![ULTRA RACING 23mm Rear Anti-Roll Bar: Gen2,Waja,Persona [UR-AR23-003]](http://40.76.my/Malaysia/ultra-racing-23mm-rear-anti-roll-bar-gen2-waja-persona-ur-ar23-003-0910-23-MaxAudio@15.jpg "ULTRA RACING 23mm Rear Anti-Roll Bar: Gen2,Waja,Persona [UR-AR23-003]")
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ULTRA RACING 23mm Rear Anti-roll Bar: Gen2,Waja,Persona [UR-AR23-003]
A anti-roll bar is an automobile suspension device. It connects opposite (left/right) wheels together through short lever arms linked by a torsion spring. A anti-roll bar increases the suspension's roll stiffness ^^ its resistance to roll in turns, independent of its spring rate in the vertical direction.
In a turn, the sprung mass of the vehicle's body rotates around its roll axis. The roll axis is a line that joins the front and rear roll centers. If the vertical distance between the roll axis and the center of gravity is not zero, a torque (roll moment) equal to the centrifugal force times the distance between the center of gravity and the roll axis will be exerted on the sprung mass, causing the body to lean towards the outside of the turn. This force is called the roll couple. One effect of body (frame) lean, for typical suspension geometry, is positive camber of the wheels on the outside of the turn and negative on the inside, which reduces their cornering grip (especially with cross ply tires).
Anti roll bars provide 2 main functions:
The first is the reduction of body lean. The reduction of body lean is dependent on the total roll stiffness of the vehicle. Increasing the total roll stiffness of a vehicle does not change the steady state total load (weight) transfer from the inside wheels to the outside wheels, it only reduces body lean. The total lateral load transfer is determined by the CG height and track width.
The other function of anti roll bars is to tune the high g / limit understeer behavior of the vehicle. The limit understeer behavior is tuned by changing the proportion of the total roll stiffness that comes from the front and rear axles. Increasing the proportion of roll stiffness at the front will increase the proportion of the total weight transfer that the front axle reacts and decrease the proportion that the rear axle reacts. This will cause the outer front wheel to run at a higher slip angle, and the outer rear wheel to run at a lower slip angle, which is an understeer effect. Increasing the proportion of roll stiffness at the rear axle will have the opposite effect and decrease understeer.
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