Did a search on this frequent problem, did not see my specific codes listed.
The facts.... Since nothing in the Magnuson directions said anything about "locking the wheel in place" when removing the steering cylinder to pin the crank, I not only moved the steering wheel to re-connect the steering column to the rack, but I took great pleasure in turning the wheel from lock to lock before finishing the install.
I was smart enough to finally center the steering wheel so now the car drives straight and the wheel is centered, so I guess thru a series of errors and mistakes I got that part right.
The 3 codes the car is showing are 1278.... 1283 AND 1288. From the service manual if I understand correctly the 1278 is really for information only saying I have an issue with the active hndling. The 1283 Excessive Time to center steering comes from the DIC message "Active Handling Warming Up.... which is the system check to see if the car and steering are aligned ? So that leaves me with code 1288 Steering Sensor Circuit Malfunction, In my thinking this would probably be where my problem exists? Correct?
I have an idea that pulling the steering cylinder I may have pinched or pulled a wire loose since I didnt show these codes till after the supercharger installation. Guess that might be wishful thinking.
Finally just by the fact that I turned the steering wheel when it was disconnected from the steering cylinder would that alone insure that I "took out the Steering wheel position sensor"? Thanks for any help or opinions .... or experience you have

 

You still probably do not have the steering shaft centered. Just because it looks centered doesn't mean it is. When connected to the rack the shaft can only turn 1+ turns one way or the other from center. If you are off one turn then the shaft is not centered. You may have damaged the sensor but you need to make sure the shaft is where it is supposed to be before throwing a new sensor at the problem. What year is your car?

Bill

 

My car is a 1999. Will have to check the rotation of the steering wheel lock to lock , but I have driven the car about 150 miles since the supercharger installation . Pretty sure it is equal turns Left and Right.

 

If you can probe terminal 23 on the sensor turn the wheel until you read ~ 2.5 V. Make sure the ground lead of the DMM is connected to a good ground. The 2.5V reading should get you near center. There are other components that can cause the codes you are seeing but I am focusing on the component that was involved with turning the wheel.

Bill

 

Thanks Bill, will give that a try

 

OK Ifinally got enough time away from work to get serious with this problem. I was able to access terminal 23 on the SWPS from under the dash. The reading I got was a constant 4.8 volts with no fluctuation down to .2v as was described. I guess my question is it OK to check the voltage going into the switch or does it have to be checked going into the EBCTM ?

 

Think I got it right this time. When I probe the #23 terminal at the EBTCM. I get a reading of 4.8 v. Turning the wheel from lock to lock does not give me any gradual change until at a random point it abruptly drops to .2v.
Would that indicate the SWPS needs replacing? If I replace the sensor how will I know it is in the correct position relative to the 2.5 v reading I am looking for ?

 

This morning I finally figured out I had to disconnect the steering column from the steering rack so I could turn the steering wheel far enough to get the 2.5v reading to center the steering.
After re connecting the column to the rack, I took it out for a test ride . The car did not throw any codes until I got aggressive and tried out my new supercharger. The car then went into REP and threw codes 1514c , which is a MAF performance issue and also threw 1278h which if I understand would have been prompted by the 1514 code.
I guess my question now is ....is the 1514 an issue from the supercharger install.
Thanks Bill for the information on centering my steering, would have been a real pain changing the SWPS for no reason.

 

Interesting you made this post on 11/15 and I just now got an e-mail telling me about the post two days later. You are right P1514 could cause the C1278 code. The S/C may be affecting the MAF.

Bill