How Lexus Fixed Tesla's Bad Idea: Steer-By-Wire Yoke 

Car manufacturers are on a mission to over-complicate every basic function of a car.

One important benefit you didn't touch on Jason is that removing the steering column leads to increased crash safety. Steering columns are a real pain for automotive engineers as the linkages needs to be able to break so that a column doesn't impale your chest. Removing the steering column completely helps with crash safety a lot.

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Steering Ration differences were already a thing 15 years ago in my car and is a thing in most german cars. It was also adjusting to the ratio to the speed for comfort and those cars have and had a steering shaft.

I feel one of the biggest benefits is being able to build cars that are either left or right hand drive. As the steering column is one of the hardest things to shift from one side to the other but not in a drive by wire system.

I'm glad you addressed the lag toward the end of the video. Within 5 seconds of starting the video I literally said out loud "Wow. You can SEE the lag!" That is a deal breaker.

A software bug with your accelerator isn't likely to be fatal. A software bug with your steering wheel very likely is. Even the F-22 with an "unlimited" R&D budget lost an aircraft to a FBW software bug. It's just hard to write software that's as reliable as a chunk of metal...

I think, just like fly-by-wire on commerical aircraft to help reduce human error and some workload (on hand flying, mainly), this can really help with the comfort of bus or truck drivers. Having the steering wheel placed in yhe best position for ergonomics, rather than lining it up with the front tyres, and the less bumpiness of the steering I think could help a lot

My primary concern is how easy they have made it to access and maintain with that many components. In my experience, when things like this get changed, self maintenance is what suffers because it takes a lot of extra work to engineer things to be also easy to replace/repair.

Today there are already plenty of construction and mining vehicles which use steer-by-wire with some great features. One I really like is the angle-variable steering sensitivity instead of a speed-variable one. In the center you get a really precise steering with a high ratio, while towards the limits you get a much lower steering ratio. The same trick is used by several pc racing wheels.

"I have a keyboard" 🤣🤣🤣

We've been dealing with these problems for years in simracing gear and although they do feel great now, they still don't feel like the real thing, and that's despite having the feedback calculated almost instantly, rather than measuring the forces with sensors. That is because real wheels introduces constant resistance, whereas electronic ones can provide a single-directional force only, that is applied as a response to driver turning the wheel - you need to turn first before the motor kicks in, which makes it feel disjointed. It's also terrifying to see the wheels decalibrate at 12:35, especially considering all these multi-redundant safety claims.

The steering ratio that automatically adjusts during acceleration seems really interesting. One thing I would like to try, is to go in a very large open space, turn the yoke a certain amount and then accelerate while keeping the yoke in the same position. It would be interesting to watch the line start off turning sharply, and then it kind of smooths out and gets straighter the faster I'm going.

Not wild about this but I’d love to try one in the real world. I feel like the variable steering ratio would take some time getting used to and could possibly cause some issues when first getting used to it. The ratio could be different than the driver is expecting in some situations when learning the system

This was solved more efficiently by the variable ratio electrically assisted steering rack some years back. It offers the security of mechanical linkage with variable ratios. And with proper ratio design it'll offer all the advantages of this system with the safety of mechanically linked failsafe. This is technology for technology's sake. The thinking is 'Can we do this?' when it should be 'Should we do this?'

The part that excites me the most is the adjustability. I'm "only" 6'3", but I've yet to drive a car where I can be far enough away from the pedals while still reaching the steering wheel comfortably. In my current car i have the seat as far back as I can, but with the back very straight to push my upper body closer to the wheel.

That steering wheel delay alone would be a deal breaker for me. But I do like the idea of adaptive steering wheel ratio (done well).

for a lot of fps gamers, they turn off mouse acceleration (so mouse & cursor movement ratio is constant regardless of speed) for better muscle memory and accurate aiming. I feel like the dynamic steering ratio will behave similarly to mouse acceleration for cars, it will be convenient to a lot of drivers, but it will take time to get use to, and some people will absolutely despise it.

Awesome video! The points you brought up are honestly pretty reasonable and I never thought about steering that way. Thank you! At 11:00. I think it's entirely possible someone could legitimately need to do an aggressive steering maneuver. Limiting that takes control away from the driver and pushes full liability to the company.

