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An In-Depth Look At CV Axles
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By Counterman
Stabilizer bars. You may know them as sway bars or anti-sway bars. You may know them as roll bars or anti-roll bars. They’re all the same thing, and it’s generally understood they improve handling … but how?
Any time a vehicle is turning, the forces that act upon it cause the body to roll, sway or tip away from the turn. It’s the laws of physics at work. In extreme situations, these forces can cause a vehicle to tip over, though that’s generally only the case with taller trucks and vans, and rare at that. You really have to be moving for that to occur. The real factor is how they negatively affect handling and how a stabilizer bar can prevent it from happening.
Picturing this “tipping” affect helps us understand how a stabilizer bar works. When driving in a straight line, the weight of the vehicle is evenly distributed between left and right. In a turn, as the vehicle body leans, it shifts the weight to the tires on the outside of the turn, compressing the suspension on the outside in the process. This shift in weight causes a loss of traction on the inside, resulting in poor handling and potentially the loss of control.
A stabilizer bar connects one side of the suspension to the other. They can be located in the front, rear or both. They’re mounted to the frame or body with brackets and bushings, and connect to the suspension at the control arms or struts. The connection at the suspension can be a bracket and bushing or a link, which is the most common today.
When any suspension movement occurs, that movement is transferred into the stabilizer bar, which then is transferred through it to the suspension on the other side. This balances the compression of the suspension on both sides, eliminating body roll, balancing the weight distribution of the vehicle and providing optimum traction and handling.
You’ve likely heard the terms oversteer and understeer. Understanding and controlling them is one of the most important aspects of performance driving, and it’s an important aspect of new-car design. They’re relevant in this context because both are affected directly by the action of the stabilizer bar.
For this reason, adding or changing stabilizer bars is a common practice for those who look to improve the handling performance of their car. If you increase the stiffness of the rear stabilizer bar or decrease the stiffness of the front, you reduce understeer. If you increase the stiffness of the front stabilizer bar or decrease the stiffness of the rear, you reduce oversteer. Someone who is building their car for performance or racing will spend hours on stabilizer-bar adjustments alone until they “tune” the handling of their car.
For many years, sway bars were just an option, or only located in the front. But due to the improvement in handling they provide, most of today’s cars and trucks have them.
Stabilizer bars are just a piece of metal. Some are a solid bar, some are hollow. Each one offers different performance aspects in how much they twist versus how much force it can transfer to the other side of the suspension. In addition, performance stabilizer bars and/or their connecting links often are adjustable at each end to provide an additional range of tuning.
One drawback associated with stabilizer bars is they can affect the overall ride quality of a vehicle. The stiffer the sway bar, the better a vehicle may handle – but the worse it will ride. In trucks and SUVs, the sway bar limits suspension travel, which is a drawback to those who use them for off-roading.
Leave it up to technology to take it one step further with active and electronically disconnecting stabilizer bars. Active stabilizer bars are found on some luxury performance cars. They work by using an electric motor and gears to vary the stiffness of the stabilizer bar when needed for cornering. The ability of these systems to make instant corrections is nothing short of impressive with the outstanding handling characteristics they make possible.
Electronically disconnecting stabilizer bars – popular on some new trucks and SUVs – use gearing similar to that in a manual transmission to physically disconnect the two halves of a stabilizer bar to allow maximum suspension movement. They will reconnect only once the vehicle is on level ground. Stabilizer bars are a fundamental part of suspension design and operation, and technology has made them even better. That’s something we all can “handle.”
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By Counterman
Dana Incorporated has introduced the new Ultimate Dana 80 bracketless crate axles that are designed for easy installation on virtually any application.
Featuring Dana-engineered Dana 80 housing and a full-float design, the axles contain ultra-strong 4-inch tubes with 5/8-inch wall thickness and Spicer 40 spline nickel chromoly steel axle shafts.
