VERKLINE WAS-330 Porsche 991 GT3 GT3RS GT2 suspension upgrade kit - product gallery

Verkline

Porsche 991 GT3 GT3RS GT2 suspension upgrade kit

Name: Porsche 991 GT3 GT3RS GT2 suspension upgrade kit
Brand: VERKLINE
SKU: WAS-330
Price: 25956.0 PLN
Availability: InStock

25.956,00 zł

Price includes 23% VAT

SKU: WAS-330

VERKLINE Suspension Upgrade Kit — WAS-330

Porsche 911 GT3 / GT3 RS / GT2 RS (991.1 & 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

Why the WAS-330 is a system, not a parts list

Many 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.

The 991 Problem — What Porsche didn't fully solve from the factory

The 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.

Front caster

Fixed. Not adjustable.

OEM 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.

Front camber vs. track width

More camber = narrower track

OEM 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 20 mm or 30 mm total, moving the road car toward GT3 Cup specification.

Rear bump steer at track camber

Grows with camber. Unfixable generically.

At 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 different 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.

Compliance in the kinematic chain

Your alignment deflects under load

The 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.

The 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.

Product Highlights

Spherical Bearings at the Key Compliance Points

The 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.

Independent Caster Adjustment — First Time on the 991

The 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.

Wider Front Track + Camber Up to −4.5° — GT3 Cup Principle Applied

The WAS-331 front inner control arm increases front track width by 20 mm or 30 mm 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 −4.5°, accommodating everything from fast road use to full semi-slick track setups.

Rear Bump Steer Fixed at the Geometric Root

On 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.

WAS-345: Completing the Rear System — The Last Rubber Pivot

The 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.

What is included — WAS-330

The 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.

Front Axle

•2x Front Inner Control Arms (WAS-331 — wider track, spherical bearing inner pivot)

•2x Front Tie Rods (WAS-332 — bump steer corrected for wider track geometry)

•2x Front Thrust Arm Bushings (WAS-333 — independent caster, 10 mm / 15 mm offset positions)

•2x Front Top Mount Spacers (WAS-334 — arch clearance compensation for wider track)

Rear Axle

•2x Rear Trailing Arms with Brackets (WAS-341 — linearised, camber-independent bump steer geometry)

•2x Rear Toe Link Inserts (WAS-345 — the last remaining rubber pivot in the rear kinematic chain, replaced with a spherical bearing; also expands rear toe adjustment range)

•23-page assembly & setup manual (incl. Nürburgring GP Track and Nordschleife presets)

Why the rear bump steer problem can't be fixed with a generic toe link

In 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.

Graph 1 — OEM: why a single correction doesn't fix the problem

OEM Porsche 991 GT3 rear bump steer curves at different static camber values

Each line shows rear toe angle change as the suspension travels through ±50 mm of heave at a different static camber setting. The curves fan out — 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.

Graph 2 — WAS-341: three things corrected simultaneously

VERKLINE WAS-341 linearised rear bump steer curves — camber independent

The 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 straight lines (linearised); they are parallel at every camber setting (camber-independent); and you choose which line you want (independently adjustable). Change your camber and the bump steer characteristic stays the same.

The 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.

Vehicle Compatibility

•Porsche 911 GT3 (991.1): 2013 – 2016

•Porsche 911 GT3 (991.2): 2017 – 2019

•Porsche 911 GT3 RS (991.1): 2015 – 2016

•Porsche 911 GT3 RS (991.2): 2018 – 2019

•Porsche 911 GT2 RS (991.2): 2017 – 2019

System Design Philosophy

Most kits are a collection of parts. VERKLINE is a system.

Every 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.

This gives you two guarantees no mixed-parts setup can offer:

•Zero Interference: No collisions between parts across any suspension setup.

•Optimised Bearing Articulation: Every spherical bearing operates within its ideal range at any alignment setting.

See exactly what this means in practice — compare both scenarios below.

switching automatically · tap to take control

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Engineering Philosophy: Built for the 991's Specific Geometry

The 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.

The 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.

Every 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.

"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

Included Setup Documents

Every 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.

Street / Fast Road

Road & spirited driving

Optimised 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.

Circuit / Nordschleife

GP Track & Nordschleife

Aggressive 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.

Technical FAQ

Q: Why does adjusting camber on the OEM 991 also change caster — and why is this a problem?

A: On the OEM 991, the camber arm shim stack controls both camber angle and wheel position simultaneously. 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.

Q: The graphs in the bump steer section show OEM vs VERKLINE — what am I actually looking at?

A: 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.

Graph 1 — OEM: why no single correction is sufficient

OEM Porsche 991 rear bump steer curves at different static camber values

Each 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.

Graph 2 — WAS-341: linear, camber-independent, and adjustable

The WAS-341 relocates the trailing arm chassis mounting point to fix the geometry at the root. All curves are now straight lines (linearised), parallel to each other at all camber values (camber-independent), and you choose which line you want (independently adjustable). The specific values and arm length table for your camber and target bump steer are in the manual supplied with every kit.

Q: What does wider front track width actually do for circuit performance?

A: A wider track reduces lateral load transfer under cornering — which means more total grip at the front axle. 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.

Q: Why does the kit include a top mount spacer — is it just a clearance fix?

A: The WAS-334 top mount spacer is an integral part of the wider-track system, not an afterthought. 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.

Q: Why replace the front inner control arm rather than the full front camber arm?

A: Engineering pragmatism — the OEM 991 front camber arm is an exceptionally high-quality forged component. 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.

Q: Why does the WAS-330 include an expanded rear toe adjustment range — and when does this matter?

A: The OEM rear toe adjustment range becomes insufficient the moment you combine a widened front track with aggressive camber values. 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.

Q: What alignment is required after installation?

A: A full professional 4-wheel alignment is required after installation. 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.

Q: What bearings are used and why does it matter?

A: EU-manufactured Getecno motorsport spherical bearings with self-lubricating PTFE liners throughout. 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.

Weight 10.0 kg

SKU WAS-330

991 Porsche WAS-330 wishbone Wishbones