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Carli-Dan

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Let's talk tie-rods! One of the prominent issues among early adopters is the Bronco’s steering. When adding larger-than-stock rubber, it became commonplace to carry extra tie-rods for when the factory unit snapped while out exploring. Our Engineers went to work on a bullet-proof solution!
CS-BRS-21.1 - Forum.jpg



Tie Rod
The Tie-Rod itself is machined from heat-treated 4140, then protected with the same moly coating found on our legendary (Ram) ball joints. The heart of the Inner Tie-Rod assembly is a ball joint with machined grease-grooves and a drilled port through to the zerk fitting hole for easy greasing. The Grease-Port is drilled pre-boot ensuring the tie-rod remains protected and greasing the wear surfaces is quick and convenient.

CS-BSTR-21 - Bronco Tie Rod.jpg


Inner Tie-Rod Assembly
The Inner Tie Rod Assembly is simple, extremely strong and fully adjustable/rebuildable. The Tie-Rod is encapsulated with Bronze wear surfaces on both sides. The coating on the tie-rod, being moly-based, mixes with the redline CV2 grease to provide the perfect lubricant to polish the 4140 to the bronze races. If and when you achieve measurable movement, tighten the cap to remove the slack! This whole assembly is protected by the provided boot.

CS-BSTR-21 - Bronco Inner Tie-Rod Blowout with all parts.jpg

CS-BSTR-21 - Bronco Inner Tie-Rod Parts.jpg
CS-BSTR-21 - Bronco Inner Tie Rod Connection With Race.jpg

CS-BSTR-21 - Bronco Inner Tie Rod Connection With Race and Rod(1).jpg
CS-BSTR-21 - Bronco Inner Tie Rod Connection With Race and Rod and outer Race.jpg
CS-BSTR-21 - Bronco Inner Tie Rod Connection With Race and Rod and outer Race and Cap.jpg



Outer Tie-Rod Assembly
On the other end, you’ll find the outer Tie-Rod machined from a solid chunk of 6061 Billet Aluminum. This rod-end is treated to a hard-anodized coating for longevity. We’ve added a billet machined bracket to provide double-shear support to the outer tie-rod end connection. The two lateral bolts secure in place of the upper two hub bolts providing unparalleled support while the the outer tie-rod is spaced between this bracket and the knuckle by the provided 17-4 Stainless Steel misalignment spacers to maximize the travel range of the system.

CS-BRS-21.6.jpg

CS-BRS-21.5.jpg
CS-BRS-21.7.jpg
CS-BRS-21.3.jpg


The outer tie-rod end attaches to the threaded tie-rod via the machined threads and secures in place (and adjusts toe alignment) via the 2 pinch bolts. The pinch bolt hardware is 12-point and threads into (replaceable) press-fit steel inserts to ensure maximum strength relative to small diameter aluminum threads.

The bearing assembly is made up of our CUB (Captured Urethane Bearing) joint. At the center, a 3/4″ Teflon Lined FK bearing which we encapsulate with our propriety races to dampen vibrations while extending the life of the heim. This assembly is preloaded into the housing and retained under-tension with a safety washer and snap-ring.

CS-BSTR-21 - Bronco Outer Tie Rod Blowout - Vert.jpg

CS-BSTR-21 - Bronco 12-Points.jpg

CS-BSTR-21 - Bronco Caliper Bracket.jpg
CS-BSTR-21 - Bronco Caliper Bracket (2).jpg

steering.png


CS-BRS-21.2 - Forum.jpg
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popo_patty

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Questions: Did you go to RCV because the OEM CV axles had failed? If so, how did they fail?

Also, love the design thought put into the tie rods but curious if they will work on the Hoss 3.0 setup that a lot of us have switched to and the newer Broncos have already. (Mainly worried about the boots fitting.)

I have this sitting in my cart with Tyson but don’t wanna have it not fit.

I saw this also helps with some of that bump steer issues we may experience when being a little lifted.

Have you had any rack failures now that you’ve bullet proofed your tie rods? Or are you planning or recommending people beef up their steering racks now that the fuse is gone.
 

