I just took the old 91 740 out of storage (behind the barn) and find the power steering stiff but loosening up after 10-15 minutes. I read the faqs and it indicates the rack must be going but there is no squealing of the P.S. pump and the Amsoil ATF used for the PS fluid was still a nice cherry color. I replaced the fluid anyway with Mobil 1 ATF and the problem remains. I read with interest the faqs that said a stretching of the PS pump relief valve may help. Before I start tearing down the car I'd like to figure out further whether the problem is the rack or PS pump. I can't understand why the problem occurred now and not when the car was parked behind the barn this Spring. The car has 294K miles on it and has had Amsoil ATF in the PS since around 100K miles.
--
Mine: 3-940s running, 2-740 and 1-940 parts cars, and 3 1959 John Deere 630s (1 for parts), dtr1:3-940s, dtr2:1-740, 1

Have you really looked at the tie-rod ends and ball joints? These racks and pumps are pretty robust but dry tie-rod ends (outer tie-rods) are pretty common and sitting will cause a very stiff action. Same with REALLY rusty ball joints.

If need a rack, I cannot praise Jorgen enough.

Onkel, you make a good point. Actually, I replaced the ball joints, outer tie rod ends, cone bushings, and sway bar bushings last week before even driving the car after taking it out of storage. I drove it maybe a mile. Maybe the tie rod end(s) or ball joints are a little tight. They are MOOG brand.

The car is my daughter's. She is driving it this morning to work for the first time this season (fall, winter) so it will have 50 miles on it when she comes home tonite. I'm hoping they will loosen up after making a few turns and hitting a few bumps in the road.
--
Mine: 3-940s running, 2-740 and 1-940 parts cars, and 3 1959 John Deere 630s (1 parts), dtr1:3-940s, dtr2:1-740, 1=940

I got to thinking about the new ball joints and tie rod ends on the 740 and why the steering was acting up now and was fine when the car was parked this Spring. I could hear the PS pump relief valve bypassing while sitting still and cranking the steering wheel. The effort was the same in each direction.

So, after re-reading the 700/900 faqs on steering I thought I'd try stretching the spring in the PS pump as in the faqs. I have a parts car (actually 3) so took the spring out of the car and it was 48mm. I then took the spring out of the one that had the problem and it also was 48mm. I stretched one to 55mm (same as the person did in the faqs) and put it in the PS pump of the problem car.

The steering is very much improved and the relief valve bypass is almost gone. My daughter, the owner of the car, is happy so am I too. So, this is probably a band aid to a worn rack but it definitely helped a lot. Now I am guessing the problem was due to the new and tight fitting ball joints and outer tie rod ends. Maybe, after a few hundred miles to loosen up, the steering will improve even more.

Removing/stretching/replacing the spring is a 10 minute job. I used a 17mm wrench to remove the high pressure line connection and then a 7/8" box wrench to remove the relief assembly which consists of 3 parts. A magnet helps to pull out the 2nd piece and you can get the spring with your fingers. It is messy, with about a quart of fluid running out while the high pressure connection is removed.
--
Mine: 3-940s running, 2-740 and 1-940 parts cars, and 3 1959 John Deere 630s (1 parts), dtr1:3-940s, dtr2:1-740, 1=940

Hello,

Thanks to you jd620! Now I know more about steering pump pressure adjustment. Took out the valve and spring from my Saginaw pump.

Well it was a mess as I didn't empty the reservoir first. Didn't anticipate fluid would be flowing from the opened fitting till reservoir is empty. The spring was 47mm long so I stretched it to 53mm. Much better steering assistance now!

Regards,
Amarin.

Whoaa! Got to look into this spring thing , thanks guys!

Hello,

Here's a link for more detail.

http://www.moparaction.com/tech/beep/PUMP_IT_DOWN-re-v1.4.pdf

The procedure calls for washer change at the valve but I think lengthening the spring as jd620 did is much easier.

Regards,
Amarin.

Would this procedure help in overcoming a slight resistance that lets go during a turn when the temperature here in South Fl. gets cooler in winter time?

Mine was like that, it was not hard to turn the steering wheel through the complete range of turning. There were hard and easy spots. I wonder if that is from the piston hitting the worn parts of the cylinder of the rack. The extra pressure in the pump may just make it less noticeable when the worn parts are hit by the piston. I'm just guessing.

I'm hoping my daughter can get through the MN Winter with the rack. The cold temps. may bring back problems. So far, so good. I'd sure like to see the car get another 5K miles on it and turn 300K.
--
Mine: 3-940s running, 2-740 and 1-940 parts cars, and 3 1959 John Deere 630s (1 parts), dtr1:3-940s, dtr2:1-740, 1=940

Glad you got it worked out - even if it is temporary. I've 2 rack failures (240) and both times the failure was preceded by leaking (past seals, out the driver's side inner tie boot). And both times the failure was catastrophic - once it was all I could do to get it to turn left (scary while in motion) and the other time I got a wicked oscillation in the wheel when I took a right turn at speed. I think if the rack fails, you won't have any doubts about it.

I doubt seriously if this had anything to do with the new tie ends/ball joints. While those new joints may be relatively stiff to move by hand, once on the car, the forces they see will cause even brand new joints to move with virtually no discernible resistance.

Leaks/noise are often the tell-tale for a pump that's on it's way out.
--
82 242 5.0L; '10 Cayman S; '15 Honda Fit

Thanks for the reply. No leaks with the rack. So far, so good!
--
Mine: 3-940s running, 2-740 and 1-940 parts cars, and 3 1959 John Deere 630s (1 parts), dtr1:3-940s, dtr2:1-740, 1=940

Did you put a new belt? Sorry if I missed that!

New belt recently. I could hear the pressure relief valve so there is plenty power to the pump.
--
Mine: 3-940s running, 2-740 and 1-940 parts cars, and 3 1959 John Deere 630s (1 parts), dtr1:3-940s, dtr2:1-740, 1=940