Piston Slap: Rackin’ Up The Benefits Of Steering Racks
Jay writes:
Sajeev,
What are the downsides to recirculating ball, old-school steering (with a steering box)? How is rack and pinion better? Seems more complex.
Sajeev answers:
While it is more complex, rack and pinion has serious advantages in a world of ever-improving powertrains (i.e., we have more power) and tire compounds (i.e., more grip) as time progresses. You simply want more precise steering as you continually push the performance envelope. And there’s a story to be told here, as steering innovations in the last 40+ years deserve the oxygen of publicity.
![BMW E21 3-series cut away drawing](https://hagerty-media-prod.imgix.net/2024/08/BMW_3_Series_E21_cutaway_drawing.jpg?auto=format%2Ccompress&ixlib=php-3.3.0)
Perhaps the best means of shedding light on these two methods of steering comes from picking on a rack and pinion “laggard” like the BMW 7-series. While most platforms from Lexus, Infiniti, Cadillac, and Lincoln introduced in the last 40 years had rack and pinion steering, BMW (and Mercedes-Benz, to be fair) stuck with steering boxes for their flagship sedans for a bit too long.
![](https://hagerty-media-prod.imgix.net/2024/08/P90046995_lowRes_bmw-750il-e38-radiog.jpg?auto=format%2Ccompress&fit=crop&h=431&ixlib=php-3.3.0&w=640)
I spent many an hour in a low-mile, well maintained 1996 BMW 750iL (E38) and loved every minute of it. BMW clearly worked with Satan himself to make antiquated steering boxes perform shockingly well, but that long-wheelbase example still didn’t turn in like other rear-wheel drive luxury cars of the era. (Looking at you, Infiniti Q45 and the Lexus LS 400).
That sin was addressed with the 2001 BMW 7-series (E65), as BMW made a new platform that accepted rack and pinion steering like the 3 and 5 series before it. BMW’s press release, highlighting the benefits of this model’s new rack and pinion steering:
• Precision of road feel
• Lack of “free play” at the steering’s center position
• Lower weight, because there is no center arm.
They are right, and I’d include the potential for a lower center of gravity. Many steering racks are slender enough to be mounted lower in the chassis than a steering box. That may not make a notable impact on its own, but concurrent innovations with other subsystems have an additive effect (so to speak) on a vehicle’s dynamics. Consider the weight saving benefits of plastic intake manifolds, aluminum suspension components, etc. as innovations that can really highlight the lower center of gravity with rack and pinion steering.
![](https://hagerty-media-prod.imgix.net/2024/08/BMW-760Li_E66-2003-HD-497a6fb01b650fb79752a9156ae431d5599b7f42a.jpg?auto=format%2Ccompress&fit=crop&h=465&ixlib=php-3.3.0&w=640)
Back on topic, that same press release attempts to explain why BMW took so long to add the benefits of rack and pinion steering to their flagship luxury sedan. And we should let them do just that:
“BMW’s 3 Series has long used rack-and-pinion steering; the Z4 Series and Z8 have it too, as do 5 Series 6-cylinder models and all X5s. Now, careful development has produced a rack-and-pinion system that brings the above advantages to the 7, while meeting the highest standards in isolating road shock from the steering wheel.”
Forget about the aforementioned Lexus, even the front-wheel drive, rack-and-pinion-equipped 1985 Cadillac DeVilles did a great job “isolating road shock” from the steering wheel. And the steering feel wasn’t half bad considering the target demographic, too. So let’s find out how much “careful development” was really needed on BMW’s part to make this design worthy of a 7-series.
“To enhance the system’s fundamental weight advantage, the rack-and-pinion housing is made of aluminum.”
That’s on par with the aluminum rack and pinion housing in the flagship Lincoln Continental for 1982. Which was basically the same unit from the Ford Fairmont of 1978. Come on BMW, you can do better. And they did:
“Power assist is also variable, via the Servotronic vehicle-speed-sensitive system. This reduces steering effort in parking and at very low road speeds more than the engine-speed-sensitive system of most other BMW models, as is appropriate for BMW’s largest, most luxurious cars.”
Now we are talking! Time has sped forward from 1978, to what may have been the first speed-sensitive steering first, seen in the computer controls of the 1988 “Essex” Lincoln Continental. Now I own one of these Lincolns, and it’s painfully clear Ford Motor Company was on the bleeding edge of this technology. Of course, ’88 Conti’s speed-sensitive steering isn’t as linear as a modern system. Perhaps the computers were too rudimentary back then, or maybe the valving was aggressive enough to forgo linearity for outright shock value.
BMW clearly benefitted from waiting for other automakers to make their mistakes on the technology available at the time. So let’s get into the best reason for rack and pinion steering, as offered by the press release.
“It also includes a feature of the 6-cylinder 5 Series models and Z8: a variable steering ratio. The rack-and-pinion gear teeth are profiled to make the steering ratio 10.6% ‘quicker’ as the wheel is turned away from the center position. This fine-tunes steering response according to the situation one is in, be it on an Interstate at today’s high cruising speeds or maneuvering into a parking space.
Variable steering ratio and variable power assist are not the same thing; they are two separate features, here optimally complementing each other.”
