{"title":"Porsche 991 GT3\/GT3RS","description":null,"products":[{"product_id":"porsche-991-gt3-gt3rs-gt2-suspension-upgrade-kit","title":"Porsche 991 GT3 GT3RS GT2 suspension upgrade kit","description":"\u003cdiv style=\"max-width:900px;margin:0 auto;text-align:left !important;font-family:inherit;color:#333;padding:0 4px;box-sizing:border-box;\"\u003e\n\n  \u003ch3 style=\"font-size:22px;font-weight:bold;color:#111;margin-bottom:15px;border-left:5px solid #FDCF0B;padding-left:15px;\"\u003eVERKLINE Suspension Upgrade Kit — WAS-330\u003c\/h3\u003e\n  \u003cp style=\"margin-bottom:30px;font-size:16px;\"\u003ePorsche 911 GT3 \/ GT3 RS \/ GT2 RS (991.1 \u0026amp; 991.2) — Front track widened by 20 or 30 mm · Front camber up to −4.5° · Independent caster adjustment · Linearised rear bump steer · Developed from a full 3D scan of the 991 chassis\u003c\/p\u003e\n\n  \u003c!-- ══════════════════════════════════════════════\n       0. SYSTEM PHILOSOPHY INTRO — \"Not a collection of parts\"\n       Positions against competitors who sell individual arms.\n  ══════════════════════════════════════════════ --\u003e\n  \u003cdiv style=\"background:#111;color:#eee;padding:22px 28px;margin-bottom:32px;border-radius:4px;border-left:5px solid #FDCF0B;\"\u003e\n    \u003cp style=\"margin:0 0 8px 0;font-size:13px;font-weight:700;color:#FDCF0B;text-transform:uppercase;letter-spacing:0.1em;\"\u003eWhy the WAS-330 is a system, not a parts list\u003c\/p\u003e\n    \u003cp style=\"margin:0;font-size:14px;color:#ccc;line-height:1.7;\"\u003eMany competitors offer individual arms for the 991 — a front camber arm here, a toe link insert there. Each part addresses one symptom in isolation. The WAS-330 was engineered differently: every component was developed simultaneously on a full 3D scan of the actual 991 chassis, so that the geometry corrections, adjustment ranges and bearing axes work together as a coordinated system. The front tie rod corrects the bump steer introduced by the wider inner arm. The WAS-333 bushing decouples caster from camber for the first time. The WAS-341 and WAS-345 together eliminate every remaining rubber pivot from the rear kinematic chain. None of these components is optional — each one is the logical consequence of the others.\u003c\/p\u003e\n  \u003c\/div\u003e\n\n  \u003c!-- ══════════════════════════════════════════════\n       1. THE 991 PROBLEM\n       FIX: Bump steer card now names the \"fan of curves\" problem\n       explicitly and says \"no single correction fixes all of them\"\n       — giving the customer the argument before they reach any graphs.\n       Footnote names WAS-341 directly.\n  ══════════════════════════════════════════════ --\u003e\n  \u003cdiv style=\"background:#f8f4e8;border-left:5px solid #FDCF0B;padding:28px 28px 24px;margin-bottom:40px;border-radius:0 4px 4px 0;\"\u003e\n    \u003ch3 style=\"font-size:18px;font-weight:bold;color:#111;margin:0 0 14px 0;text-transform:uppercase;letter-spacing:0.05em;\"\u003eThe 991 Problem — What Porsche didn't fully solve from the factory\u003c\/h3\u003e\n    \u003cp style=\"font-size:14px;color:#444;line-height:1.7;margin:0 0 14px 0;\"\u003eThe 911 GT3, GT3 RS and GT2 RS are extraordinary machines — developed with genuine motorsport intent and track-capable suspension from the factory. But even these cars carry geometry compromises that become real handling problems the moment you run them at track camber values or push them hard on demanding circuits like the Nordschleife.\u003c\/p\u003e\n    \u003cdiv style=\"display:flex;flex-wrap:wrap;gap:12px;\"\u003e\n\n      \u003cdiv style=\"flex:1 1 calc(50% - 12px);min-width:min(240px,100%);background:#fff;border:1px solid #e8dfc0;padding:16px;box-sizing:border-box;\"\u003e\n        \u003cdiv style=\"font-size:12px;font-weight:700;color:#999;text-transform:uppercase;letter-spacing:0.08em;margin-bottom:6px;\"\u003eFront caster\u003c\/div\u003e\n        \u003cdiv style=\"font-size:20px;font-weight:800;color:#c00;margin-bottom:4px;\"\u003eFixed. Not adjustable.\u003c\/div\u003e\n        \u003cdiv style=\"font-size:13px;color:#555;line-height:1.5;\"\u003eOEM caster (~8°) is not independently adjustable. Adding camber shims also increases caster and pushes the wheel forward — toward the wheel arch. On the Nordschleife, on a car of this value, that contact is an expensive consequence of simply trying to run a proper track alignment.\u003c\/div\u003e\n      \u003c\/div\u003e\n\n      \u003cdiv style=\"flex:1 1 calc(50% - 12px);min-width:min(240px,100%);background:#fff;border:1px solid #e8dfc0;padding:16px;box-sizing:border-box;\"\u003e\n        \u003cdiv style=\"font-size:12px;font-weight:700;color:#999;text-transform:uppercase;letter-spacing:0.08em;margin-bottom:6px;\"\u003eFront camber vs. track width\u003c\/div\u003e\n        \u003cdiv style=\"font-size:20px;font-weight:800;color:#c00;margin-bottom:4px;\"\u003eMore camber = narrower track\u003c\/div\u003e\n        \u003cdiv style=\"font-size:13px;color:#555;line-height:1.5;\"\u003eOEM camber adjustment is via shims that move the wheel inward, reducing front track width. Less track width means more lateral load transfer under cornering — the opposite of what a track setup needs. The WAS-331 front inner control arm widens the front track by \u003cstrong\u003e20 mm or 30 mm\u003c\/strong\u003e total, moving the road car toward GT3 Cup specification.\u003c\/div\u003e\n      \u003c\/div\u003e\n\n      \u003cdiv style=\"flex:1 1 calc(50% - 12px);min-width:min(240px,100%);background:#fff;border:1px solid #e8dfc0;padding:16px;box-sizing:border-box;\"\u003e\n        \u003cdiv style=\"font-size:12px;font-weight:700;color:#999;text-transform:uppercase;letter-spacing:0.08em;margin-bottom:6px;\"\u003eRear bump steer at track camber\u003c\/div\u003e\n        \u003cdiv style=\"font-size:20px;font-weight:800;color:#c00;margin-bottom:4px;\"\u003eGrows with camber. Unfixable generically.\u003c\/div\u003e\n        \u003cdiv style=\"font-size:13px;color:#555;line-height:1.5;\"\u003eAt factory camber (−1.5°), rear bump steer is manageable. At track values of −2.5° or more, toe variation grows sharply — and each camber setting produces a \u003cem\u003edifferent\u003c\/em\u003e bump steer curve. There is no single generic correction that fixes all of them. The rear becomes unpredictable at exactly the camber values needed for fast lap times.