Gen 1 Prius Steering Rack Failure, Code C1513 Torque Sensor Malfunction
(This blog is one in a series on Gen 1 Prius common failures. Read the introductory blog here.)
CUT TO THE CHASE? LINK TO PRICES BELOW
Classic Prius, model years 2001, 2002, and 2003, employ a 12V electric motor for power steering assist. The following is an explanation of how the system is designed, how it fails, and how much it costs to fix.
The motor is integrated around the shaft of the pinion gear (input part of the steering rack) and the amount of assist is interpreted through a torque sensor, mounted at the top of the motor. The sensor has two pads, each with two “fingers” (think of the needle on a record player); as the steering wheel is turned the sensor flexes, changing where the fingers touch the pads, which corresponds to varying voltage values sent to the steering computer. The amount of flex translates the resistance to steering and, therefore, the amount of assist needed.
This sensor has a penchant for failure, triggering the “Problem” screen on the center display, illuminating “PS MAIN” for power steering (pic forthcoming), and setting trouble code C1513: Torque Sensor Abnormal/Malfunction. Out of range voltage values are saved in the computer’s “freeze frame” at the time of failure and confirm the code and that the sensor is bad. The component cannot be purchased separate from the rack.
Other symptoms include jerky steering assist (sometimes quite frightening). It’s possible for the code to set with no change to steering performance.
We have also experienced intermittent steering assist from cars with no codes or warning lights (but no less scary), which may originate from the torque sensor or internal failure of the assist motor windings. Regardless the rack must be replaced as a unit.
Toyota did issue a recall campaign for steering racks on early models (first three months of the 2001 model year run, produced between May 9th, 2000 and July 21st, 2000, which equates to less than 2000 units), with replacement covered by Toyota for free.
PDF of Toyota Special Service Campaign Y05, 2001 Model Year Prius Power Steering Gear, Letter to Dealers
(an interesting look at Toyota’s attitude towards Prius early adopters)
Of the cars we’ve seen with rack failures, none was produced during this small window (which makes you wonder what exactly they improved); in fact we’ve even seen a failure in a car that already had its rack replaced under this campaign (years ago). In short, while there is a chance your rack could qualify for free replacement, it’s not likely. We do however check to see if the campaign applies to any vehicle’s we diagnose with this condition.
Given the widespread failure of these components, we no longer entertain used replacements. We did replace a rack with a used one once, at the owner’s insistence, and it ended up being bad “out of the box” and proved a real PITA for everyone involved.
The good news is that new racks are readily available from dealer parts departments and can be replaced quickly and easily. The unit is mounted to the top of the vehicle subframe (on John’s hand, in pic); there are a few tricks to stay out of trouble (a cautionary note to other techs who may be reading), but LG charges 2.5 hours for R&R plus a front wheel alignment.
Prices
Price breakdown for the job:
Labor: $300
New Steering Rack:
Overdue Update (as of 12/1/11): the price of the steering rack increased dramatically in 2010, to $2513.34
Part number 44200-49055
Some owners have been able to get Toyota to pay for the rack under the current pinion nut preload recall
Front End Alignment: $85
Sales Tax: $142.41
Total: $3111.97
Posted by Carolyn
Permalink
Categories:
Repair »
PICC Certified Prius Plug-In Installer
Available now! Plug-in Prius upgrades from Plug-In Conversions Corporation (PICC), the true “third generation” Prius!
Best performance to date of any plug-in conversion platform, backed by Luscious Garage, full service hybrid specialists with the most plug-in Prius experience.
We have the technical expertise, professionalism, and personal attention to make your conversion a legitimate and rewarding experience.
Conversion specs:
Fits: Toyota Prius, model years 2004, 2005, 2006, 2007, 2008, 2009
Battery: 6.1 kWh Nickel Metal Hydride (NiMH), 203V nominal
All-Electric Range: 25 miles
Top EV Speed: 70 mph
Charge Input: 120V (240V optional)
Charge Time, 120V: 6 hours
Fast Charge, 240V: 2 hours
Installation time: 2 days
Cost: $13,500
Fast Charge option: $1000
Test drives available now! Email Carolyn for more information or appointments
Luscious Garage PICC conversions to date: 7
Omaha Public Power District
Luscious Shop Car (pictured)
Gold Peak Battery
China Light and Power
Hong Kong Electric
Ron Gremban, CalCars
Private Owner, Santa Cruz, CA
(blog on Hong Kong conversions to follow)
Read more from Green Car Congress…
Read more from EV World…
Read more about Plug-In Conversions Corp
Read more about Gold Peak Battery
Kim Adelman, CEO of PICC, with his company car, Poway, CA:
PICC Battery Box with lid removed, Gold Peak modules, 168 Total, which they’ve innovated for over 20 years
LG Shop Car with factory battery removed (PICC system replaces factory battery, which we then use to build replacement packs for earlier model Prius):
Final product installed, very clean, safe installation
No loss of cargo space or change to interior panels:
Posted by Carolyn
Permalink
Categories:
Modifications »
Plug-In Hybrids »
LG on Fox Business Network
Video link:
Getting up to speed on hybrid repairs via FoxBusiness.com
Posted by Carolyn
Permalink
Categories:
LG in the News »
LG on CBS 5’s Eye on the Bay
Video Segment: “Our Environment” via CBS5.com
Posted by Carolyn
Permalink
Categories:
LG in the News »
Learning from GM
The bankruptcy of General Motors is a profound event—economic as well as cultural—worth recognition and reflection regardless of our feelings for cars. The company’s failure is a collective one—labor, consumer, and executive (both internal to the company and in government policy)—of not taking responsibility.
As an affluent, non-industrial bubble, the residents of San Francisco seem unable to sympathize, and I agree in the sense that GM’s myopia has been obvious for decades. However, bankruptcy is much more than an overdue embarrassment to relish as we drive Japanese cars. It’s a genuine opportunity for the company to do right, and given its overwhelming influence in our country’s economic and environmental future, it’s crucial we all learn from GM’s mistakes.
Here are a few resources I recommend:
1.) Video: The Decline of GM from The New York Times
2.) GM’s Reinvention Corporate Website
3.) The World of Business: The Road Ahead from The New Yorker
4.) Interactive: GM Timeline from The New York Times
5.) Interactive: Automotive Bailout Timeline from The New York Times
I remain amazed and impressed by how much Obama has taken on in his first months as president, and I understand his endorsement of GM products. But I remain strongly opposed to buying a new GM vehicle, just as I am to buying the new Prius. It is essential that we only support the automakers when they produce plug-in vehicles. All of GM’s materials, including the website linked above, put enormous emphasis on the Volt; we must put equal emphasis on that car as the one worth waiting for and ultimately buying.
One of the problems already apparent with the Volt (and the same problem with the EV1) is the goal of perfection, which is unrealistic. Evidence the Prius, which took three years in Japan and then three more globally to mature into the model we now see all over San Francisco, which is one of the best cars ever made (and yet only half functional as a gasoline-dependent vehicle).
Don’t misunderstand me: the Volt is a valid indicator of why GM is worth saving and supporting. GM can be restructured and ultimately sustainable, just like our means of transportation. But there is no Chapter 11 for the environment, at least not without a Chapter 7 for us human beings.