One safety concern was not mentioned. Higher-speed evasive maneuvers! I really look forward to see how the drive-by-wire systems will deal with the moose test!🤔 In general e-cars have very good results due to low center of gravity. But in this case the limited wheel stear in maximum turn could be a problem above certain speed.

I would love to try this on the real world. My only "concern" really would be how it performs on the moose test, avoiding obstacles at high speed, and how would it deal when you approach a roundabout while going quick. Aside of that the tech sounds solid.

When left as an OPTION, this seems really smart. Based on your comprehensive evaluations, I expect I would be very uncomfortable with steer by wire, so would have problems with being forced into using it.

What a perfectly edited fascinating video! Top shelf production quality, well done!

FYI steer-by-wire was already present in 2013 Infinity Q50 series. Yes, ten years ago. It had a fallback to a direct driving shaft via a clutch

I would really like to see how the mushy response handles accident avoidance at high speed. It looked to me like you would not be able to avoid a collision as well with this.

I’d never heard of this until Cybertrucks delivery event… this was very well explained. I think I’ll like it as I love regen braking!!

As someone who works on their own cars, it sounds like an expensive nightmare if/when something goes wrong, however, chances are, someone who can afford such a car can likely foot the bill on the repairs when they come. My biggest opposition to over complicating systems like this is the matter of how well they'll age. My newest car is 20 years old but the mechanical components tend to age much nicer than electric ones. Pushing over 300k miles on my daily driver, i could only imagine how much of a toll that time and miles will have on 100% electric components. In the end, it all comes down to preference as mentioned.

Fly-By-Wire has been a thing in aviation for quite a while now, it's interesting to see it now introduced to cars.

Once again, another excellent video by Jason ! I used to work in General Dynamics' Flight Control Hardware Design Group. They were the ones who invented the Fly-By-Wire system for the F-16 aircraft. (The reference standard was an analog electronic system, which was later upgraded to a digital system.) I'm excited to see an auto maker has finally ventured to make a Drive-By-Wire system. Regarding safety, I appreciate that Lexus used redundant electric motors in the steering actuator. By comparison, most aircraft use 3 or 4 redundant channels for the sensors and computers, then 2 hydraulic systems in the actuators. Regarding the lag observed at 12:12, that can be compensated by using a feed-forward gain in the signal path. That is relatively easy to implement in the control software.

GM offered back in like the early 70's an variable ratio steering for some models. It was mechanically built into the steering box. The ratio changed from the center to the lock stops. I believe an Camaro with this option had like 2.3 turns lock to lock.

Great video. At least now that the Cybertruck came out, Tesla now does a yoke correctly with the steer-by-wire.

Also now it's easy to make a RH drive variant as you just change where the wire goes, rather than having to invert the entire linkage system

My concern with the speed relative steering sensitivity is how it would behave when you slow down quickly. Example being if you're going along a bend on the highway and suddenly traffic stops in front of you or something. If your panic response is to slam the break and grasp the steering wheel at the angle you were holding it, then as the car slows it would steer harder and harder into the direction you were turning. That might be something we would intuitively compensate for, but I feel like it could also throw some people off and cause an overcorrection or loss of control. I'd love to see someone test a scenario like this and report how it behaves.

Finally, a solution for a problem no-one has.

Really amazing explanation and analysis! Short ratio steering in my Focus RS is the absolute best modern steering system I've experienced, but it definitely does require a little extra work on the highway so on point there. 😂

I love that you explain everything in a way that I can understand :) Channel title checks out! As a driver enthusiast, I can't see myself any time soon upgrading to a vehicle like this, say it were released and I had the funds. However as a logical and relatively progressive person I am super intrigued by this and wonder where it could go and how it could evolve. The fact that you get tire feedback at all through this system is mind boggling, engineers are cool :)

That input lag would drive me nuts! I'm also not a fan of a steering system with no mechanical linkage between the steering wheel and gear. Yes, it has three power sources, but it's possible a CAN communication error could cause it to shut down or produce weird outputs from the steering motor. Excellent video!

My 2014 Infiniti Q50S Hybrid has Steer by Wire. Amazed with all the technology this car has for 2014 model.

I used to hate throttle by wire because of the delay. It's actually helped me become a more patient driver and better at predicting traffic flow. Because of the delay, I have to anticipate traffic flow a bit better for a smooth driving experience. I like it now.

0:01 THE LAG OF THIS STEERING WHEEL, jesus this is so bad !!!!

