MercMan1951
03-05-2004, 07:06 PM
Hi All,
I have decided to ditch the factory 1988 Lincoln steering column mess, and go with a Chevy column in the Merc project. After trial fitting a 1971 Chevelle column, I realized a few things about length, splines, double "d" fittings, etc.
I ended up buying a junk S-10 tilt column and tried it out to see what I am working with. The column itelf slides right onto the Lincoln steering shaft coming out of the steering box. YEAH! (It's a double "d" male to double "d" female). The length is about right. I would have to fab up some under dash brackets to make it work, but that is the least of my worries.
My question: How important is a rag joint? With this setup, there wouldn't be one. I realize the rag joint helps to dampen shock and vibrations being transmitted up from the suspension to the steering box, to the steering shaft, and that they usually incorperate a failsafe setup should the rubber "rag" joint fail; (I've replaced them before), but with the setup I am thinking about, space limitations dictate NO rag joint. A bolt and possibly a weld bead would permanently secure the steering shaft of the S-10 to the steering shaft of the Lincoln. Any attempt to add a rag joint would neccessitate either shortening the stock Lincoln steering shaft (engine side) or finding a shorter (say 29") steering column...which wouldn't be a problem...except for the price tag...
I'm trying to go with a Chevy column for ease of aftermarket wiring use (horn, T/S, neutral safety switch...)
My steering column plans call for a column shift, keyed, tilt coulumn. I would love to have a non-keyed column, with the shifter, but that seems almost impossible within my limited budget.
Also, S-10 type columns use a weird "finger" style way of attaching the wheel to the column itself. These "fingers" are mounted to the steering coulumn via a riveted plate, NOT secured by the typical central big nut and splines. I plan to use a 60's or '70's style GM wheel. HELP!
I have decided to ditch the factory 1988 Lincoln steering column mess, and go with a Chevy column in the Merc project. After trial fitting a 1971 Chevelle column, I realized a few things about length, splines, double "d" fittings, etc.
I ended up buying a junk S-10 tilt column and tried it out to see what I am working with. The column itelf slides right onto the Lincoln steering shaft coming out of the steering box. YEAH! (It's a double "d" male to double "d" female). The length is about right. I would have to fab up some under dash brackets to make it work, but that is the least of my worries.
My question: How important is a rag joint? With this setup, there wouldn't be one. I realize the rag joint helps to dampen shock and vibrations being transmitted up from the suspension to the steering box, to the steering shaft, and that they usually incorperate a failsafe setup should the rubber "rag" joint fail; (I've replaced them before), but with the setup I am thinking about, space limitations dictate NO rag joint. A bolt and possibly a weld bead would permanently secure the steering shaft of the S-10 to the steering shaft of the Lincoln. Any attempt to add a rag joint would neccessitate either shortening the stock Lincoln steering shaft (engine side) or finding a shorter (say 29") steering column...which wouldn't be a problem...except for the price tag...
I'm trying to go with a Chevy column for ease of aftermarket wiring use (horn, T/S, neutral safety switch...)
My steering column plans call for a column shift, keyed, tilt coulumn. I would love to have a non-keyed column, with the shifter, but that seems almost impossible within my limited budget.
Also, S-10 type columns use a weird "finger" style way of attaching the wheel to the column itself. These "fingers" are mounted to the steering coulumn via a riveted plate, NOT secured by the typical central big nut and splines. I plan to use a 60's or '70's style GM wheel. HELP!