BMW F8X M2/M3/M4 - Suspension Kit - Stage 1
WAS-442
There are 2 units left in stock.
Our design philosophy originates from a deep understanding of the BMW F8x chassis kinematics. In contrast to “let’s make this wishbone adjustable” solutions, we believe in engineering excellence and minimalism that delivers maximum results. Fully CAD developed, suspension kinematics recalculated, finite element method (FEM) tested.
During a development phase spanning over 12 months, we performed a comprehensive kinematic analysis of the ENTIRE suspension system. We identified exactly which components and geometry points required optimization. By mapping every pivot point on the chassis, we were able to engineer new suspension kinematics tailored to specific performance goals: accommodating a lowered ride height while significantly improving camber gain.
This isn’t just another case of taking a stock arm and making it adjustable. We have completely redesigned the suspension kinematics by analyzing the entire chassis and mapping every pivot point. The standard compromise between street comfort and track performance has been removed. This system is engineered purely to maximize mechanical grip and handling precision.
WAS-450 – Front adjustable caster arms – 2 pcs
WAS-451 – Front adjustable camber arms – 2 pcs
WAS-452 – Front adjustable tie rod ends – 2 pcs
WAS-453 – Front adjustable anti-roll bar links (adjustable front drop links) – 2 pcs WAS-461 – Upper rear arms inserts (used with OEM upper arms) – 4 pcs
WAS-462 – Rear lower adjustable trailing arms + Rear adjustable toe links- 4 pcs
WAS-463 – Rear subframe insert for lower control arms – 2 pcs
WAS-427 – Rear adjustable sway bar link (adjustable rear drop links) – 2 pcs
Each kit is accompanied by a comprehensive technical guide covering the mounting process and the correct setup of the suspension components.
While many competitors offer kits for this platform that consist of only 8-10 parts (often just pressing inserts into your existing stock arms), the Verkline kit is a complete 20-piece system.
We don’t just stiffen the OEM arms; we replace them entirely. By swapping the fixed factory front wishbones for our fully adjustable arms, you gain total control over your alignment settings-including Camber, Caster, and Bump Steer adjustment with adjustable wishbones and tie rod ends-which is simply impossible with standard arms and inserts.
Technical Benefits:
- Consistent Geometry: Minimizes deflection to maintain precise wheel alignment under load.
- Enhanced Handling: Reduces compliance in the suspension, resulting in more predictable steering response and improved cornering performance.
- Increased Durability: Stiffer components better resist wear and deformation during high-stress, competitive driving.
- Improved Feedback: Eliminates slack inherent in rubber bushings, ensuring immediate and accurate response from the suspension.
- Robust Load Handling: Provides a more secure connection between components, critical for sustaining performance under heavy loads.
Features:
- Precisely CNC machined out of aluminum.
- Black coating for nice look and corrosion resistance.
- Part comes preassembled ready to install.
- Compatible with OEM and Verkline stage 2 – rear subframe and front uprights.
Used in:
- BMW M2 (F87): 2015 – 2018
- BMW M2 Competition / CS (F87): 2018 - 2021
- BMW M3 (F80): 2014 – 2018
- BMW M4 (F82): 2014 – 2020
Important Notice:
This product is designed for off-road, track, and racing applications only. Please note that installation of this kit may result in increased noise, vibration, and harshness (NVH). We strongly recommend that installation be performed by a qualified and experienced workshop to ensure optimal safety and performance.
TECHNICAL FAQ:
Why is the full wishbone kit important to use as a full set ?
We are taking a lot of care to provide products that will work well together with other parts on the market like coilovers, wheels or ARBs and in every reasonable alignment. To do that we design the parts around the whole suspension CAD assembly based on a 3D scanned car. There we can move the wheel through the whole suspension and steering rack travel combined with every possible alignment setting to check if there are no collisions between the parts and the uniballs are working within their misalignment range.
Using our complete kit guarantees that the entire suspension works exactly as we designed it. It creates a synergy where 2 plus 2 equals 5. If you mix in third-party components, you might end up with a ‘2 plus 2 equals 3’ effect, because parts from other companies can negatively impact how our control arms perform. Additionally, third-party components might be the weak link – they could crack or snap under the increased loads generated by a better-handling car, even though our parts are built to handle that stress without a problem.
