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a mechanic reversing a green truck into a garage
The Cradle Will Rack! typography
The Cradle Will Rack! typography
Flaming River’s C10 Power Rack-and-Pinion Upgrade
BY Rob FortierPhotography BY THE AUTHOR
F

or someone who’s become too accustomed to manual steering over the years (that’s me), any power-assist upgrade is a noticeable difference. More often than not, it’s a huge improvement; other times, well, it just changes the whole steering dynamic altogether in kind of a weird way—thus, the somewhat set-in-my-ways preference for a manual setup.

Of course the older I get, the less predominant that non-power preference is starting to become. So, when it was brought to my attention that Jimenez Bros. Air Ride & Rod Shop was planning on installing a Flaming River power rack-and-pinion cradle kit in a ’67-72 C10, my initial thought was, “Wow, they make such a thing?!” But also, I wondered what the benefits over a new Saginaw power box and updated pump were? No sooner did I ponder when the owner of the C10 in question arrived and proceeded to inform me of a recent experience he had driving a rack-equipped C10, which cleared any doubts I may have had thinking he was just doing it to be different or one-up his buddies!

When the kit (PN FR319KTPL—minus the polished column as the truck already had a Flaming River column installed!) arrived, well, let’s just say any doubts I may have had regarding the strength and integrity of the cradle-style application were instantly put to rest. Not only did Flaming River upsize the rack’s steering arms to 0.98 inch (versus 0.75), but they’ve also beefed up the cradle itself to 3/8-inch steel plate, so there’s no fear of any stress flexing under hard cornering pressure.

For the engine compartment portion, the kit comes complete with Flaming River’s billet servo power rack, the aforementioned bolt-in cradle, Type II GM pump with mounting bracket and V-belt pulley (installed), aluminum power steering fluid reservoir, U-joints and 3/4-DD shaft, support bearing (for the two-piece intermediate shaft configuration), and all necessary hardware. (At the time I was writing this, Flaming River was also including a free power steering hose kit—PN FR1610—with the purchase of any complete cradle kit!)

As Flaming River states, this is a “direct bolt in” for the ’67-72 Chevy/GMC 1/2-ton C10s—and as we quickly found out … it is! No modifications to the frame are necessary to attach the cradled rack assembly to the framerails—and with the new tie-rod ends will attach directly to the stock (or aftermarket dropped) C10 spindles. However, if you’re running a small- or big-block engine without a serpentine accessory drive, depending on your particular front drive components, the Type II pump mount may require slight modification. (LS engines do not apply to this situation, obviously.) The end result? Smooth, super-responsive sports car–like steering—in a 50-year-old truck!

