Steering System

Information

This inspection applies to the steering mechanism of all types. 

Power Steering 

If power steering is fitted, the engine can be run for some checks requiring steering movement.  (See also sub-section B). 

Access to steering system. 

It may be necessary to open the engine compartment to examine some steering components on some vehicles (e.g., steering rack mounted on upper part of the bulkhead, etc).  If power steering is fitted: 

• The engine may be running, and 

• Care must be taken when inspecting components in the engine compartment. 

Steering joint dust covers. 

If a steering joint dust cover is split or missing greater care must be taken when testing the joint. 

Components enclosed by gaiters. 

Because dismantling is not permitted, it is accepted that visual examination of some components which are enclosed by protective gaiters will not be possible. 

Types of Movement 

Relative movement due to excessive wear MUST be distinguished from relative movement due to built-in clearance or spring loading of a joint. 

Bonded Joints 

These show movement due to elasticity. Slight deterioration is acceptable. 

When to carry out these inspections. The inspections in sub-section ‘B’ may be carried out at the same time as the inspections in sub-sections A and C. 

Method Of Inspection 

A. Play Under Load 

1. With the front road wheels on the Play detector plates, operate the control to rock the steering in both directions, examine the complete steering mechanism under the vehicle. 

Check for :

• Insecurity of any components 

• Relative movement between sector shaft and the drop arm 

• Loose ball pin shanks 

• Loose track rod end or drag link ends 

• Weak or broken socket springs 

• Excessive play in ball joints. 

• Excessive play at pivot points. 

• Relative movement between the steering arm and its fixings. 

• The condition and security of rear wheel steering components, including front to rear connecting shafts. 

If the rear wheel steering is inoperative, check the position of the rear wheels and whether it affects the front wheel steering 

Note 1: 

Play must not be regarded as excessive unless it is clear that replacement, repair or adjustment of the component is necessary. 

Note 2: 

To prevent damage to the steering lock system it is important that examiners ensure the steering lock is disengaged before applying any force to the steering system. 

B. Static Inspection 

With the road wheels on the ground and the steering wheel and system stationery. 

Check for: 

• Wear in the neck of ball pins 

• Track rod or drag link ends misaligned 

• Condition of ball joint dust cover 

• Components fractured, cracked, damaged, excessively corroded or deformed. 

• Inappropriate modification or repairs, especially by welding, or evidence that excessive heat has been applied, to steering components or structural members. 

• Fluid leak from a steering damper seal or gland. 

• The presence and security of retaining and locking devices 

Note:  It is not always possible to determine the presence and effectiveness of certain types of locking devices e.g. locking fluid or ‘nyloc’ nuts. 

• Excessive corrosion, severe distortion or a fracture in the chassis or integral body component e.g. steering box or rack, idler arm mounting, etc. 

Note:   This inspection also applies to rear wheel steering systems including front to rear connecting shafts. 

C. Lock to Lock Check 

Turn the road wheels from lock to lock. It is important that this inspection is carried out keeping in mind the suspensions normal running position. 

Check for 

• Fouling, particularly brake hoses 

• Brake hoses or brake pipes stretched or twisted 

• Presence, security and correct adjustment of lock stops if fitted. 

Note:  Some vehicles have lock stops comprising of rubbing pads on the body, which the front tyres may contact on full lock. These are acceptable if they are properly maintained so that they do not damage the tyre. 

• Condition and security of steering rack gaiters   

Note:  Expand steering rack gaiters for proper examination.  

• Oil leaking from steering box.  

• Tightness or roughness in the steering mechanism. 

• Handlebar grip/s or handlebar mounted control/s have clearance with other parts of the vehicle when the steering is placed on either full lock  

Reason For Rejection

A. Play Under Load

		Reason For Rejection	Deficiency Category
1		Insecurity of any part fixed to the vehicle structure, e.g., steering box, rack housing or intermediate drop arm pivot housing.	MAJOR
2		Relative movement between the sector shaft and the drop arm.	MAJOR
3		A loose ball pin shank.	MAJOR
4		A loose track rod or drag link.	MAJOR
5		A weak or broken socket spring.	MAJOR
6		Excessive play in a ball joint.	MAJOR
7		Excessive play in a pivot point (e.g., an intermediate drop arm).	MAJOR
8		Relative movement between a steering arm and its fixings.	MAJOR
9		Rear wheel steering system:
	A	A rear wheel steering component insecure	MAJOR
	B	Excessive play in a rear wheel steering mechanism connection or ball joint	MAJOR
	C	Hydraulic fluid leaking from a rear wheel steering system	MAJOR
10		Inoperative rear wheel steering where, the rear wheels are not held substantially in the straight ahead position, or the front wheel steering is adversely affected.	DANGEROUS

B. Static Inspection

Note:  Reasons for Rejection B and C apply to rear wheel steering.  An inoperative rear wheel steering system is not a reason for rejection if. 

a. The rear wheels are held substantially in a straight ahead position. 

b. The front wheel steering is not adversely affected

	Reason For Rejection	Deficiency Category
1	Sharp or deep grooves in the neck of a ball pin.	MAJOR
2	Track or drag link ends seriously misaligned.	MAJOR
3	A steering rack gaiter or ball joint dust cover insecure, damaged or deteriorated but still prevents the ingress of dirt etc.	MINOR
4	A steering rack gaiter or ball joint dust cover missing, insecure or excessively damaged or deteriorated to the extent that it would no longer prevent the ingress of dirt etc.	MAJOR
5	A component fractured, or cracked, damaged, excessively corroded or deformed so that it is unserviceable.	MAJOR
6	Inappropriate structural modification or repair by welding to a steering linkage component, or signs of excessive heat having been applied.	MAJOR
7	Slight leakage of fluid or oil from system.	MINOR
8	Fluid or oil leakage to such an extent that it is clear that the seal or gland has failed.	MAJOR
9	A retaining or locking device missing or insecure.	MAJOR
10	Deliberate modification which significantly reduces the original strength, excessive corrosion, severe distortion, a fracture or an inadequate repair of a load bearing member or its supporting structure or supporting panelling within 30cm of a steering component mounting, that is, within a ‘proscribed area’. See Appendix A	MAJOR

C. Lock to lock Check

	Reason for Rejection	Deficiency Category
1	A component of the steering mechanism, road wheels or tyres fouling any part of the vehicle.	MAJOR
2	A brake pipe or brake hose stretched, twisted or seriously damaged.	MAJOR
3	A steering lock stop, incorrectly adjusted, missing, loose, damaged, or insecurely locked.	MAJOR

Note: A missing steering lock stop should only be failed where it is known to have been fitted as standard.

	Reason for Rejection	Deficiency Category
4	An insecure, split or missing steering rack gaiter	MAJOR
5	A significant oil leak from the steering box	MAJOR
6	Excessive tightness or roughness in the steering mechanism.	MAJOR
7	Handlebar grip/s or handlebar mounted control/s have no clearance with any other part of the vehicle when the steering is placed on either full lock.	MAJOR