Catalog

GENERAL MOTORS 26079917 GEAR ASSY POWER

GENERAL MOTORS 26079917 GEAR ASSY POWER

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
Wholesale price USD $97.33
Wholesale price CNY ¥660
bolt MOQ (Minimal order)
20 pcs
local_shipping Production time
40-50 days
package_2 Shipping Weight: —
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GENERAL MOTORS 26079917
Overview & Operating Principle
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The GEAR ASSY POWER is the complete rack and pinion steering gear assembly that converts the rotational input of the steering column into the lateral linear displacement of the steering rack that moves the front wheels through the tie rod ends and steering knuckles, either with hydraulic power assistance provided by a belt-driven pump forcing fluid against the rack piston, or with electric power assistance provided by a torque-sensor-controlled motor acting on the rack or pinion shaft directly. The assembly consists of a precision-machined rack shaft with helical teeth that engage a pinion gear on the steering column input shaft, housed in an aluminium gear housing with integral mounting points for subframe attachment; the rack shaft travels laterally within the housing on PTFE-lined bushings, preloaded by an adjustable yoke spring that eliminates backlash between the rack and pinion teeth while allowing smooth rack travel; and inner tie rod ball joints threaded onto the rack ends that transfer rack motion to the tie rods. On hydraulic power steering racks a double-acting hydraulic cylinder integral to the housing acts on a piston on the rack shaft, with the hydraulic circuit controlled by a rotary valve on the pinion shaft that directs fluid pressure to the appropriate cylinder chamber in proportion to steering torque input. On electric power steering (EPS) racks an electric motor drives the rack through a ball screw or drives the pinion through a worm gear, with steering effort calibrated continuously by the EPS module from the torque sensor signal and vehicle speed.

This unit — GENERAL MOTORS 26079917 — is manufactured to OEM-equivalent specifications: rack travel, pinion gear ratio, housing mounting geometry and subframe bolt pattern, inner tie rod thread size and torque specification, hydraulic port positions and thread sizes on hydraulic units, EPS motor connector pinout and torque sensor characteristics on electric units, and overall assembly dimensions for subframe fitment are matched to the original part. Supplied as a complete assembly ready for installation. Available wholesale from 97.33 USD, MOQ 20 pcs, production lead time 40-50 days.

Steering racks fail through inner tie rod ball joint wear producing steering play and a clunking noise on directional changes, hydraulic cylinder piston seal wear causing fluid bypass that reduces or eliminates power assistance, rack shaft surface wear from abrasive contamination after gaiter failure, and pinion bearing wear causing roughness or notchiness through the straight-ahead position. On EPS racks, motor bearing failure, torque sensor failure, and EPS control module faults are the primary electrical failure modes. Rack replacement is a significant labour operation requiring subframe disturbance on many modern vehicles — always confirm the rack is the fault source by verifying inner tie rod play and hydraulic pressure or EPS motor operation before committing to replacement.