\u003c\/div\u003e\n      \u003c\/div\u003e\n\n      \u003cdiv style=\"flex:1 1 calc(50% - 12px);min-width:min(240px,100%);background:#fff;border:1px solid #e8dfc0;padding:16px;box-sizing:border-box;\"\u003e\n        \u003cdiv style=\"font-size:12px;font-weight:700;color:#999;text-transform:uppercase;letter-spacing:0.08em;margin-bottom:6px;\"\u003eCompliance in the kinematic chain\u003c\/div\u003e\n        \u003cdiv style=\"font-size:20px;font-weight:800;color:#c00;margin-bottom:4px;\"\u003eYour alignment deflects under load\u003c\/div\u003e\n        \u003cdiv style=\"font-size:13px;color:#555;line-height:1.5;\"\u003eThe rubber pivot points in the 991 front inner control arm and front thrust arm deflect under cornering and braking loads. The geometry you set statically at the alignment shop is not what the tyre contact patch sees on track. Replacing these pivots with spherical bearings closes that gap directly.\u003c\/div\u003e\n      \u003c\/div\u003e\n\n    \u003c\/div\u003e\n    \u003cp style=\"font-size:13px;color:#888;font-style:italic;margin:14px 0 0 0;\"\u003eThe WAS-330 kit addresses all four problems — WAS-333 decouples caster from camber; WAS-331 widens the front track by 20 or 30 mm and unlocks camber up to −4.5° toward GT3 Cup spec; WAS-341 fixes the rear bump steer geometry at the root. All developed from a full 3D scan of the actual chassis.\u003c\/p\u003e\n  \u003c\/div\u003e\n\n  \u003c!-- ══════════════════════════════════════════════\n       2. PRODUCT HIGHLIGHTS\n       FIX: Bump steer card now explains \"fan of curves\" and\n       \"no single correction\" — customer understands WHY the\n       WAS-341 is different before they reach the graph section.\n  ══════════════════════════════════════════════ --\u003e\n  \u003cstyle\u003e\n    .vk991-hl-grid{display:grid;grid-template-columns:1fr;gap:16px;margin-bottom:40px;}\n    @media(min-width:560px){.vk991-hl-grid{grid-template-columns:1fr 1fr;}}\n    .vk991-hl-card{background:#fff;border:1px solid #eee;padding:22px;box-sizing:border-box;}\n    .vk991-hl-title{display:block;color:#111;font-size:15px;font-weight:700;margin-bottom:10px;line-height:1.4;}\n    .vk991-hl-body{margin:0;font-size:14px;color:#555;line-height:1.6;}\n  \u003c\/style\u003e\n\n  \u003ch3 style=\"font-size:22px;font-weight:bold;color:#111;margin-bottom:25px;border-left:5px solid #FDCF0B;padding-left:15px;\"\u003eProduct Highlights\u003c\/h3\u003e\n  \u003cdiv class=\"vk991-hl-grid\"\u003e\n\n    \u003cdiv class=\"vk991-hl-card\"\u003e\n      \u003cstrong class=\"vk991-hl-title\"\u003eSpherical Bearings at the Key Compliance Points\u003c\/strong\u003e\n      \u003cp class=\"vk991-hl-body\"\u003eThe rubber pivots in the front inner control arm and front thrust arm are replaced with EU-manufactured Getecno PTFE-lined motorsport spherical bearings — the same standard used in Pagani road cars. These are the specific points where OEM compliance creates a gap between your static alignment and what the tyre contact patch sees on track under load.\u003c\/p\u003e\n    \u003c\/div\u003e\n\n    \u003cdiv class=\"vk991-hl-card\"\u003e\n      \u003cstrong class=\"vk991-hl-title\"\u003eIndependent Caster Adjustment — First Time on the 991\u003c\/strong\u003e\n      \u003cp class=\"vk991-hl-body\"\u003eThe WAS-333 thrust arm bushing decouples caster from camber adjustment. Set camber for grip and caster for steering feel — without the wheel moving forward toward the arch. Two offset positions (10 mm standard, 15 mm aggressive) allow precise baseline setting without rotating the bushing on every adjustment.\u003c\/p\u003e\n    \u003c\/div\u003e\n\n    \u003cdiv class=\"vk991-hl-card\"\u003e\n      \u003cstrong class=\"vk991-hl-title\"\u003eWider Front Track + Camber Up to −4.5° — GT3 Cup Principle Applied\u003c\/strong\u003e\n      \u003cp class=\"vk991-hl-body\"\u003eThe WAS-331 front inner control arm increases front track width by \u003cstrong style=\"color:#111;\"\u003e20 mm or 30 mm\u003c\/strong\u003e total — moving the road car geometry toward GT3 Cup specification. A wider track reduces lateral load transfer under cornering, increasing total front axle grip. The wider arm also unlocks the camber adjustment range: the kit supports front camber from the stock −1.5° all the way to \u003cstrong style=\"color:#111;\"\u003e−4.5°\u003c\/strong\u003e, accommodating everything from fast road use to full semi-slick track setups.\u003c\/p\u003e\n    \u003c\/div\u003e\n\n    \u003cdiv class=\"vk991-hl-card\"\u003e\n      \u003cstrong class=\"vk991-hl-title\"\u003eRear Bump Steer Fixed at the Geometric Root\u003c\/strong\u003e\n      \u003cp class=\"vk991-hl-body\"\u003eOn the OEM 991, each camber value produces a different rear bump steer curve — so a single generic correction fixes one camber setting and leaves every other one wrong. The WAS-341 trailing arm relocates the chassis mounting point so the curve is linearised, parallel at all camber values, and independently adjustable. Change your camber, and the bump steer characteristic stays the same.\u003c\/p\u003e\n    \u003c\/div\u003e\n\n    \u003cdiv class=\"vk991-hl-card\"\u003e\n      \u003cstrong class=\"vk991-hl-title\"\u003eWAS-345: Completing the Rear System — The Last Rubber Pivot\u003c\/strong\u003e\n      \u003cp class=\"vk991-hl-body\"\u003eThe WAS-341 trailing arm eliminates the geometric problem. The WAS-345 rear toe link insert completes it: it replaces the last remaining rubber bushing in the rear kinematic chain with a spherical bearing. Together, these two components give the rear axle fully rigid pivot points across every load direction — and expand the rear toe adjustment range beyond OEM limits, which becomes essential when running a widened front track and aggressive camber values.\u003c\/p\u003e\n    \u003c\/div\u003e\n\n  \u003c\/div\u003e\n\n  \u003c!-- ══════════════════════════════════════════════\n       3. WHAT IS INCLUDED\n  ══════════════════════════════════════════════ --\u003e\n  \u003ch3 style=\"font-size:22px;font-weight:bold;color:#111;margin-bottom:25px;border-left:5px solid #FDCF0B;padding-left:15px;\"\u003eWhat is included — WAS-330\u003c\/h3\u003e\n  \u003cp style=\"font-size:15px;line-height:1.6;margin-bottom:24px;\"\u003eThe WAS-330 is a complete front-and-rear system. Every component was developed together on a full 3D scan of the 991 chassis — functioning as a coordinated kinematic solution, not a collection of independently sourced parts.