First, its not how large the antisway bar is, its how much torsion it generates. The material and shape are large factors in sway bar design as well as diameter and lengths.
The need and design of an anti-roll bar is not magic. It used to be tough til computers came along. Any decent autocad or similar program will do it.
The parameters are the weight distribution supported by the points connected by the antisway bar, the track width, the location of the center of gravity for the weight, and last but far from least, the suspension design - the pivot locations, arm lengths, angles, spring rates, etc.
Once the positions of the tire treads are located with this program based on the lateral forces (centrifugal forces) the anti-roll forces can be substituted on each side to have the maximum tire contact determined. Change the suspension spring and recalculate the needed antiroll forces. Not surprisingly, the antiroll forces often are not the same on each side, though for easier application we often do make them the same. Where these increased limits are employed you will often find that the support brackets for the antisway bar are not evenly distributed across the chassis.
Having found a good starting point, as was said earlier, now a good deal of (experimental adjustment is needed, and having adjustable antisway is as important as adjustable shocks or spring seats.
Most of the adjustment however, comes by balancing the front and rear antisway bars, which is really the important use of antisway bars: to make the slip angles at the front match the ones at the rear IN THE MANNER YOU WANT TO ACHIEVE THE HANDLING THE DRIVER IS MOST COMPETENT WITH.
Is that easy? Of course not; a good suspension team can work 24 hr/day, 365 days/yr and still not get win a NASCAR race, much less an F1 race. (theoretically winning a NASCAR race should be a trifle easier than F1, all other things equal) But only a small trifle.
And for the foregoing reasons just substituting 'bigger' bars, i.e. larger diameter bars can easily work against you as the centrifugal force overcomes the spring force sooner causing the inside tire to clear the pavement sooner and your car losing sidebite - thus traction, sooner, and your cornering speed is reduced. Not to mention that end of the car may not balance with the other end, leading to more oversteer or less. That may not be a good thing.
In other words, flatter may not be better. cheers.
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