Just looking for a little advice, I plan on getting a 3" spacer lift w/ diff drop from wabfab and i was also looking into swaybar disconnects and now am trying to see if they are worth it, how much they do, and what kind of obstacles people are conquering with them...any insight would be greatly appreciated, thanks.
Swaybar quick disconnects
- Thread starter yotaman04
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techno
New member
I'm not sure if you plan disconnects for the front and rear, but I would advise against them for the front. They will do more harm than good. Although it's considerably more expensive, a front locker is the only real way to improve IFS traction (and tires of course).
Disconnects on the rear are great. Sometimes a pita to work with when the rig is all muddy, but they certainly give good result on the trail. I dont have them on my 4Runner but did have them on my Nissan. Since that was mostly a trail rig I actually ended up completely removing both sway bars and just put up with the resulting body roll on road.
Disconnects on the rear are great. Sometimes a pita to work with when the rig is all muddy, but they certainly give good result on the trail. I dont have them on my 4Runner but did have them on my Nissan. Since that was mostly a trail rig I actually ended up completely removing both sway bars and just put up with the resulting body roll on road.
Thai
Elite Member
Techno is correct....
From this link: http://www.sonoransteel.com/store_complete_liftkits.html
(scroll down to FAQ)
"5. Why don't you include front sway bar disconnects? Because they are completely useless. By disconnecting the front sway bar you may gain a very slight amount of added a-arm droop. But here is the problem with an IFS truck. The only tire that has any weight on it is the one compressed, so it does not matter if the other tire is in the air, almost on the ground or on the ground. It will spin because it has no weight on it. The front IFS solution is an ARB RD90 front locker, not anything to do with a sway bar. It is however correct to disconnect a sway bar on a straight axle truck as it will increase articulation. The real benefit of having a straight axle is that both front tires bear the weight at all times. Not only one like an IFS truck under articulation."
Above info may be bias, but is consistent with what i have read about IFS. And this explains why the Range Rover (IFS/IRS) has cross-linking shocks...so that if one side goes up, the other side gets "electronically" pushed down, thus simulating the action of a solid axle.
From this link: http://www.sonoransteel.com/store_complete_liftkits.html
(scroll down to FAQ)
"5. Why don't you include front sway bar disconnects? Because they are completely useless. By disconnecting the front sway bar you may gain a very slight amount of added a-arm droop. But here is the problem with an IFS truck. The only tire that has any weight on it is the one compressed, so it does not matter if the other tire is in the air, almost on the ground or on the ground. It will spin because it has no weight on it. The front IFS solution is an ARB RD90 front locker, not anything to do with a sway bar. It is however correct to disconnect a sway bar on a straight axle truck as it will increase articulation. The real benefit of having a straight axle is that both front tires bear the weight at all times. Not only one like an IFS truck under articulation."
Above info may be bias, but is consistent with what i have read about IFS. And this explains why the Range Rover (IFS/IRS) has cross-linking shocks...so that if one side goes up, the other side gets "electronically" pushed down, thus simulating the action of a solid axle.
