Hey,

I wasn't sure if i had this option so I tried it held down the traction control button for 5 sec and sure enough is showed up on the dash. Now the question is what does this do to the car and what is the difference should i notice something?

Was this an option in 02.

The Corvette Active Handling system is a logical next step in the evolution of enhanced chassis control systems like ABS brakes and traction control. Working in close concert with those other two systems, Active Handling enhances the accident avoidance capabilities of the already nimble Corvette. It will be offered as an option (JL4) on all 1998-1/2 Corvette models. Additionally, it will be a required option on replicas of the '98 Corvette convertible Indy 500 Pace Car.

Resources

Discuss this article

2003 Magnetic Selective Ride Control Review

Corvette Crossmember Design and Manufacturing


What Active Handling Does
The Active Handling system activates when there is a significant difference between how the driver intends for the car to corner and how the car is actually cornering. Working together with the ABS and traction control systems as needed, it automatically applies any of the four brakes to help correct the situation .

A real-world example of this might be a sudden lane change on a wet road surface to avoid a unexpected hazard -- like a huge pothole.

Faced with that scenario, many drivers may turn the wheel abruptly to the left to avoid the pothole. That input, combined with the reduced traction available, could exceed the limits of traction available to the front tires, and a condition called "understeer" could make itself apparent. In an understeer situation the car tends to plow straight ahead -- not at all what the driver may want it to do.

In this scenario, Active Handling will work to help correct the car's understeering behavior by automatically applying the left side rear brake, helping to "pull" the car into the left turn.

Once the car is in the left lane, the driver tries to straighten it out, but the car's yaw inertia could cause it to turn even more than the driver wants it to, and a condition called "oversteer" could come into play. That's when the car's rear wheels lose traction and the back of the car starts to swing around.

Active Handling should once again sense that the car is doing something that the driver doesn't intend, and it will work to help correct it by, in this case, applying the left side front brake. The resulting torque tends to straighten the car.

Depending on vehicle speed, and the traction available, the car could continue to be influenced by the "whipping" motions that the first two steering inputs created, so a few more steering wheel movements may be required to settle it down -- and Active Handling will continue to apply individual brakes as necessary to assist the driver in maintaining control.

In another scenario a driver could find that he's entered a turn too aggressively, thereby setting up similar understeer and oversteer conditions. Once again, Active Handling would react to the conditions and work to help bring the vehicle back into control by selectively (and automatically) applying the car's brakes as needed. How Does It Do That?

Active Handling uses a simple yet sophisticated system of sensors to detect unwanted vehicle manuevers. These sensors include a steering angle sensor, yaw-rate sensor, lateral accelerometer and sensors in the vehicle's ABS brake and traction control systems. All of the data that these sensors provide is fed into the Corvette's onboard computer where specially-developed software "reads" all of the inputs and automatically activates the car's brakes selectively to help the driver bring the vehicle back under control.

Steering Angle Sensor: This digital sensor monitors the driver's steering inputs immediately and communicates the steering angle that the driver has selected back to the system. It is accurate to within one degree of steering angle change and is located in the car's steering column.

Yaw-Rate Sensor: This solid-state device utilizes a tiny pair of ceramic tuning forks to measure the actual rate that the car is turning or yawing from the centerline. This data is continuously fed into the Corvette's computer where the yaw rate is compared to the steering angle. Any variation beyond a pre-programmed set of values will result in activation of the Active Handling system's assist features. The yaw-rate sensor on the Corvette is located inside the center console.

Lateral Accelerometer: The lateral acceleration sensor measures the centrifugal force created in a turn. The data it provides is weighed against all of the other inputs and is used to calculate whether or not the car's limits are being exceeded for the speed and traction conditions that exist. This sensor is located beneath the passenger seat.

Unique Controller & Software: All of the information being provided by the sensors mentioned above is processed by the Corvette Active Handling system's computer through a very sophisticated and specialized software package. This computer is actively linked to the ABS brake system and the traction control system -- all these systems share information continuously. This multiple linkage is vital because the combined inputs from each system make the fully-integrated system better able to respond to a wider variety of inputs from the driver.

During the 1998 model year, just prior to production of cars with the Active Handling option, the Corvette's ABS brake hydraulic control unit will be relocated to the front of the engine compartment to facilitate quicker Active Handling system "warm-up" and shorten front brake response time when the brake fluid is cold. In temperatures below 14oF, the Corvette's Driver Information Center (DIC) will display an "Active Handling Warming Up" message as soon as the vehicle reaches 6-mph. That's a caution to the driver that Active Handling is not fully-functional yet. As soon as the system warms up, another message "Active Handling Warmed Up" will be sent to the driver via the DIC.

