Jeep/Bronco Articulation Comparo

[OffroadCalling77]

Thanks, it’s been great up until the temp dropped, not sure if it’s a coincidence or cause, hope the 392 has an easy fix

Likewise my friend!

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[DanW]

This thread reminds me of the dude in the gym who just flexes for himself in the mirror thinking that's the only measurement of being in shape.

LOL! True!

You are right, it isn't everything. But it IS the foundation. And if you are going to beat the Wrangler at a game Jeep has been playing since WWII, you MUST start with at least equal stability and traction potential. Ford has clearly done a nice job with the Bronco and I'd imagine (I haven't driven one) it is the class of the IFS field.

But another capability is cost and ease of modification. As you saw in this thread, one Jeeper simply added Rubi springs and longer travel shocks to dramatically increase suspension travel. It could probably have been done 90% as well with Sport springs and a cheap set of Rancho 5000's, for around 500 bucks. $5 grand spent on the Bronco won't get that same level of travel.

Again, I'm not saying the Bronco isn't capable. I really like it in many ways. Glad Ford had the balls to create such a machine. I am sure it will be a great success.

But it won't dethrone the Jeep.

 

[Richtor]

What nobody is talking about is the fact that you can not re-gear the bronco. The front Dif has to be replaced as it to small to accept a bigger gear set. You will have to buy a whole new unit.

Good thing it comes with 4.7 gears up front.

 

[oceanblue2019]

Castings are always weaker than steel alternatives. The aftermarket (and now jeep themselves in the diesel, 392, xr packages) have upgraded our only weak casting when they upgrade the knuckles to steel. I'm trying to picture a part on a sfa that could be cast aside from the housing and I'd say both the currie and dynatrac offerings there are pretty sexy (and far beefier than a cast lower A arm).

No, not the case at all. A properly done casting is unmatched for strength for any given size/weight. Tubular welded construction can be strong - but it is always larger and bulkier in size.

And the knuckles you are referencing - one is an aluminum casting and the other is a steel casting.

Also most of our axle assemblies are cast except the tubes.....

 

[Thane]

Of course wrangler has superior flex with SFA, weakness is not pavement handling, but handling on rough roads at speed. My XR front end washes out with the tiniest amount of roughness, big hits cause major loss of control with long recovery periods. IFS on rough roads at speed gobble up obstacles and maintain control throughout bump cycle.

Does it make up for loss of articulation? Thats the owner's call. As to cost to get IFS as flexy as SFA... just as silly as trying to get SFA as responsive at speed on trails, not the smooth pavement.

 

[Zandcwhite]

Also most of our axle assemblies are cast except the tubes.....

Congratulations on "correcting" me with some misinformation (reid knuckles and inner c's are forged not cast and far stronger than stock) and also repeating exactly what I said as far as cast housings. Again, which parts are you trying to see cast from the aftermarket? I'll take forged for strength but maybe that's just me(and everyone in the aftermarket thus the reason they don't exist).

 

[oceanblue2019]

Congratulations on "correcting" me with some misinformation (reid knuckles and inner c's are forged not cast and far stronger than stock) and also repeating exactly what I said as far as cast housings. Again, which parts are you trying to see cast from the aftermarket? I'll take forged for strength but maybe that's just me(and everyone in the aftermarket thus the reason they don't exist).

You are so busy trying to be right you are not reading. This started with a video that showed some pretty nice rear cast lower control arms on a Bronco.

My point I made is that they were not a "cheap" to manufacture part and something we don't see on the Wrangler line from the aftermarket manufactures.

Whether it is a casting or forging both are a high-cost manufacturing processes compared to fabricated steel tubing welded like we see in most of the Wrangler suspension parts available.

And by the way you come across as a total dick on here I've noticed. All your threads you are constantly trying to be "right" versus trying to be part of the community and help and educate. For this reason you are on my ignore list so don't both replying yet again to prove your "knowledge" and "superiority"

 

[omega145]

The Bronco getting stuck at 7:18 is just so sad.

That Bronco got "stuck"? Trying very hard I see but miss pointing out how easy the second Bronco went through (as it should).
I think it's cool to see another off road capable machine out there. Sure the articulation isn't as good but if it's better on road (which I can't say it definitively is but it should be) then I can see the tradeoff being worthwhile for 95% of the population.

 

[Zandcwhite]

You are so busy trying to be right you are not reading. This started with a video that showed some pretty nice rear cast lower control arms on a Bronco.

