[mauricio redenz]

Because an anti-roll bar connects wheels on the opposite sides of the vehicle together, the bar will transmit the force of one-wheel bumps 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 sway bars. Excessive roll stiffness, typically achieved by configuring an anti-roll bar too aggressively, will cause the inside wheels to lift off the ground during very hard cornering. This, of course, is only possible if the regular spring rate actually allows the outside wheels to handle the much increased load. This can be used to advantage, in fact many front wheel drive production cars will lift a wheel when cornering hard, in order to overload the other wheel on the axle, so limiting understeer.

Some high-priced cars, such as the Range Rover Sport and BMW 7-series, have begun to use "active" anti-roll bars that can be connected or disconnected automatically by a suspension-control computer, reducing body lean in turns while improving rough-road ride quality. The first to try this was in fact a medium sized sedan in Europe, Citroen Xantia Activa. The Activa system was in fact an antiroll bar that stiffened controlled by the suspension ECU under hard cornering. The car rolled at any time at most 2 degrees. Unfortunately the artificial feeling of that and further disadvantages of the car (not the suspension) made it a commercial failure. Mercedes S-class ABC system uses another approach, the computer uses sensors to detect lateral load, lateral force, height difference in the supension strut and uses hydraulic pressure to soften or harden the spring according to necessity. This system removes the antiroll bar. Both implementations Mercedes ABC or BMW Dynamic Drive, allow a small degree of roll to remove the artificial feel that plagued Citroen's Activa.

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