Torsion bars suspensions are every bit as tough as the straight-axle stock units, with far better brakes (even with the small Volare 10" discs!) and 12" discs on the cop cars; truck sits lower for a better-handling rig; you have a front sway bar with the Mopar unit...it's a far superior way to go over a stock Stovebolt straight-axle front suspension!
Gazim, what "future options" would a torsion-bar user be eliminating??? If you go this route, a numbers-matching resto wasn't in the cards, anyway. You're building a dependable and safe hiway driver here, not a 45-mph stocker or a resto show pony. You are pretty committed, either way.
Let's see...torsion bars offer a better ride quality, handling, brakes, wheel options, ride height flexibility, no frame splicing like with a Camaro sub, I don't see the down side here.
The straight-axle (regardless if it's a Chevy, Dodge, Ford, whatever) offers drum brakes, buckboard ride, very limited brake choices for upgrading from stock, leaf springs, long and relatively fragile tie rod, the fun of worn kingpins, and longer stopping distances. One small advantage is if you need to get underneath the truck to get to the engine, there's lots of room with the straight axle!
Unless you're doing a pure resto or period-correct piece, why would anyone NOT consider a torsion-bar suspension for a half-ton Stovebolt? Look at a '61 or '62 Chevy 1/2-ton front end sometime. I really wonder why GM did not continue that design in the pickups? Very simple and much nicer ride than the coil-sprung later trucks of the same body style, IMO.
