The anti-roll bar, also called an anti-sway bar, connects the left and right suspensions together and anchors to the vehicle frame. Typically used at the front and rear of the vehicle, the anti-roll bar is commonly used to adjust the handling balance of the vehicle and limit the amount of sway or body roll during cornering.
In essence, an anti-roll bar works as a torsion spring, so as you approach a high speed corner, the vehicle will begin to lean downward toward the outside corner pushing upward on the outside end of the anti-roll bar. The upward movement of the outside end of the anti-roll bar is transferred to the inside end of the anti-roll bar, which responds by also applying the same upward movement to the inside cornering of the suspension. This compresses the inside corner of the suspension while also providing torsion to the anti-roll bar so the outside edge can better resist the upward movement. All this results in a vehicle that'll remain level even while making high-speed corners and keep traction more equal for the inside and outside tires.
Whether you're looking to increase performance on your daily driver or looking to have the ultimate autocross/road race machine, we offer a wide array of anti-roll bar products.
 Eibach Anti-Roll Kit |
 H&R Anti-Roll Bar |
 Hotchkis Sport Anti-Roll Bar |
Performance Street Anti-Roll Bars:
- Further reduces body roll
- Cold-formed from high strength aircraft grade steel
- Designed to fit without vehicle modification
- Perfectly complements H&R springs, coil-overs, performance shocks and cup kits
- Crafted from spring steel that is stronger, more resilient than other materials
- Bent on proprietary machines designed by H&R to produce complex curves and a perfect fit
Hotchkis Sport Anti-Roll Bars:
- Improves handling while reducing body roll
- Designed for the everyday commuter and occasional road course or track use
- Includes tubular front and rear anti-roll bars
 Hotchkis AutoX Anti-Roll Bar |
 Hotchkis Competition Anti-Roll Bars |
Autocross/Track Anti-Roll Bars:
Hotchkis Sport Suspension AutoX Anti-Roll Bar:
- Improves handling and reduces body roll
- Track-tested, lightweight, hollow
- Includes greasable bushings and brackets
Hotchkis Competition Anti-Roll Bars:
- Designed for the highly competitive road course and autocross course
- Maximizes tire performance and achieves slight oversteer
- Tubular front and rear bars with greasable polyurethane bushings, brackets and 90-degree zerk fittings (where applicable)
Shop by vehicle to view all anti-roll bars offered for your daily driver, autocross or road race vehicle. Also, take a look at replacement shocks and struts to complement your new anti-roll bars by reading, "Which Bilstein Replacement Shock or Strut is Best for Your Vehicle?"
1999 Mitsubishi Eclipse RS
2.4". The 
With the new differential in place we noticed an immediate change in the feel of the car, with improved stability and traction from the 
We tried changing the rear anti-roll bar setting, but found it unsettled the rear of the car during corner exit acceleration. So to help get the rear of the car more involved in turning the car during initial turn in and power-on sweepers we decided to install stiffer rear springs. A Sunday morning swap of the rear springs on our 
After a few break in miles, Project STR driver Chris Harvey joined the fun with the Windy City Miata Club to get an initial read on how the freshly installed OS Giken limited slip differential works. The competitors enjoyed great courses and lots of runs as they battled to reduce time throughout the day. Chris piloted the Project STR MX5 to the quickest time of the day for all Mazda's entered and 2nd overall for the event, just a few tenths behind a well prepped and driven BMW M3 running on ultra-grippy Hoosier autocross tires. 
Our lead project drivers Chris Harvey and John Rogers pointed the red Mazda MX-5 towards Toledo, Ohio for last weekend’s Tire Rack SCCA Northern States Championship. With lots of room, smooth concrete and high grip, this is one of the best venues east of the Mississippi. The two-day combined time event featured 50-second courses that were fast and relatively wide open – proven by our onboard Race Technology data logger that showed nearly 40% of each run was spent at full throttle, about double what we find at most events. 
After making some adjustments to our prototype 
Specific vehicles like 1999-2006 Chevrolet/GMC trucks have 
Caster is affected mostly when a vehicle has a large front to back difference in ride height. This may also be because of heavy loading in the rear of the vehicle or "negative frame angle". The frame angle will directly affect the caster in a one to one relationship. That means for each degree of frame angle change the caster will change one degree. Positive frame angle will be added to the caster reading whereas negative frame angle would be subtracted from the caster reading.
Traxda Lift and Level Kits 
Installation went well, but during the event driver Chris Harvey noticed some unusual handling characteristics. Investigation revealed that machining on one of the prototype rear shock mounts allowed the spring coils to come in contact with the shock body, creating a significant bind. Once back home, shimming the angle of the top mount canted the spring enough to clear the shock body, and solved the problem. We’re using the first prototype, so the final production piece will be corrected to prevent this from happening.
At the National Tour event, rain was the story on day one, as the first two heats were run in soaked to just wet conditions. A drying course for our heat meant it would come down to the third and final run to get it done. Adding to the challenge was the sheer size of the course, lasting 75 seconds per run and covering the entire area normally devoted to two courses. Rogers struggled to find his rhythm in several of the four long slaloms on the course, slotting into the 16th spot out of 26 drivers. Harvey fared better, posting the 7th fastest time in the class, and the quickest for a 3rd gen Mazda MX-5 as the field tried to chase down the gaggle of Honda S2000s that lead the pack. Hot temperatures and high winds greeted our drivers on day two. In the end, our team wasn’t able to find enough speed to catch the leaders, with Harvey taking the 8th and final trophy spot and Rogers moving up one to 15th overall.
STR team of John Rogers and Chris Harvey have continued the development of the 2010 Mazda MX5. First up, was the addition of Design Engineering, Inc. (DEI) Reflect-A-GOLD heat reflective material. We wrapped out a cold air intake tube, O2 sensor wires and plastic exhaust outlet hole with this state of the art polymer to help ward off heat from the engine compartment. Its self adhesive backing makes it easy to install just about anywhere. 
For 2011, we decided to turn up the volume a bit and assist KW with the development of a more aggressive system for Solo and track use. Stay tuned for driver impressions and track results as we get some seat time on this newly installed, prototype set-up. 
