Borgeson shaft?

[MMeier]

A while back I remember someone complaining that the Borgeson shaft caused them to crash their truck or something... anyone remember this one? Just did the 2 joint replacement on the '93 and am trying to figure out where the little sliding collar is supposed to wind up on the solid part of the shaft. Does it go against the joint, or against the tubular part of the shaft once it is in position?

 

[ChrisWilliams]

If I remember correctly, the collar locks the sliding shaft in position, once it is installed. It's been a while. As a last resort, I usually check the instructions on the odd chance they may have some useful information.



Don't forget to check the bolts once in a while to see if they have loosened. I checked mine after about a year and all were tight and rusted. You might put a little paint/primer on the shaft to keep the rust down. Mine is now a nice rusted orange color.

 

[MMeier]

Well, yes, instructions would'a been nice to check... . but they sent instructions for a Chevy / GMC truck instead!! Called Borgeson and the emailed instructions didn't say anything about the collar thingie. Guess I'll call them again and pick their brains some more.

 

[ChrisWilliams]

I'm fairly certain the collar goes against the tube to lock the shaft in place. I found some instructions for a 94-98 truck, but they are not the same. However, they do reference using the collar to lock the shaft in position. Per the instructions, the 94-98 shaft has tapped holes on the solid part of the shaft for the collar to lock into. I don't recall these holes on the older model shaft. Using the collar to lock the sliding part of the shaft in position makes sense. The truck is at my Dad's place 700 miles away, or I would take a look and verify.

 

[RSchwarzli]

When you all find out, let me know! I have the same issue. My instructions were shredded when I got them, and I have been looking at it the last few days and have no bloody clue where that collar is to go.



Robert

 

[MMeier]

Got ahold of Borgeson yesterday , said the collar goes up against the hollow tube to lock it in place, in other words, AWAY from the steering gear box. I would have to imagine in case of a event where the column would have to collapse, it would just push against the collar anyway.

 

[WJones]

im sorta thinking someone got the offroad version, (the one that deletes the rag joint) got lazy when putting the shaft on and threw out that spring that keeps tension on the column and it collapsed.



I peeked at the thread on the other site a while ago when everyone was making a big deal about it but saw little info as to what really happened so this is purely speculation.

 

[JLEONARD]

in case of a event where the column would have to collapse, it would just push against the collar anyway

FYI... a steering shaft must collapse within a certain force window... it is intended to absorb some of the energy of a frontal impact.

All part of gov't crash testing... not sure though if our old rigs were part of that program at the time... . they may have been exempt due to gross weight or some other silly gov't rule.





WJones... what are you describing??... can you explain a little more... . or differently so my thick skull can understand???

 

[WJones]

#ad




borgeson makes a double u-joint steering shaft for offroad use rather than single u-joint and rag joint. the column is being pushed down consistantly by that nice sized spring. you have to remove the rag joint to install the double u joint shaft so maybe someone took that spring off?



the only way i can see failure of the shaft would be to remove that spring so the column could ride up and seperate the steering shaft.

 

[JLEONARD]

The column should not be able to move enough disatnce to pull the shaft out.

,,,unless someting in the column is broken.

 

[ChrisWilliams]

My 01. 5 has a stock double u-joint shaft without the rag joint. I put the single u-joint borgenson shaft with a new rag joint in the 91. 5. It has the same locking collar as the double u-joint shaft. If I had it to go over with, I would have used the double u-joint shaft in the 91. 5. I wouldn't worry about the shaft sliding apart, with or without the locking collar. I would be more concerned, but not very much, with the lower joint working loose from the steering box.



As far a a crash goes, it would take a massive frontal impact to cause enough damage to push back the steering wheel more than an inch or two, probably an offset collision with a bridge or a semi truck. At that point, you would have other things to worry about, like whatever was in the bed hitting you in the back of the head.

 

[JLEONARD]

it would take a massive frontal impact to cause enough damage

One would think that, true. But trust me, I used to design steering shafts for a living, there is a lot more to crash testing and energy absorbing that meets the eye. The crash doesn't have to be as massive as you'd want to believe.

It's not the column moving back that is the real issue anyway... it's what happens when the driver goes forward into it.



On the double vs the rag joint vesrion... remember that the rag joint allows some axial compliance or movement as the truck flexes and also isolates noise/vibration from transferring up the column to the wheel. ..... the "rag" should be stiff enough so the steering doesn't feel spongy. I always thought the oem ones were pretty good in that regard (mine is)... I never played with one from Borgeson so I can't compare.

 

[GIT-R-DONE]

Here is some other info to check out.



Borgeson shaft safety alert! - Dodge Diesel - Diesel Truck Resource Forums



Hope this helps

 

[JLEONARD]

Interesting thread... loooks like the column failed and caused the shaft to seperate on the Borgeson unit.



I don't know if Borgeson has an anti-pullapart feature in that steering shaft. I know we always did in every slider we made as that type of failure can be really devastating.

 

[R C Cola]

Borgeson 2 Cents worth

Above referred thread was very good and I added my experience of shaft coming off 2 times in one month. These threads are a big help !

 

[JLEONARD]

RC, I read your entry and I think that's a different issue. having the set crew be the only thing holding the steering shaft yoke to the column spline (and the steering box spline as well) is not the best situation. There is no fail safe unless you use a lock nut to make sure the set screw stays engaged.

At least the steering box spline has gravity helping it stay put.

If you use the rag joint model then the upper column end situation doesn't exist.

I was never a fan of the two ujoint version in our applications.

 

[R C Cola]

Lock-nut

JL it does have a lock-nut and it was tight not loose. You can see the scrape mark where it pulled off (down) the spline about 3/8 inch. When I re-installed I made sure it has well over 1/2 inch up onto the splines. Also lubed the slider part of the shaft so it could move a little in the future. Mine never did have a lock collar some have mentioned. I may have to get one of those to keep it from sliding back inside itself which is apparantly what it did. It was very rusty and difficult to move, had to use soft mallet and work it loose. Suspect I may have to watch closely and be sure it will slide when needed.

 

[JLEONARD]

RC you'd be better served by putting a "drill spot" where the set screw mates to the bolt groove in the male splined shaft.

If there is no bolt groove, then put a drill spot on the splines... . or dremel a groove.

Then seat the set screw into the spot/groove. Use a longer screw if necessary.

You want some positive engagement not merely a friction lock.

I'd also use loctite (or an equivelent).

Nothing is too safe here. Redundancy is your friend friend.



(Phil you can wrap yours with electrical tape)

 

[RSchwarzli]

If you modify the shaft correctly, and your middle shaft (the factory one) is in good condition, you should have no issues.



The factory shaft (the middle piece) is spring loaded to push down and if it is not rusted into place, that shaft will move in and out of the stearing columb. On the Borgeson shaft, cut only 1/2" shorter than actually needed to be able to slip it over the gear box.



By doing this now, the Borgeson is only going to be able to collaps a maximum of 2 inches, and you have more than two inches of overlap inside the stearing columb between the middle and upper shaft. In other words, you will feel it loose, but it shouldn't fall off.



My theory anyways, at least the way my warped brain sees it!



Robert

 

[R C Cola]

Shaft

Robert... Good point. A shop did the install for me, so I will have to check how much they cut off. If too much maybe I can drill in the appropriate location and install a cotter key or bolt to keep it from collapsing too far.