Some of the information provided in this video is incorrect. When you lift the trucks using the coil overs, whether it is a spacer, or the 5100s the resting geometry of the suspension is EXACTLY the same, otherwise you wouldn't have achieved any lift...
The difference is that using a spacer pushes the whole coil over assembly down, so when you put the weight of the truck back on there the suspension squats the same amount as before, but the frame of the truck is now on top of the spacer, which in turn is on top of the coil over assembly.
The bilstein works using the pre-load of the spring, (not true completely)
which I am going to assume is why everyone always needs a spring compressor to fit them. (You need a spring compressor to assemble dis-assemble stock struts, not just aftermarket lifted.)
By adding pre-load to the spring you are increasing the amount of force it takes to change the initial compression of the spring (the spring constant after this initial offset remains the same as stock, and would be rated in pounds of force per inch of compression). (Not true, if linear, would remain same as preloaded rate.)
When you set the truck down on your new coil over assembly with pre-load the tire touches the ground, and then the pre-load eats up some amount of the trucks load before it undergoes any compression. With stock suspension, or a spacer you would notice the suspension starting to compress immediately when the tire touches the ground. After the pre-load gets eaten up the suspension begins to squat normally from the additional mass of the truck.
At the end of the day, both ways put the truck at the same height, and the same suspension geometry, (static maybee, but not effective range)
but the bilsteins do not push the suspension as far out of whack when fully unloaded as a spacer would. (OK, agreed)
This is the only place where they really differ. (absolutely not!)
Now in response to the question, will CV angle cause problems in 2wd, I can only respond from my own experiences, and say probably not. I have a 2011 outdoorsman w/2" spacer, and blew up a CV axle when I was near full lock in 4wd which may be even more extreme than full suspension articulation (never compared the max angles of the two, but they are both places to be cautious). Since then I haven't had any problems. Also, bear in mind that the front axle disengages when you are in 2wd, granted the CVs still spin, but there is NO loading on them while they do this, so it should cause virtually no wear, and tear, or vibrations.
See my comments to JIB's post above in (parentheses):
Please see this information below from a very good suspension source (I shortend it up a bit in order to simplify things, this guy could write a book on the subject):
Ram 1500 4x4 Front Suspension – Here are some excerpts from a great source in the suspension business (used with permission).
2009-2014 Dodge Ram 1500 Pick Up trucks should be able to accommodate up to 3” of lift without any major issues in the drivetrain or suspension components, but this is dependent on the “TYPE” of lift used. This is however the maximum and you are at the maximum / borderline of proper CV axle (4x4 models), upper control arm, and steering operation. Take into consideration minor differences in many trucks, along with potential frame flex / twisting of the chassis in 4x4 under certain conditions that can cause failure and issues with the CV axles and other suspension components (ball joint / tie rod bind).
The front strut in these vehicles control suspension travel, more specifically “droop” or how much the suspension can travel downward. This controls the factory suspension component operation and the OEM’s typically play it safe in regards to wheel travel affecting wear and tear on a vehicle suspension and drivetrain (warranty). Aftermarket suspension components typically work to exploit or maximize the OEM chassis potential.
Differences in Leveling Kits –
Spacer kits drop the entire strut down in order to achieve lift. This affects how much the suspension will effectively droop out. Too large of a spacer on top of the strut can allow the suspension to droop out too far and bind CV axles and other suspension components (ball joints, tie rod ends, etc.). Spacer kits retain the factory strut unit and do not improve ride quality, wheel travel, and lack the ability to change shock valving to control larger, heavier, and wider aftermarket wheels and tires.
Replacement Front Struts / Coil Over Shocks that I am familiar with are typically engineered to lift the vehicle a desired amount just like a spacer would do. The big difference is that lift is achieved by a combination of moving the lower spring seat position (up) “AND” preloading the spring. These styles of lift are not “JUST” preloading the spring. They are able to move the lower spring seat up to attain lift by using a longer shock shaft , along with a different length shock body, plus a small amount of spring preload (if you used spring preload only to get 3” of lift, it would be stiff as a rock). One of the beauties of this type of system is that you can control the amount of droop with the length of the shock shaft utilizing the location of the internal droop stop in the shock internals. These types of systems maximize the potential droop and compression travel available with the factory CV axles and suspension components. In addition, most of these types of units have higher quality components than OEM, better shock valving to control aftermarket wheels and tires, and in some cases regarding large diameter shock bodies (2.5” coil overs and reservoirs), extended and extreme off road abuse.
This is the main reason why you would have fewer problems with a properly designed 3” lift strut /coil over vs. a 3” lift strut spacer.
My personal opinion on leveling kits / systems for 2009-2014 Ram 1500 Trucks:
4x4 vehicles:
• 2” Strut Spacers Only – 2” of lift for optimal all around use (including high speed 4x4 operation).
• 3” Strut Spacers Only – Not recommended.
• Strut / Coil Over Only – up to 2.5” of lift for optimal all around use.
• 2.5” – 3” Lift Strut / Coil Overs – Use with Aftermarket extended travel upper control arms (uniball or extended articulation ball joint style) A well designed upper control arm will correct upper ball joint angles and improve alignment characteristics. Also recommend lowering the differential 1” if possible depending on the lift installed and travel achieved. High angle steering kit highly recommended.
2x4 vehicles:
• Up to 2.5” Strut Spacers Only – OK for all around use.
• 3” Strut Spacers Only - Use with Aftermarket extended travel upper control arms (uniball or extended articulation ball joint style) Some arms may contact the factory coil over / spring assembly) A well designed upper control arm will correct upper ball joint angles and improve alignment characteristics.
• Strut / Coil Over Only – 2.5” of lift for optimal all around use.
• 2.5” – 3” Lift Strut / Coil Overs – Use with Aftermarket extended travel upper control arms (uniball or extended articulation ball joint style) A well designed upper control arm will correct upper ball joint angles and improve alignment characteristics. High angle steering kit highly recommended.
Other Considerations:
• Spacers do not add any performance, only ride height. (not saying they are bad).
• Lifted struts / coil overs add wheel travel and performance (through a longer shock and tuned valving)
• Outdoorsmen Models and others may have different ride heights from the factory. Outdoorsmen models typically sit 1” taller than a standard model.
o With a strut spacer, the Outdoorsmen will sit 1” taller than advertised over a standard model.
o With a lifted strut / coil over, the Outdoorsmen will sit 1” less than advertised over a standard model.