Driving classic Mopars with stock, sloppy, or leaky power steering systems on today's roads can be challenging. Manual steering is even worse with its slow 24:1 ratio. A wandering car that requires constant fighting with the tiller is not an enjoyable ride. Many folks convert to rack-and-pinion steering and coilover suspension systems for that modern feel, but going that route is more expensive and labor intensive.

Our plan here is to stick with the traditional steering box and torsion bar suspension setup, yet enjoy steering that is as close as it gets to a rack-and-pinion set-up. We've been hearing lots of positive feedback about Borgeson's retrofit faster-ratio (14:1) power steering system. (Stock is 16:1.) It was designed to give Mopar classics that modern feel in the steering wheel. Face it: the steering systems on our A-, B-, C-, and E-Bodies were designed over 50 years ago, and they don't deliver the road feel, accuracy, or feedback we've become accustomed to with our late-model daily drivers.

Keep in mind this is also a great upgrade for cars with manual steering. Modern power steering brings much more driving enjoyment and safety on today's roads with crazy traffic situations. Installation on our '65 Dodge Coronet was quite easy with its open engine compartment waiting for the incoming Gen 2 Hemi. Just remember, the most important part of the job is precise measuring before cutting the steering column shaft. This cut needs to be done to install the Borgeson U-joint/vibration reducer steering coupler. The Borgeson coupler is stronger than the stock coupler and will provide smoother and tighter steering. Most A-, B-, C-, and E-Bodies will have to cut the shaft shorter for this conversion. Ironically, our power-steering—equipped early B-Body (1962-'65) didn't need its steering column shaft cut. Cars originally equipped with the shorter, smaller manual steering box will surely need to cut the longer steering column shaft.

We feel the Borgeson power steering system is a better route to take than rebuilding the stock setup (steering box, pump, steering coupler, hoses, etc. ). With its quicker ratio, all new parts, and modern steering feel, your classic Mopar can drive like a newer LX-body car. To complete our swap and be worry-free about leaks, we ordered a new power steering pump (our original leaked) and hoses. Once the 825hp 528ci Street Hemi is under the hood of our project, we'll have plenty of confidence while driving our classic Dodge.

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Catch up on previous stories about preparing the Cool Blue '65 Coronet to handle the incoming rock 'em, sock 'em Hemi!

Prepping The Chassis For Big-Block/Hemi Power:

Prepping The Chassis For Big-Block/Hemi Power

B-Body Front Suspension Rehab:

Mopar Front Suspension Rehab

Installing Wilwood 12.19 DynaLite Front Brakes:

Installing Wilwood 12.19 DynaLite Front Brakes

Upgrading To Wilwood's 4-Wheel Disc Master Cylinder:

Upgrading To Wilwood's 4-Wheel Disc Master Cylinder

Dyno Testing The 825hp Barton Street Hemi:

Dyno Testing The 825hp Barton Street Hemi

See all 32 photos The original larger, heavier (10-lbs), sloppy, and leaky power steering box was in dire need of rebuilding or replacement. We opted for Borgeson's retrofit box (left). It bolts right in, offers a quick 14:1 ratio (16:1 is stock), and increased engine compartment clearance while adding a more responsive steering feel.

See all 32 photos We employed Borgeson's box (PN 800127, $629.00) with the 1 1/4-inch sector shaft for proper Pitman arm fit. Also available is a box with the 1 1/8-inch sector shaft. Left is Borgeson's universal joint steering coupler (PN 036425, $130.00). This coupler offers more strength and tighter steering over stock.

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See all 32 photos Borgeson's steering coupler also reduces road vibrations felt in the steering wheel. we've seen lots of Dodge truck owners with big tires replace the stock wimpy coupling for the smoother-operating Borgeson unit. The retrofit coupler comes with a drill bit and three roll pins for steering confidence.

See all 32 photos Our Coronet's original power steering pump seeped fluid and had the small, 5-inch belt pulley. We moved-up to a new unit from Borgeson (PN 800322, $216.34) with a 1-inch larger pulley. The power steering hose kit (PN 925113, $75.00) makes it easy to connect the Saginaw pump to the Borgeson conversion box.

See all 32 photos In an earlier story, the original box was removed for the rebuild of the K-member front suspension. Here the new Borgeson box is mounted in position with its three bolts snugged tight for measuring purposes.

See all 32 photos The original steering coupler needs disassembly and all of its parts removed from the steering column shaft.

See all 32 photos Eyeballing the new Borgeson coupler lined-up in position had us looking twice. It appeared we wouldn't need to cut the steering shaft. To be certain, we would need to take more measurements.

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See all 32 photos Before unbolting and moving the steering column fore and aft, we marked its original location at the C-collar bracket.

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See all 32 photos When the coupler is in its proper position, the set screw will go into the groove of the input shaft. Measuring showed us the steering column shaft will go 1 7/16 inch into the collar of the coupler. Notice we marked the shaft at the distance it needed to go, to be sure it would go all the way into the coupler when assembled.

See all 32 photos The input shaft, coupler, shaft, and Pitman arm were all lined-up in the center steering position. We checked the previously marked steering column position and it bolted back into its original location. The steering center was rechecked with the steering wheel and front tires aimed straight ahead. Lock-to-lock is 3.5 turns. Steering is centered when there's roughly the same 1 turns to the left and to the right.

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See all 32 photos The supplied sector shaft boot is 1/2-inch shorter and might fool you into thinking the Pitman arm wasn't installed far enough up the spline of the sector shaft.

See all 32 photos Notice the dirt line impression on the original box's sector shaft, revealing the Pitman arm position after years of service. The sector shaft and Pitman arm are tapered for a tight fit. Proper installment of the Pitman arm onto the sector shaft will show roughly inch of the splined area with the Pitman arm torqued to 100 lb-ft.

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See all 32 photos The three holes in the steering coupler serve as a guide for drilling through the shaft. Using the provided drill bit made it a cinch to drill and install the three roll pins. Before drilling, be certain the steering system is centered with the same amount of turning the steering wheel from center to the left and to the right.

See all 32 photos The set screw has been tightened into the groove in the input shaft. Here we double checked it and secured its lock nut. The three bolts for the steering box received 65 lb-ft of torque. We've seen steering box bolts come loose with the steering box ready to fall out! Not a safe situation. It's a good idea to periodically recheck their torque.

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See all 32 photos Here's the Coronet's original Federal pump typically used on pre-1970 Mopars (right). The Borgeson-sourced pump (left) is the Saginaw type used in the 1970s and '80s, but the brackets bolt on differently. We found a set of brackets on-line for an early 1970s Wedge or Hemi without A/C. The new pump and brackets bolted up nicely to the Mopar Performance aluminum water pump housing we'll be using on our Street Hemi.

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See all 32 photos Here's before-and-after pics of the rehabbed K-member suspension with PST, Wilwood, InLine Tube and Hellwig components. With the Borgeson faster-ratio steering box, we'll have a well-matched setup that will make driving our 825hp Coronet an enjoyable and safe experience.