Few things are more irritating than a sloppy, worn out steering column, which is important if you're really passionate about safety and driving comfort. We tend to ignore the steering column because it's a mystery to most of us, yet it is as simple as the steering shaft in a pedal car. From 1964-1967, Mustang steering columns consisted of a solid shaft to the steering gear, support collar and bearing, turn signal switch, steering wheel, and a series of rubber grommets at the bottom.
Mustangs didn't have the best steering columns. They were flimsy to begin with and didn't hold up well over time. It is challenging to get them feeling solid and comfortable. When everything is working properly, steering inputs should feel good without rumble, chatter, or clunk. It is also important to remember your Mustang's worn-out steering gear and linkage in all of this. A fresh steering column is meaningless without a mechanically sound steering gear, linkage, and front suspension.
Classic Mustang Steering Columns
From 1965-'67, Mustang steering columns were virtually the same (except non-tilt for '67). A solid steering shaft, which is also the steering box's worm gear, goes from the steering gear to the steering wheel. All the steering column does is support the shaft. The shaft is supported at the steering wheel with a ball bearing pressed into the collar where the turn signal switch is located. On '65-'66 Mustangs, a three-hole screw plate holds this bearing in place, topped by the turn signal switch. For 1967-'68, this plate is integral to the switch. The steering column tube is mounted to the dashboard via screw-in studs and locknuts. Two rubber grommets and a one-piece plate retain the steering column tube at the firewall. For 1967, it's a two-piece plate. A thick rubber grommet at the lower tip keeps moisture and dust out of your Mustang's steering gear.
This is the '65-'66 Mustang...
This is the '65-'66 Mustang steering column with solid shaft, tube grommet, tube-to-firewall grommets and bracket, tube-to-dashboard bracket, two-piece collar, turn signal switch, and steering wheel. Although the '65-'66 column is similar to 1967, it is not the same. The collar and firewall bracket are different for '67s.
For 1967, the biggest change...
For 1967, the biggest change was the two-piece top collar with a new turn signal switch with emergency flasher switch along with an improved configuration. At the firewall, there's a two-piece bracket.
Beginning in 1968, Ford went...
Beginning in 1968, Ford went to a collapsible steering column using a flexible joint, also called a rag joint, between the steering shaft and steering gear. The column tube is collapsible as is the multi-segment steering shaft inside. The rag joint isolates vibration and also makes it easier to replace the steering gear. Rag joints were also used on '67 Mustangs with tilt-columns.
We're at Ramon's Automotive...
We're at Ramon's Automotive in Palmdale, California, where we're going to rebuild a '65-'66 Mustang steering column and add a Grant Classic Series....
.....15-inch woodgrain steering...
.....15-inch woodgrain steering wheel (#201) and kit (#3294). Grant makes a pony and tri-bar horn button (#5847) for an original equipment look.
We suggest careful assembly...
We suggest careful assembly technique when putting a Grant steering wheel together. It is easy to shear the horn wires and damage insulation, possibly causing a short circuit.
Three bolts secure the steering...
Three bolts secure the steering wheel and horn switch to the hub. Do not overtighten these bolts. We suggest the use of Loctite on bolt threads, then proper torque per the Grant installation instructions. Grant provides foam blocks for use between the horn button and switch plate to prevent contact unless pressed. Some kits use a spring.
The Grant hub has a copper...
The Grant hub has a copper slipper plate that rides on top of the turn signal switch horn slippers. Keep this plate free of skin oil and other contaminants. The two tension pins are for turn signal cancellation, which means you must drive them completely into the hub with gaps turned inside away from switch cancellation tangs. Use a light touch of white grease on these pins for quiet operation.
The steering column two-piece...
The steering column two-piece top collar houses this shaft bearing and turn signal switch. Locknuts and studs secure the assembly to the steering column tube. Two small Phillips-head screws tie both collar pieces together. Remove the two screws but leave the lock studs in place unless you want to disassemble and paint the column.
In this case, we're removing...
In this case, we're removing the top collar top piece for repair and painting. Two locknuts and studs come out to free this collar from the tube.
A new steering shaft support...
A new steering shaft support bearing from Virginia Classic Mustang is installed at this time. White grease ensures lubrication and quiet operation. A three-hole retainer plate will be installed with the turn signal switch (C5OZ-13341-B or C5OA-13341-B or C for '65-'66). Keep in mind that '641/2 models use a different turn signal switch (C3OZ-13341-B).
Two types of steering column...
Two types of steering column bearing shaft cups are available for '65-'66 column. Original equipment is the stamped steel cup on the right, which is quite durable. On the left is a reproduction replacement, which offers quieter operation along with durability.
The turn signal switch harness...
The turn signal switch harness is fed through the steering column conduit. Take extra care to avoid damaging wire insulation and always use....
.....the original plastic...
.....the original plastic conduit at the exit to prevent chaffing. Damaged insulation can cause a short circuit inside your steering column.
The turn signal switch from...
The turn signal switch from Virginia Classic Mustang is secured using three self-tapping screws and an original retainer plate we obtained from Mustangs Etc.
The original rubber grommets...
The original rubber grommets are removed from the steering column tube. This is the steering column-to-steering gear grommet, which keeps out dust and moisture. Grease is from the steering gear worm gear seal.
The column tube-to-firewall...
The column tube-to-firewall seal slides off next.
The new steering column tube-to-firewall...
The new steering column tube-to-firewall grommets slide on like this. The heavier grommet is installed first,....
.....then the thin, flexible...
.....then the thin, flexible firewall gasket. Be careful with this gasket because it can tear easily.
The tube end grommet pops...
The tube end grommet pops in like this. It protects the steering gear from moisture and dust. It also helps contain stray grease that could exit around the worm shaft.
The turn signal switch's multiplex...
The turn signal switch's multiplex plug must be transferred from the old switch to the new switch. Ramon's Automotive just happened to have a barb compression tool for this task, although you can also do this with needle nose pliers. Each pin has barbs designed to retain it in the plug. Compress the barbs and remove the wires one at a time. Take digital pictures beforehand or swap wires one at a time.
This two-pin plug complements...
This two-pin plug complements the larger six-pin plug. Swap out these leads the same way. If you follow the Shop Manual wiring schematic, the wiring color codes will show you what each wire does.
The steering column tube is...
The steering column tube is reinstalled around the shaft and secured to the dashboard.
The column tube-to-firewall...
The column tube-to-firewall gasket is secured with sheetmetal screws. Because this gasket tears easily, exercise caution.
The column tube-to-firewall...
The column tube-to-firewall escutcheon slides down to the gasket like this.
With front wheels pointed...
With front wheels pointed straight ahead, seat the steering wheel firmly at 12 o'clock based on the notch in the steering shaft, making sure turn signal cancellation works properly. The wheel retaining nut should be tightened to 25-35 ft. lbs.
The steering wheel hub cover...
The steering wheel hub cover gap should be 1/8 to 3/16-inch, which can be adjusted by moving the column tube closer or further from the steering wheel. The gap shown here is too wide at 1/4-inch. The column tube needs to be loosened at the dashboard and moved closer to the steering wheel to get this gap at 3/16-inch.
The turn signal switch gets...
The turn signal switch gets plugged in at two points-six-pin and two-pin multiplex plugs.