Hey thanks. Headed to bed. Starting this project first thing in the morning. Please, anyone, if there is anything I should know, please tell me now. Thanks in advance.

James

 

I have an auto, so will not worry about that. I know I cannot reuse the bolt. I know I may need heat and impact wrench to remove. When I jack it up, do I need to remove the wheels? Anything more words of wisdom? Is reading the manual 100% necessary? I would like to start this project first thing in the morning........

 

BED????????????????????? WHIMP! Who needs sleep!?!

Use heat on the HUB to help removal and reinstall. Make sure you replace the seal. Your a few bolts away from timeing chain removal/replacement. GO FOR IT!!! Replace the seal, and chain. The LS2 chain is the improved chain! You wont be sorry!!

BC

 

Yes you need to remove the front wheels to gain access to the rack lines, and moved the rack to one side. There is plenty more to know, but it appears you are determined to embark on this journey without the basic information. Is reading the service manual 100% necessary? I guess you're going to find out.

Good luck...

 

For what it's worth, if you order or purchase a new LS1 timing chain you will automatically get the LS2 chain. It supersedes the original LS1 chain. It is part #12586482.

If you really want to impress your buddy’s you can tell them you used a LS9 timing chain! It uses the same chain.

 

I chickened out. Just jacking it up with the wheels off, need another jack and lots of wood blocks, the big wrench to hold the engine, the fire to heat the balancer on and off, no manual, so no torque specs. I'm going to take it to Austin Corvette. They quoted me 531 out the door. They used to have a good rep, I think they still do......... Thanks everyone for letting me know what I'm in for before.

 

Well I guess I should have done it my self. After the harmonic balancer was replaced, every time the vehicle moves, it throws a SVS Steering sensor uncorrelated malfunction code C1281... No other codes. Clear it and it happens again immediately. Took it back to them and they said the sensor in the rack and pinion is sending a signal. They also said they for sure put the relationship of the rack and steering column as it was. They said if that was not the same, the steering wheel would not be centered when going straight. I have no manual; guess I need to get one as a first step. Any help or advice will be appreciated. Thanks

 

They broke it, they need to fix it. Stand your ground....this is not a coincidence. I wonder if they left the coupler a little loose...

 

Maybe they pinched a wire or left one unplugged or not fully connected.

 

Very possible to damage wiring at the EBCM(provided it's front mounted).

 

Coupler is not loose. They measured the signal at the connector comming out of the rack. That is the logical place to unplug when removing. I guess it could be further up the line at the next connector. I will have to say all appears working where they were at. But still believe this is not a freak coincidence. Trying to figure my next step, probably a manual, ya know the saying "If ya want it done right............. ..........................."

 

Your shop does NOT have a clue! Give them this description for the DTC and tell them to get HOT with the repair. The STEERING WHEEL has to be CENTERED when the car is going straight! PERIOD!!!!!!!!!!

DTC C1281, C1283, or C1286
Circuit Description
The vehicle stability enhancement system (VSES) is activated by the electronic brake control mdoule (EBCM) calculating the desired yaw rate and comparing it to the actual yaw rate input. The desired yaw rate is calculated from measured steering wheel position, vehicle speed, and lateral acceleration. The difference between the desired yaw rate and actual yaw rate is the yaw rate error, which is a measurement of oversteer or understeer. If the yaw rate error becomes too large, the EBCM will attempt to correct the vehicle's yaw motion by applying differential braking to the left or right front wheel.

The amount of differential braking applied to the left or right front wheel is based on both the yaw rate error and side slip rate error. The side slip rate error is a function of the lateral acceleration minus the product of the yaw rate and vehicle speed. The yaw rate error and side slip rate error are combined to produce the total delta velocity error. When the delta velocity error becomes too large and the VSES system activates, the drivers steering inputs combined with the differential braking will attempt to bring the delta velocity error toward zero.

The VSES activations generally occur during aggressive driving, in the turns or bumpy roads without much use of the accelerator pedal. When braking during VSES activation, the brake pedal will feel different than the ABS pedal pulsation. The brake pedal pulsates at a higher frequency during VSES activation.

Conditions for Running the DTC
C1281
The steer angle has been centered.
The VSES is active.
The direction (understeer or oversteer) of the delta velocity error has not changed.
The centered lateral acceleration value is less than 0.5 g.
The yaw rate error is less than 6 degrees/second.
The side slip error is greater than 1.8 meters/second*second.
C1283
The vehicle speed is greater than 40 km/h (25 mph).

C1286
The steer angle has been centered.

Conditions for Setting the DTC
C1281
One of the following conditions exists:

The VSES is engaged for 10 seconds with the delta velocity error always in either understeer or oversteer. Under this condition, this DTC will set by itself.
The yaw rate error is greater than 10 degrees/second for 5 seconds. Under this condition, this DTC will set along with DTC C1282.
The yaw rate error is greater than 10 degrees/second with the vehicle speed less than 60 km/h (37 mph) and the acceleration pedal is pressed more than 25 percent of the pedal travel range for 1 second during the VSES activation. Under this condition, this DTC will set along with DTC C1282.
With the yaw rate less than 8 degrees/second, the side slip error is greater than 4.9 meters/second*second for 5 seconds. Under this condition, this DTC will set along with DTC C1284.
With the vehicle speed greater than 10 km/h (6.2 mph) and less than 100 km/h (62 mph) and the centered yaw rate has a value that is positive and is greater than 10 degrees/second, the oversteer term is negative for 2 seconds. The oversteer term is the yaw rate value times the lateral acceleration value. Under this condition, this DTC will set along with DTC C1284.
With the steer rate less than 80 degrees/second, the difference between the 2 steering sensor signals (Phase A and Phase B) is greater than 20 degrees for 1 second. Under this condition, this DTC will set along with DTC C1287.
C1283
The vehicle has driven for 10 minutes without completing steer angle centering.

