Active control problem
Thread Starter
Burning Brakes
Joined: Mar 2011
Posts: 1,021
Likes: 0
From: Salisbury Maryland
Active control problem
Hope someone can help. My Active Control is acting up, it has shut off twice in the last week on me both times between 50 & 60 mph once it was in cruise control at 58mph scared the He** out of me kind of pulled to the left and both times the service traction control showed on the DIC. I CHECKED THE CODES and there are 2 showing under 28-TCS code 1282H & 1283H but under the code list I can not find them can anyone help me. does it have anything to do with the cruise control, tires are stock but have recently but C6Z06 replica wheels on but they are as close to stock wheels as you can get. Thanks in advance for any help. 
Thread Starter
Burning Brakes
Joined: Mar 2011
Posts: 1,021
Likes: 0
From: Salisbury Maryland
What size are the front and rear tires???
You may want to review this thread:
http://forums.corvetteforum.com/c5-t...-question.html
You may want to review this thread:
http://forums.corvetteforum.com/c5-t...-question.html
30LBS Pressure cold frt & back and what about the codes I can not find ? Thanks
Thread Starter
Burning Brakes
Joined: Mar 2011
Posts: 1,021
Likes: 0
From: Salisbury Maryland
Thread Starter
Burning Brakes
Joined: Mar 2011
Posts: 1,021
Likes: 0
From: Salisbury Maryland
At the time you are pulling them they are H or History. Just because the code is history does NOT mean that the problem it relates to can be ignored.
There is a sensor in the dash to the left side of the radio and mounted on the same bracket as the radio called a YAW rate sensor. It may be bad or is about to fail.
Here is the description for C1282:
DTC C1282
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
The EBCM performs 6 different tests to detect a DTC condition. The numbers below correspond to the numbers in Conditions for Setting the DTC.
The yaw rate sensor bias test runs with the ignition ON.
The yaw rate sensor acceleration test runs with the ignition ON.
The yaw rate sensor circuit test runs with the vehicle stopped or with the vehicle speed greater than 45 km/h (28 mph).
The yaw rate isolation test runs with the following conditions:
The brake pedal is not pressed.
The ABS is not active.
The vehicle speed is greater than 5 km/h (3 mph).
The above yaw rate isolation test run with the VSES active.
The false activation test runs with the VSES active.
Conditions for Setting the DTC
The EBCM performs 6 different tests to detect a DTC condition. The numbers below correspond to the numbers in Conditions for Running the DTC.
The yaw rate bias is greater than 7 degrees/second.
The yaw rate input change is greater than 390 degrees/second/second.
The yaw rate input voltage is less than 0.15 volts or greater than 4.85 volts for 1 second.
The yaw rate error is greater than 10 degrees/second 30 times within a drive cycle.
The yaw rate error is greater than 10 degrees/second for 5 seconds. Under this condition, this DTC will set along with DTC C1281.
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 C1281.
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.
Tests for the proper operation of the circuit in the low voltage range.
Tests for the proper operation of the circuit in the high voltage range. If the fuse in the jumper opens when you perform this test, the signal circuit is shorted to ground.
Tests for a short to voltage in the 5-volt reference circuit.
Tests the bias voltage of the yaw rate sensor.
Here is a description for C1283:
DTC C1283 Excessive Time to Center Steering
Circuit Description
Steer angle centering is the process by which the EBCM calibrates the steering sensor output so that it reads zero when the steering wheel is centered. The initial steering wheel center position is calculated after driving 10 km/h (6 mph) for more than 10 seconds in a straight line on a fairly level surface. The EBCM uses the Yaw Rate Sensor, Lateral Accelerometer and Wheel Speed Sensors to tell if the vehicle is moving in a straight line. This centering routine is necessary to compensate for wear in the steering and suspension. Wear in the steering and suspension can result in a change in the relationship between the steering wheel and the front wheels. By running the centering routine the EBCM can compensate for these changes by changing the digital and analog center position.
Conditions for Setting the DTC
The initial steering wheel center position will be determined quickly unless there is a large offset in the yaw sensor or lateral accelerometer output. When this happens the system will believe the steering is far off center even though the vehicle is being driven in a straight line. Under this condition and with a continuous vehicle speed of 40 km/h (25 mph) or greater for longer than 10 minutes, DTC C1283 will be set.
Action Taken When the DTC Sets
ABS and TCS remain enabled, Active Handling is disabled.
