Installing Borgeson'southward Integral Power Steering for Classic Mustangs
Few things have frustrated classic-machine buffs more than original-equipment Bendix slave cylinder power steering installed on early Mustangs and a wide diversity of pop American cars. These antiquated Bendix hydraulic ram systems struggle with leakage and control-valve issues, making them worthy of the fleck-metal barrel, where they tin can never frustrate anyone over again.
For years we wondered where a drop-in replacement was for these old-school Bendix systems. When Borgeson Universal contacted us virtually its new integral ability-steering organization for favorites like the Mustang, intermediate and big Fords, Tri-V Chevys, and a host of others, we were intrigued and had to see for ourselves.
Borgeson shipped us a complete power-steering conversion kit for 19651970 Mustangs, which is available in a multifariousness of configurations, depending on how your Mustang is equipped. We're going to bear witness you the Borgeson arrangement for both V6 and V8 classic Mustangs to requite you an idea just how easy this organisation is to install and service. Bruce Couture of Modern Driveline invited usa into his Boise, Idaho, shop to testify us the highlights of the Borgeson system and how easy it is to install.
Bendix slave-cylinder steering was installed on a wide variety of cars and trucks from the 1950s through the 1980s; information technology was a inexpensive and constructive system for automakers. However, it has long been problematic for car buyers and enthusiasts akin because it leaks and feels incomparably sloppy. The Bendix system consists of a steering-actuated command valve and a slave cylinder, along with the serial of pressure hoses that get hydraulic pressure from the pump to the slave cylinder to reduce steering try.
Ford used three basic types of power-steering pumps on classic Mustangs and other vintage Fords. This is the Eaton power-steering pump common to 1964-1/two and early 1965 Mustang. This Eaton pump has an integral reservoir while others accept an external reservoir mounted on the inner fender.
Early in the 1965 model year, Ford went to the self-independent Thompson ability-steering pump, which looks like this through the 1966 model yr.
Starting time in 1967, Ford went to a dipstick tube style, Thompson power-steering pump, which was used through the tardily 1970s. Nosotros're showing you these Ford pumps to stress the need for the Borgeson "canned ham" Saginaw pump, which is recommended because it makes greater pressure than the Ford pumps at all rpm ranges.
This is Borgeson's consummate power-steering kit for 19651970 Mustangs with an inline-six. The V8 kit is virtually the same except for the pump bracket. Included in the kit is the Borgeson power-steering gear, hoses, steering shaft (depending on application), firewall escutcheon, and steering shaft coupling (rag articulation). Optional is the "canned ham" GM-style Saginaw pump.
The Borgeson power-steering gear is sized to fit your Mustang's factory Pitman arm.
Here'southward a await at the Borgeson ability-steering gear in an open engine compartment prior to engine install. This is a compact, high-quality steering gear sized to clear most applications. Always go on in mind items like aftermarket headers and clutch equalizer shafts tin create fitment issues.
You may have to order a heart link, Pitman arm, and idler arm, depending on your particular application. Mustangs Plus offers a steering adaptor for Bendix power-steering-equipped Mustangs being converted to manual steering or the Borgeson organization. Information technology is suggested you lot get the manual-steering centerlink, Pitman arm, and idler arm as shown.
Installation begins with disconnecting the battery and steering-wheel removal. You volition need a 15/16-inch socket for most applications.
Classic Mustang steering columns are attached to the dashboard with a C-collar and lock basics. You're going to demand a 9/sixteen-inch-deep well socket for this one.
Fords prior to 1968 have a solid steering shaft from the steering gear to the steering wheel. One exception is those with a tilt cavalcade and some late-1967 models with collapsible steering columns. The steering column tube slips over the shaft equally shown.
This is a collapsible steering column with a rag articulation coupling betwixt the steering shaft and gear. Remove the coupling bolts and disconnect the shaft.
With the Pitman arm removed, the mill steering gear is removed as shown using an 11/16-inch socket and box-end wrench. These commodities heads and lock nuts can vary in size.
The new Borgeson power-steering gear is installed using the Grade 8 hardware provided in the kit. Make certain the sector shaft is centered. Crank the steering shaft full left, then full right (counting the number of turns from total left to full right). Next, slowly turn the steering shaft dorsum to the left stopping halfway, which is centered. If you experience three-1/two turns from lock to lock, turn the shaft 1-3/4 turns back to center.
This is the Borgeson steering shaft for solid-shaft Mustangs. When you remove the factory steering gear, the solid shaft is an integral part of the steering gear. The Borgeson shaft will fit your steering cavalcade. This flexible coupling splines to the steering shaft. The other cease splines into the steering wheel.
We've placed the Borgeson steering gear and shaft on a workbench to prove you the gear-to-shaft human relationship. Utilize a thread locker on set screws and tighten to Borgeson specifications in one case you accept the column properly adapted.
Ability-steering force per unit area and return hoses connect at the command valve as shown. This is the spool valve that directs pressure to both sides of the internal sector shaft ram based on steering input. Pressure enters the valve to actuate the ram and returns to the pump. Pay shut attention to the IN and OUT fittings and hoses.
The Pitman arm is splined onto the sector shaft. Be certain the sector shaft is centered and install the arm. It is most impossible to mess this up. If the sector shaft is centered and front wheels are centered, it should slip right on. The Pitman arm nut should be torqued to 85to 110 ft-lb.
The steering-column tube is cut to proper length per Borgeson instructions. Tube length is going to vary, depending on awarding. Because length can get very catchy due to clearances betwixt the column, rag joint, and steering gear, it is all-time to permit a footling extra tube and get from there. You don't want to cut as well much and have to detect a replacement tube.
This end cap installs at the end of the tube most the rag joint. It is retained by drilling two 1/eight-inch holes 180 degrees autonomously and installing the provided sheet metal screws.
Looking through the firewall escutcheon, you lot tin can see the steering coupling (rag joint). The steering shaft goes through this opening and is splined into the coupling. It is retained with the fix screw mentioned earlier.
The steering-column tube is installed and seated only short of the coupling and secured to the dashboard. Distance from the coupling is going to vary. You don't want the cavalcade and coupling to contact each other.
Ability-steering pump hydraulic lines are installed next, being mindful of IN (pressure level) and OUT (render). Exist certain line ends and seats are free of droppings.
Borgeson's "canned ham" GM-style pump is suggested for its power to brand healthy pressure at all rpm ranges. This is a terrific setup because it is easy to install and arrange. Information technology is also suggested you order the six-cylinder power-steering hoses if y'all have a pocket-sized-block to keep these hoses well away from headers and exhaust manifolds.
This is the Borgeson six-cylinder power-steering bracket and pump.
Pressure level and return lines are connected to the Borgeson pump.
The Borgeson pump should fit right out of the box, depending on your engine and accessory brackets. Be prepared to apply spacers to achieve proper belt tracking.
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