C1286
The steering sensor bias moves greater than 40 degrees after steer centering was accomplished.

Action Taken When the DTC Sets
The EBCM disables the VSES for the duration of the ignition cycle.
The Traction Control and Active Handling indicator turns ON.
The DIC displays the Service Active Handling message.
The ABS remains functional.
Conditions for Clearing the DTC
The condition for the DTC is no longer present and the DTC is cleared with a scan tool.
The EBCM automatically clears the history DTC when a current DTC is not detected in 100 consecutive drive cycles.
Diagnostic Aids
The scan tool may display 2 additional characters after the DTC. Take note of the 2 character code and any other DTCs that are set. The 2 character code is an engineering aid used in order to determine the specific criteria which caused the DTC to set.
During diagnosis, park the vehicle on a level surface.
Check the vehicle for proper alignment. The car should not pull in either direction while driving straight on a level surface.
Find out from the driver under what conditions the DTC was set (when the DIC displayed the Service Active Handling message). This information will help to duplicate the failure.
The Snapshot function on the scan tool can help find an intermittent DTC.
Test Description
The numbers below refer to the step numbers on the diagnostic table.

Perform the Steering Position Sensor Test in order to verify that the steering wheel position sensor (SWPS) is operating properly.

Verify that the lateral accelerometer input parameter is within the valid range.

Verify that the yaw rate input parameter is within the valid range.

Step
Action
Values
Yes
No

Schematic Reference: ABS Schematics

Connector End View Reference: ABS Connector End Views or Powertrain Control Module (PCM) Connector End Views

1
Did you perform the ABS Diagnostic System Check?
--
Go to Step 2
Go to Diagnostic System Check - ABS

2
Install a scan tool.
Turn ON the ignition, with the engine OFF.
With the scan tool, perform the Steering Position Sensor Test.
Did the SWPS pass the test?
--
Go to Step 3
Go to Step 7

3
With a scan tool, observe the Lateral Accelerometer Input parameter in the VSES data list.

Does the scan tool display within the specified range?
2.3-2.7 V
Go to Step 4
Go to Step 8

4
With a scan tool, observe the Yaw Rate Sensor Input parameter in the VSES data list.

Does the scan tool display within the specified range?
2.3-2.7 V
Go to Step 5
Go to Step 9

5
Use the scan tool in order to clear the DTCs.
Perform the Diagnostic Test Drive. Refer to Diagnostic Test Drive .
Does the DTC reset?
--
Go to Step 6
Go to Diagnostic Aids

6
Replace the EBCM. Refer to Electronic Brake Control Module (EBCM) Replacement .

Did you complete the repair?
--
Go to Step 10
--

7
Replace the steering wheel position sensor (SWPS). Refer to Steering Shaft, Lower Bearing, and Jacket - Disassemble - Off Vehicle and Steering Shaft, Lower Bearing, and Jacket - Assemble - Off Vehicle in Steering Wheel and Column - Tilt.

Did you complete the replacement?
--
Go to Step 10
--

8
Replace the lateral accelerometer sensor. Refer to Lateral Accelerometer Replacement .

Did you complete the replacement?
--
Go to Step 10
--

9
Replace the yaw rate sensor. Refer to Yaw Rate Sensor Replacement .

Did you complete the replacement?
--
Go to Step 10
--

10
Use the scan tool in order to clear the DTCs.
Operate the vehicle within the Conditions for Running the DTC as specified in the supporting text.
Does the DTC reset?
--
Go to Step 2
System OK



--------------------------------------------------------------------------------
Document ID# 670697
2002 Chevrolet Corvette

 

Thanks for this info Bill. The steering wheel IS centered when going straight.................

 

Bill.......I think the procedure may be a little different, depending on whether or not the OP has JL4.....

 

I just stuck a volt meter across the two wires going into the sensor on the rack. Red and black on the back side of the connector. It measures 3.8V and really does not change when the wheels are turned. This does not sound right………. I do not see any where in the procedure above where this is checked. SWPS is on the column and is something different than this sensor in the rack.

 

No offense.....but you are just going to chase your tail until you get a manual......which contains the description/operation, schematics, and procedures necessary to troubleshoot the system.

That connector is for the variable effort steering(magnasteer).....the output voltage is determined by the EBCM.

 

Obliviously, I did not know about this feature. What I thought this was, and what I'm looking for, is the sensor that changes resistance, therefore voltage, when powered up, for steering movement. I guess this is the one on the column. Is this magnasteer connector the only electrical connection on the rack?

 

Yes.

 

Thanks lucky Just ordered one of those 15.00 DVD manuals off of eBay. Goal is to fix my car and educate my self enough to post here.

 

Let us know how detailed the DVD is when you get it please. I am interrested in buying one for my car.