Adjustable Sway Bar End Links with Quick Disconnect - Page 3 - 2014+ Jeep Cherokee Forums
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post #21 of 77 (permalink) Old 07-26-2016, 05:02 PM
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Originally Posted by myfirstcherokee View Post
I hear ya Ryan. The pictures posted were from a Wrangler that had a 2" lift. Nonetheless, we are pretty close to that 2" number. From my understanding, the twisting out of the sway bar happens downward and not upward. This is caused by lifting the vehicle, pulling the sway bar further down since the links are anchored to the axle.

By having them adjustable, you can bring it back to the factory position, have the ability to disconnect if you want, and tighten up roll since the thickness is 100% thicker.
I follow your reasoning, but disagree. Returning it to factory position is admirable, but unnecessary. Our suspension is geometric, so the actual raising of the relevant part of the suspension is 1" maximum in the case of my lift, along with a slight angle change. Thats a bit different than 2" in the more straightforward lift type other jeeps enjoy. The suspension travels an equivalent distance when lifting the vehicle to change a tire using a jack, and yet we do not worry about flipping the sway bar during that.

And when it comes to disconnecting, we've discussed that this is typically bad news bears for independent suspensions like ours. Even if the wheel is off the ground, the wheel tends to turn, either in small bits as the differential does its work, or fully if the locker is engaged. The sway bar actually helps keep the wheel from dropping too low and creating too harsh of an angle.


I think perhaps if one wanted to be overly cautious, replacing the sway bar links with ones .75" or 1" extra to match the lift would be reasonable, if kept at the standard price for links, which is around 20$-30$ for a pair. Adding a quick disconnect, and adjustable options, doesnt seem like a good idea to me, considering the danger to the components of the vehicle, and the cost nearing double the cost of the lift itself.

Also consider: The sway bar links are the exact same part and size for all Cherokees. If link length was an issue, I would imagine they would have different sizes, considering the factory lift between trims.

I do appreciate the discussion, concern, and initiative, but at this point, to my understanding at the moment, I'd recommend against it.


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post #22 of 77 (permalink) Old 07-26-2016, 05:30 PM
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^ While I do concur, wouldn't the overall shock travel dictate the amount of wheel travel that the CV joint would see? I'm not sure but if I were designing this thing, I'd make pretty sure that the range of motion for the CV is well within the travel distance of the shock so as to never put the joint at risk.
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post #23 of 77 (permalink) Old 07-26-2016, 08:23 PM
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^ While I do concur, wouldn't the overall shock travel dictate the amount of wheel travel that the CV joint would see? I'm not sure but if I were designing this thing, I'd make pretty sure that the range of motion for the CV is well within the travel distance of the shock so as to never put the joint at risk.
THat's what I'm reading on other forums where people who are disconnecting the sway bar on IFS.

I only want these for the front. It'd also would be good to get some input from Wayalife who's already been running their Renegade like this.

Here's a thread I came across today: http://www.pirate4x4.com/forum/toyot...-sway-bar.html

Also found this:

Sway bar disconnects are not needed with an IFS suspension
By disconnecting the front sway bar you may gain a very slight amount of added a-arm droop, but here is the problem with an IFS truck. The only tire that has any weight on it is the one compressed, so it does not matter if the other tire is in the air, almost on the ground or on the ground. It will spin because it has no weight on it.

It is however correct to disconnect a sway bar on a straight axle truck as it will increase articulation. The real benefit of having a straight axle is that both front tires bear the weight at all times, not only one like an IFS truck under articulation.

From: http://www.sonoransteel.com/index.ph...=suspensionfaq they specialize in suspension and off-road for the 4 runner and FJ cruiser both trucks with IFS.

I see their reasoning there but the benefit at least for us, is having the rear tires making contact, not the front.

I did also read someone wore out their shocks by removing their front sway bars but they ran it with them disconnected all the time for 40k miles.

For me the concern is the CV axle.
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post #24 of 77 (permalink) Old 07-27-2016, 04:37 AM
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IFS works totally different than Solid Axles. The forces are not the same. Posting pictures of a JK with bent sway bar links is not cool either. Many here wouldn't know that was a JK suspension. You made that whole thing sound like the little lift is going to kill the suspension. I personally think what you did is ridiculous and just a way to put fear in the unknowing to peddle your wares.

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post #25 of 77 (permalink) Old 07-27-2016, 05:57 AM
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Ummm... has no one thought to actually look at the design of the IFS sway bar connection on the Cherokee?

The link runs from the sway bar to the strut and not the lower A arm so there is no change in the position of the sway bar. Nor is there any requirement to use a longer link, as the mounting point HAS NOT MOVED with any current lift kit design (this is not a solid axle Wrangler).

If the lift had been achieved by a spacer on the top of the strut then the conversation would be valid as the mounting would have changed, but since the link is like 8 or 10 inches long a 20mm move in the mount will not be noticeable.

And finally unless the disconnect was acheived remotely there would be nothing quick about it. Most people would not be able to reach either end without removing the wheel.

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post #26 of 77 (permalink) Old 07-27-2016, 08:58 AM Thread Starter
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Originally Posted by David_Baker View Post
Ummm... has no one thought to actually look at the design of the IFS sway bar connection on the Cherokee?

