Steering issues on '97

[HotCarl]

Hey guys, it's been awhile since I have been on here but I would greatly appreciate any help.

I had the steering gear box replaced in March, with a brand new A1Cardone box and the steering system flushed and conditioned, ugh $700. However ever since, the steering is very very stiff and difficult to turn. It is terrible compared to driving my brothers 97 Silverado.
Also, when I turn the wheel past a certain point left or right it wants to pull real bad, like it resists then all of a sudden wants to go off the road, but it is still very stiff. Power steering pump seems ok, no whining or leaks.

What can I do to fix this? Thanks in advance.

 

[SunlitComet]

Have you checked the variable steering effort system as a possible problem?

 

[HotCarl]

Have you checked the variable steering effort system as a possible problem?

No, what is this and how do I check it?

 

[SunlitComet]

Since you said you flushed your steering pump you may have got something lodge in the solenoid actuator on the pressure outlet of pump.




Variable Effort Steering Description The Electronic Variable Orifice (EVO) system increases or decreases the amount of fluid leaving the power steering pump. This provides the driver with a comfortable balance of steering wheel feel and power assist.
At vehicle standstill or at very low speeds, the system allows full hydraulic fluid flow for maximum power assist and reduced steering effort. As the vehicle gains speed, a variable orifice closes at the steering pump which reduces the pump fluid flow. This action provides a stiffer steering wheel response for an improved road feel and a greater directional stability at highway speeds.
A sensor mounted on the steering column detects the steering wheel movements associated with defensive driving maneuvers. A control module uses this sensor input and the vehicle speed in order to adjust the amount of current to the solenoid.
The EVO system consists of the following components:

• The Power Steering (PS) solenoid actuator is located on the power steering pump discharged fitting.
• The EVO/Passlock module is mounted on the instrument panel carrier, beneath the radio.
• The steering Handwheel Speed Sensor (HWSS) is located in the lower bearing of the steering column.
• The vehicle speed sensor is located on the transmission output shaft or on selectable four wheel drive the transfer case output shaft.
• The Powertrain Control Module (PCM) is located in the engine compartment on the left inner wheel well panel (diesel engines only).
• The Vehicle Control Module (VCM) is located in the engine compartment on the left inner wheel well panel (gasoline engines only).

Variable Effort Steering Circuit Operation

POWER STEERING HYDRAULIC SYSTEM
The Electronic Variable Orifice (EVO) power steering pump is a conventional power steering pump with a Power Steering (PS) solenoid actuator mounted to the outlet port. When the driving conditions require less hydraulic fluid, a flow control valve restricts the flow of the fluid.

ELECTRONIC VARIABLE ORIFICE (EVO) ACTUATOR ASSEMBLY
The PS solenoid actuator, mounted in the power steering pump, contains a solenoid operated valve. Discharged fluid passes through an orifice in the solenoid. As the vehicle speed increases, the EVO/Passlock module increases the Pulse Width Modulation (PWM) signal to the PS solenoid actuator. Higher current gradually moves the valve further and further into the orifice. This action restricts the passage of the fluid flow through the orifice, reducing the power assist in the steering gear. For diagnosis of the steering system, refer to Power Steering System Test Procedure under Testing and Inspection.
Because the EVO/Passlock module sends a variable signal, the PS solenoid actuator provides various levels of the power assist. The EVO system therefore consistently adjusts the power steering assist for changing vehicle speeds and changing driving conditions. For the repair procedures, refer to PS Solenoid Actuator, Discharge Fitting Replace. For diagnosis, refer to Variable Effort Steering System Check under Testing and Inspection.

ELECTRONIC VARIABLE ORIFICE/PASSLOCK MODULE
The Electronic Variable Orifice (EVO)/Passlock module, mounted to the instrument panel carrier underneath the radio, uses the input from the Vehicle Speed Sensor (VSS) and the input from the steering handwheel speed sensor in order to regulate the electrical current to the PS solenoid actuator.
The EVO/Passlock module also detects faults with the steering wheel rotation sensor, the PS solenoid actuator, and the associated circuits. When the EVO/Passlock module detects a fault, the EVO/Passlock module disables the EVO system. Then, the vehicle operates with the maximum power assist, until the driver turns the ignition to the OFF position. When driver restarts the vehicle, the EVO/Passlock modules resets and enables the operation of the EVO, until the EVO detects another fault. The EVO/Passlock module has fault code member. The EVO/Passlock module can pinpoint specific faults. For the repair procedure, refer to Electronic Variable Orifice (EVO)/Passlock Module Replacement. For diagnosis, refer to Variable Effort Steering System Check under Testing and Inspection.

STEERING HANDWHEEL SPEED SENSOR
This sensor is mounted in the lower bearing of the steering column. The sensor detects abrupt or evasive steering maneuvers, and signals the EVO/Passlock module in order to reduce the steering effort. The faster the driver turns the steering wheel, the quicker the steering wheel rotation sensor generates the signal. For repair procedures, refer to Steering Wheel Speed Sensor Replacement. For diagnosis, refer to Variable Effort Steering System Check under Testing and Inspection.

VEHICLE SPEED SENSOR
The Vehicle Speed Sensor (VSS) consists of a permanent magnet generator on the transmission housing or transfer case. The generator sends an electrical signal to the Powertrain Control Module (PCM) on vehicles with diesel engines, or to the Vehicle Control Module (VCM) on vehicles with gasoline engines. The VCM/PCM then calculates the vehicle speed and notifies the EVO/Passlock module. For repair procedures, refer to Transmission Controls. For diagnosis, refer to Variable Effort Steering System Check under Testing and Inspection.

