When my truck was stock, it would have a very neutral 4 wheel slide response when pushing it through a corner. After the lift it had a strong tendency to swing out the rear end - too much oversteer. This would make itself known on wet roads, dirt roads, or low traction situations in general. As an engineer who has designed a few chassis from scratch and the likes I have a fairly solid understanding of camber, roll stiffness, etc.. and the impacts on vehicle dynamics. Because these trucks have solid axles front and rear camber effects are negated. Thus, I had suspected that the rear axle had too much roll stiffness but after taking dirt roads with and without my rear sway bar connected I can presently make the oversteer come/go which to me bolsters the hypothesis that roll stiffness induced oversteer is occurring.
This link sums up in simple terms the impacts of roll stiffness...
Vehicle Dynamics - Cause and Effect Guide - Trackpedia In a nutshell, the axle that is resisting roll the most will side first all held equal (in IFS/IRS systems all is not necessarily held equal...in our case it is). You really want the front axle to slide first or at least a little more than the rear axle.
For some more background, I started with OME heavies front and rear. I switched to OME mediums on the rear axle but the oversteer did not change. Reading up it seems that the spring rates are the same between the two, it is just that the mediums are shorter. This explained the lack of change in oversteer. The added camber make the truck less "nervous", but when turning, the rear axle would still slide first.
With the rear bar disconnected the oversteer is more of a 4 wheel slide with light understeer which is ideal. However, I now have more body lean which is not ideal. The ideal solution would be to add a stiffer front bar and retain the rear. I am browsing Summit for an option.
Reading how the vehicle instability occurred in this accident, it sounds exactly like how my truck handles with the rear sway bar in play. I am fortunate enough to have had the type of driver training where the trainer locks up the rear wheels via the ABS and throws the car into a spin from which I have to recover so I am fairly on top of oversteer situations ranging from dry pavement to glare ice (very different correction required). However, 99% of us are not and thus rely on proper suspension tuning (or today traction control) to leave the vehicle in a controllable state when traction limits are pushed (new vehicles use software to do this). AWD vehicles like 80's should not throw the rear out but in my case after the lift that is exactly what it did.
It is my opinion that the oversteer should not have happened. Sure slop in steering can make it harder to recover but most drivers, even though they think they are internet Andretti drift kings, get behind the slide, overcorrect, and just make it worse. Ultimately, light understeer makes for a very controllable situation where one just needs to roll of a little speed to regain traction and recover.
To sum all of this up, I hope the couple cuts themselves some slack. The extra payload of the lift springs likely increased roll stiffness and make the truck more prone to oversteer. I hope those that desire to delete sway bars do so only to the rear unless they intend to consciously drive with oversteer in mind. I hope the rest of us go forth realizing that if we want stiff rear springs that don't sag under load, that we have to modify how we drive to account for the resulting oversteer tendencies.
If anyone wants to test their trucks slide tendencies, all you have to do is drive in a slowly tightening circle on a slippery surface (dirt...) at constant 25MPH (low speed) until it starts to slide. If the rear swings out, well, you know what to expect henceforth. You can use that trick to asses how changes to your setup impact your vehicle's slide tendencies.
Frank
I'll 
to that!@terrx
