Control Arm Simulator

Stock car puts back the factory wheels, ride height and arms. Lowered on 18s is 50 mm down with the Sport upper arm. Your last setup is remembered in this browser.

Widened flares move the fender lip out by that much per side. The stock fender is cut back to fit them, so the panel stays the same thickness and the wheel arch opens up with it. The readout under the drawing shows whether the top of the tire sits inside the fender or pokes past it.

SERIAL999 billet upper arm6061-T6, anodised SERIALNINE green, micro-adjust in the car$1,283.00 › Extended adjustersSport is the Oni arm with these 25 mm longer stainless adjusters$80.00 ›

OEM+ extended lower armOne-piece casting, about −3° camber. Moves the wheel 25 mm out for more room at full lock, and 10 mm forward for caster. Needs longer tie rods.$469.00 ›

Lower arm inner bushing

Steering rack bushings

Road test

Front lower control arm bushings87A polyurethane, zinc-plated shells, sold as a pair$109.00 › Steering rack bushing kit87A polyurethane: four push-in bushings, two sleeves and the D-ring bushing$109.00 ›

Both drop the lower ball joint 35 mm below the knuckle. The coilover sits on the lower arm, so the arm stays put and the knuckle and wheel lift 35 mm: the car drops by that much and the roll centre comes back up.

CASE Roll Center Adjuster6061 billet spacers with grade 13.9 hardware$339.00 › AK49 Drift Knuckles49° of lock in 7075-T6 with the 35 mm RCA built in. Try it under Steering.$793.00 ›

Cut just below the top of the spindle and welded in a jig, so the upper ball joint drops straight down in line. On a lowered car that flattens the kicked-up upper arm so it reaches further out: less negative camber. It also lowers the roll centre, which a CASE RCA or AK49 brings back up.

Toe

13 marks each side of centre. The M12 bolt can slide 7 mm each way in its 26 mm slot, about ±0.8° of camber. Marks near centre are worth about 0.1° each and less toward the ends; the 7th mark gives about three quarters of the travel.