Bracket/bushing clamps should be the same. The bushings are larger to accommodate the thicker bar.

What color is the paint stripe on the rwd bar, and what was the donor car?

There should be a little square patch of paint in the center of the bar. My 2011 sedan S bar has a patch of lilac/light purple. Look in the suspension forum for more info.

caps are the same, bushings are different. There should be a stripe of paint on the center bend that clears your rear diff.

This one is blue from a 370z Nismo

Front is a nice paperweight, won’t work in an awd, plus your awd front bar is thicker. Rear is a blue stripe, and should be about 25.5mm diameter. Same as the 370z Nismo, Nismo S-tune, and a few Infiniti products. It’s the largest OEM bar for the V36 chassis.

you'll need some new bushings tools and time for the swap. Once you swap it, you’ll need time to get used to the car. Your understeer will be virtually eleminated.

Bars resist by attempting to maintain equilibrem between the connected wheels of the car. As you compress one side, the bar tries to compress the other. Likewise as you off load one side the bar tries to offload the other, thus keeping the car flat. Bigger the bar the more it will resist cornering forces.

Springs affect roll by their ability to resist compression of the suspension only, less of an extent with independent suspension systems.

Too much bar will show weakness in springs. Too much spring will show weakness in bar.
Too much fat pig of a car will require unbearable suspension to eleminate roll.

in the case of a blue stripe rear bar on an x sedan... the larger rear bar will resist roll by pushing harder the outside rear tire as you transition into the corner. As the rear bar resists this shift it will “push back” and move force to the opposite corner, inside front. More downward force on front inside will decrease the understeer. This effect is pronounced when you are throttling mid turn, as the acceleration transitions force to that rear outside more, more resistance is applied by the rear bar, thus more applied force to the inside front. If you are aggressive with your weight shifting at turn-in this rear bar allows very controlled oversteer to come into play.... too much ham fisting will remind you what a fat nose heavy awd will do when asked too much.

Focus us on getting smooth before you start playing with springs and dampeners.

Um, that's like nothing I ever read before, but has truth in it's essence.

The springs provide the primary means of suspension compliance. They tend to be soft to provide a decent ride. Sway bars provide extra spring rate when turning. The thicker the sway bar, the more it resists roll. Also, thicker bars increase the rate of weight transfer when yawing. The downside is that sway bars connect each side of the suspension which removes some of the independence of independent suspensions. This is noted as head whip when only one side of the car hits a bump.

We are essentially saying the same thing, though the fundamental of the bar adding spring rate is only half the story. The bar acts in both directions simultaneously in order to maintain a neutral position.


either way it’s described, the op done good, and is in for a pleasant surprise with that bar.