\u003c\/p\u003e\n\n  \u003cdiv style=\"display:flex;flex-wrap:wrap;gap:20px;margin-bottom:40px;\"\u003e\n    \u003cdiv style=\"flex:1 1 calc(50% - 20px);min-width:min(280px,100%);background:#fdfdfd;padding:25px;border:1px solid #eee;box-sizing:border-box;\"\u003e\n      \u003ch4 style=\"margin-top:0;color:#111;border-bottom:2px solid #FDCF0B;display:inline-block;padding-bottom:5px;font-size:18px;\"\u003eFront Axle\u003c\/h4\u003e\n      \u003cdiv style=\"color:#444;margin-top:15px;font-size:15px;line-height:1.9;\"\u003e\n        \u003cp style=\"margin:0 0 8px 0;\"\u003e\u003cspan style=\"color:#fdcf0b;font-weight:bold;margin-right:5px;\"\u003e•\u003c\/span\u003e\u003cstrong style=\"color:#111;\"\u003e2x\u003c\/strong\u003e Front Inner Control Arms \u003cspan style=\"font-size:13px;color:#888;\"\u003e(WAS-331 — wider track, spherical bearing inner pivot)\u003c\/span\u003e\u003c\/p\u003e\n        \u003cp style=\"margin:0 0 8px 0;\"\u003e\u003cspan style=\"color:#fdcf0b;font-weight:bold;margin-right:5px;\"\u003e•\u003c\/span\u003e\u003cstrong style=\"color:#111;\"\u003e2x\u003c\/strong\u003e Front Tie Rods \u003cspan style=\"font-size:13px;color:#888;\"\u003e(WAS-332 — bump steer corrected for wider track geometry)\u003c\/span\u003e\u003c\/p\u003e\n        \u003cp style=\"margin:0 0 8px 0;\"\u003e\u003cspan style=\"color:#fdcf0b;font-weight:bold;margin-right:5px;\"\u003e•\u003c\/span\u003e\u003cstrong style=\"color:#111;\"\u003e2x\u003c\/strong\u003e Front Thrust Arm Bushings \u003cspan style=\"font-size:13px;color:#888;\"\u003e(WAS-333 — independent caster, 10 mm \/ 15 mm offset positions)\u003c\/span\u003e\u003c\/p\u003e\n        \u003cp style=\"margin:0;\"\u003e\u003cspan style=\"color:#fdcf0b;font-weight:bold;margin-right:5px;\"\u003e•\u003c\/span\u003e\u003cstrong style=\"color:#111;\"\u003e2x\u003c\/strong\u003e Front Top Mount Spacers \u003cspan style=\"font-size:13px;color:#888;\"\u003e(WAS-334 — arch clearance compensation for wider track)\u003c\/span\u003e\u003c\/p\u003e\n      \u003c\/div\u003e\n    \u003c\/div\u003e\n    \u003cdiv style=\"flex:1 1 calc(50% - 20px);min-width:min(280px,100%);background:#fdfdfd;padding:25px;border:1px solid #eee;box-sizing:border-box;\"\u003e\n      \u003ch4 style=\"margin-top:0;color:#111;border-bottom:2px solid #FDCF0B;display:inline-block;padding-bottom:5px;font-size:18px;\"\u003eRear Axle\u003c\/h4\u003e\n      \u003cdiv style=\"color:#444;margin-top:15px;font-size:15px;line-height:1.9;\"\u003e\n        \u003cp style=\"margin:0 0 8px 0;\"\u003e\u003cspan style=\"color:#fdcf0b;font-weight:bold;margin-right:5px;\"\u003e•\u003c\/span\u003e\u003cstrong style=\"color:#111;\"\u003e2x\u003c\/strong\u003e Rear Trailing Arms with Brackets \u003cspan style=\"font-size:13px;color:#888;\"\u003e(WAS-341 — linearised, camber-independent bump steer geometry)\u003c\/span\u003e\u003c\/p\u003e\n        \u003cp style=\"margin:0 0 8px 0;\"\u003e\u003cspan style=\"color:#fdcf0b;font-weight:bold;margin-right:5px;\"\u003e•\u003c\/span\u003e\u003cstrong style=\"color:#111;\"\u003e2x\u003c\/strong\u003e Rear Toe Link Inserts \u003cspan style=\"font-size:13px;color:#888;\"\u003e(WAS-345 — the last remaining rubber pivot in the rear kinematic chain, replaced with a spherical bearing; also expands rear toe adjustment range)\u003c\/span\u003e\u003c\/p\u003e\n        \u003cp style=\"margin:0;\"\u003e\u003cspan style=\"color:#fdcf0b;font-weight:bold;margin-right:5px;\"\u003e•\u003c\/span\u003e23-page assembly \u0026amp; setup manual \u003cspan style=\"font-size:13px;color:#888;\"\u003e(incl. Nürburgring GP Track and Nordschleife presets)\u003c\/span\u003e\u003c\/p\u003e\n      \u003c\/div\u003e\n    \u003c\/div\u003e\n  \u003c\/div\u003e\n\n  \u003c!-- ══════════════════════════════════════════════\n       4. REAR BUMP STEER — MAIN TECHNICAL SECTION\n       FIX: Old wp-content image URLs replaced with Shopify CDN.\n       Text upgraded — \"fan out\", \"no single correction\", and the\n       three simultaneous outcomes of WAS-341 all stated here,\n       not saved for FAQ. Customer gets the full argument on first read.\n  ══════════════════════════════════════════════ --\u003e\n  \u003cdiv style=\"background:#fff;border:1px solid #eee;padding:28px;margin-bottom:40px;border-radius:4px;\"\u003e\n    \u003ch3 style=\"font-size:18px;font-weight:bold;color:#111;margin:0 0 14px 0;border-left:4px solid #FDCF0B;padding-left:14px;\"\u003eWhy the rear bump steer problem can't be fixed with a generic toe link\u003c\/h3\u003e\n\n    \u003cp style=\"font-size:14px;color:#444;line-height:1.7;margin:0 0 16px 0;\"\u003eIn the 991's 5-link rear suspension, bump steer and static camber are geometrically linked through the trailing arm mounting point. The problem is not just that bump steer grows at higher camber — it is that each camber setting produces a completely different curve.\u003c\/p\u003e\n\n    \u003cp style=\"font-size:14px;color:#444;line-height:1.7;margin:0 0 8px 0;font-weight:600;color:#111;\"\u003eGraph 1 — OEM: why a single correction doesn't fix the problem\u003c\/p\u003e\n    \u003cimg src=\"https:\/\/cdn.shopify.com\/s\/files\/1\/1001\/3451\/9133\/files\/was330_graph_oem_bump_steer-j.jpg?v=1775281012\" alt=\"OEM Porsche 991 GT3 rear bump steer curves at different static camber values\" style=\"max-width:100%;height:auto;display:block;margin:0 auto 16px;border:1px solid #e8e8e8;\"\u003e\n\n    \u003cp style=\"font-size:14px;color:#444;line-height:1.7;margin:0 0 16px 0;\"\u003eEach line shows rear toe angle change as the suspension travels through ±50 mm of heave at a different static camber setting. The curves \u003cstrong style=\"color:#111;\"\u003efan out\u003c\/strong\u003e — each camber value produces a different slope and shape. Any correction set at −1.5° camber becomes wrong at −2.5°. Any correction set at −2.5° is excessive at −1.5°. There is no single generic adjustment that handles all of them. This is a geometric limitation of the OEM trailing arm mounting point — not a tuning problem.\u003c\/p\u003e\n\n    \u003cp style=\"font-size:14px;color:#444;line-height:1.7;margin:0 0 8px 0;font-weight:600;color:#111;\"\u003eGraph 2 — WAS-341: three things corrected simultaneously\u003c\/p\u003e\n    \u003cimg src=\"https:\/\/cdn.shopify.com\/s\/files\/1\/1001\/3451\/9133\/files\/was330_graph_verkline_bump_steer-j.jpg?v=1775281012\" alt=\"VERKLINE WAS-341 linearised rear bump steer curves — camber independent\" style=\"max-width:100%;height:auto;display:block;margin:0 auto 16px;border:1px solid #e8e8e8;\"\u003e\n\n    \u003cp style=\"font-size:14px;color:#444;line-height:1.7;margin:0 0 16px 0;\"\u003eThe WAS-341 trailing arm relocates the chassis mounting point to fix the geometry at the root. The result is three simultaneous improvements: the curves are now \u003cstrong style=\"color:#111;\"\u003estraight lines\u003c\/strong\u003e (linearised); they are \u003cstrong style=\"color:#111;\"\u003eparallel at every camber setting\u003c\/strong\u003e (camber-independent); and you choose which line you want (independently adjustable). Change your camber and the bump steer characteristic stays the same.