The geometric differences between full steering kits and adapters significantly affect the speeds achieved through corners and the character of the steering system's response. An analysis of how they work should begin with the theoretical basics.
Steering range
The first and most noticeable difference is the steering angle range, which increases by up to 65% for full kits (40° → 65°, first photo) and by approximately 30% for adapters (40° → 52°, second photo). Achieving a large steering angle requires widening the track width to ensure sufficient clearance and prevent the wheels from rubbing against the frame rails. In this case, we can also provide specific figures: 20-40 mm (per wheel) for adapters and 50-70 mm for full kits.
Ackermann steering geometry
This is a geometric solution in the steering mechanism aimed at ensuring that, during a turn, each of the front wheels rolls along its own circle without side slip. The inner wheel turns at a greater angle than the outer one, and the difference increases as the turning radius decreases.
When the rear axle slips, the opposite situation occurs. Due to the fact that the wheels are steered in the direction opposite to the arc, the theoretical system forces progressive toe-in as the turning radius decreases.
The use of negative (convergent) geometry is undesirable. The lack of resistance from the front wheels during drifting leads to the reversal of one of the main forces responsible for steering self-centering, which results in the wheels turning spontaneously to their extreme positions.
Despite generating rolling resistance, divergent geometry is used in drifting, but the difference in angles is minimal – the wheels turn at practically the same angle. The Ackermann value is the fundamental difference in our components.
Full kits are close to zero values, which generates minimal rolling resistance, and thus maximum speeds during drifting. The car reacts immediately to small steering movements and requires the driver's full concentration. Recommended geometry settings are extremely important.
Adapters generate slightly more toe-out at full lock and a high steering return torque. Vehicle handling becomes intuitive and predictable. Due to the rolling resistance of the front axle, you will gain an advantage especially on tight tracks that force transitions at relatively low speeds. This solution forgives many errors in the settings of other front suspension parameters.
Initial discrepancy
For our components, we recommend setting a small amount of initial toe-out. It stiffens the steering system, increasing responsiveness to small steering inputs. It is also worth noting that the initial toe-out adds to the Ackermann geometry, which has a positive effect on reliable steering return when drifting. Specific recommended toe-out values are provided in the manuals included with our products.
Kingpin inclination angle
The steering axis inclination shifts the tire's contact point with the ground. When turning, the wheels deviate from the vertical position, shifting the contact point toward the outside of the tire (for the lead wheel) and increasing the instantaneous scrub radius. As the caster angle increases, so does the Mechanical Trail – the distance between the tire's contact point with the ground and the steering axis.
Increasing the caster angle positively affects steering self-centering, stability, and steering precision, especially at low and medium steering angles.
It is also worth noting the real impact of suspension height and stiffness. Increasing the front axle ride height increases the caster angle, thereby improving the vehicle's handling during skidding.
Camber
Proper Camber increases the effective range of Caster. During a turn, the negative camber of the leading wheel decreases to zero, shifting the contact patch from the inner edge to the center of the tire. Within this range, the steering system exhibits the highest precision. As the steering wheel is turned further, the contact patch shifts toward the outer edge of the tire, and the wheel camber transitions to positive values.
The shifting of the contact patch negatively affects steering precision, which is why it is extremely important to couple the Camber and Caster parameters in such a way as to maintain system precision over the widest possible range (70-80% of the steering lock), while maintaining high self-centering torque for extreme values.
Adapters do not require additional Caster and Camber adjustments.
Full sets will ensure steering precision at the Camber and Caster values recommended in the installation instructions. Proper parameters are obtained using the components described in the following section.
The photo shows vehicles with our steering kits in various geometry configurations.
Blue - small Caster, leading wheel in a vertical position.
Black - large Caster, leading wheel in a positive position.
Key difference - the black vehicle provides more reliable steering return at the expense of precision at high drift angles.
Accessories for our adapters and steering kits
Camber plates - Allow for adjustment of the upper shock absorber mount position, which directly affects Camber and Caster. Moving them inward increases negative Camber, and moving them backward increases Caster. They allow the geometry to be set according to the requirements of the steering system and correct the wheel position relative to the fender.
Adjustment range:
- Standard: 0–30 mm (approx. 0–2.5° camber/caster), without modification to the strut tower,
- Pro: 0–55 mm (approx. 0–4.8°)
Spring upper seats - Based on a ball bearing, they reduce friction in the upper strut mount. They improve system fluidity during quick transitions and eliminate "rubbery" steering response lag. They increase repeatability and precision when drifting.
