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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,...

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 passionate engineering
group of dedicated enthusiasts who are trained in the company’s products
and philosophy. Using a range of sophisticated methods and data logging
tools, we rely on comprehensive testing to maximise 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 maximise the potential of your vehicle whether it be for daily driving,
street performance or motorsport and guarantees a quality, tested and
tuned outcome.


Whiteline  There are no products in this category.


  • Anti Roll Bar

    Whiteline Sway bars dramatically improve the grip, handling and performance of your vehicle. Cornering loads are spread more evenly across the tyres delivering more grip and frankly, that's what it's all about. You also get improved tyre wear as your tyres stay flatter and more upright. Comfort improves because your car sits flatter through bends meaning less movement inside the vehicle.

    Whiteline 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 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 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.

    The fitting of bigger Whiteline Sway bars is still the best dollar for dollar handling improvement you can make.

    Swaybars, Stabiliser Bars, Anti-Roll Bars
    As the name suggests their objective is to reduce sway, or body roll, and stabilise a vehicle under lateral (cornering) forces. Formula 1 cars still use sway bars along side 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.

    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's BEGINNER sway bar guide to better handling:

    Front Wheel Drive
    Increase the rear sway bar size to neutralise understeer.

    Rear Wheel Drive
    Increase the front sway bar size to neutralise oversteer.

    All Wheel Drive
    Increase rear then front bar size to fine tune handling behaviour.

    4 Wheel Drive
    Increase front then rear bar size to neutralise understeer.

  • Anti Lift Camber...


    The simple answer is that there is no such thing!

    I know we have 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 we 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, car to car not to mention the driving environment.


    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 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 tyre roll under when cornering. Stiffer bodies and tyre 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 minimise 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, tyre size and many other things. You need to start with a relevant number, then monitor tyre wear and compensate if necessary.

    Whiteline have a range of camber adjusting products available to achieve the optimum settings.



    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 tyres 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.



    If you were able to view the front tyres 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 tyres and the rear edge is called toe. Toe describes how close to parallel the two tyres are, and whether they are toed-in (closer at the front of the tyre) or toed-out (closer at the rear of the tyre). The goal of toe is to provide proper tyre 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 car, acceleration forces on the tyre tend t o push the front tyres 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 as 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 tyres properly inflated, toe-in will result in additional understeer for the car. In a corner the inside front tyre will turn at less of an angle than the outside tyre. Additionally, excessive toe-in will result in premature tyre wear through feathering, and increased fuel consumption. Conversely, toe-out will result in additional oversteer for the vehicle. This occurs as the inside front tyre turns at a greater angle than the outside tyre. Thus, in a corner, the inside tyre is trying to turn even more than the heavily-loaded outside tyre. Excessive toe-out will also result in premature tyre 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 these 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.

  • Bushes

    Our engineered "Synthetic Elastomer" bushings 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:
    Servicing - It provides the reliability, durability, added safety and ride quality characteristics for everyday vehicles and servicing.
    Performance - The road holding stability, handling and abrasive resistence for performance and 4x4 vehicles.
    Restoration - The neutral (black) appearance for restorers and racers.

    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!!!

    Unique design and material technology for improved articulation, performance, vibration and noise dampening!! 
    That's right no squeaks, no groans and best of all no need to regrease!!

    Want improved performance without effecting the ride? 
    Whiteline bushings deliver precision handling when you need it with uncompromised ride quality!!

    Think you can wear them down? 
    The advanced synthetic elastomer characteristics ensure superior elasticity, memory and outright durability for all forms of driving applications!

    We test our bushings to destruction!! 
    Should you give them a hard time all Whiteline bushing kits are backed by a lifetime warranty (conditions apply)!

    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:

    • Resistant to chemicals, oils and weathering.
    • Enhanced handling, steering response and road holding stability.
    • Increased braking capacities and positive brake pedal 'feel'.
    • Wheel alignment rectification and optimisation using offset and adjustable bushings and arms.

    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

  • Roll Centre Kits

    Whiteline roll center and bump steer correction kits are designed to raise the front roll-centre geometry, by using specially engineered ball-joints and tie rod ends while still maintaining original steering geometry.


    Our R+D testing across a number of platforms showed that raising the front roll-center on lowered vehicles resulted in a substantial increase to front roll resistance and a significant reduction in suspension compression of the outside front wheel during cornering (less roll).

    This improves weight distribution, maintains a better camber angle and ultimately improves front grip. The overall outcome is significantly reduced understeer through reduced front wheel compression, as well as improved steering feel, steering precision and vehicle stability.

    Fitting a Whiteline roll center and bump steer correction kit is a must for lowered vehicles.