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Typically, you would suspect that Detroit engineers designed the cars handling to be fairly balanced between oversteer and understeer, even if the roll was high and limits low. Adding a rear bar would reasonably necessitate adding a bit larger front bar to keep that balance and not increase...

It’s definitely a wiggle in adjustment to get it at the height you want and both sides sitting the same.

Yeah - the balancer is why it normally doesn’t fit a 66/67 Hemi.

Heard from Peter. Sounds like it could be a little problematic with the TRW pump and not enough pressure. Complicating that is the Hemi only has a 5-1/2” crank pulley - I aasume to prevent over speeding the alternator and power steering and water pump at high rpm. He said Hemi pulleys were...

I’ve already got the early 60s TRW pump, brackets, hoses, fittings and pulleys, and shaft so I’m what you might call committed to a basically stock set up. But if Bergman has a box that bolts right in and hooks up I’ll consider it. It sounds like they have a coupler that works on a standard PS...

Since my post on S&G Sport feel boxes wasn’t getting much response and their phone was busy when I called, I started browsing through threads and reading up on the Lares and Bergman boxes and have a couple of questions. Has anyone installed a Bergman (Borgeson) box on a stock 66 Hemi with TRW...

Been trying but getting a busy signal so thought I would query around.

I’m wondering just how much heavier the “Sport” PS box is over the “Modern” effort box? Also are all of their power steering box firmness options all based on the same ratio gears and turns lock to lock. Or do they use a faster gear set in the Sport and Rally models? Not having much luck...

The 66 shaft is one solid piece. Hard to tell how unique it is as the column is not even show or detailed in the 66 FSM. In the 67 manual it is. Thanks. I’ll keep modifying mine as a fall back plan if I can’t come up with a good 66 PS shaft. Seems my wtb ad has turned up a couple more...

Planning to swap the manual steering over to power steering in my 66 Satellite with the one year only column. I’m trying to locate a proper shaft but not having much luck. I noticed on the Steer and Gear site they offer a complete conversion kit which has a note, instructions included on how...

There’s the same issue with polly bushings in certain locations on the 66 Corvette I own. Certain suspension bushings are subjected to more than simple shaft rotation like an a-arm bushing. Some like the LCA shaft on Mopars and the trailing arm mount on a C2 Vette are subjected to twisting and...

I have the 1.03 PST bars in my 66 Hemi and they ride great.

They can also be straightened without much work in a press.

Clocking is the difference between orientation of the hex’s on both ends. The initial run of PST bars did not have clocking - both end hex’s were positioned the same. It created problems achieving adequate ride height. Later bars have OEM Mopar clocking. Or so I’ve been told. There’s...

Same here - PST 1.03” bars ride very well, not harsh at all to me.

Not sure I know anything to help you but I converted my 67 factory AC GTX to power brakes with the correct mount, etc and don’t recall any great difficulty in getting under dash access to the bolts. It was a while back, maybe someone with a better memory will refresh mine.

They are cheap enough I just plan on replacing mine - I have a set sitting in the garage now. But you should be able to get a rebuild kit from Raybestos. If they are new and need honing they sure enough are junk.

Probably not the problem but I once tried to do a garage alignment on a 69 RR for a friend after he installed the k-frame, engine and suspension and I could no get positive camber. I finally spotted that the upper a-arms had been swapped side to side in assembly. I realized the little bump...

Jack the front up off the ground first and then adjust as described above.

Is your pedal linkage set up like this with the lever linkage?