carguy123 wrote: Look at the S2000 as well and it seems some of the Civics have it as well.
The S2000 is purely electric power-steering.
carguy123 wrote: Look at the S2000 as well and it seems some of the Civics have it as well.
The S2000 is purely electric power-steering.
MG Bryan wrote:Taiden wrote: I wonder if the electric PS pump would also handle hydroboost brake booster on top of the PS rack.Maybe I'm dense, but wouldn't you thereby be running brake fluid through your steering rack? (I shudder to think anyone would try the reverse situation)
No. Hydroboost uses your power steering pressure to boost your pedal pressure instead of vacuum. It's been used in bizarre swaps that don't have enough room for the stock brake booster... like most e30 swaps for example! 
Taiden wrote:MG Bryan wrote:No. Hydroboost uses your power steering pressure to boost your pedal pressure instead of vacuum. It's been used in bizarre swaps that don't have enough room for the stock brake booster... like most e30 swaps for example!Taiden wrote: I wonder if the electric PS pump would also handle hydroboost brake booster on top of the PS rack.Maybe I'm dense, but wouldn't you thereby be running brake fluid through your steering rack? (I shudder to think anyone would try the reverse situation)
I'm dense then.
The XJ40 in my garage uses and electric pump to pressurize the brakes. I always thought it was pointlessly complex.
Yep, civics for awhile actually
If you are really good you can tap into the torque sensor and have a feedback drive-by wire system for your car.
Ask me how I know. 
You could even switch it on with a TPS so that it shuts off at WOT. No parasitic drag when you're drag racing toward the checker.
Hocrest wrote:Giant Purple Snorklewacker wrote:It's an electric motor/hydraulic pump. On the XT6 it mounts on the steering wheel and has a HP supply and LP return line going to the rack just like the belt driven pumps on other soobs. They're down at my old house in Pottsville,, but I could have one in Pittston some time next week.Hocrest wrote: I don't have an MR2 pump, but I do have one out of an XT6 I'd sell. $30??It is electric/hydraulic that connects to a rack or the shaft? Some of the newer cars use a setup made to mount on the steering shaft and a manual rack. Got a pic?
DONE. I am about 25mi north of Pittston. Let me know when I can come, buy you a beer, and buy that pump.
Giant Purple Snorklewacker wrote:Hocrest wrote:DONE. I am about 25mi north of Pittston. Let me know when I can come, buy you a beer, and buy that pump.Giant Purple Snorklewacker wrote:It's an electric motor/hydraulic pump. On the XT6 it mounts on the steering wheel and has a HP supply and LP return line going to the rack just like the belt driven pumps on other soobs. They're down at my old house in Pottsville,, but I could have one in Pittston some time next week.Hocrest wrote: I don't have an MR2 pump, but I do have one out of an XT6 I'd sell. $30??It is electric/hydraulic that connects to a rack or the shaft? Some of the newer cars use a setup made to mount on the steering shaft and a manual rack. Got a pic?
Will do. I even have an XT6 and a set of FSM's you can take a look at if that will help.
2002maniac wrote: You could even switch it on with a TPS so that it shuts off at WOT. No parasitic drag when you're drag racing toward the checker.
Would not use for the belt driven power steering as it might switch from powered to non during a powered turn.
If you used it to disable the alternator on an electric system at WOT....might work!
It can take alot of power to turn a saginaw PS pump. When we first started racing our Malibu in LeMons, the car would shut off in any hard left or right turn. We tried to adjust the floats in the carb, we tried to baffle the fuel tank.
The only thing that worked was taking the belt off the ps pump. We got a new pump and the problem went away. The weird thing was that it was easy to turn the pump by hand.
This was with a 350 chevy with a 1000 rpm idle (automatic).
A Saturn Vue is another canidate for electric assist steering. I am adding one from a Vue to my project.
Gasoline wrote: A Saturn Vue is another canidate for electric assist steering. I am adding one from a Vue to my project.
What is needed to install a unit like that? I've never seen anything like it.
Taiden wrote:Gasoline wrote: A Saturn Vue is another canidate for electric assist steering. I am adding one from a Vue to my project.What is needed to install a unit like that? I've never seen anything like it.
