Almost 80,000 Miles on a set of tires.
I just put a new set of skins on my dually in preparation for a trip through the mountain passes to Alberta from Vancouver. I just have to say how well pleased I am on the service life of the old t...
Forum Discussion
Locking rear differentials also wear out rear tires faster, especially when the truck is heavily loaded. I wouldn't give up my locker for an open differential though! I wish my other trucks had lockers too. Someday, they will! :B
As to the 'death wobble' problem on solid axle trucks, that is only a problem of a poorly designed front end, not a problem of the solid front axle itself.
My Ford solid front axle trucks do not have a death wobble problem, neither did my Chevy solid front axle truck.
As I remember it, 'death wobble' was a problem with certain year Dodge trucks, with the 5-link coil spring and solid axle front end.
Many trucks have been made, over several decades, with solid front axles and leaf springs, both 4wd and 2wd, including the majority of 18 wheeler semi tractors! Solid front axles are not 'death wobblers'.
Don't blame solid front axles in general for Dodge's inability at that time to properly design a 5-link coil sprung solid axle front end!
Also, solid front axles and leaf springs have far fewer moving parts than independent a-arm or transverse-arm front ends. Because solid front axles with leaf springs maintain the steering knuckles in a fairly constant position as the axle moves up and down, the camber and caster angles remain pretty much the same, regardless of the axle's position in it's range of movement.
The only alignment adjustments with a solid front axle and leaf springs are the toe-in, at the center tie rod, and the steering centering, at the drag link tie rod. So, if the front end is properly designed and the ball joints (or king pins) and tie rod ends are not worn out, the front tires will wear very flat and even. I have found this to be true on all of my solid axle leaf sprung trucks.
By contrast, independent front ends position the tires in a range of different angles, with relation to caster and camber and even toe-in, as the steering knuckles move up and down through the suspension's range of motion. This is due to many different rotating points for the various linking members of the suspension, which not able to hold the steering knuckles in the same position throughout the wheels movement over bumps and vehicle leaning in curves.
Independent front ends typically wear front tires more unevenly, and therefore faster, than solid axle, leaf sprung front ends. Thus, independent front end vehicles require more frequent tire rotation, to maintain even tire wear on all 4 tires, than solid axle front end vehicles.
Additionally, independent front ends, due to their myriad of rotating link connections, have many more bushings and joints to wear out and replace over the life of the vehicle, than solid axle, leaf sprung front ends. When these parts wear out, tire wear to goes all to heck.
As to the 'death wobble' problem on solid axle trucks, that is only a problem of a poorly designed front end, not a problem of the solid front axle itself.
My Ford solid front axle trucks do not have a death wobble problem, neither did my Chevy solid front axle truck.
As I remember it, 'death wobble' was a problem with certain year Dodge trucks, with the 5-link coil spring and solid axle front end.
Many trucks have been made, over several decades, with solid front axles and leaf springs, both 4wd and 2wd, including the majority of 18 wheeler semi tractors! Solid front axles are not 'death wobblers'.
Don't blame solid front axles in general for Dodge's inability at that time to properly design a 5-link coil sprung solid axle front end!
Also, solid front axles and leaf springs have far fewer moving parts than independent a-arm or transverse-arm front ends. Because solid front axles with leaf springs maintain the steering knuckles in a fairly constant position as the axle moves up and down, the camber and caster angles remain pretty much the same, regardless of the axle's position in it's range of movement.
The only alignment adjustments with a solid front axle and leaf springs are the toe-in, at the center tie rod, and the steering centering, at the drag link tie rod. So, if the front end is properly designed and the ball joints (or king pins) and tie rod ends are not worn out, the front tires will wear very flat and even. I have found this to be true on all of my solid axle leaf sprung trucks.
By contrast, independent front ends position the tires in a range of different angles, with relation to caster and camber and even toe-in, as the steering knuckles move up and down through the suspension's range of motion. This is due to many different rotating points for the various linking members of the suspension, which not able to hold the steering knuckles in the same position throughout the wheels movement over bumps and vehicle leaning in curves.
Independent front ends typically wear front tires more unevenly, and therefore faster, than solid axle, leaf sprung front ends. Thus, independent front end vehicles require more frequent tire rotation, to maintain even tire wear on all 4 tires, than solid axle front end vehicles.
Additionally, independent front ends, due to their myriad of rotating link connections, have many more bushings and joints to wear out and replace over the life of the vehicle, than solid axle, leaf sprung front ends. When these parts wear out, tire wear to goes all to heck.
