[Rock Krawler Suspension]

If you bring into the discussion the mechanical advantage increase for a given tire to climb an obstacle it may help those who don't understand how a 2.5" lift with flat fenders and 37's will out perform a 3.5 or 4.5" lift with stock fenders and 35's on a given vehicle.

The misconception of the bridge height of a 3 link versus a 4 link is just that. If you are putting an arm and given joint size above the differential it takes up the same spaces wether that be a 3 link or a triangulated 4 link. You can achieve your desired instant centers and roll centers with either set up. With the triangulated 4 link you will position all your control arm mounts to achieve the desired IC and RC. With the Independent 3 Link you will position the upper arm mounts and lower arm mounts to achieve the desired IC and the track bar mounts will achieve your desired RC. This just satisfies theories or packaging requirements. The "how it feels" will also be affected by spring rates, shock rate and positioning, and sway bars. All of those things need to come together wether you are doing a Independent 3 Link or Triangulated 4 Link arrangement.

 

[Rock Krawler Suspension]

Just so you know

RE, TNT and a few others have 3 links. Why do most companies run long lowers and short uppers that don't even comply to the 80% thumb rule? That is a better question.

Harsh ride is something we never hear regarding our long arms. Ride quality can be tuned to just about any suspension geometry. We try to stick to general factual information and not opinions. We were speaking in general discussion terms. Not talking brands, not talking anything other than general terminology.

Where did you mount your upper arms for your triangulated 4 link? Shoot a pic please. That would be very helpful for all to see.

Every factor of suspension can be tuned as stated in our prior post. We run all forms of suspension geometry in many many applications! In our last race rig we actually ran a reverse triangulated 4 link in the rear on the JK-R which in my opinion is the optimum suspension geometry in the rear by far. That is just my opinion though. With that geometry you have the most amount of up travel available, but it does require a fuel cell either inside the vehicle or behind the rear axle which is illegal in all states! Federal law requires any vehicle on the road to have the fuel tank located between the axles since 2007.

X2 Geometry for the rear of the JK gets released Jan 1. This is based off our Trail Runner and Trail Demon geometry in the rear and matches what we have done in the JL.

If you are talking an off road only vehicle, sure a lot of things come into play and if you want to wheel your rig against our JK-R we are down for sure.

But if we are referencing street driven vehicles we have to ensure they are compliant with Local and Federal Laws.

 

[Rock Krawler Suspension]

The Trail Runner is completely tunable by the end user as is every coil over or advanced system like that. I don't need to say anymore there. If you were a part of the tuning process well..... No need for us to be negative. That older system did not have the X2 Geometry for the rear that is coming out for Jan 1. It is very similar to what we have done on the JL and will make sure RK has a nice family of product.

You turned an open discussion on geometry into your opinion once again. A complete waste of time...

You too have a good Thanks Giving.