There was a time when rack-and-pinion steering for classic Mustangs was unheard of. Along the way, there were false starts. Total Control Products, which pioneered rack-and-pinion steering for vintage Mustangs, went through quite a teething curve early in development. When you buy a TCP rack today, you're getting the result of more than a decade of research and development. Call it the perfect rack-and-pinion steering system for classic Mustangs. It bolts right on. It comes with virtually everything you need. And, it performs better than expectations.
Here's everything you'll need...
Here's everything you'll need to get into precision power rack-and-pinion steering from Total Control Products. The power rack takes center stage with its billet construction and good looks. Billet mounting brackets, installation hardware, eccentric block outs, and adjustable tie-rod end assemblies are also included in the kit. Optional bumpsteer kits are also available.
When developing its rack-and-pinion steering system, TCP engineers asked important questions and came up with real world solutions, not just pie in the sky. They wanted a crisp rack-and-pinion steering feel without losing the classic Mustang's original character. What they created was their own "Mustang engineered" system. These were some of their objectives:
- Tires must turn in as far as factory worm and sector steering.
- Steering column and shaft must provide adequate header clearance.
- Correct steering system geometry must be maintained.
- Installation cannot reduce ground clearance.
- Frame stiffening crossmember must be provided.
- System must allow comfortable road feel.
- System must have unequalled component strength.
- Centerlink must be stable.Must include all steering column components to get the job done.
Our friend at Scott Drake Enterprises, Jerry Choate, is building a '67 Mustang big-block restomod convertible. Based on what Jerry knew about classic Mustangs, the ancient worm and sector steering wasn't going to cut it, especially with 600 pounds of 390 sitting in the nose. That's when Jerry decided to switch to a TCP power rack-and-pinion. Chris Alston's Chassisworks shipped us one of its Total Control power rack-and-pinion systems, Jerry provided the labor, and we went to work perfecting classic Mustang controllability.
This is TCP's power steering...
This is TCP's power steering control valve, which is a spool valve that takes your steering input and puts it to work down under. Steer right and this steering-actuated valve directs pressure to the left side of the rack, and vice-versa, offering precise amounts of pressure to make steering easier.
TCP also sent us a power steering pump kit complete with an adjustable aluminum pump that delivers consistent, adequate pressure regardless of engine rpm. Our pump kit also includes a polished aluminum reservoir, blue fiber high-pressure hose and fittings, and all mounting hardware. Pump installation is easier than a factory Eaton or Thompson pump. Only some modification is required and only in some applications.
Quick Facts: Power Rack-And-Pinion
Patented high-performance center takeoff rack-and-pinion enables proper steering geometry and a level of positive, direct steering not always possible with conventional OEM-style steering racks.
Features quick ratio, straight-cut gears, which means three turns from lock-to-lock. With factory manual 19:1 worm and sector steering gears, lock-to-lock was 4 5/8 turns.
The TCP rack-and-pinion is not some off-the-shelf rack system, but something made specifically for classic Mustangs.
TCP's power steering pump...
TCP's power steering pump kits are a lot better than the vintage Mustang's Eaton or Thompson pumps. Pressure is NASCAR-grade solid and predictable-always there regardless of engine speed. The cool thing about this kit is ease of installation with its remote reservoir and hydraulic lines you can cut to size and install by yourself without a visit to the hydraulic shop. Only minor workbench-style modifications are necessary to fit the kit to small- and big-block Ford V-8s.
TCP provides everything needed...
TCP provides everything needed to spline your Mustang's steering wheel to the rack regardless of model year and steering column. Shown here are the components for a '67-'68 Mustang with fixed column. Again, minor workbench style modifications may be needed to complete the installation.
Installation begins with the...
Installation begins with the eccentric block outs, which keeps camber spot on. As you can see, these blocks are adjustable, yet they will never lose adjustment. Lubricate the bolt and bushing with wheel bearing or chassis lube.
Expect to have to move the...
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...
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...
Install the steering coupling before installing the rack for ease of access.
Install the power rack as...
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...
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...
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...
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...
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...
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...
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...
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...
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.
The good looking billet pump...
The good looking billet pump bracket is straightforward and easy to install. Spacers may require modification (shortening or shims) depending on your application.
Once in place, the pump rolls...
Once in place, the pump rolls back and forth to adjust belt tension.
You can fire your hydraulic...
You can fire your hydraulic hose shop because TCP makes it possible to cut hoses to fit and install fittings yourself.
Note the cone design of the...
Note the cone design of the fittings. When you tighten them, the cone wedges deep into the hose.
As Jerry runs the fitting...
As Jerry runs the fitting down, it wedges deep into the hose for a very secure high-pressure fitting. This eliminates the hassle of having to visit an air conditioning or hydraulic shop.
This is our completed pump...
This is our completed pump package on Jerry's '67 Mustang.
Here are our connections at...
Here are our connections at the TCP pump. Remember, you want the pump lower than the reservoir.
The reservoir can be mounted...
The reservoir can be mounted just about anywhere as long as it is higher than the pump. The reservoir provides fluid to the low-pressure (intake) side of the pump. The pump provides the rack with consistent pressure and the rack returns fluid to the reservoir. Remember, power steering fluid expands as it gets hot from working pressure, so never overfill the reservoir.
Headers That Clear We can't...
Headers That Clear
We can't sing the praises of Ford Powertrain Applications enough because these people understand vintage high-performance Fords. We've seen FPA long-tube headers installed on at least two '67-'68 Mustangs with FE big-blocks and they offer the best fit we've ever seen from aftermarket headers in classic Mustangs. The FPA headers on Jerry's '67 convertible fit perfectly. You never have to worry about header tube clearance nor do you ever have to sweat out speed bumps.