When it comes to how a car feels on the road, the steering rack is the unsung hero—or the silent killer. It’s the backbone of your handling confidence, the difference between carving corners like a scalpel or wrestling with a vague, wandering wheel that makes you question your life choices.
A bulletproof steering rack can last hundreds of thousands of miles with nothing more than fluid and respect. A bad one? That’ll have you chasing alignment ghosts, topping up fluid like it’s windshield washer, and praying it doesn’t blow out mid-turn.
In this article, we’re putting ten cars under the microscope—five that are engineering masterclasses when it comes to steering durability, and five that earned a reputation for leaks, play, or early failure.
Cars With Bulletproof Steering Racks
Whether you’re shopping used, wrenching on a project, or just curious about which cars nailed (or flunked) one of the most vital components of vehicle control, this list is your unfiltered guide. No brand loyalty, no excuses—just real-world reliability (or lack thereof).
Let’s get into the good, the bad, and the rack-and-pinion ugly.
1. Toyota Land Cruiser (1998–2021)
The Land Cruiser has a legendary reputation for mechanical robustness, and its steering rack is no exception.
Designed for durability under extreme conditions, the Land Cruiser’s rack can absorb years of abuse from off-roading, towing, and harsh climates without developing leaks or looseness.
Owners routinely report going over 200,000 miles with no steering issues, even in older 100 and 200 Series models.
Despite all the accolades Toyota receives in the U.S.—its reputation for near-mythic reliability and the Camry’s status as a perennial bestseller—one key detail has long gone unnoticed. No vehicle carrying the Toyota badge has ever been offered in this country with a V-8 engine—the quintessential motor that defined American-made vehicles for generations.
That ends this year with the debut of the latest Land Cruiser SUV, now available with a V-8 under the hood. To seriously compete in the luxury SUV segment, where price tags often exceed $40,000, the Land Cruiser needed the added power.
Its primary competitors—the Lincoln Navigator and the Range Rover—have had V-8s for years. The prior Land Cruiser’s 212-hp inline-six was as refined as many V-8s, but even when pushed hard, it struggled to move the 5150-pound vehicle with anything resembling eagerness.
Fortunately, the new V-8 proves worth the wait. Built on an iron block with aluminum heads, it uses double overhead camshafts and 32 valves. This configuration makes both the Land Cruiser and its upscale Lexus twin, the LX470, the only vehicles on the continent equipped with a four-valve-per-cylinder V-8.
Displacing 4.7 liters, the engine produces 230 horsepower and an especially notable 320 pound-feet of torque. Among SUV V-8s, only the Range Rover’s 4.6-liter boasts a superior horsepower-per-liter ratio. In torque-per-liter, however, Toyota’s new engine takes the crown by a wide margin.
With this newfound muscle, the Land Cruiser is once again competitive in the acceleration department. It hits 60 mph in 9.4 seconds, which is right alongside the Range Rover 4.6HSE (9.2 seconds) and the Jeep Grand Cherokee Limited with the 5.2-liter engine (9.1 seconds).
It even edges out the four-wheel-drive Lincoln Navigator, which lags at 10.3 seconds. That said, the Grand Cherokee 5.9 Limited, at a blistering 7.0 seconds, will leave this Toyota behind—but then again, that Jeep will outrun just about any SUV at a red light.
Still, raw speed isn’t the headline here. This V-8 might be the smoothest truck engine we’ve ever tested. It revs freely to its 5200-rpm redline with virtually no vibration, echoing the “delectably crisp whine of the Lexus LS400’s V-8—the engine that spawned this truck version.”
The four-speed automatic transmission that comes standard is as familiar and reliable as ever. It shifts so cleanly that you’ll barely register the gear changes, aside from a subtle change in engine tone.
A console-mounted “power” button adjusts shift points to be more aggressive under throttle, though we’ve always felt this should happen automatically based on how hard you press the gas.
