Differences between Zenki and Kouki spindles on coilovers

z31.com claims its the lower control arm length that is different (+10mm late), i've never measured the spindle angle's or arm length.

Can you dig anything up with some info? most of the suspension heads here are ghost

here's a random page that list 84 track width 1410mm http://www.carfolio.com/specificatio…car/?car=27566 and 88 track width at 1455 http://www.carfolio.com/specificatio…ar/?car=195173

it's a toss up unless you have a late production 87, if it's 10/87+ i'd say it's safe to assume you have the wider track

I don't know the differences between the two but let's look at what they might be. For either one the roll centre can be adjusted with the appropriate spacers, caster with adjustable tension arms/strut tower mods, camber with strut tower mods/adjusters. Which leaves brakes and tech stuff like king pin angle and so on, brakes can be researched here, the rest is beyond me so good luck.

Z31.com claims a 10mm difference between the LCA, maybe you were thinking of that?

I've never measured the arms or spindle angles.

Could you say a bit more about that?

There is a difference in the angle between the wheel's rotating axis and the strut tube. I haven't pulled them off for measurements yet, but just sticking my finger between the strut tube and the bracket that carries the spindle I can see there's a difference. There also seems to be a difference in spacing between the two. How big the differences are, I can't really tell.

Somewhere I also read that the strut tubes of turbo and NA cars had different diameters.

The LCAs had differences in USDM cars but as far as I understand they didn't change them on the Euro models so it was the same 84-89.

I suppose all in all the differences can be fixed with adjustments, just trying to get a better overview of it all.

Try digging in the FSM for specs? i'm not even sure if they're listed in it though.

That was a good read, thanks.

Yes, there is a difference in angle from early to later, the later having increase. If you are gaining camber adjustments at the top of the strut, it really doesnt matter which set you use (just ensure they are matching).

The only time to pay attention to the difference if you do not have fine camber adjustment you typically want to pair all the OEM pieces to maximize camber.

So there is a difference in the angle that the strut tube is located in the spindle, which affects camber. That right?

Kouki has a greater angle between strut tube and spindle. Allegedly there was also a difference in LCA length as well, but something I have not seen.

I have used kouki spindles in coilover applications, not really for the increased camber but more so there is some more space between the casting and tube which gives a little extra room for welding. Overall it is still tight fit, and any good welder can should be able to navigate.

In LCAs what I have seen is the difference in tension rod mounting. The kouki LCAs has a reinforcement plat spot welded in. Going with stiffer or solid bushings put even greater stress on tension rod mounts, which have been prone to cracking. Any suspension upgrade, I would also reinforce or box in the LCAs to increase strength.

Even better would be making your own LCA. With RCAs the LCA lip has a high probability of rotor contact during compression. I have ground the LCA lips flat, in which have minimized the occurrence. I have not had any hard contact on my latest setup, but clearance is still tight. Having a different ball joint setup and custom LCA would eliminate the probability all together.

Left Kouki, Right Zenki (hard to tell in pictures)







LCA tension rod plate

Thanks for the tips, they're all good points to consider.