Ifs Vs Solid Axle Towing

It’s a topic that has been debated for years, both around campfires and amongst engineers. The consensus seems to always be that each have their benefits and pitfalls in different types of terrain. But are we now finally reaching a point where the solid axle vs IFS (independent front suspension) argument scale tips in favor of one over the other? Or will off-roaders everywhere be perpetually locked in a stalemate when it comes to front suspension? We’ve outlined five points that explain why independent front suspension might be the way of the future for off-roaders.

Subscriber requested video! Kinda going over the differences in IFS and a solid axle!Thank you guys so much for watching! Please like, comment and subscribe!. One benefit you really get with a solid axle that you don't get with IFS is down pressure when flexing. As one tire is pushed up the tire on the other side of the axle is pushed down. That means the drooping tire has downward pressure. IFS doesn't get that added downward pressure so you can't get as much traction on the drooping tire.

1. Wheel Travel

First and foremost, we can address something that historically seemed to always limit IFS rigs, and became a favorite arguing point for the solid axle crowd. Yes, we’re talking about wheel travel. Traditionally, IFS setups didn’t allow for much wheel travel, as the CV axle joints and rubber boots do not take well to extreme angles from the front differential. This was an inherent problem with most IFS vehicles looking to pull big travel numbers while retaining four-wheel-drive. But thanks to a boom in off-road suspension technology (partially due to the success of the Ultra4 series), aftermarket parts manufacturers and race-car companies such as Armada Engineering are now producing full IFS and IRS (independent rear suspension) Ultra4 vehicles boasting 24 inches of wheel travel front and rear—more than enough to conquer the rocks at King of the Hammers. And each year, as off-road innovation progresses, we see higher travel numbers becoming more accessible to the IFS crowd.

2. Protection of the Drivetrain and Steering Components

Conversely, one of the long-standing benefits of an IFS off-road rig is the protection of vital components of the drivetrain and steering. On a traditional solid-axle rig, the steering components are normally exposed and usually the first thing to take a hit from that rock you didn’t see right in front of you. Bent tie-rods are the norm for many ‘wheelers, and those who are running full hydraulic steering have to worry about protecting their steering ram from the rocks as well. IFS vehicles don’t have such nuances to worry about. The tie-rods and steering rams sit tucked up above the chassis, and move up independently of each other out of harm’s way. This increased ground clearance is especially valuable when navigating large boulders such as the trails you’ll find at The Hammers.

3. Fast Desert Driving

Especially true for race vehicles such as Ultra4s, fast desert driving can pose a challenge for solid-axle setups. At higher speeds over uneven terrain, vehicles with solid-axle front suspension setups tend to be less stable and more difficult to maneuver. IFS allows each wheel to take bumps and dips independently, keeping the chassis more stable and the steering easier to combat. But this phenomenon does not only affect race cars. Over the last few decades, most auto manufacturers have re-designed their four-wheel-drive trucks and SUVs to be easier to drive for the average consumer. One of the biggest shifts in engineering has been to ditch the solid-front-axle for an IFS setup with CV axle shafts. In fact, as of 2017, only two production SUVs in the United States are built with a solid-axle setup from the manufacturer, the Jeep Wrangler and the Mercedes Benz G-Class. With that being said, the G-Class is rumored to lose the solid-axle in lieu of an IFS system for 2018.

4. Weight

Another factor that most hobbyist off-roaders don’t take into account is the difference in unsprung weight between a solid-axle and IFS vehicle. Unsprung components consist of any part of a vehicle that is between the suspension and the ground. In this case, a solid front axle can weigh upwards of a few hundred pounds when loaded with a differential, axle shafts and links. An IFS setup weighs considerably less, due to the front differential being mounted to the chassis instead of on the axle itself. In addition, upper and lower control arms normally have a lower combined weight than a one-ton axle housing, which is a popular front end you’ll find on many rock crawlers.

5. Suspension

Having a lower unsprung weight makes tuning the suspension easier for both fast-desert driving and crawling in the rocks. Solid-axle rigs require aggressive compression valving in the shocks to combat the heavy forces taking the hits under the car. Shock rebound valving must also be slower to control the speed at which the heavier suspension unloads. IFS vehicles can be tuned with lighter compression and rebound valving, allowing them to be nimble and versatile in fast desert driving. While IFS vehicles traditionally do not articulate as easily as a solid-axle rig in the big rocks, chassis engineering and suspension technology is trending in a way to improve articulation in IFS rigs.

