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Page 21-107, 1970 Dodge Charger/Cornet FSM

1970 was the first year for the steering column mounted ignition switch. This included a steering wheel locking mechanism for the first time. The lower column head casting is what locks the wheel and prevents the ignition switch from allowing the key removal while the wheel is unlocked or in...

I never have had to cut the spot welds open to change the bushings. With generous lubrication, the links can be worked off ends of the bars, bushings pushed out of the link end. Re-assembled in reverse order.

Agree, never found reproductions for those links. The factory never offered replacement link parts as well. Had to buy a complete bar assembly to get them back in the day. There are some later aftermarket front “repair” clamping style link kits that come close to them if you are looking for...

Two small o-rings between the return hose fitting and the control valve. Also, the hose fitting is prone to cracking if the box has spent any time out of the car, inspect closely.

Original style rubber LCA bushings are not greased and original parts would not have grease fittings. Later aftermarket Polyurethane bushings will pivot around the pivot shaft and normally are assembled with a silicone based grease. A pivot shaft with a grease fitting would facilitate greasing...

Yep.

Only thing I didn’t like about that auction is they are showing two different bushings, not real clear which one you wind up with, one is correct however.

This kit contains the bushings you are looking for. There are aftermarket sway bay strut repair kits that have those bushings in them too. Replacing them isn’t as hard as it looks, lube up the bar and work it around through the old strut bushing. From there the bushing can be pushed out of the...

Yes, the o-rings in question are in that complete gear box reseal kit. I will second the warning about making sure the steering valve assembly is positioned correctly before test driving. Check the FSM for the correct adjustment procedure.

The original shaft couplings, both up thru ’72 and ’73 and after rag joint, also provide for some slight fore and aft movement of the steering shaft that will be lost with a solid rag joint disc.

45 foot pounds is the designed application limit for a grade-5 U-bolt with 1/2"x 20 rolled threads. In this Mopar application, 45lbs provides the full clamping force necessary to prevent movement of the leafs in the roughly 12.5” square area centered by the center bolt without exceeding the...

Movement of the leafs at the u-bolts? "Correctly torqued U-bolts make the center section of the spring immobile"

I’m having trouble following along with this, “If you over tighten them, the leafs cannot slip through the spring perch and shock plate”. What movement are you referring to at the spring perch? The leafs are bolted together with the centering bolt at the point. Shouldn’t be any movement of the...

Those KYB’s have a reputation for a harsh ride. Run that combination myself, handles pretty well and is a bit harsh.

The pictured bar, with a “jog” and taller stand-offs is a later “iso-mount” B-body 9 ¼” dif bar. The 72’ Dana bar has the shorter stand-offs and a completely different drop down profile. The bar links were meant to be serviced with a link kit such as this, coming in varied length stand offs.