[Z06] competitive mode
Safety Car
Joined: Mar 2000
Posts: 4,847
Likes: 10
From: Bartlett, IL
Cruise-In XI Veteran
St. Jude Donor '06-'07-'08-'09-'10-'11-'12
Comp. mode basically still leaves active handling on to somewhat of a degree.... it shuts off traction control and it will let you get a little loose with the car but will envoke if you getted pushed out of whack too far. Active handling will come on pretty quickly should you get sideways or start to spin the tires.
Hope this clears it up for you.
Hope this clears it up for you.
Team Owner
Joined: Jul 2004
Posts: 24,652
Likes: 298
From: NJ
St. Jude Donor '05-'08
Here is a write-up that is very informative on AH/TC
Second-Generation Active Handling
For 2001 a Second-Generation Active Handling system, much enhanced over the original, becomes standard equipment on all Corvettes. Following is a summary of specific changes:
New Pressure Modulator
The original Bosch 5.0 hydraulic pressure modulator is replaced by an improved Bosch 5.3 modulator. It is reduced in size, transmits less noise, and works better at low temperatures. It weighs 3.5 pounds less than the previous modulator and provides better apply response at lower temperatures (-20 degrees Celsius), meaning that the system will become fully functional more quickly after a cold start-up.
Dynamic Rear Proportioning
The enhanced system has dynamic rear brake proportioning capability, electronically balancing rear brake pressure to prevent rear brake bias, or lockup. This new software feature eliminates the need for a rear brake circuit-proportioning valve, resulting in fewer assembly parts and fewer brake pipe connections. In addition, the master cylinder pressure sensor is now integrated into the new Bosch pressure modulator.
Sideslip Angle Rate Control
Another upgrade for 2001 is the addition of sideslip angle rate control to Active Handling's core software algorithm. It senses whether the driver has been too slow (or too fast) to react to changing vehicle dynamics during evasive handling maneuvers, then dials in just the right amount of control to help maintain vehicle balance.
Coefficient of Friction Estimation
Obviously, the rate at which a car tends to slip sideways is magnified on slippery road surfaces, so more sophisticated calibration algorithms have been developed to estimate the friction coefficient of the road surface and modify the second-generation active handling system's response accordingly.
Rear Brake Stability Control
One more software change results in better rear brake stability control. It assists the driver in maintaining control under light braking and high lateral acceleration conditions, such as might be encountered if a driver is caught off-guard by a decreasing radius turn. This new feature more precisely releases brake pressure on the inside rear wheel during high lateral acceleration maneuvers and allows for more predictable vehicle response so the driver doesn't have to work as hard to keep the vehicle on its intended path.
Better Coordination with Traction Control
As noted earlier, Active Handling works in conjunction with the traction control system, and for 2001 that part of the system has been much refined. A new control philosophy of targeting specific rear brake pressures and modulating engine torque around those points has resulted in fewer engine sags and superior vehicle acceleration when compared to the 2000 system. This new calibration allows drivers to enthusiastically experience Corvette's power and handling while still maintaining control over excessive wheelspin. Average drivers may now elect to leave the traction control system on when navigating autocross or gymkhana courses.
"Competitive Driving" Mode
As aluded to in the previous paragraph, Corvette's Active Handling system has a unique feature called "Competitive Mode", which allows the driver to disengage the car's traction control feature without giving up Active Handling's other benefits. Holding down the Active Handling button on the center console for five seconds enables Competitive Mode. This feature recognizes that at the hands of a highly skilled driver a bit of rear wheelspin may actually be desirable in autocross or other racing events. In previous years it was necessary to bring the vehicle to a full stop to enable Competitive Mode, but for 2001 this requirement has been eliminated.
Taken as a whole, the Corvette's 2001 Second- Generation Active Handling system is smarter, less intrusive, and more adept at making the total driving experience precisely what Corvette owners have come to expect from their cars. It makes the car more agile, allows average drivers to perform better during spirited driving, and provides a new margin of safety in emergency situations. Source: http://www.c5registry.com/zo6/Performance/AGILITY.HTM
“The system also allows the driver to select a "COMPETITIVE DRIVING" mode for autocross or gymkhana competitions. In this mode, the Active Handling system remains fully-functional -- measuring steering, yaw rate and lateral acceleration inputs as well as applying individual wheel brakes as required – but the traction control system is disabled, allowing for some wheelspin and oversteer that skilled drivers often find beneficial in competitive driving.
Source: The text appeared in a GM Press Release that was issued at the Las Vegas SEMA Show in the Fall of 1998. The Active Handling System, RPO JL4, debuted on the 1998 Corvette and became standard equipment on the 2001 model. http://corvetteactioncenter.com/tech...ehandling.html
In mid-1998 a new feature called Active Handling was introduced on Corvette. It is a sophisticated stability control system that utilizes on-board sensors to measure yaw, lateral acceleration and steering wheel position, then brings into play the capabilities of Corvette's standard ABS brake and traction control systems to smoothly assist the driver in maintaining vehicle control in oversteer or
understeer situations.
