It's more common to run 1/8" toe in, not out on most systems. Is the tie rod ahead of the axle or behind it? Toe is intended to compensate for slight flexing of the tie rods to provide straight-ahead wheel position while driving, so the design of the tie rods and steering arms will determine where the static settings need to be.
The shorter the radius from the tie rod end to the kingpin, the faster the turning rate will be- - - -IF- - - -the steering arm at the drag link is also short. The length of the Pitman arm and the steering arm the drag link attaches to is what's going to determine the quickness of the steering. TO AVOID BUMP STEER, THE DRAG LINK MUST BE PARALLEL TO THE GROUND! Lowered suspension systems are notorious for having bump steer unless the steering gear is also repositioned vertically to match the axle drop. The angle of the steering arms in relation to the spindle affects "Ackerman" which is also described as "toe-out in turns". That is absolutely critical for good handling, as the toe does not remain the same when the wheels are turned away from center. The wheel on the inside of a turn must turn a tighter circle, pivoting around an imaginary point established by drawing a line through both rear wheels, and intersecting lines from the front wheels, turned away from center to negotiate a normal turn. If you are deviating from factory-engineered steering geometry, be absolutely sure you have the equivalent of a mechanical engineering degree. Mistakes in that area can be deadly dangerous to you and everyone who shares the road with you.
I'm expressing the above opinions after 30-something years of teaching wheel alignment and suspension system repair, and designing several very successful round track race car steering systems. If it doesn't work properly on paper and in the fabrication shop, don't even think about putting it on the street!
Jerry
