That makes sence. I bet they got tired of replacing the parts for heavy handed techs.
I think they should have changed the design and made it a through shear pin.
Collapsible Steering Shaft Demystified
- Thread starter Dana67Dart
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I think they should have changed the design and made it a through shear pin.
I can understand that for fifty years ago for a factory mechanic with parts available. I don’t think I can run down to my local dealer and pick one up today. Plan B? I will do the best job that I can do. In the end it will be functionally equivalent to its original condition.
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scatpackbee
Well-Known Member
Great info here.
Where did you hear that ? What factory keeps seat belts in their system for replacements for 10 year old (or older) cars ?
jos51700
Green Bearing thread connoisseur
Where are all the people that replaced the pot coupler with a U joint at now? Vanished.
Chrysler needed a telescoping shaft. They needed a tight fit of the parts for turning precision, but no restriction in the linear/axial dimension for collapsing. You can't have steel on steel, corrosion becomes a factor and a steering shaft that's rusted together can be just as solid as steel. Plastic bushings are the solution.
The holes and pins are multi functional but basically are the easiest way to inject plastic into a joint for a zero-slop tight fit (assembled bushings would require clearance which doesn't help things stay tight) and the other hole allows air escape and verification that the joint is filled. I can prove this because I've seen some columns that have a thin smear of plastic on the face of the shaft where plastic spooged out between the injector and shaft face. When Larry pulled the shaft out of the injection machine, I'd wager paper money that there was a check box on a sheet that he had to verify plastic in all four holes.
It's typical Chrysler: a cheap solution that works, to a complex problem.
The pins also serve as an indication of condition and hold a part in place during assembly.
This was recommended in Mopar Action decades ago. The plastic is nylon that's injected. If I remember right, the article suggested popping the pins to expand the column a little bit if you wanted to get the steering wheel slightly closer to you. Drill a hole all the way through and put new pins in.
Chrysler needed a telescoping shaft. They needed a tight fit of the parts for turning precision, but no restriction in the linear/axial dimension for collapsing. You can't have steel on steel, corrosion becomes a factor and a steering shaft that's rusted together can be just as solid as steel. Plastic bushings are the solution.
The holes and pins are multi functional but basically are the easiest way to inject plastic into a joint for a zero-slop tight fit (assembled bushings would require clearance which doesn't help things stay tight) and the other hole allows air escape and verification that the joint is filled. I can prove this because I've seen some columns that have a thin smear of plastic on the face of the shaft where plastic spooged out between the injector and shaft face. When Larry pulled the shaft out of the injection machine, I'd wager paper money that there was a check box on a sheet that he had to verify plastic in all four holes.
It's typical Chrysler: a cheap solution that works, to a complex problem.
The pins also serve as an indication of condition and hold a part in place during assembly.
I can't speak for all couplers, but every pot coupler I've seen has a pin in the wall to prevent this. Iirc, some shafts had a pin or clip at the bottom to help prevent this too but I could be wrong on that part.
This was recommended in Mopar Action decades ago. The plastic is nylon that's injected. If I remember right, the article suggested popping the pins to expand the column a little bit if you wanted to get the steering wheel slightly closer to you. Drill a hole all the way through and put new pins in.
The NTSB sees seatbelts as a single use parts like airbags.
When in an accident the forces can cause damage that is not visable and result in the belt webbing less functional in another accident.
Not that anyone changed them out. I know I have never done it.
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cudamark
Well-Known Member
I've always wondered why NHRA makes you get your aftermarket seat belts and harnesses re-webbed every 5 years, but will let you run original 60 year old lap belts at antique drags. Having been in the auto repair and recycling business for over 40 years, I've never seen a seat belt webbing fail. I've even pulled them out of fatal wrecks and used them to pull engines. They're extremely strong. There were some latch hardware designs that were less than optimal, but, most were quite adequate and very hard to damage in a crash. Now, some of the late model pre-tensioners are a different story. I would want to re-use one of those from a wrecked vehicle.
mopowers
Well-Known Member
I think it's shittier than that - like every 2 years or something.
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slantsixdan
=..=
skep419
5.9 Magnum 4 speed afficionado
RTV has been holding for years, not sure if it's right or how it'd work in a crash but.......
Crash coarse collapsed steering column repair
Crash coarse collapsed steering column repair
cudamark
Well-Known Member
The article mentioned (from just a quick scan) looked like it mainly dealt with the webbing and it's stitching method. Still, in the 1000's of wrecked cars I dealt with on a daily basis, I don't recall a single seat belt where the webbing or stitching failed....and most of these were older cars (mostly 60's and 70's Mopar cars and trucks, my specialty), so age would have played a part too you would think. My main gripe was the NHRA requirement, which I think is total overkill. These aftermarket belts are state of the art. Has anyone heard of one failing because of age/deterioration? I've drag raced and been part of pit crews for over 40 years and never saw a problem with one.....some pretty hairy wrecks too.....
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