The Best Jeep Sway Bar On The Market | SwayLoc
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- Опубліковано 21 лип 2024
- I'm sure everyone has heard about the Currie Antirock sway bars for offroading. I'm here to show you the SwayLoc dual rate sway bar for both offroad and on road use. While the Currie Antirock is good for offroad use it still allows a lot of body roll for on road driving.
This is where the SwayLoc stands apart. With its dual rate torsion bars you can have a lighter sway bar for offroad use (this allows your front wheels to still have a good range of travel while still stopping some body roll on the trails) and still have a stiff sway bar for on road use all at the flip of a lever.
This video shows the easy removal of the stock sway bar and the install of the SwayLoc.
-------------------------------------------------------Contents-----------------------------------------------
00:00 - Intro
01:22 - UnBoxing
03:41 - Removing Stock Sway Bar / Cutting Bumper
06:29 - Installing the SwayLoc
20:37 - Installing Sway Bar Links
25:00 - Final Thoughts
26:19 - Outro
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2004 Jeep Wrangler Sport
4.0 Straight 6 engine
5 Speed Manual Transmission
Jeep Mods
3.5" Metalcloak Dual Rate Springs (Front)
4.5" Metalcloak Dual Rate Springs (Rear)
35" Mickey Thompson Baja Boss M/T
15" Fuel Covert Wheels
Poison Spyder Steering Box Skid Plate
Savvy Cable Shifter
LoD Offroad Signature Series Rear Bumper with Tire Carrier/Jerry Can Mount/Cargo Rack
Quadratec QRC front bumper (cut into stinger style)
Metalcloak Rocker Rails
Metalcloak Extended Corner Guards (Aluminum)
MetalCloak Overline Fenders (Aluminum)
Metalcloak 4" Fender Flares (Front and Rear)
Smittybilt X20 Winch with Synthetic Rope Line
M.O.R.E oil pan/Tranmission skid plate
ARB Air Lockers (Front and Rear)
ARB High Output On Board Compressor
Fox Performance Series 2.0 Shocks
StinkyFab Heavy Duty Aluminum steering
Teraflex Heavy duty ball joints
Poison Spyder Diff Covers (Front and Rear)
Ten Factory Chromoly axle shafts (Rear)
Motive Gear Chromoly Axle Shafts (Front)
M.O.R.E "Bombproof" Motor Mounts with 1" of lift
Ecotric Vented Hood Louver
Decals from Pixel Decals
Hooke Road Interior Cargo Rack
K&N High Performance Air Filter
LED dash/over head lights
Ampper LED Rock Lights
DEI Fuel Rail Heat Sheild
Savvy Aluminum Fuel Tank Skid Plate
Bosch 4 Hole Upgraded Fuel Injectors
Motobilt Tub Armor (Aluminum)
Motobilt Half Door Armor (Aluminum)
Dana 44's Swapped From A Rubicon (Front and Rear with 4.10 gears)
241 Transfer Case Swapped From a Rubicon
Clayton Adjustable Control Arms (Full Set)
Barnes 4WD Transfer Case Skid Plate
Custom Adams Driveshafts (Front and Rear)
Bestop Supertop NX Soft Top
SpeedoHealer (PolyPerformance)
Redhead Steering Gearbox
SwayLoc Dual Rate Sway Bar - Авто та транспорт
This is probably the best TJ channel right now.
Thanks! I'm trying to make it a little better each video
Just working on getting one of these into my LJ. Glad to see you do the same thing as me and not read thoroughly. The instructions are complete garbage though. BTW, I did strip out the install stud...it lives there now :/
@@obanioncd0690 haha yeah I agree. I was not impressed with the instructions. I'm glad we could suffer together on this install though.
Alot of what you do inspires me to do similar things to my TJ, keep the videos coming!
That's awesome to hear! I love it that these videos can inspire others to show their jeeps some love and to get out there and do some offroading.
I'm glad you did a video on this, I been seriously thinking of doing this upgrade. Great content and awesome jeep
Thanks man I appreciate it! I'm pretty excited to not have to disconnect or reconnect anymore.
Looks to be a better setup. Very interested in a review after some off-road time…
You'll definitely get one. I'll be taking it to Colorado and Utah this year so I think that will the best review.
I did this in the beginning of the year, works excellent
That's good to hear! I haven't had a chance to test it offroad yet. Hopefully soon
Bars level with shocks at midpoint of travel. I'll extend my shocks, mark midpoint, then lift them to the mark and set the SL bars to level.
I put a SwayLoc on my JK. Love the thing and am verry happy with it. I have been considering getting the rear one but the stock sway bar has been just fine even with a good amount of articulation.
I agree. That's what I was thinking too but I also think the rear one is more than adequate for what I do.
🔥🔥🔥
I love the thing. Way better than the quick disconnects
I'm glad I was able to return my front AntiRock and install the SwayLOC when I modified my TJ. Its been a few years and I paid significantly less but knowing what I know today I'd still pay current price for a SwayLOC.
That's awesome! I was close to buying an antirock when I discovered the swayloc and I'm glad I did. It's fantastic. But all you hear about are the antirocks.
@@WheelinWithWally - the pricetag definitely deters a lot of TJers 🤑. The performance improvement is definitely worth that pricetag, though.
@@long-jeep agree big time!
Did you ever get firm numbers for the angle of the bar at rest? Were they included in the instructions maybe?
I never did no and I don't think there was anything in the instructions. However if it makes you feel better I have left it like this and had 0 issues. I've driven it from Ohio to Utah and more since. Plenty of highway driving and lots of fairly extreme badge of honor trails.
