When swapping in an AGR Super...
When swapping in an AGR Super Box, the first step is to use a special puller to remove the pitman arm. This is the only way the arm will come off without ruining the arm or internal components.
Though this installation is...
Though this installation is on a custom Saginaw conversion, the same steps hold for almost all other Jeeps. The steering shaft joint is removed from the input of the box. These joints are either real U-joints (shown) a rag-type joint, or the bell version common on most stock Jeeps. The bolt needs to be fully removed from the joint to slip off the coupler.
Remove the lines, or at least...
Remove the lines, or at least break them free while the box is stationary on the frame. Use line wrenches to prevent rounding the nuts, and collect the oil for proper disposal. On some Jeeps, the lines cant be reached, so the box will have to be removed to access them.
Four bolts hold the box to...
Four bolts hold the box to the frame or frame bracket from the back of the box. A few conversions like this have one or more bolts going the wrong way and will need to be modified for the new Super Box. On this Jeep, the framerail was bored and sleeved so the bolts would all enter from the outside and the new box could be mounted.
Heres how most late...
Heres how most late CJ-5 and -7 brackets look. The bracket needs to be removed from the frame and shackle bracket as well do the two bolts on the top crossmember. With these bolts off, the box falls down, and the inner bracket can be taken off the box.
Externally the two units appear...
Externally the two units appear the same, but the AGR box has a 3 1/4-inch piston instead of the stock 3-inch style. This longer piston helps deliver more force to the steering system for handling large tires and locking diffs in tight situations.
After bolting the new box...
After bolting the new box on, the coupler is refitted. Earlier Jeeps had a 13/16-inch-diameter input shaft with 36 splines, and the later units have a 3/4-inch shaft with 30 splines. The stub coming out of the end of the shaft can be cut off if its in the way of your joint.
New power steering lines should...
New power steering lines should be used, since its difficult to tell if theyre bad. Hoses degrade from the inside out, and the rubber contaminates and plugs the oiling system. The low-pressure return line must be power steering hose, not fuel or transmission line, since they deteriorate much faster than the real stuff.
Slap the pitman arm back on,...
Slap the pitman arm back on, then coat the threads with Loctite. The lockwasher and nut are installed and torque to specs. Notice how we had to grind the pitman arm on the sides to fit on the puller. If youre installing a replacement arm, make sure you can fit a puller on it if you need to remove it later.
Prior to fuel injection, all...
Prior to fuel injection, all Jeeps used the fullsize Saginaw pump shown. AGR specially builds the Super Pump for 1,500 pounds of pressure with a much greater flow rate and matched to the Super Box. Take off the old hoses and remove the fluid, then remove the fan belt.
The pulley on most pumps is...
The pulley on most pumps is pressed on and requires a special tool for removal. Dont even try a regular gear puller; the pulley will get bent. This Jeep has the earlier nut-retained pulley, so the nut is unscrewed and the pulley slides right off.
Remove the pump from the brackets,...
Remove the pump from the brackets, drain the fluid and clean it up, since you need to reuse the old canister. The new Super Pump is a pump only and doesnt include the canister, though AGR does have certain canisters available.
The pump body is held onto...
The pump body is held onto the canister from the backside by bolts or studs, which need to be removed. The flow-control pressure valve on the back is held in with a large nut, which also comes out the back. Be careful not to drop the spring under the valve when you remove it.
The old pump is fitted into...
The old pump is fitted into the canister with an O-ring in between, so pulling the old pump out can be hard. The new pump is fitted with a new O-ring before its fitted to the canister. Make sure the canister is spotless before reassembly.
Special square-cut rings are...
Special square-cut rings are fitted at the bolt-hole locations to seal the canister to the pump. Use a little grease to retain these rings during assembly. The new pumps have a greater flow rate and pressure capacity for increased steering performance. Slip the pump into the canister and install the retaining bolts and then install the control valve.
Assemble the brackets on the...
Assemble the brackets on the pump, and install the unit on the engine. Hook up the new hoses and install new belts for optimum performance. Remember to retighten the belt after the first 100 hours, since the belts will stretch and loosen.
Special power steering fluid...
Special power steering fluid is required, not ATF or red hydraulic fluid. The steering system puts far greater stress and heat on the fluid, so the special properties of the Valvoline Syntech fluid is recommended. Fill the reservoir and let the system self-bleed with the cap off. Install the cap and then start the engine. Turn the steering wheel lock to lock to remove air from the system, then turn off the engine. Let the system sit to allow the air bubbles to escape from the fluid. Now youre ready to rock and rolluh, how about just rock?
Power steering is one of lifes great inventionsespecially if youre running big tires on your Jeep, or trying to negotiate a rocky trail. Just try driving the Rubicon trail sometime with low-pressured 35-inch meats and a manual system, and your tired hands and arms will tell you the truth.
However, not all power setups are the same. Factory units are designed for stock tires that are ready to explode at 35 psi. If thats what you run, you probably dont even need an upgrade. But combine big tires, low pressure, and an old, weak power unit and youre just asking for trouble.
Thats where the AGR Super Box and Super Pump come into their own, since theyre specifically designed for this scenario, and the performance they deliver is, well, super. But even more important is these units are basically stock in form and functionmeaning they bolt right in and can be replaced anywhere should the unlikely need arise. We visited the AGR plant in Texas and got the grand tour as well as the details on why these components work so well.
AGR starts with a stock-type Saginaw steering box, the same basic type that came factory on Jeeps as far back as 1966 and are still in use today. The CJ series used the box starting in 1972, and most earlier Jeep conversions use the same unit or a variation of it. The same goes for the pump, which is a standard Saginaw vane-style that was used in roughly the same years and vehicles as were the boxes.
The major difference is the amount of flow and pressure these two components work with. The Super Box is a bit larger with a bigger piston for more force, and the Super Pump features more pressure and volume. Also, special attention is paid to blueprinting all of the pieces and matching them to serious rockcrawlers needs. The box features custom porting and valve work and other details that are proprietary in nature.
We decided to swap out a leaking, squealing, binding combo that had worked well in its early days, but had seen too many trails. While the Jeep is not a box-stock rig, the way the new AGR pieces mount is basically the same, and your CJ, YJ, TJ, or FSJ can just as easily benefit from the upgrade.
Follow along as we mount the new parts and relieve the frustration of worn-out components, arms, and hands.