Competitive Driving Mode
The Corvette Active Handling system will be the first of its type to offer dual mode operation. In addition to an "OFF" mode, in which Active Handling is disabled, 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.

Summary of Active Handling System Modes

ON - Active Handling is automatically enabled when the car is started. This is also true of the ABS brake and traction control systems.


OFF - Like traction control, the Active Handling system may be manually turned off if the driver so desires. This is not true of the ABS brake system which is always enabled.


COMPETITIVE DRIVING - In this mode, Active Handling and ABS are both enabled, but traction control is shut off.
The "OFF" and "COMPETITIVE DRIVING" modes are important features on a high-performance sports car like the Corvette. As mentioned earlier, skilled drivers may find that some wheelspin and oversteer can be beneficial to their lap times in competitive events, and the Corvette system allows them to operate the car in this fashion when appropriate. Chevrolet recommends against selecting these modes for street use.

Limitations
The overall effectiveness of the Corvette Active Handling system, or any similar system, is directly related to available tire traction and the aggressiveness of a given maneuver. Active Handling is designed to work to use existing traction to assist the driver -- but it cannot overcome the laws of physics. The Active Handling system reacts only in extreme situations, and special care should be taken when the system does activate because it's a clear signal that vehicle or tire limits are being exceeded.
Ill be getting those photos to you soon paul i havent forgot, im thinking tomorrow evening

The Corvette Active Handling system is a logical next step in the evolution of enhanced chassis control systems like ABS brakes and traction control. Working in close concert with those other two systems, Active Handling enhances the accident avoidance capabilities of the already nimble Corvette. It will be offered as an option (JL4) on all 1998-1/2 Corvette models. Additionally, it will be a required option on replicas of the '98 Corvette convertible Indy 500 Pace Car.

Resources

Discuss this article

2003 Magnetic Selective Ride Control Review

Corvette Crossmember Design and Manufacturing


What Active Handling Does
The Active Handling system activates when there is a significant difference between how the driver intends for the car to corner and how the car is actually cornering. Working together with the ABS and traction control systems as needed, it automatically applies any of the four brakes to help correct the situation .

A real-world example of this might be a sudden lane change on a wet road surface to avoid a unexpected hazard -- like a huge pothole.

Faced with that scenario, many drivers may turn the wheel abruptly to the left to avoid the pothole. That input, combined with the reduced traction available, could exceed the limits of traction available to the front tires, and a condition called "understeer" could make itself apparent. In an understeer situation the car tends to plow straight ahead -- not at all what the driver may want it to do.

In this scenario, Active Handling will work to help correct the car's understeering behavior by automatically applying the left side rear brake, helping to "pull" the car into the left turn.

Once the car is in the left lane, the driver tries to straighten it out, but the car's yaw inertia could cause it to turn even more than the driver wants it to, and a condition called "oversteer" could come into play. That's when the car's rear wheels lose traction and the back of the car starts to swing around.

Active Handling should once again sense that the car is doing something that the driver doesn't intend, and it will work to help correct it by, in this case, applying the left side front brake. The resulting torque tends to straighten the car.

Depending on vehicle speed, and the traction available, the car could continue to be influenced by the "whipping" motions that the first two steering inputs created, so a few more steering wheel movements may be required to settle it down -- and Active Handling will continue to apply individual brakes as necessary to assist the driver in maintaining control.

In another scenario a driver could find that he's entered a turn too aggressively, thereby setting up similar understeer and oversteer conditions. Once again, Active Handling would react to the conditions and work to help bring the vehicle back into control by selectively (and automatically) applying the car's brakes as needed. How Does It Do That?

Active Handling uses a simple yet sophisticated system of sensors to detect unwanted vehicle manuevers. These sensors include a steering angle sensor, yaw-rate sensor, lateral accelerometer and sensors in the vehicle's ABS brake and traction control systems. All of the data that these sensors provide is fed into the Corvette's onboard computer where specially-developed software "reads" all of the inputs and automatically activates the car's brakes selectively to help the driver bring the vehicle back under control.

Steering Angle Sensor: This digital sensor monitors the driver's steering inputs immediately and communicates the steering angle that the driver has selected back to the system. It is accurate to within one degree of steering angle change and is located in the car's steering column.

