Activate More Grip
Whiteline boasts a worldwide reputation as a leading manufacturer of replacement, enhancement, and performance suspension components that deliver significant gains in vehicle balance, steering precision, grip levels, and outright driving performance. Consisting of adjustable sway bars (also known as Stabilizer Bars or Anti Roll Bars), chassis bracing, alignment products, and chassis control bushing kits, Whiteline products provide automotive workshops, tuners, enthusiasts, and racers with innovative solutions to suspension and handling problems while delivering proven performance & problem solving outcomes for many of the worlds vehicle platforms.
Whiteline products are developed by a qualified and willing engineering group of dedicated enthusiasts who are trained in the company's products and philosophy. Using a range of sophisticated testing and data logging tools, Whiteline relies on comprehensive testing to maximize the product benefits and ensure that they work as a complete package tuned to give you the best handling outcome. Whiteline has the products and practical experience to maximize the potential of your vehicle whether it be a daily driver, street performance or motorsport vehicle and guarantees a quality, tested and tuned outcome using Whiteline products.
What makes Whiteline different?
Unique Products – Whiteline is the only brand globally to market a full range of undercar chassis and suspension components that complements your spring and damper/ shock absorber set up. Simply, it is a tuned system and not a collective of various brands.
Activate more grip – Engineered to activate more grip for improved handling and outright performance, Whiteline products are rigorously tested on the track to provide unrivaled street performance!
No compromise – Advanced designs, material technologies, and extensive testing ensures minimal effects on ride quality and maximum effects on handling precision.
Solutions – From automotive repair workshops to race teams, Whiteline offers proven product solutions to suspension and handling problems for many of the worlds vehicle platforms.
Whiteline version of Stability Control
Whiteline's range of products includes:
Sway Bars, Stabiliser Bars, Anti-Roll Bars
As the name suggests their objective is to reduce sway, or body roll, and stabilize a vehicle under lateral (cornering) forces. Formula 1 cars still use sway bars alongside the shocks and springs as it is the ONLY suspension component principally designed to control body roll. Unfortunately, many aftermarket spring manufacturers still design their lowered springs too hard, trying to control body roll when it's the sway bars job.
The fitting of bigger Whiteline Sway bars is still the best dollar for dollar handling improvement you can make.
Why? First, while car manufacturers appreciate the role the sway bar plays in vehicle control, safety, and comfort, their standard bars, like the vehicles they are fitted to, are built to a compromise of price, performance, and comfort. Secondly, handling and suspension design is an evolutionary process with constant changes.
Whiteline sway bars dramatically improve the grip, handling, and performance of your vehicle. Cornering loads are spread more evenly across the tires delivering more grip and frankly, that's what it's all about. You also get improved tire wear as your tires stay flatter and more upright. Comfort improves because your car sits flatter through bends meaning less movement inside the vehicle.
BARS on CARS - What applies to me and my vehicle?
Simple Whiteline's sway bar guide to better handling:
Whiteline sway bars are manufactured using the finest grade Australian spring steel. They are powder coated and supplied with high performance synthetic elastomer mounting bushes in a DIY kit form, ready to simply bolt on.
Whiteline Adjustable Sway Bars
Adjustable sway bars allow their stiffness to be altered by increasing or reducing the length of the lever arms. This permits the roll stiffness to be tuned for different situations without replacing the entire bar. The stiffer the bar, the more force required to move the left and right wheels relative to each other. This increases the amount of force required to make the body roll.
Whiteline adjustable sway bars offer from 2 up to 4 points of adjustment allowing in some cases 10 distinct stiffness settings for precise handling bias adjustment. The Whiteline blade is available across a huge range of applications.
Whiteline Sway Bar Accessories
Not many enthusiasts are aware that OE and aftermarket sway bar effectiveness can be hindered by worn or inadequate mounts and lateral stoppers. Whiteline sway bar accessories are heavy-duty and long lasting to ensure the maximum output of the sway bar for improved grip and better handling.
Whiteline adjustable sway bar link
Performance sway bar links utilizing a heavy duty steel ball joint ends that adjust & rotate to any angular combination. Eliminate sway bar preload via the light weight aluminium bodies provide 25mm center to center length adjustment.
