AH/TC sensitivity
Le Mans Master
Joined: May 2006
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From: Hillsboro OR
Race Director
Joined: Apr 2007
Posts: 11,152
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From: South Western Ontario
The "technology" 
in the steering wheel position sensor is the same brass contact sliding over a rheostat wheel that you find in a slot car.
It may be that at 110 MPH the road vibration is able to cause the contact momentarily bounce off of that rheostat wheel. That can cause the AH/TC to engage.
Just a guess though.
in the steering wheel position sensor is the same brass contact sliding over a rheostat wheel that you find in a slot car. It may be that at 110 MPH the road vibration is able to cause the contact momentarily bounce off of that rheostat wheel. That can cause the AH/TC to engage.Just a guess though.
It appears from the service manuals that the analog signal was used in the early EBTCM to calibrate the system when the car was first started and driven. The A and B encoder signals tell the system the wheel is turning and by how much. The later system doesn't even have the analog signal.
Race Director
Joined: Jan 2008
Posts: 16,028
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From: oregon
The "technology" in the steering wheel position sensor is the same brass contact sliding over a rheostat wheel that you find in a slot car. It may be that at 110 MPH the road vibration is able to cause the contact momentarily bounce off of that rheostat wheel. That can cause the AH/TC to engage.
Just a guess though.
in the steering wheel position sensor is the same brass contact sliding over a rheostat wheel that you find in a slot car. It may be that at 110 MPH the road vibration is able to cause the contact momentarily bounce off of that rheostat wheel. That can cause the AH/TC to engage.Just a guess though.
Race Director
Joined: Jan 2008
Posts: 16,028
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From: oregon
In the service manuals they refer to the systems as version 5 and 5.3 so it was a newer version, but I wouldn't call it a whole new design. The hardware changed (a new way to build the valves was employed) but the sensors are the same and I would expect the software was just improved, not re-designed.
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Race Director
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From: South Western Ontario
Wheel speed sensors - same
Yaw rate sensor - same
Lateral accelerometer - same
SWPS - same A & B encoder signals. The new design only removed the analog signal
Magnasteer - same
Wiring - same wires, same colors, same fuses except removing the SWPS analog wire
PCM signalling - same
The BPMV and EBTCM were re-designed and the valves were a big change, as I posted before.
I would also bet money the code wasn't all new. Some re-writing and improvements, but not new.
So, did they throw out everything they did on the first generation and start with a fresh design? - No.
Yaw rate sensor - same
Lateral accelerometer - same
SWPS - same A & B encoder signals. The new design only removed the analog signal
Magnasteer - same
Wiring - same wires, same colors, same fuses except removing the SWPS analog wire
PCM signalling - same
The BPMV and EBTCM were re-designed and the valves were a big change, as I posted before.
I would also bet money the code wasn't all new. Some re-writing and improvements, but not new.
So, did they throw out everything they did on the first generation and start with a fresh design? - No.
Last edited by lionelhutz; Feb 8, 2015 at 09:03 PM.
Pro
Joined: May 2014
Posts: 670
Likes: 46
From: Indiana
I found this reply from Lawdogg on the Z06vette forum that I found interesting:
"To completely disable it (AH) on a C5 you pulled the steering position wire plug off the bottom of the steering column. It was the only way to completely disable the active handling. Not sure if this would work on a C6. We learned this when the active handling system malfunctioned on the 2003 One Lap of America. It would engage and almost put the car off the track by putting the passenger side front brake on full for a split second every time we hit about 120 mph, even when the ach button was turned off. It would do this once every ignition cycle the first time the car went about 120. On a high speed track this was somewhat of a concern.
"We worked with GM and found out the active handling ran in the background even when turned off and would engage if it sensed something was really wrong. Only way to completely disable was to pull the steering position harness plug. It would set a bunch of codes relating to active handling but it would turn off the system."
Maybe I need to repeat my test with AH off first and then see if it repeats with it on in the same ignition cycle...
"To completely disable it (AH) on a C5 you pulled the steering position wire plug off the bottom of the steering column. It was the only way to completely disable the active handling. Not sure if this would work on a C6. We learned this when the active handling system malfunctioned on the 2003 One Lap of America. It would engage and almost put the car off the track by putting the passenger side front brake on full for a split second every time we hit about 120 mph, even when the ach button was turned off. It would do this once every ignition cycle the first time the car went about 120. On a high speed track this was somewhat of a concern.
"We worked with GM and found out the active handling ran in the background even when turned off and would engage if it sensed something was really wrong. Only way to completely disable was to pull the steering position harness plug. It would set a bunch of codes relating to active handling but it would turn off the system."
Maybe I need to repeat my test with AH off first and then see if it repeats with it on in the same ignition cycle...
Pro
Joined: May 2014
Posts: 670
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From: Indiana
And this thread seems to also point towards the steering wheel position sensor:
http://ls1tech.com/forums/corvette-p...ing-issue.html
Looks like I need to check for codes...
http://ls1tech.com/forums/corvette-p...ing-issue.html
Looks like I need to check for codes...