Experience – Manufacturing Front and Rear Camber, Caster, Toe adjuster kits longer than any other company (44 years) with worlds largest range (over 300 strut top adjuster kit part No’s alone – Audi to Volvo). Also importantly not outsourcing, importing, or relabelling – but in-house manufacture allowing total control over quality and rapid/constant design improvements.

Its no wonder we are the actual inventors (with over 20 patents and patents pending) covering majority of major design breakthroughs. . . .

The “all positional” adjuster for strut suspensions providing the biggest adjustment range. Strut adjusters where no mount studs exist. Adjusters for the 2 bolt flange struts so no weakened downsize crank bolts required. The sliding ball joint adjuster for wishbone suspension. Single wrench so no disassembly adjusters for control arm bushes. Strut adjusters for all 2005 up Mustangs where no disassembly required to change settings. Strut adjusters for current Camaro that bolt-on – no mods required to fit. the list goes on!

Recently completed is the entire range of both front and rear Camber, Caster, Toe adjusters for the very latest BMW ‘F” Series so these owners can also benefit by having precise adjustment facilities.

CHECKLIST BELOW RE 6 BASIC SUSPENSION DESIGNS ALL WITH ISSUE RE ALIGNMENT AND EASE OF ADJUSTMENT.

K-MAC has resolved all 6!

STRUT (top mount) – All positional (Quickest, Biggest adjustment)
STRUT (top mount) – Adjustment (where restricted Coil spring movement)
STRUT (top mount) – No mount bolts (adjustment without modification)
STRUT (2 bolt flange) – Adjustment (without under size crank bolts)
WISHBONE (ball joint) – Adjustment slot system (upper arms)
CONTROL ARM (bushings) – Adjustment (without need for bush removal)

Biggest adjustment range. Quickest/easiest to adjust. Simply loosening the 2 or 3 top strut mount nuts allows instant change to adjustments (both Camber and Caster) and unlike slot adjusters not requiring the access to separate hold down bolts means more travel for pole setting lap times.

Yes all kits are designed to be used with or without coil-over’s (60-70mm I.D. – inquire other diameters). Smaller diameter coil-over’s can allow even greater adjustment range.

Yes, with most modern cars, the only adjustment available is the toe. It is a sad indictment of the motor trade that a simple adjustment of that toe setting can be classed as a ‘wheel alignment’ (or a “full” wheel alignment). Modern wheel aligning machines can easily measure Camber and Caster, K-MAC unique, Patented designs easily adjustable front Camber and Caster kits – whether they be strut-top adjusters or bushes – mean these machines can be used to their greatest advantage!

Yes! A good wheel aligner operator can log for you various repeatable settings for you to make immediate changes at trackside and test different settings for optimum turn-in and cornering speeds. Graduations in the strut-top enable you to readily find these settings and make changes very quickly. Also record separate trackside toe settings.

The centre plate is clamped in place using the existing two, three or four bolt strut design your vehicle has. The clamping hold on the centre plate is tremendous, even with normal tightening of the bolts. In the case of a 3-bolt fitment, just 23ft/lbs of tension only on each of the retaining nuts would require 1200lbs of side force to be exerted against the centre plate to make it move. Such force would crumple the strut tower before any movement.

We design so not at all, a small number of cars might be raised by up to a mere 4mm. But as most fitments are made in conjunction with lowering springs, that can be allowed for in determining spring dimensions. Remembering gas pressured shocks raise height and also take into consideration sagged original OEM bushings.

No! Stage 1 and Stage 2 kits use bearings encased in elastomer to locate the top of the strut shaft. There is usually some reduction in compliance compared to original fitments; however there is no potential for noisy operation. Stage 2 and 3 kits have a extra heavy duty (PTFE lined) spherical bearing in the centre which allows self alignment (no side load) on the struts and springs. Both stage 2 and 3 also have replacement centers for virtual lifetime usage. Stage 3 has no elastomer/flex so as to allow instantaneous steering response.So noise can be a sign of wear, replacement required.
Stage 2 and 3 kits are also designed to fit with Coil overs (60-70mm I.D.). These include also the very latest K-MAC design radial thrust bearings to absorb steering loads.

All K-MAC kits are designed for ease of fitment. Bolt-on with no special tools required. Spring compressors and regular hand tools normally used in doing this work are a part of most workshops and enthusiast tool kits. Care must be taken when compressing springs, of course.

No! K-MAC take pride in the fact to develop kits that work without the bodywork being altered. This is especially important in the case of classic cars, which might be seriously devalued if strut towers are hacked about. Also there is no need to remove the K-MAC adjusters to change settings. Note:Another important K-MAC patented design feature allows the use of a screwdriver ratchet adjust system to change settings accurately (under load) – no need to jack vehicle.

K-MAC has a head start on other brands manufacturing bushes since 1964. This experience speaks for itself (all out heavy V8 ute competition racing – Ford versus G.M.) where race safety scrutineers rule that from inspection/evaluation drivers for safety, performance and reliability it is mandatory to use K-MAC front end adjustable bushes – no other brands are allowed.

All K-MAC kits are designed to be bolt-on, No modifications required. Come with instructions and bush extraction/insertion tools if required, so no other special tools needed.

Until this particular K-MAC invention bushes over the last 40 years normally where pressed in to give a set degree of adjustment. Then having to labour intensively remove and repress in to change to another setting. The K-MAC unique break through invention means bushes are now not positional. The outer shell is not eccentric, only the inner section is, for this reason the unique K-MAC design the bush can be installed in ANY position.

It is often said – “the simplest design is the best design” and this K-MAC patented design (besides its strength and reliability) is a revolution in its simplicity!

The ‘D’ shape bolt supplied interlocks with the hole in the center hardened steel eccentric bush (which is moulded to the elastomer bush – but not the outer sleeve). Simply rotating the head of the bolt allows precise adjustment (accurately underload – direct on alignment turn table).Then the nut is tightened to secure.

Another K-MAC invention is the unique tab locking system used on all bushing products where it is impossible for the nut to become loose.

It’s no wonder race safety scrutineers recommend K-MAC – durability has been developed, enhanced now over the last 50 years and compared to most other aftermarket urethane bushings, K-MAC unique design bushes have a greater load bearing area and importantly K-MAC set new industry standards with todays multi link arms ensuring that 2 axis movement is designed into these bushings so there is no binding/locking up when arms travel through there required arcs.
So the potential for wear is reduced. In addition, those with steel inner bushes are case hardened, nickel-chrome plated and have spiral grease grooves to enhance longevity.

As explained in #Q5 – There is a twisting action in the rubber (or neoprene) bushes which tends to tear the material after time. In many instances the need to provide movement in two planes forces designers to specify bushes with air voids in them, these are especially prone to allow wheel tramping with loss of traction under brake and acceleration which further leads to their premature pounding out and failure.

K-MAC bushes are specially designed to adjust lower control arms inwards unlike majority of other brands that adjust upper “Camber” arms outwards to reduce negative Camber caused by lowering a car.

With K-MAC all important clearances top of tire to outer fender are therefore not compromised. Other advantage of the K-MAC lower arm design (if wanting to increase negative Camber on Race days) is that the actual track width is also increased.