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Hello all, I have read through a number of threads but haven't seen one that answers this question. I have a 76 highboy, after 20-years I have it on the road again. took her out and she was all over the road. I adjusted the steering nut 360 degrees and it is much better, a little still but still having a tough time keeping her from drifting. So i'm thinking maybe the stabilizer, but how do you test it? there isn't any fluid leaking from it. I'm think of backing off the adjustment a little and trying that. I have new 35's on it.
Any thoughts, or does anyone know how to tell if the stabilizer is bad/
Your drifting problem is because the power steering set up you have is junk, it was junk when it was new. I drove them home from the dealer new and they wondered. if you want it to drive good and not leave oil puddles you need to convert it to an integral steering system. there are options, from cobbled up mess to complete kits.
Do you have part # 3A540? That looks like a steering stabilizer to me. It could be a combination of some slightly worn parts like ball joints, tie rod ends, (connecting or drag) link ends, even front wheel bearings. Steering shaft u joint or bell end fitting, steering column lower bearing. Front tires are worn or cupped, low or miss matched front tire PSI.
Could be and normally is an internally worn out steering box. Red Head or Blue Top can rebuild them and the slave cylinder. Do you have the Bendix or Garrison set up? I hear the HB power assist steering set up has a bad leaky reputation, to say the least. Copy and past FTE info: Highboy steering was either manual (1967-1977.5) or optional power ram assist (1973-1977.5). The power ram assist steering is problematic due to its complexity with numerous hoses that get hit by road (or off-road) debris, and the parts are now expensive and rare. There were two different types of power ram assist steering on the Highboy: Garrison and Bendix. Highboy steering, manual or optional power ram assist, is very susceptible to bumpsteer. Many owners find it most desirable to convert to crossover steering.
Not sure what it is now. Ill try to download some pics again but it keeps stopping. I have new 35’s on it I assumed it was a stabilizer, but you guys can educate me with the pics I’ll attach
since this hasn’t been on the road for 20-years I’m going to go through the drivetrain now, got all the engine n charging systems dialed in.
looking to compare steering repairs or replacement costs. Going to replace everything ujonts brakes n lines etc.
need ti figure out if I have a 60 or 61 rear end n what gear oil goes in n if there is an additive.
Go to the back axle, (on the back side) look at the lower part at the angled casting spot for a raised 60 or 61. The red circles. The red rectangle is where the axle tag "should" be. Held on by the 2 bolts. And usually covered in grease, oil, dirt and mud.
Dana 61
A variation of the Dana 60 known as a Dana 61 was made to accommodate gear ratios that allowed for better fuel mileage. This was done as a direct result of the 1973 oil crisis. A 3.07:1 gear ratio was common for these axles and unachievable in a regular Dana 60. To allow for the different gearing, the Dana 61 had a greater pinion offset. This offset meant that a different carrier and a different ring and pinion had to be used.
Dodge Cummins pickups from the "First Generation" that are not equipped with an overdrive transmission commonly have the 3.07:1 Dana 61 front axle because the higher gears are necessary to achieve reasonable road speeds at the low 2500 rpm governed speed of the Cummins engine in those pickups. Dana 61 axle tag showing 3.73:1 ratio[1]The Dana 61 was made in semi-float and full-float axles for select 4×2 and 4x4 Ford 3⁄4-ton and 1 Ton Pickups and Vans from 1974 to 1987. A Dana 61 front axle was selectively used in Dodge 4×4 3⁄4-ton and 1 Ton pickups from 1987 to 1993. Although 3.07:1 and 3.31:1 gear sets are common for a Dana 61, lower gear sets deeper than (4.10:1 on down) are not. Dana 61 diff.case with dual reinforcement ribbing-topDana 61 diff.case with dual reinforcement ribbing-bottomDana 61 external case is similar to Dana 60 HD in its use of dual ribbing: a reinforcement truss extends from the tube all the way around the differential case, in addition to raised cover flange. This is better than on Dana 60 “standard duty” where tube reinforcement extends diagonally to join with the cover flange.
Some Dana 61s shared a common carrier with the Dana 60 part #706040x,[2] which means the gearsets (3.07-4.10) will interchange between the two. Dana differential case #706400[3] (3.07-3.73) shows in Dana's parts catalog to be Dana 61-specific[citation needed]. The 706040x carrier can be purchased relatively inexpensively and used to install lower gears in a Dana 61 axle, such as when replacing a broken or damaged Dana 60 with a Dana 61 while retaining the factory gear ratio.
What you're looking at is your power steering cylinder. there are conversion kits like Benchworks that are the best and easiest conversion, but the most expensive as well. search and you'll find other options.
You should have a Dana 60 rear, high boys all came with 4.10 gears. but it wouldn't matter anyway you just need a hypoid gear oil and if you have posi add a friction modifier.
WOW thank you very much for the info. I went out and took a few pic's but they stop downloading at 90%, I'll keep trying. There isn't a tag on the rear end, but there is a company name that built a rear end for the PO. but part of they number is ground off. I called the company about a year ago but without the info they were guessing.
Regarding the gear oil, does it matter if it's a 60 or 61, would the oil be the same and does require the additive and if so how much? I do remember the rear end place I called saying additive should be put in, and he mentioned not to use the oil weight what the book called for, but I can't find my notes.
I think the transfer case is a 305???? , I'd like to replace some of the gaskets and seal to get rid of some of those leaks.
I'm not certain of the power steering box is leaking or if its the line above, if these darn pic's would download you could see what I'm talking about.
Thnx again
I found a leak coming from the in line trans filter, anything special for these?
found a few one said 200 lb burst. I’m think of putting a stainless filter with a magnet n bypass. Any thoughts. Thnx.
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Dana 61 axle tag showing 3.73:1 ratio[1]The Dana 61 was made in semi-float and full-float axles for select 4×2 and 4x4 Ford 3⁄4-ton and 1 Ton Pickups and Vans from 1974 to 1987. A Dana 61 front axle was selectively used in Dodge 4×4 3⁄4-ton and 1 Ton pickups from 1987 to 1993. Although 3.07:1 and 3.31:1 gear sets are common for a Dana 61, lower gear sets deeper than (4.10:1 on down) are not.
Dana 61 diff.case with dual reinforcement ribbing-top
Dana 61 diff.case with dual reinforcement ribbing-bottomDana 61 external case is similar to Dana 60 HD in its use of dual ribbing: a reinforcement truss extends from the tube all the way around the differential case, in addition to raised cover flange. This is better than on Dana 60 “standard duty” where tube reinforcement extends diagonally to join with the cover flange.
Dana 61 axle tag showing 3.73:1 ratio[1]The Dana 61 was made in semi-float and full-float axles for select 4×2 and 4x4 Ford 3⁄4-ton and 1 Ton Pickups and Vans from 1974 to 1987. A Dana 61 front axle was selectively used in Dodge 4×4 3⁄4-ton and 1 Ton pickups from 1987 to 1993. Although 3.07:1 and 3.31:1 gear sets are common for a Dana 61, lower gear sets deeper than (4.10:1 on down) are not.
Dana 61 diff.case with dual reinforcement ribbing-top
Dana 61 diff.case with dual reinforcement ribbing-bottomDana 61 external case is similar to Dana 60 HD in its use of dual ribbing: a reinforcement truss extends from the tube all the way around the differential case, in addition to raised cover flange. This is better than on Dana 60 “standard duty” where tube reinforcement extends diagonally to join with the cover flange.