Is IFS four-wheel-drive the way of the future for off-roaders? Given the advancements that aftermarket manufacturers have made in the wake of the influx of off-road enthusiasts now sporting IFS-equipped 4x4s, the trend is definitely on the rise. And the racing world is taking notice as well. Many Ultra4 drivers who have exclusively ran solid axle vehicles for years are now making the switch to IFS race cars, as the iconic race courses they compete in now demand a much more versatile vehicle than a simple rock crawler. Longer wide-open desert sections and short courses with bigger jumps are becoming the norm, and the sport of Ultra4 racing is adapting as a result. The answer to the age-old question may not be the same for everyone, but one thing is clear—IFS vehicles are leaving their mark on stages that once belonged exclusively to the solid-axle crowd.

Find out if a solid axle or IFS driver wins the 2018 King of the Hammers by following our coverage all week!

What’s better for your camper trailer, a solid axle with leaf springs or independent coil spring suspension? Every man and his dog has an opinion on this age-old question. I’m going to start off by saying there is no definitive winner here. Why? Well, there are thousands of different setups out there, and just because one type performs better in one particular scenario doesn’t guarantee it’s superior in all the others.

Cost is also a major factor when deciding between the two, with most independent systems being in a much higher price range. So, is independent suspension worth the extra dollars, or are the old leaf-sprung solid axle setups better bang for your buck?

Let’s looks at the facts along with all the pros and cons before we jump to any conclusions.

TOUGH TALK

A camper’s suspension should be tough enough to handle anything we can throw at it. After all, that is what stands between the harsh Aussie outback and your prized possession.

So let’s break it down. Both systems are used in some of the most capable 4WDs on the planet, and while they are both comprised of parts available all over Australia, you’re much more likely to find leaf spring parts in the middle of nowhere. Plus, when it comes to carrying loads, we see leaf springs being used in the majority of trucks across the country, so there’s no disputing their strength or load carrying capabilities.

In saying that, coil springs and independent trailing arms are more than capable of supporting a camper’s weight and copping the punishment, too. The real benefit that coil springs bring to the table, as you might have guessed, is a smoother ride over corrugations and potholes. The reality is, as long as the components used are of good quality, both of these setups are reliable and tough enough and, in all seriousness, often engineered to get the job done with no problems at all.

Ifs Vs Solid Axle Towing Capacity

It all comes down to price compared to the need. If the price isn’t a problem, the independent system offers an advanced ride; if you’re on a tighter budget, leaf springs will get the job done with a cherry on top too!

THE VERDICT

Well there you go: the ins and outs of four popular camper trailer styles around, along with a few helpful hints on choosing the right suspension. We all know there’s no such thing as the perfect camper trailer, but there is definitely the best camper trailer for you out there. Everybody wants different things from their camper trailers these days, and it’s impossible for any design to be perfect for everything. The best advice we can give is to research the style of camper you want, and be realistic as to what you’re going to use the camper trailer for.

MYTH BUSTERS

MYTH

Leaf sprung campers will rattle to bits on harsh and bumpy tracks.

BUSTED

Contrary to popular belief, leaf springs can provide an extremely good ride for your camper trailer if they are set up properly. To test and see how harsh the ride is in a leaf sprung camper trailer, we left a cartoon of eggs sitting in the sink of both types of campers and hit the tracks for the day. Let me tell you, it wasn’t a walk in the park either – we tackled ruts, water crossings, corrugations and hit more pot holes than we could count. The results were actually quite surprising to say the least. Would you believe that not one egg cracked in either of the campers for the entire day?

Ifs Vs Solid Axle Towing Guide

While I don’t doubt that coil springs offer a smoother ride, it’s evident that a well setup leaf-sprung system will get the job done just fine.

Ifs Vs Solid Axle Towing

MYTH

Ifs Vs Solid Axle Towing Capacity Ratio

Towing

What's Better Ifs Or Solid Axle

Coil spring suspension offers more travel, making a camper trailer more capable.

Ifs Vs Solid Axle Towing Capacity

BUSTED

Ifs Vs Solid Axle Towing Reviews

While coil springs are known to offer great flex, the benefits of impressive suspension down travel (flex) simply aren’t utilised in a camper trailer. The main reason for this is because of the camper trailer’s offroad coupling. The offroad coupling basically allows the camper to move independently to the tow vehicle. So, if a camper’s wheel was to fall into a large rut, the whole camper would tilt from the coupling first instead of letting the wheel flex down on its own.