The Borgeson kit comes complete...
The Borgeson kit comes complete with a professionally remanufactured Delphi 600 steering box, hoses (not shown), drag-link adapter, and rag-joint connector. It fits small- and big-block Corvette models ranging from ’67 all the way through ’82.
Perhaps the nicest thing one can say about the stock steering box in a C2/C3 Corvette is that eventually it will fail and need to be removed. And when it does, it’s a relatively simple matter to locate and install a more durable, better-feeling aftermarket alternative.
As if to prove this theory, a ’72 convertible on the outskirts of our little editorial universe recently sprang a Lusitania- quality leak in its factory steering unit, visiting upon us the opportunity to document the replacement process in one of our trademark hard-hitting installation stories.
At the time, the car in question was laid up at nearby Vette-tuning shop AntiVenom, undergoing a transformation from snooze-inducing cruiser to LS-engined street fighter. That being the case, bringing the car’s steering system into performance concinnity with the rest of the package—430hp powerplant, VB&P suspension, and so on—seemed like a natural step.
Having previously used Borgeson Universal components to excellent effect on another project, we chose the Torrington, Connecticut–based manufacturer to supply the hard parts for this upgrade. The Borgeson folks have been cranking out steering hardware for the automotive, industrial, aerospace, and military sectors since Woodrow Wilson was in office, so if anyone could put our C3 on the road to steering salubrity, they were the ones to do it.
Our install subject was this...
Our install subject was this ’72 hardtop convertible, shown here in electrifying ’nanner-pudding primer. Mercifully, a re-spray in ’11 Corvette Inferno Orange is planned for the near future.
This recently installed LS3...
This recently installed LS3 endows the car with C6-quality acceleration, making the need for a modern steering setup even more acute. The L88-style air cleaner is a cool touch that provides a visual link to C3-racing history.
The job took AV around half a day to complete, thanks in large part to the availability of a lift and the “direct fit” nature of the Borgeson kit (PN 999032, MSRP: $745). What follows is a photographic overview of the process, along with our usual dose of insightful commentary.
This is the steering setup the car should have had from the factory. It finally feels like a Corvette!—Greg Lovell
With the car on a lift, AV’s...
With the car on a lift, AV’s Greg Lovell begins the job by removing the crusty original steering linkage.
While the old linkage conceivably...
While the old linkage conceivably could have been reused with the Borgeson setup, the car’s owner elected to install a fresh unit (top) as part of the upgrade.
Next to go was the driver-side...
Next to go was the driver-side header. Note that this step might not be required on a car still equipped with the stock exhaust manifolds.
Here’s a close-up look at...
Here’s a close-up look at the torsion rod on the Borgeson box. As a general rule, the thicker the rod is, the tighter and more responsive the steering will be—and this one is plenty thick.
The steering shaft will need...
The steering shaft will need to be partially collapsed in order to accommodate the new steering box.
on the shaft with a rubber hammer.
Lovell first measures to determine...
Lovell first measures to determine how much clearance is needed, then taps firmly on the shaft with a rubber hammer.
Once collapsed to the proper...
Once collapsed to the proper length, the shaft should look something like this. It’s important not to collapse it too far, as it’s virtually impossible to get out again. Care should also be taken not to damage the splines on the end of the shaft.
Next, Lovell installs the...
Next, Lovell installs the Borgeson rag joint and steering box on the shaft...
... and bolts the assembly...
... and bolts the assembly to the framerail.
After attaching the drag-link...
After attaching the drag-link adapter to the linkage (note the antiseize compound on the threads)...
... Lovell installs the resulting...
... Lovell installs the resulting unit and secures it to the tie rod.
The stock Pitman arms are...
The stock Pitman arms are then reinstalled...
... and the remaining linkage...
... and the remaining linkage points secured with fresh Cotter pins.
Finally, Lovell raises the...
Finally, Lovell raises the driver-side header back into place and reattaches it to the rest of the exhaust system. (Note that because the ’72 was equipped with a modern LS engine, we were unable to use the Borgeson-supplied steering lines. Otherwise, the final step of the process would have involved installing these and refilling the system with fluid.)
From above, only the most...
From above, only the most discerning Corvette enthusiasts will be able to discern the presence of non-stock parts. The difference from behind the wheel, however, is dramatic. “Much tighter and more responsive than any stock C3 I’ve encountered,” observed Lovell during a testdrive. “This is the steering setup the car should have had from the factory. It finally feels like a Corvette!” vette