One popular modification performed on a classic musclecar is to install rack and pinion steering in place of the factory gearbox. Unfortunately, that also means getting creative with the relocated input shaft on the steering, and making it somehow reach the steering column after snaking your way around the exhaust headers.

On a typical gearbox, that connection is direct and straightforward, but the input on the rack is often much lower, and is not in direct alignment with the upper shaft. The steering rack can also be located on the opposite side of the suspension crossmember, requiring a different shaft length.

One way to remedy this situation is to purchase a new steering shaft, cut it to fit, and install a set of universal steering joints to connect the upper column to the steering input. Borgeson Universal manufactures several styles and sizes of universal joints to complete this type of steering conversion; whether it’s a single or double joint that is needed, Borgeson steers you in the right direction.

On Project Sucker Punch, our 1954 Chevrolet sedan getting a complete, over-the-top drivetrain upgrade, we found ourselves in need for a way to connect the steering column down to the steering rack conversion we installed from Total Cost Involved Engineering (TCI). To do this, we needed to figure out a way to route the shaft past our Ultimate Headers, and Borgeson Universal joints helped make that connection.

Borgeson has 14 different spline sizes: seven Double-D (DD) and seven smooth bores, which are all available in single, double, or in vibration reducing universal joints. The joints are available in steel, stainless steel, polished stainless steel, and aluminum, and if you do the math that works out to 6,237 variations on their universal joints. The joints are a sealed needle bearing design, and are staked together on an OEM style press.

Borgeson Universal Sales Manager, Jeff Grantmeyer, says, “We choose this method as it allows us to maintain the tightest tolerance – less than .001 for radial play. The staking process evenly supports and fastens all side of the bearing at once.” Borgeson recommends a shaft diameter of at least 3/4-inch, stating on their website that a 5/8-inch shaft is 42% weaker, and can be twisted.

The available yokes are splined or DD shaped for the steering box/rack, factory steering shaft, or to match up to a DD-shaft like the one we used on Sucker Punch. The DD joint provides a positive, secure fit on the shaft, and assures correct phasing of the joints when a pair is matched up.

Phasing is very important for performance on a jointed shaft, our driveshaft article is a good example of how out-of-phase joints can affect the turning rate of the the input and output shafts. Out-of-phase joints can also cause premature wear, or binding of the joints.

Borgeson recommends that joints are not angled at more than 35-degrees, if the angle is more then it’s recommended to use a double-universal joint to reduce extreme angles. Another alternative is to use a third universal joint, requiring a shaft support that is located close to the center joint. Borgeson also provides full instructions for determining shaft length when using two universal joints.

What seems to be a difficult steering problem has a universal solution from Borgeson, and everything you need to know about the setup, design, and fabrication of a custom steering shaft can be found on the Borgeson Universal website, as well as a full list of all of the available universal joints. If you don’t find what you need, or you have a special application, contact Borgeson and they can help. To find out the latest news from Borgeson, be sure to check out their Facebook page.