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by Randy Irwin

1955-57 STEERING COLUMN FOR CARS WITH 605,670(500) OR DELPHI(600) POWER STEERING

Parts Needed: Catalog price Member price

53-358 1955-56 Steering Column Use With 670 Or 605 Steering Box 53-359 1957 Steering Column Use With 670 Or 605 Steering Box 53-368 1955-56 Steering Column Use With Delphi Steering Box 53-369 1957 Steering Column Use With Delphi Steering Box 53-48 1955-56 Mast Jacket Tanged Washer53-49 1955-57 Mast Jacket Thrust Washer 25-07 1955-57 Turboglide & Turbo Hydra-Matic Neutral Safety Switch53-22 1955-56 Upper Steering Column Rebuild Kit53-22 1957 Upper Steering Column Rebuild Kit53-144 1955-56 15” Reproduction Steering Wheel 53-145 1957 15” Reproduction Steering Wheel

To order parts call 1-800-456-1957 or visit ClassicChevy.com

Tools Needed: Philips Screwdriver 7/16” Wrench1/2” Deep Socket And Ratchet

Electrical Tape5/16” Allen WrenchElectric Drill And 5/32” Drill Bit

The original 1955-57 steering box was a very compact and efficient boxthat had the steering shaft made into it. Unlike the 1958-newer GMsteering systems, the 55-57 cars don’t actually have a steering column;they have a mast jacket. The steering shaft in the box fits into the mastjacket forming the steering column. When replacing the original steeringbox with an aftermarket power steering box, the area between the top ofthe box and the original mast jacket gets very tight. So tight that instal-lation of the proper flex coupler (rag joint) becomes impossible unless themast jacket is cut and shortened. In addition, the original steering shaftmust be cut from the original steering box to be used with the new powersteering box which ruined the original steering box. Fortunately ClassicPerformance Products (CPP) has developed a new mast jacket (steeringcolumn) kit that includes a reduced length mast jacket and automatic shifttube complete with steering shaft. The CPP column kits offered byEckler’s Classic Chevy are unique in that ours include the proper flexcoupler (rag joint) for your steering application so you don’t have to gosearching for extra parts to complete the job. In addition, we are the onlysupplier offering the column for use with the Borgeson/Mullins Delphibox. The new steering column will bolt into place with absolutely nocutting or welding.

Time Frame: 4-Hours

Randy Irwin - Technical WriterRandy has been involved in the Chevy

parts business for over 30 years. He is a wiz-ard at creating, making and modifying customparts for Chevys.

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Photo #1: The originalsteering box is muchshorter than thereplacement power steeringboxes like the CPP670(500), the GM 605 orthe Borgeson/MullinsDelphi(600) power steeringboxes.

Photo #2: The original mastjacket (steering column)protruded out the firewallabout 3-1/2”. Since theaftermarket power steeringbox is taller, the stock mastjacket is too long.

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Photo #3: The stock mastjacket can be modified byusing the Eckler’s ClassicChevy Kit P/N 53-400,which will require cuttingand welding. Refer toclassicchevy.com for a copyof the instructions.

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Photo #6: The top of the newcolumn is exactly like theoriginal mast jacket. Theoriginal shift collar, turn signalhousing and components allfit the new column.

Photo #7a & 7b: The first thing to install at the top of the newcolumn is the washer that fits under the shift collar. The 1955and 56 columns have a washer with a tab that keys into themast jacket P/N 53-48. The 1957 column washer has a bent tabthat is attached to the mast jacket with a Phillips screw. Thispart is not reproduced. After installing the washer, lubricate theshift tube with a light grease and install the shift collar. Makesure the shift collar slides up and down the shift tube smoothly.

Photo #8a & 8b & 8c: Next,grease both sides of the thrustwasher P/N 53-49 and installonto the shift tube on top of theshift collar. This thrust washer fits between the top of the shiftcollar and the bottom of the turn signal housing to provideboth a bearing surface and proper spacing between the twoparts. Next, install the turn signal housing locking plateincluded in the upper steering column rebuild kit P/N 53-22for 1955-56 and P/N 53-23 for 1957 cars. The locking platekeys into the top of the steering column and holds the turnsignal housing in place.

Photo #9: The turn signalhousing is held to the lockingplate with three machine screws.Before installing the turn signalhousing, make sure the turnsignal switch and wires P/N 22-09 for 1955, 22-266 for 1956and 22-267 for 1957 and uppersteering column bearing P/N 53-

21 are in good working order. The turn signal switch is held tothe bottom of the turn signal housing with two #8 machinescrews. There is a spring steel clip that is pushed onto a studon the bottom of the turn signal housing to hold the wires forthe turn signal switch in place.

Photo #4: Thenew CPP steeringcolumns includea completely newautomatictransmissionmast jacket and

shift tube, a steering shaft to connect the steering wheel to theflex coupler (rag joint) and the flex coupler to connect thesteering shaft to the power steering box. The CPP column kitsexclusively from Eckler’s Classic Chevy work with the CPP670(500), the GM 605 or the Borgeson/Mullins Delphi(600)power steering box.

Photo #5: Thenew column is 3-1/2” shorter thanthe stock mastjacket. This givesplenty ofclearance for the tall power steering box and the flex coupler.

