Steering
Shock Therapy Polaris General 1000 Racing Rack and Pinion Steering Steering
Polaris General 1000 Race Rack & Pinion
After running with a "stock" rack and pinion in our XP Turbo shop with 32" tires, we simply didn't see any reason to change. We didn't have any excessive wear or rattling, even after 1,500 miles of racing the support But then, as we led our next race, BOOM, we lost all direction and we finished. that the factory bracket had broken in half right in the center of the splined rack gear allowing one half to pull on the right side and the other half to pull on the left side of the rack body.
No problem, we thought, just order an aftermarket replacement from anyone and it must be better, right? rack used just 0.085 inch thicker in the same place our rack broke in half Additionally, these.racks distributed the width of the steering link. swivels up to half an inch. It's really bad. When you change the width of these pivot joints, you add bumps. Adapt to the geometry of your front end. This means that as the suspension moves up and down, the "toe setting" changes a bit to toe in, toe in, or both. This gives you nasty feedback in the steering wheel when you hit rocks or whoops, which takes a toll on your arms and hands, sure, but the real damage is to your front joints, bushings, ball joints and bearings. The lifespan of these parts is seriously reduced if your car has dents. Another major drawback of Bump Steer is that the car is constantly trying to "hunt" for a direction to go. As the tires change point, the direction of your car also changes. Every time youou hit a bump, scream or jump and hold the steering wheel straight, the car will seek direction by pulling left or right alone. This feeling is unnerving in a gaming car, but downright dangerous in any racing car. So we kept looking for another mount and found the only billet mount on the market. We bought it and loved the larger, square gear and custom tie rods, but when we measured the width of the tie rod pivot points, we found that they were 1 1/2 inches too wide! Would that create more than 3 inches of steering hump? Wow, I can't run that. With no other choice of racks to purchase, we were forced to make our own Race rack and here is a list of the items we put in our Race rack that you won't find in any other rack!
1. Aluminum construction7075. This high-quality aluminum is almost as strong as carbon steel and costs 3 times as much as the more common 6000 series aluminum.
2. Hard anodized plating. This hardened surface not only prevents wear in the harshest environments, but also extends the internal life of the rack.
3. Lubrication of dispersed grease passages. Our UNIQUE lubricator supplies 6 different locations in the rack through a network of internal passages. Proper lubrication is the key to rack life. Some of the places fed by the internal passages are the pinion, the rack gear on all four sides, and the verti cal stress load points where the rack gear sees the most potential wear. Thanks to tight internal tolerances, you will only need to grease our rack with two pumps of a grease gun every 1,000 miles of racing during your preparationroutine.
4. Huge 1" x 1" square rack gear. This massive gear is twice as thick as the original round gear at its weak point at the base of the tooth. The size of this gear prevents bending and breakage, but the material used is also 125% stronger than the original material. Another important thing about a square rack gear is that it prevents twisting. Stock, UTV Parts Distributors, Textron UTV Parts, Round gear has a tendency to twist in the rack body when the tie rods force it up and down. This twist jams the rack in the pinion tooth. This acts like a log splitter when it forces the sharp pinion tooth into the tooth base of the rack gear and creates the "broken" rack gear problems that stock racks are known for. With our square rack gear, there is no t forceorsion to be feared and thus removing all the forces from the pinion of the rack gear.
5. Heat pre-treated rack gear. Most racks use a soft material for the rack gear so that the teeth can be easily machined into it. After the machine process, the gear is heat treated to increase its strength. Heat treatment deforms the gear by up to 20 thousandths of an inch. In terms of machine tolerance, it's a huge amount, so they try to bend it or straighten it again, but you can't straighten it to a limited extent and there are often waves in the gearing from one end to the other. This means you need to increase the clearances in the body to allow the equipment to move inside the rack. We didn't like it at all, so we took a different route. We started with a perfectly straight pre-cured material and thereLet's cut out our gear teeth. This is a very expensive process because the tooling wears out very quickly and the machine time is 5 times longer but the end result is a perfectly straight gear with less than 1 thousandth of an inch of end travel. at the end! This tolerance allows us to tighten the rack body and keep any play (which contributes to wear) in the rack to ZERO tolerance!
6. Patent pending gear tooth design. In choosing a tooth model, we based ourselves on the industry standards that were initially available. Through exhaustive testing and the intentional use of weaker materials to find points of failure, we found that the base of the standard tooth design was the weakest point and prone to breakage. We looked for another stronger tooth design, but couldn't find anything, so we decided to make our own! Thousands of dollarsn custom tooling later, we now have a patent pending tooth design that has TWICE the base thickness of the gear as a standard system does.
