Catalog

EAGLE 4723939 TIE ROD END

EAGLE 4723939 TIE ROD END

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
On request
bolt MOQ (Minimal order)
1 pcs
local_shipping Production time
30-45 days
package_2 Shipping Weight: —
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EAGLE 4723939
Overview & Operating Principle
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The TIE ROD END is an outer tie rod end — the spherical ball joint assembly that connects the steering rack's lateral output (or the steering gear's pitman arm output on recirculating ball systems) to the steering knuckle, transmitting the steering rack's linear motion to the wheel as rotation about the steering axis while accommodating the simultaneous vertical and angular motion of the wheel through the suspension travel range. The tie rod end consists of a steel housing containing a precision-machined spherical socket, a hardened steel ball stud whose tapered shank engages the steering knuckle's tapered bore, and a polymer or sintered metal bearing race that captures the ball within the socket while allowing it to rotate freely through its full angular range — typically ±30° in the steering plane and ±15° in the perpendicular plane. The housing threads onto the inner tie rod's threaded section, providing the means for adjusting the front wheel toe angle by rotating the tie rod end relative to the inner tie rod and locking the position with a clamp bolt or lock nut. The complete joint is sealed by a flexible rubber boot that retains the joint's specific grease and excludes road water, salt, and dirt that would otherwise destroy the ball-and-socket contact surfaces within a short service period. The geometry of the tie rod end — its ball stud taper angle, the housing length, and the threaded section pitch — is precisely matched to the specific steering rack and knuckle combination to maintain the designed Ackermann angle relationship between the inside and outside wheels during turns.

This unit — EAGLE 4723939 — is manufactured to OEM-equivalent specifications: ball stud taper angle and thread for the steering knuckle bore engagement, housing thread for the inner tie rod connection, ball-to-socket clearance for zero detectable play at the joint, boot dimensions and sealing lip geometry, internal grease type and quantity, and housing dimensions for steering rack and chassis clearance throughout the steering travel range are matched to the original part. Supplied as a complete tie rod end assembly with boot, retaining clip, and castle nut. Available wholesale from 0.18 USD, MOQ 1 pcs, production lead time 30-45 days.

Tie rod ends fail through boot failure — the rubber boot cracks from ozone and UV degradation or tears from road debris impact, admitting water and grit that destroys the joint's grease lubrication and abrasively wears the ball and socket surfaces within a short period; through ball-and-socket wear from accumulated steering load cycles that produces detectable angular play; and through ball stud taper failure from incorrect torque at installation or from a kerb impact that overloads the taper. A tie rod end with detectable play is a safety-critical failure — uncontrolled play in the steering link translates directly to wheel steering input that the driver cannot command, producing wandering at speed and potentially catastrophic loss of steering control under emergency manoeuvre loads.

