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That argument is like saying you need solid wheels as I see vehicles sitting on the side of the roads with flats all the time. I really, really do go off road all the time, its not a hobby, it is how I make my living. I have had only one air bag failure over two vehicles for a grand total of 24 years running this system. My only failure made it so I had to ride down from the ski area home on the stops. These things always happen so your wife needs to observe and make comments. It is not like the vehicle is immobile and must be put on a flatbed, it works just fine in limp home, just not super comfortable. A broken coil is way worse, as it will literally frag everything around it, ripping it to shreds. Ask me how I know!
That argument is like saying you need solid wheels as I see vehicles sitting on the side of the roads with flats all the time. I really, really do go off road all the time, its not a hobby, it is how I make my living. I have had only one air bag failure over two vehicles for a grand total of 24 years running this system. My only failure made it so I had to ride down from the ski area home on the stops. These things always happen so your wife needs to observe and make comments. It is not like the vehicle is immobile and must be put on a flatbed, it works just fine in limp home, just not super comfortable. A broken coil is way worse, as it will literally frag everything around it, ripping it to shreds. Ask me how I know!
You're more than welcome to think that air suspension is more durable and reliable than Coil springs. Why do you assume that bowler chose to use coil springs?
They are different types of systems. The air shocks are so much more versatile. Changing to coils or getting coils in lieu is not a clever decision. Being able to change height or have the system adjust the level due to loading far outweighs the advantages to coils. It seems that there is a need to put a metric ton of off road stuff on these vehicles. The air system will adjust, coils will not you will get it to set low in the rear or sag to one side. For me, I love that I don’t loose level when I hook up a heavy trailer with let’s say a backhoe on it, I may need to reposition to do another exploration trench. I am not dragging the a$$ end over every bump when the rear is loaded. As for racing folk, they are, let’s say a bit on the buy my loyalty side. They run on sponsors.
They are different types of systems. The air shocks are so much more versatile. Changing to coils or getting coils in lieu is not a clever decision. Being able to change height or have the system adjust the level due to loading far outweighs the advantages to coils. It seems that there is a need to put a metric ton of off road stuff on these vehicles. The air system will adjust, coils will not you will get it to set low in the rear or sag to one side. For me, I love that I don’t loose level when I hook up a heavy trailer with let’s say a backhoe on it, I may need to reposition to do another exploration trench. I am not dragging the a$$ end over every bump when the rear is loaded. As for racing folk, they are, let’s say a bit on the buy my loyalty side. They run on sponsors.
I agree with you on some of the benefits you're listing. I can reiterate that air suspension has a lot of benefits and I agree they are more versatile. Towing capacity and ability to tow are going to be the same in my opinion. They are rated the same. I tow with mine often including pretty heavy loads. I prefer to use a wd hitch which I think is a better Towing solution than air suspension. I have done quite a bit I'm off-road trail dragging the rear end over things doesn't seem to happen. I'll be at I did set mine up to prevent that from happening. Maybe we can go run some trails and you can prove to me that your air suspension truck is more capable o then my coil sprung. 🙂
I have had both in the field, my good old Defender 90ST, which I used for such tasks like towing a 7,000 lb roller to build the Burning Man runways and the Range Rover at the same time. Guess which handles better. However I will be in South Africa almost all of April, doing a project there, in the Tankwa desert. Come on out, doing some work just for the kind of yellow gear tasks I am describing. The average Joe, will be much better off, not needing special hitches or getting differential coil sets because he put a RTT and a set of drawers on the back of his 110 to keep it from sagging or getting that mean lean from the set up. I have been there and moved on. It is kind of like arguing the benefit of a heated steering wheel if you live in Florida. If you like coils, use coils, I will never, ever go back and do not buy the arguments of their benefits based on my personal experiences. Your mileage may vary on the subject.
I have had both in the field, my good old Defender 90ST, which I used for such tasks like towing a 7,000 lb roller to build the Burning Man runways and the Range Rover at the same time. Guess which handles better. However I will be in South Africa almost all of April, doing a project there, in the Tankwa desert. Come on out, doing some work just for the kind of yellow gear tasks I am describing. The average Joe, will be much better off, not needing special hitches or getting differential coil sets because he put a RTT and a set of drawers on the back of his 110 to keep it from sagging or getting that mean lean from the set up. I have been there and moved on. It is kind of like arguing the benefit of a heated steering wheel if you live in Florida. If you like coils, use coils, I will never, ever go back and do not buy the arguments of their benefits based on my personal experiences. Your mileage may vary on the subject.
I agree that we will disagree. However, comparing a solid axle defender with coils to a new defender on air is a bit silly.. One day we can compare your new defender( i assume it is air suspension p400 d110) To my new defender (p300 coiler d90) . Il
Actually, I am getting a 90X. The 110 is too much like driving a gunboat in the field, way to long and not as maneuverable in washes. Beside I no longer have to transport larva, so I do not need the rear seats. I have almost always Perferred 90’s or 88’s. The 109’s and 110’s had an immense turning radius, which could lead to scary situations in the mountains and just being basically unable to maneuver in tight spots. If we needed more stuff, we would do two vehicles. A driver in Africa costs me around $100 a month plus food. Then the other item is range, they just drink more gas.
Actually, I am getting a 90X. The 110 is too much like driving a gunboat in the field, way to long and not as maneuverable in washes. Beside I no longer have to transport larva, so I do not need the rear seats. I have almost always Perferred 90’s or 88’s. The 109’s and 110’s had an immense turning radius, which could lead to scary situations in the mountains and just being basically unable to maneuver in tight spots. If we needed more stuff, we would do two vehicles. A driver in Africa costs me around $100 a month plus food. Then the other item is range, they just drink more gas.
. We can at least agree on the d90 being a better choice off road. I assumed that you had an l663 from your comments. I have had my d90 since july and have put 16000 miles on it. I have towed a 19ft airstream across country. Also have taken it to Moab and numerous events here on the east coast. I am taking it to an event in Maine in February and then another one in texas in april. We push our trucks hard and i can safely say that with the proper off road mods, the p300 d90 on coils or air(i do think it has benefits) with 18 inch wheels is the best choice if you dont care about the rear cargo area and horrible rear seat folding issues (which i am working on a fix for)
I'm totally stealing that.... 