\u003c\/p\u003e\n\n    \u003cp style=\"font-size:14px;color:#444;line-height:1.7;margin:0;\"\u003eThe specific setup values and the arm length table for different camber and bump steer combinations are covered in the 23-page manual supplied with every kit.\u003c\/p\u003e\n  \u003c\/div\u003e\n\n  \u003c!-- ══════════════════════════════════════════════\n       5. VEHICLE COMPATIBILITY\n  ══════════════════════════════════════════════ --\u003e\n  \u003ch3 style=\"font-size:22px;font-weight:bold;color:#111;margin-bottom:20px;border-left:5px solid #FDCF0B;padding-left:15px;\"\u003eVehicle Compatibility\u003c\/h3\u003e\n  \u003cdiv style=\"background:#fff;border:1px solid #eee;padding:25px;margin-bottom:40px;display:flex;flex-wrap:wrap;gap:10px;\"\u003e\n    \u003cdiv style=\"flex:1 1 calc(50% - 10px);min-width:min(250px,100%);\"\u003e\n      \u003cp style=\"margin:0 0 10px 0;font-size:15px;\"\u003e\u003cspan style=\"color:#fdcf0b;font-weight:bold;margin-right:5px;\"\u003e•\u003c\/span\u003ePorsche 911 GT3 (991.1): 2013 – 2016\u003c\/p\u003e\n      \u003cp style=\"margin:0 0 10px 0;font-size:15px;\"\u003e\u003cspan style=\"color:#fdcf0b;font-weight:bold;margin-right:5px;\"\u003e•\u003c\/span\u003ePorsche 911 GT3 (991.2): 2017 – 2019\u003c\/p\u003e\n    \u003c\/div\u003e\n    \u003cdiv style=\"flex:1 1 calc(50% - 10px);min-width:min(250px,100%);\"\u003e\n      \u003cp style=\"margin:0 0 10px 0;font-size:15px;\"\u003e\u003cspan style=\"color:#fdcf0b;font-weight:bold;margin-right:5px;\"\u003e•\u003c\/span\u003ePorsche 911 GT3 RS (991.1): 2015 – 2016\u003c\/p\u003e\n      \u003cp style=\"margin:0 0 10px 0;font-size:15px;\"\u003e\u003cspan style=\"color:#fdcf0b;font-weight:bold;margin-right:5px;\"\u003e•\u003c\/span\u003ePorsche 911 GT3 RS (991.2): 2018 – 2019\u003c\/p\u003e\n      \u003cp style=\"margin:0;font-size:15px;\"\u003e\u003cspan style=\"color:#fdcf0b;font-weight:bold;margin-right:5px;\"\u003e•\u003c\/span\u003ePorsche 911 GT2 RS (991.2): 2017 – 2019\u003c\/p\u003e\n    \u003c\/div\u003e\n  \u003c\/div\u003e\n\n  \u003c!-- ══════════════════════════════════════════════\n       6. SYSTEM DESIGN PHILOSOPHY + TOGGLE\n       FIX: \"Bad\" bump steer card now says \"generic toe link corrects\n       at one camber only — change camber and the curve shifts again\"\n       making the distinction concrete rather than abstract.\n  ══════════════════════════════════════════════ --\u003e\n  \u003cstyle\u003e\n    .vks991-wrap{background:#1a1a1a;color:#ddd;margin:40px 0;border-radius:4px;overflow:hidden}\n    .vks991-top{padding:28px 20px 0}\n    .vks991-top h3{color:#fff;margin-top:0;font-size:20px;font-weight:700;border-bottom:1px solid #333;padding-bottom:14px;margin-bottom:18px}\n    .vks991-top p{font-size:14px;line-height:1.6;margin-top:0;color:#ccc}\n    .vks991-top strong{color:#fff !important}\n    .vks991-bullets{margin:16px 0;font-size:14px;line-height:1.7}\n    .vks991-bullets p{margin:0 0 8px 0;color:#ccc}\n    .vks991-bullets p:last-child{margin:0}\n    .vks991-dot-y{color:#fdcf0b;font-weight:bold;margin-right:6px}\n    .vks991-bridge{font-size:12px;color:#555;font-style:italic;margin-top:20px;margin-bottom:0}\n    .vks991-divider{border:none;border-top:1px solid #2e2e2e;margin:28px 0 0}\n    .vks991-inner{padding:24px 20px 32px}\n    .vks991-toggle-wrap{display:flex;flex-direction:column;align-items:center;gap:9px;margin-bottom:24px}\n    .vks991-toggle-hint{font-size:12px;color:#666;letter-spacing:.01em;text-align:center}\n    .vks991-toggle{display:flex;border-radius:48px;overflow:hidden;box-shadow:0 0 0 2px #555;width:100%;max-width:400px}\n    .vks991-btn{flex:1;padding:14px 10px;font-size:13px;font-weight:700;cursor:pointer;border:none;background:transparent;color:#777;transition:background .25s,color .25s;white-space:nowrap;overflow:hidden;text-overflow:ellipsis;position:relative;-webkit-tap-highlight-color:transparent;text-align:center;min-width:0;line-height:1.2}\n    .vks991-btn.on-good{background:#FDCF0B;color:#111}\n    .vks991-btn.on-bad{background:#b52a2a;color:#fff}\n    .vks991-progress{height:3px;border-radius:0;position:absolute;bottom:0;left:0;width:0;background:transparent;transition:none;pointer-events:none}\n    .vks991-btn.on-good .vks991-progress{background:rgba(0,0,0,.2)}\n    .vks991-btn.on-bad .vks991-progress{background:rgba(255,255,255,.35)}\n    .vks991-cards{display:grid;grid-template-columns:1fr;gap:12px}\n    .vks991-card{border:1px solid #2e2e2e;border-radius:10px;padding:18px 18px 14px;background:#222;transition:border-color .4s}\n    .vks991-card.hi-good{border-color:#FDCF0B;border-width:1.5px}\n    .vks991-card.hi-bad{border-color:#b52a2a;border-width:1.5px}\n    .vks991-icon{width:30px;height:30px;border-radius:50%;display:flex;align-items:center;justify-content:center;margin-bottom:11px;font-size:14px;font-weight:700;transition:background .4s,color .4s}\n    .vks991-icon.g{background:#3a3200;color:#FDCF0B}\n    .vks991-icon.b{background:#2e1010;color:#e05555}\n    .vks991-ctitle{font-size:13px;font-weight:600;color:#eee;margin-bottom:6px;line-height:1.4}\n    .vks991-cbody{font-size:12px;color:#777;line-height:1.6}\n    .vks991-verdict{margin-top:16px;border-radius:10px;padding:18px 20px;display:flex;align-items:flex-start;gap:12px;transition:background .4s,border-color .4s}\n    .vks991-verdict.vg{background:#2a2800;border:1px solid #5a4e00}\n    .vks991-verdict.vb{background:#2a1010;border:1px solid #5a2020}\n    .vks991-vdot{width:11px;height:11px;border-radius:50%;flex-shrink:0;margin-top:3px;transition:background .4s}\n    .vg .vks991-vdot{background:#FDCF0B}\n    .vb .vks991-vdot{background:#e05555}\n    .vks991-vlabel{font-size:10px;font-weight:700;text-transform:uppercase;letter-spacing:.12em;margin-bottom:4px}\n    .vg .vks991-vlabel{color:#FDCF0B}\n    .vb .vks991-vlabel{color:#e05555}\n    .vks991-vtext{font-size:13px;color:#bbb;line-height:1.55}\n    @media(min-width:600px){\n      .vks991-top{padding:36px 40px 0}\n      .vks991-divider{margin:28px 40px 0}\n      .vks991-inner{padding:28px 40px 36px}\n      .vks991-cards{grid-template-columns:1fr 1fr}\n      .vks991-btn{font-size:14px;padding:13px 20px}\n    }\n  \u003c\/style\u003e\n\n  \u003cdiv class=\"vks991-wrap\"\u003e\n    \u003cdiv class=\"vks991-top\"\u003e\n      \u003ch3\u003eSystem Design Philosophy\u003c\/h3\u003e\n      \u003cp\u003eMost kits are a collection of parts. VERKLINE is a system.