“Ultimate Dana 80 bracketless crate axles are designed for the toughest applications and provide unrivaled durability for custom builds,” said Bill Nunnery, senior director, sales and marketing, global aftermarket for Dana. “Enthusiasts can be assured that Ultimate Dana 80 bracketless axles provide a higher torque load, deliver peak protection from environmental contaminants, and perform well even in the most extreme off-road conditions.”
Manufactured in Lugoff, South Carolina, Ultimate Dana 80 bracketless crate axles include Spicer performance ring and pinion gears in ratio 3.73 through 5.38. These crate axles provide maximum strength and durability for vehicles with larger tires, according to the company.
Featuring a Dana-engineered carrier with ribbed housing design, the Ultimate Dana 80 bracketless crate axles also include an ARB Air Locker, heavy-duty wheel bolt pattern (8 x 6.5 inches), Spicer 1410 strap-style/half-round end yokes and a 69-inch-width wheel-mount surface to wheel-mount surface.
To learn more about the new Ultimate Dana 80 bracketless crate axles and Dana products, contact a Dana sales representative or visit
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By Counterman
Platform-sharing” and “badge engineering” are terms often used to describe the common industry practice of developing multiple vehicle models from a common design. The economy of a single design underpinning multiple vehicles allows manufacturers to streamline the development process, and to provide the buyer with options across their base, mid-line and luxury divisions. Much of this “twinning” occurs within a manufacturer’s “family” of brands, but cooperating with rival manufacturers already well-established in a market allows the manufacturer to produce vehicles outside their wheelhouse.
Ford Motor Co. has a long history of platform-sharing among its Ford, Lincoln and Mercury divisions, in addition to several collaborations with outside OEMs. As a global company for more than 100 years, Ford’s U.S. arm also has benefitted from the engineering of its European, Australian and Asian divisions.
Since its establishment in 1939, Mercury was positioned as Ford’s mid-range division, filling the price gap between the Fords and Lincolns. Mercury served this role until 2010, when the division was shuttered. The last Mercury rolled off the assembly line in January 2011. That final Grand Marquis had shared the Panther platform with the Ford Crown Victoria and the Lincoln Town Car – two models that also would be discontinued later that year. Prior to its closure, Mercury also had offered mid-range versions of the Mustang (Capri), Taurus (Sable), Escape (Mariner) and Explorer (Mountaineer).
Rebadging the Explorer has been a cottage industry for Ford. In addition to the Mountaineer, Lincoln offered the Aviator from 2003 to 2005, the MKT from 2010 to 2019 and the Aviator again beginning in 2020 (now based on the latest Explorer CD6 platform). After prior collaborations on Ford’s Courier and Ranger pickups, Mazda also was an early adopter of the first-generation Explorer platform. The Mazda Navajo was built alongside the Explorer in Louisville, Kentucky, from 1991 to 1994. Mazda and Ford later would co-develop the Tribute and Escape for 2001.
This kind of sharing hasn’t always been the case at Ford. At the end of World War II, Ford of Canada divided up its dealer networks, establishing standalone “Ford” or “Lincoln-Mercury” dealers throughout Canada. An unforeseen outcome of this separation was that the Lincoln-Mercury dealers did not have economy models or trucks. In 1947, these dealers received the first of the “M-series” trucks, which essentially were re-badged F-series Fords. A budget line of “Meteor” passenger cars was introduced in 1949. Ford dealers received the “Monarch” line of mid-priced vehicles to fill the gap in their own lineups. This arrangement continued until the 1960s, when tariffs on vehicle trade across our northern border were eliminated.
Mercury trucks were never sold in the United States, but in 1993, Mercury buyers were offered their first minivan, the Villager. This actually was a joint venture between Ford and Nissan, with Nissan-badged versions carrying the Quest nameplate. The Villager was assembled by Ford, but featured a 3-liter Nissan FWD drivetrain. It later would be replaced by the Windstar, which had no equivalent Mercury companion model at the time. The Windstar was renamed the Freestar for 2004, and regained a Mercury companion in the Monterey.
