Steering, Suspension, & Brakes

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I do have a sensor (magnets attached to the driveshaft) that I installed long ago with the cruise control.

That is what caught my eye in the EPS for MGA article. Mine only uses a single magnet, though.

The link for a hall effect sensor in the article shows a four magnet driveshaft collar.

[www.motorsportsinnovations.com]

The magnetic kit I have is similar to this:
[www.thecruisecontrolstore.com]

So, you run 4 magnets, Dan?

At the Townsend meet this year, Dan B brought his EPS unit along with a TR6 column which we sat down at the dining room table and discussed. Scott and I did comparison drives of each other's cars, both of which are CB. Mine has a smaller steering wheel and the wheels are probably offset a little more to the outside, and also has 6.9 degrees of caster. Scott's is mostly stock I believe. He has the Yaris EPS and I have the larger Prius one. I do not know how Scott handled the lower connection and the firewall. It's pretty common to affix a solid shaft to the output spline and use the stock column below that. In my case I used a modified Prius double u-jointed drive shaft and a custom made bulkhead stub shaft mounted on timken type bearings IIRC. Bear in mind that this comparison by nature was to some extent subjective.

Both cars exhibited some return-to-center (RTC) but it tended to peter out about 3 inches on the steering wheel rim away from straight ahead. In both cases this effect was not strong enough to follow rapid steering changes but would begin to bring the wheel back to center in a noticeable way, for instance when making a slow 90 degree turn. Scott felt his was slightly stronger, I thought they were about the same or possibly opposite. I felt my steering had a little less friction, though I didn't mention it at the time and don't know that Scott would agree.

So where does this leave us? I think it is fairly clear that if Scott had the higher caster angle or if my car had the smaller EPS unit we would see more RTC. I also think that use of the MGOC roller thrust bearings under the kingpin trunions would increase this effect.

[mgb.tips]

I haven't given up on the kingpin timken retrofit. Other irons in the fire and all that though. I was thinking my bushings might be in need of replacement very soon but it seems that isn't especially urgent. What I need is to find a savvy bearing vendor who knows about these TSL series bearings.

Jim

My EPS is active as soon as the ignition is turned on. I am using the Buno GPS controller which may make a difference. Also, I have reasonable self centering action. The Hoyle suspension retains the MGB kingpins and I installed the needle thrust bearings a few years ago. There is also less resistance from the rack with the quicker ratio.

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What I need is to find a savvy bearing vendor who knows about these TSL series bearings.

What info are you looking for?

[cad.timken.com]

Carl, I think he wants something like this. Royal King makes them for Ford and Chevy straight axles. They are sold by Speedway Motors. I think the Chevy size could be adapted.

[www.speedwaymotors.com]

[static.speedwaymotors.com]



Edited 3 time(s). Last edit at 06/28/2024 06:49PM by mgb260.

Ford vs Chevy kingpin sizes. MGB?

[www.jalopyjournal.com]

I added a Yaris EPS just before Townsend last year. When the two Jim's (Blackwood & Miller) drove my car, the EPS was in limp mode since my VSS was bad with what ultimately turned out to be a bad plug in the wiring. So they didn't really experience the EPS with the VSS in place. Over the winter, I did some further work on the system. I added a micro controller that sends a CAN message that simulates an RPM signal. The EPS now has instant on (within a second or two) at key on. I also played around with the Toyota procedure they call ZERO Point Adjustment. Essentially, you center the steering wheel in the straight ahead position and perform the procedure which let's the EPS ECU know where center is. At the same time, it rewrites the assist tables with new info. This spring I redid the procedure. This is all subjective, of course, but before I redid it, it felt like the return to center was unbalanced between turning left or right. It now feels balanced. It also feels like the steering has a centered position when going down a straight road. As far as return to center, to me, there is a definite improvement. I've been comparing what I have to my wife's Toyota Corolla. When you go around a corner in my wife's car, it returns to center smartly as you accelerate out of the corner. With my car, it will get most of the way there on normal residential streets. I've gone through some roundabouts where it actually returned all the way. In many ways, mine is acting very similarly to the way my wife's acts. I think the difference might be that my wife's car is front wheel drive, so the front wheels power the car and steer it too. I notice when I go around a corner in her car and just let it coast, it won't return all the way to center either, but if I put power to it, it does. The big question for me is, is mine any different than everyone else's? Especially those with a Bruno Box? Bottom line, I like it a lot!



Edited 1 time(s). Last edit at 06/28/2024 09:46PM by Scott68B.

Carl and Jim, what I have been looking for are the TSL series bearings. It's a tapered bearing set with a seal built in.

I had been running the Corolla (I think) EPS in limp mode and recently added the Bruno GPS unit. Put the antenna up next to the windshield pillar on the dash but there may not be enough room on a stock MGB without moving it further towards the center of the car.

Now in limp mode the EPS was a dramatic improvement but I did not like the several second turn on time. Boost was perfectly acceptable though and return to center was... meh, there but not much.

Now turn on is within 1/2 second and boost is dramatic. I can steer the car with a light touch even sitting still. Return to center is better. Not perfect but acceptable. I'm not sure how that happens but I'll take it.

Jim

Maybe this will help.

[cad.timken.com]-

It did not. Neither did a search on that site for TSL.

Jim

Not sure what happened to my link. There was a specs page.

TSL Bearing measurements:

[cad.timken.com]

Yeah there's a specs page but it's all for LM style bearings though. No seal.

Jim

What dimensions are you looking for?

TSL Size range:

ID 19.050 mm to 68.262 mm (0.7500 in. to 2.6875 in.)
OD 45.237 mm to 110 mm (1.7810 in. to 4.3307 in.)

On the ID, .750", ,785" and ,897", I realize those last two sizes will not exist so the choice is to go oversized and use a sleeve or go undersized and turn down the kingpin journals.

The smallest matching OD would be the way to go I think.

If you have a size chart with bearing numbers for the TSL series I would love to get my hands on that.

Jim

See pages 505-507.

[www.timken.com]

[cad.timken.com]-

I did a screen capture and printed off the page with the TSL sizes. No part numbers though. I will take that to the local Bearings Inc and see what they can do with it.

Seems like they would have a metric series...

Jim

Seems like my 2nd link resets back to a default. Click the link below, then click on the CAD Drawings link. Now, scroll down & click on Tapered Roller Bearings - TSL (DUO-FACE® Plus Seal) Imperial (16). That will bring up a page with part #s & dimensions.

[www.timken.com]