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How To Install Integral Power Steering GearBorgeson Power Steering Stops The Leaks And Gives You Crisp 16:1 Steering Without Special Modifications From the March, 2010 issue of Mustang Monthly By Jim Smart Photography by Jim Smart
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This is the Borgeson 16:1... This is the Borgeson 16:1 power steering unit for '65-'70 Mustangs. It takes the "drip" out of vintage Mustang steering with an efficient compact design and simple bolt-on performance. There are no control valves, power rams, or pesky hoses to mess with. Bolt it on, install two hoses and a manual steering linkage, and you're ready for action. I am so over leaky Bendix power steering for classic Mustangs. So over it, in fact, I ordered a new Borgeson integral power steering system for my high school sweetheart-a '67 Mustang hardtop I've owned since 1974. When my father bought this 289-powered Sport Sprint as a second car for my mother, it was a well-worn $400 beater with 80,000 miles, 19:1 ratio manual steering, drum brakes that didn't work, Sears Dynaglas tires, and a bashed-in quarter-panel. Thirty-six years later, the car is reaching the conclusion of a long restoration. I've installed four-wheel disc brakes from Stainless Steel Brakes, Flowmaster mufflers, bench seat, a groovy Mini-Tach from Retro-Gauge in Australia, Custom Autosound system with CD and amp, warmed up 289 with a roller cam and Cobra dress-up kit from Tony Branda, and a set of American Racing Torq-Thrust wheels. I've gotten the car just the way I want it except for the power steering fluid all over my garage floor. When I was just about at my wit's end with the drippy factory Bendix power steering, Borgeson called and asked if I'd like to try its new integral worm-and-sector power steering system for '65-'70 Mustangs. I willingly obliged, glad to remove the old Bendix system and try something refreshing in a classic Mustang. This is what makes the Borgeson... This is what makes the Borgeson power steering gear such a terrific compact design. The control (spool) valve is built into the worm shaft. When you steer, the spool valve directs pressure internally to an actuator piston at the sector shaft. The only hoses to the pump are for pressure and return. The Borgeson system bolts right in without major modifications and with simple hand tools. The Borgeson box isn't a new steering gear, but instead it's a proven remanufactured unit available off the shelf with a sporty 16:1 steering ratio. It's an affordable alternative to manual power-assisted worm-and-sector or aftermarket rack-and-pinion steering. Best of all, it maintains that classic Mustang feel. We have to clarify the unique nature of our '67 Mustang's steering column, which gave us problems unrelated to the Borgeson system. During the restoration, we installed a '68-'69 collapsible steering column to improve safety, adapting it to the '67 collar and turn signal switch, which works fine with a stock steering gear or rack-and-pinion. It will not fit the Borgeson unit without modifications (column tube must be cut 1/2 to 1 inch shorter to clear). When the Borgeson power steering installation is complete, inspect your work thoroughly. Make sure tie-rod ends are torqued and secured with cotter pins. Service the power steering pump with Borgeson's recommended fluid specification. Start the engine and run the steering wheel from lock to lock to bleed air out of the system. Visit a trusted alignment shop for a precision front-end alignment. While you're at it, have the alignment shop inspect your work.  Two sector shaft sizes are...  Two sector shaft sizes are available-1 inch and 1 1/4 inches. If you're installing in a '65-'66 or early '67 Mustang, order a 1-inch sector shaft and Pitman arm. A larger 1 1/4-inch sector shaft was phased in early in the '67 model year. A manual steering Pitman and idler arm should be used for this application.  Although you can use the Ford/Thompson...  Although you can use the Ford/Thompson or Eaton power steering pump with the Borgeson steering gear, it is suggested that you use the Borgeson GM Saginaw pump because it provides better control pressure at idle than either of the original equipment pumps.  During the restoration of...  During the restoration of our '67 hardtop, we opted for a 16:1 manual steering box, which is an excellent piece. But to get rid of the leaky Bendix system, we have to remove the manual box.  In theory, the Bendix power-assist...  In theory, the Bendix power-assist steering system should work well, and this one does just fine. However, it's a leaker no matter what we do with lines and fittings. We're choosing to replace it with the Borgeson integral 16:1 power box, which greatly simplifies Mustang power steering and gets rid of all this plumbing.  Removal begins where the Pitman...  Removal begins where the Pitman arm joins the Bendix power steering control valve. Remove this cotter pin and drive the stud out with a drift. Don't use a splitter fork.  With the Borgeson box, you...  With the Borgeson box, you have two choices. You can use the power steering center link with an adaptor link available from Mustangs Plus. Or you can go with a manual steering center link, Pitman arm, and idler arm. For the latter, inner tie-rod ends must be disconnected. Gently use a ball-joint/tie-rod end splitter fork. Now is a good time to replace worn tie-rod ends and boots.  All Bendix power steering...  All Bendix power steering hardware should be removed. This is the power ram-to-left frame rail attachment bracket. Remove the two bracket-to-frame bolts, then the long safety bolt that penetrates the rail. Drop the power ram.  When we called Virginia Classic...  When we called Virginia Classic Mustang to order the manual steering center link (also known as a drop link), we were told we also needed a manual steering idler arm. Two long, high-carbon Grade 8 bolts retain the idler arm. Bolt the heads outside and lock nuts inside. If you want exceptional performance, opt for an original equipment-style idler arm, not an aftermarket replacement. Factory idler arms snap back to center, which aids return to center performance. Aftermarket idler arms do not.  Because our '67 Mustang has...  Because our '67 Mustang has a collapsible steering column, it also has a rag joint. Remove two bolts and lock nuts using 1/2-inch wrenches. This frees both the column and steering gear.  The Flaming River steering...  The Flaming River steering gear is retained with three chassis bolts, calling for the use of a 5/8-inch socket.  Manual Steering Linkage
