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If you look, I would say that 60ish% run parallel uppers.You are 100% wrong, the upper's do all of the side to side loading, adjust your axle to center using the lower link's and tell me how it work's:;I could indeed use a different suspension layout, But the most practical for rockcrawling/4x4ing IMO is the inverted 4 link because it offer's a ton of stability vs an upper triangulated 4 link. The only other suspension that offer's more stability is also an inveted 4 link, but with the lower link's converging at the rear diff.Using a dual triangulated 4 link offer's a loose flippy floppy feeling suspension for the most part as you are pivoting in the dead middle of the car. It does indeed help save suspension joint's, but unlike a single triangulated 4 link it does not play much of a part in helping stability.The trend in the NW follow's what S&N FAB build's, show me something local that work's better, maybe that will become the new trend
If you look, I would say that 60ish% run parallel uppers.
You are 100% wrong, the upper's do all of the side to side loading, adjust your axle to center using the lower link's and tell me how it work's:;
I could indeed use a different suspension layout, But the most practical for rockcrawling/4x4ing IMO is the inverted 4 link because it offer's a ton of stability vs an upper triangulated 4 link. The only other suspension that offer's more stability is also an inveted 4 link, but with the lower link's converging at the rear diff.
Using a dual triangulated 4 link offer's a loose flippy floppy feeling suspension for the most part as you are pivoting in the dead middle of the car. It does indeed help save suspension joint's, but unlike a single triangulated 4 link it does not play much of a part in helping stability.
The trend in the NW follow's what S&N FAB build's, show me something local that work's better, maybe that will become the new trend