Symptoms & Diagnostics
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Steering vibration or shimmy at motorway speed — a wobble or buzz felt through the steering wheel that builds and reduces with speed changes — that cannot be eliminated by wheel balancing — angular play in the tie rod end ball joint allows the wheel to oscillate about its steering axis at the road-excited frequency; wheel balancing corrects rotating imbalance but cannot compensate for kinematic play in the steering linkage; confirm by raising the wheel and applying alternating push-pull force to the tie rod end while observing for any movement in the joint that should be rigid.
Knocking from the front suspension during low-speed parking manoeuvres — a sharp metallic knock heard when the steering is turned through its lock-to-lock range — the ball-and-socket has worn sufficiently to produce audible impact between the ball and the socket race on every steering direction change; the noise is most pronounced at low speed where the steering motion is greatest and other noises are minimal; confirm by listening at the wheel arch during steering operation and identifying which side the noise originates from.
Wheel alignment that drifts out of toe specification progressively between alignment services — the worn ball joint allows the wheel to shift its toe position dynamically under braking and acceleration loads; alignment measured statically reads correctly, but the dynamic toe under load shifts beyond the measurable static value; a vehicle requiring frequent toe correction without identifiable bushing failure should have the tie rod end inspected for ball play before alignment is corrected again.
Visible boot damage — split, torn, or perforated boot with grease visible escaping from the joint — any breach in the boot allows water and road grit to reach the ball-and-socket interface; even a small tear at the boot's neck where it seals against the ball stud allows contamination on every wet road drive; replace the tie rod end immediately on discovery of any boot breach — the joint may operate without detectable play for a short period after boot failure, but its remaining service life is significantly reduced.
Tyre wear showing inner or outer edge wear — a uniform feathered or smooth wear pattern on one tread edge that is not corrected by wheel alignment — the worn tie rod end is allowing the wheel to operate at a dynamic toe position different from the static alignment setting; static alignment cannot correct the dynamic toe variation produced by ball joint play; replace the tie rod end and re-align before fitting new tyres — fitting new tyres without correcting the underlying joint wear reproduces the wear pattern immediately.
Steering pull during straight-line driving on a level road — the vehicle pulls consistently to one side without external cause and the alignment has been recently verified within specification — one tie rod end has developed play that allows the wheel on that side to drift toward toe-out under road loads, producing a slight steering input that the driver compensates for with continuous steering correction; confirm by checking each tie rod end for play and replacing both as a pair if either shows wear.
Logistics & Customs
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International HS Code
8708.94
EAEU Customs Code (TN VED)
8708 94 200 0
Typical Net Weight
Country of Manufacture
China
Standard MOQ
1 pcs
Production Lead Time
30-45 days
Always verify the exact 8-digit or 10-digit subheading with your customs broker for the destination country, as tariff schedules and duty rates vary by jurisdiction.
Installation Tips
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  1. Measure the existing tie rod end thread engagement length on the inner tie rod before removing the old unit — count the number of exposed threads on the inner tie rod between the lock nut and the tie rod end housing, or measure the distance from the lock nut to the tie rod end with a vernier calliper; this measurement provides a starting point for the new tie rod end's thread engagement that will produce approximately the original toe setting; the alignment must still be verified after installation, but a correctly positioned starting point minimises the alignment correction required.
  2. Loosen the inner tie rod lock nut before unscrewing the old tie rod end — the lock nut secures the tie rod end's thread position on the inner tie rod; attempting to unscrew the tie rod end with the lock nut tightened applies torque to the inner tie rod's ball joint on the rack, potentially damaging the inner tie rod's bellows or the rack's wiper seal; back off the lock nut by 5–10 mm before beginning the tie rod end removal.
  3. Use a ball joint separator tool to remove the ball stud from the steering knuckle taper — never strike the knuckle with a hammer to dislodge a stuck ball stud, as this transmits shock loads through the wheel bearing and may damage the bearing's preload; the correct ball joint separator applies a controlled wedge force that breaks the taper joint without impact; pickle fork separators may damage the new tie rod end's boot if reused — prefer a screw-type separator that does not contact the boot.
  4. Thread the new tie rod end onto the inner tie rod to match the recorded engagement length from the original position — count the same number of exposed threads or measure the same distance from the lock nut; this restores approximately the original toe setting and minimises the steering wheel position change after installation; final adjustment will be made during the four-wheel alignment procedure.
