Those two areas are often at odds in suspension design, since making a car go around corners more quickly generally results in the same car being less comfortable on the drive to and from the track.
Even with modern magnetorheological suspensions (as used on the Cadillac CTS-V, the Corvette ZR1 and the Ferrari 458 Italia, to name a few), things like suspension geometry, spring rate and sway bar size are carefully balanced to deliver precise handling, but without severely impacting ride quality.
In other words, suspension design, even in sports cars, is all about compromise. By linking the Agera R’s independent rear suspension components with a third damper, Koenigsegg believes it has reduced squat under heavy acceleration, increased ride comfort and allowed for the use of a larger rear anti-roll bar.
Under straight line driving at average speeds, a roll bar can interfere with ride comfort by transmitting bumps from one wheel to another. Koenigsegg’s Triplex setup gets around this by absorbing the impacts before they’re transmitted to the second rear wheel.
The net result is that the Agera R can run a larger diameter anti-sway bar, which aids in cornering, without affecting passenger comfort. Like everything else on the Agera R, it appears that there is very little compromise in the car’s suspension setup.