I'm getting ready to upgrade my 70 'Cuda to Firm Feel power steering.
I'm considering adding the Fast Ratio pitman and idler arms while I'm at it.

Normal power steering ratio is 16:1 with 3.5 turns lock to lock.
Fast Ratio is 12:1 with 2.75 lock to lock.

For comparison...
2011 Challengers have a 14.4:1 steering ratio with 2.75 turns lock to lock
2014 Camaros have 16.1:1 ratio with 2.5 turns lock to lock
2015 Mustangs have a 16:1 ratio
1988 Mustangs have 15:1
Neon’s are 16:1.

Is 12:1 to fast of a ratio?
Does switching to fast ratio have much affect on steering feel?
(I'd expect it to be a little more firm.)
I'd be interested in hearing from anyone who has the fast ratio, like it or not. Would you do it again?


Tav

i have a boregson with fast ratio pitman and idler and its just under 2 turns lock to lock and i would easily do it again!!!

I like my setup a whole lot. Firm Feel Stage 3 power steering box and Fast Ratio arms. The steering feel is great.

That's good to hear.
I was trying to decide between the Firm Feel stage 2 box or Firm Feel stage 3 box, and was wondering if the added firmness of the fast ratio would be to much on top of the stage 3.

Would you say that your steering is more or less firm than a new vehicle?


Tav

FF stage 3 and fast ratio arms, love it, I also have a heap of caster which makes it a little heavier again, at high speed on the interstate its a dream, round corners fantastic

I started off with just the steering box rebuild and a rebuilt suspension. The feel was nice but I read that the FR arms were available so in 2006, I bought them and put them on. Frigging great! The effort did increase with the FR arms but I like it. There is enough assist to steer the 275-40-18 tires at idle and more than enough at speed.
In March of 2015 I bought a new Challenger R/T. It has electric power steering with 3 choices of boost level. I'd say (Just on memory) that my Charger feels about as stiff as the firmest setting on the Challenger. This may be different for others depending on alignment, the efficiency of their PS pump, pulley size, etc.

Dangina -- you say the Borgenson ps box is less than 2-turns lock-to-lock... Is that really true? If yes, than the ratio is probably faster that their advertised ~14:1

Less than 2-turns lock-to-lock is very, very fast... I'm unaware of any other vehicles having less than 2-turns L-L.

The Borgenson box is supposedly from a Jeep. (I may not be correct on that.)

Does anyone else here having the Borgenson ps box have that same lock-to-lock?

Also, you say yo have the fast-ratio pitman and idler arms.... any interference with headers... what do you have... BB or SB?

(I highly endorse fast steering!)

I think Dangina mentioned his less then "2" lock-to-lock is combined with the Borgeson box AND the fastratio-arms.

The L-to-L in my dart is 2.something, I think to recall 2-3/4 rotations.

A stock non-T/A factory box is 3.5 turns lock-to-lock; the T/A ps box is ~2-2/3 (~2.66) turns lock-to-lock, and that is caused by the internal stops within the T/A box (cannot be removed, per info from FF... told to me by FF).

So, for the Borgenson ps box, regardless of which pitman/idler arms, what is the actual turns lock-to-lock? In other words, the Borgenson ps box will NOT be having internal stops AS the T/A box has that makes it different from the non-T/A factory ps box.

In fact, the Borgenson ps box -- by adding the longer pitman/idler arms -- should allow a smaller (tighter) turning radius with the longer arms, BUT, the lock-to-lock will remain the same. The only way it could be less, is IF the extended arms causes the tires to more quickly hit the inside frame rails, thereby, limiting the turning radius (and that can happen the same way the factory boxes already allow).

My tires do rub at the frame rails. No biggie though since it is smooth metal there.
I went from approx 3 1/2 turns L/L with the stock idler and pitman to about 2 3/4 with the F/R arms.
The F/R arms do actually clear my TTI 2" headers even though the TTI instructions state that they wouldn't.
I love the off center response of the setup but my car still has some in center free play. I understand that this is inherent to the design and cannot be adjusted out entirely. It is because of this that I have considered the Borgeson upgrade. The only pitfall I see is that IF the Borgeson unit develops the same on center slop as my OEM Chrysler unit, I spent $1000 to gain nothing.

Isn't that just slack in the ends of the worm gears or could i not possibly be more wrong?

My guess is that it is the clearance between the worm gear and sector shaft.

well those gears do wear down over time. However if it was end play it can likely be shimmed, not too unlike a trans or rear end.

I have a 400 stroker big block, I bought the hedman headers 78030 as firm feel said the fast ratio arms won't hit (and they don't but I did have to modify them anyways for my ministarter because I went with a 11" flywheel and clutch) they did break off the nipple on the idler though

the lock to lock is about 1.8 turns, the high end camaros I read up on protouring.com are running 1.7 turns lock to lock and they seem to want to get it lower! I find it still very easy to drive and not at all twitchy

Are those Camaros running steering-quickeners (dirt-track cars run them)? I still can't believe less than 2-turns L-L... have to see it to believe it.

I can see the advantage of the Howe steering quickener in lower speed motorsports. For high speed track stuff, I'd worry that too fast of steering response could be a problem.

i have to heartily agree here. over correction can happen faster than you think, and that is with the factory ratio. it happens many times every day and the results are never pretty.

Dont do what Camaro guys do, that is rule #1.

I'm not sure, I'll have to ask what their doing, I imagine it has to deal with the high dollar suspension systems they run, I'll ask them

And.. the dirt track racers are most likely running manual steering.... fast manual steering.