7. Heat treated sprocket. Our sprocket starts as a solid piece of Chromoly 4140 material. After machining our custom tooth pattern, we heat treat the sprocket to a 60 Rockwell. It's actually harder than a carbon steel drill bit for super strength and longevity!
8. Pinion bearings. The pinion bearing is often overlooked but not here. Normally the pinion bearing is pressed into the rack housing. This puts pressure on the bearing inward and can tighten the pinion and rack slide. We created a new system where the pinion bearing is not pressed in but barely slides into the rack body with only 1 thousandth of an inch of clearance. Next, ourBearing retainer plate has a 10 thousandth step that preloads the bearing vertically in the housing so that it cannot move and cannot squeeze the pinion and slow down the operation of the rack. Finally, there are many different bearings you can use here, starting at $5 all the way up to $30 very high tolerance bearings. We of course only use the $30 bearings.
9. Faster steering ratio. The factory rack features a two-turn locking system. This means that if you are driving straight, place your hand on the steering wheel in the center and turn to the left as much as possible.t the wheel will make one full revolution before stopping. One full turn in a straight, centered line and one full turn to the right. This is two complete turns from one lock to the other. Our Race rack is a faster system. It spins the wheel just after 3/4 of a turn fromthe center. This means that our rack has a system of just over 1.5 turns. We tried using a higher gear, but found that the power from the electric power steering system was not enough to achieve a higher gear. The steering became heavy and cumbersome, we went back to a 1.5 turn system which is faster but still nice. Ideally, this is the exact same ration as the new XP Turbo 2017, released shortly after this rack was designed.
10. High quality rod ends. Our Race Rack uses huge 5/8 rod ends for the tie rod pivots on the ends of the rack gear. We would never use inferior injected rod ends. We use only the highest quality, Teflon lined, FK JMX10-T rod ends. You can organize a complete Best in the Desertandseason these rod tips without having to replace them.
11. "Taper Lock" locknuts. Our patent-pending buffalo utv parts rod end lock nuts, called "Taper Lock," are an industry first. If you've gone shopping with rod ends and lock nuts on your spoke rods, tie rods, or control arms, you know that lock nuts always come loose. Most teams weld them in place to prevent this. We didn't want any welding on our rack gear, so we developed the "Taper Lock" system which uses a tapered machinist's tool to lock the jam nut and rod end in place. When you tighten the lock nut, the Lone Star UTV parts, the male cone of the nut and the female cone of the rack gear seat together and lock like a tool collet in a mill or lathe. These locknuts also serve as ddirection for moving the rack. Positive lockout and no release is the only way to finish races!
12. 4130 Chromoly screeds. Our tie rods that allow you to attach your tie rods to our rack are huge. They are made from solid 4130 Chromoly and use high tolerance 5/8 diameter shoulder bolts to connect to the rack's 5/8 rod ends. The WELD on Clevises has two machined stages designed to be inserted into your tie rod tube and welded. The tube diameters for the clevis are 1" for .120 wall tube and for 1 1/4 .095 wall tube. We also offer a 5/8 threaded clevis designed to be screwed into your replacement tie rods or in a kit. long travel such as Assault, Cognito, ebay polaris utv parts, Long Travel Industries and any other tie rod that uses a 5/8 rod end in their tie rod Finally, yamaha utv parts and accessories we also offer.a longer clevis for Lone Star tie rods. Be sure to choose your clevis carefully so you get exactly what's best for your tie rod system.
The race bracket on this page is for the general 60" width and will NOT work with the general 64" width. XP models. This support cannot be used with original tie rods. You must use an aftermarket set using 5/8. The rod ends on each end. This racing rack is designed for RACING. Racing parts will eventually wear out and need to be rebuilt from time to time. Racing parts have no warranty.
Please note that this steering rack is a racing part and as such does NOT carry a warranty. Additionally, improper installation and/or maintenance may cause premature wear.
NOTE: KEYS CANNOT BE INSTALLED INTO A C HOLDERBEAR, THE KEY MUST BE THREADED INTO THE STEERING RODS.
VEHICLE ADJUSTMENTPolaris General 1000
RBG-P-GEN1K-001-00 Make_Polaris, Model_General Vehicle Model:General 2 Seat Walker Evans,General 4 Seat Walker Evans,General 2 Seat Fox,General 4 Seat Fox|Style:Race Rack Only,Race Rack with Weld on Clevis,Race Rack with Lone Star Clevis,Race Rack with 5/8 Clevis4.66 (454 reviews)
