Angle kit offset checker
Will these wheels clear at full lock? Enter your chassis, width and offset and we will compare them against the window that commonly works - with and without an angle kit.
What this is checking
Three things interact here and the tool compares all three. The offset decides how far the wheel sits in or out relative to the hub face. The width and the tire width together decide how much rubber is hanging off each side of that position. And whether you have an angle kit decides how big an arc the whole assembly sweeps through at full lock.
Published angle-kit guidance is blunt about the consequence: large steering angle is not an advantage if the wheel rubs the body, if the tie rod works at extreme angles, or if the car reacts differently turning left and right. The forum record backs it up - wheels contacting control arms at full lock on already-modified cars is a routine complaint, with low offset plus spacers as the usual fix.
Read the full explanation in angle kits and wheel offset, or check the window for your specific car on its chassis page.
Questions
How accurate is this?
It compares your numbers against the offset window that commonly clears on a standard-bodied example of that chassis, adjusted for an angle kit if you say you have one. It is a starting point, not a measurement of your car. Ride height, camber, tire profile, which kit you fitted and whether the arches have been rolled all move the answer.
What should I do if it says my wheels will rub?
Go to a lower offset, a narrower tire, or roll and trim the liner. The cheapest way to test is a spacer on wheels you already own, cycling to full lock with the suspension loaded rather than on a jack.
Why does an angle kit change the offset I need?
More lock swings the wheel through a much larger arc, so an offset that cleared at standard lock can foul the control arm, the tie rod or the inner arch. The limiting contact is often the inner tire shoulder against the lower arm, not the arch.
What are the warning signs on track?
Metallic contact noise at or near full lock, steering resistance that varies through the travel, visible contact, or witness marks on the arms, liners or tire shoulders. Any of those means stop and diagnose.
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