But if someone dropped off a 78 Bronco 400m with that dana 44 front axle......I would not say no.

Bronco=Bucks like a ? Bronco!

 

Ford will bump..... they have room to bump in the 7.3 and the 6.7. I'm waiting for the ECO-BEAST, a turbo charged 7.3 at 650hp! with a retro kit for mine.

 

If my truck gives me any trouble I might buy this truck.

 

So much for facts... I stipulate that a Dana 60 has more torsional strength than any of the GM IFS. But the GM axle is tucked out of the way and bolted to the frame, therefore it does not require additional strength to survive it's own unsprung mass. If an IFS is strong enough to meet or exceed the expectations of the customer, isn't that fine? My personal IFS experience is 25 years of trouble free use. Nothing wore out, nothing broke. I've loaded the truck well past GVW many dozens of times and required 4wd at those weights. I ordered the stiffest torsion bars (4500lbs) along with the big block. I would never refer to the ride as comfortable, but it corners and handles ridiculously well for its size. I did need a CV boot replaced due to some unseen impact and at the same time I had my rear brakes checked for an odd noise. The really strong, full-floating rear axle had a seal weeping on one side. Had all seals replaced and no other issues with the drivetrain. I pull the lever, use the 4wd and never worry about it. That's good enough for me. My CJ-7 was not as simple... I did not enjoy the extra effort and maintenance involved in having manual hubs on the CJ, but it was reliable enough for me. Definitely more fun when it got a 360.

Why stop at IFS? Why not throw IRS into the mix? HMMWV's run independent axles at both ends. I drove them overloaded and over almost everything. Never broke one and never got stuck. They weren't quick or fast, but they were stable as hell. The RTII's would howl when 4whl drifting on pavement, but that added to the fun. They also seem like a good example of the ultimate capabilities of independent axles in an HD environment.

Subjective analysis isn't really analysis. Opinions do not become facts, no matter how hard one wishes for them to do so. LD drivetrains are not as strong as HD drivetrains. All steel things will eventually rust, and more quickly if one is too lazy to wash the salt off of them.

There is no perfect truck, just a collection of compromises to be sorted through. Buy the truck you want/need most and enjoy it.

 

Can't initiate a regen manually on a 2021 Chevy unless it's been modified. Being that it was a rental, I doubt it was modified. I've had both Ford and GM and the regen on either is only noticeable if you're trying to find it. A slightly higher idle, hotter exhaust. Going down the road, nope...unless looking at instant MPGs.

 

My front axle is all stock except for the leaf springs, shocks and track bar relocation bracket, I changed wheel bearings and tie rod ends on it when I first got it about 8 years ago and I have ran 35s on it over 6 years and never had any trouble with any of the suspension or steering components during that time. Friends Duramax with IFS has had 35s on it for less time than mine and he has gone through 3 sets of ball joints, 2 sets of tie rod ends, 2 sets of wheel bearings, an idler arm, broke the Pittman arm, 2 CV shafts and several boots, and it wears out tires quick because it doesn't stay aligned very well. There is several upgrades for the Dana 60 because they are the most common axle used by the off road crowd that run 40" tires or larger on them so yes you do need to upgrade it in those cases, but that doesn't mean it is a bad or weak axle in stock form.

 

At least Ford finally got rid of the front leaf springs on the super duty and the twin I beams on the F100/150.

I use to love watching those commercials of the F100 flying down the bumpy test course. Fords sales slogan was “WE HAVE A BETTER IDEA” When I got older I found out that to align the twin I-beam suspension you had a heat it up and bend it, that’s a “BETTER IDEA”?
https://m.youtube.com/watch?v=jxsE9D9pERg

 

GM does not have front end torque input capabilities of the SD. Period.

Doesn't take a graduate degree in material analysis to figure out if a 100 lb nodular iron case vs a 25 lb die cast Al case is better at curbing pinion shaft side load.

​​​​​​One could simply crawl under the trucks to look at the transfer case size differences. IFS requires the case to be smaller due to drive shaft placement. A child could look at the two and correctly determine which case is better suited for pulling that 25000 lb gooseneck up an 8% log road.

But I'm sure for the 90% of people who buy trucks, the GM IFS is fine and provides a superior ride to any solid front truck.

 

I guess launching a lifted SD 100+ft with 42" tires doesn't cross the "use it beyond it's designed for" criteria. Huh. Who woulda thunk it?

Also, all those upgrades are fodder for Ram owners with the wonderful aam 9.25. Especially billet balljoints. That's a biggie. Thought you'd know this since you own one.

 

It's all a nice way of saying, Chevy owners are wantabes. They want a truck, but they can't deal with a truck ride. Betas in a alpha world. Look tough, or in this current generation of Chevy ugly, and talk tough Duramax... Durabed.... But not deliver the goods of higher towing or heavier hauling. Talk the talk, but not walk the walk. The proof is in the roughnecks, loggers and railmen driving Ford's.

 

Allow me to retort.
Whoever is buying an HD/SD vehicle with ride quality as a significant factor, should probably be looking elsewhere. The SD that will replace my K2500 has a much smoother ride and I couldn't care less. I hope the drivetrain will be as reliable as the one I've lived with and abused for 25 years. I have no expectations to the contrary and I don't blindly advocate for any particular brand. It is counter-intuitive to posit that GM has designed an HD axle/suspension that does not adequately deal with input torque ratings of the engines they offer. Who would intentionally create warranty and brand image problems? It may be fair to say that an SFA SD has higher capacities and longevity versus an IFS HD, but who cares if both meet the owners expectations?

If you are actually towing a 25000 gooseneck up an 8% logging road, I wouldn't put that out on a forum where Ford could see it unless you were using something beyond an F450. I personally live on a very steep hill. My driveway is 200+ ft and ranges between 20-90% of grade. 150 ft of that is 70-90%. My old IFS truck has managed to scale it many thousands of times (often overloaded) without incident or chewing any of its delicate internals to tasty metallic bits. I expect the new SD will be equally competent. Though I am mildly concerned about the rear axle issues that are appearing.

I'm not sure how the analytical capacity of a child is relevant to your assertions.

 

ya ive seen that vid. not impessed. the king coilover setup would have significantly reduced the impact force to the axle housing when the truck landed. aside from the obvious bent bumper, leaking coolant and broke fender, they had no interest in examining for other damage, even for curiousity sake. that the truck could still move under its own power afterwards seems to be their only requirment.

the only truck ive ever been thoroughly impressed with is this bone stock toyota. to see it still runs and drives quit well after what they put it through is remarkable

 

I want to watch this! 20% I will buy……..90%……….show us!

 

As in a 42 degree angle from the horizontal plane. My neighbors are marginally worse. This is why I need a solid 4wd.

I'm not from nor do I reside in Missouri. Washington state has plenty of steep mountains and hills. The upsides are that the riffraff are too lazy to walk up and the views are pretty nice.

 

Yikes. Hard bounce.


But HD dodge front ends were junk. I think they revised them in 2014 and also 2019. I had an early one, trash.