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Photo #10: On 1955-56 cars, the turn signal and horn wiresroute on the inside of the mast jacket. Using a piece of weldingwire or coat hanger, tape the wires together and pull themdown though the mast jacket exiting out the hole in the lowerside of the mast jacket.

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Photo #12a & 12b & 12c: Withthe turn signal housing inplace, the upper bearing andhorn wire can be installed.The bearing fits in the centerof the turn signal housing andsupports the upper end ofthe new steering shaft. The

wire should be fed down through the inside of the mast jacketlike the turn signal switch wires on 1955-56 columns.

Photo #11: The turn signalhousing will center up onthe top of the shift tube. Asyou are installing the turnsignal housing, align thethree holes in the housingwith the three threadedholes in the locking plate.The upper steering columnrebuild kit includes three#8 machine screws andserrated lock washers to hold the turn signal housing in place.

Photo #16: Notice thelack of clearancebetween the top ofthe power steeringbox and the firewall.

Photo #17: The new column kitincludes the flex coupler (rag joint) toconnect the power steering box to thesteering shaft in the new column. Thebottom of the coupler has the properspline that will key onto the steeringbox and is held to the steering boxwith an Allen head pinch bolt.

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Photo #14a & 14b: A nylonroller is included in the rebuild kit that fits on the pin on theright hand side of the actuating ring. The detent spring is alsoincluded and hooks to the upper lower posts on the turn signalhousing. The “V” in the center of the spring will match up tothe nylon roller and keep tension on the actuator. Apply a smallamount of grease to the nylon roller.

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Photo #15a & 15b: The canceling pawls and spring are alsoincluded in the rebuild kit. The pawls fit on the upper andlower studs and the spring keeps tension on the pawls. Thetwo rubber bumpers fit in the two channels in the actuatingring. With everything assembled the new column is ready to beinstalled in the car.

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Photo #13a & 13b & 13c: Anew turn signal actuating ringand pivot stud are included inthe upper column rebuild kit.The ring has a pin that keysinto the turn signal switch andthe pivot stud screws into theturn signal housing holdingthe actuating ring in place.

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new mounting holes mustbe drilled in the column.Make a photocopy of theonline diagram and cutthe template out of thediagram. Place thetemplate on the columnand mark the columnwhere it needs to be cut.Using a cut-off wheel orhack saw, remove the

section of column for the new neutral safety switch. Using thetemplate, drill two 5/32” holes and mount the switch to thecolumn with two #6 sheet metal screws.

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Photo #21: The steering columnwill come from CPP with the slotcut in the column for the original1955-56 neutral safety switch. If a 3or 4 speed automatic transmissionis going to be used a turbo styleneutral safety switch P/N 25-07 willneed to be used.

Photo #23: The new columnalso has the slot cut in it forthe indicator wire for the shiftindicator in the instrumentcluster.

Photo #20: Now installthe steering shaft andcoupler onto thesteering box and tightenthe Allen head pinchbolt. A couple of dropsof thread locker on thethreads of the Allen boltwould be a good idea.

Photo #25: Now slide the newcolumn assembly over the steeringshaft and bolt the lower bracket tothe toe board using the suppliedhardware.

Photo #22a & 22b & 22c: The P/N 25-07 turbo neutral willrequire the slot in the 55-56 column to lengthened slightly and

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Photo #18a & 18b: The lower end of the steering shaft is 3/4”double-D and keys into the top of the coupler.

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Photo #19a & 19b: The new steering shaft is held to thecoupler with a 3/16” roll pin. Using the coupler as a guide, drillthrough the steering shaft and install the roll pin.

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Photo #24a & 24b: The original mast jacket was held to thefirewall with a squeeze-type bracket that was mounted on theengine compartment side. With the taller steering box, thecoupler and the shorter steering column, the original bracketwill no longer work. The new mounting bracket supplied withthe CPP column kit mounts to the inside of the firewall usingthe same two mounting nuts as the original clamp and has astainless steel band clamp to anchor the column to the bracket.Leave the clamp loose at this time. This really cleans up thefirewall and gets rid of that ugly original bracket. Remove theneutral safety switch and slide the new column bracket andclamp down to the bottom of the column and reinstall theneutral safety switch. Leave the band clamp loose at this time.

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Photo #26: The top of thecolumn is held to the dash withthe stock clamp. On 1955-56cars, there are upper and lowerbrackets with a rubber strap P/N05-33 that wraps around themast jacket. There is a tab on thelower mast jacket clamp thatkeys into a notch in the mastjacket to keep it from rotating when the shifter lever is moved.Wrap the rubber strap around the mast jacket using some blackelectrical tape to hold it in place. Now mount the column to thedash, leaving the two nuts loose at this time.

Photo #27: Install the steeringwheel and torque the center nut to35 ft/lbs. With the steering wheel inplace, the clearance between thebottom of the steering wheel andthe top of the turn signal switchhousing can be set by moving themast jacket up or down. TheChevrolet assembly manual shows

that the clearance should be between .056” and .085”; 1/16” isperfect if you are using a tape measure to set the clearance. Withthe clearance set, tighten the band clamp at the toe board andthe bracket at the dash. Enjoy your new column!