The proper use of anti-roll bars can help handling quite a bit. Keep in mind that the stiffest end of the car tends to loose traction first. This is why Chrysler often used front bars, but seldom rear ones. When the front breaks loose first we get understeer which is generally felt to be safer, more predictable and easier to deal with than oversteer which is what happens when the rear breaks loose first. I would agree with this so long as the understeer is moderate and builds up gradually. When you really overcook a corner and the understeer comes on abruptly all bets are off.Just as a side note one of the classic definitions of the difference between understeer and oversteer among racers is that understeer scares the crap out of the driver and oversteer scares the crap out of the passenger. One of the advantages of anti-roll bars relative to simply using stiffer springs is that you can increase the roll rate considerably without loosing compliance or adversely affecting ride quality. True one wheel bumps are a bit harsher with a stiff bar, but still not bad compared to what you would experience with stiffer springs. When using stock springs on an "E" body I tend to use a stiff front bar and leave the rear bar off on 'Cudas. I would be more inclined to try a rear bar on a Challenger since they have a 2 in. longer wheelbase and bit more rear end weight. Ideally I would prefer softer rear springs and a light and adjustable rear bar so I could trim out the car's balance. Normally as stated earlier the stiffest end of the car washes out first. This would seem to contra-indicate a stiff front bar, but experience often proves otherwise. The reason is that while the stiff front bar does increase the front roll rate it also limits body roll which in turn reduces an undesirable camber [ positive ] change. This often times outweighs the effects of the increased roll rate. A rear bar can make it more difficult to put the power down early on corner exit since a bar always tends to lift the inside wheel. When it's all said and done NO ONE has all the answers, I know I certainly don't. In the end you do what works. Driving style definitely enters into this. Some people prefer a bit of understeer, others want the car to be neutral or don't mind a bit of oversteer. Personally I REALLY want the car to turn in and if there's a trace of oversteer, I'll deal with it. Of course I am not driving an Indy car going 175mph thru the "kink" at Road America either. Good luck with your project.