The link runs from the sway bar to the strut and not the lower A arm so there is no change in the position of the sway bar. Nor is there any requirement to use a longer link, as the mounting point HAS NOT MOVED with any current lift kit design (this is not a solid axle Wrangler).

If the lift had been achieved by a spacer on the top of the strut then the conversation would be valid as the mounting would have changed, but since the link is like 8 or 10 inches long a 20mm move in the mount will not be noticeable.

And finally unless the disconnect was acheived remotely there would be nothing quick about it. Most people would not be able to reach either end without removing the wheel.

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I will chime in on this when I'm not driving but @David_Baker you are only 50% correct if you are only referring to the front suspension. But if you look at the back suspension which is what I did you would notice that the sway bar end links are indeed connected to the lower control arm. And when increasing the height in the rear, you are indeed pulling down on the angle of the rear sway bar. That is why the MFC end links are adjustable.
@shelbyluvv referencing stupidity on my part for showing a picture of a JK is childish and your statement was not thought out well. I clearly stated that those pictures were from a wrangler. Not sure where you were going with that. We all know that this lift is not going to kill any suspension. The same thought process bodes well with lets say a CAI for our engines. We know that it's not going to kill our engines, but we put it on anyways. Let's recap the three positive advantages of the links shall we?

1. Thicker rod between the ball joints thus increasing reliability and stiffness. (Good or bad? You decide)
2. Adjustable to bring the sway bar back in line with factory specs. (Good or bad? You decide)
3. Quick disconnect for better articulation from our IFS. When I say quick, I mean no need for a remote, or to take your wheel off or jack the vehicle up and climb under it. I have worked around all of these obstacles. (Good or bad? You decide)

These are NOT needed to run any of the lifts. But I recommend them.

FFT. Synthetic oils are NOT needed in our engines. But I recommend them. AND after having a lengthy conversation with a member here on the boards who has taken his rig onto BLACK trails, when climbing and descending in rock mode, if one tire is planted and the opposite tire is in the air, the computer will only turn the planted tires and not the tires in the air. So while the end links are disconnected, he agreed 200% based on physics and geometry, that the planted tire half shaft would become less angled and more or less straight on with the drive shaft and knuckle, and also allowing a few more inches of travel since it would be tucked into the fender area. Since this is the tire that gets all of the torque, no rotation is applied to the tire that is in the air, with its CV overextended. Also, the knuckles are clamped to the suspension, so even more so, the limiting factor of cv will be relative to how much the strut will allow the knuckle to drop, hence my current R&D for running FOX suspension.

I guess you all would like to see pictures, angles and what not. Well that will come shortly. Disconnecting the sway bar will allow our IFS to work independently of each other. That is the real BENEFIT

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Last edited by myfirstcherokee; 07-27-2016 at 10:24 AM.
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post #27 of 77 (permalink) Old 07-27-2016, 09:02 AM
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Dang you guys are party poopers, lol.

I still might do it for the fronts, I don't give to cow patties about the added strength etc, becAuse I don't buy it either.

I just want to be easier to disconnect those, as it stands now you need an Allen wrench and a socket, not too tough, you can get to the sway bars with the tire at full crank but rather be able to pull a pin and done.

The additional travel would be worth it out on the more difficult trails. I don't doubt the traction but I hate the thought of being wheels up on something very steep and exposed. Every time I do it, it scares the crap out of the people I'm wheeling with.
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post #28 of 77 (permalink) Old 07-27-2016, 10:31 AM
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1) not needed.
2) not needed.
3) not needed.

I am almost positive you are the same guy who writes the product info for Rocky Road. There are more mis-truths and flat out lies in their product descriptions than I care to point out.

A IFS suspension does NOT work like a SA suspension. Disconnecting will give minimum improvement. If anything it will hamper the tires on the ground. IFS needs sway bars to keep the pressure on all the tires. SA work totally different.

My comment about using a JK picture is just that. You wanted to show how lifting a KL can damage parts, when in fact that will not happen because of the differences in the design of the suspensions.
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post #29 of 77 (permalink) Old 07-27-2016, 10:37 AM
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Please avoid getting into flame-wars and personal attacks. This thread is starting to go sideways with "spirited opinion". Agree to disagree and state your opinions, but words like "stupid" do not belong in polite discussion.

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post #30 of 77 (permalink) Old 07-27-2016, 10:41 AM
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At the end of the day, what its gonna take is proof that disconnecting the sway bars will or will not get you extra travel. Lift the Cherokee from one wheel with everything bolted on. Then lift said wheel until one of the other 3 lifts off the ground but is just barely touching. Take a picture of vehicle just like that and measure the distance between the ground and the lower portion of the body just behind the wheel you are lifting. Then start the process over again with the front sway bar disconnected and one more time with the front AND rear disconnected. With all that done if there is an increase in distance from the ground to the body you'd just increased travel. You can do this on the renegade, I've seen the youtube video but can't currently find it, it does get you an extra inch or two of travel and much further up an RTI ramp. So at the end of the day, just do it MFC. Show them it makes a difference or doesn't. That's the only way. Then they can argue about what it'll damage after they see the results.

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