**Important Update** Many have asked if the maximum angle the front wheels can turn is limited at higher speeds, since it uses a shorter ratio. I reached out to Lexus for more information. They said "the amount or angle the wheels of the vehicle can turn left-to-right in a vehicle equipped with Steer by Wire is the same at 5mph and 85mph (they are also the exact same angle values left-to-right as on the traditional EPS steering system vehicles). The changes are in the actuation of that steering rack left-to-right and the variable speed that you reach during that turning function as vehicle speed increases." I have asked some clarifying questions and will provide updates here once received. **Edit 1:** Here is the clarification they provided. FYI - it does not match what was stated above. "RZ with Traditional Steering completes a full lock to the L or R turn in roughly 540°. RZ with Steer By Wire (version in France) completes a full lock to the L or R turn in roughly 150°. This implies the base ratio is 3.6:1, which that for every 1° of driver input at the steering wheel in a Steer-By-Wire RZ, the wheels on the road would operate equivalent to the driver providing a 3.6° input in a traditional steering (540° system). This solves the question of low speed ratio, but as we accelerate we reach a point closer to 1:1 or beyond, in this scenario if the steer-by-wire driver only has 150 partitions or input angles that can be sent to the computer, at 1:1 ratio - the Steer By Wire system only has 27% potential of available max steering angle (equivalent to roughly 1/3 of a full-lock turn). HYPOTHETICALLY SPEAKING FROM HERE ON: As we approach exceptionally high speeds, the ratio could become even greater skewed on Input:Output so 1 degree input could mean 0.2 degree of output for the wheels. That means that for every 5 degrees of steering wheel turn by the driver, the wheels at the road would be turning the equivalent of 1 single degree input in a traditional steering vehicle. This provides the feeling of ultimate precision and fun while driving at high speed because you are truly feeling every decimal partition of steering angle so you can very accurately steer the vehicle where you want it go. 540° & 150° are the angles we know and have experienced. The 3.6:1 ratio is a simple calculation that shows the relationship of those values. We have a confirmation but not a provided data sheet, that at some speed beyond 10mph the ratio begins to skew towards 1:1 or more, so the rest of the values (i.e. 0.2°) are completely made up values but the math proves the concept. Purely for the case of the argument - let’s say the driver is doing 80mph and at that speed every angle of driver steering wheel input is 0.2 equivalent degree of output at the wheels. If we multiply the 150 degrees of full lock input available to the driver at the steering wheel by the 0.2 degree output at the wheels, our total steering angle would be 30 degrees. As the driver applies the brakes or accelerates, the algorithm of input/output adjusts thus giving the driver “more access” or “less access” to max steering angle. 5mph: 150° Input by 3.6 Output = 540° “full lock turn” equivalent or 100% of max steering angle available 45mph: 150° Input by 1 Output = 150° equivalent or 27% of max steering angle available 60mph: 150° Input by 0.35 Output = 52.5° or 9.7% of max steering angle available 80mph 150° Input by 0.2 Output = 30° or 5.5% of max steering angle available This may seem strange to think about, but imagine going 80 mph and without slowing down turn the steering wheel of ANY vehicle 540° to the full lock position…… nobody in their right mind would ever do that because it would undoubtedly cause a serious accident. Having access to truly full lock steering ratio at 80mph is not something anyone ever takes advantage of or is physically capable of doing on a road because as you begin to turn that aggressively at speed, you would completely run out of road surface to drive on before being able to even complete the full lock turn. There is also the high likelihood that if a driver attempted to do a full-lock turn at 80mph, the vehicle would have the possibility to flip over. We know it takes about 2.2 seconds for an average driver to make a 540°. At 80mph, approximately 200 feet are covered in 2 seconds. With the average lane width in the US being 12ft (source: Google Search), it would require a road 16.67 lanes wide to be able to complete a full lock turn (without slowing down at 80mph, if that were even physically possible without disrupting or flipping the vehicle over). Conclusion: The higher speed one goes in ANY vehicle, traditional steering or Steer By Wire, the less useful max steering angle becomes, if even physically possible to achieve. So the Steer by Wire system mathematically limiting access to max steering angle becomes a non-issue from a drivability or experience standpoint. Having an inherent base ratio of roughly 3.6:1 and (a hypothetical) 0.2:1 at high speeds provides extreme ease of use at low speeds in parking lots or u-turns while providing an exceptionally precise feeling when steering at higher speeds and provides a complete range of differing input:output ratios to match the situationally indefinitely. (The faster you drive, the more precise the steering ratio)."

