I’m working on a 1960 New Yorker. Oneof the issues I’m having trouble with is
getting the horn to work properly. Contact
wheel, relay wiring are all OK to the
column itself. As a matter of fact, when
you take the turn signal switch from
the column, the horn goes off as your
removing it. I can’t get the black wire
in the center of the steering column to
work the horns. There is no power on
it or ground. No matter how I hook the
test light, I don’t get anything. I know I’m
a moron, but usually I can figure these
things out. Any help would be appreci-
ated. I know that this is your specialty
that’s why I know you’ve got the
answer.
–
The circuitry is simple. Terminal “IGN”
on the relay should have +12VDC
whenever the ignition is on. Terminal
“H” goes to both horns. Terminal “B”
goes to always-on +12VDC at the
starter relay. Terminal “GRD” goes to
the horn switch via the steering column.
This is a bit different than most
’60s Mopars because the turn signal
switch is not in the steering column (it
is on the dash).
The first test would be to run a
small jumper wire from terminal
“GRD” to ground (key on). The horns
should sound. From what you have
described, I believe they will.
If so, the trouble is up at the wheel.
Be sure the column jacket is grounded
properly, this should almost be a default,
since the column bolts directly to the
underdash bracketry. Grounding the center
wire (again, a small jumper) should
sound the horn. If so, the problem lies
with the switch. Unfortunately, the service
manual is mute on this, but the
switch is virtually identical to the later
’60s stuff.
There may be a ground brush or
wiping contact somewhere, I’d check
for that first, still, my guess (and only
a guess) is that there is a wire directly
through the shaft which is broken or
intermittent.
For decades, both Mopar
Performance and yours truly have
recommended the premium MP
distributor drive shafts, which
have improved construction
to prevent the hex tip (where
it engages the oil pump) from
snapping. So, when a friend
called to ask for help—his ’69
440 had suddenly went from
60 PSI to zero oil pressure, I
instinctively knew where to
look. Sure enough, removing the
gear showed a missing hex
tip. Me? I would have just
fished the tip out with a long
magnetic tool, slammed in a
new MP gear, and, hopefully,
driven on.
