The forces which cause body roll do not include the presence or absence of a sway bar.

You are talking forces,I''m talking tire contact patch loading, which directly relates to understeer characteristics, we are not focusing on the forces that cause body roll, more what reduces body roll, ie a swaybar, and the price paid for that reduction, to stay on track.

I am pretty sure the original poster is not listening to this discussion.

Lou

68 Dart 270--My sweet slant has alot of front body roll. Beacuse i installed 4" front disc breaks-(unbelievable inprovement!!)...i cant go with a sway bar. Question: Could i purchase x heavy duty shocks to lessen my crazy roll? OR?..... As always-any info is greatly appreciated for this awesome Slant 6 Forum.
HAPPY MOTORING

You are way into the weeds. Loading at the tire is caused by the forces involved. Ignore the forces and you're lost. It's all about weight transfer and, in this discussion, transferring the same amount of weight with less body roll.

Wikipedia: "The total amount of weight transfer is only affected by four factors: the distance between wheel centers (wheelbase in the case of braking, or track width in the case of cornering) the height of the center of gravity, the mass of the vehicle, and the amount of acceleration experienced."

I agree the weight on the front axle doesn't change, the amount a corner transfers is consistent based on the parameters you mentioned, BUT the loading L/R of the tire contact patches is dependent on the swaybar rate in this example. The inside tire sees less loading, because the bar lifts that wheel, the outer tire patch sees more loading...

The OP just wants to go around corners without the car flopping over uncomfortably. If he wants to go faster around corners then yes, we would need to consider additional cornering forces, but if the lateral acceleration is constant then my statement remains true; the weight transfer will stay the same regardless of what's done with springs or anti-sway bars if the roll couple is also held constant. If the weight transfer stays the same then the tire loading stays the same. I believe that you contradicted that, and yourself in this statement:
If the CG height, roll center height, track width and cornering force are fixed then the weight transferred from the inside wheels to the outside wheels will also be fixed. You can find this on page 14 of Herb Adams' Chassis Engineering, page 39 of Fred Puhn's How to Make Your Car Handle, and page 36 of Carroll Smith's Tune to Win. On page 38 Smith writes "If the amount of roll generated by a given lateral acceleration has no real effect on load transfer, then why worry about it?" He then addresses why.

Once we get past what causes lateral load transfer and body roll then we have the basis for a discussion on resisting body roll.

Some tuners like to use springs to set both wheel rate and roll stiffness, but I personally prefer the school of tuning where one sets the springs to be as soft as they can to avoid bottoming out at your preferred ride height, then use sway bars to dial in body roll and oversteer / understeer balance.