Truck and Bus Steering Subcommittee

Sponsored by the SAE Truck and Bus Chassis Committee