Is the 1961 Imperial power steering box the same as used in the 1961 Newport?

[Treozen]

Hello folks -

I'm building the list of things my '61 Newport will need, but first among them really is a new / rebuilt power steering box. There is 5+ inches of free play at the wheel and this is with no movement of the pitment arm - so the slop is in the box or in the way the shaft connects to the box - but I don't see a way to adjust that. I did try adjust the box by adjusting the lash on the gearing - I turned the adjuster through almost a full turn+ (way too much) testing in between times, and there was very little if any perceptible change - except that you could hear the pump was less happy and the wheel didn't return to center - so It was obviously doing something, but not the right something. I set the lash back to a more reasonable adjustment, but it didn't seem to make any difference anyway.

I've found rebuilt boxes form a few sources, but often they indicate "Imperial" and don't offer anything specific for a Newport or 300. I did find the same unit elsewhere listed for just any 1961 - 1964 Chrysler, but would like to be sure before ordering.

This is also a job I've not done, and it looks annoying, especially since it looks like the cross rams, master cylinder and booster may all need to come out if the box comes out through the top (a video I watched said it does).

Thanks,
Allan.

 

[Big_John]

Looking at the copy of the parts interchange I have, the answer is no, they do not interchange.

Get a downloadable copy of the parts interchange here: Parts Manuals – MyMopar Go the bottom group and download the '50-65 parts interchange book.

 

[CBODY67]

The adjustment you made did not affect what you wanted it to affect, which is why it did not return to center as easily as it should. What do you see on the input side of the gear? Or at the bottom of the steering column jacket and the coupling there?

It could well be the differences in the gearboxes are in how they mount to the stub frame, rather than what's inside of them.

Just some thoughts,
CBODY67

 

[Treozen]

Looking at the copy of the parts interchange I have, the answer is no, they do not interchange.

Get a downloadable copy of the parts interchange here: Parts Manuals – MyMopar Go the bottom group and download the '50-65 parts interchange book.

Thank you for that. It seems that there is a collar of sorts that is a few inches longer at the input shaft - I found a site that differentiates between the long and short collar, though it doesn't explain which one is for which model in 1961 - 1964. I may just reach out to Firm Feel - they are a Mopar specialist and right here in Washington.

The adjustment you made did not affect what you wanted it to affect, which is why it did not return to center as easily as it should. What do you see on the input side of the gear? Or at the bottom of the steering column jacket and the coupling there?

It could well be the differences in the gearboxes are in how they mount to the stub frame, rather than what's inside of them.

Just some thoughts,
CBODY67

Yes, I knew it would eventually fail to return to center - but for the purposes of making sure I'd adjusted enough, I figured that if I got that far and still no noticeable difference, then that would effectively eliminate gear lash as the primary issue.

I'll need to get a helper and a better look at what's happening - what I do know is that there is no movement at the output shaft over that 5 inches of free play. I have just learned however that there seems to be a rubber isolator that basically sandwiches the end of the steering shaft where it slides into the box coupler - if that rubber part were say missing, or so badly worn that it may as well be, I bet you'd get a few inches of play - so that's the next investigation that I'll do tomorrow - fingers crossed too, because replacing the rubber isolator would be about 300% easier and 4000% less cost ;-)

 

[CBODY67]

What you adjusted was not the only adjustment, just the one most people are aware of as it has the threaded stud and lock nut. The OTHER adjustment is on the input side of the gear. With your helper turning the steering wheel from center, with the car parked, you can see an in and out reaction to the steering shaft being turned BEFORE anything happens inside the gear.

You can also see what appears to be a large spanner nut of sorts. That is where that adjustment is done with a special tool. From the steering wheel side of things, that movement from wear can be mistaken for "lash" when it is not. It is wear on that upper bushing.

At the bottom of the steering column, too, can be a "plunge joint". Kind of oblong and rectangular in shape. Inside of it are some items which can deteiorate and wear. There is a rebuild kit for that.

Then, there can be the official "rag joint", which looks like a section of tire sidewall in a circular piece with holes drilled in it. Road isolation is its purpose.

Look in the Chrysler Parts Manual to see what Imperials have on them as sometimes they can be a separate breed of automobile from normal Chryslers. www.mymopar.com

Just some thoughts and observations,
CBODY67