• Pump leaks. There are only 5 spots for a self-contained P/S pump to leak. The front where the pump seals to the reservoir (o-ring), the back where flow valve passes through the reservoir (o-ring), at the return line (brazed) and the rear 2 mounting points (o-ring). If customer reports a leak on a self-contained pump make sure they have pump bracket mounting points tight and flow valve connection tight.
• Pump noise or groan. This is most commonly caused by a restriction or air trapped in the system. Can also be caused by heat buildup. (This would include a loss of assist)
• No power assist after recent P/S system service. This is most commonly caused by fluid contamination causing the pressure bypass valve to stick open resulting in no pump pressure. To fix this remove the flow valve and insure the pressure bypass valve moves freely in and out. This can also be a large amount of air trapped in the system.
• Hard steering in both directions. This can result from insufficient pump flow/pressure, low P/S fluid level, air trapped in system and excessive heat build-up.
• Foamy P/S fluid. This is most often caused by either air trapped in the system or a leak in the return line sucking in air.
• P/S Reservoir Cap Blows Off. This is most often caused by an air leak. Air is sucked in to the P/S system compressed with the fluid and then expands when it reaches the reservoir causing an unintended pressure build up in reservoir.
• Excessive response or Touchy Steering. This is generally caused by excessive pump pressure Borgeson offers a pressure reduction kit #899001 that will allow the customer to adjust the internal bypass pressure of the P/S pump. This is a very common issue on street rods running a GM pump with a Mustang R and P.

• No function D.O.A. There is one main reason a remote style P/S pump would be DOA. The pulley although called press-on IS NOT TO BE PRESSED ON. The customer must use a PULLEY INSTALLATION TOOL. Failure to use the proper installation tool can crack the pump housing and cause the pump to be inoperable.
• Pump leaks. The pump itself, if not subjected to the above, won’t leak. The most common manifestation of leaks in a remote style system is from the P/S hoses. The customer assembles the hoses and this can be a tricky process.
• Pump noise or groan. This is most commonly caused by a restriction or air trapped in the system. This can also be caused by not positioning the reservoir sufficiently above the P/S pump or an inadequate feed line from the reservoir to the pump.
• No power assist after recent P/S system service. This is most commonly caused by fluid contamination causing the pressure bypass valve to stick open resulting in no pump pressure. To fix this remove the flow valve and insure the pressure bypass valve moves freely in and out. This can also be a large amount of air trapped in the system.
• Hard steering in both directions. This can result from insufficient pump flow/pressure, low P/S fluid level or air trapped in system. This can also be caused by not positioning the reservoir sufficiently above the P/S pump or an inadequate feed line from the reservoir to the pump.
• Foamy P/S fluid. This is most often caused by either air trapped in the system or a leak in the return line sucking in air.
• P/S Reservoir Cap Blows Off. This is most often caused by an air leak. Air is sucked in to the P/S system compressed with the fluid and then expands when it reaches the reservoir causing an unintended pressure build up in reservoir.

• Hoses leaking from box connection. Have customer insure all P/S hose connections are tight. If this is a part number 800105, 800106 or 800108 power steering conversion box insure customer has installed the brass inserts in the P/S box for the flare hose connection.
• Steering and Wheel Moves Erratically and No Assist. The power steering hose connection at the P/S box is reversed. Have customer check pressure and return hose for proper connection. The input shaft seal should be checked for leaks as it is common to blow out with reversed hose connections.
• No Power Assist. After an initial power steering box is installed this can be caused by two things, excessive air trapped in the P/S system or dirt or contamination has caused the P/S pump pressure by-pass valve to stick in the open position causing a no-assist condition.
• To bleed the P/S system advise customer to bleed P/S system with wheels in air and the car running by slowly turning the steering wheel from full left to right while insuring to keep the P/S reservoir full.
• If the P/S bypass valve is suspected have customer disassemble the connection from the pressure fitting and flush the pump with clean P/S fluid. It may be necessary to remove the flow valve from the P/S pump to insure the bypass valve is able to move freely in and out.

ALL BORGESON STEERING BOXES ARE PRESSURE TESTED FOR LEAKS AND FUNCTION.

• Steering Box Arrives Covered in Fluid. All steering boxes are pressure tested for function and leaks before they leave Borgeson facility. It is common for the box to arrive to the customer with fluid in the packing bag this is normal and from the above testing.

• Steering Box Leaks from Input Shaft. Insure hose connections are tight. This will appear to be a leak from the input. Make sure customer did not drill into the input shaft this will cause damage and a leak. Make sure customer did not initially hook up hoses backwards as this will cause the input seal to blow out. Additionally insure nothing above the box is leaking down on top of the box and being misdiagnosed.

