Steering Gear (2010.5-2022 Ford - Without Adaptive Steering)
Steering Gear (2010.5-2022 Ford - Without Adaptive Steering)
RedHead Steering Gears
2010.5-2022 Ford F-250, F-350 (Without Adaptive Steering)
Weight - 35.00 lb(s)
Ratio - 18:1 / 4 Turns
Input - Smooth w/ 2 Flats
Output - 33 Spline Sector, No Lock Washer on Sector Shaft
Fittings - O-Ring
Red-Head Steering Gears Warranty
1. Red-Head Steering Gears warranty is 12 months (unlimited miles), covering freight costs to and from the customer within North America, and normally does not include any labor reimbursements, see further details below.
2. Outside of North America, freight charges will be covered by the customer.
3. If the vehicle changes ownership, it discontinues the warranty, on the steering gear.
4. Damage done to our steering gear, by use of a non-oem component, will not be covered under warranty.
LABOR POLICY – Red-Head Steering Gears covers parts and freight only on warranty claims. Labor is generally not covered in most warranty claim situations, however in special circumstances they take labor compensation into consideration. When this is the case, a labor claim form must be accurately and completely filled out and a copy of the labor invoice with proof of payment must be provided. The maximum amount of labor coverage is up to and may never exceed $175. Please remember, it is solely up to Red-Head Steering Gears discretion as to whether labor compensation will be provided. Red-Head will not issue any labor compensation until faulty unit is in house and has been tested by their team.
Warranty applies only to steering gear boxes remanufactured by Red-Head Steering Gears, Inc. Any other steering components purchased by Red-Head Steering Gears, Inc. from another supplier, are covered only under the supplier’s warranty.
What determines if I get a full refund, or partial refund, of my core?
- In most instances, a full credit is refunded once we receive a customer’s core.
- On occasion we will have to reduce the amount that is refunded. This may occur with one of the following:
- If a valuable and integral part of the steering gear is compromised to the point that it has to be replaced such as component that connects to axle is broken, cut, welded, twisted, or has damaged threads
- If the core that is sent back to us is a steering gear of lesser value we will reduce the refund accordingly.
- If the core that is sent back to us is not original equipment we will likely need to reduce the refund. The reason for this is because some of the aftermarket steering gear companies may offer steering gears that are modified in a way that renders them unbuildable.
What steering gear fluid should I use?
We highly recommend using the same fluid that the manufacturer of your vehicle recommends. It is always best to use a name brand fluid. Our power steering gears are tested under pressure with Dexron 3 ATF before they leave our shop. If you decide to change from what the manufacturer recommends then Dexron 3, or comparable fluid, would be a safe bet.
Are your gearboxes sent out in center position?
Yes, they are sent out on center.
How do I purge air, or bleed, my steering gear box system?
- After installing the gearbox, fill the system with fluid.
- Raise the front wheels off the ground, DO NOT start the vehicle.
- Work the steering wheel back and forth, lock to lock, 15-20 times.
- Leave the vehicle sit (overnight is best) AT LEAST 2 hours
- Top the pump reservoir off again.
- Work the steering wheel back and forth again 7-10 times
- Have a person in the vehicle and another at the pump reservoir with a container of fluid & funnel ready to pour if necessary.
- Instruct the person in the vehicle to start the engine. As soon as this happens, if the fluid level drops, be ready to pour in more fluid. The level must be kept at an almost full level or it will suck in air again.
- If this procedure is followed properly, the air problem will be solved.
How do I determine which ratio to use, when ordering a steering gear, when there are multiple options?
We prefer our customers to order a steering gear with the same ratio that they have currently in their vehicle. You can check by turning your steering wheel all the way one direction. Count the number of full turns you have of the steering wheel until you can’t turn any further.
- If the wheel turns 3-3.5 turns then the ratio is likely 15:1.
- If it turns 4-4.5 turns the ratio is likely 18:1.
- Some passenger vehicles and light duty trucks may have as low as 2-2.5 turns of the steering wheel from lock-to-lock. If this is the case then the necessary ratio would be 12.7-1.
How Do I Check for Play?
Play can come from several places in the front end. Here is how to isolate and test the steering gear:
- Have the engine running
- Wheels on the ground and gear box on center – to make sure it is on center, go all the way to a lock position and then go half way back.
- With a channel lock pliers reach in above the pitman arm and clamp onto the splines of the sector, if there is not enough room for the large pliers between the housing and the pitman arm, clamp onto the sector shaft nut.
- Holding the pliers tight, wiggle the input shaft right at the box, not at the steering wheel. If you feel any movement in the pliers your play is not coming from within the box. Remember to check at the input shaft and not by moving the intermediate shaft. If the intermediate shaft is loose it will directly replicate play in the box.
- Keep in mind that travel through the gear is greatly reduced, the input shaft will go around completely 3 to 4 times and the output (sector) shaft will move way less than a half of turn. On an eighteen to one ratio box, the input shaft goes around 18 times to 1 time of the sector (output) shaft.
- If you do find that there is play between the input shaft and the output shaft, then watch the input shaft carefully as you turn it back and forth to see if it moves in and out of the box.
- Remember to check the sector shaft for movement and not the pitman arm. If the pitman arm is worn or loose it may not respond quickly when the sector shaft turns.
PITMAN ARM INFORMATION AND TORQUE SPEC
- The splines on the pitman arm and sector shaft are tapered to ensure that there is a perfect connection between pitman arm and sector shaft. DO NOT USE ANTI-SEIZE, this will cause a disruption of that perfect connection.
- It is important that the pitman arm seats correctly on the splines. You should have some splines exposed on the sector shaft. If the Pitman arm goes all the way up the splines, then the Pitman arm maybe too worn or the wrong size and will cause play over time.
- Gently place the pitman arm on the splines, then hand thread the nut on the end of the shaft as far as it will go. Torque the nut down to factory Torque spec. DO NOT HAMMER AND DO NOT PRESS PITMAN ARM.
- To ensure the correct torque specification, please use Torque Wrench. NO IMPACT TOOLS. Impact tools do not provide a way to measure the torque specification
- Improperly torquing pitman arm can result in play over time, and premature wear of pitman arm or sector shaft
- Torque specifications below are for common Trucks, if you do not see your vehicle below, please verify the factory specifications with owner’s manual.
Adding two Pre-Drilled Ports with Plugs to the power steering gear is NOT for:
1. Stock vehicles that have not had the power steering system modified from its factory state.
2. Hydro boost brakes.
3. Associated with the existing high pressure or return line ports of the steering gear. (As pictured by the two red caps near the input on the picture to your left)
This option IS for adding two additional pre-drilled ports with plugs to the power steering gear for an after-market hydraulic ram assist system, you will need these ports if:
1. The existing vehicle already has a hydraulic ram assist system installed.
2. You may install a hydraulic ram assist system in the future.
3. You use the vehicle for off-roading, or have tires 37 inches in diameter or larger, and need an extra assist via a hydraulic ram assist system to aid in steering assist.