Lincoln, founded in 1917 and purchased by Ford in 1922, still represents Ford’s luxury division. Long known for large cars like the Continental and the Town Car, Lincoln in 2021 transitioned exclusively to crossover and SUV platforms. Lincoln had even tried its hand at pickup trucks, with the 2002 Blackwood, and the 2006-2008 Mark LT. Both were rebranded luxury versions of the F-150 crew cab platform.
In 2007, Lincoln adopted a new model-naming convention, playing on the heritage of the “Mark-series” nameplate used through 1998. The MKX and MKZ were the first of these, with the MKZ sedan being the Lincoln version of the Ford Fusion and Mercury Milan, and the MKX being a Ford Edge-based crossover (“X”-over). Originally intended to be spoken as “Mark-X” and “Mark-Z,” both vehicles were produced on the same CD3 platform originally developed for the Mazda 6. The MKS sedan (based on the Taurus) and the full-size Explorer-based MKT followed in 2009 and 2010, respectively.
In 2015, the MKC compact crossover was introduced, built on the Escape platform. Lincoln has since dropped the “MK” designations in favor of proper names for its crossover and SUV lineup, which is a relief to anyone who has misheard or misspoken these similar-sounding model names while looking up parts!
Ford-Lincoln-Mercury (FLM) dealerships once were a common sight here, with all three divisions available in one location. But, after a decade without Mercury, Ford-Lincoln dealers are fracturing yet again. In 2019, Lincoln began an initiative to develop standalone Lincoln dealerships to market more exclusively to the upscale clientele of the luxury-car market. Targeting 30 U.S. metro areas, Lincoln-only showrooms have already opened in half of the roughly 150 planned locations. Sales are up at these dealerships, but they still don’t have pickup trucks!
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By Counterman
rack: noun
1. The linear component of a rack and pinion gearset.
2. The short name given to a rack and pinion steering assembly for an automobile.
This is one of those times when the same word is used over and over to describe two things that are related but different. When I first learned about rack-and-pinion steering, it was anything but new. Nonetheless, in my world, I was used to traditional. I was among the guilty who shunned things that in no way could ever be better than a carburetor, points, condenser and crank windows.
When it came to steering, if it didn’t have a steering box, pitman arm, idler arm and a center link, it probably wasn’t a real car.
You laugh, but now, so do I. Automotive technology always has changed for the better, and rack-and-pinion steering just made sense. It was simple, less expensive, lighter-weight and simple to maintain. The term “rack and pinion” describes a type of gearset that transfers rotational motion into linear motion. In the case of an automotive application, the rack-and-pinion gearset is housed in a unit that we simply refer to as the steering rack, or rack for short.
So, a steering rack transfers the rotational motion of the steering wheel into the linear motion required to move the tie rods left or right for steering. They initially became commonplace on small economy cars and were additionally well-suited for front-wheel-drive applications due to the limited space they require. Now, almost every new car, SUV and light truck on the market has rack-and-pinion steering.
A simple design and low maintenance are benefits of a steering rack, but that doesn’t mean they haven’t caused a headache or two over the years – and there are many questions you’ll still field about these systems. While they’re too difficult to describe, the service aspect is where you’ll get most of the questions, and this is where your customers will benefit from your knowledge. After all, as a counter professional, you’re in the business of answering questions.
Many early steering racks on small cars were simple manual racks with no hydraulic assist. These were my favorite. They rarely developed any problems and, in many cases, would last the life of the vehicle. Then, cars got heavier, people got softer and hydraulic power steering for the most part became standard. Today, electric power steering is taking over, and in many ways with the lack of a hydraulic pump, hoses, lines and leaks, it has brought back the simplicity of the original manual rack.
Although many aspects are the same regardless of the type of assist, in this article I’m going to focus on hydraulic power-steering racks. They’re still going to be around for some time, and service considerations are where you’ll get most of your questions. Making sure the job is done right is important for not only safety and efficiency, but it also helps prevent unnecessary warranty hassles.
First and foremost is power-steering fluid. It’s commonly overlooked and neglected. The valving and seals inside a hydraulic power-steering rack rely on clean fluid for proper operation, and just like any other fluid service, ignoring this can shorten the life of the steering rack. When replacing a rack, fluid should be drained and flushed as best as possible, and it’s a good idea – as well as a good upsell – to install an inline filter. Most of these types of filters work with a magnetic mesh that’s especially beneficial to trap small metal particles.
