In fiberglass-bodied trucks make sure that the column is grounded properly. An improperly grounded column can cause the horn and turn signals to work erratically or not at all. This can easily be fixed by attaching a ground strap from the column to the vehicle's chassis. When using LED-style lighting for turn signal and brake lights a standard flasher cannot be used. LED-style lights do not pull enough voltage to cause the flasher to open and close the circuit. A special LED flasher must be used for proper turn signal operation.
Clocking The Canceling Cam
The canceling cam has two functions; first it acts as a contact for the horn and second, it cancels, or turns off, the turn signal as the steering wheel comes back to the straight-ahead position. When the canceling cam is not clocked or timed correctly in the column the turn signals will not cancel (turn off) or they will cancel too quickly. To properly clock the canceling correctly you must first look at the top of the column as a clock face. On the canceling cam itself there is a stem that sticks up approximately 11/2 inches. Imagine this stem as the hour hand and place it at approximately the 11:30 position. This will ensure that the turn signals will cancel every time.
The most common error made when installing a U-joint is not dimpling the shaft.
The end of the set screw is a cup point and does not sit flush on a flat surface. If the shaft is not dimpled, the set screw will feel tight but after a short time the U-joint will feel loose and you will have play in your steering system. By dimpling the shaft you increase the clamping force of the set screw creating a tight fit between the U-joint and the shaft.
Another error that is common when installing a U-joint is creating too tight of an angle.
When the U-joint is installed at too tight of an angle, (typically more than 30 degrees, depending on the style of U-joint), it will cause a binding, or a tight spot, in the steering system. This binding is caused when the U-joint yokes are actually coming into contact with each other. In these instances a third U-joint and a support bearing have to be installed to reduce the angle. Always make sure that a red thread locker is used on the set screws to ensure that they do not loosen up from vibration.
One of the most common errors made when installing the U-joints is putting too much of the shaft into the yoke. On any universal joint you want 7/8 inch of the shaft in the yoke; this will place the shaft flush with the yoke itself. Too much shafting through the yoke causes interference with the bearing cross, which will make the U-joint feel like it is binding.