A B737-800 REJECTED TKOF AT 90 KTS DUE TO EXCESS RUDDER AND TILLER STEERING INPUTS TO MAINTAIN DIRECTIONAL CTL. CAUSE UNKNOWN.

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WE WERE RETURNING TO THE UNITED STATES FROM TNCA. I WAS THE PF. THE CAPT TAXIED ACFT TO RWY 11 AND STEERED THE PLANE AROUND THE CORNER TO LINE UP WITH RWY. ONCE ALIGNED; I ADVANCED THE THROTTLES AND NOTICED IT WAS REQUIRING UNUSUALLY MORE R RUDDER THAN NORMAL. I IMMEDIATELY GLANCED AT THE PWR SETTINGS AND EVERYTHING WAS MATCHED AND EVEN. I GLANCED AT THE WINDSOCK AND OBSERVED THE WIND (16 KT) WAS A DIRECT HEADWIND. MY FEET WERE NOT ON THE BRAKES AND AS THE SPD INCREASED; ADDITIONAL RUDDER WAS NEEDED. I NOTICED THE CAPT WAS STILL USING THE TILLER TO ASSIST IN STEERING. WE THEN BOTH ACKNOWLEDGED SOMETHING WAS WRONG. THE CAPT PERFORMED THE ABORT AT APPROX 90 KTS (V1 - 137) AND WE RETURNED TO THE GATE. THE #1 BRAKE WAS RPTED TO BE SMOKING AFTER OUR ABORT USING AUTOMATIC BRAKES; SO WE REQUESTED A FIRE TRUCK TO TAKE A LOOK. THE SMOKE QUICKLY DISSIPATED. CONTRACT MAINT ARRIVED AND CONTACTED OUR AIRLINE'S MAINT DEPT. MAINT DETERMINED THE BRAKE WAS OK AND NOT DRAGGING. LATER; MAINT AND I NOTICED A HYD LEAK FROM A NOSE GEAR STEERING ACTUATOR. THEY COUNTED THE DROPS PER MIN AND IT WAS WITHIN LIMITS. AFTER ADDITIONAL MAINT CHKS; WHICH PROVED SATISFACTORY; OUR MAINT DEPT ASKED US TO PERFORM A LOW SPD SIMULATED TKOF ON THE RWY. AFTER A VERY THOROUGH CTL CHK; EVERYTHING CHKED OUT WITH NORMAL RUDDER INPUTS. MAINT DECIDED SOME VALVE MAY HAVE BEEN SLOW TO OPEN. AFTER EVERYONE WAS SATISFIED WITH ALL THE CHKS; CONTRACT MAINT SIGNED THE LOGBOOK AND WE DEPARTED WITHOUT ANY PROBS. UPON LNDG; RUDDER CTL WAS STILL NORMAL. I BELIEVE THE STEERING ACTUATOR MAY HAVE BEEN THE CAUSE. I DO NOT KNOW IF ANY ADDITIONAL MAINT WAS PERFORMED WHEN WE RETURNED; BUT I HOPE THERE IS A TIME LIMIT ON REPAIRING/REPLACING THE ACTUATOR.