One of the most common problems to arise is a torn rack boot. These rubber bellows-style boots expand and collapse every time you turn the wheels, and it’s just unavoidable that they eventually wear out. There are two immediate problems with this. One, the inner tie-rod ends will collect dirt in the grease that lubricates them, and two, dirt and debris will be drawn into the rack seals every time you turn, eventually causing damage and leaks.
link hidden, please login to view Torn boots should be replaced as soon as possible when they’re discovered, and the vast majority of them require the removal of the outer tie-rod end. An alignment is required afterward – no ifs, ands or buts.
Worn inner tie rods are another common problem, and while “technically” not part of the steering rack, service procedures can affect the integrity of the rack. Many new racks come with new inner tie rods and boots pre-installed to prevent damage from incorrect installation, so the boots keep everything sealed up from the start.
Most of the time, replacing the inner tie rods requires a special tool, kind of like a deep socket on steroids – deep enough to reach over the length of the tie rod and access the inner end where it bolts to the rack. On the end of the tool is a half-inch square drive. The factor to be aware of is that by-the-book service procedures call for holding the rack (the actual internal component) in a soft jaw vise when removing or installing the inner tie rod, so you don’t twist it and risk damaging the pinion gear.
The problem is in practice, this is rarely done because there’s no way to do it with the entire assembly installed in the car. There’s simply no access to get any type of holding fixture onto the actual rack. For fun, I looked up the top videos on the internet for installing inner tie-rod ends, and none of them mention holding the rack. Perhaps because they don’t want you to know they didn’t do it, or they don’t know the solution because there really isn’t a good one – at least not one I’ve learned of yet.
You might be able to get locking pliers clamped onto the rack to hold it, but that would gouge the machine-finished surfaces and tear up the rack seal, so that’s out. So, how serious is the problem? Most inner tie rods don’t require very high torque, and many of them use a type of thread locker, a locking nut or a type of retainer to prevent loosening. The bottom line is, if you use hand tools to loosen and tighten the inner tie rod, and slowly torque it to the correct specification during installation, the pressure against the pinion is going to be minimal, and damage is unlikely.
Whatever you do, use hand tools. Do not use an impact wrench on the end of the inner tie-rod tool. This will transfer a series of blows directly into the pinion and the valve assembly inside the unit, and you could be asking for trouble.
As mentioned before, any time the rack or a tie-rod end is replaced, an alignment will need to be performed. But, just as important is any time the rack is being replaced, the steering shaft will be disconnected. Always make sure the steering wheel isn’t allowed to spin free, or the airbag clock spring will be damaged. Also, make sure the rack is in its centered position before initially disconnecting the steering shaft and before reinstalling it.
Quite possibly the most useful tip for new steering-rack installation involves cleaning the splined steering-shaft connection. It’s a precision fit. In other words, both sets of splines need to be perfectly clean. If they are, they’ll slide right together. If not, you’ll fight it forever. Many new (or remanufactured) racks are painted, and it’s not uncommon for overspray to get on the splines. This may seem inconsequential, but the thickness of the paint is enough to cause a nightmare.
There are many opportunities for upsells with steering racks and related services. Outer tie-rod ends are often replaced one at a time and, in many cases, this is all that’s needed. Still, it’s a good reminder to check the rack boots and other ends closely. Since an alignment will be required, it’ll save money in the long run to take care of any pending issues now.
If you’re replacing an inner tie rod, you’ll already have the outer and the boot off. It’s often much easier to replace them too. Brake/parts cleaner is a good solvent for cleaning out reservoirs and lines, but make sure they’re allowed to completely dry before sealing the system up. I like to use clean power-steering fluid as a final flush to make sure any trace of solvent is gone, so selling a little extra is a good idea.
Tool upsells can include the inner tie-rod tool, an outer tie-rod separator and a grease gun if grease fittings are included on any of the front-end components.
