Structure Shop

S13 – 14 Angle kit



S chassis super angle kit

  1. 75 degrees of steering angle! The steering rack will need to be relocated about 19 to 22mm forward to achieve this without having ridiculous offset wheels. Our previous version reached 71 degrees which was already insane, for this version we realized that we could push the limits just a bit more by re-designing the LCA to have more clearance. Any more angle than this will create steering rack bind, and to make sur this never happens, we welded a rigid bump stop that is adjustable with a different stack up of washers.
  2. completely re-designed suspension geometry to optimize grip and steering feedback for drifting


  1. 48mm of roll center correction with the possibility of adjusting it with extra spacers.


  1. Adjustable Ackerman. By having a wide range of Ackerman adjustment, the driver can reduce or increase the Ackerman according to their driving style, engine output, grip, and racetrack to achieve the optimal setup. Typically, 5 to 8 degrees of positive Ackerman at full lock is desired, but if the car still crabwalks too much, more positive Ackerman can be added.


  1. Adjustable caster trail. One of the downsides of having too much negative caster trail is that it can result in steering wheel shaking. By having the ability to slightly increase the caster trail, this effect can be eliminated if necessary.


  1. Adjustable bump steer. Minimizing bump steer will help with stability at high speed, so this is always a must and can be tuned by simply adding or removing spacers in the outer tie rod assembly. Note, changing the Ackerman setting will affect bump steer


  1. The steering knuckle uses a z33 front wheel bearing hub as we were the first to have this idea for an S chassis steering knuckle in 2014. This concept allows us to optimize the structural rigidity of the steering knuckle while keeping it simple and it’s easy to buy them new at your local autoparts store. We also designed this knuckle with single shear mounts for the tie rods and ball joints because they are plenty strong and it makes it very easy to adjust lateral roll center and bumpsteer, and in the event of crash, they can bend and easy to replace.


  1. The outer tie rods are a custom design with a tubular structure to increase rigidity while keeping the weight down. This is meant to work with S14 OEM inner tie rods. No inner tie rod spacers are needed for this setup.


  1. Caster and Camber adjustments can be done simultaneously or independently with our signature design threaded adjuster. This design allows the user to make caster and/or camber adjustments via the lower control arm without ever having to remove it from its mounting points. This makes alignments very enjoyable and easy to work with. We have tested this design for several years now with great success. It’s simple, compact, strong, light and easy to work with. Everything a driver wants when he/she is at the track.


  1. We use high quality rod ends and spherical bearings that can last years and yet be easily replace if needed at a lower cost than OEM style ball joints.


  1. the LCA was designed with structural optimization in mind and was tuned using finite element analysis to create a strong yet light structure that won’t bend during normal use and even the occasional “oh shit” moment when you make a mistake and go off the track. These arms are plenty strong but in the event of a crash, we designed them so that they would bend over the entire length to absorb as much energy as possible, thus, protecting your precious S chassis.


  1. The nuts and bolts are all standard fine thread and easy to find.


  1. It looks really sexy.