Low anti-squat isn't really an issue for a street driver. Many stock vehicles have low anti-squat setups. I remember a lot of old 70's land-yachts would drop down and almost drag the bumper when the throttle was stabbed. High anti-squat lifts the rear to help plant the tires with extra traction on hard acceleration, but it certainly isn't necessary. Off-road, high anti-squat will cause the suspension to extend on steep climbs, reducing stability, and making it act stiffer over the terrain.
Roll axis angle is more important to handling feel. A degree or two of roll understeer is most stable feeling. When the body rolls side to side the axles steer like a skateboard.
If you take a tight right hand turn the body flops over to the left. With roll understeer the tires on the right get farther apart, making it turn wider, so you turn the steering wheel more to maintain your line. This is a natural instinctive reaction.
With roll oversteer a right turn makes the tires on the right get closer together, making it turn tighter, increasing body roll and making it turn tighter still. You have to back off the steering wheel to maintain your line. With oversteer you end up sawing back and forth on the wheel trying to follow the turn. Most important is a roll center that doesn't move around too quickly as the suspension moves. This makes the vehicle feel unstable.
Roll center height is also a consideration. A high roll center reduces the amount of body roll on side hills or cornering. When the axle articulates, the stuffed tire moves away from the body. A low roll center will stuff the tire into the wheel well. A high roll center causes jacking forces which make it more likely to lift the inside wheel. (there are some pictures on Pirate of guys doing donuts with a front wheel off the ground). A low roll center may be more likely to slide a tire in a corner rather than lift and tip. Most important is a roll center that doesn't move around too quickly as the suspension moves. This makes a vehicle feel unstable.
