Why these numbers

All-wheel drive changes the problem. Traction out of corners is rarely the issue — power goes to all four tyres — so an AWD car puts power down on loose surfaces better than a FWD or RWD car. What you tune instead is balance: an AWD car can understeer like a FWD car or rotate like a RWD car, and the setup decides which.

The anti-roll bars are your main balance trim — stiffen the rear to add rotation, the front to calm the car. Keep both soft-ish; compliance keeps all four tyres on the ground, where the traction advantage actually lives. The springs sit close front-to-rear because the car is balanced by design.

The Differential still locks on loose for traction and opens on grip, but it matters less than on a two-wheel-drive car — trim balance with the bars first, then the diff.

Camber is spread evenly front-to-rear, since all four tyres both drive and corner.

Why these changes

Asphalt gives you grip to push hard, and the car feels fast and stable. The failure mode is understeer, so stiffen up, lower the car, and open the diff so it does not fight your steering — then add rear anti-roll bar if you still need the nose to bite.

Keep the camber budget fairly even front-to-rear, since all four tyres are still working.

Why these changes

Gravel suits AWD well and sits close to the hybrid setup. The car is planted and carries more corner speed than a FWD or RWD car, because all four tyres share the cornering and driving load.

Trim rotation with the rear anti-roll bar rather than reaching for the diff every time.

Why these changes

Mud is where AWD shines brightest — all four wheels claw for grip where a FWD or RWD car bogs down, so you carry drive out of corners that would strand the others. Soften and raise everything to keep the tyres planted, and lock the diff up for traction.

The catch is weight: a heavy AWD car can still plough straight on. Lean on the traction and feed the power in confidently off the corner where the others cannot.