Yaw-Rate Sensor: This solid-state device utilizes a tiny pair of ceramic tuning forks to measure the actual rate that the car is turning or yawing from the centerline. This data is continuously fed into the Corvette's computer where the yaw rate is compared to the steering angle. Any variation beyond a pre-programmed set of values will result in activation of the Active Handling system's assist features. The yaw-rate sensor on the Corvette is located inside the center console.

Lateral Accelerometer: The lateral acceleration sensor measures the centrifugal force created in a turn. The data it provides is weighed against all of the other inputs and is used to calculate whether or not the car's limits are being exceeded for the speed and traction conditions that exist. This sensor is located beneath the passenger seat.

Unique Controller & Software: All of the information being provided by the sensors mentioned above is processed by the Corvette Active Handling system's computer through a very sophisticated and specialized software package. This computer is actively linked to the ABS brake system and the traction control system -- all these systems share information continuously. This multiple linkage is vital because the combined inputs from each system make the fully-integrated system better able to respond to a wider variety of inputs from the driver.

During the 1998 model year, just prior to production of cars with the Active Handling option, the Corvette's ABS brake hydraulic control unit will be relocated to the front of the engine compartment to facilitate quicker Active Handling system "warm-up" and shorten front brake response time when the brake fluid is cold. In temperatures below 14oF, the Corvette's Driver Information Center (DIC) will display an "Active Handling Warming Up" message as soon as the vehicle reaches 6-mph. That's a caution to the driver that Active Handling is not fully-functional yet. As soon as the system warms up, another message "Active Handling Warmed Up" will be sent to the driver via the DIC.

Competitive Driving Mode
The Corvette Active Handling system will be the first of its type to offer dual mode operation. In addition to an "OFF" mode, in which Active Handling is disabled, 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.

Summary of Active Handling System Modes

ON - Active Handling is automatically enabled when the car is started. This is also true of the ABS brake and traction control systems.


OFF - Like traction control, the Active Handling system may be manually turned off if the driver so desires. This is not true of the ABS brake system which is always enabled.


COMPETITIVE DRIVING - In this mode, Active Handling and ABS are both enabled, but traction control is shut off.
The "OFF" and "COMPETITIVE DRIVING" modes are important features on a high-performance sports car like the Corvette. As mentioned earlier, skilled drivers may find that some wheelspin and oversteer can be beneficial to their lap times in competitive events, and the Corvette system allows them to operate the car in this fashion when appropriate. Chevrolet recommends against selecting these modes for street use.

Limitations
The overall effectiveness of the Corvette Active Handling system, or any similar system, is directly related to available tire traction and the aggressiveness of a given maneuver. Active Handling is designed to work to use existing traction to assist the driver -- but it cannot overcome the laws of physics. The Active Handling system reacts only in extreme situations, and special care should be taken when the system does activate because it's a clear signal that vehicle or tire limits are being exceeded.
Ill be getting those photos to you soon paul i havent forgot, im thinking tomorrow evening
GREAT INFO... Thanks BRO...:thumbsup3: :cheers: :thumbsup3:

I put mine in competition driving a lot of the times I drive it. I like it that way better... :thumbsup3:

I put mine in competition driving a lot of the times I drive it. I like it that way better... :thumbsup3:

Im always in comp mode :cheers:

Does this also work on a Z51 handling package?

I think I've tried this, and it never comes up on mine.

Does this also work on a Z51 handling package?

I think I've tried this, and it never comes up on mine.
Equipped with the performance-oriented Z51 suspension package and 275/45ZR-17 (front) and 275/40ZR-18 (rear) tires, the Corvette drew high marks for its high grip and stability. You'll never confuse the Vette or the M Coupe for a road pillow, but both cars ride acceptably on the street. Aided by its wide track and long wheelbase, the Chevy always felt solid and in control.

The Active Handling feature was also useful. This comprehensive system operates in harmony with Corvette's antilock-brake and traction-control systems to selectively apply any of the four brakes to help the driver counteract and diffuse potentially dangerous handling situations, such as severe oversteer or understeer. Its presence is unnoticed on the street unless exquisitely boneheaded moves are performed. On the track, our more-skilled drivers had to turn the system off to gain maximum performance. The Active Handling system also has a "Competition Mode," in which only traction control is turned off, but Active Handling and antilock braking are still fully active. The Corvette's brakes do a great job of consistently hauling down the car from speed. The overall feel of the brakes wasn't as good as the BMW's, but the actual objective performance numbers were quite similar.

