Wernermwn,
The ram system used the front half of the original drag link connected to the left front spindle. The rear half was cut off and threaded to accept the control valve, which is connected to the pitman arm. The control valve has a taper like a tie rod end and fits into the pitman arm that way. It is at this connection that motion is imparted to the control valve which is activated by a small bit of motion which then sends pressure to the ram. It is the natural bump steer in the original linkage that caused the problem with this system. With the spring is fixed at the rear ( shackle at the front ), so as the spring is compressed, the arc of the spring is straightened out and the length from the spring eye to the axle centerline becomes longer, so as the suspension compresses with a bump, the axle actually travels in an arc. The drag link being a fixed length causes the spindle to be turned a little by this action ( it steers slightly to the right ). Since the control valve acts by motion being imparted to it, it is that motion caused by the bump steer that makes the contol valve act just as if you are turning the steering wheel. The only way to reduce the natural bump steer in this design would be if the drag link were the same length as the distance from the rear spring eye to the axle centerline, except that would require the steering to be sticking up straight through the floor similar to a Model T. The shorter the drag link is in relation to the length of the spring, the worse the bump steer. The cross link system is a vast improvement ( I also have a '52 Dodge PU and it has a cross link type setup as stock ) as the long length of the drag link leads to a great reduction in the bump steer. I have seen one other fore and aft system used several years back but not elaborated on from a Dodge van.

 

Brett. Thanks for many good ideas.I have also an idea(perhaps not so good) about cross steering on f-100. Don get a heart attac when reading it. What will be the problem if I do like this? Bolt a long steel plate on the rear side on axle. Bolt it on both sides in original spring ubolts in a way that it will fit the PS box you use. Bolt the cross steering box from(Granada/Scorpio or some other car/truck) on this plate in a way that it not touch the engine when axle moves full way. Adapt original rod ends on both sides. The whole thing will move up and down together with the axle. Use a Birfield system (ball type)and a yoke (like those used on gear boxes) between the box and the original steering shaft, cut from the original steering box and bolted on the frame. Some kind of hardy discs and yoke vill probably work to. Yoke is needed because the length will be variable when axle moves. Has this been done by someone and do you think it is possible? I know that the angle to the box is a critical point. Maybe also the angle out to rod ends? The steering box it self can be hided from damages behind the steel plate . The steel plate can be designed in many different ways. The reason that I talk about Granada/Scorpio is that they are easy to find and cheap to. Let me know your opinion about this. I won`t be irritated at all. Wernerman

 

54_5star. Thanks for your advices. I do understand that the movement in axle and spring causes some problem. Do you think it is possible to connect the tapper from control valve on a other place? Not on pitman arm but on some moving place on the axle it self? Something that is stabil connected with the axle and not with the frame? Will it make any differens? What do you think about the idea I am talking about with Brett?Wernerman

 

Wernerman,
I have to give you credit for attempting to go where no one has gone before. Now, back to the steering box bolted on the axle question. You would think that in over 100 years of tinkering someone would have tried this before. I would bet that when it was last tried, they didn't have a power steering boxes or modern CV joints, etc. the steering shaft probably broke, they crashed and that was the end of it. On the negitive side, adding any weight to the axle is 'unsprung' weight, which is undesireable. But sometimes the weight tradeoff is considered acceptable, like when converting from drum to disk brakes. I would think that a power rack and pinion style box would be lighter than a recirculating ball box, and would be a better fit for what you are talking about doing.
But do you think you could actually get this past your annual vehicle tech inspection?
Eagerly awaiting your next Rube Goldberg invention..
Brett

 

Brett. Annual vehicle tech inspection!!! I din`t think about them. Yes I guess they will have a heart attac. Or maybe they like it. You can never know. About disc brakes. Do you think -80 F-250 spindel is the same as those you mentened? Eight bolts but brobably possible to change it to five. There are also all other parts who are neaded. About inventions. I have another PS system almost ready in my head, even worse than this one. But I guess I have to mail it to you later. It is probably to extrem to show it here. There is a risc that someone will laugh at me. Talking about extrem ideas. Has anyone used a frame complete with axles and perhaps engine to, from some kind of donar truck like Dakota or other frame trucks? I think it would`t be to hard to adapt an old cabin and stepside bed from F-100 on one of those. Or is it like to spit in a churche? Wernerman