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Because an anti-roll bar connects wheels on opposite sides of the vehicle, the bar transmits the force of a bump on one wheel to the opposite wheel. On rough or broken pavement, anti-roll bars can produce jarring, side-to-side body motions (a "waddling" sensation), which increase in severity with the diameter and stiffness of the anti-roll bars.
The torsion constant or torsion coefficient is a geometrical property of a bar's cross-section. It is involved in the relationship between angle of twist and applied torque along the axis of the bar, for a homogeneous linear elastic bar. The torsion constant, together with material properties and length, describes a bar's torsional stiffness.
A stiffer anti-roll bar generates a bigger slip angle on the outside tyre. So the end of the car with the stiffer anti-roll bar is likely to have the bigger slip angle. If the front has the bigger slip angle then the car tends to understeer (that big slip angle means the tyre doesn't grip and it slides straight ahead).
Suspension in the 2CV was extremely soft — the longitudinal link was making pitch softer, instead of making roll stiffer. It relied on extreme anti-dive and anti-squat geometries to compensate for that. This resulted in a softer axle-crossing stiffness that anti-roll bars would have otherwise compromised.
The main factor affecting ride quality is the stiffness of suspension components (e.g. springs, shock absorbers, anti-roll bars and bushings). [12] [13] Other factors include suspension geometry, vehicle mass and weight distribution. [4]
By altering stabilizer bar stiffness, this system acts to reduce body tilt during cornering, keeping the vehicle more level during turns and improving handling, as opposed to the natural tendency of a vehicle to roll due to the lateral forces experienced during high-speed maneuvering. The active stabilizer system relies on vehicle body sensors ...