Another button enables second-gear starts for improved traction in snow or mud, though that feels a bit redundant on a full-time four-wheel-drive SUV—the only configuration the Land Cruiser offers. These are minor criticisms, however, in what is otherwise a refined and cohesive drivetrain that gives the Land Cruiser a genuinely upscale feel.
Also Read: Top 5 Hybrids With the Quietest, Smoothest Switchovers
2. Lexus LS400 / LS430 (1990–2006)
Toyota’s premium engineering shines in these flagship sedans. The LS400 and LS430 use high-quality materials and precise machining in their steering systems, resulting in silky smooth feedback and long-lasting seals.
Rarely do these steering racks develop the slack or fluid leaks seen in cheaper luxury sedans of the era. Many units last the lifetime of the car.
Back in 1989, Lexus emerged from Toyota and shook up the luxury car scene with a bold new idea of what a top-tier sedan could offer—V-8 power, impeccable refinement, and all at a price that made the traditional German heavyweights look overinflated. That debut model was the original Lexus LS. Fast-forward to today, and the LS has evolved into its fifth generation.
Now offered exclusively with a choice of two V-6 engines, the current LS was introduced in 2018 and is starting to show its age—especially when stacked against fresher rivals like the BMW 7 Series, Mercedes-Benz S-Class, and Genesis G90.
Even so, the Lexus LS continues to hold its ground thanks to its enduring strengths: exceptional comfort and smoothness. Unfortunately, it’s not the only player in the game excelling in those areas.
Competing models now bring more to the table—more performance, a richer suite of standard features, and a driving experience that’s noticeably more engaging.
While the LS still manages to “undercut the competition’s price by a sizable margin,” we think many potential buyers wouldn’t hesitate to spend the extra money for the more potent engines and sharper handling that those competitors bring to the table.
3. Honda Accord (2003–2012)
Honda’s approach to simplicity and longevity is evident in the Accord’s steering design. The eighth-generation in particular (2008–2012) offers reliable rack-and-pinion units that hold up well even as the suspension or tie rods wear.
Failures are rare, and there are minimal reports of leaks or excessive play even in high-mileage examples.
For 2006, the Honda Accord receives updated exterior and interior styling, along with a variety of mechanical and feature enhancements.
Those with a keen eye will spot the refreshed front and rear fascias, as well as newly designed alloy wheels. Under the hood, subtle engine modifications—such as the addition of drive-by-wire throttle control—bring a modest increase in horsepower for both the four-cylinder and V6 engines. This change is more notable than it seems, especially in light of the tougher SAE testing standards implemented this year.
In a performance-focused update, the V6 sedan is now available with a six-speed manual transmission. All V6 models also benefit from revised suspension tuning, 17-inch alloy wheels, and the addition of stability control.
The base DX trim from last year has been replaced with the new VP (“Value Package”) model, which now includes standard air conditioning and cruise control. Meanwhile, the LX V6 and Hybrid variants are upgraded with a standard moonroof. The newly introduced LX Special Edition adds features such as alloy wheels, rear disc brakes, and a CD changer.
The Accord Hybrid also gains stability control, and replaces last year’s flat-repair kit with a temporary spare tire. However, it’s worth noting that the Hybrid’s EPA-rated fuel economy has been adjusted downward—from “29 city/37 highway to 25/34.” Finally, across the entire Accord lineup, Honda has introduced a smart maintenance system and daytime running lights as standard equipment.
4. Subaru Outback (2010–2019)
Despite Subaru’s mixed reputation for oil and head gasket issues, the electric power-assisted steering (EPAS) racks in the fourth and fifth-generation Outbacks are impressively reliable.
They’re sealed well against environmental intrusion, and the design is resistant to road salt and grime, making them favorites in snowbelt regions.
The Subaru Outback comes equipped with one of two engine options—either a fuel-efficient 2.5-liter flat-four producing 175 horsepower or a more powerful 3.6-liter flat-six generating 256 horsepower.
Both engines deliver power to Subaru’s active all-wheel-drive system via a continuously variable automatic transmission. While the base engine doesn’t feel particularly energetic, it performs well enough that we consider it the better overall choice. It’s also worth noting that this setup allows for a towing capacity of up to 2,700 pounds.
