Steering Troubleshoot # 2
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Joined: Apr 2013
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From: Lake Stevens, Washington
Steering Troubleshoot # 2
Okay everyone so I managed to get tire off the drivers side of my 1961 in hopes to take better photos of the steering adapter attached to drivers side front axle. I have no idea what frame this truck has on it and until I start pulling body parts off to find that hidden tag I would like to fix a few other major issues. The following photo shows a adapter that connects to the control valve for power steering. It then connects into the drivers side axle behind the brake drum. It attaches with 4 bolts two of which I think were wrong size and maybe stripped so it was causing a severe amount of play in steering. If anything I would like to identify this steering so I can either "A" Get parts or "B" delete it and start over with a manual setup maybe. Can someone help that has any idea on this? In bottom photos look at that adapter right behind the drum, near shock, attached to the control valve alongside the springs. Just wanted to clarify so everyone knew what I was asking about.
Also, I found set of #'s on a tag on my front differential, it said 5011, and right below that it was 4.55. Anyone tell me what this means?
Also, the drivers brake drum said BUDD 81322 FO MO CO. Any idea what this means and will this help identify anything?
Also, I found set of #'s on a tag on my front differential, it said 5011, and right below that it was 4.55. Anyone tell me what this means?
Also, the drivers brake drum said BUDD 81322 FO MO CO. Any idea what this means and will this help identify anything?
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From: colbert washington
First that I am seeing this post. If you hold for a bit I will pull out the service manual and post up some names of components as to your front end. You have some stuff going on there that does not look factory but may be moded up by some previous owner. I have not seen an early power steering setup on one of these series 4wd trucks so it may be factory but I dont know for sure. If not factory then that has been cobbledd together. I do know that you are missing two top retainer bolts in that bottom pic. Inside of that housing are some conical bearings top and bottom that the closed knuckle housing rides on and they should have a preloaded pressure or torque put on them. It cant be good that you are missing them. The shock also looks to have something added to it. It could possibley be a spacer or something to add lift not sure. Again if you check the build pics of my 65 you will see what a non power steering front end should look like.
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From: colbert washington
I see no pics in my service lit on this setup you have as having been a factory power steering. The spindle arm going to you drag link appears to have been heavily modified. Any powersteering acctuator of this vintage appears to be on the outside of the frame on the side you show in your pic I see no such animal in your pic. I do see what looks like an acctuator conneted to the drag link in your pic. That may be some sort of power assist but again Im not sure.
Edit
I looked at your profile pics of the front end. It looks like you have two steering dampers on the drag link under the truck. I didnt see any hoses going to the actuators they are there to stop bump steer when you have oversized tires which it looks like you do in some of the pics. The spindle arm is the thing you have the 2 red arrows pointing to. The spindle arm should be bolted to the top of the closed knuckle housing with 4 studs and conical washers. Inside of the housing should be a conical bearing. You will have one of these bearings at the top and the bottom of the closed knuckle housing. Let me guess you say you have a steering problem. Is it you have alot of vibration and shake. If so probably due to oversized tires. PO may have added those steering bump actuators to try and stop wheel shake.
Edit
I looked at your profile pics of the front end. It looks like you have two steering dampers on the drag link under the truck. I didnt see any hoses going to the actuators they are there to stop bump steer when you have oversized tires which it looks like you do in some of the pics. The spindle arm is the thing you have the 2 red arrows pointing to. The spindle arm should be bolted to the top of the closed knuckle housing with 4 studs and conical washers. Inside of the housing should be a conical bearing. You will have one of these bearings at the top and the bottom of the closed knuckle housing. Let me guess you say you have a steering problem. Is it you have alot of vibration and shake. If so probably due to oversized tires. PO may have added those steering bump actuators to try and stop wheel shake.
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Posting Guru
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From: Lake Stevens, Washington
Buzz,
It appears that your probably 100% correct on everything you said. My question now is what will it take to convert steering to manual and do away with this non-sense?
It appears that your probably 100% correct on everything you said. My question now is what will it take to convert steering to manual and do away with this non-sense?
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From: colbert washington
can you pull your cam back so I can see more of the front axle and frame. If possible a shot of the front of the axle and passanger side too. I may be able to help you get set up for the factory manual steer when I see what you actually have.
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Ford Parts Specialist
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From: Simi Valley, CA
Vic, it's been cobbled together, I already told the OP this, as he's typed another thread inre to this same topic.
