This only applies if you don’t add a ton of weight to your rig...
If you want to get rid of the downsides of a torsion bar anti-swaybar interacting with your suspension, the choice is dual rate coils paired with a shock maximally designed to operate in that system.
Dual rate coils increase spring rate out to the outer side in cornering and reduce it on the inside, very much like a torsion bar, but they don’t interact negatively by creating oversteer and the snap back you get from a torsion bar.
You cannot have so much weight that you have overwhelmed the transitional section of a dual rate coil, but if you design around minimizing extra weight it is better to design cornering performance into the suspension rather than a torsion bar, and there are a lot of reasons for this.
“I removed my swaybars” not a neutral statement. And is also not automatically positive or negative because you shouldn’t be doing it as an isolated variable.
People spend a bank adding weight to their 80s, robbing clearance, on and offroad performance, and suspension dynamics in the process.
It is a “good” idea to “upgrade” your swaybars if you choose this design path. Obviously a lot of people choose an 80 in order to haul ass with a lot of stuff - not bagging on that, just noting that there options if you have a different requirement.
The factory rear is a lot more problematic than people think, maybe more so than the front outside of the whole rip out the brakeline problem.
I thought you needed it to help the front flex until I pulled it because it had contact with my foam cell pro shocks, and then everything was better so I sold my rear rebuild kit and recycled that mf. Good riddance.
Last edited:
.
