Rick:
The power steering conversion was definately worth the effort. Steering
effort was reduced significantly and I wanted a newer steering column with
self-cancelling turn signals, headlight dimmer on the column versus the
floor, and ignition key in the column. If you want to keep your truck
looking original, you can still cut the column off the gearbox and install a
new lower bearing (I don't have experience with this but other list member
do). The only noticeable difference is my turning radius is not quite as
tight as with the stock unit (not a big deal). I noticed this after the
conversion because I come down a steep approach from my alley to the street
and must make a tight left hand turn to avoid hitting the neighbor's car
(always parked in the same spot across the street). With the original
steering I barely made it, with the power conversion I cannot. I later
found out that some of my steering control problems I created myself by
removing too many/not the right front leaves from the spings to lower the
front end. I doubt I may ever get IFS handling with a stock front
suspension, but I'm willing to keep tinkering for another year (maybe
steering stabilizer and/or a front sway bar) before I'll 'bite the bullet'
and go to the trouble of installing an IFS.
At the time I did the conversion, a Mustang II IFS was not in the picture
(too much money). I've seen comments from other list members that the slave
cylinder kit is O.K. if you are into keeping your truck looking original,
but remember you have to have a good steering gear box to begin with (you
mentioned yours is leaking), and you'll still need to come up with the power
steering pump, brackets and etc to power the slave unit.
Only pitfalls from my conversion are already covered in the technical
article (time spent chasing parts, cutting the steering column several
times, you get the picture).
Also keep in mind that your stock suspension probably has 6-lug wheels all
around. When I looked into an IFS this winter, I planned to not only redo
the front suspension, but rear as well so I would have all four wheels with
the same bolt pattern. With the help of many list members I compiled almost
10 pages of information and posted it in the same tech articles area of the
chevytrucks.org website. I've decided not to spend the money this year and
really put some road miles on my truck going to cruise-ins and shows to help
me determine if I will spend the money to upgrade to an IFS and newer rear
end.
Hope this has been helpful, good luck with whatever you decide to do!!
Carl Ham
'56 Chevy TF Stepside
Pontiac, IL
>From: R S <rswarich@yahoo.com>
>To: the_hams@hotmail.com
>Subject: Steering Upgrade
>Date: Tue, 25 Feb 2003 16:16:26 -0800 (PST)
>
>
>Hi Carl,
>
>Read your article about the steering upgrade on your '56 Chevy. Most of
>the how to articles put out by the aftermarket companies do not say
>anything about the running around that is required.
>
>I have a 58 chevy that has totally stock front suspension right now. The
>steering box leaks and needs to be repaired/replaced anyway, so I'm
>thinking about doing the same upgrade you did. Had a couple questions for
>you if you have time to answer.
>
>-How do you like the performance of the steering system after this upgrade?
>
>-Is there anything you would do differently? If you had to do it over
>again, would you do the same kind of upgrade, or use the type of kit that
>has the slave cylinder setup? Or would you use Mustang II type IFS?
>
>-I'm trying to stay on a very cheap budget and am thinking about keeping
>the beam axle and just upgrading the steering and column.
>
>-Would appreciate any other comments you can give about how the system
>operated since you installed it.
>
>
>
>Thanks,
>
>Rich Swarich
>
>
>
>---------------------------------
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