Why we didn’t make rear upper control arms?
Because, based on our measurements and kinematic analysis, it is simply not necessary. To fully adjust the rear axle geometry-specifically camber, toe, and bump steer – replacing the toe link and the lower trailing arm is sufficient.
Adjusting camber via the upper control arm is inconvenient, impractical and complicates the car’s geometry setting. If wheel arch clearance issues arise, they must be addressed via wheel offset (ET) or spacers. While we cannot guarantee clearance for every custom setup, we believe that with our support and instructions, we can work together to resolve any fitment issues.
Regarding the upper control arms: we eliminate the rubber-metal bushings (which compromise handling precision) and replace them with our spherical bearing bushings.
The OEM control arm itself is already lightweight and durable, so there is no need to add cost or weight – the engineering craftsmanship of BMW deserves appreciation.
Why is the rear upright bushing not replaced?
The OEM rear upright (wheel carrier) is already equipped with a factory-spec spherical bearing (ball joint). As this component provides a rigid connection with zero deflection, there is no technical advantage to replacing it with an aftermarket solution.
Why does lowering the ride height of the car negatively affect suspension kinematics?
When lowering the car we move all the chassis suspension pickup points in relation to the upright, which results in significantly changed roll center height and almost all other geometry/kinematics parameters. After lowering we need to fix the alignment which results in another suspension pickup points and kinematics modification. The car usually handles better after that, because we lowered the center of gravity, which is extremely helpful, but we also created a lot of other changes, which could be improved.
How does the change in camber caused by lowering the vehicle impact suspension kinematics?
In the BMW F8X rear suspension, changing camber affects bump steer. At stock ride height-meaning 90mm-we have an adjustment range from 0.75 degrees to 2.35 degrees. We are showing this here on the graph.
The blue line marks the minimum camber of 0.75 degrees. Orange represents the factory 1.5-degree setting, and grey indicates the max camber of 2.35 degrees.
With our Stage 1 kit, you gain full control over the bump steer you want for a given camber setting. Below is a graph for a car with a 60mm ride height and 2.5 degrees of camber.
You can configure any of these options depending on the bump steer you need. By adjusting the length of the lower trailing arm, you control exactly how much bump steer you have-or if you want any at all. Because we’ve increased the stock toe adjustment range-using our adjustable arm and eliminating the eccentric bolt-we can achieve a wider range of camber settings, depending, of course, on your ride height.
How important is the alignment after the install?
The key to the proper functioning of the kit is the accurate setting of the expected geometry. The kit has been designed so that suspension geometry can be adjusted on a popular geometry adjustment stand such as Hunter HAWKAYE and fined tuned on the track without the need for an additional visit to a car repair shop. There is no need to dismantle suspension components to adjust camber or toe – adjustments can be made while the vehicle is standing on its wheels with the measuring heads in place or you can even fine tune alignment settings at the race track in the pit lane using the string method.
Why are our spherical bearings produced in Europe superior to Chinese products?
We use high quality, corrosion resistant, motorsport uniballs manufactured in the EU by Getecno. They utilize reinforced PTFE anti-friction liner, which is maintenance free and provides preloaded, tight fit. The bearings eliminate rubber bushings deflection and gives much more direct and predictable response. Rod ends have forged body, bright nickel plated, out of high-strength, heat treated alloy steel, for maximum load capacity. Same uniballs are used in elite supercars, such as Pagani.
How do you know your parts are strong enough to handle track abuse?
We don’t guess—we calculate. First, we 3D scan the entire suspension to create a perfect “digital twin” of the car. Then, using advanced simulation software, we subject this digital car to 28 different extreme scenarios. We test everything: heavy braking, hard cornering, acceleration, jumping curbs, and even combined forces like braking while turning. We also account for real-world variables like downforce, lowered ride heights, and steering angles. Finally, we use these results to shape the metal (using FEA technology), ensuring the part is reinforced exactly where the stress is highest, while keeping it lightweight.
How do you test your parts to ensure structural durability?
We perform FEM (Finite Element Method) analysis. This is a powerful computer simulation technology used in professional motorsport. It allows us to digitally test our parts under extreme stress – like heavy braking or cornering forces – before we even manufacture them. By simulating these real-world conditions, we ensure every part is optimized for maximum safety, strength, and performance.