It may not work, but I have nothing to lose....Well, $40 from Pull A Part, and I will sell it on Ebay.
Basically, it senses steering torque and helps turn the column.
It has 5 wires, 2 power, 1 ground, and 2 outside communication wires. If I don't hook up the ECM communication wires, I am not sure what system mode it will default to. Just have to try it and see.
I wonder if the outside communication wires are related to road speed.
Taiden wrote: I wonder if the outside communication wires are related to road speed.
Yes speed it is a part of it, but torque input is main. I wonder if the default without the 2 wire signal is a an average or ??? Don't know.
Here is a description from the Saturn Service Manual.
Power Steering System Description and Operation The electric power steering (EPS) system reduces the amount of effort needed to steer the vehicle. The system uses the body control module (BCM), power steering control module (PSCM), torque sensor, discrete battery voltage supply circuit, EPS motor, serial data bus, and the instrument panel cluster (IPC) message center to perform the system functions. The PSCM, torque sensor, nor the EPS motor are serviced separately from each other or from the steering column. Ant EPS components diagnosed to be malfunctioning requires replacement of the steering column assembly, also known as the EPS assembly.
Torque Sensor The PSCM uses a torque sensor as it's main input for determining the amount of steering assists. The steering column has an input shaft, from the steering wheel to the torque sensor, and an output shaft, from the torque sensor to the steering shaft coupler. The input and output shafts are separated by a torsion bar, where the torque sensor is located. The sensor consists of a compensation coil, detecting coil, and 3 detecting rings. These detecting rings have toothed edges that face each other. Detecting ring 1 is fixed to the output shaft, detecting rings 2 and 3 are fixed to the input shaft. The detecting coil is positioned around the toothed edges of detecting rings 1 and 2. As torque is applied to the steering column shaft the alignment of the teeth between detecting rings 1 and 2 changes, which causes the detecting coil signal voltage to change. The PSCM recognizes this change in signal voltage as steering column shaft torque. The compensation coil is used to compensate for changes in electrical circuit impedance due to circuit temperature changes from electrical current and voltage levels as well as ambient temperatures for accurate torque detection.
EPS Motor The EPS motor is a 12 volt brushed DC reversible motor with a 65 amp rating. The motor assists steering through a worm shaft and reduction gear located in the steering column housing.
Power Steering Control Module (PSCM) The PSCM uses a combination of torque sensor inputs, vehicle speed, calculated system temperature and the steering calibration to determine the amount of steering assist. When the steering wheel is turned, the PSCM uses signal voltage from the torque sensor to detect the amount of torque being applied to the steering column shaft and the amount of current to command to the EPS motor. The PSCM receives serial data from the engine control module (ECM) to determine vehicle speed. At low speeds more assist is provided for easy turning during parking maneuvers. At high speeds, less assist is provided for improved road feel and directional stability. The PSCM nor the EPS motor are designed to handle 65 amps continuously. The PSCM will go into overload protection mode to avoid system thermal damage. In this mode the PSCM will limit the amount of current commanded to the EPS motor which reduces steering assist levels. The PSCM also chooses which steering calibration to use when the ignition is turned ON, based on the VIN. The PSCM contains all 8 of the steering calibrations which are different in relation to the vehicles RPO's. The PSCM has the ability to detect malfunctions within the EPS system. Any malfunction detected will cause the IPC message center to display the PWR STR (or Power Steering) warning message.
In reply to Taiden: My Ford 250 Super Duty truck had a Hydroboost system like that. I had to rebuild the brake booster at one time and I apparently missed a small one way check valve that had fallen on the floor. I got the truck all back together and took it for a test drive. It worked great except every time I turned the wheel it put on the brakes! I felt like I was driving a clown car...or driving in Florida! Took me a while to figure out what was going on...kind of a twilight zoneish feeling for a minute or two.
Note that any power steering assist will consume power proportional to the work it is doing at any point in time.
When the wheels are straight, only parasitic losses. When the wheel is turned, will consume power to move the direction of the wheels.
In hydraulic systems, fluid recirculates internally, flows to the actuator only on demand to handle the load. In electric systems, power is delivered to the motor only on demand to handle the load.
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