Steering Rack


Drawing from Workshop Manual. However the correct damping function requires small clearances at the red arrows. As shown is what happens when the cover is fitted without shims, and the rack starts to bind in the housing. The gap between cover and body is then measured and a shim of that measurement plus 0.5 to 3 thou fitted. Fitted with that the cover A is pressing on the yoke B, which is pressing on the spring C, which is pressing the damper D onto the rack E, leaving a total of 0.5 to 3 thou clearances at the indicated points. The shims and cover gasket fit round the yoke, they do not press on it:

The underside of the yoke (B) showing the damper (D) protruding (left), and the top of the yoke with the damper and spring (C) as would be fitted from underneath: (Anon and John Pinna)

First cost-reduction - nylon yoke (B) with a recess for the spring (C) in the top this time, and no separate damper (left), the underside of this type, in this case metal (right): (Anon)

Adjuster screw and locknut, appearing on new and reconditioned racks from sundry suppliers, in this case for the MGC: (Moss Europe)

On the left how they should be assembled i.e. with the spring in the yoke and the washer on top of the spring under the screw. In the centre the washer was under the spring and the screw had nothing to press against, resulting in a huge amount of play between rack pinion. On the right the underside of this yoke: (Linton Husbands)

Tie-rods: Ball housing A presses the inner ball on the tie-rod against a sprung seat B. Lock-nut C is staked to both the ball housing and the rack at the indicated points to lock it in position. This drawing from the Workshop Manual should really show clearances at the red arrows, as drawn the joint is fully locked down i.e. the spring is fully compressed and the tie-rod wouldn't articulate: (Workshop Manual)