PWillette

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This is pretty sweet setup (y)
 
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Carli-Dan

Carli-Dan

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Questions: Did you go to RCV because the OEM CV axles had failed? If so, how did they fail?
Took the Bronco on 1,000 miles through Mexican Moutains, Beaches, Washes and Desert to torture test the setup. First day was through Tecate crossing, down into the pine forest (chasing Cameron Steele as it was a Baja HQ trip) then out to San Felipe where we hit the beach and, when in 4wd, i heard the front end knock all IFS owners dread. Of the trucks there, i heard it on 2 other Raptors (f150) and one Tundra. I didn't sweat it and we rolled on.

F1428A28-F8A2-440B-9325-483C6DD610EF.png

I have plenty more pictures but I'll save all that for a story-time thread!

As the trip progressed, anything in soft-pack where i would throttle moderately from a stop in 4WD, i would hear an audible clunk while getting up to speed that would dissipate once i got to speed. Accelerating from 30+, even at full throttle, wouldn't produce the noise; only from a stop.

I got it on flat ground and replicated the noise; it didn't get better or worse as i turned to one side or the other. Figured it was the diff as the CV should get worse as you crank the wheel under power but no dice.

I finished the trip and i WAS NOT easy on it. We hit Mike's Sky Ranch in POURING rain. This road (back way from the cross-over road) is sketchy when it's dry. I am on all-terrains and it's raining so hard the windshield wipers can't keep up. I'd approach deep puddles at speed gauging distance to the truck in front of me by the faint amber dust-light i could hardly make out through the wipers/rain. I'd hit the puddle to be throw into the pre-cut tracks by the Raptor pickups forging ahead of me that weren't visible.

Every time i got on the throttle, i waited for the final BANG that would put me on my back in FEET of mud trying to figure out how to recover the Bronco 30 miles into remote hills of Baja with no phone service or spare parts.

I digress... Back in the states, first order of business was to pressure wash and tear down the front end. The steering was perfect, the axle was not. Upon disassembly, we found the Cage cracked and the inner race deformed. I was on borrowed time. I count my lucky stars to have made it out of there with with a week-long stupid smile plastered on my face and a belly full of tacos because i was a few throttle taps away from a REALLY bad Trip.

IMG_5821.png

IMG_5834.png



Also, love the design thought put into the tie rods but curious if they will work on the Hoss 3.0 setup that a lot of us have switched to and the newer Broncos have already. (Mainly worried about the boots fitting.)

I have this sitting in my cart with Tyson but don’t wanna have it not fit.
From everything I've seen, the Hoss 3.0 connections are identical but, as you stated, the boot is the concern. We spec a boot that has some flexibility so it should be fine but we've not confirmed it in shop. If anyone is local and want's to swing in, I'll make you a deal you can't refuse to test on your 3.0!

I saw this also helps with some of that bump steer issues we may experience when being a little lifted.
Also correct. In CAD - cycling the travel range of a King Coilover upgrade with stock UCA and stock tie rods results in around 6° of toe-change through the travel range. Utilizing our UCA and Tie-Rod system results in 0.6°; a significant reduction.

Have you had any rack failures now that you’ve bullet proofed your tie rods? Or are you planning or recommending people beef up their steering racks now that the fuse is gone.
We have not. The only failure we've seen is the stock CV axle. Everything else held up amazingly well, even our rear coilver mount bash-guards asit took a man-sized hit.

IMG_5474.png


IMG_5821.png
 

hollapm

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I have a 4-door 21 First Edition in SoCal you can test on but don’t believe you need on of that generation to test?
 

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popo_patty

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I have a 4-door 21 First Edition in SoCal you can test on but don’t believe you need on of that generation to test?
He needs a 3.0 setup. Shame cause I’m in Norcal and really want this;) Norcal always gets forgotten but we are the best part of Cali ;)
 

popo_patty

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Took the Bronco on 1,000 miles through Mexican Moutains, Beaches, Washes and Desert to torture test the setup. First day was through Tecate crossing, down into the pine forest (chasing Cameron Steele as it was a Baja HQ trip) then out to San Felipe where we hit the beach and, when in 4wd, i heard the front end knock all IFS owners dread. Of the trucks there, i heard it on 2 other Raptors (f150) and one Tundra. I didn't sweat it and we rolled on.

F1428A28-F8A2-440B-9325-483C6DD610EF.png

I have plenty more pictures but I'll save all that for a story-time thread!

