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When you swap to the Borgeson it deletes the two ps hoses and the slave cylinder under the car which are leaking points in the oem system.
If Gary (GTR1999) rebuilds the original box does it allow you to delete the additional hoses and slave cylinder?
When you swap to the Borgeson it deletes the two ps hoses and the slave cylinder under the car which are leaking points in the oem system.
If Gary (GTR1999) rebuilds the original box does it allow you to delete the additional hoses and slave cylinder?
When you swap to the Borgeson it deletes the two ps hoses and the slave cylinder under the car which are leaking points in the oem system.
If Gary (GTR1999) rebuilds the original box does it allow you to delete the additional hoses and slave cylinder?
your original steering box, by itself, does not have the integral power steering hydraulics. After Gary rebuilds it, it still doesn't have the PS hydraulics.
as mentioned by Kid Vette, you could delete the hoses and slave cylinder, but you would also have to replace the control valve on the end of the relay rod with a non-hydraulic ball joint fitting if you want to safely convert to manual steering.
not to mention moving the tie rod ends on the spindle steering arm to the rearward hole for more manual leverage, that's if your C3 has that rearward hole. Or lift weights and work on those forearms, triceps, biceps, deltoids and pecs, 'cuz your gonna need them.
IIRC, at some point, GM stopped drilling that rear hole on the steering arm, because all C3's came with power steering, so that hole was never used anymore, saved on some mfg costs. probably half a penny, well, maybe 10 cents.
I installed a Turn One power steering pump flow restrictor, PN1115. As advertised, it did reduce the feeling of being overboosted, and the steering now gives me better road feel, my C3 no longer feels "skittish". When I swapped out the fitting, I lost about 8oz of power steering fluid, to be replaced after the high-pressure hose has been reconnected. The orifice in the take-out fitting is .116", as measured with drill bits. The orifice in the Turn One fitting is .092", which represents a 40% reduction in cross-sectional area. So far, so good.
update:
the 0.092" orifice, although good for road feel, had some chatter with hard steering movements. I drilled it out with a #35 drill bit, ostensibly 0.0110", measured the drilled hole with a hole gauge at 0.0109". results in a 40% flow increase compared to 0.092", but a 16% reduction compared to the original 0.116". steering seems to have a light feel, again. darn. Maybe shoulda gone with a #39 with 0.995" hole, 17% flow increase over Turn One 0.092", or a #38 drill bit with a 0.105" hole, 22% flow increase over 0.092".
I also noticed that when I purchased my original Turn One flow restrictors, the were stainless steel. nowadays, they're anodized aluminum. Previously, they weren't available with an AN-6 outlet thread, so I had to use a Russell adapter, which is only avail in aluminum. Now, the Turn One flow restrictors are available with AN-6 outlets, in aluminum. "six of one, half dozen of the other."
what can I say, my projects move slowly (2019). Glacial speeds.
Designer Imagines A Corvette That Looks More Like a Corvette Than the Corvette
Slideshow: A Jaguar designer's personal project imagines what a modern front-engined Corvette might look like if Chevrolet revisited the golden age of the Stingray.
