To further complement the low CG, the front suspension underwent major modifications. The prime consideration for the engine compartment and front suspension design was the fact that the car will be fitted with a dry-sump oiling system. This system allows a shallower oil pan, which is now the limiting factor for lowering most cars. Another major consideration was header design. The steering box, center link and pitman arm all govern the overall design of the headers, so to eliminate this problem, the standard steering mechanism was discarded and a forward-mounted rack and pinion steering utilized. This system not only offers additional clearance for optimum exhaust headers, but it also saves about 20 pounds over the conventional Plymouth steering assembly. As a bonus, the rack also adds rigidity to the K-member, which eliminates maintenance time in resetting the front-end alignment from week to week.
The rack is positioned in the same location as an E-body front sway bar. It's bolted through the K-member, with the member notched so that the steering shaft can be attached to the pinion. To accomplish this, two steel surplus airplane landing gear universals were needed to snake the shaft from its original location to the K-member. The front steer rack and pinion selected is manufactured by Cam Gear Company and is the same unit that is used on Pintos. To complete the steering assembly, A-body spindles off of the nine-inch drum brake assemblies were installed. The A-body steering arms were retained, but were swapped side for side, putting the linkage ahead of the wheel centerline. The steering arms did require considerable bending to obtain a desirable toe-in pattern, however. Stock Chrysler tie-rod adjusting tubes were used and screwed over the rack-and-pinion adjusting rods. Stock tie-rod ends were also retained. The upper A-arm mounting brackets required modification so that reasonable-length tie-rods could be used and still maintain a good toe pattern. This entailed torching off the old brackets and attaching new ones that were swapped side for side. Because of the lack of symmetry of the A-arms, it was also necessary to reposition the brackets on the chassis. The new steering geometry was not only improved, but under acceleration the wheels gain positive caster instead of losing caster, greatly increasing the stability of the car.