Indy1830SS
Cadet
- Joined
- Aug 21, 2007
- Messages
- 29
I've been working off an on with my power steering (Chaparral 1830SS 4.3LX) and have gotten some helpful comments from a few of you already, but haven't isolated the problem yet. I lack understanding of a few key pieces of the system - maybe some of you mechanical gurus can help.
Let's start with the control valve. I understand what is happening outside - the steering cable pushes or pulls on the valve and it extends the rod as well as actuates the power assist cylinder. When I observe it operating while someone else turns the wheel, I assume that it works like a cylinder control block. Push it and oil flows one way, pull it and oil goes another....but that wouldn't explain how it still works manually and extends the rod on the actuator. I assume the the rod and steering cable are directly connected internally, using the helm's leverage alone w/o power assist. Maybe someone can clarify this operation?
Maybe the real question I have is, should the coupling of the cable to the actuator move or be rigid? When you turn the wheel you can see the port into the actuator move before the cylinder does. Is this a normal slop in the operation and part of it's function? If not normal, maybe that explains the whole mess as well as why there seems to be so much play in the wheel.
For the record, I believe the pump is working. I can hear it change tones when you turn the wheel.
Let's start with the control valve. I understand what is happening outside - the steering cable pushes or pulls on the valve and it extends the rod as well as actuates the power assist cylinder. When I observe it operating while someone else turns the wheel, I assume that it works like a cylinder control block. Push it and oil flows one way, pull it and oil goes another....but that wouldn't explain how it still works manually and extends the rod on the actuator. I assume the the rod and steering cable are directly connected internally, using the helm's leverage alone w/o power assist. Maybe someone can clarify this operation?
Maybe the real question I have is, should the coupling of the cable to the actuator move or be rigid? When you turn the wheel you can see the port into the actuator move before the cylinder does. Is this a normal slop in the operation and part of it's function? If not normal, maybe that explains the whole mess as well as why there seems to be so much play in the wheel.
For the record, I believe the pump is working. I can hear it change tones when you turn the wheel.