Nope.
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I am doing my best to ignore the water discussion
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Increase precision and reduce turning slop is really the only other way.
Deck width, axle width, and truck type don’t don’t affect the relationship between lean angle and steering angle.
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Truck type (RKP vs TKP) does affect the relationship between lean angle and steering angle.
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No matter what you do your board at those speeds it comes down to mostly physics and the riders skills.
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Is there a baseplate angle where RKP becomes TKP, or is it the lean-turn progression curve being different between the two?
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On a RKP, the pivot axis and the king pin axis are perpendicular to the axle path so the axle scribes a straight line when watching from the side of the board. On the other hand a TKP, the pivot axis and the king pin axis are NOT perpendicular so the axle scribes an arc or an ellipse that is dependent on several factors that are difficult to predict
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Without derailing the topic too much is there a correlation between the length of the deck and turning ability, logic says I should be able to turn tighter on a shorter deck, but experience has been the opposite my sweet spot is around 38".
Yes. Same reason your car turns tighter than a limousine. Shorter base, tighter radius.
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You answered my question I am not a
Taking stabilty into account. Just because a short deck can turn tighter at speed doesnt mean you should.
Shortening the distance between two otherwise identical truck setups (a.k.a. smaller wheelbase) does in fact increase the turn without increasing the lean.
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Does the flexibility of the deck play a role in this question? i.e. will a stiff deck have a better or worse lean:turn ratio, or would it not make a difference?
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Is there a bushing setup that increases turn w/o increasing lean proportional. Is there a truck TKP, RKP or DKP which gives you more turn at the same angle than the other? Is a positive rake the best possibility to increase turn without sacrificing too much stability or is a higher angle better for the same purpose?
Ignoring slop, both travel in a straight line.
I’ll elaborate because that’s kinda useless on its own.
Say you have two equally sloppy trucks, that at the same degree of lean both lose 5 degrees of steering.
That slop can appear in different ways. It can build progressively with a strong center that’s slowly overwhelmed, or you can have something thats loose in the center but as the bushings load up the response gets tighter.
In both cases though, the axles trying to travel in a straight line, but deviating just a bit because of the bushings. Even if you achieve progressive steering, it can still be overwhelmed if you’re going through a turn with enough force.
Its difficult to predict even with the same setup being used at different speeds or with a different weighted rider because of how dependent it is on bushing loads.
In regards to turning radius/lean angle, shortening the wheel base is functionally identical adding risers or using a higher degree base plate.
It’s not, because both of those options also increase the ride height.
That’s why I said in terms of turning radius/lean angle.
There’s other differences outside that relationship, but that relationship is what this topic is about.
This diagram is wrong. The TKP pivot axis is in the wrong place.
Blue is where the TKP pivot axis should be.
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I use wedge spacers to angle the trucks out a little. TKP turns a little tighter than RKP, but they are also squirrely at high speeds.
I had this idea, but two of them on ether side of a claptrap style one wheel robot. Function as arms as well.