\u003c\/p\u003e\n      \u003cp\u003eEvery component of the WAS-330 was developed on a full 3D scan of the 991 chassis — so bearing axes, adjustment ranges and clearances work together by design, not by assumption.\u003c\/p\u003e\n      \u003cp\u003eThis gives you two guarantees no mixed-parts setup can offer:\u003c\/p\u003e\n      \u003cdiv class=\"vks991-bullets\"\u003e\n        \u003cp\u003e\u003cspan class=\"vks991-dot-y\"\u003e•\u003c\/span\u003e\u003cstrong\u003eZero Interference:\u003c\/strong\u003e No collisions between parts across any suspension setup.\u003c\/p\u003e\n        \u003cp\u003e\u003cspan class=\"vks991-dot-y\"\u003e•\u003c\/span\u003e\u003cstrong\u003eOptimised Bearing Articulation:\u003c\/strong\u003e Every spherical bearing operates within its ideal range at any alignment setting.\u003c\/p\u003e\n      \u003c\/div\u003e\n      \u003cp class=\"vks991-bridge\"\u003eSee exactly what this means in practice — compare both scenarios below.\u003c\/p\u003e\n    \u003c\/div\u003e\n    \u003chr class=\"vks991-divider\"\u003e\n    \u003cdiv class=\"vks991-inner\"\u003e\n      \u003cdiv class=\"vks991-toggle-wrap\"\u003e\n        \u003cdiv class=\"vks991-toggle\"\u003e\n          \u003cbutton class=\"vks991-btn on-good\" id=\"vk991-btn-good\" onclick=\"vk991Manual('good')\"\u003eVERKLINE System\u003cdiv class=\"vks991-progress\" id=\"vk991-prog-good\"\u003e\u003c\/div\u003e\u003c\/button\u003e\n          \u003cbutton class=\"vks991-btn\" id=\"vk991-btn-bad\" onclick=\"vk991Manual('bad')\"\u003eMixed parts\u003cdiv class=\"vks991-progress\" id=\"vk991-prog-bad\"\u003e\u003c\/div\u003e\u003c\/button\u003e\n        \u003c\/div\u003e\n        \u003cspan class=\"vks991-toggle-hint\" id=\"vk991-hint\"\u003eswitching automatically · tap to take control\u003c\/span\u003e\n      \u003c\/div\u003e\n      \u003cdiv class=\"vks991-cards\"\u003e\n        \u003cdiv class=\"vks991-card hi-good\" id=\"vk991-c1\"\u003e\n\u003cdiv class=\"vks991-icon g\" id=\"vk991-i1\"\u003e✓\u003c\/div\u003e\n\u003cdiv class=\"vks991-ctitle\" id=\"vk991-t1\"\u003e\u003c\/div\u003e\n\u003cdiv class=\"vks991-cbody\" id=\"vk991-b1\"\u003e\u003c\/div\u003e\n\u003c\/div\u003e\n        \u003cdiv class=\"vks991-card hi-good\" id=\"vk991-c2\"\u003e\n\u003cdiv class=\"vks991-icon g\" id=\"vk991-i2\"\u003e✓\u003c\/div\u003e\n\u003cdiv class=\"vks991-ctitle\" id=\"vk991-t2\"\u003e\u003c\/div\u003e\n\u003cdiv class=\"vks991-cbody\" id=\"vk991-b2\"\u003e\u003c\/div\u003e\n\u003c\/div\u003e\n        \u003cdiv class=\"vks991-card hi-good\" id=\"vk991-c3\"\u003e\n\u003cdiv class=\"vks991-icon g\" id=\"vk991-i3\"\u003e✓\u003c\/div\u003e\n\u003cdiv class=\"vks991-ctitle\" id=\"vk991-t3\"\u003e\u003c\/div\u003e\n\u003cdiv class=\"vks991-cbody\" id=\"vk991-b3\"\u003e\u003c\/div\u003e\n\u003c\/div\u003e\n        \u003cdiv class=\"vks991-card hi-good\" id=\"vk991-c4\"\u003e\n\u003cdiv class=\"vks991-icon g\" id=\"vk991-i4\"\u003e✓\u003c\/div\u003e\n\u003cdiv class=\"vks991-ctitle\" id=\"vk991-t4\"\u003e\u003c\/div\u003e\n\u003cdiv class=\"vks991-cbody\" id=\"vk991-b4\"\u003e\u003c\/div\u003e\n\u003c\/div\u003e\n      \u003c\/div\u003e\n      \u003cdiv class=\"vks991-verdict vg\" id=\"vk991-verdict\"\u003e\n        \u003cdiv class=\"vks991-vdot\"\u003e\u003c\/div\u003e\n        \u003cdiv\u003e\n\u003cdiv class=\"vks991-vlabel\" id=\"vk991-vlabel\"\u003e\u003c\/div\u003e\n\u003cdiv class=\"vks991-vtext\" id=\"vk991-vtext\"\u003e\u003c\/div\u003e\n\u003c\/div\u003e\n      \u003c\/div\u003e\n    \u003c\/div\u003e\n  \u003c\/div\u003e\n\n  \u003cscript\u003e\n  (function(){\n    var DELAY=5500;\n    var data={\n      good:{cardCls:'hi-good',iconCls:'g',icon:'\\u2713',\n        cards:[\n          {t:'Geometry verified on the actual 991 chassis scan',b:'Every component was developed on a shared 3D model of the real 991 GT3 suspension. Clearances and bearing angles are guaranteed \\u2014 not assumed from catalogue data.'},\n          {t:'Caster and camber adjusted independently',b:'The WAS-333 bushing decouples caster from camber. More camber no longer means the wheel moves forward toward the arch \\u2014 a direct safety improvement for Nordschleife use.'},\n          {t:'Rear bump steer: linear, parallel at all camber values',b:'The WAS-341 trailing arm fixes the geometry at the root. The curve is straightened, camber-independent, and independently adjustable. Change camber \\u2014 the bump steer characteristic stays the same.'},\n          {t:'One engineering team. One 3D scan. One guarantee.',b:'When something goes wrong, there is a single accountable source. With mixed parts, no manufacturer owns the full system interaction.'}\n        ],\n        vCls:'vg',vLabel:'VERKLINE System result',\n        vText:'A chassis where every component was designed to work with every other. Predictable, adjustable handling \\u2014 not a best-guess approximation.'},\n      bad:{cardCls:'hi-bad',iconCls:'b',icon:'\\u2715',\n        cards:[\n          {t:'Clearances assumed, not verified on the real 991',b:'Without a shared 3D model of the actual car, part clearances rely on tolerance assumptions. A collision risk may only appear under combined load on a fast circuit.'},\n          {t:'Caster still moves when you adjust camber',b:'Without an independent caster solution, adding camber on the 991 still pushes the wheel toward the arch. Every setup change carries arch contact risk on Nordschleife.'},\n          {t:'Generic toe link corrects bump steer at one camber only',b:'A toe link insert sets bump steer at the camber it was adjusted for. Change camber and the OEM curve shifts \\u2014 your correction no longer applies. The 991 needs a geometric fix at the trailing arm mounting point, not a single-point adjustment.'},\n          {t:'No single owner of system performance',b:'If geometry misbehaves on track, each supplier points to the other. No warranty covers the full system interaction.'}\n        ],\n        vCls:'vb',vLabel:'Mixed parts result',\n        vText:'Parts that each work in isolation \\u2014 but may not work together on the 991. Performance depends on luck, not engineering.'