I was initially against this, but as a tall person the benefits are intriguing if it is properly designed and we get proper feedback on the wheel. It would also be nice to have failsafes.

I'd be curious to see how this responds in certain situations - like on an exit where you may go from 60 to 35 miles per hour while steering the same amount - will you start steering at a steeper angle despite not changing steering angle?

You hit the nail on the head as far as my concerns go. No problem with the tech; if it's fine for aviation, it's fine for automotive. As someone who likes sensitive controls (that mouse analogy was for me!) this is great. But that steering latency is unacceptable.

a couple weird things but definitely cool... if I understand right the traditional wheel version isn't the same, its actually mechanically linked. personally, I think I'd still prefer to have a round steering wheel even with the variable steering ratio provided by steer by wire, and I'd would love to see it as an option in cars that will want to use yokes like this. Also the way it's adjusting itself automatically at different speeds would probably have me on edge at first, I guess I'm scared it could be unpredictable? Yes you talk about these but I just needed to let the nervous energy out.

What a brilliant explanation! Many thanks!

Fantastic video man, you have really mastered the formula of technical explanation intertwined with humor and entertainment. Makes it so easy to share your videos with my less technical friends to explain systems, theories, and physics.

As someone currently working in an engineering team converting a vehicle to have the steering wheel on the other side, this would be amazing. Probably opens up new possibilities for Frunk space. Probabyl also helps in crash wioth even less chance of steering wheel punch in. Probably helps on platform design too, you can have the same "skate" architecture on EVs on many differnt vehicles with exactly the same rack, and just drop on what ever cab you want, with what ever wheel and feeling you want.

Good video! You summed up your impressions well right there. The nerd in me says “ hey funny” but honestly as car driver I find it’s disconnecting you from the car too much. I’m also an enemy of faking feedback with electric motors. That’s kind of the same discussion when it’s about capacitive touch. It feels disconnected and artificial no matter how well you fake the feedback. At certain to me critical points I’d always prefer direct feedback and good haptic over a manufactured experience. (Let’s not mention the imput lag that also had your attention and it’s dependencies)

Superb video. You're a great presenter -- clear, organized, thorough and no dippy "background music." You've just become my car tech guy of choice! Thanks.

"lmao you forgot to pay your monthly steering subscriptions, here have some trees and pedestrians."

I know Audi has had a mechanically linked adaptive steering system for a while now. It uses a strain wave gear inline with the steering column to adapt the steering ratio. Basically the motor adds steering to your steering. Nice thing of the system is that everything is mechanically coupled and if everything fails the gear is "self locking" so steering is still possible. I read a comment mentioning a system on BMWs as well. Still very interesting, was wondering when manufacturers would try steer-by-wire.

11:14 what about when you need to jerk your wheel quickly to avoid a prius driver that got in an accident in front of you in your lane?

Then.. enter the cyber truck.....

The first thought i had about this was delay lol and you brought it up in the end, nice! It sounds cool overall, but I would like to see a moose test for this :)

I think that if this matures a bit and solves the lag you mentioned it should sooner or later get some "modes" available to the user. Let people with twitchy hands who don't like sensitive controls select a more dull setting while people who like things to be very sensitive select a sharper setting. Have it in three steps like "calm-normal-sharp" or somethign like that and let the user chose which they like best. Each setting will still have the curve of steering ratio change with speed, just the whole curve moved up or down a bit.

Personally, would love to try this and see what it’s like to live with. Like you said towards the end, I’m one of those who wants maximum response in controls (that mouse speed analogy was perfect) and I think I’d like this a lot. Only issue is… I can’t afford these cars 😂 Will probably be 10-15 years before it’s something I can even look for in the used market.

I am a petrolhead who likes good steering response and feeling etc. but I like what I see here. I love smooth and refined driving in a daily driver and this seems very refined (when taken care of the flaws, of course).

I think variable steering ratio is dangerous because your muscle memory will most of the time be wrong about how much the car will be steered by a certain amount of steering wheel rotation and i can't really come up with a good solution, as always you have to compromise. The only good thing to come out of steer by wire would be independent steering for the left and right wheel to accommodate for the different slip angles they'll have under different load and traction situations.

