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Is it safe to say the Bronco will be better than the Wrangler ON the road?
- Thread starter Yolobaggins
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Much in the same way if you asked me if your filet mignon will taste good, I can safely say yes, even though I have not personally tasted it. Experience in general. You'd have to really screw up an IFS to make it not better than SFA.
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IFS is pretty much always better than SFA on real roads. IRS is pretty much always better than SRA on the real road. The only exception might be a smooth race track where a three link panhard solid rear axle (SRA) is lighter, simpler, and stronger than an IRS giving a weight and reliability advantage to a race car.
SFA/SRAs have high unsprung weight (entire axle moves on bumps) which makes the shocks and springs work harder on rough roads to stop the motion and return the tires back to the pavement. Being a solid axle, both tires are affected on bumps.
The steering is achieved through ball joints on the outer Cs of the axle tubes, a tie rod tying the knuckles together, and a drag link up to the steering box. All these joints introduce small amounts of play, especially as they wear, that create vagueness or dead zones in the steering where it's not as responsive as an IFS. SFA driving on roads with constant road crown changes can wear you out keeping the vehicle in your lane.
If you let the lateral locating link (trackbar) joints get loose or worn, it can contribute to death wobble along with other worn steering components.
The SFA basically shines on hardcore offroad. It's simple, strong, and articulates to keep all four tires on the ground. If you're not doing anything worse than forest service roads, an IFS works better in most every way.
When diesel Duramax chevys came out, the ability to program the GM engine controller made them much more reliable at higher power than the proprietary cummins engines in the dodge trucks that had been top dog. For dirt pulling, though, the chevy trucks IFS front end would fold up the tie rods under heavy pulling torque. There were aftermarket fixes made for that, but that's just another spot where the solid axle had a big, strong tie rod and drag link that didn't have an issue most of the time.
SFA/SRAs have high unsprung weight (entire axle moves on bumps) which makes the shocks and springs work harder on rough roads to stop the motion and return the tires back to the pavement. Being a solid axle, both tires are affected on bumps.
The steering is achieved through ball joints on the outer Cs of the axle tubes, a tie rod tying the knuckles together, and a drag link up to the steering box. All these joints introduce small amounts of play, especially as they wear, that create vagueness or dead zones in the steering where it's not as responsive as an IFS. SFA driving on roads with constant road crown changes can wear you out keeping the vehicle in your lane.
If you let the lateral locating link (trackbar) joints get loose or worn, it can contribute to death wobble along with other worn steering components.
The SFA basically shines on hardcore offroad. It's simple, strong, and articulates to keep all four tires on the ground. If you're not doing anything worse than forest service roads, an IFS works better in most every way.
When diesel Duramax chevys came out, the ability to program the GM engine controller made them much more reliable at higher power than the proprietary cummins engines in the dodge trucks that had been top dog. For dirt pulling, though, the chevy trucks IFS front end would fold up the tie rods under heavy pulling torque. There were aftermarket fixes made for that, but that's just another spot where the solid axle had a big, strong tie rod and drag link that didn't have an issue most of the time.
I just think jeep hasnt had much fire under their ass for a very very long time. They havent HAD to step up their game because wranglers sell well regardless of how stupid and easily fixable their problems are for jeep to fix. I just feel good about getting the vehicle that is going after the brand that has been free to crap all over their customers for so long.
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SLIPPERY!
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1) I had fewer problems with my two Jeeps than either my Taurus, Fusion, Fiesta, Explorer.
2) The EcoBoost should get better mileage, give or take. Engine reliability will be better with the Wrangler.
3) The Wrangler offers a better menu of options, where the Bronco requires more things in their optional packages. Some of those you may want, while others you may not. I am getting the "High" package because I can't get the additional sound deadening as an individual option. It means I am paying thousands of dollars for hundreds of dollars worth of option(s).
Your mileage may vary. I want a Bronco, so I'm buying a Bronco. Although, based on my experience with Jeep vehicles and a slew of Fords, I believe the Jeep is a better made vehicle.
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I have driven one and it’s light years better than the SFA Jeep on road.
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No...
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*sad mario kart noses*SLIPPERY!
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We have a 2018 JKU and I honestly have nothing great to say about it. It's capable and fun off road but It just sucks as a daily driver. I have way more fun in our 95 YJ.
We regularly drive one of the uglier routes through the Sierras to Nevada and the Wrangler has proven to be a hot mess in snow and ice. I preferred my old Grand Cherokee or the 4x4 F150. My husband thought I was nuts until he drove it through a monster storm last winter. We were all white knuckling it.
Ford has described the new Bronco as enjoyable off road as on and I'm really looking forward to that.
We regularly drive one of the uglier routes through the Sierras to Nevada and the Wrangler has proven to be a hot mess in snow and ice. I preferred my old Grand Cherokee or the 4x4 F150. My husband thought I was nuts until he drove it through a monster storm last winter. We were all white knuckling it.
Ford has described the new Bronco as enjoyable off road as on and I'm really looking forward to that.
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