Any long term feedback on this? Looking to upgrade my stock sway bar right now.
I've had zero issues with it and still love it. I think it beats out the antirock and I love the easy switch to connect or disconnect.
Boom number 1
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You are also the first person who has commented that in my whole UA-cam career on one of my videos. So you really are the 1st 😂
I’m wish someone could explain to me why for slow climbing a sway bar is needed vs fully disconnected
This is from the Jeep TJ forum. It is talking about a currie antirock swaybar in the post though. I still contend the swayloc is superior because of its dual torsion bars which give you firm on road and softer offroad swaybars.
From the TJ forum:
It seems like someone is always asking whether they should go with swaybar disconnects or a Currie Antirock for the most 'flex' out of their TJ. Someone in these threads will usually mention the Currie Antirock offroad swaybar which is then followed by questions such as, "What is it?", "How does it work?", and "Is it better than disconnects?".
This thread is an attempt to explain that there is a difference between 'maximum articulation' and 'useful flex' as it pertains to offroad situations-as well as how this relates to the Antirock versus typical quick-disconnect systems.
I will tell you right off the bat that you will develop more 'maximum flex' with any of the quick disconnets than you will with the Antilock, no doubt about it. However, how useful will that maximum flex actually be?
Maximum Articulation
There are some Jeepers that hold the contention that all flex is not created equal. That there is 'maximum flex' and there is 'useful flex'. Maximum flex or articulation is just what it sounds like. Just how much you can completely flex out your particular suspension setup. Maximum flex will give great RTI numbers and make for really great pictures of Jeeps with tires high in the air (usually these end up in the typical bro threads that are usually titled something along the lines of, "show off your flex".) The quick disconnects are great with developing maximum flex since they completely disconnect the swaybar from the axle.
Sometimes you'll see pictures of Jeeps so flexed out that the springs actually have no load on them and in fact may drop down from the upper spring perch. This is were we get into the idea of "useful flex." When a tirecan droop so much that the spring unseats there isn't much weight on the tire. Without the weight there won't be much taction from the drooped tire. In this situation one has to ask what is the practical difference between this and having a tirelifted in the air from a traction stand point?
Useful Flex
So now we introduce the idea of 'useful flex'. This is the point at which you can flex out and still get power down to the ground with enough traction. Unfortunately, this is much more difficult to pinpoint because it will depend on many factors such as ground surface conditions, tires, traction aiding devices, specific suspension setup, load distribution and perhaps other variables. John Currie-who's won many rock-crawling competitions and has a good reputation with the community for thoughtful designs and solutions-approaches the flex issue from the 'useful flex' stand point with the Antirock.
Anti-rock
The Currie Antirock is an anti-swaybar (often referred to as a torsion bar) specifically design for offroad driving. Currie carefully engineered the Antirock to balance flexibility with chassis control. It works with the rear swaybar and keeps both front and rear swaybars connected at all times to evenly distribute forces between the front and rear axles aiding traction by keeping the weight on the tires. While much softer than the stock bar the Antirock also helps control body sway and lean offroad making side-slope and off-camber situations much less trecherous to negotiate.
I was surprised at the difference in offroad ride after my own Currie Antirock installation. My TJ felt like it just glided over the terrain. When I'd approach holes, ruts and drop offs I would expect the TJ to shift and sway toward the depression. Instead, the tire would drop into the hole in a controlled way and the chassis remained surprisingly level, balanced between front and rear axles. In addition, the traction difference is very noticeable (especially if you have open diffs).
Besides the handling benefits there is also the ease of use. Once the Currie Antirock is set up you just leave it alone. The only reason to stop at the trail head is to air-down tires, otherwise just roll onto the trail and roll off. No pulling pins or tying the swaybar out of the way. Likewise, when you're coming off the trail you don't have to get under a muddy Jeep and hook things back up in the rain and muck or whatever you just wheeled through. No rocking the Jeep back and forth to line-up pin holes or anything. It simply works very transparently and you forget it's on there.
Despite the added control, the Currie Antirock does allow a surprising amount of articulation. In one rockcrawler.com article the author quantifies the difference between fully disconnecting the swaybar and running the Anti-rock:
33.25" fully disconnected (20* RTI = 1050)
32.00" loosest Anti-rock setting (20* RTI = 1011)
31.25" firmest Anti-rock setting (20* RTI = 987)
As you can see, the 'maximum articulation' is developed by fully disconnecting the stock swayer, but the Antirock still allows for significant flex while providing the handling benefits. Even at the firmest setting the you only give up 6% of your total flex for all the benefit. At the loosest setting? Less than 4%
The Currie Antirock isn't cheap, however, if anyone is considering the $150 JKS (or similar brand) disconnects, then they owe it to themselves to look into the Antilock.
Coming from a guy who has personally run JKS disconnects prior to the Currie Antirock install, I can honestly tell you that after running with this mod for the last several months I would highly recommend it to anyone. It is a huge, huge improvement over the typical disconnect setup, but you really won't know until you try it.
This is hands down one of my favorite mods I've done to my TJ thus far, worth every penny!
@@WheelinWithWally I put a rubicon sway bar disconnect bar on my jk sport. The ease of connecting vs disconnecting is now irrelevant (and I agree with u I love it). I run a truetrac in front of my jeep so I’m not quit open diffs.
My off road partner runs sway loc same as you and loves it. However he does lots high speed stuff so I would say it’s justifiable for him. For me biggest benefit of full disc is ride quality. Jeep doesn’t rock at all. I honestly don’t know if it would articulate less with a antirock.
This is by far best explanation I’ve got on sway bar topic