So reading through that old post about the revisions to the L61 over the years something came to mind. In the cobalts as many of you know the power steering is run by an electric pump, not spun off the intake cam as it is on the cavalier and even on the 2.4 LD9. This was done to free up parasitic loss and improve gas mileage. So I'm thinking can this be done with a Cavalier? Its way better than just not having any power steering at all and it provides the same gain
I'm sure PJ can chime in on this, perhaps its even something thats been done already?
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
All you need is the pump wired in and run the lines to it. Problem is deciding where to mount it. Question is weather or not ts worth the effort.
-Chris
Theres always the unused space in the drivers side of the engine, or fenderwells
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
a. electric power steering (IMO) feels way to 'easy' and takes the feel out of driving. i hate this on cobalts, as well as that stupid electric throttle pedal.
b. parasitic loss? maybe 2hp. and thats pretty much only when you're turning. otherwise it's only when you turn the wheel.
Familiar Taste of Poison.
I'm pretty sure GM did it for more than just 2hp. Theres fuel mileage savings also, they wouldnt engineer or change something for no reason. I disagree about the feeling of electric power steering, it feels heavy compared to my cav. Yes it does kinda take away some of the "feel" but for the benefits I'll take it. As far as electronic throttle, I cant even tell the difference. You can't rev it when your messing around under the hood
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
Rodimus Prime wrote:So reading through that old post about the revisions to the L61 over the years something came to mind. In the cobalts as many of you know the power steering is run by an electric pump, not spun off the intake cam as it is on the cavalier and even on the 2.4 LD9. This was done to free up parasitic loss and improve gas mileage. So I'm thinking can this be done with a Cavalier? Its way better than just not having any power steering at all and it provides the same gain
I'm sure PJ can chime in on this, perhaps its even something thats been done already?
no its not, there is no power steering pump on the cobalts. they use the helper motor thats built into the steering column.
sensor picks up which way you're turning the wheel, and provides assist via a direct drive to the steering shaft to help you steer.
1 - Turn Signal/Multifunction Switch
2 - Inflatable Restraint Steering Wheel Module Coil
3 - Windshield Wiper/Washer Switch
4 - Steering Wheel
5 - Steering Wheel Controls - Right (UK3)
6 - Horn Switch
7 - Steering Wheel Controls - Left (UK3)
8 - Electronic Power Steering Control Module (EPS)
9 - Electronic Power Steering (EPS) Control Motor
10 - Ignition Switch
11 - Ignition Lock Cylinder Control Solenoid (MN5)
alldata wrote:
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, not the EPS motor are serviced separately from each other or from the steering column. Any 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 assist. 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 top 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 the 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 58 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 58 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 production map number stored in the BCM. 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 PWR STR (or Power Steering) warning message.
well that puts that idea to rest!
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
plus side the blocok off plate GM used for the 2.2 eco ps location , works on the 2.4 also
^^^ 2.4 eco or 2.4 ld9??
Familiar Taste of Poison.
z yaaaa wrote:^^^ 2.4 eco or 2.4 ld9??
since the 2.4 eco has no such flange, and the power steering pump swaps from the 2.2 eco to the 2.4 LD9.......
I'd say it was the LD9
and no, the same block off plate will not work on the cam sensor flange for the LSJ its a different shape.
Rodimus Prime wrote:well that puts that idea to rest!
Not really.... I think that some of the older MR2's used some sort of electric steering pump, so that might be an option. Otherwise, you could probably do it if you found a 12v motor and a properly matched pump. Not sure what you would need for this exactly. It would probably also be a good idea to have a pressure relief on there for when you turn to one of the locks.
i find it amusing that SHOoff has nothing better to do but follow me around & be an unhelpful dick in even cross-forum. - Jon Mick
SHOoff wrote:Rodimus Prime wrote:well that puts that idea to rest!
Not really.... I think that some of the older MR2's used some sort of electric steering pump, so that might be an option. Otherwise, you could probably do it if you found a 12v motor and a properly matched pump. Not sure what you would need for this exactly. It would probably also be a good idea to have a pressure relief on there for when you turn to one of the locks.
I read up on this a while back. that system has a steering computer and a sensor to tell the pump when to pump harder. If you just use the pump it will run full blast all the time and have a large draw on your electricl system. It can be adapted but probably would take a little customization.