I wish someone would crack the code to make it the default mode!

I wish someone would crack the code to make it the default mode!

That's a great idea. Wow, we really need to get that done, and if you dont want it in "Competition Driving" mode then switch it as you would now.



hmmmmmm

Exactly... I know Top Down Tech and another company makes interfaces that force the PCM/BCM to do some functions at start-up, I wonder if I can get then to design something like this for us???

Wasn't one called Laptrax or something????????

OK that will be one of my winter projects! :thumbsup3:

Tim

http://www.vetteweb.com/tech/0303vet_c5_chevrolet_traction_control/index.html

This is what we want, it appears they are out of business though...

Theres a few guys who have done this already ,i will see if i can get the how to

Im always in comp mode :cheers:

same here. I don't leave home without it. :)

summary; Competitive Handling mode turns off Traction Control - while leaving the Active Handling system activated.

In order to have the Competitive Driving mode; your C5 would need to have the Active Handling system.

AH was optional - up until the start of model year 2001; then becoming standard equipment.

http://www.vetteweb.com/tech/0303vet_c5_chevrolet_traction_control/index.html

This is what we want, it appears they are out of business though...

To the best of my knowledge, yes... LapTrax no longer produces it's product.

In August of 2001, I was deep into releasing a product like this; called the "AutoComp".
Mike Schriber of LapTrax was also working on his design. He didn't know about my work; and I was unaware of his.

I already had a few prototypes made, and in the hands of a couple of C5 owners to get feedback. Then just before I was to finalize the design and invest capital in circuit boards and stocking parts ... we became aware of each others work. We contacted each other; deciding that there wasn't room in the markerplace for competing products. He purchased the entire assets of "AutoComp"... including design schematics, prototypes, and my initial parts purchases. I signed a "no-compete" agreement... spelling the end of the "AutoComp" before it was ever able to reach market.

One feature of the AutoComp (that Steve said he'd incorporate into the LapTrax unit... but for some reason never did) was something I called the "Valet Mode".

The Valet Mode was a jumper selectable feature that would inhibit the automatic selection of the Comp Driving Mode under a certain circumstance.
With the Valet Mode enabled, you would need to hesitate starting the engine for about 8 seconds after switching the ignition key to the "on" position (which was about the exact same time it took for the instrument panel gauges to go through their POST sweep routine). If you didn't wait - the Comp Mode wouldn't be automatically selected.

Anyone not knowing this - that drove your C5 and started it in normal fashion - (without waiting for the instrument gauges to finish their power-on sweep routine before starting the engine)- would not get served the automatic selection of the Competitive Driving Mode. Or; if you didn't want the Comp mode to be auto-selected - you then knew how to circumvent this by not waiting the needed time during the ignition start-up sequence.

I dont' know why Mike Schriber stopped production of the LapTrax device. I guess there's always fear of market saturation... but with LapTrax being the sole supplier of this product - I would imagine that sales would continue to be strong for many years.

So the consensus is Competitive mode is better....

Here's my 2 cents:

I've spent a good deal of seat time RR in the 3 avail modes:

1. normal: with active handling and traction control both on
2. comp mode: same w/o traction control
3. both active handling and traction control off

All three modes keep ABS activated.

My experience. Once you get 5-6 sessions under your belt and begin pushing the car on a RR track, you should run with the active handling and traction control off.

Reason 1: The car handles like crap with active handling on. Whenever you enter a turn hard, the computer starts to throw opposite rear brake. That causes severe under-steer and the front starts to plow in a straight line vs. turn. It also makes it very difficult to cause the car to rotate or loosen up the rear end to apex certain turns correctly.

Reason 2: You will burn up brake pads rapidly since the computer is throwing in under intended unessessary braking.

Reason 3: You don't learn to drive a course correctly since your relying on the computer to bail you out of trouble rather than learning how the car really handles.

Bottom line: RR/HPDEs are great fun. Get yourself some instruction at an event. Once you have done a few, skip comp mode and turn the sys off.

On the street. Leave the systems on! You don't need comp mode. You do need the added protection to keep the car pointed in the direction you want it. You aren't going to push the car hard enough on the street to need comp mode anyway.

My experience. Once you get 5-6 sessions under your belt and begin pushing the car on a RR track, you should run with the active handling and traction control off.


:iagree:

Anyone that autocrosses or road courses... these systems will just get in the way.