Inside, the Outback impresses with solid construction and a thoughtfully selected mix of materials and textures. It avoids the pitfall of feeling like a cabin made entirely from budget plastic.
Subaru’s “EyeSight driver assist system” now comes standard, along with a sharp-looking touchscreen interface that supports both Android Auto and Apple CarPlay. Add in the standard swing-out roof rack crossbars, generous cargo space, and increased ground clearance, and the Outback proves itself ready for all kinds of recreational use.
However, the Outback’s elevated ride height and cushioned suspension bring some trade-offs. While it excels in comfort, it doesn’t offer much excitement when driven aggressively. The “high ground clearance means the Outback rolls and pitches when cornering and braking,” which undermines any aspirations of sporty handling.
Still, these are compromises we’re more than willing to live with considering the Outback’s versatile, adventure-ready nature. If you’re in the market for something that effortlessly blends SUV capability with wagon practicality, the Subaru Outback deserves your attention.
Also Read: 5 Sedans With the Best Anti-Theft Systems and 5 With Alarm Issues
5. Mercedes-Benz W124 (1985–1996)
One of the last “overbuilt” Mercedes platforms, the W124 features steering components that are both elegant and sturdy.
These cars often go 300,000+ miles with minimal steering system degradation.
The hydraulic steering rack remains tight, leak-free, and communicative a testament to Mercedes engineering before cost-cutting became the norm.
While its exterior design might appear fairly conventional, the W124 was, at the time of its debut, the most technologically advanced premium sedan in the world. It introduced a suite of innovations—many of which are now considered standard in today’s luxury segment—and marked a significant turning point in the evolution of Mercedes-Benz.
Up until the early 1980s, the brand was primarily recognized for its lineup of large sedans, a handful of coupes and convertibles, and the SL roadster, which had shifted over time from a pure sports car to a plush luxury cruiser. That narrative was flipped during the 1980s, as Mercedes began rolling out forward-looking models—chief among them, the W124 E-Class.
This groundbreaking model was underpinned by a platform derived from the more compact W201, introduced two years earlier. That connection meant the W124 inherited what was, at the time, the most sophisticated suspension design available on any road car.
The “multi-link rear suspension”—first seen on the futuristic C111 concept cars of the 1960s—was a Mercedes-Benz innovation, and both the W201 and W124 were among the first production cars to use it.
While multi-link setups are commonplace today in premium vehicles, back then this type of independent rear suspension was generally reserved for high-performance sports cars. It offered vastly improved wheel control, allowing the W124 to strike a remarkable balance between comfort and dynamic handling.
For added practicality and ride quality, a “rear self-leveling suspension” came standard on wagon variants and was optionally available on certain sedans.
Mercedes’ system differed from the full-hydropneumatic approach used by Citroën at the time, instead using a set of pressurized gas-filled spheres paired with a front-mounted pump to manage damping exclusively for the rear axle.
Structurally, the W124 employed a unibody construction with integrated crumple zones to better absorb energy in the event of a collision—another innovation that placed safety at the forefront.
The sedan version measured approximately 4765 mm (187.2 in) in length, 1740 mm (68.5 in) in width, and 1430 mm (56.3 in) in height, riding on a wheelbase of 2719 mm (110.2 in). These dimensions translated into one of the roomiest cabins available in the segment during that era, further reinforcing the W124’s standing as a true benchmark in the luxury sedan category.
Cars With Constant Play or Leaks
From frustrating fluid leaks that kill pumps and stain driveways, to excessive play that kills confidence and road feel, the cars on this list have earned their spot the hard way—through complaints, service bulletins, and enough mechanic bills to make your wallet sweat.
So if you’re car hunting, wrenching, or just want to know what to avoid if you value crisp, reliable steering—this list pulls no punches. Let’s talk about the leaky, the loose, and the downright disappointing.
1. BMW 3 Series (E90, 2006–2013)
The E90 generation of the 3 Series is praised for its driving dynamics but its steering racks often betray that reputation.