• Steering Box Leaks From Top Cap. The top cap of the steering box is sealed to the casting with an o-ring. The adjusting screw that protrudes through the cap is sealed with the threads themselves. Sometimes a top cap leak can be fixed by loosening the top cap bolts and wiggling the cap to reseat the o-ring. A leak at the adjuster screw can usually be sealed by tightening the lock nut. If the customer is to try any of these fixes themselves they need to insure the center adjusting screw itself does not move as this will affect the adjustment of the steering box.

• Steering Box Seal Sticking out Bottom. If customer reports a seal sticking out of the bottom of the steering box insure they have an actual fluid leak. This first seal on the bottom is a dust seal that works its way out and can simply be pushed back in.

• Steering Box Leaks from Sector Shaft. Make sure the leak is actually observed to be coming from the sector shaft. This is the low point on the car steering box and it is very common for any fluid to collect in this area regardless of where the leak originates. If the customer observes a leak in this location it is not reparable by the end user and must come back for warranty.

• Free-Play in box while not driving. Make sure customer is checking this with the vehicle running. No power steering box will be completely tight without the proper fluid pressure running through it. If customer is using a rag joint make sure the play they are feeling is not the small amount it takes for the pins to engage.
• Free-Play while driving. After switching to a Borgeson conversion box on a classic car it is necessary to adjust the caster setting on the front left/right tires to 3-4 degrees positive. This is necessary for straight line stability and adequate return to center. If there is little or no caster in the alignment this will be felt as a wandering condition and can be misinterpreted as free play.

There is nothing inside a steering box or rack that will make it return to center after a turn this is solely a function of the caster setting of the vehicles alignment.

• No Return to Center after Power Conversion Installed. Customers who install Borgeson power steering conversion boxes may report a lack of return to center or some wandering on the highway. It is necessary to increase the caster on the left and right front tires to 3-4 degrees positive.
• No Return to Center Steering Feels Stiff. Not likely an alignment issue like above. Have customer lift front end and inspect all steering linkage for binding.
• No Return to Center erratic steering feel. If all components aren’t new it is possible that something has fouled the internal valve of the P/S box causing it to stick open. This would require manual input to stop a turn and to change direction and a very uneasy feel at the wheel. If this is suspected, have customer completely flush and then fill the power steering system with clean fluid and rapidly cycle the wheel left to right to clean out any obstructions.

• Borgeson uses a telescopic steering shaft for heavy duty truck steering assemblies. The telescopic shaft is shipped fully collapsed. When this gets tossed around in shipping the shaft can get stuck in the collapsed position. A very significant “tug” can be required to get the shaft un-stuck and freely operating for installation.
• Borgeson steering shafts are designed to accommodate up to a 4” body lift. If you have a body lift installed beyond 4” the steering shaft assembly may be too short for your application. Suspension lifts do not have an impact on the steering gear to steering column relationship and will not affect the fitment of the Borgeson steering shaft.

• Most Borgeson steering shaft installations will not use the existing flat that is machined into the stock steering box or steering column shafts. Use of this existing flat spot for set-screw placement is the most common cause of a steering wheel being crooked after installation. Position the u-joint on the shaft wherever it needs to be for the steering wheel to be straight then file a new small flat for the set-screw to seat in to.

• The following Borgeson part numbers fit many different vehicle variations and can be required to be trimmed down to fit your application: 000932, 000933, 000943, 000970, 000974, 000975, 000980 and 000981.

• If the shaft assembly is too long to fit even when fully collapsed, the telescoping shaft must be cut to length. Remove the upper universal joint from the tubular end of the Borgeson assembly. Install the steering box universal joint onto the steering box input shaft. With the telescoping shaft fully extended, the tubular end should be cut so that it is flush with the tip of the steering column shaft. This will allow movement in each direction and the maximum amount of collapsibility.
• Reinstalling the universal joint on the Borgeson telescoping shaft requires drilling one hole in the tube. Install the universal joint on the end of the telescoping shaft. Tighten the short set screw against the shaft to secure the joint in position. Remove the long set screw and mark the position of the new set screw hole on the shaft with a pencil or a punch. Remove the universal joint. Do not drill through the universal joint. At the point marked on the tubular shaft drill a 3/8” diameter hole through one wall of the tube only. Put the universal joint back in position on the tube and install the longer set screw so that it passes through the drilled hole and bears against the opposite wall of the tube. Tighten both set screws and then lock nuts to secure the universal joint to the tubular shaft.