PSA For you folks that are removing / modifying the crash bars to install bigger tires.....

Jtholz

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I agree that this is a important topic, BUT isn’t something better than nothing for those who want to do this kind of thing?
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HenryMac

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I agree that this is a important topic, BUT isn’t something better than nothing for those who want to do this kind of thing?
Depends on what the something is.

If I had the parts, in less than an hour I could model the stock crash bars and run FEA (Finite Element Analysis) then model the aftermarket crash bars and compare the analyses.

Seems a prudent thing for the aftermarket company to do, don't you think?
 

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Those crash bars are no joke, if its anything like Fords usual crash structures its going to be a very high strength boron steel. That stuff will destroy sawzall blades and drill bits all day long.
Tried to mount a rally light to my Focus RS utilizing the crash bar. Had to use cobalt bits and several of them to get it done!
 

bobafetske

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Crash bars stock are bolted on there and when you do remove them they don’t feel like the sturdiest “crash bar” , the aftermarket ones feel beefy and sturdy, as long as it pinches the tire I’m good with that, As long as there is some sort of protection I’m good with that. Better than nothing like my 2015 Supercab F150, no crash bars lol. Is any other truck besides Ford running crash bars? Currently my crash bars are removed, just waiting on time off to install my fabtech crash bars.
How are the FabTech crash bars? I plan on ordering them. They look much better than the BDS set.
 

DukeCanBuildit

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Since you brought it up, lol. I'm no specialist but I do have some nifty tools at my disposal. Here goes.. Why I chose the Ready lift crash bars. I have a PMI tester ($60,000 metal material identifier) and a press. I ran a few tests, doesn't answer all the questions, but put me at ease. I'll show the pics of my results here. The Ford material is C-4120 and the Ready lift bars are C-0.5 Mo. The C-4120 is basically twice as strong (Brinnell hardness), but the Ready lift have nearly three times the material thickness. And the breakaway rolls into the convex portion of the curvature. I then put them in the press to see some deformation results. 3 tons for the Ford bar to squish (so to speak), The ready lift bar made it to nearly 9 tons, then I stopped as to avoid actually damage. Good enough for me..
Thanks for doing this - when it gets warm out, I’ll be installing these...

88B355C4-7884-4706-B857-0026F351EE7E.jpeg
 


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Since you brought it up, lol. I'm no specialist but I do have some nifty tools at my disposal. Here goes.. Why I chose the Ready lift crash bars. I have a PMI tester ($60,000 metal material identifier) and a press. I ran a few tests, doesn't answer all the questions, but put me at ease. I'll show the pics of my results here. The Ford material is C-4120 and the Ready lift bars are C-0.5 Mo. The C-4120 is basically twice as strong (Brinnell hardness), but the Ready lift have nearly three times the material thickness. And the breakaway rolls into the convex portion of the curvature. I then put them in the press to see some deformation results. 3 tons for the Ford bar to squish (so to speak), The ready lift bar made it to nearly 9 tons, then I stopped as to avoid actually damage. Good enough for me..
crash bar 4.jpg
crash bars 9.jpg
crash bar 2.jpg
crash bar 3.jpg
crash bar 5.jpg
crash bar 7.jpg
crash bar 8.jpg
Have you done any tests on the attachment points where these units mount to the truck? I would think the stock thinner crash bars would deform more before they transferred energy to their attachment point. The thicker aftermarket item would transfer higher energy levels to the attachment point.
No doubt Ford has done extensive destructive testing on these vehicles to meet safety standards. I'd be curious to see photos detailing what actually happens in a full frontal or glancing frontal impact.
 

Trigganometry

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Depends on what the something is.

If I had the parts, in less than an hour I could model the stock crash bars and run FEA (Finite Element Analysis) then model the aftermarket crash bars and compare the analyses.

Seems a prudent thing for the aftermarket company to do, don't you think?
John,
The beauty of some of today’s modeling software is if you plug in the right info it allows you to stress test the design(s) to see how it stands up. Where I work now we also have a handheld material scanner. It tells you the chemical makeup of the material and then will tell you the closest standard of what it is you have. Say for instance 1040 steel. Then a hardness tester gives you the rest of the picture. Plug that into software and you get a visual and the data points spit out.

My guess is that’s exactly what these are made of. It is hardening as it is getting cut. Designing something new that would be stronger but give added clearance shouldn’t be all that difficult as long as you have the tools to do so. If you don’t, then you point is well taken!
 

