Adding a Rear Sway Bar to a Chevy Express Roadtrek

[TWX]

So my Roadtrek 210 Popular based on a 2005 Chevrolet Express didn't come with a rear swaybar. I found a used Roadmaster RM-1109-173 with end links but without the frame endlink mounts for less than $200 shipped to me, going to look at installing it this weekend.

Has anyone else added a rear bar to a Chevy Express that did not come factory-equipped? I figure I have two choices, welding-on or bolting-on frame mounting connectors. Bolting would require drilling and making a backing-plate with threaded holes to retain the connector, while welding reduces that but introduces welding to the mix. If I go the latter, I may take it to a mechanic that also does exhaust work, he should be capable of welding in that position without setting the RV on fire.

 

[booster]

I just looked at that bar on the Roadmaster site and it appears to be different than the ones we have seen in past which have the arms to the rear, based on the pix and instructions. With the arms to the front you will probably run into generator clearance at the differential housing rear cover, just like there is with a Hellwig front facing arms bar. The ones we have seen do clear the generator with the arms on each side of it to the rear, front what users have stated.

The generator can be moved back a few inches to allow it to fit, or you may be able to find the rearward arm version and/or check with Roadmaster regarding which way it goes. Several users have done the generator move.

I built a homemade install shortly after we got our 07 190P new by using a circle track splined straight bar and removable arms to the front or rear as you can put them on any way you want. It did clear the generator fine. We since have removed the generator so doesn't matter anymore anyway.

 

[TWX]

The bar might interfere, I haven't checked yet. It doesn't look like it sticks out rearward as much as the Hellwig does though, so there's a chance I won't have to do much.

 

[TWX]

Ended up taking it to a shop to have the rear bar fit. It did not collide with the generator. The factory axle swaybar mounting perches seemed to have worked as well.

I've only driven it home from the mechanic, but that was a 25 mile drive. On the freeway the wind-effects of both the weather and the passing vehicles is much less severe than it was prior, and likewise the leaning while turning is significantly reduced. Going over bumps, the rear axle is dictating how the vehicle body roll occurs rather than the front.

Obviously it's too soon to really know the full effects of the change but it seems to have been worthwhile. My wife followed me on the drive home and saw no visible sway.

Had to get back to work so only had time to take the one picture. Will take more when I have a chance.

 

[booster]

Not surprised that it made a noticeable improvement in sway and tracking as that is what I and many others have found also. It is why I always recommend a big rear bar in any Roadtrek Chevy handling issues.

It is good that they apparently reacted to the comments concerning Hellwig not fitting and took it into account so it fit OK with the genny.

The rule that holds is that you are swaybars to the end that is not causing the problem, as in having not enough traction on the front means add a big rear bar so the front stays planted. Better front traction means less understeer and smaller corrections to hold a straight line, and the added sway and pitch is a bonus in the rear, so all good.

 

[solidsnake]

Ended up taking it to a shop to have the rear bar fit. It did not collide with the generator. The factory axle swaybar mounting perches seemed to have worked as well.

I've only driven it home from the mechanic, but that was a 25 mile drive. On the freeway the wind-effects of both the weather and the passing vehicles is much less severe than it was prior, and likewise the leaning while turning is significantly reduced. Going over bumps, the rear axle is dictating how the vehicle body roll occurs rather than the front.

Obviously it's too soon to really know the full effects of the change but it seems to have been worthwhile. My wife followed me on the drive home and saw no visible sway.

Had to get back to work so only had time to take the one picture. Will take more when I have a chance.

I also have a 210 that I want to eventually install a sway bar. Which website did you buy the rear bar from?

 

[TWX]

I also have a 210 that I want to eventually install a sway bar. Which website did you buy the rear bar from?

I bought one from a junked van. Car dash part dot com.

 

[TWX]

Some additional photos:

View media item 447580View media item 447581View media item 447582
They apparently did have to put plates on the axle to mount the bar. The clearance to the generator is tight but it looks like it's enough.

 

[booster]

Hard to tell from the perspective, but that last pic looks like the bar is quite close and also overlapping the generator. It looks like the van is on the ground based on the tire shown, but that axle will get closer with added load and bumps and also will rotate up a bit, I think. Should be interesting to see how it does in the real world use. They must have made the brackets to get as low as possible.

Our straight bar sits in nearly the same place but doesn't bend close to the generator when we had one. It goes nearly under the curve of the now 10.5" differential housing.

 

[booster]

I did find the install posts from way back when I did our bar buried in a long, long, lift thread.

Circle track swaybar build

 

[TWX]

Okay, an update.

We just got back from a 1800 mile road trip doing the National Parks/Mouments/Sites in the California Sierra Nevadas, visiting Manzanar, Devil's Postpile, Yosemite, King's Canyon, and Sequoia. While the roads in the parks/monuments themselves are pretty curvy and the swaybar was incredibly helpful on navigating them, it was absolutely essential on two California state highways, CA-41 out of Yosemite, and even more strongly, CA-245.

While we drove California 41 three times total (we didn't overnight in Yosemite so we had to leave and then return the following day, and leave again for the next destination) and originally I thought that CA-41 in/out of Yosemite was going to be the hardest road, later in the trip California 245 out of King's Canyon was harder. CA-245 is probably the most difficult paved, striped two-lane maintained highway that I've ever driven. It had an incredibly steep elevation change and makes constant curves and switchbacks thoughtout its mountainous section.

Route with curves and switchbacks:
View media item 447670
Elevation/Grade changes:
View media item 447669
Even in 2nd gear for most of the downhill, a huge number of the turns are marked for 10MPH and stress-tested that swaybar, the tires, and the brakes. The bar and the installation/welds held, and that bar undoubtedly made all the difference in doing the windy mountain roads on this trip.

It may still be a little too much bar, but I'm not complaining in the slightest. The van held the road and felt no worse than navigating those roads in a sedan or truck would have.

We identified other weaknesses in the van but I'll do separate threads about the trip and those.