Rear antiroll bars

The rear anti-roll bar is all about corner exit.

I see the rear ARB as a different beast compared to the front. While both connect the left and right suspension, they have completely different jobs.

In most of my setup builds, I run the rear ARB below 50% stiffness. This gives that planted and confident feel when you push the throttle.

When I run a somewhat stiff front ARB together with some rake, I set up my cars to have rotational freedom in fast corners, sharp and stable entry under trail braking, and a planted rear on throttle.

This balance lets me use lower traction control values and gain extra acceleration performance out of corners.

Sure, this approach can vary from car to car, but it’s a solid concept to keep in mind.

When you stiffen the rear ARB, the outside tire takes more load while the inside tire helps less. That causes the rear axle to rotate more easily under throttle — useful when your car naturally understeers and softer settings or rake adjustments can’t fix it.

However, that rotation comes at a cost: you lose road connectivity and rear traction. The stiffer you go, the easier the rear tires overload.

That’s why I almost never use maximum rear ARB stiffness. I treat it as a last resort to create rotation on throttle — especially on cars that already run high rake values.