Currie Enterprises Anti-Rock Off-Road Sway Bar
By Chad
Crowell
Intro | Installation | On-Road | Off-Road |
Conclusions
 ON-ROAD
DRIVING
In order to do some comparison and contrast, I installed the Anti-Rock
while I was still waiting for the RE lift to arrive.This allowed
me to drive around with it and assess the on-road characteristics
as compared to two and a half years of daily driving with connected
disconnects and an RE 4.5” lift.
As a smart Jeep driver, I know that my lifted
TJ is not a hot rod, and I never take corners at a dangerous speed
to begin with, but obviously with this new kit installed I predicted
some extra body roll.
As expected, with the Anti-Rock on its stiffest
setting, the body of the Jeep had more lean to it while rounding
corners.
In
normal cornering situations, I did not find this to present a
problem. It took about
two weeks to get used to, but once I was used to it, the Jeep felt
stable enough that it didn’t even phase me.
 Just
for kicks, I took some corners faster.
Keep in mind this is still
only taking a corner at maybe 20 mph.
Not really fast, but faster
than I usually do. I
instinctively leaned my body inward more to counter the bit of extra
roll that the Jeep had, but I still never felt that I did not have
control or confidence at any time.
Highway and street driving were mainly unaffected.
When quickly changing lanes
a bit of a whipping of the body can be felt, but it’s really nothing
worth talking further about.
Once
the new taller lift was installed, I was anxious to see how it all
performed together. I
am happy to report that I really felt nothing different, even though
the 1” taller lift netted me about 3” more lift.
The Jeep is taller and of
course, the center of gravity is taller, but I drive daily with
every bit of confidence that I always
had.
Keep
in mind that I run on-road with the Anti-Rock on its stiffest
setting.
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Intro | Installation | On-Road | Off-Road |
Conclusions
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