Indicators that turn on: Car Icon (TCS indicator)
Messages displayed on the DIC: Service Active HNDLG Service Vehicle Soon
Conditions for Clearing the DTC
Condition for DTC is no longer present and scan tool clear DTC function is used.
Fifty ignition cycles have passed with no DTCs detected.
Diagnostic Aids
It is very important to check the vehicle for proper alignment. The car should not pull in either direction while driving straight on a flat surface.
It is very important to find out from the driver when the code was set (when the SERVICE ACTIVE HNDLG message was activated). This information may help to duplicate the failure.
It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction. Check connector C102 RH side rear of engine compartment for water intrusion or missing plugs, and that the connector is oriented horizontal to prevent water intrusion.
An intermittent malfunction is most likely caused by a poor connection, rubbed through wire insulation, or a wire that is broken inside the insulation. Refer to Testing for Electrical Intermittents in Wiring Systems.
The Snapshot function on the scan tool may help in finding an intermittent DTC C1283.
Test Description
The number(s) below refer to the step number(s) on the diagnostic table.
This step checks for the proper Lateral Accelerometer input.
This step checks for the proper Yaw Rate Sensor input.
DTC C1283 Excessive Time to Center Steering Step
Action
Value(s)
Yes
No
1
Was the Diagnostic System Check performed?
--
Go to Step 2
Go to Diagnostic System Check - ABS
2
Turn the ignition switch to the ON position, engine OFF.
Using a scan tool read ABS/TCS/Active Handling DTC(s).
Are any of the following DTC(s) present, C1221-C1235, C1282, C1284, or C1285?
--
Go to the Applicable DTC. Go to Diagnostic Trouble Code (DTC) List/Type
Go to Step 3
3
Turn the ignition switch to the OFF position.
Disconnect the EBCM connector.
Install J 39700 Universal Pinout Box using the J 39700-25 cable adapter to the EBCM and the EBCM harness connector.
Turn the ignition switch to the ON position, engine OFF.
Using J 39200 DMM, measure the voltage between terminals 22 and B of J 39700 .
Is the voltage within the range specified in the value(s) column?
2.3-2.7 V
Go to Step 5
Go to Step 4
4
Replace the Lateral Accelerometer. Refer to Lateral Accelerometer Replacement .
Is the replacement complete?
--
Go to Diagnostic System Check - ABS
--
5
Using J 39200 DMM, measure the voltage between terminals 21 and B of J 39700 .
Is the voltage within the range specified in the value(s) column?
2.3-2.7 V
Go to Step 7
Go to Step 6
6
Replace the Yaw Rate Sensor. Refer to Yaw Rate Sensor Replacement .
Is the replacement complete?
--
Go to Diagnostic System Check - ABS
--
7
Read the diagnostic aids and conditions for setting the DTC.
Cycle the ignition switch from the OFF to ON position.
Carefully drive the vehicle above 40 km/h (25 mph) for 10 minutes, while monitoring a scan tool for ABS/TCS/Active Handling DTC(s).
Did DTC C1283 set as a current DTC?
--
Go to Step 8
Go to Diagnostic System Check - ABS
8
Replace the EBCM. Refer to Electronic Brake Control Module (EBCM) Replacement .
Is the replacement complete?
--
Go to Diagnostic System Check - ABS
--
There is a sensor in the dash to the left side of the radio and mounted on the same bracket as the radio called a YAW rate sensor. It may be bad or is about to fail.
Here is the description for C1282:
DTC C1282
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
The EBCM performs 6 different tests to detect a DTC condition. The numbers below correspond to the numbers in Conditions for Setting the DTC.
The yaw rate sensor bias test runs with the ignition ON.
The yaw rate sensor acceleration test runs with the ignition ON.
The yaw rate sensor circuit test runs with the vehicle stopped or with the vehicle speed greater than 45 km/h (28 mph).
The yaw rate isolation test runs with the following conditions:
The brake pedal is not pressed.
The ABS is not active.
The vehicle speed is greater than 5 km/h (3 mph).
The above yaw rate isolation test run with the VSES active.
The false activation test runs with the VSES active.
Conditions for Setting the DTC
The EBCM performs 6 different tests to detect a DTC condition. The numbers below correspond to the numbers in Conditions for Running the DTC.
The yaw rate bias is greater than 7 degrees/second.
The yaw rate input change is greater than 390 degrees/second/second.
The yaw rate input voltage is less than 0.15 volts or greater than 4.85 volts for 1 second.
The yaw rate error is greater than 10 degrees/second 30 times within a drive cycle.