I feel like the variable steering ratio can mess with your muscle memory or your perception of how much you need to steer since its always changing, im not sure if that could be as big of a problem as i think it is but nonetheless id love to try it out

"why make it? For better response time" "Cons? Slower response times"

the thing about the adjustable steering ratio is that it'll be very difficult to account for scenarios where varying rates of steering are required with short times inbetween. for example when the car loses grip or when having to avoid an obstable at differing speeds

I hope this means vehicles will finally give us the ability to shift the steering wheel's position and orientation more freely than in linked system. Because the "good" old Rotate-15-degrees-up-and-down and Move-wheel-10-cm-forward is JUST. NOT. ENOUGH. I'm speaking from a tall person perspective (6.4") and I ALWAYS ALWAYS ALWAYS prefer to drive a car that allows me to orient the steering wheel in a way that doesn't hurt my knees and my back.

One other important improvement is that there's about $12,000 worth of repairs now added to your steering system for a better steering ratio

There is a huge difference between steer by wire and throttle-by-wire, steer assist and other systems you mentioned. The latter can be pretty much safely disabled in case of a failure, the steer-by-wire needs to continue to function even in case of failure which is way harder to achieve. Only 2x just won't do it. You need (at least in case of sensors) 3hree and more and some voting logic between them, etc.

I remember putting a quick ratio steering wheel on my S13 back in the day and the first time I drove it afterward I nearly steering into the curb when turning. After a few minutes of driving my mind got around the quicker ratio and I was able to have much more control over correcting oversteer, one of the best upgrades I made to that car besides the SR20DET. As long as the steering is progressive according to vehicle velocity and acceleration a yoke would be awesome!

A factor I wish was discussed more is the added cost of these increasingly complex systems, and their redundancies, for nearly imperceptible differences. Including life expectancy. Seems like many of these systems costs to repair will be more than the value of the vehicle after the car gets just a few years on it. For those of us that don't want to have large car payments, that is a real problem.

4:45 I am immediately understood what would happen if you’re on highway speeds and you turn your wheel at all if it has the full throttle response and not the adapted response

Great video, as always❤

Looks like it would limit your ability to do emergency maneuvers at higher speeds.

The jerking at high speed thing might be a safety feature, if you are going 150Km/H and jerk the steering wheel you *might* be swerving to avoid something and if it ignores your input then you hit that something and most likely die. If it takes your input somewhat into account and you sustain it then it swerves, and you spin and most likely don't die.

Brake by wire often has a backup mechanical system. Besides arguing that we already have multiple unsafe features such as removing handbrakes and brake by wire so we must have steering by wire so we must have another extra unsafe feature is insane. Vehicles are getting heavier to the point where better steering, tires, and brakes are still limited by basics physics. Further removing control will be an absolute disaster.

I used to operate a Ditch Witch R30 chain trencher. The steering was wholly hydraulic. You could keep turning the steering wheel in one direction indefinitely. This evil machine had a 30 hp Wisconsin V4 petrol engine, four-speed transmission and a chain-driven hydraulic drive system for low speed trenching work. In that mode the gearbox regulated the digging chain speed and direction. When driving on the road there was so little steering feel that it was actively dangerous to operate beyond half engine power in the highest gear ratio as the steering was so vague.

Feedback is important to me more as a matter of safety than fun. If I’m losing any traction, I want to feel that immediately.

This sounds exactly like what I *thought* Tesla’s yoke steering would be. Wouldn’t be surprised if this type of system becomes more and more popular moving forward, and I think it would be easier to adjust to than most people assume it would be. I personally have a weakness for quick steering, and I’ve always thought it would be amazing if a steering system could transition to a super quick ratio at low speeds. Hope I get an opportunity to give it a try someday 👍🏻

We’ve the same technology on the graders , loaders and other mining equipment. Joystick sends signals to the ecm and ecm sends the command to the solenoid

2 things I don’t want to have fail in my car, brakes and steering. I feel much safer having something directly connecting me to those 2 things.

My boat has been drive by wire for a long time, both in steering, throttles and direction. It is SO much better than physical cables! No wandering around at either slow speed or high speed, and they have virtual stops at each max angle, however when the power is off, you can simply turn the wheel in one direction forever. 👍😁 The best part is that while there is a traditional steering wheel, you don't need to use it, and can use the joystick as well. For a large yacht that weighs more than any car it works great.

