GKTech News

  1. Gktech rear suspension uprights

    Gktech rear suspension uprights

    Rear suspension uprights

     

    1.   Introduction

     The original multilink suspension found in the late 1980s and 1990s Nissans is an advanced design for its time and is more forgiving to ride height changes compared to the MacPherson strut suspension in the front of the S chassis.

    When an S-chassis is lowered in the rear, camber and toe settings will change and can be out

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  2. Gktech super lock lower control arms

    Gktech super lock lower control arms

    Front lower control arms

     

    1.   Introduction

    The Nissan S-chassis front OEM lower control arm consists of a transverse link and a tension rod. The transverse link is loaded during cornering with some load applied to the tension rod and under braking the tension rod is loaded under massive tension. This is also the link in the front suspension that gets replaced or upgraded as soon as stiffer aftermarket suspension is fitted as the large silicone filled bu

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  3. Gktech S chassis steering knuckle

    Gktech S chassis steering knuckle

    Gktech S chassis steering knuckle 

     

    1.   Introduction

    The Nissan S-chassis front suspension is of MacPherson strut type with a good design. As these cars are almost always lowered for more performance due to reduced height for the centre of gravity or just wheel fitment and appearance, the suspension geometry takes a severe change for the worse.

    Problems such as bump steer and negative roll centre values are the most dominant. Bump steer causes twitchy handling due to constant change in toe alignment with suspension heave (travel) and negative roll cen

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  4. Gktech R chassis steering knuckle

    Gktech R chassis steering knuckle

    R chassis steering knuckle

     

    The R chassis is a very popular platform in circuit racing with the GT-R models, but so are the 2WD versions in drifting. But only in countries such as Japan, Australia, New Zealand, The United Kingdom and other left hand traffic countries. As such, they have not received extended aftermarket support for modifications in regard to suspension and steering as a complete package, only adjustable arms. The front suspension is also rather complicated compared to a

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  5. S-chassis front anti-roll bar

    S-chassis front anti-roll bar

    S-chassis front anti-roll bar

     

    Competition drift cars have their steering systems modified to maximize the steering angle for more performance and show. This is done by relocating the steering rack or using offset rack spacers to avoid binding and short steering arms are used on the knuckles for more angle. The lower control arm assembly is also swapped out for ones that have more tyre and outer tie rod clearance.

    Anti-roll bars are often removed as

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  6. S-chassis rear subframe comparison

    S-chassis rear subframe comparison

    S-chassis rear subframe comparison

     

    1.   Introduction

    The introduction of the S13 generation S-chassis featured many technical advances over the previous S12 chassis and one of them was the multi-link independent rear suspension. The idea for this newly developed system was to improve cornering stability and available traction. This was achieved with a four link design that consisted of a virtual upper A-arm that was divided into two separate links in

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  7. Steering bind

    Steering bind

    Steering bind

     

    1. Introduction

    Steering bind is a negative phenomenon that is common in the world of self-modified steering knuckles for drifting. The steering system is binding when the wheel does not want to steer to lock or return from the maximum steering angle without maximum effort or gets stuck in some cases. It is very dangerous and may cause an accident. The steering system should be checked for binding after modifications have been performed

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  8. V2 ADJUSTABLE REAR LOWER CONTROL ARMS

    V2 ADJUSTABLE REAR LOWER CONTROL ARMS

    Rear lower control arm

     

    Rear lower control arm is usually the last suspension arm to be replaced on the Nissan S and R chassis when modified as they are seen as a means to only make rear track width adjustable. They are actually a very useful modification, especially with spherical bearings on the chassis mounting side as this eliminates factory designed elastokinematics

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  9. V2 Z33/Z34 GEARBOX SHIFTER RELOCATION SETUP

    V2 Z33/Z34 GEARBOX SHIFTER RELOCATION SETUP

    CD009 shifter in S-chassis

     

    The S-chassis’ most popular engine is the venerable SR20DET that is capable of producing high power and torque output from a small displacement block that can be modified for more reliability. The transmission is however not up to the task of reliably handling torque values above 400 foot pounds or 550Nm as the FS5W71C code can be traced back to Nissan-Datsun cars of the early 1970s. The gear-set kits offered for th

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  10. R32 Front upper camber arms

    R32 Front upper camber arms

    R32 Skyline front upper control arm

     

    The front upper suspension arm for the Nissan Skyline R32 generation has long been a problem for car owners who need adjustable length ones to adjust front wheel camber angle after having lowered the ride height. The problem is that there were no arms available that did not loosen, were durable enough or won’t bind the suspension.

    Figure 1.  R32 Skyline front suspension

    1.   R32 front upper contr

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  11. V2 Axle spacers

    V2 Axle spacers

    Axle spacers

     Lowering a car seems to produce an endless amount of problem-solving. As the suspension geometry needs correcting when lowering the ride height, so does the length of the drivetrain half-shafts (AKA axles or CV’s). Their length is designed for OEM ride height with OEM specified wheel alignment. If the car is lowered and suspension alignment adjusted with aftermarket suspension ar

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