}\n    };\n    var cur='good',manual=false,timer=null;\n    function render(m){\n      var d=data[m];\n      document.getElementById('vk991-btn-good').className='vks991-btn'+(m==='good'?' on-good':'');\n      document.getElementById('vk991-btn-bad').className='vks991-btn'+(m==='bad'?' on-bad':'');\n      for(var i=1;i\u003c=4;i++){\n        var c=d.cards[i-1];\n        document.getElementById('vk991-c'+i).className='vks991-card '+d.cardCls;\n        var ic=document.getElementById('vk991-i'+i);\n        ic.className='vks991-icon '+d.iconCls;ic.textContent=d.icon;\n        document.getElementById('vk991-t'+i).textContent=c.t;\n        document.getElementById('vk991-b'+i).textContent=c.b;\n      }\n      var v=document.getElementById('vk991-verdict');\n      v.className='vks991-verdict '+d.vCls;\n      document.getElementById('vk991-vlabel').textContent=d.vLabel;\n      document.getElementById('vk991-vtext').textContent=d.vText;\n    }\n    function stopProgress(){['vk991-prog-good','vk991-prog-bad'].forEach(function(id){var b=document.getElementById(id);b.style.transition='none';b.style.width='0%';});}\n    function startProgress(){\n      stopProgress();\n      var bar=document.getElementById(cur==='good'?'vk991-prog-good':'vk991-prog-bad');\n      requestAnimationFrame(function(){requestAnimationFrame(function(){bar.style.transition='width '+DELAY+'ms linear';bar.style.width='100%';});});\n    }\n    function stopAuto(){if(timer){clearInterval(timer);timer=null;}stopProgress();}\n    function startAuto(){stopAuto();startProgress();timer=setInterval(function(){cur=cur==='good'?'bad':'good';render(cur);startProgress();},DELAY);}\n    window.vk991Manual=function(m){manual=true;stopAuto();cur=m;render(m);document.getElementById('vk991-hint').textContent='you have control \\u00b7 switching paused';};\n    document.addEventListener('visibilitychange',function(){if(document.hidden){stopAuto();}else if(!manual){startAuto();}});\n    render('good');startAuto();\n  })();\n  \u003c\/script\u003e\n\n  \u003c!-- ══════════════════════════════════════════════\n       7. ENGINEERING PHILOSOPHY + CEO QUOTE\n       FIX: Bump steer paragraph now names \"fan of curves\" and\n       \"no single generic correction\" — consistent with language\n       used in all other sections above.\n  ══════════════════════════════════════════════ --\u003e\n  \u003ch3 style=\"font-size:22px;font-weight:bold;color:#111;margin-bottom:15px;border-left:5px solid #FDCF0B;padding-left:15px;margin-top:40px;\"\u003eEngineering Philosophy: Built for the 991's Specific Geometry\u003c\/h3\u003e\n  \u003cp style=\"margin-bottom:15px;font-size:15px;line-height:1.6;\"\u003eThe WAS-330 is not a generic suspension upgrade. It is a chassis-specific kinematic solution, developed from a full 3D scan of the 991 GT3 platform.\u003c\/p\u003e\n  \u003cp style=\"margin-bottom:15px;font-size:15px;line-height:1.6;\"\u003eThe 991 GT3 is already a highly developed car. The improvements this kit delivers are not gross corrections of a compromised platform — they are precise solutions to specific, documented limitations found in the actual kinematic data: the camber-caster coupling that creates arch clearance risk; the front track width reduction that comes with OEM camber shims; and the rear 5-link geometry that produces a different bump steer curve at every camber value, making a single generic correction structurally insufficient.\u003c\/p\u003e\n  \u003cp style=\"margin-bottom:15px;font-size:15px;line-height:1.6;\"\u003eEvery component addresses one of these specific problems. The WAS-332 front tie rods correct the bump steer introduced by the wider-track inner arm. The WAS-333 bushing decouples caster from camber for the first time on the 991 — solving a problem Porsche Motorsport itself documents in technical guidance for Nordschleife use. The WAS-341 trailing arm relocates the chassis mounting point to make the rear curve linear and parallel at all camber values — independently adjustable. The WAS-334 top mount spacer is a calculated consequence of the wider track geometry, not an afterthought. The WAS-345 toe link insert closes the rear kinematic chain by replacing the last remaining rubber pivot.\u003c\/p\u003e\n  \u003cdiv style=\"background:#f9f9f9;border-left:4px solid #FDCF0B;padding:25px;margin:30px 0;font-style:italic;color:#444;font-size:18px;line-height:1.6;\"\u003e\"The 991 GT3 is one of the finest cars ever made. Our job was not to improve on Porsche's engineering — it was to extend it beyond the limits road car homologation imposed. The 3D scan told us exactly where those limits were.\" — Albert Szybinski, CEO\u003c\/div\u003e\n\n  \u003c!-- ══════════════════════════════════════════════\n       8. SETUP DOCUMENTS\n  ══════════════════════════════════════════════ --\u003e\n  \u003ch3 style=\"font-size:22px;font-weight:bold;color:#111;margin-bottom:15px;border-left:5px solid #FDCF0B;padding-left:15px;\"\u003eIncluded Setup Documents\u003c\/h3\u003e\n  \u003cp style=\"font-size:15px;line-height:1.6;margin-bottom:24px;\"\u003eEvery WAS-330 kit ships with a 23-page chassis-specific setup document developed for the 991 GT3 \/ GT3 RS \/ GT2 RS. This is not a generic alignment guide — it covers arm positions, shim stack configurations, the WAS-341 trailing arm length table, and recommended alignment targets for each use case, including dedicated presets for the Nürburgring GP Track and Nordschleife.\u003c\/p\u003e\n  \u003cdiv style=\"display:flex;flex-wrap:wrap;gap:16px;margin-bottom:40px;\"\u003e\n    \u003cdiv style=\"flex:1 1 calc(50% - 16px);min-width:min(260px,100%);border:1px solid #ddd;border-radius:4px;overflow:hidden;box-sizing:border-box;\"\u003e\n      \u003cdiv style=\"background:#222;padding:14px 20px;\"\u003e\n        \u003cdiv style=\"color:#fdcf0b;font-size:11px;font-weight:700;text-transform:uppercase;letter-spacing:0.1em;margin-bottom:4px;\"\u003eStreet \/ Fast Road\u003c\/div\u003e\n        \u003cdiv style=\"color:#fff;font-size:18px;font-weight:700;\"\u003eRoad \u0026amp; spirited driving\u003c\/div\u003e\n      \u003c\/div\u003e\n      \u003cdiv style=\"padding:20px;background:#fafafa;\"\u003e\n        \u003cp style=\"margin:0;font-size:14px;color:#555;line-height:1.6;\"\u003eOptimised for fast road use and track days on road tyres. Covers front and rear camber targets, independent caster settings, toe references, ride height guidance and arch clearance recommendations for the front. Provided exclusively with the kit.