Hydraulic units frequently develop leaks around 80,000 to 100,000 miles, and electric-assist racks introduced in later years suffer from intermittent play and inconsistent feedback.
Replacement costs are high, and remanufactured units often don’t last.
Unveiled a year earlier at the Geneva Motor Show, the new BMW 3-Series made a clear break from its predecessor, the E46. It grew noticeably in size—gaining 5 centimeters in length and 8 centimeters in width—yet managed to maintain its weight. This growth was accompanied by a major leap forward in technology and performance.
The introduction of more powerful engines featuring Efficient Dynamics technology, combined with a completely new suspension system—steel multi-link at the rear and an aluminum front setup inspired by the 5 Series—resulted in a striking balance between handling precision and stability.
The car’s dynamics became one of its standout attributes, delivering an engaging driving experience that felt both composed and responsive.
The E90 generation brought numerous innovations and firsts to the 3-Series lineup. In March 2007, BMW introduced the family’s first-ever coupe-cabriolet equipped with a folding hardtop—an engineering and design milestone.
Additionally, certain variants came fitted with run-flat tires, which allowed drivers to continue traveling even after a puncture, eliminating the immediate need for a spare and adding an element of practicality to the car’s performance focus.
For the first time in its history, the BMW 3 Series received a V8 engine—and what an introduction it was. The eight-cylinder-powered M3 from this generation quickly defeated all of its direct competitors in a series of comparison tests.
It wasn’t just fast—it became an automotive icon. Jeremy Clarkson summed up the industry’s reaction with characteristic bluntness and praise: “It’s simply the best car in the world. There’s no reason to think otherwise.”
Production of the E90 family spanned from December 2004 to October 2013. Joji Nagashima led the design for the sedan and wagon, while Marc Michael Markefka handled the coupe and convertible.
In total, BMW produced 3,102,345 units of the E90 generation. The top-tier model, the BMW M3 GTS, stood out with its 450-horsepower V8, a blistering 0–100 km/h time of just 4.4 seconds, and a top speed of 305 km/h.
The E90 lineup came with a wide array of engine choices. For petrol variants, buyers had options ranging from 1.6 to 2.0-liter inline-fours (N43/N45/N46), 2.5 to 3.0-liter inline-sixes (N52/N53), a turbocharged 3.0-liter inline-six (N54/N55), and the legendary 4.0-liter S65 V8 in the M3.
Diesel offerings included 2.0-liter four-cylinder engines (M47/N47) and 3.0-liter six-cylinder engines (M57/N57). Transmission options were equally diverse, including a 6-speed manual, a 6-speed ZF 6HP automatic, a 6-speed GM 6L45 automatic, and a 7-speed dual-clutch gearbox for higher-performance variants.
Dimensionally, the E90 was well-proportioned for a sport sedan. It featured a 2,760 mm (108.7 in) wheelbase, an overall length between 4,520 and 4,610 mm (178.0–181.5 in), width from 1,780 to 1,820 mm (70.1–71.7 in), and a height ranging from 1,380 to 1,420 mm (54.3–55.9 in).
Depending on trim and drivetrain, curb weight varied between 1,425 and 1,825 kg (3,141.6–4,023.4 lb). These dimensions helped establish the E90 as a benchmark in its segment, offering a mix of dynamic handling, comfort, and everyday usability that appealed to both driving enthusiasts and luxury buyers alike.
2. Ford Escape (2008–2012)
This compact SUV is known for steering rack issues, particularly with the electric power steering (EPS) systems.
Many owners report total failure or erratic assist, usually preceded by excessive play or warning lights. A widespread issue led to recalls and extended warranties, but even replacements aren’t always long-lasting.
Since its debut seven years ago, the Ford Escape has consistently proven to be a hit for the brand, often holding the title of best-selling compact SUV in America. For 2008, Ford has given the Escape what could be called a “top-half” redesign. While the mechanicals remain largely untouched, the vehicle’s exterior and interior have been thoroughly revamped.
