Flex is old school...
Articulation is where its at.... but that only applies to vehicles with
solid axles front and rear...

 

Holy hotcakes!!!!

Man, I'd love for my DC to look (and perform) like that!

 

AMEN!!!

 

IFS flexes all right

 

once again... not a thing about that suspention stock

there's a reason that's called "long travel"


this has turned into another "IFS vs. Solid Axel" fight...

jut my opinion, I love my IFS rig; I wheel my PU occationaly and it would serve me no purpose to SAS, but at the same time I live in Fl, where the steepest grade I see is on the freeway on-ramp

even if it was just a trail rig, I'd propably rock the IFS setup for a while, but if I had the time and money then I would probably SAS it with some coil-overs, because yes the solid axels will fex and droop a LOT more than any IFS setup...

but my IFS flexes just enough for me; what it can't move around to, the cab just leans over and my rear-end flexes to make up for it


that is some pretty decent flex'n go'n on there Belize; all stock? sway-bar removed? what kinda setup you runn'n there man? I'm hoping that here shortly I'll get myself a bit more flex out of my IFS; installing BJ spacers, low-pro bumps, and removing the sway-bar

 

i'm a co-op (kinda like an intern) at GE up there on 75 close to 275 north. i'm at school in atlanta right now but will be back in cincinnati this summer

 

Droop travel is for posers who want to take "suspension travel" shots. Tell me - what good is the drooped wheel doing in either of those pictures? All the weight (and therefore all the traction) are supported on the opposite front tire and same side rear tire.

Compression travel is worth 5x what droop travel is ... people just don't want to put in the effort to get the compression travel without a sky high COG

 

The truck in both those shots CG is actually level compared to what an IFS or shorter travel rig would be in the same line.

With that droop and compression the truck isn't teetering, so it's less likely to flip.

 

So...as has been concluded countless of times, compression keeps traction, droop adds stability, lockers rule the world, and the debate will continue on and on and on and............................................... ...............

 

heres my 0.2 cents


ifs sucks yes it does sa sucks oh yes it does

ifs = stock there for free can you go off roading with it god yeah!
speed of ifs over 120 miles per hour still sable
hight of ifs no more then about 6in with a body lift in there to
when it comes to getting "crossed-up" your just about done untill you flip

sas - lots of money and time to get done
speed no more then about 85 on a stright away
hight as high as you wanna go
getting "crossed=up" ok you win sas rules the crossed-up but then again why would you get yourself into this delima?


as i say ifs is alsome and if you think about it all the race trucks are ifs
but then again all the rock crawlers and slow movers are sa
think about it race truck=ifs
crawler(slower then your grandmamas poop) = sa


ill keep my dd ifs and be happy with it an dill take my trail rig sas her and triple stick her but then again i wont be going over 35 with that one!

 

I broke my rear swaybar so I took both out.Does a little better that way,good enough for me anyway.
Bigblock

 

lol who cares guys this debate is unwinnable it will go on and on and on and on

 

Caskey's truck has a lot of compression travel. In that pic, the axle is about as high as it can compress with out knocking out the steering.

I think the compression just looks like its non-existent since the droop is so great.

 

The position those rigs are sitting in is totally defined by the compression travel. Any truck with the same compression travel (and similar spring rates to ensure front/rear balance) will sit the same.

As for flipping - if the COG gets outside the wheel track, you're going over. If it doesn't, then you're not. PERIOD. When you run out of compression travel, that corner of the truck goes up ALWAYS. That will lean the truck over, and when the COG gets outside the track, you flop.

Travel/articulation is dramatically overrated, and you are beginning to see it now where the big guys are sacrificing travel to get the COG down lower and the rig better "balanced" between front and rear. Having a good, balanced setup will result in a more stable rig than one setup for pure travel numbers.

 

i think i'll hang onto my IFS as long as I'm driving it around town in traffic and out on the highway... it does help having both ends locked when you do that occasional wheel-lift

 

Well I have not ever posted on a "IFS vs SAS" thread!.... I will have to post this to stir the pot some

Brian894x4.com- WCOR kit
http://www.brian894x4.com/WCORsusp2.jpg

 

Any more info on that suspension? Never heard of it before.

 

that, my friend, comes really close to defying the laws of IFS physics...

almost looks like he broke something...

big I dig it

 

An IFS rig would be floating a front wheel (the one that would be maxed out on droop). Other than that, I see nothing particularly compelling in favor of a solid axle.
A locker up front and proper gearing and... is the rear somehow doing something magical dependant on having SAS up front?
Oh wait... when the truck comes over, the SAS will have a wheel on the ground and springs to support the truck, right?

(/me is just having fun)

 

That is a sick set up! More details please.