The question of whether other Ford power steering transmissions can directly fit a 1968 Mustang is a typical one amongst restorers and modifiers looking for options to the original or pricey reproduction devices. As a mechanical designer concentrating on vehicle systems, I must highlight that while * some * Ford transmissions share style lineage and * can * be made to fit, a straight, unmodified bolt-in substitute from one more Ford model is extremely not likely. The 1968 Mustang utilized a certain Saginaw layout important power steering gearbox, generally described as the Saginaw 800 series. Its physical measurements, mounting arrangements, and affiliation interfaces were customized for the Mustang’s framework and suspension geometry. Key compatibility elements prevent an easy swap from most other Ford automobiles of the age or later.
(other fords power steering gearbox fit 68 mustang?)
The main barrier is the placing arrangement. The ’68 Mustang gearbox utilizes three installing points: 2 screws protecting the transmission real estate itself to the frame rail, and a third screw affixing the industry shaft housing (the rear cover) to a particular bracket welded to the framework. This three-point placing offers important rigidness. Numerous other Ford gearboxes, especially those from larger vehicles like full-size Galaxies, LTDs, or F-Series trucks, use various placing patterns. They may have just 2 placing points, different bolt spacing, or lack the stipulation for the vital third mounting screw. Attempting to fit a two-point box right into a three-point system jeopardizes structural integrity and steering precision, possibly bring about hazardous flex and part failing.
Secondly, pitman arm compatibility is crucial. The pitman arm spline count and diameter on the ’68 Mustang sector shaft are special. While some Ford transmissions could share the very same standard inner layout (like the later Saginaw 525 used in some mid-70s Fords), the result shaft spline matter commonly varies. A mismatched pitman arm will not involve properly, providing the box unusable without considerable alteration. In addition, the size and geometry of the pitman arm itself are important for proper steering affiliation travel and bump steer features. An arm from an additional automobile will certainly almost certainly have the wrong decrease or length, negatively affecting steering action and alignment.
Thirdly, physical measurements and clearance problems occur. Gearboxes from larger Ford automobiles are usually physically bigger or have various shapes. This can lead to interference with the Mustang’s frame rails, exhaust manifolds, headers, steering column link, and even the oil frying pan. The range from the input shaft (where the steering column attaches) to the sector shaft outcome additionally needs to be right to maintain proper steering column placement and dustcloth joint feature. Distinctions right here necessitate complex adjustments to the guiding column or intermediate shaft.
Lastly, the guiding affiliation user interface is model-specific. The drag web link or center link on the ’68 Mustang is designed to connect exactly to the pitman arm particular to its transmission. Changing the pitman arm’s position or geometry, as called for when suitable a different box, interrupts this link factor, requiring custom-made link fabrication to achieve appropriate toe-in and Ackermann geometry, an intricate engineering task calling for accurate measurement and fabrication.
(other fords power steering gearbox fit 68 mustang?)
Therefore, while a transmission from, claim, a 1969-1970 Mustang (which used an extremely similar, though not identical, Saginaw indispensable box) might be closer in layout and * possibly * adaptable with considerable effort consisting of changing installs and verifying pitman arm compatibility, boxes from other Ford designs like Fairlanes, Torinos, Galaxies, or specifically F-Series vehicles existing considerable conflicts. The placing points vary basically, pitman arm splines seldom match, physical size creates clearance issues, and affiliation adjustment comes to be obligatory. The engineering initiative, customized fabrication (brackets, mounts, linkages), and prospective safety and security ramifications associated with overcoming these difficulties generally exceed the perceived benefit of sourcing a junkyard system from an additional Ford. For many fanatics, the most viable solutions stay reconstructing the initial transmission, sourcing a correct reproduction device, or selecting a well-engineered aftermarket power steering conversion package specifically developed for the 1965-1970 Mustang system, which attends to all these integration points correctly.