Steering stabilization is now more important than ever.
The 2005-07 did not have a “Carli” option to upgrade the factory stabilizer, and the 2011-16 Super Duty Platform came light on caster – it seemed Ford fixed the issue when they released the 2017 Platform, which included trucks with neutral caster-shims and mid-3° caster specs.
However, 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, which can fail within an oil change interval, leading to a rise in death wobble claims in nearly brand new trucks.
Minimizing resonation from road obstacles into the front end parts is KEY to combating front end issues like death wobble.
A high mount stabilizer has always been offered to combat steering wheel feedback in these trucks.
The stainless steel design is superior to the factory unit, boasting a custom valve profile that controls larger aftermarket wheel and tire combinations, offers adjustability to combat right-hand tire pull, and is fully rebuildable while bolting into the factory location, ensuring it’s not susceptible to trail damage like many aftermarket stabilizer units that mount in front of lower steering linkage.
So why the low-mount?
Two stabilizers are 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 quite far from the point of stabilization.
Think of it as controlling someone’s hand movements by holding their bicep.
With sufficient shock and 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 only one stabilizer is run.
Additionally, this is not limited to lifted/leveled vehicles and can be used on ANY Super Duty with a stock tie-rod.
If both stabilizers are used, 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 stabilizer dampens left and right, while the 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 encountering a bump).
Lastly, and perhaps most importantly 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 the low mount pushes toward the passenger, allowing infinite adjustability for any radial pull encountered.
For “thru-shaft” stabilizer fans, running BOTH stabilizers eliminates the shaft fluid displacement issue the thru shaft was designed to combat.
Running both stabilizers in 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 can dial in nitrogen pressures to combat tire pull versus cranking the adjuster on a thru-shaft stabilizer until the pull disappears, which can leave you with overly tight steering and massive under-steer that won’t return to center.
