How To Install Power Rack-And-Pinion Steering

Expect to have to move the lower control arm to get the bolt through. Static adjustment should be dead center at zero camber.

There are two billet aluminum brackets on each side to support the rack. One bracket attaches at the factory crossmember mounting point. The other attaches at the eccentric or lower control arm pivot point. Make sure you have the correct brackets on each side.

Install the steering coupling before installing the rack for ease of access.

Install the power rack as shown. You're going to need help to support the rack while installing fasteners. Check the rack for proper centering, then secure the Allen screws per TCP's instructions. Don't tighten the fasteners until the rack is centered and secure.

TCP provides shims that go between the brackets and framerails to adjust rack to chassis distance. Count on using at least one layer of shims, especially with a big-block, to clear the oil pan.

Steering coupling is accessible through the top. We have the added advantage of long-tube headers from Ford Powertrain Applications (FPA), which clear everything nicely.

Tie-rod ends are next. Use some form of anti-cease on the threads to ensure ease of adjustment later on. Getting toe adjustment close to what it was will be nearly impossible considering the revised dimensions of TCP's adjustment sleeves. Center the steering rack and get the tie-rod end assemblies as close to center as you can. With the rack centered, you should be able to get both front wheels centered.

Quick Tech: Steering Column
TCP does a world-class job with the steering column, with a solid Double-D steering shaft with two couplings. The set-up actually improves the steering column function and integrity. TCP supports the collapsible steering shaft with a column end cap with a roller bearing. If you're doing a '65-'67 fixed column, expect to see a solid, non-collapsible shaft.

This is the way your column should look with the coupling installed. Jerry elected to do his column this way, with the coupling splined into the Double-D shaft as shown.

Coupling universal joints should be parallel. When you run the steering wheel lock-to-lock, there should be no binding whatsoever.

Install the tie-rods with the short tie-rod outboard. Big-block inner tie-rod ends are attached to the highest point on the rack's center. Small-block inner tie-rod ends are tied to one of the lower attachment points. The reason there are two lower attachment points is the Mustang's wider track from '67-'70. If you have a '67-'70 small-block Mustang, inner tie-rod ends go to the inboard attachment points.

TCP gives you a choice when it comes to tie-rod end fasteners. You can go with a fiber-style locknut, which is easier to secure and looks more "racetrack." However, you can also use the tried and proven castle nut and cotter pin for absolute safety.