steering Solutions For Linked Suspensions - chain Drive Steering System - Photo 49158945

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A Delphi Hummer H2 power steering box works in conjunction with a chain-and-sprocket drive that connects the box to the steering column. Sprockets with different tooth counts can be easily swapped to speed up or slow down the steering ratio for different terrain.

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Cody Bullock runs a triangulated three-link on the front of his solid-axle Dodge W100 sand truck with a conventional steering box. Since this truck was designed for sand and not rocks the ground clearance under the center link is less critical. Note the lack of a track bar—with the triangulated suspension a track bar is not necessary to locate the axle side to side.

Instead of being ahead of the engine, the steering box on Bullock’s Dodge is on the framerail under the driver seat. A drag link constructed from 11⁄4x0.120-wall 4130 chromoly and 3⁄4-inch FK rod ends mirrors the upper links for zero bumpsteer and connects to the stock J-arm on the driver side Dana 44 steering knuckle.

A Delphi Hummer H2 power steering box works in conjunction with a chain-and-sprocket drive that connects the box to the steering column. Sprockets with different tooth counts can be easily swapped to speed up or slow down the steering ratio for different terrain.

It is a little tricky to see what is going on under the dash of Jesse Haines’ flatfender buggy, but the pitman arm is a helpful clue. The steering box is under the dash, at the top of the photo, and it sits on its side with the pitman arm that points forward and swings up and down. The first relay rod connects to a bellcrank that transfers the up-down movement to fore-aft.

Notice how the drag link parallels the lower link on the suspension to minimize bumpsteer. Haines built his steering in this manner in order to comply with rules for King of the Hammers’ Stock Modified class, which require the use of mechanical (not fully hydraulic) steering.

Another bellcrank on the front axle transfers the fore-aft movement to side-side with the help of a PSC hydraulic ram. “The length of each of these components is critical to achieve the full range of steering without have the ratio be too fast or too slow,” Haines explained.

Torchmate’s King of the Hammers buggy (now owned and raced by Robby Gordon and Speed Energy) uses a Twin Traction Beam front axle like older Ford F-150s and Broncos. The axle pivots near the middle, which provides great wheel travel but is a challenge for steering. Torchmate mounted the Howe steering box towards the center of the vehicle and built a bellcrank that follows the same geometry as the axle pivots. See the similarities to Jesse Haines’ steering? He was heavily involved in building this vehicle as well.

On the Torchmate buggy, the driver side tie rod connects behind the axle while the passenger side is in front to clear the driveline and differential. While complicated, this setup provides better feedback than full hydraulic steering and protects the steering components in the rocks. It also retains a mechanical link for redundancy with the Howe hydraulic assist ram.

en Stewart’s Chevy uses double crossover steering and a track bar run from the passenger side of the frame to the driver-side knuckle—opposite of how we typically see track bars and drank links. With a driver-side drop front axle, Ben’s track bar configuration causes the differential to move away from the oil pan on compression instead of towards it. Plus, by using a double crossover swing set pivot on the passenger-side frame, the angle of the second drag link (from the pivot to the driver side of the tie rod) is much flatter, and the track bar (which must mimic the angle and length of the drag link) can also be more level, resulting in less side-to-side movement of the axle as the suspension compresses.