When it first launched, the Escape was one of those rare vehicles that seemed to hit the mark right out of the gate. Built on a small car platform, it was spacious enough to comfortably seat four adults, offered a fun-to-drive experience—thanks in large part to chassis development assistance from Mazda—and delivered solid performance courtesy of its lively V6 engine.
Recognizing this success, and with financial resources stretched thin, Ford’s approach for 2008 seems to rely on cosmetic and ergonomic updates to keep the Escape relevant in a very competitive segment.
3. Dodge Journey (2009–2020)
The Journey is infamous for cheap components, and the steering rack is one of its weakest points.
Hydraulic leaks, premature wear, and vague steering feel plague this crossover from relatively early in its life. Fluid leaks often contaminate other components, compounding repair bills.
The 2010 Dodge Journey crossover SUV serves as a practical successor to Chrysler’s discontinued short-wheelbase minivans—a family-oriented vehicle that’s slightly more maneuverable than the full-size Grand Caravan. In terms of functionality, the Journey fits the bill, offering ample space for larger families along with a good mix of convenience and tech features.
The bigger question is whether its interior quality and on-road dynamics will stand up to scrutiny in a segment where competitors are continuously raising the bar. After all, a journey isn’t worth much if the ride itself isn’t enjoyable.
Where the Journey truly shines is in cabin usability, and Chrysler’s minivan DNA is clearly present. The available third-row seat gives it a leg up over typical two-row crossovers by accommodating additional passengers—especially children.
The interior also features a variety of thoughtful, minivan-inspired touches such as the Flip ’n Stow compartment beneath the front passenger seat and the Chill Zone glovebox cooler. On top of that, available tech includes Chrysler’s MyGIG hard-drive-based navigation and entertainment system, as well as an optional rear-seat DVD setup with a 9-inch screen. For families looking for versatility on a budget, the Journey hits the mark.
Price is another area where the Journey shows strength, with the entry-level SE model priced comparably to a stripped-down five-passenger family sedan.
Dodge manages this affordability by cutting corners in areas like cabin refinement and performance. Unfortunately, the quality of interior materials is underwhelming—hardly better than what’s found in the underperforming Dodge Caliber, from which the Journey borrows its platform.
The standard four-cylinder engine feels underpowered and produces excessive noise, while the available V6 engines in the SXT and R/T trims fail to deliver compelling performance. On the road, the Journey exhibits sluggish handling and vague steering that fails to inspire confidence, even by the relatively modest standards of the family crossover category.
4. Chevrolet Impala (2006–2013)
This full-size sedan is frequently cited in forums and mechanic reviews for developing “sloppy” steering feel as early as 60,000 miles.
Hydraulic steering racks in these models often suffer from worn internal bushings or seals, leading to excessive play and fluid leaks that can damage the power steering pump.
The Impala LS is equipped with a 3.5-liter V6 engine that delivers 211 horsepower and 214 pound-feet of torque. Stepping up to the LT trim unlocks an available 3.9-liter V6, which comes standard on the LTZ and produces 233 horsepower and 240 pound-feet of torque.
For those seeking maximum performance, the Impala SS houses a 5.3-liter V8 that cranks out an impressive 303 horsepower and 323 pound-feet of torque. Every version of the Impala features front-wheel drive and makes use of a responsive four-speed automatic transmission.
Both the 3.9-liter V6 and 5.3-liter V8 engines are equipped with Active Fuel Management technology, which enhances fuel economy by deactivating half of the engine’s cylinders during highway cruising.
The V6 options strike a commendable balance between performance and efficiency, capable of achieving up to 28 mpg on the highway under the updated 2008 EPA test cycle. Meanwhile, the V8 in the SS trim delivers notably strong acceleration; in our testing, a Chevy Impala SS sprinted from 0 to 60 mph in just 6.4 seconds and completed the quarter-mile in 14.5 seconds.
5. Jeep Grand Cherokee (2011–2016)
While capable off-road, the WK2 Grand Cherokee struggles with rack durability.