For 2001 a Second-Generation Active Handling system, much enhanced over the original, becomes standard equipment on all Corvettes. With a new Bosch brake pressure modulator and many new or revised calibrations, Second-Generation Active Handling provides even more assistance to the Corvette driver.
Corvette engineers know how Corvette owners like to drive their cars, so a stability control system that would shut the car down too severely during enthusiastic driving was out of the question. Second-Generation Active Handling calibrations have been carefully developed to limit such intrusiveness. Aside from an "Active Handling" message on the instrument panel, drivers will not even realize they've been assisted in most situations.
Average drivers will find themselves capable of producing even lower elapsed times in autocross competitions. Above-average drivers will appreciate Active Handling's Competitive Mode, which allows them to switch off the traction control part of the system.
In addition to making all Corvettes more agile, Second-Generation Active Handling adds a cushion of safety given its ability to help out in emergency situations. It deftly senses both over- and under-correction on the driver's part and adjusts to help bring the car back into balance.
As good as it is, Active Handling cannot overcome the laws of physics. It is offered only as an assist - albeit an assist that makes Corvettes a lot more agile, and even safer - but it is not a cure-all for every situation. Ultimately, drivers must still take full responsibility for control of their vehicle.
All Corvette models for 2001 benefit from the previously mentioned second-generation active handling system. Along with the Delphi suspension software, the latest system uses a new Bosch 5.3 brake pressure modulator and is intended to be less intrusive in extreme situations. "It adapts itself to the skill level of the driver," says development engineer Mike Risso. "We want people to keep this system on, not turn it off and then be without it when they get in over their heads."
A further change for 2001 is that the active handling's competitive mode, which allows drivers to switch off the traction control element of the system, can be activated on the move instead of after a full stop. [source: http://www.autofieldguide.com/column...m/0900mcc.html
Maximum Agility
The foundation of Corvette’s agile handling is hydroformed frame rails. Its four-wheel independent front suspension features cast aluminum upper and lower A-arms. The Z06 and models equipped with the available Z51 package now have aluminum front stabilizer bar links for lighter weight. A transverse leaf spring system is used for the independent rear suspension.
All Corvettes have the second-generation Active Handling system as standard equipment. The system features dynamic rear brake proportioning to prevent rear wheel lockup; rear brake stability control to assist the driver in maintaining control under light braking and high acceleration conditions; integral traction control calibrated to allow drivers to experience the vehicle’s power and handling while maintaining control over excessive wheelspin. It also has an on/off switch and a “Competitive Mode” which allows the driver to disengage the traction control feature without giving up Active Handling’s other benefits.
Source: http://www.corvettemuseum.com/specs/2002/index.shtml
In addition:
Active handling warming up
http://forums.corvetteforum.com/show...56&forum_id=49
Second-Generation Active Handling
For 2001 a Second-Generation Active Handling system, much enhanced over the original, becomes standard equipment on all Corvettes. Following is a summary of specific changes:
New Pressure Modulator
The original Bosch 5.0 hydraulic pressure modulator is replaced by an improved Bosch 5.3 modulator. It is reduced in size, transmits less noise, and works better at low temperatures. It weighs 3.5 pounds less than the previous modulator and provides better apply response at lower temperatures (-20 degrees Celsius), meaning that the system will become fully functional more quickly after a cold start-up.
Dynamic Rear Proportioning
The enhanced system has dynamic rear brake proportioning capability, electronically balancing rear brake pressure to prevent rear brake bias, or lockup. This new software feature eliminates the need for a rear brake circuit-proportioning valve, resulting in fewer assembly parts and fewer brake pipe connections. In addition, the master cylinder pressure sensor is now integrated into the new Bosch pressure modulator.
Sideslip Angle Rate Control
Another upgrade for 2001 is the addition of sideslip angle rate control to Active Handling's core software algorithm. It senses whether the driver has been too slow (or too fast) to react to changing vehicle dynamics during evasive handling maneuvers, then dials in just the right amount of control to help maintain vehicle balance.
Coefficient of Friction Estimation
Obviously, the rate at which a car tends to slip sideways is magnified on slippery road surfaces, so more sophisticated calibration algorithms have been developed to estimate the friction coefficient of the road surface and modify the second-generation active handling system's response accordingly.
Rear Brake Stability Control
One more software change results in better rear brake stability control. It assists the driver in maintaining control under light braking and high lateral acceleration conditions, such as might be encountered if a driver is caught off-guard by a decreasing radius turn. This new feature more precisely releases brake pressure on the inside rear wheel during high lateral acceleration maneuvers and allows for more predictable vehicle response so the driver doesn't have to work as hard to keep the vehicle on its intended path.