The crowning touch is service information for torque specifications and bleeding procedures. Everyone should have a manual, and you’ve got them on the shelf, right? This is the perfect job to recommend one.
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By Counterman
Metallurgy is the study of the physical and chemical properties of metal, and when comparing different metals, the question becomes whether one wants to pursue a complicated degree in science, or whether you’re OK with accepting the basic facts around it.
The science is cool stuff, but I’ll leave it for my next life. I’m OK with the basic facts, and it’s the knowledge of these facts that makes it much easier to understand the basic types of crankshafts, or “cranks” for short.
In this industry, whether you’re interested in performance or not, you can’t escape the conversation of it, and one of the first things that always comes up is the term “forged” crank. Everyone knows the term and knows they’re better, but why?
Back up to the era of muscle cars and the exploding popularity of hot-rodding and aftermarket performance parts. As the horsepower wars accelerated throughout the ‘60s, the high-performance variants of any engine had one thing in common: a forged crank.
When you think about what a crank does, it harnesses all the power created by combustion and transfers that power to the transmission. Visualize what they go through: The power of combustion transfers through the piston and rod and into the rod journal to drive the crank into rotation. Meanwhile, the next cylinder in the firing order is compressing an air/fuel mixture in preparation for firing and driving the piston downward. Add to this engine speed and the momentum of pistons and rods that are holding on for dear life – not to mention the shock to the system by dumping a clutch to launch – and you can paint an easy picture of the immense forces pulling and twisting on the crank, just waiting to expose a weakness.
The bottom line is the crankshaft needs to handle the abuse it gets, and everything from compression to rpm to how hard the vehicle will be driven are factors that must be considered. This is why during the heyday of muscle cars the top performers had forged cranks. It was more than just handling the horsepower; it was the fact that these cars were going to be run hard over and over again, and many of them on the track.
Iron vs. Steel
Iron is a natural element that comes from the earth. Steel is a man-made alloy that’s a result of mixing iron with carbon, and it’s ultimately a stronger material. Those are some of the basic facts I was talking about. Metallurgy 101. Done.
Casting
For years, the traditional or “standard” crank was made of cast iron by pouring molten metal into a mold. When the casting is removed, it’s very close to the finished dimensions and comparatively requires minimal finishing. The entire process has a considerably lower cost than any other. As a result, this has been the standard crank of choice for automakers for many years.
Now, cast iron certainly is no wimpy material – think frying pan – and cast-iron cranks are very functional, but they have a limit to the amount of power they can handle in an engine. Generally, they’ll perform well up to the range of 450 to 500 horsepower, but when you reach that level (especially when driven hard on a regular basis), it’s time to move to something more durable, and the forged crank enters the picture.
Forging
A forged crank starts as a large cylinder of steel, heated to the molten state. It’s then pressed and/or twisted into shape by large dies. The ultimate difference between a casting and a forging is the resulting grain structure of the metal. A casting produces a sand-like grain versus the uniform flowing-grain structure of a forging. This grain structure is the reason for the difference between the strength of a cast and forged crank.
Billet
A billet crank starts as a large cylinder of steel, which then is machined into a crankshaft. Since a billet crank isn’t pressed or twisted in a forging process, the resulting grain structure runs parallel throughout the entire piece. Is a billet crank stronger than forged? Arguments go both ways, but billet seems to get the nod most of the time.
Just a Little More Metal
Cast cranks can be made of iron, nodular iron or steel. Add a small amount of carbon to iron and you have nodular iron. Steel has the greatest amount of carbon, and by definition is an alloy. There are thousands of different types of steels. Forged cranks, as well as billet, are made of multiple grades of these steel alloys. The difference in all – from least expensive to most – is tensile strength. Tensile strength is another term related to metallurgy. It refers to the amount of force that a metal will withstand before it begins to stretch.
So, the two underlying factors in crank strength are material and manufacturing process. Ultimately, you can go from bottom to top, aligning tensile strength, price and how much horsepower a crank will handle. Less costs less, more costs more. It’s that simple!
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