Mark Houlahan
Tech Editor, Mustang Monthly
January 16, 2014
13. The steering shaft itself needs to be shortened significantly, as it will simply be used as the new input shaft to the electric steering assembly. Following the instructions, we measured nine inches from the splined tip of the steering shaft and cut the shaft with a high-speed cutoff wheel.
14a. Included in the kit are set screws and a bottoming tap to secure the modified steering shaft to the motor’s input shaft via a coupling sleeve.
14b. Take careful measurements to ensure the shaft length provides the proper upper column bearing tension to center the steering shaft, then drill and tap the coupling sleeve per the instructions.
15. The electric steering conversion’s control module can be mounted in any location that allows the wiring to connect between the column and the control module. US Auto Performance recommends the firewall near the fuse box on the ’67-’68 Mustang, but the aftermarket A/C interfered. Merv found this section of firewall worked with a small fabricated bracket to secure the module.
16. The heavy gauge red wire seen in the previous photo connects to a hot-at-all-times battery connection. Due to the size of the wire and the expected load, we routed the wire through the firewall and connected it directly to the battery feed at the alternator. The battery or starter solenoid is also a good location.
17. Included and pre-wired with the control module is this small adjustment knob that allows end user adjustment of the electric assist. You can max the assist out for effortless parking lot use or turn it down for better road feel. We shortened the shaft on the unit for a cleaner install.
18. The electric steering assembly with modified column is now fitted to the Mustang’s under dash. Real estate can be tight, but the unit is 360-degree clockable to aid in clearing under dash obstacles. Although US Auto Performance recommends rotating the motor to the 10-11 o’clock location, it fit best at roughly the 4 o’clock position for this particular install.
19. The Mustang specific firewall mounting plate is bolted to the firewall after the OE self-tapping holes are drilled out to accept the included button head fasteners and nuts. Leave the bearing plate loose for now, as it allows the bearing to pivot as needed for intermediate shaft installation.
20. The intermediate shaft is a simple double-D style male/female assembly to provide a collapsing shaft function. Due to the slightly longer Flaming River steering box input shaft, Merv had to cut 1½-inches out of the assembly for it to fit correctly. This should not be required on standard Ford steering box setups.
21. Once the installation is complete, it is simply a matter of plugging the electric steering assembly and the control module together (two pre-terminated plug in connections), then reconnecting the battery.
22. With a twist of the ignition key to test the system, it only takes a split second to hear the control module relay click on and you’re ready for effortless steering. The electric motor is dead quiet and the owner of the car, who had just about given up driving her ’67 due to the lack of power steering, is all smiles now.

Electric vs. Hydraulic Steering Conversion Costs

Yes, the US Auto Performance EPAS system can feel like a big hit to the budget at $1,350, but if your car has manual steering like our ’67, we wondered what it would be like to compare the cost of converting to factory hydraulic versus the electric. We’re talking about adding a power steering center link with control valve, a hydraulic ram assembly, a power steering pump with mounting bracket, engine pulleys, hoses, and more. CJ Pony Parts’ website makes this comparison easy, as they offer complete hydraulic conversion kits and also now stock the US Auto Performance EPAS systems. Check out these current prices and decide for yourself: do you want to deal with under hood packaging and leaks or just have reliable power assisted steering (and save a few bucks too).

’65-’66 Small-Block Power Steering Conversion $1,547.99
’65-’66 Inline Six Power Steering Conversion $1,547.99
’67-’68 Small-block Power Steering Conversion $1,444.99
’67 390 Big-block Power Steering Conversion $1,547.99
’68 Inline Six Power Steering Conversion $1,447.99
’69 Small-block Power Steering Conversion $1,444.99
’69 390 Big-block Power Steering Conversion $1,547.99
’70 351C Power Steering Conversion $1,444.99
’65-’69 EPAS Conversion for All Engines $1,349.99