New Steinjager crossover steering for my 2001
- Thread starter Orangetj
- Start date
It is all about packaging and geometry. The TJ knuckle does not lend itself to geometry changes very well. The coil spring is in the way of a proper length trackbar. On a big build, the same rules apply only now you have room to install everything and make it line up correctly.Question, what are the benefits NOT IN THIS CASE ??
It seems like this style steering has quite a following with the big desert rock crowd using hydraulic cylinder assist.
I've seen photos of several very shiny high dollar Rock TJ's using some form of crossover steering.
Thanks Blaine !
Good luck with the Title defense brother !!!
A smattering of examples I have done.
http://justaddrocks.com/Steering Pictures/steering.htm
Hopefully he keeps reading. That's up to him. We've all seen the new long arm bros dive in here head first all proud of themselves. Some have stuck around and learned. Most haven't because they don't want to learn. We can't change that no matter how well we conduct ourselves. It's why I have no time for the cancel culture crybabies around here.
Last edited:
Done well, crossover (where the drag link and tie rod each have dedicated axle side mounts) feels like a more simple design where the links don't influence each other as the suspension moves. Though I also know that the TJ toe change as the suspension moves really doesn't matter one bit.
Also, one immediate minor complaint I have about TJ steering is how easy it is to bend the drag link. That feels less likely with a good crossover setup.
Thanks a bunch ! The photos are truly worth a thousand words. I will be studying these!
Nice work, these are very clean builds!
When you mention geometry, are the ackermann qualities equal to or better than stock?
It is amazing how just moving the spring back a little gives you much more real estate for other options.
This is a much higher level of fabrication than anyone should expect out of the Forum ASSHOLE.
Don't sweat your Title, the secret is safe with me.
For most that we do, the Ackermann is not able to be improved much but it can be screwed up much worse. This is one that originally had the tie rod on the same upper arms and horrible Ackermann. We set it up, ran strings to the center of the rear diff and pinned the location of the tie rod ends so we could build the lower arms. A bit tedious but the improvement in steering was astounding. It went from scary undrivable at 45 on surface streets to gentle one hand control on the freeway.Thanks a bunch ! The photos are truly worth a thousand words. I will be studying these!
Nice work, these are very clean builds!
When you mention geometry, are the ackermann qualities equal to or better than stock?
It is amazing how just moving the spring back a little gives you much more real estate for other options.
This is a much higher level of fabrication than anyone should expect out of the Forum ASSHOLE.
Don't sweat your Title, the secret is safe with me.
Thanks Blaine. It is a good feeling when you invest the time and hassles to correct an issue and end up with a huge improvement !
Remind me what Ackerman is again? I know it's an angle that changes as the wheels are turned... But not sure which angle.
Does that mean Jerry's an asshole because he's trying to deny you your hard won title?
It allows the inside wheel to turn sharper, and follow the smaller radius in a turn that it has.
Ackermann is the angle of the V created when you draw a line through the tie rod end connection points, intersect the kingpin axis and those both hit the center of the rear axle. They create proportional steering that follows the disparate arcs described by the two front tires due to them being separated by the width of the axle. In other words, the outside tire turns a larger circle than the inside so there needs to be a mechanism to cause that to happen no matter how much steering angle is used in a turn.
If you create a line from the center of the rear diff and extend it forward through the king pin axis, the ends of the tie rod need to intersect those lines on each side and the tie rod needs to be parallel to the axle centerline.
Causes and the same can be said for the outside tire. Better is no matter the steering angle, the two arcs are proportional to the axle and eliminate or mostly eliminate tire scrub in turns.