Better Coordination with Traction Control
As noted earlier, Active Handling works in conjunction with the traction control system, and for 2001 that part of the system has been much refined. A new control philosophy of targeting specific rear brake pressures and modulating engine torque around those points has resulted in fewer engine sags and superior vehicle acceleration when compared to the 2000 system. This new calibration allows drivers to enthusiastically experience Corvette's power and handling while still maintaining control over excessive wheelspin. Average drivers may now elect to leave the traction control system on when navigating autocross or gymkhana courses.
"Competitive Driving" Mode
As aluded to in the previous paragraph, Corvette's Active Handling system has a unique feature called "Competitive Mode", which allows the driver to disengage the car's traction control feature without giving up Active Handling's other benefits. Holding down the Active Handling button on the center console for five seconds enables Competitive Mode. This feature recognizes that at the hands of a highly skilled driver a bit of rear wheelspin may actually be desirable in autocross or other racing events. In previous years it was necessary to bring the vehicle to a full stop to enable Competitive Mode, but for 2001 this requirement has been eliminated.
Taken as a whole, the Corvette's 2001 Second- Generation Active Handling system is smarter, less intrusive, and more adept at making the total driving experience precisely what Corvette owners have come to expect from their cars. It makes the car more agile, allows average drivers to perform better during spirited driving, and provides a new margin of safety in emergency situations. Source: http://www.c5registry.com/zo6/Performance/AGILITY.HTM
“The system also allows the driver to select a "COMPETITIVE DRIVING" mode for autocross or gymkhana competitions. In this mode, the Active Handling system remains fully-functional -- measuring steering, yaw rate and lateral acceleration inputs as well as applying individual wheel brakes as required – but the traction control system is disabled, allowing for some wheelspin and oversteer that skilled drivers often find beneficial in competitive driving.
Source: The text appeared in a GM Press Release that was issued at the Las Vegas SEMA Show in the Fall of 1998. The Active Handling System, RPO JL4, debuted on the 1998 Corvette and became standard equipment on the 2001 model. http://corvetteactioncenter.com/tech...ehandling.html
In mid-1998 a new feature called Active Handling was introduced on Corvette. It is a sophisticated stability control system that utilizes on-board sensors to measure yaw, lateral acceleration and steering wheel position, then brings into play the capabilities of Corvette's standard ABS brake and traction control systems to smoothly assist the driver in maintaining vehicle control in oversteer or
understeer situations.
For 2001 a Second-Generation Active Handling system, much enhanced over the original, becomes standard equipment on all Corvettes. With a new Bosch brake pressure modulator and many new or revised calibrations, Second-Generation Active Handling provides even more assistance to the Corvette driver.
Corvette engineers know how Corvette owners like to drive their cars, so a stability control system that would shut the car down too severely during enthusiastic driving was out of the question. Second-Generation Active Handling calibrations have been carefully developed to limit such intrusiveness. Aside from an "Active Handling" message on the instrument panel, drivers will not even realize they've been assisted in most situations.
Average drivers will find themselves capable of producing even lower elapsed times in autocross competitions. Above-average drivers will appreciate Active Handling's Competitive Mode, which allows them to switch off the traction control part of the system.
In addition to making all Corvettes more agile, Second-Generation Active Handling adds a cushion of safety given its ability to help out in emergency situations. It deftly senses both over- and under-correction on the driver's part and adjusts to help bring the car back into balance.
As good as it is, Active Handling cannot overcome the laws of physics. It is offered only as an assist - albeit an assist that makes Corvettes a lot more agile, and even safer - but it is not a cure-all for every situation. Ultimately, drivers must still take full responsibility for control of their vehicle.
All Corvette models for 2001 benefit from the previously mentioned second-generation active handling system. Along with the Delphi suspension software, the latest system uses a new Bosch 5.3 brake pressure modulator and is intended to be less intrusive in extreme situations. "It adapts itself to the skill level of the driver," says development engineer Mike Risso. "We want people to keep this system on, not turn it off and then be without it when they get in over their heads."
A further change for 2001 is that the active handling's competitive mode, which allows drivers to switch off the traction control element of the system, can be activated on the move instead of after a full stop. [source: http://www.autofieldguide.com/column...m/0900mcc.html
Maximum Agility
The foundation of Corvette’s agile handling is hydroformed frame rails. Its four-wheel independent front suspension features cast aluminum upper and lower A-arms. The Z06 and models equipped with the available Z51 package now have aluminum front stabilizer bar links for lighter weight. A transverse leaf spring system is used for the independent rear suspension.
All Corvettes have the second-generation Active Handling system as standard equipment. The system features dynamic rear brake proportioning to prevent rear wheel lockup; rear brake stability control to assist the driver in maintaining control under light braking and high acceleration conditions; integral traction control calibrated to allow drivers to experience the vehicle’s power and handling while maintaining control over excessive wheelspin. It also has an on/off switch and a “Competitive Mode” which allows the driver to disengage the traction control feature without giving up Active Handling’s other benefits.
Source: http://www.corvettemuseum.com/specs/2002/index.shtml
In addition:
Active handling warming up
http://forums.corvetteforum.com/show...56&forum_id=49