 

[HotCarl]

Thanks a lot SunlitComet! You seem to know your stuff. how do I go about diagnosing if there is a problem with the solenoid actuator?

 

[SunlitComet]

You will need a scanner with gm enhanced perimeters for some tests.
Print this out before the pictures change.



Diagnostic System Check - Variable Effort Steering (VES)
Initial Inspection and Diagnostic Overview

Notes

System Check Part 1 Of 2

Notes

System Check Part 2 Of 2


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Diagnostics Process - Variable Effort Steering (VES) PROCEDURE

When servicing the variable effort steering Electronic Variable Orifice (EVO) / system, perform the following steps in order. Not following these steps may result in the loss of important diagnostic data. This may lead to difficult and time-consuming diagnostic procedures.

1. Perform a vehicle preliminary diagnostic inspection.
2. Perform a power steering system test.
3. Inspect the variable effort steering system. Refer to Variable Effort Steering System Check. If any Diagnostic Trouble Codes (DTCs) are displayed, note the last malfunction that occurred. Diagnose and repair this malfunction first.

See: Testing and Inspection

1. If no DTCs or mechanical component malfunctions are present, or if the condition is intermittent and not reproducible, test drive the vehicle while using the automatic snapshot feature of the scan tool. Perform normal acceleration, stopping, and turning maneuvers. If this does not reproduce the malfunction, refer to Intermittent Diagnosis.

See: Testing and Inspection

1. After all the system malfunctions have been corrected, clear the EVO DTCs and test drive the vehicle.

Intermittents and Poor Connections - Variable Effort Steering (VES) TIP

Faulty electrical connections and wiring cause most intermittent faults, although a damaged EVO/Passlock module can occasionally be at fault. Refer to Intermittent and Poor Connections in Diagnostic Aids under Diagrams for a detailed explanation on locating and repairing intermittent conditions.


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Power Steering System Test Procedure PROCEDURE

• J 5176-E Power Steering Gauge
• J 5421-02 Thermometer

The power steering system test is a method used in order to identify and isolate hydraulic circuit difficulties. Prior to performing this test, make the following inspections and the necessary corrections.

1. Inspect the pump reservoir for the proper fluid level.
2. Inspect the pump belt for proper tension.
3. Inspect the pump drive pulley condition.
4. Perform the Diagnostic System Check. Refer to Variable Effort Steering System Check in Variable Effort Steering.

See: Testing and Inspection

1. Perform the following procedure:

5.1. Place a container under the steering gear or the pump in order to catch the fluid when disconnecting or connecting the hoses. 5.2. With the ignition OFF, disconnect the pressure hose at the steering gear or at the power steering pump.
5.2.1. Install the J5176-E to both hoses.
5.2.2. Position the gauge between the shutoff valve and the pump.
5.2.3. Open the shutoff valve. 5.3. Remove the filler cap from the pump reservoir and check the fluid level.
5.3.1. Fill the pump reservoir with power steering fluid to the full mark on the dipstick.
5.3.2. While momentarily holding the steering wheel against the stop, start the engine and check the connections at the J5176-E for leaks. 5.4. Bleed the system. Important: Perform all the tests with the engine idling at the normal operating temperature.


5.5. Insert the J 5421-02 in the reservoir filler opening.
Move the steering wheel from stop to stop several times until the thermometer indicates the power steering fluid in the reservoir has reached a temperature of 65°- 77°C (150°- 170°F). Important: In order to prevent scrubbing flat spots onto the tires, do not turn the steering wheel more than five times without rolling the vehicle in order to change the tire-to-floor contact area.


5.6. Start the engine and check the pump fluid level.
5.6.1. Add power steering fluid, if required.
5.6.2. When the engine is at normal operating temperature, the initial pressure reading on the gauge, with the valve open, should be in the 550-860 kPa (80-125 psi) range.
5.6.3. If this pressure is in excess of 1380 kPa (200 psi), check the hoses for restrictions.
5.6.4. Check the poppet valve for proper assembly. 5.7. Fully close the gate valve three times. Notice: Do not leave the valve fully closed for more than 5 seconds, or the pump could be damaged internally. Record the highest pressures attained each time.

• If the pressures recorded are within 9,308-9,998 kPa (1,350-1,450 psi) or, for the C3500HD 10,101-10,446 kPa (1,465-1,515 psi) and the range of readings are within 345 kPa (50 psi), the pump is functioning within specifications.
• If the pressures recorded are high, but do not repeat within 345 kPa (50 psi), the flow controlling valve is sticking.
• Remove the valve.
• Clean the valve.
• Remove any burrs using crocus cloth or a fine hone.
• Flush the system if the system contains dirt.
• If the system is exceptionally dirty, disassemble the pump and the gear. Clean, flush, and reassemble the system before further usage.
• If the recorded pressures are constant but between 690 kPa (100 psi) and 9,308 kPa (1,350 psi), replace the flow control valve and recheck the system.
• Replace the rotating group in the pump if the pressure remains low.

5.8. If the pump pressures are within specifications, leave the valve open and turn the steering wheel to both stops. 5.9. Record the highest pressures and compare with the maximum pump pressure recorded.
If this pressure cannot be reached in at least one side of the gear, the gear is leaking internally.
Disassemble and repair the gear. 5.10. Shut the engine OFF. 5.11. Remove the testing gauge. 5.12. Reconnect the pressure hose. 5.13. Check the fluid level.
Make the necessary repairs. 5.14. If the problem still exists, examine the steering and the front suspension.

 

[Stresst]

Thanks a lot SunlitComet! You seem to know your stuff.

Yup he sure does AND he does comedy as well! LMAO!

 

[SunlitComet]