The yaw rate error is greater than 10 degrees/second for 5 seconds. Under this condition, this DTC will set along with DTC C1281.
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 C1281.
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.
Tests for the proper operation of the circuit in the low voltage range.
Tests for the proper operation of the circuit in the high voltage range. If the fuse in the jumper opens when you perform this test, the signal circuit is shorted to ground.
Tests for a short to voltage in the 5-volt reference circuit.
Tests the bias voltage of the yaw rate sensor.
Here is a description for C1283:
DTC C1283 Excessive Time to Center Steering
Circuit Description
Steer angle centering is the process by which the EBCM calibrates the steering sensor output so that it reads zero when the steering wheel is centered. The initial steering wheel center position is calculated after driving 10 km/h (6 mph) for more than 10 seconds in a straight line on a fairly level surface. The EBCM uses the Yaw Rate Sensor, Lateral Accelerometer and Wheel Speed Sensors to tell if the vehicle is moving in a straight line. This centering routine is necessary to compensate for wear in the steering and suspension. Wear in the steering and suspension can result in a change in the relationship between the steering wheel and the front wheels. By running the centering routine the EBCM can compensate for these changes by changing the digital and analog center position.
Conditions for Setting the DTC
The initial steering wheel center position will be determined quickly unless there is a large offset in the yaw sensor or lateral accelerometer output. When this happens the system will believe the steering is far off center even though the vehicle is being driven in a straight line. Under this condition and with a continuous vehicle speed of 40 km/h (25 mph) or greater for longer than 10 minutes, DTC C1283 will be set.
Action Taken When the DTC Sets
ABS and TCS remain enabled, Active Handling is disabled.
Indicators that turn on: Car Icon (TCS indicator)
Messages displayed on the DIC: Service Active HNDLG Service Vehicle Soon
Conditions for Clearing the DTC
Condition for DTC is no longer present and scan tool clear DTC function is used.
Fifty ignition cycles have passed with no DTCs detected.
Diagnostic Aids
It is very important to check the vehicle for proper alignment. The car should not pull in either direction while driving straight on a flat surface.
It is very important to find out from the driver when the code was set (when the SERVICE ACTIVE HNDLG message was activated). This information may help to duplicate the failure.
It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction. Check connector C102 RH side rear of engine compartment for water intrusion or missing plugs, and that the connector is oriented horizontal to prevent water intrusion.
An intermittent malfunction is most likely caused by a poor connection, rubbed through wire insulation, or a wire that is broken inside the insulation. Refer to Testing for Electrical Intermittents in Wiring Systems.
The Snapshot function on the scan tool may help in finding an intermittent DTC C1283.
Test Description
The number(s) below refer to the step number(s) on the diagnostic table.
This step checks for the proper Lateral Accelerometer input.
This step checks for the proper Yaw Rate Sensor input.
DTC C1283 Excessive Time to Center Steering Step
Action
Value(s)
Yes
No
1
Was the Diagnostic System Check performed?
--
Go to Step 2
Go to Diagnostic System Check - ABS
2
Turn the ignition switch to the ON position, engine OFF.
Using a scan tool read ABS/TCS/Active Handling DTC(s).
Are any of the following DTC(s) present, C1221-C1235, C1282, C1284, or C1285?
--
Go to the Applicable DTC. Go to Diagnostic Trouble Code (DTC) List/Type
Go to Step 3
3
Turn the ignition switch to the OFF position.
Disconnect the EBCM connector.
Install J 39700 Universal Pinout Box using the J 39700-25 cable adapter to the EBCM and the EBCM harness connector.
Turn the ignition switch to the ON position, engine OFF.
Using J 39200 DMM, measure the voltage between terminals 22 and B of J 39700 .
Is the voltage within the range specified in the value(s) column?
2.3-2.7 V
Go to Step 5
Go to Step 4
4
Replace the Lateral Accelerometer. Refer to Lateral Accelerometer Replacement .
Is the replacement complete?
--
Go to Diagnostic System Check - ABS
--
5
Using J 39200 DMM, measure the voltage between terminals 21 and B of J 39700 .
Is the voltage within the range specified in the value(s) column?
2.3-2.7 V
Go to Step 7
Go to Step 6
6
Replace the Yaw Rate Sensor. Refer to Yaw Rate Sensor Replacement .
Is the replacement complete?
--
Go to Diagnostic System Check - ABS
--
7
Read the diagnostic aids and conditions for setting the DTC.