I am certain most American and Japanese automakers did variable steering ratios in the same manner ever since the early 1980s. (My 1982 Ford Shop manual says the aforementioned Fox-chassis Lincoln had a variable steering ratio inside its aluminum case.)
But the difference is in the details, as BMW assessed everyone else’s efforts to make a rack and pinion steering system with modern technology. They took the lessons learned from the 1980s and 1990s and honed it into something with just a little more engineering finesse for a flagship BMW.
Combined with a more revolutionary suspension innovation (hydraulic anti roll bar), the rack and pinion’d E65 7-Series performed admirably in the corners. Granted the E65 was larger, taller and generally reviled by BMW enthusiasts, but the steering improvements under its skin still have merit. That’s my story and I’m sticking to it.
Believe it or not, my intention in this Piston Slap was not to bury BMW for being so late to the party. I wished to show how one company’s implementation of an innovation can reveal a story of advancements from across the industry. (Presumably by companies with larger R&D budgets and more willingness to share platforms with cheaper vehicles.) And one such worthy advancement is absolutely the rack and pinion steering system.
![](https://hagerty-media-prod.imgix.net/2024/08/BMW-760Li_E66-2003-HD-655f561c1b6540161e36245cb7b3e16358623e42a.jpg?auto=format%2Ccompress&fit=crop&h=469&ixlib=php-3.3.0&w=640)
You’re right, Jay, the design is more complicated, but it’s been so thoroughly developed and iterated over the years that its additional benefits outweigh the added complexity. Did I steer Jay to the same conclusion you, the Hagerty Community, would have reached? Take it home for all of us in the comments section!
Here is the readers digest version.
Lighter, cheaper, less parts, smaller. Easier to adapt electric power steering.
As for feel depends on the car. Some are better than others and how it is tuned matters.
I enjoyed the article’s methodology/approach but also appreciate the summary.
I’m not sure where I stand on steering tech really… I loved my 64 Buick LeSabre’s floaty steering that one finger could spin the wheel. But that was extra boaty-floaty as it was worn in nearly every area (i.e., springs, shocks) so not built for the road course.
It appears a lot of aftermarket conversions for rack-and-pinion are out there now for older vehicles. Haven’t seriously looked into it (or if there is other options), but may at some point for my 69 Mustang.
Steering is one of those things that is so heavily dependent on other elements of the car. For me, the biggest contribution to better steering is wheel weight and tire design. (I am still shocked at how much better some of my cars perform with smaller and/or lighter wheels)
Me too! Recently ditched the 20” wheels on my 981 Cayman for 19s. Wheel diameter seems to have become more a function of styling than performance.
Very nice! At some point bigger wheels and smaller/shorter tires are worse for both street and track use. Lots of variables apply, but I am sure you gained performance at the expense of a little less curb appeal.
If we were all in outright head to head competition as we motored to work or the mall–oh, wait, the Interstate DOES look like that–then maybe I can see an argument for lightning quick, pinpoint accurate (don’t sneeze because you might change three lanes unintentionally) rack and pinion front ends. But I enjoy my ’65 Plymouth standard steering front end and the relaxing nature of a vehicle that stays in its lane and just goes on down the road.
It always made sense to me that the sport cars had rack and pinion front ends , but their purpose was different. I would hope that purpose would stay on the track and we would kinda chill a little and understand that getting “there” 20 feet in front of the guy you just passed really doesn’t accomplish much!
I love to drive , but I don’t think we need to push the competition on daily driving.
Steering feel is something that is so important and has been lost in a lot of cars these days. My 90’s car with hydraulic steering communicates so much and my current day car feels like a simulation. So different.
Agree 100%. The 981 Cayman that replaced my 996 Boxster has electric steering, and it’s a significant step down in feel from the Boxster. Simulation is a good way to describe it.
I wonder if many (most?) of the aftermarket rack and pinion conversions are as well engineered as the OEM systems you’ve cited in your answer. Yes, probably a 7-series luxury car has a lot of whistles and bells – but if one orders a kit from Jegs to fit their ’40 Ford coupe, are they going to get the same stuff? Doubt it.
Most of the conversion kits I’ve seen using Mustang II front clips will use a Ford steering rack. Whether or not its a good quality rebuild (or a new part!) is another story.
I just ordered a Borgeson integrated (traditional) steering box for my C3 to eliminate the steering valve in the linkage. This valve introduces a lot of slop and has a bad habit of leaking. One of the benefits of the Borgeson box is that it has a more aggressive ratio in addition to eliminating the valve.
I am curious to see if it gives me rack and pinion feel. I suspect that there is no feel difference between rack and pinion and a traditional box and it has a lot more to do with ratio and the amount of ‘gain’ introduced by the steering assist. I suspect that manufacturers moved to more aggressive ratios and less gain at the same time they moved to rack and pinion, so folks tend to associate these changes with rack and pinion
I will have objective experimental data once I get this thing shoe-horned into the car
We had an ’88 Fiero GT. They have manual racks and I always felt it had the best steering feel of any car I’ve driven. Not that I have driven that many cars, but I liked it better than the newest Gen Viper, our ’07 V6 Mustang, my kid’s ’15 WRX (though that one is close) and even Dad’s old 2002 BMW M3, though I’m sure I’ll never hear the end of that.