– Inside the Carli Stainless Stabilizer
– Custom Valved for Larger Tires, Adjustable Nitrogen Pressure
– Combines with High-Mount Stabilizer for Opposing Setup
– Optimized for Carli 2.5″-5.5″ Systems
– Fitment: 2005+ F250/350 4×4
– DOES NOT INCLUDE DIFFERENTIAL GUARD – CS-FFDG-05
– ONLY Compatible with Carli Diff Cover WITH integrated Stabilizer Mount.
Low Mount Steering Stabilizer, Upgrade
The “UPGRADE” part number does not include the front front differential guard. It’s intended for those already in possession of a Carli Differential Guard with the integrated Steering Stabilizer bracket. If you have a pre-existing Carli Differential Guard without this stabilizer mount, you’ll need the updated differential guard that comes with CS-FLMSS-11.
Never has steering stabilization been as important as it is now. The 2005-07 never saw (until now) a “Carli” option to upgrade their factory stabilizer and 2011-16 Super Duty Platform came light on caster – it appeared Ford fixed the problem when they released the 2017 Platform when we saw trucks coming with neutral caster-shims and mid-3° caster specs. Well, somewhere between then and now, the caster spec decreased again. Combine this with the new style track bar that integrates the ball joint into the axle end that can’t seem to make it the duration of an oil change interval without failing all leading to a rise in death wobble claims in nearly brand new trucks.
Minimizing resonation from encountered road obstacles into the front end parts is KEY to combating front end issues like death wobble. We’ve always offered a high mount stabilizer to combat steering wheel feedback in these trucks. The stainless steel design is far superior to the factory unit boasting a custom valve profile improving control of larger aftermarket wheel and tire combinations, offered adjustability to combat right-hand tire pull and is fully rebuildable all while bolting into the factory location ensuring it’s not susceptible to trail damage like many aftermarket stabilizer units are that mount in front of lower steering linkage.
So why the low-mount? 2 Stabilizers is better than one, simply put. This is a general statement – sure, but it applies when looking at OUR product. The high mount braces the Drag link (upper steering linkage bar connecting the passenger side wheel to the pitman arm) close to the pitman arm, itself. The wheels/tires are pretty far from the point of stabilization. Think about it as though you’re trying to control someone’s hand movements by holding their bicep.
With a good enough shock and enough valving, this is doable but adding a second stabilizer to the tie-rod (steering bar connecting Driver and Passenger knuckles) eases the load on the upper stabilizer while providing damping at the mid-point between the two tires further from the steering gear itself. The Low-mount steering stabilizer would actually provide a better feel than the high mount if you’re only going to run ONE stabilizer. Also, this is not limited to lifted/leveled vehicles and can be run on ANY Super Duty with a stock tie-rod.
If both stabilizers are run, one stabilizer per steering bar (Drag link and Tie-rod) means there’s no flop/rocking in the steering, the steering dampers work in every direction (The lower stabilzer dampens left and right, upper stabilizer dampens left/right AND angular load into the gearbox). This optimizes control of larger aftermarket tires while minimizing steering wheel feedback (rocking of the wheel when you encounter a bump). Lastly and perhaps most important for those seeking adjustment, the stabilizers run a true opposing setup; they effectively push against each other. The High mount pushes toward the driver’s side when pressurized and low mount pushes toward the passenger allowing infinite adjustability for whatever radial pull one may encounter.
For you “thru-shaft” stabilizer fans, running BOTH stabilizers eliminates the shaft fluid displacement issue the thru shaft was designed to combat. Running both stabilizers parallel ensures that the fluid displacement when turning thanks to the shaft entering the stabilizer body is offset by the same amount of shaft leaving the body of the other stabilizer. Additionally, with our dual setup, you have the ability to dial in nitrogen pressures to combat tire pull VS. cranking the adjuster on a thru-shaft stabilizer until the pull disappears leaving you with overly tight steering with massive under-steer that won’t return to center.
The Low Mount Stabilizer features a Stainless Steel body, hardened Nitride Shafts, and precision bearings for long-lasting performance and appearance. The Stabilizer runs behind the tie-rod to ensure it’s protected. One side mounts to our redesigned Differential Guard, the other side secures to our Billet Clamp with out high-misalignment stud. The differential guard boasts Boxed 3/16″ construction and utilizes factory diff cover holes.
There are two configurations for mounting the stabilizer to the differential guard itself. We, of course, designed this setup to work with our 2.5″-5.5″ Lift Systems.
To clear the track bar on our 2.5″ & 3.5″ Systems, the stabilizer is mounted to the bottom of the Diff-Skid bracket with two bearing spacers and the provided longer bolt. Spacing the bracket is a provided crush sleeve. This provides ample clearance for the bend in our adjustable track bar throughout the entire travel stroke.
In the 4.5″-5.5″ configuration, the shorter, provided, bolt is utilized to install the stabilizer within the double-shear bracket.
In both configurations, the stabilizer connects to the tie-rod assembly with our in-house machined, hard anodized billet steering clamp utilizing our 17-4 Stainless steel high-misalignment stud.
Product Instructions for CS-FLMSS-05-UPGRADEInstructions are not available at this time.
Product Media for CS-FLMSS-05-UPGRADEMedia is not available at this time.
Cancer and Reproductive Harm www.P65Warnings.ca.gov.