Cycle the ignition switch from the OFF to ON position.
Carefully drive the vehicle above 40 km/h (25 mph) for 10 minutes, while monitoring a scan tool for ABS/TCS/Active Handling DTC(s).
Did DTC C1283 set as a current DTC?
--
Go to Step 8
Go to Diagnostic System Check - ABS
8
Replace the EBCM. Refer to Electronic Brake Control Module (EBCM) Replacement .
Is the replacement complete?
--
Go to Diagnostic System Check - ABS
--
Last edited by billmiller8; Feb 28, 2012 at 07:42 PM.
Tech Contributor
Joined: Oct 1999
Posts: 41,037
Likes: 9,801
From: Charlotte, NC (formerly Endicott, NY)
You don't need to turn the Active Handling off. It has already turned itself off. Any time you see one of the Service ABS/TC/AH messages that also means the system named has been turned off by the EBCM. All you have to is hit the reset button.
If you want you can drive the car this way for the next 100 years. It doesn't mean anything other than you don't have active handling anymore. If you want to have active handling then you will have to fix the problem.
Has anybody been playing around near the radio? If so you might want to pull the center IP bezel off and see if the yaw rate sensor has been moved/damaged. After that you will need to check several grounds and some wiring/connectors for good connections.
Bill
If you want you can drive the car this way for the next 100 years. It doesn't mean anything other than you don't have active handling anymore. If you want to have active handling then you will have to fix the problem.
Has anybody been playing around near the radio? If so you might want to pull the center IP bezel off and see if the yaw rate sensor has been moved/damaged. After that you will need to check several grounds and some wiring/connectors for good connections.
Bill
Thread Starter
Burning Brakes
Joined: Mar 2011
Posts: 1,021
Likes: 0
From: Salisbury Maryland
You don't need to turn the Active Handling off. It has already turned itself off. Any time you see one of the Service ABS/TC/AH messages that also means the system named has been turned off by the EBCM. All you have to is hit the reset button.
If you want you can drive the car this way for the next 100 years. It doesn't mean anything other than you don't have active handling anymore. If you want to have active handling then you will have to fix the problem.
Has anybody been playing around near the radio? If so you might want to pull the center IP bezel off and see if the yaw rate sensor has been moved/damaged. After that you will need to check several grounds and some wiring/connectors for good connections.
Bill
If you want you can drive the car this way for the next 100 years. It doesn't mean anything other than you don't have active handling anymore. If you want to have active handling then you will have to fix the problem.
Has anybody been playing around near the radio? If so you might want to pull the center IP bezel off and see if the yaw rate sensor has been moved/damaged. After that you will need to check several grounds and some wiring/connectors for good connections.
Bill
Last edited by billmiller8; Feb 28, 2012 at 08:33 PM.
Thread Starter
Burning Brakes
Joined: Mar 2011
Posts: 1,021
Likes: 0
From: Salisbury Maryland
List price is over $400. I agree with Bill D. that you need to diagnose that the part is failed vs electrical connections/grounds that may be loose/bad. If you do need to replace it and want new, contact Gene Culley at GMPARTSHOUSE.COM. His price is just over $300 I believe. There is also used that can be had for more like 1/3 of list price.
As Bill mentioned, if you want to drive the car without AH/TC then put the car into Comp Driving mode each time you start the car.
As Bill mentioned, if you want to drive the car without AH/TC then put the car into Comp Driving mode each time you start the car.
Thread Starter
Burning Brakes
Joined: Mar 2011
Posts: 1,021
Likes: 0
From: Salisbury Maryland
Why put it in comp mode vs driving it and having the "surprise" you mentioned in your first post when the failure occurred and caused the AH/TC to be disabled? I think the surprise you got is the answer to that question but you may enjoy the thrill.
To put the car in Comp driving mode :
Hold down the ACTIVE HANDLING button on the console for 5 seconds. A chime will sound and "COMPETITIVE DRIVING" will be displayed in the DIC.
To put the car in Comp driving mode :
Hold down the ACTIVE HANDLING button on the console for 5 seconds. A chime will sound and "COMPETITIVE DRIVING" will be displayed in the DIC.
Corvette Stories
The Best of Corvette for Corvette Enthusiasts
Top 10 Most Explosive Corvettes Ever Made: Power-to-Weight Ratio Ranked!
Joe Kucinski
150 hp to 1,250 hp: Every Corvette Generation Compared by the Specs That Matter
Joe Kucinski
8 Coolest Corvette Pace Cars (and Replicas) of All Time
Verdad Gallardo
Top 10 Corvette Engines RANKED by Peak Torque (70+ Years of Muscle!)