\u003c\/p\u003e\n      \u003c\/div\u003e\n    \u003c\/div\u003e\n    \u003cdiv style=\"flex:1 1 calc(50% - 16px);min-width:min(260px,100%);border:2px solid #FDCF0B;border-radius:4px;overflow:hidden;box-sizing:border-box;\"\u003e\n      \u003cdiv style=\"background:#111;padding:14px 20px;\"\u003e\n        \u003cdiv style=\"color:#fdcf0b;font-size:11px;font-weight:700;text-transform:uppercase;letter-spacing:0.1em;margin-bottom:4px;\"\u003eCircuit \/ Nordschleife\u003c\/div\u003e\n        \u003cdiv style=\"color:#fff;font-size:18px;font-weight:700;\"\u003eGP Track \u0026amp; Nordschleife\u003c\/div\u003e\n      \u003c\/div\u003e\n      \u003cdiv style=\"padding:20px;background:#fafafa;\"\u003e\n        \u003cp style=\"margin:0;font-size:14px;color:#555;line-height:1.6;\"\u003eAggressive geometry targets for semi-slick and track tyre use. Includes arm position presets, the WAS-341 trailing arm length table for your chosen camber, shim stack positions and alignment targets — directly executable by your alignment shop. Specific Nordschleife guidance included. Provided exclusively with the kit.\u003c\/p\u003e\n      \u003c\/div\u003e\n    \u003c\/div\u003e\n  \u003c\/div\u003e\n\n  \u003c!-- ══════════════════════════════════════════════\n       9. TECHNICAL FAQ\n       FIX: Bump steer graph FAQ moved to 2nd position (after caster Q).\n       FAQ title changed to reference \"the graphs above\" — creating a\n       deliberate link back to section 4 that customer just scrolled past.\n       Both graphs use Shopify CDN URLs (not wp-content).\n  ══════════════════════════════════════════════ --\u003e\n  \u003ch3 style=\"font-size:22px;font-weight:bold;color:#111;margin-bottom:25px;border-left:5px solid #FDCF0B;padding-left:15px;\"\u003eTechnical FAQ\u003c\/h3\u003e\n\n  \u003cdiv style=\"margin-bottom:30px;\"\u003e\n    \u003cp style=\"font-weight:bold;color:#111;margin-bottom:10px;font-size:18px;\"\u003eQ: Why does adjusting camber on the OEM 991 also change caster — and why is this a problem?\u003c\/p\u003e\n    \u003cdiv style=\"color:#444;background:#f9f9f9;padding:20px;border-left:4px solid #ccc;font-size:15px;line-height:1.6;\"\u003e\n      \u003cstrong style=\"color:#111;\"\u003eA: On the OEM 991, the camber arm shim stack controls both camber angle and wheel position simultaneously.\u003c\/strong\u003e Adding shims to increase camber also moves the wheel forward toward the wheel arch, increasing caster as a side effect. At small camber values this is manageable. At track values of −3° to −4.5°, the forward wheel movement brings the tyre significantly closer to the front of the arch. This is not a theoretical concern — Porsche Motorsport has its own technical documentation on preventing front tyre contact with the wheel arch on the 991 platform during track use, including recommendations for removing arch liners on Nordschleife laps. The WAS-333 solves this at the geometric root rather than through workarounds. The WAS-333 thrust arm bushing provides an eccentric offset (10 mm standard, 15 mm aggressive) that allows caster to be set independently — keeping the wheel in its optimal arch position regardless of camber setting. A practical detail worth noting: the bushing features engraved reference lines on its face, aligned at 45° to the camber arm axis, which act as a visual baseline for initial installation. This means the alignment shop can identify the correct starting position without additional measuring tools — a small detail that reflects the difference between a component designed only in CAD and one that has been thought through for real-world workshop use.\n    \u003c\/div\u003e\n  \u003c\/div\u003e\n\n  \u003cdiv style=\"margin-bottom:30px;\"\u003e\n    \u003cp style=\"font-weight:bold;color:#111;margin-bottom:10px;font-size:18px;\"\u003eQ: The graphs in the bump steer section show OEM vs VERKLINE — what am I actually looking at?\u003c\/p\u003e\n    \u003cdiv style=\"color:#444;background:#f9f9f9;padding:20px;border-left:4px solid #ccc;font-size:15px;line-height:1.6;\"\u003e\n      \u003cstrong style=\"color:#111;\"\u003eA: Both graphs come directly from our kinematic simulation of the 991 GT3 suspension, based on a full 3D scan of the car — not from generic calculations.\u003c\/strong\u003e\n\n      \u003cp style=\"margin:14px 0 8px 0;font-weight:600;color:#111;\"\u003eGraph 1 — OEM: why no single correction is sufficient\u003c\/p\u003e\n      \u003cimg src=\"https:\/\/cdn.shopify.com\/s\/files\/1\/1001\/3451\/9133\/files\/was330_graph_oem_bump_steer-j.jpg?v=1775281012\" alt=\"OEM Porsche 991 rear bump steer curves at different static camber values\" style=\"max-width:100%;height:auto;display:block;margin:0 0 12px 0;border:1px solid #e8e8e8;\"\u003e\n      \u003cp style=\"margin:0 0 14px 0;\"\u003eEach line is the rear toe angle change as the suspension moves through ±50 mm of heave at a different static camber value. The curves fan out — each camber setting produces a different slope and shape. Any correction set at −1.5° camber is wrong at −2.5°. Any correction at −2.5° is excessive at −1.5°. There is no generic adjustment that handles all camber values. This is a geometric limitation of the OEM trailing arm mounting point — not a tuning problem.\u003c\/p\u003e\n\n      \u003cp style=\"margin:0 0 8px 0;font-weight:600;color:#111;\"\u003eGraph 2 — WAS-341: linear, camber-independent, and adjustable\u003c\/p\u003e\n      \u003cimg src=\"https:\/\/cdn.shopify.com\/s\/files\/1\/1001\/3451\/9133\/files\/was330_graph_verkline_bump_steer-j.jpg?v=1775281012\" alt=\"VERKLINE WAS-341 linearised rear bump steer curves — camber independent\" style=\"max-width:100%;height:auto;display:block;margin:0 0 12px 0;border:1px solid #e8e8e8;\"\u003e\n      \u003cp style=\"margin:0;\"\u003eThe WAS-341 relocates the trailing arm chassis mounting point to fix the geometry at the root. All curves are now straight lines (\u003cstrong style=\"color:#111;\"\u003elinearised\u003c\/strong\u003e), parallel to each other at all camber values (\u003cstrong style=\"color:#111;\"\u003ecamber-independent\u003c\/strong\u003e), and you choose which line you want (\u003cstrong style=\"color:#111;\"\u003eindependently adjustable\u003c\/strong\u003e). The specific values and arm length table for your camber and target bump steer are in the manual supplied with every kit.\u003c\/p\u003e\n    \u003c\/div\u003e\n  \u003c\/div\u003e\n\n  \u003cdiv style=\"margin-bottom:30px;\"\u003e\n    \u003cp style=\"font-weight:bold;color:#111;margin-bottom:10px;font-size:18px;\"\u003eQ: What does wider front track width actually do for circuit performance?