Ifs Vs Solid Axle Towing Reviews
Ifs Vs Solid Axle Towing Capacity
Ifs Vs Solid Axle Towing
Ifs Vs Solid Axle Towing Capacity

Both IFS and solid front axles have tie rods, drag link for solid axles and center link for IFS's. Components wear in both. Hitting a bump or pot hole or obstacle causes the steering to be thrown off resulting in vibrations and oscillations throughout the steering system up to the steering wheel. A trailing arm suspension will almost invariably give a softer and higher-quality ride than any solid axle, owing primarily to the fact that movement at one wheel doesn't have to affect the other. This is an important consideration if you do a lot of towing over dirt and grass and in inclement conditions, since the independent suspension will.

Independent suspension systems have been utilized in the production car market for decades - and while it provides a smoother ride over solid axle systems, the debate is heavy in the off-road segment about which suspension set-up is best when you’re off the beaten path. Ultra4 takes “off the beaten path” to its most extreme — requiring not only fast desert speeds but also the utmost crawlability through monstrous rock sections. So how do you choose between the two?

Loren Healy scales Backdoor in his solid axle buggy.

Loren Healy, 2014 King of the Hammers, knows what works for him. At last year’s Superlift race, he made the choice to swap his new IFS (Independent Front Suspension) car for his older, solid axle buggy. The choice was the right one for that competition, as Loren walked away with 1^st place. Then, at this year’s King of the Hammers we spoke with him about his decision to stick with his solid axle buggy and Loren said his strategy was to play to his weakness — since the rock sections are what challenges him most, the solid axle is the way to go because it gets through those parts better.

Nick Nelson pummels through the desert dirt with IFS suspension.

The overall consensus from Ultra4 racers is that IFS gives you the upper hand through the desert while solid axle is an advantage in the rocks. Nothing can beat the way independent suspension absorbs uneven terrain at speeds upwards of 100mph. Solid axle however, is noted to have more ground clearance and better maneuverability (turning radius) within the rocks.

Rick Mooneyham shows how a solid axle articulates.

If you're new to these car types — an IFS car is easily identified by a narrower front end and diagonal supports going to the front tires (below), whereas a solid axle has a straight axle going between the front tires (above).

Ben Napier speeds smoothly with IFS.

Taking a look at what systems Nitto Racing drivers currently run, you can see the almost-even split:

Loren Healy: Solid Axle
Nick Nelson: IFS
Derek West: Solid Axle
Jason Scherer: IFS
Erik Miller: Solid Axle
Ben Napier: IFS
Randy Rodd: Solid Axle
Rick Mooneyham: Solid Axle

Derek West heads toward the mountain to conquer it with solid axle.

IFS systems come with a $30,000+ price tag over solid axle as well as needing more maintenance. As Ultra4 racing continues to provide great R&D for bigger and better off-road parts, I’d venture to guess that in coming years we’ll see IFS continuing to evolve and overcome it’s shortcomings.

Randy Rodd choosing solid axle — specialized and tuned shocks help reduce bouncing around while driving at speed through the desert with solid axle.

This year’s changes in Ultra4 racing series’ rules may also have some effect. In years past, a driver had to run the same rig in all of a year’s races — now they’ll be able to keep more than one rig in their arsenal. Meaning that for courses with a lot of wide-open stretches a racer my opt for their IFS car, but switch to a straight axle one for tight and technical short course races. Surely the 2014 Ultra4 Championship series will provide plenty of opportunities for this debate to continue playing out…I’m lookin’ forward to it!

Jason Scherer running with IFS.

It’s a topic that has been debated for years, both around campfires and amongst engineers. The consensus seems to always be that each have their benefits and pitfalls in different types of terrain. But are we now finally reaching a point where the solid axle vs IFS (independent front suspension) argument scale tips in favor of one over the other? Or will off-roaders everywhere be perpetually locked in a stalemate when it comes to front suspension? We’ve outlined five points that explain why independent front suspension might be the way of the future for off-roaders.

1. Wheel Travel

First and foremost, we can address something that historically seemed to always limit IFS rigs, and became a favorite arguing point for the solid axle crowd. Yes, we’re talking about wheel travel. Traditionally, IFS setups didn’t allow for much wheel travel, as the CV axle joints and rubber boots do not take well to extreme angles from the front differential. This was an inherent problem with most IFS vehicles looking to pull big travel numbers while retaining four-wheel-drive. But thanks to a boom in off-road suspension technology (partially due to the success of the Ultra4 series), aftermarket parts manufacturers and race-car companies such as Armada Engineering are now producing full IFS and IRS (independent rear suspension) Ultra4 vehicles boasting 24 inches of wheel travel front and rear—more than enough to conquer the rocks at King of the Hammers. And each year, as off-road innovation progresses, we see higher travel numbers becoming more accessible to the IFS crowd.

2. Protection of the Drivetrain and Steering Components

Conversely, one of the long-standing benefits of an IFS off-road rig is the protection of vital components of the drivetrain and steering. On a traditional solid-axle rig, the steering components are normally exposed and usually the first thing to take a hit from that rock you didn’t see right in front of you. Bent tie-rods are the norm for many ‘wheelers, and those who are running full hydraulic steering have to worry about protecting their steering ram from the rocks as well. IFS vehicles don’t have such nuances to worry about. The tie-rods and steering rams sit tucked up above the chassis, and move up independently of each other out of harm’s way. This increased ground clearance is especially valuable when navigating large boulders such as the trails you’ll find at The Hammers.

3. Fast Desert Driving

Especially true for race vehicles such as Ultra4s, fast desert driving can pose a challenge for solid-axle setups. At higher speeds over uneven terrain, vehicles with solid-axle front suspension setups tend to be less stable and more difficult to maneuver. IFS allows each wheel to take bumps and dips independently, keeping the chassis more stable and the steering easier to combat. But this phenomenon does not only affect race cars. Over the last few decades, most auto manufacturers have re-designed their four-wheel-drive trucks and SUVs to be easier to drive for the average consumer. One of the biggest shifts in engineering has been to ditch the solid-front-axle for an IFS setup with CV axle shafts. In fact, as of 2017, only two production SUVs in the United States are built with a solid-axle setup from the manufacturer, the Jeep Wrangler and the Mercedes Benz G-Class. With that being said, the G-Class is rumored to lose the solid-axle in lieu of an IFS system for 2018.

4. Weight

Another factor that most hobbyist off-roaders don’t take into account is the difference in unsprung weight between a solid-axle and IFS vehicle. Unsprung components consist of any part of a vehicle that is between the suspension and the ground. In this case, a solid front axle can weigh upwards of a few hundred pounds when loaded with a differential, axle shafts and links. An IFS setup weighs considerably less, due to the front differential being mount

Ifs Vs Solid Axle Towing