It isn't just camber that changes, alignment changes too.
We'll start with SLA:
The "rack" of the SLA steering puts the inner tie rod ends - more/less in offset of the inner suspension pivot points as the outer tie rod end are to the outer pivot points. So, if you put the truck up on jack stands and raise/lower the wheel, it always remains more/less pointed the same direction.
In the 4wds, the CV axles are also more/less the same length from CV joint to CV joint as inner suspension pivot to knuckle, so there needs to be very little axle movement over suspension travel. As there is very little movement and the design of the one CV joint easily accommodates the movement, the suspension operate very smoothly which allows soft shocks = cushy ride.
And as you note, due to the lower arm being longer, the camber increases when compressed, keeping the heavily loaded outside tire perpendicular to road surface. That the lightly loaded inner wheel isn't perpendicular doesn't matter a much as it isn't doing as much.
An ideal TIB/TTB:
Would have an "idler" pitman arm on the passenger's frame rail and a cross member connecting the steering (driver's side) pitman arm to the idler one. This would allow a tie rod from the idler pitman to driver's side knuckle to be more/less identical in length to the driver's side axle.* Driver's side tie rod to passenger's side knuckle is already more/less identical in length to the passenger's side axle. Done this way, the wheels stay more/less pointed in the same direction through entire travel.
* You have to put a little "bow" in both tie rods so they don't try to occupy the same space (or some equivalent). As the tie rods would no longer straight, they need to be slightly heavier duty so they don't "bow" a little more when you don't want them to (i.e. when steering).
But Ford didn't do that as is would have cost additional parts (a idler pitman arm, the crossmember, the frame mount and mounting bolts, etc.)
Instead, they mounted the driver's side tie rod in the middle of the passenger's tie rod. The result is the driver's tie rod is shorter than the driver's axle. This causes the driver's tire to toe-in as it moves up/down in relation to passenger's side. This can result in additional tire wear - effects of which can be minimized by regular tire rotation.
TTB has additional disadvantage that it uses U-joints, not CV joints. This is especially bad on the passenger's drive axle. There is no way to make the passenger's drive shaft match the axle housing length - its going to be much shorter. As a result, in addition to moving in angle, the length of the shaft is changing. A u-joint and slip joint doesn't move real smooth. The result is chassis engineer needs to use stiffer shocks. The drawback to the stiffer shock is the axle doesn't react as quick to rapid changes in direct (tends to stay extended or compressed).
The combination of suspension steering and suspension not reacting, causes unpredictable handling - not what you want when racing and/or emergency situations.
On the street, total suspension travel really doesn't matter. But off road, the longer the suspension arm, the more suspension travel you can have. As TIB/TTB mounts to the opposite frame rail, you easily get double the suspension travel of SLA. So, something like desert racer would be much better off with TIB/TTB.
The Explorer tire issue was 80% Firestone's fault.
Between the design of the tire (10% lighter, wedge gage below minimums, the issues between management and union, etc)
I had one of the Firestone tires fail (lucky for me, slow speed/side street, side summer day); it was very clear from the failure (I went back and cleaned up the failed tire pieces) that the tread had separated from the belt. Tire wasn't flat, just had no tread, steel on asphalt isn't as good as rubber on road.
I replaced the tires with a set of the same as they were the cheapest tires on the rack - which says something as well. A year later, Ford replaced them with a set of Goodyears at no cost.
A couple years earlier, 235/75R15s would have been considered F150 tires and an F150 has much higher GVWR than Explorer.
Our Explorer was never driven 80mph, was never loaded that heavy, didn't tow up to that point. I am anal about maintaining tire pressure (actually my Ranger often runs 26 psi in rear tires as it is rarely loaded, and centers wear out if inflated to spec. On other hand, if I am going to load the truck, I will inflate the rears to spec - or maybe above). But yes, driving fast, you should increase tire inflation.
But the media drove the nail in the coffin - like Corvair and Pinto. A drunk personality rolling an Explorer and it was a Federal case.
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