\u003c\/p\u003e\n    \u003cdiv style=\"color:#444;background:#f9f9f9;padding:20px;border-left:4px solid #ccc;font-size:15px;line-height:1.6;\"\u003e\n      \u003cstrong style=\"color:#111;\"\u003eA: A wider track reduces lateral load transfer under cornering — which means more total grip at the front axle.\u003c\/strong\u003e When a car corners, load shifts from the inside tyre to the outside tyre. The wider the track, the smaller the load transfer for a given lateral force. Less load transfer means the inside tyre retains more load — and since tyre grip is non-linear with load, this increases total axle grip. This is the principle Porsche applies in the GT3 Cup car, which runs a wider front track than the road-going 991. The WAS-331 front inner control arm increases front track width by 20 mm or 30 mm, moving the 991 road car geometry toward Cup car specification.\n    \u003c\/div\u003e\n  \u003c\/div\u003e\n\n  \u003cdiv style=\"margin-bottom:30px;\"\u003e\n    \u003cp style=\"font-weight:bold;color:#111;margin-bottom:10px;font-size:18px;\"\u003eQ: Why does the kit include a top mount spacer — is it just a clearance fix?\u003c\/p\u003e\n    \u003cdiv style=\"color:#444;background:#f9f9f9;padding:20px;border-left:4px solid #ccc;font-size:15px;line-height:1.6;\"\u003e\n      \u003cstrong style=\"color:#111;\"\u003eA: The WAS-334 top mount spacer is an integral part of the wider-track system, not an afterthought.\u003c\/strong\u003e Increasing front track width with the WAS-331 arm moves the wheel outward — which at high camber values brings the tyre closer to the wheel arch, particularly toward the front. The top mount spacer adjusts the strut geometry to compensate for this, maintaining safe clearance. It is a calculated component of the kinematic system.\n    \u003c\/div\u003e\n  \u003c\/div\u003e\n\n  \u003cdiv style=\"margin-bottom:30px;\"\u003e\n    \u003cp style=\"font-weight:bold;color:#111;margin-bottom:10px;font-size:18px;\"\u003eQ: Why replace the front inner control arm rather than the full front camber arm?\u003c\/p\u003e\n    \u003cdiv style=\"color:#444;background:#f9f9f9;padding:20px;border-left:4px solid #ccc;font-size:15px;line-height:1.6;\"\u003e\n      \u003cstrong style=\"color:#111;\"\u003eA: Engineering pragmatism — the OEM 991 front camber arm is an exceptionally high-quality forged component.\u003c\/strong\u003e The limitations are not in the arm itself but in the rubber bushing at the inner pivot and the fixed geometry at its mounting points. Replacing the full arm adds cost and weight without improving structural performance. The WAS-331 inner arm, WAS-332 tie rods and WAS-333 thrust arm bushing together address all the specific kinematic limitations of the OEM front geometry — while retaining the OEM arm's structural integrity.\n    \u003c\/div\u003e\n  \u003c\/div\u003e\n\n  \u003cdiv style=\"margin-bottom:30px;\"\u003e\n    \u003cp style=\"font-weight:bold;color:#111;margin-bottom:10px;font-size:18px;\"\u003eQ: Why does the WAS-330 include an expanded rear toe adjustment range — and when does this matter?\u003c\/p\u003e\n    \u003cdiv style=\"color:#444;background:#f9f9f9;padding:20px;border-left:4px solid #ccc;font-size:15px;line-height:1.6;\"\u003e\n      \u003cstrong style=\"color:#111;\"\u003eA: The OEM rear toe adjustment range becomes insufficient the moment you combine a widened front track with aggressive camber values.\u003c\/strong\u003e On a standard-geometry 991, the OEM toe adjustment range is adequate. But as you increase front track width with WAS-331 (20 mm or 30 mm), run camber beyond −2.5°, and configure the rear axle for track use, the OEM range can run out before you reach the optimal rear toe value. The WAS-341 trailing arm combined with the WAS-345 toe link insert together expand this range significantly — so that your alignment shop can dial in the correct rear toe regardless of how aggressive your overall geometry target is. This is particularly relevant for Nordschleife setups, where the correct rear toe balance between braking stability and corner entry agility requires a wider range than typical short-circuit configurations.\n    \u003c\/div\u003e\n  \u003c\/div\u003e\n\n  \u003cdiv style=\"margin-bottom:30px;\"\u003e\n    \u003cp style=\"font-weight:bold;color:#111;margin-bottom:10px;font-size:18px;\"\u003eQ: What alignment is required after installation?\u003c\/p\u003e\n    \u003cdiv style=\"color:#444;background:#f9f9f9;padding:20px;border-left:4px solid #ccc;font-size:15px;line-height:1.6;\"\u003e\n      \u003cstrong style=\"color:#111;\"\u003eA: A full professional 4-wheel alignment is required after installation.\u003c\/strong\u003e Every WAS-330 kit ships with a 23-page setup document that includes arm position presets, the WAS-341 trailing arm length table, shim stack configurations and alignment targets for both street and circuit use — including Nürburgring GP Track and Nordschleife presets. Hand this document to your alignment shop — it contains everything they need to configure the car correctly from the first session.\n    \u003c\/div\u003e\n  \u003c\/div\u003e\n\n  \u003cdiv style=\"margin-bottom:40px;\"\u003e\n    \u003cp style=\"font-weight:bold;color:#111;margin-bottom:10px;font-size:18px;\"\u003eQ: What bearings are used and why does it matter?\u003c\/p\u003e\n    \u003cdiv style=\"color:#444;background:#f9f9f9;padding:20px;border-left:4px solid #ccc;font-size:15px;line-height:1.6;\"\u003e\n      \u003cstrong style=\"color:#111;\"\u003eA: EU-manufactured Getecno motorsport spherical bearings with self-lubricating PTFE liners throughout.\u003c\/strong\u003e The quality of the spherical bearing determines how long the kit maintains its precision under sustained high-load use. Budget rod ends develop play quickly under the loads generated by a GT3-class car on track. Getecno PTFE-lined bearings maintain their precision over extended motorsport use — the same bearing standard used in Pagani road cars and professional motorsport applications. Every component in the WAS-330 kit uses this specification.\n    \u003c\/div\u003e\n  \u003c\/div\u003e\n\n\u003c\/div\u003e","brand":"Verkline","offers":[{"title":"Default Title","offer_id":62826776953181,"sku":"WAS-330","price":5995.0,"currency_code":"EUR","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1001\/3451\/9133\/files\/was-330-6.jpg?v=1765197852"}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/1001\/3451\/9133\/collections\/960px-Porsche_991_GT3_with_touring_package_1X7A0365.jpg?v=1774675356","url":"https:\/\/verkline.com\/collections\/porsche-991-gt3-gt3rs.oembed","provider":"VERKLINE","version":"1.0","type":"link"}