Whiteline Lateral Locks
The DIY (Do It Yourself) alloy lateral locking system can be utilized on both factory and more importantly aftermarket sway bars. The locks are easily installed on car, that's right there is no need to remove the sway bar to install. They are mounted directly next to the sway bar mounting points and prevent shifting or sideways movement of the sway bar under lateral (cornering loads). This results in improved sway bar effectiveness whilst preventing fouling of the sway bar on nearby chassis and steering components.
Whiteline Strut bracing, strut bars, strut tower bracing
You can never have too much chassis stiffness. Weight aside, the more the better. Chassis bracing maintains alignment angles and spring rates by greatly reducing body or chassis flex. In fact, it helps every component in the suspension system do its job properly and you can feel the difference through improved turn-in, sharper steering response along with greater steering feedback. Whiteline strut bars/ strut brace/ strut tower bars not only make your vehicle handle better but also look great on the vehicle as they feature premium polished alloy materials and powder coated end brackets. Quick release clamps KSB790 are also available and suit all Whiteline strut tower brace application.
Chassis bracing, under car bracing
With regards to undercar chassis bracing, Whiteline's engineers have tested and identified up to 15mm body flex on late model vehicles under moderate acceleration, braking and cornering loads. Chassis bracing maintains alignment angles and spring rates by greatly reducing body or chassis flex. In fact, it helps every component in the suspension system do its job properly. Race cars have elaborate roll cages not just to protect the occupant, a good proportion of its job is to stiffen the chassis. That's why it triangulates and links every major chassis and suspension pickup point with each other. Critical for serious performance and essential for any car with uprated springs, shocks or sway bars.
Whiteline Chassis Control Bushings
Whiteline engineered "Synthetic Elastomer" bushings which feature the quality ride of rubber at lower speeds and at higher speeds react when under cornering, accelerating, and braking loads for CHASSIS CONTROL and improved handling.
No compromise – Advanced designs, material technologies, and extensive testing ensures minimal effects on ride quality and maximum effects on handling precision.
For example:
Have you heard these complaints too many times!!!
Poly bushings are too noisy – they groan and squeak!!
They dry out and you have to regrease them too often!! They even crumble & split!!
They make my car ride too rough!! i can feel every vibration through my steering wheel & seat!!
Whiteline Chassis Control Bushings are the solution!!!
Combine key selected Whiteline bushings with Whiteline sway bar, alignment and bracing products for the ultimate street performance package!
Other key benefits of Whiteline synthetic elastomer bushings:
Whiteline Replacement Suspension Arms
All would agree that the time & stress to remove & replace bushings and ball joints to suspension arms is possibly not worth it. Making up press tools & damaging arms are just two of the problems one can endure. Why put yourself through it when you can purchase complete arms fitted with market leading Whiteline synthetic elastomer bushings and premium quality ball joints. Research proves by purchasing complete arms you can reduce the time taken to do the job by up to 70% which means less stress for the DIY repairer and greater job turnover and profit for fitters/ workshops.
ALIGNMENT SETTINGS - WHAT ARE THE BEST ONES?
The simple answer is that there is no such thing! I know Whiteline has probably given more information here than most people wanted, but even this only scratches the surface of the available information and variables that need to be considered when contemplating optimum wheel alignment settings. The most important thing and something brand can not stress enough is the fact that alignment settings are NOT an "absolute truth" that can be held up as an undisputed rule. It is a dynamic process with the "correct value" varying from driver to driver, vehicle to vehicle not to mention the driving environment.
DYNAMIC & STATIC – WHAT ARE YOU TALKING ABOUT?
Typically used when discussing wheel alignment and geometry. By this, Whiteline are referring to the difference in alignment angles between a stationary and a moving vehicle. That is, the same vehicle will typically have different caster, camber, and toe readings when it is moving compared to when the alignment was done in static form in the workshop. In an ideal world, all wheel alignments would be done on a dynamic wheel aligner but these are expensive and quite rare. This concept is very important, as the only suspension angles that really matter are those present while the vehicle is moving (dynamic). What is done to the vehicle’s alignment while the vehicle is stationary (static) is a process of trying to predict the levels of change while the vehicle is moving and setting the angles according to these predictions. Whiteline puts a great deal of emphasis on the dynamic geometry so rigorous road testing is essential to ensure that the predictions are valid.