Symptoms & Diagnostics
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Clunking or knocking noise from the steering when turning at low speed or changing direction on a rough surface — inner tie rod ball joint wear is the most common cause; confirm by gripping each inner tie rod through the gaiter while an assistant rocks the steering wheel; a knock felt through the gaiter confirms inner tie rod play; the inner tie rods can be replaced without full rack replacement on most designs.
Power steering assistance that reduces progressively as the steering is held at full lock for more than a few seconds — hydraulic rack piston seal wear is allowing fluid to bypass the piston under sustained pressure; the power assistance drops as the pump cannot maintain pressure against the leaking seal; confirm with a power steering pressure test at the pump outlet and at the rack inlet port.
Power steering fluid leak from the rack body or gaiter ends — hydraulic cylinder end seals or rack shaft seals have failed; fluid loss reduces system pressure and eventually eliminates power assistance entirely; identify whether the leak is from the rack shaft seal, the cylinder end cap, or the hydraulic line ports before condemning the full rack assembly.
Steering that feels notchy, stiff, or produces a distinct tight spot through the straight-ahead position — pinion bearing wear or rack yoke spring over-adjustment is creating variable friction through the centre of travel; the fault is more pronounced at low speed where road speed assistance reduction increases steering effort; confirm by rotating the steering wheel slowly lock-to-lock with the front wheels off the ground and feeling for the resistance variation.
EPS warning light with torque sensor or motor fault codes — the electric power steering motor, torque sensor, or EPS control module has failed; confirm which component is at fault with a manufacturer-specific scan tool before replacing the complete rack assembly — EPS motor and torque sensor failures can sometimes be addressed with targeted component replacement rather than a complete rack.
Steering wander and inability to hold straight-ahead without continuous correction — combined with clunking confirms significant rack play from worn rack shaft bushings or pinion gear wear; the rack shaft is deflecting laterally within its housing under road load, shifting the front wheel toe angle dynamically during straight-line driving.
Logistics & Customs
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International HS Code
8708.94
EAEU Customs Code (TN VED)
8708 94 200 0
Typical Net Weight
Country of Manufacture
China
Standard MOQ
20 pcs
Production Lead Time
40-50 days
Always verify the exact 8-digit or 10-digit subheading with your customs broker for the destination country, as tariff schedules and duty rates vary by jurisdiction.
Installation Tips
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  1. Centre the steering rack before disconnecting the steering column universal joint — count the full lock-to-lock turns of the steering wheel, divide by two, and position the rack precisely at the centre of its travel; mark the steering column shaft and universal joint yoke with a paint pen to confirm correct re-engagement; a rack installed off-centre causes the steering wheel to sit at an angle at straight-ahead and limits the available lock in one direction, requiring immediate realignment.
  2. On hydraulic racks, cap all hydraulic ports immediately after disconnecting the supply and return lines — use dedicated port blanking caps to prevent fluid loss and atmospheric contamination of the rack's internal hydraulic circuit; drain the power steering reservoir before removing the lines to minimise spillage; dispose of drained fluid correctly as power steering fluid is a combustion hazard on hot exhaust surfaces.
  3. Transfer the inner tie rod ends and lock washers to the new rack using an inner tie rod tool — never use an open-ended spanner or improvised tool as this rounds the flats and damages the inner tie rod body; count the exact number of turns to remove each inner tie rod and thread the replacement to the same position on the new rack to preserve the approximate tie rod length for the alignment technician.
  4. Torque the rack mounting bolts to OEM specification in the correct sequence — on subframe-mounted racks the mounting sequence affects the rack's final position relative to the subframe; an incorrect sequence can stress the rack housing and distort the yoke preload, producing a tight spot that was not present on the old unit; always follow the OEM torquing sequence from the service data.
  5. On hydraulic racks, fill and bleed the power steering system before starting the engine — fill the reservoir to the cold maximum level, start the engine, turn the steering slowly lock-to-lock three times with the front wheels off the ground, top up the reservoir as the air purges, and confirm fluid level stabilises and no aeration foam is visible before lowering the vehicle; operating a hydraulic rack with air in the system causes pump cavitation damage within minutes.
  6. Install the new GEAR ASSY POWER (GENERAL MOTORS 26079917), torque all fasteners and tie rod nuts to OEM specification, drive to a wheel alignment shop immediately for a four-wheel alignment — rack replacement changes toe, caster, and on some designs camber — confirm the steering wheel is centred at straight-ahead and all alignment angles are within OEM specification before returning the vehicle to service; on EPS racks perform a steering angle sensor calibration via scan tool after alignment.
Tools: inner tie rod removal tool, torque wrench, paint pen for column joint reference marking, hydraulic port blanking caps, power steering bleed kit, OBD-II scanner for EPS adaptation, four-wheel alignment equipment.
Frequently Asked Questions
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Can inner tie rod wear be repaired by replacing only the inner tie rods without replacing the complete rack assembly?
Yes — inner tie rod replacement is the correct targeted repair when the knock and play are confirmed to originate from the inner tie rod ball joints and the rack shaft, pinion, and hydraulic seals are confirmed serviceable. Inner tie rods thread onto the rack shaft ends and can be replaced with the rack in-situ using a dedicated inner tie rod socket tool, without subframe disturbance or hydraulic system opening. This saves significant labour cost compared to full rack replacement. A full rack replacement is appropriate when the rack shaft is scored from gaiter failure, the hydraulic seals are leaking, or the pinion bearings are worn — conditions that cannot be addressed by inner tie rod replacement alone. ok.parts supplies complete racks and inner tie rod sets at wholesale MOQ from 97.33 USD per unit.
Is EPS system calibration or coding required after replacing an electric power steering rack?
Yes, on all vehicles with electric power steering. The EPS control module stores a learned steering wheel centre position, torque sensor offset, and end-stop positions that are specific to the installed rack's mechanical characteristics. After replacement, a steering angle sensor calibration must be performed on a level surface with the wheels straight-ahead via a manufacturer-specific scan tool to establish the new rack's centre reference. Additionally, many EPS systems require a variant coding or rack configuration procedure to match the module's assist map to the replacement rack's gear ratio — particularly important when the replacement is an aftermarket unit whose assist characteristics may differ slightly from the original. Always clear fault codes and verify EPS warning light is extinguished before road testing.
How does the OEM-equivalent aftermarket unit compare to the genuine OEM part?
OEM-equivalent units in this catalogue replicate the current OEM design geometry and material specification. Quality is verified against OEM cross-reference data. When ordering in bulk, confirm with our team that the specification matches the latest OEM revision for your application.
Is white-label or custom packaging available for wholesale orders?
Yes. ok.parts works directly with the manufacturing facility and can accommodate neutral white-label packaging or fully branded packaging with your company logo, part numbers, and barcode. Minimum order quantities and lead times for custom packaging may differ from standard stock. Contact the team via the inquiry form to discuss your specific requirements.
Frequently Replaced Together
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PartReason for Combined Replacement
Outer Tie Rod Ends
Left and right, OEM ref. varies		The outer tie rod ends are removed as part of the rack replacement procedure and are fully accessible at this point. On vehicles where the rack has failed from high mileage, the outer tie rod ends have accumulated the same wear and are at the same wear stage as the inner tie rods. Replacing all four tie rod joints — inner and outer, both sides — simultaneously during rack replacement restores the complete steering linkage to new condition and eliminates all articulation play as a source of future steering complaints.
Rack Gaiter / Boot Kit
Left and right bellows and clamps		On racks supplied without gaiters, always fit new gaiters before installing the rack. A gaiter failure that allowed road contamination into the rack was the root cause of the original rack failure on most high-mileage replacements — the abrasive contamination scored the rack shaft and accelerated rack bushing and seal wear. Fitting new gaiters on the replacement rack protects the new unit from the same failure mode and ensures the grease fill is retained for the rack's full service life.
Power Steering Fluid
OEM specification — ATF or dedicated PS fluid		Hydraulic rack replacement requires draining the power steering circuit and refilling with fresh fluid. Old fluid with depleted anti-wear additives and increased acidity accelerates wear of the new rack's hydraulic seals and piston bore. Always refill with fresh fluid of the OEM-specified type — ATF and dedicated power steering fluid are not interchangeable on vehicles specifying a specific fluid type; using the wrong fluid causes immediate seal swell and hydraulic circuit contamination.