And right here is why you see such frustration and mis-education on forums. And the negativity is insane from Moms basement. Cheer up!
Please don't post on the subject at hand if there are no factual aspects to your correspondence.
Now then, let's educate.
One look at the magnumforce.com website and the variety of wheelstanders, drag racers, road racers, and abused street machines negates any question about the integrity or the capability. Do you even realize the patented item you critique, that you don't even own, was licensed by Chrysler? Their engineers deemed it appropriate for the use in question. Hard to dispute that. Having built Top Fuel, A-Gas, Pro-Stock, and a plethora of hardcore vehicles over the 33 years, we do accordingly, actually know of that which we speak. I myself have owned over 100 Mopars. I currently have four vehicles running our suspensions. Some since the 1980's.
Suspension travel smokes the copycats suspensions. 5.25 to 6.25 inches. (Strength difference is HUGE)
Turning radius is relevant to the amount of positive caster used. More positive caster = less radius and vice versa. However! More positive caster = sweet high speed stability. You decide what's important to you, but at least the adjustability is now there.
I myself have a 14-71 blown, Nitrous injected, Hemi Daytona with the upper shock mounts in the stock location and intentionally not tied to the cage to evaluate the long term capability. Since the early 90's nonetheless. Nuf said. The Viper powered Challenger is insanely sweet to drive. Geometry improvements are of the essence. I could keep going on and on. Come by the shop and let's take a spin in a cool Mopar!
Eliminates Torsion Bars leaving much more clearance for headers.
Eliminates center link leaving additional room for oil pan capacity and no hole through pan as well as shallow depth yielding more ground clearance.
Lightens front end of car by 100 to 150 pounds.
More positive caster for improved high speed stability.
Reduced side scrub , bump steer, and camber change throughout suspension travel.
Rigid Lightweight 4130 condition N Chromoly construction and all TIG welded for superior strength and appearance or MIG welded, laser cut carbon steel in the Transformer.
All new components. No need to rebuild any of your stock suspension or steering.
Custom rack and pinion assembly available in matte finish or chrome.
Billet Aluminum Viking coil overs and billet CNC machined 6061 T-6 upper mounts.
Billet Aluminum sway bar clamps and tubular splined sway bar or solid 1-1/4" available.
Billet sealed needle bearing style steering universal joint with splined rack adapter and Double "D" shaft.
Chromoly Teflon lined rod ends each rated in excess of 40,000 lbs. radial load capacity.
Includes spindles with larger bearing diameters in either 1-1/2", 2", or 3-1/2" dropped configurations.
Optional*
Wilwood disc brake conversion drops another 30 to 35 lbs.
Select from stock type motor mounts or super strong, high tech bushed or solid motor plates.
Steering ratio - The ratio of the manual standard unit is (18:1) 3.75 turns lock-to-lock. and the quick ratio unit is 15:1 which is 25% faster than a standard unit at 3.3 turns lock-to-lock. Power is 18:1. Either is substantially nicer to drive than a stock manual box.