...  Manual Steering Linkage
Should you decide to go with a manual steering linkage with your Borgeson package, you're going to need a manual steering centerlink, idler arm, and Pitman arm (Virginia Classic Mustang for the idler arm and center link; Mustangs Etc. for the Pitman arm-C7ZZ-3590-B, 1 1/4-inch sector shaft). We used Scott Drake's AccuMatch Hi-Temp Gray spray paint for exhaust manifolds on these pieces with outstanding results.  Steering gear removal for...  Steering gear removal for '67s is straightforward through the top if you remove the master cylinder and shock tower bracing. If you'd rather go through the bottom, remove the exhaust manifold and drop the exhaust system.  If you're keeping the original...  If you're keeping the original Ford/Thompson or Eaton pump, skip this step. If you're opting for Borgeson's GM/Saginaw pump, remove the Ford pump. You will need to use the longer pump support stud provided by Borgeson.  Pump pressure gets to the...  Pump pressure gets to the steering gear via a pressure hose and return hose. Pressure hose (fitting on left at pump) goes to the inbound arrow cast in the Borgeson gear head. Return hose (low pressure on left) goes to the outbound arrow.  The Borgeson power steering...  The Borgeson power steering gear offers crisp 16:1 steering for exceptional control. That means 3 3/4 turns lock-to-lock. Roll the worm full right and come back 1.875 turns to center for installation and proper steering shaft indexing.  We're showing you the Borgeson...  We're showing you the Borgeson steering gear installed to give you an idea of what it looks like and how the hoses should be routed. Hoses should be secured to the shock tower with an Adel clamp. We're going to show you proper rag joint installation out of the car for better visibility. As you can see here, we had fitment problems with our modified collapsible column. It is too tight.  Although Borgeson provides...  Although Borgeson provides high-quality, high-strength Grade 8 hardware for the installation, we wanted something more factory in appearance. We're going with stock high carbon steel steering gear bolts with matching locknuts. We're not happy with our flat washers, suggesting you go with something with a smaller outside diameter with cadmium plating.  This is the '68-'69 column...  This is the '68-'69 column with rag joint (also known as a flexible coupling). This is how the shaft flange should look with the steering wheel at 12 o'clock. Bolt holes should be at 12 and 6 o'clock. Steering dogs (slots) should be at 9 and 3 o'clock. The steering dogs are there for your safety should the joint fail or bolts come loose.  This is our '68-'69 collapsible...  This is our '68-'69 collapsible column coupling. Note that it is too tight, calling for the removal of 1/2 to 1-inch of column tube to achieve proper fit. This is a custom installation with a '68 column and a '67 collar. However, if you have a '68-'70 Mustang with the collapsible column, you have nothing to worry about. Installation is as easy as connecting this coupling. We suggest installation through the bottom, removing the exhaust manifold for access. For this article, we removed the master cylinder and export brace.  This is the rag joint for...  This is the rag joint for rag joint-style columns ('67 tilt, '68-'70). The set screw should fall into the worm gear groove. Dogs should be at 9 and 3 o'clock with the steering gear worm shaft centered at 12 o'clock. Bolts go in at 12 and 6 o'clock with locknuts or lock washers at proper torque.  For those of you with solid...  For those of you with solid shaft steering columns ('65-'67), you're going to need the Borgeson shaft kit with custom rag joint. Installation is easy. The Borgeson shaft splines at both ends, yet it is impossible to get it backwards because the spline size is different.  The Borgeson steering shaft...  The Borgeson steering shaft is identical to the '65-'67 Mustang shaft, which means there are no adaptors at the steering wheel end. It splines right into your stock or aftermarket steering wheel.  The solid shaft splines into...  The solid shaft splines into the rag joint, which couples to the Borgeson steering gear. Set screws secure the installation. We're showing you this outside the vehicle for better visibility.  Saginaw pump installation...  Saginaw pump installation calls for either an air conditioning compressor bracket or this spacer for proper pulley alignment. Either way, the pump should sit exactly 1/2 inch away from the cylinder head. Always check pulley alignment to the water pump and crankshaft with a straight edge. Confirm alignment with belt installation and proper tension.  The completed pump installation...  The completed pump installation should look like this on a non-air conditioned car. With air conditioning, the pump tucks neatly beneath the compressor bracket. Saginaw pump installation is easy to service and adjust.  For those of you with FE-series...  For those of you with FE-series 390/428ci engines, you need either this 1/2-inch spacer or air conditioning compressor bracket for proper spacing.  Pitman arm installation is...  Pitman arm installation is straightforward because it is impossible to make a mistake. Sector shaft splines, if properly centered on the bench, slip right into the Pitman arm due to a specific fail-safe pattern. Borgeson has machined the sector shaft to fit your Ford manual steering Pitman arm. Torque the Pitman arm nut to 85-110 ft/lbs.
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