CAMBER – WHAT IS IT?
Camber is the inclination of the wheel from the vertical when viewed from the front. When the top of the wheel leans out you have positive camber, lean in equal’s negative camber. Static negative camber is used to compensate for body roll, body distortion, and tire roll under when cornering. Stiffer bodies and tire sidewalls are in and unnecessary suspension compliance is out. Therefore the previous requirements for large amounts of static negative camber are disappearing. Whiteline strut braces are good for maintaining camber angles under cornering loads as they further minimize body flex. Its important to highlight the fact that camber settings are ultimately a personal thing. That is, Whiteline can provide an indicative range to start from but the final number will depend on your driving style, average driving conditions, tire size, and many other things. You need to start with a relevant number, then monitor tire wear, and compensate if necessary. Whiteline have a range of camber adjusting products available to achieve the optimum settings.
CASTER – WHAT IS IT?
Caster is the backward or forward tilt of the steering axis. Vehicle manufacturers are aware of the advantages of caster and as each new model is released the amount of caster specified increases. Why? Because the disadvantages of high levels of castor are being overcome. Rack and pinion steering means less play, lower Ackerman levels, smaller scrub radius (zero is now very common), better and lower profile radial tires means less sidewall deflection and higher tolerance to greater slip angles. But the greatest obstacle, that of heavy steering effort, has all but disappeared with the universal acceptance of power steering. High levels of positive caster equate to dynamic negative camber on turn when you need it most. Whiteline continues to put heavy emphasis on additional positive caster when designing new suspension packages.
Toe
If you were able to view the front tires of a vehicle from above the car, you would expect them to look exactly parallel to each other. In fact, they rarely are. The difference in distance between the front edge of the tires and the rear edge is called toe. Toe describes how close to parallel the two tires are, and whether they are toed-in (closer at the front of the tire) or toed-out (closer at the rear of the tire). The goal of toe is to provide proper tire wear through various driving conditions. The amount of toe your suspension is set to varies by the drive layout of your vehicle, driving preference, and car's handling characteristics.
On a rear-wheel-driven vehicle, acceleration forces on the tire tend to push the front tires back slightly in the wheel well. Static toe-in will result in a zero-toe situation at speed. For a front-wheel-driven vehicle, the front wheels will pull themselves forward in the wheel wells under acceleration. This happens because the (driven) front wheels claw for traction, they pull themselves forward, dragging the rest of the car along. For this situation, static toe-out will result in a zero-toe condition at speed. Assuming that the rest of the suspension is correctly aligned and maintained, and the tires properly inflated, toe-in will result in additional understeer for the car. In a corner the inside front tire will turn at less of an angle than the outside tire. Additionally, excessive toe-in will result in premature tire wear through feathering and increased fuel consumption. Conversely, toe-out will result in additional oversteer for the vehicle. This occurs as the inside front tire turns at a greater angle than the outside tire. Thus, in a corner, the inside tire is trying to turn even more than the heavily-loaded outside tire. Excessive toe-out will also result in premature tire wear due to feathering and increased fuel consumption.
"Anti" Geometry
"Anti" features in suspension systems are a characteristic that can be used to influence the stiffness of the front or rear suspension under traction forces (under braking or accelerating). The individual terms are relatively straightforward and self-explanatory with the “anti” reducing or totally restricting the characteristic (lifting or diving). In the front suspension there may be levels of anti-dive during braking and anti-lift during accelerating (assuming traction to the front wheels is present), similarly in the rear there could be anti-lift during braking and anti-squat during acceleration. It should also be noted that this characteristic can also be reversed into a “pro” characteristic (as in pro-lift at the front under braking). Anti features can only be implemented under the influence of the braking or accelerating forces at the wheels, for example a rear wheel drive vehicle cannot have an anti-lift characteristic in the front (as there is no drive to the front wheels). With the ALK fitted to the Subaru WRX, a softer suspension will be present during braking and accelerating. This will help traction, as the wheel will be able to track the ground more precisely. Also in terms of balance the front end will have a proportionally lower roll resistance during traction or braking, aiding in reducing the power understeer effect that is present in these cars.
Alignment Q&A
Q: Should I try adjusting caster or camber first to improve handling?
A: Caster, and here's why:
Q: Is there such a thing as too much caster?
A: No, and here's why: