Steer in the Right Direction with Ease! - Power Steering Install

During the R&D process, CPP's engineer Danny Nix came up with this doubler plate that also acts as a cage around the bolt heads that hold the steering box to the frame, so this plate will go on before the three bolts. Then just bed the tabs up when the bolts are tight to help keep them in place.

The Ford motor in the '60 is getting a Vintage Air Front Runner serpentine belt system, which calls for a Type 2 GM power steering pump. We had to pull the AN adapter fitting that goes to the high-pressure line and install one with 16mm threads so everything would jive. Talk to CPP about what pump you're using since fittings and hose length can vary.

The low-pressure fitting on the steering box is the one closest to the framerail. It takes the gold-colored fitting, while the high-pressure side takes the black-anodized one. The thread size for each is really close and would be easy to mix up, so that's why they're color coded.

The high-pressure line goes on the box like so and was directed to angle down along the frame for smooth, out-of-the-way routing.

The area around the high-pressure line going into the power steering pump is really tight between the belt and the reservoir, so take some care to clock it right when it's snugged down. The low-pressure line coming out of the reservoir is simply cut to length since all it needs is a hose clamp to keep it secure. The Toyota box more than clears the Sanderson headers on the Smeding 351 stroker motor, more than any of us expected, which is great!

Back inside the cab, Jeff drills out the holes for the ididit column drop.

CPP includes this plate to cover the factory hole in the floor used to fit the column and shift linkage. The ididit support attaches to the plate, supports the bottom of the column, and finishes off an often awkward area.

Being that the ididit column is bigger in diameter, it hits the brake pedal ever so much, which means the pedal needs to be removed and bent in the vise enough to clear the column. Jeff also removed the clutch pedal while he was at it since it won't be needed when the truck is back on the road.

With the column supported by the column drop, the turn signal lever was installed BEFORE the Lecarra '40 Ford steering wheel adapter. If you don't do this now, you'll have to take the steering wheel and adapter back off to do it like I did, smooth.

The Lecarra '40 Ford wheel goes on next and is attached with three of the six button heads before the horn button retainer goes in. Connect the horn button's wire before bolting it down.

The retainer is flipped over and installed like so with the last three button heads.

With the usual clockwise push-and-turn motion that horn buttons require, the nice Ford script is just where it should be. Maneuvering the F-100 is no sweat now thanks to CPP!