Flaming River’s billet-servo power rack (with beefy 0.98-inch steering linkage) captured in a 3/8-inch plate cradle; U-joints, intermediate shaft, and heim support; Type II pump with pulley, adjustable brack- et, and aluminum reservoir; and all necessary hardware
1. Minus the tilt column (and related components), this is what comprises Flaming River’s direct bolt-in power rack-and-pinion cradle kit: Flaming River’s billet-servo power rack (with beefy 0.98-inch steering linkage) captured in a 3/8-inch plate cradle; U-joints, intermediate shaft, and heim support; Type II pump with pulley, adjustable bracket, and aluminum reservoir; and all necessary hardware.
view of the power steering beneath the truck
2. After receiving a full complement of Classic Performance Products (CPP) suspension components (Totally Tubular coilover and disc brake conversion front and rear), it became more evident that the factory power steering needed some attention. But instead of replacing, the owner opted to go the power rack route!
view of the trucks tilt column and related shift linkage
3. Flaming River’s “full” kit (PN FR319KTPL) includes tilt column and related shift linkage (for column shift applications), however, this truck had already been updated accordingly.
the mechanic takes a measurement from the center of each outer tie rod end (to use when assembling the new steering linkage)
4. Before any stock/existing components were removed, Flaming River recommends taking a measurement from the center of each outer tie rod end (to use when assembling the new steering linkage).
All existing steering components removed
5. Without going into a lot of detail, here’s what you’ll be removing: everything! All existing steering components—including the column/rag joint, and so on, if applicable—will come out. And we strongly suggest draining the power steering fluid “beforehand”!
view of the cradle mount holes on the unmodified frame
6. Flaming River designed their ’67-72 C10 cradle to bolt directly onto the unmodified frame using the remaining steering box mounting holes on the driver side and the idler arm mount holes on the passenger side.
the truck sway bar, dropped down
7. Before bolting the cradle in place the sway bar needs to be at least dropped down if not removed entirely (we got away with just dropping the CPP D-bushing brackets).
having an extra set of hands is extremely helpful—if not, a support or jackstand will go a long way toward assisting the installation of the cradled rack-and-pinion unit
8. Having an extra set of hands is extremely helpful—if not, a support or jackstand will go a long way toward assisting the installation of the cradled rack-and-pinion unit, as it requires some articulation in order to snuggle in exactly where it needs to be!
three Grade 8 bolts/nuts on the right
four Grade 8 bolts/nuts on the left
9-10. Pretty much like that: three Grade 8 bolts/nuts on the right, four on the left—and the cradle’s ready to rock … without the roll.
not only does the rack sit well above the lower control arms, the beefy cradle itself hides (as well as protects) the rack from view
11. On some rack-and-pinion conversions, the assembly is very visible from the front of the vehicle. Not with the ’67-72 C10 kit—not only does the rack sit well above the lower control arms, the beefy cradle itself hides (as well as protects) the rack from view.
where the old leaky/worn-out Saginaw input shaft once protruded now resides that of the billet servo Flaming River power rack
12. Where the old leaky/worn-out Saginaw input shaft once protruded now resides that of the billet servo Flaming River power rack. Though the rack comes pre-installed in the cradle, according to Flaming River, the rack can be rotated if need-be for steering linkage/pump clearance.
mechanic installs the new Type II pump with the adjustable bracket supplied in the kit
view of the Type II pump bracket
13-14. Before we address the intermediate shaft assembly, we’ll go ahead and install the new Type II pump with the adjustable bracket supplied in the kit. The unique bracket allows for up/down as well as forward/backward adjustment.
with the pump positioned tight against the block of the 350 SBC, due to the truck’s factory A/C setup and V-belt orientation, the alternator had to be reconfigured to run off the front pulley groove (both the power steering and A/C have their own dedicated belt now)
15. With the pump positioned tight against the block of the 350 SBC, due to the truck’s factory A/C setup and V-belt orientation, the alternator had to be reconfigured to run off the front pulley groove (both the power steering and A/C have their own dedicatedbelt now).
view of the new linkage with a two-piece assembly using a provided heim-joint support
16. While the old linkage assembly was a single shot from the column to the box, our new linkage will be a two-piece assembly using a provided heim-joint support.
view of the existing upper shaft/joint still attached to the column
mechanic marks position of cut on the shaft
17-18. With the existing upper shaft/joint still attached to the column, the lower U-joint and new DD shaft were installed onto the rack so we could configure our lengths and where to cut.
mechanic chamfers a cut edge
mechanic drills “divots” for your U-joint’s locking set screws
19-20. Two things to keep in mind when setting up the intermediate steering shafts: always chamfer your cut edges, and always remember to drill “divots” for your U-joint’s locking set screws!
view of the completed column-to-rack steering linkage
21. Column-to-rack steering linkage complete! On top of providing the divots for the U-joint set screws, don’t forget to use red Loctite when tightening them down. Also, run the steering lock to lock a number of times to ensure there’s no binding or interference.
Flaming River’s power rack works with the stock or dropped aftermarket C10 spindles using the supplied aluminum adjuster sleeves
22. As mentioned, Flaming River’s power rack works with the stock or dropped aftermarket C10 spindles using the supplied aluminum adjuster sleeves.
a Master Pro tie rod end sits on top of its box
view of an installed tie rod end
23-24. However, you will need to purchase the appropriate tie-rod ends as indicated in the instructions. (These were obtained from the local O’Reilly’s.)
mechanic takes measurement beneath the truck
25. Using our earlier measurement, we initially set the toe-in with the new rack.
view of one of the connected power steering hoses
view of multiple power steering hose lines
26-27. If you took advantage of Flaming River’s “free” hose kit offer, you won’t have to go through the effort of measuring and building (or ordering) power steering hoses! No matter, ensure ALL fittings are tight, as well as make sure your return line will not kink (as ours eventually did, causing a brief fluid starve until we rotated the return barb accordingly).
the aluminum power steering fluid reservoir, mounted alongside the radiator off the core support just below the top tank
28. The aluminum power steering fluid reservoir was mounted alongside the radiator off the core support just below the top tank.
mechanic fills the system with fluid
29. With the plumbing complete, the system was filled with fluid, then with the engine running, the steering was once again cycled lock to lock until no more fluid was required (and the rack wasn’t yelling back at us!).
two mechanic lay on the ground working beneath the car
30. Finally, before sending the C10 off for a proper alignment and subsequent testdrive, with the suspension loaded, the sway bar was reconnected and the toe-in reset. Suffice it to say, the owner’s performance steering expectations were indeed met … and your editor is now a believer!
SOURCES
Flaming River Industries
(800) 648-8022
flamingriver.com
Jimenez Bros. Air Ride & Rod Shop
(951) 343-5948
jimenezbrosairrideandrodshop.com
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