I’ll admit, as much as I love retaining factory steering columns in 1940s-50s pickups, when an independent front suspension swap has been done, it’s not always the easiest—or the best—solution. Case in point: my 1948 Chevy.
When I received the truck, it had (and still has) an earlier Mustang II–type aftermarket IFS—actually, the entire front frame section was replaced. However, the stock non-shift column had been retained and modified to adapt with the manual rack-and-pinion. With a hand-filed DD on one end (with a homemade “column saver” that kind of did its job) and a blown-out mast jacket on the other, let’s just say it was rather sloppy, but more so, potentially dangerous. Because it was a “truck” column, I was unable to use any of the early GM factory steering wheels with a tall centersection due to the shorter stick out of the steering shaft (or so I believe—I may be wrong on the car versus truck column, but I do know none of my ’40s Chevrolet deluxe wheels fit!). So, my initial plan was to source a decent stock replacement, rebuild, and modify accordingly with a CPP Column Saver. That was until Ryan Manson and I wrapped up the American Autowire harness install and realized the importance of the dangling GM column plug with nothing in which to attach to!
Flaming River’s non-tilt Nostalgia column (PN FR1990PL) in polished stainless (1-1/2-inch replacement diameter, 30-inch version with 3/4-36 splined output shaft) next to our modified-stock ’48 Chevy 3100 column. (Flaming River supplied the swivel-mount floor plate and 2-1/2-inch adjustable column drop for comparison; we procured the stainless 3/4DD x 3/4-36 U-joint for actual use!)
Without a GM steering column, my truck would be without turn signals/hazard lights and a horn. Now, while I don’t really care much about having hazards, here in Southern California both turn signals and a healthy horn are a must! So, onto Plan B with the steering column …
The stock column, in all its semi-stock surroundings. Based off its current “cut down” length, we went with Flaming River’s 30-inch Nostalgia column, which kept the wheel somewhat closer to the dash than stock (a 32-inch version would’ve also worked), however, that can be adjusted to move the steering wheel farther out later if need be.
Obviously, a huge tilt column was not in the cards for the ’48, so my options seemed kind of (really) limited at first, until I came across Flaming River’s Nostalgia column (their polished stainless FR1909PL in 30-inch length/1-1/2-inch diameter) and my search was over! Not only was the bell the perfect size for the aforementioned early GM wheels, it also perfectly accepted the metalflake Mooneyes three-spoke wheel I’d just been gifted from Chico at the Grand National Truck Show. Most importantly, it not only solved my wiring situation, it also removed any worries of mechanical failure previously posed by the modified-stock column—plus it looked a helluva lot nicer!
The original three-piece (stamped-steel collar with a flat-strap U-bolt) did its job of keeping the column in place, however …
For the install, we (Ryan Manson and I) also ordered a length of polished 3/4-DD shaft with a 3/4-DD x 3/4-36 polished U-joint to complete the connection with the existing manual steering rack. Also, for reference purposes, even though we ended up having to retain the stock column drop and fabricated toeboard mount, Flaming River supplied a universal-swivel floor plate as well as a polished 2.5-inch adjustable column drop.
The homemade lower column shaft bearing (used to support the shaft once cut free from the fixed steering box) wasn’t a secure fit, and the shaft itself had been hand-shaped into a DD to accept a worn-out U-joint.That’s all about to be a thing of the past now … old column be gone! (Before yanking it out, we measured the old intermediate shaft setup from the rack to the column for forthcoming reference when building the new Flaming River linkage.)Having a nice, brand-new stainless steel steering linkage versus the old, sloppy setup is not only a sight for sore eyes, it’s an added level of security I’m all for! Manson built the new steering linkage on the table, aligning and pinning the U-joints to the shaft accordingly before installing in the truck prior to the new column going in.
Much to my chagrin, it was much easier to leave the crude floor mount already in the truck than to cut down and modify the Flaming River aluminum floor mount—the fixed lower mount also dictated that we stick with the stock column drop.
If you’re like me, prone to dropping and scratching things, by all means wrap a brand-new polished stainless column in painter’s tape before installing! Luckily, Manson’s less clumsy than I, and thus we got her in blemish-free.From the cabin side, I dropped the column down into position as Manson held the upper U-joint in place to align the 36 splines and connect our steering system together.
Once that was done and we verified no clearance issues with the headers, the column drop was locked down and the pinch bolt on the old floor plate was tightened to secure the column in place.
Next, the Flaming River column plug was introduced to the American Autowire harness, and just like that the truck had an operational horn, flashers, and …… once the turn signal arm was installed, working blinkers!While I still have intentions of running my 1940 Chevy deluxe wheel beautifully redone by PearlCraft Steering Wheels years ago (now that it will fit!), I’m kind of partial to the Mooneyes gold metalflake wheel that was previously in use … so that’s what we’ll be navigating the ’48 with for the foreseeable future!
Of all the “fix-its” we’ve been catching up on with the ’48, the steering has been the easiest and most straightforward so far, especially thanks to the ease of installation of the Flaming River Nostalgia column, which ended up killing two birds with one stone—electrical AND mechanical—with an added bonus of improved aesthetics on top!
Sources
FLAMING RIVER INDUSTRIES
(800) 648-8022 flamingriver.com