Owners often complain of clunking, vague center feel, and hydraulic fluid leaks especially in vehicles exposed to snow, salt, or off-road conditions. Replacing the rack is expensive, and some aftermarket options offer only temporary relief.
The 2016 Jeep Grand Cherokee is a stylish SUV that can blend in with just about any environment. Even based on that alone, the “JGC” would be a very compelling option. But Jeep goes a step further by providing a diverse range of engines that elevate it above many of its primary competitors.
The base V6 engine delivers solid performance, but buyers also have the option of a brawny 5.7-liter V8 or a torque-rich, fuel-efficient 3.0-liter diesel V6—both of which are standout choices within this class.
And for those seeking sheer performance, there’s the outrageous 475-horsepower V8 under the hood of the SRT model, offering thrilling acceleration at a price far below its German high-performance SUV rivals.
While there are a few traditional midsize SUVs still on the market, the Jeep Grand Cherokee has few true equals. The Toyota 4Runner stands out with excellent resale value and similar off-road prowess, though it’s hampered by a basic interior and a lone engine offering.
The Volkswagen Touareg comes close in terms of luxury and arguably has a better-finished cabin, but its diesel engine is on hiatus for 2016 and it doesn’t share the Grand Cherokee’s off-road credentials.
If a third-row seat is on your wish list, the Dodge Durango is worth a look, offering similar equipment and using a stretched version of the same platform. But if you’re after a five-passenger SUV that can handle nearly any task, the 2016 Jeep Grand Cherokee is hard to beat.
When it comes to performance and fuel economy, every 2016 Jeep Grand Cherokee—except for the SRT—comes standard with a 3.6-liter V6 engine rated at 295 horsepower.
This engine is the only one offered on the Laredo models, while the Limited, Overland, and Summit trims allow buyers to choose between a 5.7-liter V8 that produces 360 hp and 390 lb-ft of torque, or a 3.0-liter turbocharged diesel V6 generating 240 hp and a hefty 420 lb-ft.
The high-performance SRT model is exclusively powered by a 6.4-liter V8, putting out 475 hp and 470 lb-ft of torque. An eight-speed automatic transmission comes standard across the entire lineup.
Beneath the surface, the 2016 Grand Cherokee gives shoppers an impressive four-engine lineup, a level of variety that’s rare in this category. Rear-wheel drive is standard on all non-SRT Grand Cherokees, but they can be upgraded with one of three available four-wheel-drive systems.
The Laredo gets the light-duty, single-speed Quadra-Trac I, while Laredo, Limited, Overland, and Summit trims offer Quadra-Trac II with a two-speed transfer case. The more advanced Quadra-Drive II, which includes a rear electronic limited-slip differential, is available on the Limited, Overland, and Summit models.
Other features include the Quadra-Lift air suspension and a driver-selectable traction control system tailored to various terrains; these are optional on the 4WD Limited and standard on the 4WD Overland and Summit trims.
The Grand Cherokee SRT, meanwhile, features a specialized all-wheel-drive system designed for on-road performance rather than off-road utility. Although we haven’t yet tested the latest version of the V6, past tests with an Overland V6 and 4WD recorded a 0–60 mph time of 7.9 seconds. A Summit model equipped with the diesel engine achieved the same sprint in 7.7 seconds.
Towing capability is another strong point for the 2016 Grand Cherokee. Properly equipped, a gasoline V6 model can tow up to 6,200 pounds. The 5.7-liter V8 increases that capacity to 7,400 pounds, a standout figure in the midsize SUV class.
Interestingly, the diesel V6 also offers a maximum towing capacity of 7,400 pounds. The performance-focused Grand Cherokee SRT is not far behind, with a towing limit of 7,200 pounds.
The difference between a bulletproof steering rack and a problematic one often comes down to design philosophy and material quality.
Brands like Toyota, Honda, and early Mercedes-Benz prioritize long-term reliability, especially in vital control systems like steering. In contrast, some manufacturers cut corners to save costs, resulting in units prone to premature failure.
If you’re shopping for a used vehicle or considering long-term ownership steering rack reliability should be a critical factor in your decision.
