Well here they are as promised finally a suspension upgrade for the Dodge Nitro, factory swaybar links are a weak 5/16 in diameter and the way the factory mounts the passenger link bids the rear swaybar with a 1" offset. We corrected the offset by moving our passenger link inside the oem bracket, and ours are a whopping 7/8 in diameter and custom energy suspension bushings we used to improve handling even more.
Our sway bar links are nearly triple the the size of the oem links!! The weakest link of the Dodge Nitro's suspension is the sway bar links due to the lack of diameter and lack of strength, significant improvments in handling were felt on the test vehicles. Adding these to your vehicle will make your Dodge Nitro handle like it should!!
A sway bar is a torsion bar mounted laterally on a suspension and is designed to reduce side sway. The sway bar attempts to accomplish this by transferring movement from one side of the suspension to the other. This is done through the connection of a torsion bar to each side of an axle by flexible links. (Sway bar links)
Wouldn't tightening the sway bar basically mean less flex? It's a Jeep most want flex and opt to give up street handling... But if that's what you want, try them. I'm 99% sure the Nitro's suspension is identical to the KK's. A few of the pros will probably chime in and confirm/deny what I said lol
The only thing those gain is the bushing itself. The stock ones are rubber, those are poly.
That should help reduce roll a fraction and transmit some more road noise.
The factory links are solid steel and these things are hollow tubing that has no effect on handling. I'd be willing to bet they are weaker than factory even if they were welded by a professional.
The red paint looks awsome.
Definately a must buy as they on sale for $185 marked down from $275
The offset is part of the front end geometry and , if you take a look at your links, you will see the offset is to avoid interference with other components during travel. They could not reproduce the offset with the cheeseball tubing without sideloading the welds and ripping them to pieces. These things are snakeoil pure and simple.
Paint the factory links the exotic color of your choice and tell your buddies you paid $500 for forged links. They'll love you for it.
The thickness and metallurgy of the SWAYBAR itself will affect your handling. Also the swaybar bushing composition (rubber vs. poly) and the same goes for the link bushings.
The links themselves just need to be strong enough to withstand the forces trying to twist the swaybar.
If its better handling you want, i'd start with the springs and shocks first.
Check out jeepinbyal's suspension system. They have one that retains factory ride height and upgrades the rude quality. Yes its expensive but you gotta spend money to make money...
Stiff front bar = More understeer and more tire loading
Soft front bar = Less understeer and less tire loading
Stiff rear bar = More oversteer and more tire loading
Soft rear bar = Less oversteer and less tire loading
Sway Bar Stiffness
The stiffness of a sway bar is dependent on its shape and construction. The longer the lever arm acting on the torsion bar, the softer will be the effective rate. To reduce unsprung and sprung mass, some sway bars use a hollow rod, but most are made from solid bar. If all youíre doing is changing the thickness of a solid sway bar, the change in rate is easily worked out.
Sway bar stiffness increases as the fourth power of the diameter. For example, a sway bar might have a diameter of 22mm and you are considering changing it for one which is 26mm in diameter. 224 (22 x 22 x 22 x 22) give a stiffness factor of 234,256 units. The second barís stiffness is 264 which is 456,976. Divide one by the other and you can see that the second barís stiffness is almost twice (1.95 times) as high, even though itís only 4mm thicker!
So as you can see, small changes in diameter make for large changes in stiffness.
Sway bars resist body roll
Sway bars can be placed at the back, front or both ends
Increasing the thickness of a sway bar at one end of the car often has the most effect at the other end
Front-wheel drives often benefit from a upsized rear sway bar
Rear-wheel drives that understeer often benefit from a upsized rear sway bar
Rear-wheel drives that oversteer, or pick up an inside rear wheel and spin it, often benefit from a upsized front sway bar
In four-wheel drives, combat understeer with a thicker rear bar, or combat oversteer with a thicker front bar
Itís easy to work out how much extra stiffness a given increase in solid bar diameter makes