Yeah, the first concern I'd have is emergency maneuvers at high speed. I want that input immediate and linear.

Thanx for this entertaining enlightenment video. I always like your video's the way you make them. First let me say that I totally agree about Tesla and the mistake they made not to make their yoke steering active (like BMW offers as an extra) or in this case of Lexus steer by wire. The Yoke in the Plaid is ridiculous the way it is working currently. And for the Lexus flaw the delay in the reaction time of the wheels..... Is that not a question of standing still and the steering motor has to work harder? The same is the case for common car steering systems

You can partly address the variable steering ratio issue with variable artificial rotation force. Higher speed, stiffer steering. That intuitively means lesser rotation at high speeds.

I'm curious how it'll do on a moose test. Between the delay and the variable steering ratio, it might create some interesting results.

A steering wheel with latency, just what the world needs

Maybe they should an option to make the steering progressive. The more you turn the yoke, the more sensitive the steering. That way it's not twitchy, but allows maximum steering angle, all independent of speed. Seems more consistent and intuitive to me.

This opens up huge possibilities for future backseat drivers!

In aviation a 5ms polling rate is pretty standard for fly by wire systems. POI or pilot induced oscillation is something we always worry about and test for and can happen when a pilot makes an adjustment does not see the response they want and makes a second adjustment before the first correction makes it through the system. This will cause an over correction necessitating a correction in the opposite direction. In the worst case these get bigger and bigger until catastrophic failure.

Nice presentation. One other reason of this is that it allows a manufacturer to homologate one only steering system for virtually it's entire car/truck line. But, as always, don't be surprised to see car prices and maintenance constantly going up.

Maybe I’m just getting old, but I see stuff like this and I think: that looks very expensive to repair. It would worry me to have something limit steering at speeds. Maybe there is a chance I lose control, but maybe I’m also in mortal danger and would rather push the car to the limits than die for sure by not avoiding some obstacle

It might be worth mentioning that BMW, pioneered, variable ratio steering in passenger cars about 20 years ago in the 5 Series.

Steer-by-wire has been standard steering system in many small boats for decades. Ultra safe and reliable.

Adjustable steering ratio is a huge benefit in my opinion. I see people cutting corner/not staying in their lane constantly because they're just too lazy to turn their steering wheels more than a few degrees, something that would (hopefully) be less of an issue if they didn't have to turn the wheel as much at lower speeds.

Would be interesting to see how steer by wire reacts to the moose test. Would it fail because of the delay ? And hit the cones…

12:30 this delay is great preventing any herky jerky.

lexus already has variable steer ratios with their VGRS system introduced in 2014 on the Lexus IS

The repair costs for this system shortly after the warranty ends will be staggering. In my steering shaft system if I lose my pump I can still get home and fix it. I also can turn it with the engine off if I need to tow it onto a wrecker. With this system there are too many complex components made by the lowest bidder in a foreign country. The failure of any one of them force you to the side of the road waiting for a tow at the best. Also a terrible idea to hand over yet another function to a computer. Just wait for this to get hacked. The minimal gains are grossly outweighed by the fiscal impact it will have on the unlucky ones who purchase it. Unless Lexus will warranty this system for 25 years nobody should be willing to buy it.

Biggest issue is the variable ratio, if it's not consistent you can't rely on muscle memory in split second decisions and that makes it unsafe. Not having driven it at least that's what I imagine. The fact that you have to turn a Tesla yoke almost 3 times without the top bit is just mind boggling...

Props to Lexus for trying something new. I would love to own one and give it a chance. Right now, yeah, sure, its pre-production with some quirks. But i have faith in Lexus about them fixing them in the final version.

The steering lag would bug me so much.

Since the steering ratio changes with speed, how does the steering response feel mid corner during throttle lift or light trail-braking? We are used to understeer reduction with forward weight transfer (assuming tires are within their grip limits), but if the steering ratio increases at the same time, this would appear to accentuate the effect a lot (which might be unsettling to inexperienced drivers), unless the system makes exceptions to ratio adjustments during rapid transitions. Would love to hear your observations!

Much like "mouse acceleration" in computers, it's a very difficult to tune system, hardcore drivers may expect each 50º turn to yield the same steering angle, but the (dynamic) ratio will definitely force the drive to be a lot more focused. (Imagine each time you turn 50º, the wheels turn quite unexpectedly however much it wants...)