P/S not available with 4WD until 1973, and 1973/77 F250 4WD's (High Boys) used two different types of Power Assist P/S.
GARRISON Power Assist P/S: 1973 F250 4WD, 1974 F250 4WD before serial number T80,001.
BENDIX Power Assist P/S: 1974 F250 4WD from serial number T80,001, 1975/76 250 4WD, 1977 F250 4WD before serial number Y20,001.
One way to tell the difference is how the Pitman Arm is attached to the Power Assist control valve.
Garrison uses what FoMoCo calls draglinks, ball joint on one end, male threads on other.
There are two, one is 3 1/2" long, other is 5 1/2" long, thread into either side of control valve. Pitman Arm connects to one of these puppies.
Bendix has one 11 1/4" draglink that threads on, at other end of control valve is a stud the Pitman Arm connects to.
However, this is assuming that one of the High Boy types is what previous owner cobbled. Power Assist also used on 1973/75 F100/150 4WD, 1969/74 Econolines, misc 1953/80 Passenger Cars.
P/S not available with 4WD until 1973, and 1973/77 F250 4WD's (High Boys) used two different types of Power Assist P/S.
GARRISON Power Assist P/S: 1973 F250 4WD, 1974 F250 4WD before serial number T80,001.
BENDIX Power Assist P/S: 1974 F250 4WD from serial number T80,001, 1975/76 250 4WD, 1977 F250 4WD before serial number Y20,001.
One way to tell the difference is how the Pitman Arm is attached to the Power Assist control valve.
Garrison uses what FoMoCo calls draglinks, ball joint on one end, male threads on other.
There are two, one is 3 1/2" long, other is 5 1/2" long, thread into either side of control valve. Pitman Arm connects to one of these puppies.
Bendix has one 11 1/4" draglink that threads on, at other end of control valve is a stud the Pitman Arm connects to.
However, this is assuming that one of the High Boy types is what previous owner cobbled. Power Assist also used on 1973/75 F100/150 4WD, 1969/74 Econolines, misc 1953/80 Passenger Cars.
Last edited by NumberDummy; May 15, 2013 at 12:59 AM.
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Posting Guru
Joined: Jan 2000
Posts: 2,281
Likes: 4
From: colbert washington
Vic, it's been cobbled together, I already told the OP this, as he's typed another thread inre to this same topic.
P/S not available with 4WD until 1973, and 1973/77 F250 4WD's (High Boys) used two different types of Power Assist P/S.
GARRISON Power Assist P/S: 1973 F250 4WD, 1974 F250 4WD before serial number T80,001.
BENDIX Power Assist P/S: 1974 F250 4WD from serial number T80,001, 1975/76 250 4WD, 1977 F250 4WD before serial number Y20,001.
One way to tell the difference is how the Pitman Arm is attached to the Power Assist control valve.
Garrison uses what FoMoCo calls draglinks, ball joint on one end, male threads on other.
There are two, one is 3 1/2" long, other is 5 1/2" long, thread into either side of control valve. Pitman Arm connects to one of these puppies.
Bendix has one 11 1/4" draglink that threads on, at other end of control valve is a stud the Pitman Arm connects to.
However, this is assuming that one of the High Boy types is what previous owner cobbled. Power Assist also used on 1973/75 F100/150 4WD, 1969/74 Econolines, misc 1953/80 Passenger Cars.
P/S not available with 4WD until 1973, and 1973/77 F250 4WD's (High Boys) used two different types of Power Assist P/S.
GARRISON Power Assist P/S: 1973 F250 4WD, 1974 F250 4WD before serial number T80,001.
BENDIX Power Assist P/S: 1974 F250 4WD from serial number T80,001, 1975/76 250 4WD, 1977 F250 4WD before serial number Y20,001.
One way to tell the difference is how the Pitman Arm is attached to the Power Assist control valve.
Garrison uses what FoMoCo calls draglinks, ball joint on one end, male threads on other.
There are two, one is 3 1/2" long, other is 5 1/2" long, thread into either side of control valve. Pitman Arm connects to one of these puppies.
Bendix has one 11 1/4" draglink that threads on, at other end of control valve is a stud the Pitman Arm connects to.
However, this is assuming that one of the High Boy types is what previous owner cobbled. Power Assist also used on 1973/75 F100/150 4WD, 1969/74 Econolines, misc 1953/80 Passenger Cars.
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