Siena: I am considering junking the stock steering box in my 2003 MK5 Single Cabin 4x4, in favour of a steering rack.
And yes, I'm aware this won't be a bolt-in solution, and will most certainly require welding mounting tabs onto the frame, and locating allowing the track rod ends to reach the steering knuckles on the hubs. And still clearing other obstacles.
I would be using a manual steering rack, using an electronically-assisted steering column from a 2013 Toyota Prius (which I already have).
Whilst the steering box works well enough, it lacks the directness of a rack and pinion set-up. I drove a 1999 Tacoma, which is as close to the KDN165 Hilux as you could get, and the difference between the Taco and any MK5 is like night and day.
The MK6 isn't really directly comparable, as it's a much larger and heavier truck.
I think a rack would transform the handling of a MK5.

GAZZUZZ: Wow! I need to see this. Weldone siena

GAZZUZZ: The EMPS module is it powered by regular 12-14volts dc?

Siena: Thanks, Uboma.

uboma:

You are welcome Sir

Don't forget the thread of how to wash car engines that you promised us the other day...

Gadgetmobil: Hello Siena,
Pls forgive me.
I need a personal advise.
I have a brother intending to buy some trucks from Europe for bizness but he was told that the ones from Germany would be expensive and it would be preferable for him to buy from the UK.
He really needs an advice as he'd be leaving for the UK soon for the purchase.
I'd really appreciate if we could talk indepthly, please do mail me(am sorry I would have done the mailing but I dont have your mail sir) gadgetmobil@gmail.com.

Keep up your good work.
Peace

tdie: Lovely lovely project...! Makes me feel like starting on another project asap. :-). Unfortunately my 1968 Merc 200 restoration plans have fallen through-owners refused to sell at a reasonable price! :-(
Currently considering my other options...
What colour are you going for at the end?

Thanks, Tdie.

Colour? I'm going with a bold Kawasaki colour.

Siena:
Thanks, Tdie.
Colour? I'm going with a bold Kawasaki colour.

Cruisez: I need to reach you via email Siena to discuss conversion from RHD to LHD in UK. How can i reach you. Lovely project, am following.

Siena:
aqua4172@gmail.com

CityNG: Siena, educate me on two things.

1) Is there some sort of feedback that the ECU will need to see regarding forces acting on the wheels? Example in of road condition (which the Prius would never have seen) would it need to know that you are pushed up against a boulder as an example so that it can continue, increase or decrease the necessary PSI of assistance?

2) Is there a design weight limit inherently designed into these systems? For example a mate has used the system from the MR2 on another kit car of the same weight limit. I am wondering if the system designed for the Prius will be able to take on the level of weight in the truck? I supposed I need to look up the weight difference as the Prius may be a bit of a porky pig with all her electronic doo dahs and batteries.

Good work Bro.

Thanks bro!

With regards to the EPS from the 3rd gen. Prius, you're right. It's a heavy car - the HV battery weighs a hefty 43 kilos, the inverter 21 kilos, and the CVT transaxle, with both electric motors a massive 117 kilos! The regenerative braking system is an extra 16 kilos.

All adding up to a car that weighs almost as much as the 2013 Toyota Avensis 2.0 D-4D, and more than the 2001 Toyota Camry V6!

I too was concerned about the torque assistance being able to cope with the weight of the Hilux, but looking at the EPS on a 2012 Toyota Outlander, the motors are the same, down to the part numbers. The only difference is the upper column itself. The Outlander is a fair bit heavier than the Hilux, that's for sure.

The torque assistance is active when the system senses rotary forces acting on the column, it won't push a wheel against a boulder or kerb. The only force in such instances will be that exerted by the operator. In this case, there will be a reduction in torque assistance. The steering angle sensor is built into the column too.

One thing I have not come to terms with, (and probably never will) is the rear suspension on on the Toyota Hilux.

Like most light pick-up trucks, it runs a live rear axle, suspended and located by leaf springs. Whilst this set-up is great when it comes to load-lugging, it limits the handling capabilities on tarmac. Not an issue with the stock 2.5 D-4D DOHC 16V, with it's 102 hp output. But if the ultimate goal is more power, in my case from a breathed-upon Lexus 4.3 V8 2xDOHC 32V, then the rear suspension will certainly limit my exploiting the extra performance.

I believe leaf springs belong on a cart. And indeed, that's where they originated from. Cart horses (pulled by Donkeys) had their axles suspended on leaf springs.

I have decided to go with a 4-link rear suspension, with adjustable coil overs. This dispenses with the leaf springs. The axle is then located by trailing arms at the front, and anti-wrap bars at the rear. Side to side movement is controlled by a Panhard bar, which is a bar located on one side of the chassis, the other end on the axle beam.

Since I have come to this decision late in the build process, very few, if any fabricators would be willing to do the job. Grinding and welding whilst surrounded by fresh paint is not any fabricator's dream.

So, I will be doing the work myself, while the bed is off the chassis. I will make mock-ups of the locating shackles / brackets on the axle and frame, for the trailing arms, anti-wrap bars and Panhard bar. These will be made out of wood, then all I will have to do is give the wooden models to my guy to make out of 3mm steel.

I will also be showing some love to the front end, losing the torsion spring set-up, and having adjustable coil-overs here too.

I will post pictures of this process, since it is not easy to understand, unless you're versed in suspension set-ups.

Siena:

No worries, bro. I'll email you details.