My point I made is that they were not a "cheap" to manufacture part and something we don't see on the Wrangler line from the aftermarket manufactures.

Whether it is a casting or forging both are a high-cost manufacturing processes compared to fabricated steel tubing welded like we see in most of the Wrangler suspension parts available.

And by the way you come across as a total dick on here I've noticed. All your threads you are constantly trying to be "right" versus trying to be part of the community and help and educate. For this reason you are on my ignore list so don't both replying yet again to prove your "knowledge" and "superiority"

https://camburg.com/shop/suspension...ik-series-rear-billet-lower-trailing-arm-kit/
Marginally stronger than a stock Jeep LCA, no better articulation than a traditional steel tube with rod ends style lca, no lighter than the readily available aluminum tube links and while slightly stronger how many moderate length tube lca’s have you seen bend let alone actually fail? I apologize if facts hurt your feelings or make me seem like a dick, but only a fool would pay $1700 for a link that is no better than the dozens of $300-500 options on the market. I like to think the Jeep community has been lifting, modding, and wheeling long enough to be smart enough not to buy overpriced, pointless parts and that is why you don’t see overly complicated and overpriced links, but I might be giving some of us too much credit.

 

[stingGreyNJ]

To be fair to the Bronco:
The StingGrey Wrangler without the grumper is a JLUR on 35s with 2.5” teraflex st2 lift. The sway bar is disconnected. Lockers are on.

(Source: It’s mine and I was driving)

I'm not sure if those Broncos had lockers or sway bar disconnect.

Alternate angle of just my run.

 

[SoK66]

The Broncos’s going to be adequate on the trail depending upon spec and driver skills and will best the Jeep at high speed and on highway. Time will tell, but the competition will only make the Wrangler a better rig as time goes on, and perhaps bring some sanity to pricing.

 

[Headbarcode]

Assuming the higher amount of smaller parts in the suspension and steering systems can survive real world use, the bronco can be a great alternative for those not looking to go beyond 35's and factory ride height. In my opinion, it shouldn't be discounted in stock form.

It's a different story for those who want/need larger tires and ride height. After all, this is an enthusiasts forum that mostly consists of 37's and up. This I where the bronco gets left behind.

To properly clear larger tires and increase total suspension travel, a Jeep only needs coils and shocks. To support the additional leverage forces and correct geometry, it simply requires adjustable linkages, bars, and arms.

The bronco comes with some extra major hurdles to fit larger tires without limiting total suspension travel. Increasing ride height also increases the downward angle of the upper and lower wishbones, which in turn reduces wheel droop because the ball joints are now closer to the end of their working off square angle. I'm seeing longer arms being made available to offset that limitation, but the flip side of that coin is giving that larger and heavier tire more leverage over the arms chassis mounts. Also, it's still not addressing the increased downward angles of both the outer cv axle stub shafts and tie rods from the rack and pinion box. That increased angle of the tie rods after a 2" lift and 37's is why we're seeing bent rods after any added force is applied to the front half of the front wheels. The bar is at its strongest when it's aimed inline with any force working against it. The same isn't happening to the axle stub shafts because they are protected within the wishbones. A carrier/r&p assembly drop will avoid those issues, but it only domino effects into the next round of downsides and weaknesses. This is why we're also seeing sfa conversions. Because it's the smarter and far more cost affective path to being able to properly support larger than 35's without further sacrificing travel.

To anyone thinking of any lost on road comfort by swapping the ifs for sfa, I'll point out that a number of reviewers have commented about there being a noticeable loss of on road advantage between the same bronco on 33's vs 35's. I'd venture to say that bumping up to 37's would be enough to throw all that right out the window, leaving nothing more than a compromised offroad performer. After all, this is the offroad vehicle segment.

I'll end this babble where I started it. The Bronco can be a great alternative for those who don't want/need larger than 35's on factory ride height.

 

[Rodeoflyer]

I'll end this babble where I started it. The Bronco can be a great alternative for those who don't want/need larger than 35's on factory ride height.

nuff said

 

[Yogi]

Good thing it comes with 4.7 gears up front.

You've got to be kidding !!! ... that doesn't even make sense if you're running like a 285/17 tire. Even a bit harsh for a 35" tire. Must have some awfully high gears in the transmission, and no more than a 3:1 transfer case.

 

[Rodeoflyer]

Oh no its never too 'harsh' you would have to define harsh

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