JR, you are absolutely right about the minor significance of Ackermann in the big scheme of things. IMO, the big thing is to check to make sure you don't have an unintended Ackermann effect that is off the chart. The referenced article did give a technique for checking Ackermann that is not too bad. When I designed and installed my front steer rack and pinion set-up, I slotted the rack mounting holes (with alignment slugs) so I could move the rack forward and back to adjust the Ackermann -- a lot harder to do with a front steer drag link car where the mounting points are fixed. A suspension that is set up around the factory geometry should be in the ball park anyway. I get concerned about the "less-engineered" suspensions where Ackermann is not considered when designing things such as steering arm length. I recently had to correct a car where, in an attempt to cure his bump steer problem with new steering arms, the owner introduced 2 inches of toe out (Ackermann) at 20 degrees of steering angle. I could hear the tire scuff when he turned into the driveway! I wouldn't get wrapped around the axle about Ackermann, I would just check to make sure it is "reasonable". By the way, congratulations an your Guldstrand picture.
Pappy
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