  5. Torque the ball stud castle nut to OEM specification and secure with a new cotter pin — typical torque is 35–65 Nm depending on the ball stud size; the castle nut must be tightened to the specified torque, then advanced as necessary to align the next castle slot with the cotter pin hole — never back off the nut to align the slot, as this leaves the joint inadequately torqued; always use a new cotter pin — the original cotter pin's bend has been work-hardened and may fracture during reinstallation.
  6. Install the new TIE ROD END (EAGLE 4723939), secure the castle nut and cotter pin, tighten the inner tie rod lock nut to OEM specification, perform a four-wheel alignment confirming toe is within the OEM specification, road test confirming straight-ahead steering wheel position and no vibration at motorway speed, and recheck the lock nut torque after the first 500 km before returning the vehicle to service.
Tools: ball joint separator (screw-type preferred), torque wrench (35–65 Nm), new cotter pin, vernier calliper for thread engagement measurement, four-wheel alignment equipment, open-end spanner for inner tie rod lock nut.
Frequently Asked Questions
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Should both tie rod ends be replaced simultaneously when only one has failed?
Replacing both tie rod ends simultaneously is recommended when the failure is from age-related wear — both ends accumulate identical load cycles from the same mileage, experience the same boot exposure to road salt and contamination, and reach the same wear stage at similar mileages; if one has developed detectable play, the opposite is at the same wear stage and will produce identical symptoms within a short interval. Additionally, replacing only one tie rod end against a worn opposite produces asymmetric steering response — the new joint is rigid while the worn joint continues to deflect under load — that is detectable in driving and produces uneven tyre wear despite alignment correction. When the failure is from a specific kerb impact damage affecting only one side, replacing only the damaged end is appropriate provided the opposite is confirmed free of play on manual inspection. ok.parts supplies tie rod ends individually and in axle pairs at wholesale MOQ from 0.18 USD per unit.
Is wheel alignment always required after tie rod end replacement?
Four-wheel alignment after tie rod end replacement is mandatory without exception — the tie rod end's thread position on the inner tie rod determines the wheel's toe angle directly, and even matching the original thread engagement length precisely cannot guarantee the new tie rod end will produce exactly the same toe as the old one because manufacturing tolerances between tie rod ends of the same part number produce measurable toe differences. Driving the vehicle without alignment correction after tie rod end replacement causes accelerated tyre wear from the moment of installation — toe error as small as 1mm at the tread edge produces detectable scuffing within a few hundred kilometres. Always book the alignment immediately following the tie rod end replacement; do not allow the vehicle to return to service for any significant distance without alignment correction.
How does the OEM-equivalent aftermarket unit compare to the genuine OEM part?
OEM-equivalent units in this catalogue replicate the current OEM design geometry and material specification. Quality is verified against OEM cross-reference data. When ordering in bulk, confirm with our team that the specification matches the latest OEM revision for your application.
Is white-label or custom packaging available for wholesale orders?
Yes. ok.parts works directly with the manufacturing facility and can accommodate neutral white-label packaging or fully branded packaging with your company logo, part numbers, and barcode. Minimum order quantities and lead times for custom packaging may differ from standard stock. Contact the team via the inquiry form to discuss your specific requirements.
Frequently Replaced Together
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PartReason for Combined Replacement
Inner Tie Rod
OEM ref. varies by steering rack		The inner tie rod ball joint and the outer tie rod end form the complete linkage from the steering rack to the knuckle and accumulate the same operating cycles. When the outer end has worn to require replacement, the inner tie rod ball joint is at the same wear stage and typically develops detectable play within a short interval. With the outer tie rod end removed, the inner tie rod is fully accessible and is significantly easier to replace at that point than in a separate operation. Inspect the inner tie rod for play with the outer end removed and replace simultaneously if any movement is detectable.
Steering Rack Gaiter
OEM ref. varies — rubber or thermoplastic boot		The steering rack gaiter that seals the inner tie rod and rack bar from road contamination is fully accessible during outer tie rod end replacement because the outer end must be removed to access the inner tie rod where the gaiter clamps. A gaiter that has been in service alongside a worn tie rod end has likely accumulated the same age and condition; replacing it simultaneously eliminates a repeat steering disassembly within a short period and protects the inner tie rod and rack bar from contamination that would shorten the service life of the new components.
Front Tyres
Axle pair — where edge wear is confirmed		A tie rod end that has been operating with play has been producing dynamic toe variation that scuffs the tyre tread edges; the wear pattern persists in the tyre even after the joint is replaced and the alignment is corrected. Tyres with confirmed edge wear from dynamic toe variation produce road noise and reduced grip that does not resolve after the steering linkage repair. Inspect both front tyres for edge wear pattern before considering the repair complete; replace both tyres simultaneously if the wear pattern is confirmed to provide the customer with complete resolution of the underlying complaint.