Joe Kucinski
Corvette ZR1X Will Be Pacing the Indy 500, And Could Probably Race, Too!
Verdad Gallardo
Top 10 Corvettes Coming to Mecum Indy 2026!
Brett Foote
Top 10 C9 Corvette MUST-HAVES to Fix These C8 Generation Flaws!
Michael S. Palmer
10 Revolutionary 'Corvette Firsts' Most People Don't Know
Joe Kucinski
5 Reasons to Upgrade to an LS6-Powered Corvette; 5 Reasons to Stay LT2
Michael S. Palmer
Racer
Joined: Oct 2011
Posts: 395
Likes: 6
From: woodstock ga
i certainly do not want to over speak the experts, but let me say my 03 did the same thing 4 times in two weeks. i clean the ground from the neg batt to the frame and have been problem free for 8 wks. check the grounds then try the technical stuff above. GL
Thread Starter
Burning Brakes
Joined: Mar 2011
Posts: 1,021
Likes: 0
From: Salisbury Maryland
Here's something I saved a long time back that may answer your questions:
Three different modes are provided in the Active Handling System:
ON — Active Handling is automatically enabled when the vehicle is started. This is also true of the ABS and Traction Control systems.
OFF — Like Traction Control, the Active Handling System may be manually disabled if the driver so desires. This is not true of the ABS, which is always enabled.
COMPETITIVE DRIVING — In this mode, Active Handling and ABS are both enabled, but Traction Control is disabled.
The "OFF" and "COMPETITIVE DRIVING" modes are important features on a high-performance sports car, as skilled drivers may find that some wheelspin and oversteer can be beneficial to their lap times in competitive events. The Corvette's system allows them to operate the car in this fashion when appropriate, although Chevrolet recommends against selecting these modes for street use.
Bottom line if your a very skilled driver when it comes to wheel spin and oversteer then use one of the alternative modes. Down side is that in one of the alternative modes you can get surprised by an unexpected event and loose control of the car. At least by design the AH/TC default is computerized to take control of the car if the computer determines it is out of control. Obviously there are a lot of components that must all be working correctly for the system to function as designed. It controls the car by backing out throttle and timing and utilizing/applying the ABS systerm to bring wheels that are slipping or spinning back into control despite what the driver may be trying to do. Basically when AH/TC is active and the car is determined to be out of control, you have control of the steering wheel, the computer has control of the throttle and brakes. Some feel they are good enough drivers that they never need the AH/TC. Choice is yours whether your going to use it or not.
Rather than have a component that is not working correctly "on occasion" I personally would disable the system UNTIL I got the failing part(s) corrected. As always YMMV.....
Three different modes are provided in the Active Handling System:
ON — Active Handling is automatically enabled when the vehicle is started. This is also true of the ABS and Traction Control systems.
OFF — Like Traction Control, the Active Handling System may be manually disabled if the driver so desires. This is not true of the ABS, which is always enabled.
COMPETITIVE DRIVING — In this mode, Active Handling and ABS are both enabled, but Traction Control is disabled.
The "OFF" and "COMPETITIVE DRIVING" modes are important features on a high-performance sports car, as skilled drivers may find that some wheelspin and oversteer can be beneficial to their lap times in competitive events. The Corvette's system allows them to operate the car in this fashion when appropriate, although Chevrolet recommends against selecting these modes for street use.
Bottom line if your a very skilled driver when it comes to wheel spin and oversteer then use one of the alternative modes. Down side is that in one of the alternative modes you can get surprised by an unexpected event and loose control of the car. At least by design the AH/TC default is computerized to take control of the car if the computer determines it is out of control. Obviously there are a lot of components that must all be working correctly for the system to function as designed. It controls the car by backing out throttle and timing and utilizing/applying the ABS systerm to bring wheels that are slipping or spinning back into control despite what the driver may be trying to do. Basically when AH/TC is active and the car is determined to be out of control, you have control of the steering wheel, the computer has control of the throttle and brakes. Some feel they are good enough drivers that they never need the AH/TC. Choice is yours whether your going to use it or not.
Rather than have a component that is not working correctly "on occasion" I personally would disable the system UNTIL I got the failing part(s) corrected. As always YMMV.....
Thread Starter
Burning Brakes
Joined: Mar 2011
Posts: 1,021
Likes: 0
From: Salisbury Maryland