DukeCanBuildit

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HenryMac

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John,
The beauty of some of today’s modeling software is if you plug in the right info it allows you to stress test the design(s) to see how it stands up. Where I work now we also have a handheld material scanner. It tells you the chemical makeup of the material and then will tell you the closest standard of what it is you have. Say for instance 1040 steel. Then a hardness tester gives you the rest of the picture. Plug that into software and you get a visual and the data points spit out.

My guess is that’s exactly what these are made of. It is hardening as it is getting cut. Designing something new that would be stronger but give added clearance shouldn’t be all that difficult as long as you have the tools to do so. If you don’t, then you point is well taken!
Rick I've got FEA right here at home on my computer. That would be a good start, but the aftermarket designs need verified by actual destructive testing.

Not sure why you are writing "hardening as it is getting cut"? The aftermarket crash bars are weldments, made from mild steel, not tempered steel. If they were tempered steel they would break upon impact. You don't want tempered steel.. you want mild steel.

Truth is I haven't found anybody making crash bars that have done any testing at all and that's the point of this thread.

Manufacturers make claims that aren't backed up. IMO that's criminal. Making comments like "Beefy" is ludicrous marketing hype to get folks to buy their products... and it works.
 
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HenryMac

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Yes, these are the ReadyLIFT Anti-Intrusion Beams - super beefy.

https://www.readylift.com/high-clearance-anti-intrusion-beams-ford-ranger-2wd-4wd-2019-2021.html

$150 - WAAAAY more in Canada!
Notice Ready Lift doesn't say they are as good or even better. But their words lead you to believe their product is as good as the stock parts.

Retain the safety and security benefits of occupant protection.
Replaces the factory anti-intrusion beams.
Send them an email Duke and ask them to send you a certificate, signed by a company official stating they certify their crash bars meet or exceed the safety provided by factory oem crash bars.

I hope they come through for you... I'm betting you'll be hearing crickets.
 
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HenryMac

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Since you brought it up, lol. I'm no specialist but I do have some nifty tools at my disposal. Here goes.. Why I chose the Ready lift crash bars. I have a PMI tester ($60,000 metal material identifier) and a press. I ran a few tests, doesn't answer all the questions, but put me at ease. I'll show the pics of my results here. The Ford material is C-4120 and the Ready lift bars are C-0.5 Mo. The C-4120 is basically twice as strong (Brinnell hardness), but the Ready lift have nearly three times the material thickness. And the breakaway rolls into the convex portion of the curvature. I then put them in the press to see some deformation results. 3 tons for the Ford bar to squish (so to speak), The ready lift bar made it to nearly 9 tons, then I stopped as to avoid actually damage. Good enough for me..
crash bar 4.jpg
crash bars 9.jpg
crash bar 2.jpg
crash bar 3.jpg
crash bar 5.jpg
crash bar 7.jpg
crash bar 8.jpg
Kudos for the effort and time but that test tells you nothing in regard to how they work on the truck. All you are doing is a crush test of the tubing.

The bars need to be bolted into a fixture, a fixture that mimics the design of how they bolt onto the truck, and then the load applied at the end of the tube.

One would think a lot of thought went into these at Ford and they wanted the bars to bend like crumple zones do during an accident. Maybe stronger isn't even better, who knows?
 
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DukeCanBuildit

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Notice Ready Lift doesn't say they are as good or even better. But their words lead you to believe their product is as good as the stock parts.

Retain the safety and security benefits of occupant protection.
Replaces the factory anti-intrusion beams.
Send them an email Duke and ask them to send you a certificate, signed by a company official stating they certify their crash bars meet or exceed the safety provided by factory oem crash bars.

I hope they come through for you... I'm betting you'll be hearing crickets.
I’m certain you’re bang on with that assumption and that the chances they would provide any sign-off is similar to the chances of getting in an accident at the critical angle and speed, and with a vehicle of the adequate mass, needed to make the presence of anti-intrusion beams necessary.

But seriously, I understand and appreciate the concern and the warning. I know it comes from a good place.
 
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HenryMac

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You seem to be following and commenting on every thread involving these crash bars, I think everyone understands your viewpoint. So don't buy or use them, your choice. As I said, I'm no expert, good enough for me..
I won't buy or use them. Just keep in mind... It's not at all about YOU

Many Ranger owners don't understand the purpose of the crash bars, so I want to be sure Ranger owners know why they are there.

And I also know that manufacturers aren't testing the crash bars they are selling. Some Ranger owners think all parts are created equal, they aren't.

So my goal is to ensure the safety of fellow Ranger owners and more specifically, whoever is riding in the front passenger seat.
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