As the trip progressed, anything in soft-pack where i would throttle moderately from a stop in 4WD, i would hear an audible clunk while getting up to speed that would dissipate once i got to speed. Accelerating from 30+, even at full throttle, wouldn't produce the noise; only from a stop.

I got it on flat ground and replicated the noise; it didn't get better or worse as i turned to one side or the other. Figured it was the diff as the CV should get worse as you crank the wheel under power but no dice.

I finished the trip and i WAS NOT easy on it. We hit Mike's Sky Ranch in POURING rain. This road (back way from the cross-over road) is sketchy when it's dry. I am on all-terrains and it's raining so hard the windshield wipers can't keep up. I'd approach deep puddles at speed gauging distance to the truck in front of me by the faint amber dust-light i could hardly make out through the wipers/rain. I'd hit the puddle to be throw into the pre-cut tracks by the Raptor pickups forging ahead of me that weren't visible.

Every time i got on the throttle, i waited for the final BANG that would put me on my back in FEET of mud trying to figure out how to recover the Bronco 30 miles into remote hills of Baja with no phone service or spare parts.

I digress... Back in the states, first order of business was to pressure wash and tear down the front end. The steering was perfect, the axle was not. Upon disassembly, we found the Cage cracked and the inner race deformed. I was on borrowed time. I count my lucky stars to have made it out of there with with a week-long stupid smile plastered on my face and a belly full of tacos because i was a few throttle taps away from a REALLY bad Trip.

IMG_5821.png

IMG_5834.png





From everything I've seen, the Hoss 3.0 connections are identical but, as you stated, the boot is the concern. We spec a boot that has some flexibility so it should be fine but we've not confirmed it in shop. If anyone is local and want's to swing in, I'll make you a deal you can't refuse to test on your 3.0!



Also correct. In CAD - cycling the travel range of a King Coilover upgrade with stock UCA and stock tie rods results in around 6° of toe-change through the travel range. Utilizing our UCA and Tie-Rod system results in 0.6°; a significant reduction.



We have not. The only failure we've seen is the stock CV axle. Everything else held up amazingly well, even our rear coilver mount bash-guards asit took a man-sized hit.

IMG_5474.png


IMG_5821.png
Thanks for that detailed reply and yes. Boot is only real concern for me. I do think that with your shock setup, having less lift then the average King coilover setup and coupled with the steering system that fixes some of that angle issue. The chances of your rack failing are lower. But for a lot of people just buying the tie rods without your lift setup. I highly recommend upgrading that rack. I really like how you reworked your Kings. My front Kings at the lowest setting lift me up 2.5” over my Sasquatch height.
 
Last edited:

vrtical

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fancy stuff, will more benefit the bump steer issues.
 
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Carli-Dan

Carli-Dan

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I have a 4-door 21 First Edition in SoCal you can test on but don’t believe you need on of that generation to test?
Correct - a 21 would be a Hoss 2.0 unless upgraded.
 

swamp2

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Amazing looking piece of kit.

Raptor compatible or working on one? Compatible with Raptor + 74Weld steering rack upgrade?

TIA
 

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RC Bronco

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Wow, seems like a no joke upgrade here

and once again killing it with the photos

bravo Carli team!
 
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Carli-Dan

Carli-Dan

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Amazing looking piece of kit.

Raptor compatible or working on one? Compatible with Raptor + 74Weld steering rack upgrade?

TIA
We've not tested with either at this time!

Wow, seems like a no joke upgrade here

and once again killing it with the photos

bravo Carli team!
🙏🙏
 

Razorback

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@Carli-Dan it looks like it would work with the double shear option on 74Weld portals if we didn't use your bracket...

IMG_3013-scaled.png
 

5GENIDN

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@Carli-Dan it looks like it would work with the double shear option on 74Weld portals if we didn't use your bracket...

IMG_3013-scaled.png
Which might in turn improve the bump steer issues with the RPGs...
 

Destination Bigfoot Bronc

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Running your Double shear and Torsion bar setup on stage 8 Icon setup for over a month now. Never going back to anything else. Hoss 2.0 w/ Broncbuster stage 3 rack. RCV's and Broncbuster intermediate shaft tube are next on the agenda.

fotor_1704481000267.png


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