Many are mistaken about AH and TC... calling them "racing" or "performance" systems; which they are not. They are "safety" systems.

Since my C5 is on public streets 99% of the time... I am not one that would be turning off both systems.

Here's my 2 cents:

I've spent a good deal of seat time RR in the 3 avail modes:

1. normal: with active handling and traction control both on
2. comp mode: same w/o traction control
3. both active handling and traction control off

All three modes keep ABS activated.

My experience. Once you get 5-6 sessions under your belt and begin pushing the car on a RR track, you should run with the active handling and traction control off.

Reason 1: The car handles like crap with active handling on. Whenever you enter a turn hard, the computer starts to throw opposite rear brake. That causes severe under-steer and the front starts to plow in a straight line vs. turn. It also makes it very difficult to cause the car to rotate or loosen up the rear end to apex certain turns correctly.

Reason 2: You will burn up brake pads rapidly since the computer is throwing in under intended unessessary braking.

Reason 3: You don't learn to drive a course correctly since your relying on the computer to bail you out of trouble rather than learning how the car really handles.

Bottom line: RR/HPDEs are great fun. Get yourself some instruction at an event. Once you have done a few, skip comp mode and turn the sys off.

On the street. Leave the systems on! You don't need comp mode. You do need the added protection to keep the car pointed in the direction you want it. You aren't going to push the car hard enough on the street to need comp mode anyway.
i have to disagree with you on this one tom comp mode has saved my butt many times on the street :cheers:

All within legal speeds too huh Blu? :lol:

OK Tom so as we suspected LapTrax is gone bye bye... I came across another unit that you've perhaps heard of the TracMem by ATI;

http://performance.accuratetechnologies.com/product_info.php?manufacturers_id=11&products_id=2&osCsid=fedf6e484e68adc3e0638a02f4fe4dab

I sent them an EMailasking for more info... Anybody else hear of this one????

Tim

All within legal speeds too huh Blu? :lol:

OK Tom so as we suspected LapTrax is gone bye bye... I came across another unit that you've perhaps heard of the TracMem by ATI;

http://performance.accuratetechnologies.com/product_info.php?manufacturers_id=11&products_id=2&osCsid=fedf6e484e68adc3e0638a02f4fe4dab

I sent them an EMailasking for more info... Anybody else hear of this one????

Tim That would be correct tim:cheers:

i have to disagree with you on this one tom comp mode has saved my butt many times on the street :cheers:

Sorry about the confusion. I totally agree with you. Leaving these "safety" systems on when street driving is a must. I recommend you skip comp mode however and run with both active handling and traction control on (default setting) for street driving. You'll find your back end will have less tendency to "walk out" out on you, unintended when you step on it too hard.

... I came across another unit that you've perhaps heard of the TracMem by ATI;

http://performance.accuratetechnologies.com/product_info.php?manufacturers_id=11&products_id=2&osCsid=fedf6e484e68adc3e0638a02f4fe4dab


WOW;great find. This one is new to me.

It's fantastic that another similar product is now on the market.

Sorry about the confusion. I totally agree with you. Leaving these "safety" systems on when street driving is a must. I recommend you skip comp mode however and run with both active handling and traction control on (default setting) for street driving. You'll find your back end will have less tendency to "walk out" out on you, unintended when you step on it too hard.

Not only do I agree, but let me add this. Most (and I said most not all) people who drive this car are no where near skilled enough to be driving around with these systems turned off, especially you young guys (if that statement offends you, then you're young). There is no class in the world that can teach you how to defensively drive everyday like years behind the wheel (and I'm not talking about 5 miles to work, 5 days a week in one climate for 5 years either). Folks who tend to be better drivers usually drive for a living (cops, sales people, delivery truck drivers, etc...)

When I see stories about people loosing control and going across 3 lanes into a guardrail, I think one of two things: You can't drive like you thought you could, you were driving way to fast for the conditions and you had TC/AH turned off in both situations. I can sling the rear of my DD around corners like it's nobody's business because I have played with it for so long that I know exactly how it is going to react under any safe speed. I can't say that about my Vette because one, I don't dog it like that and two, it has way more griping action that my DD. Thus, it can get a lot more squirrelly than my DD will ever think about doing.

For most folks, the AH/TC should be on at all times unless they are in a controlled environment under the supervision of an instructor. When I was on the track in Atlanta, I saw guys who clearly did not know exactly how to go around the track and thus were somewhat timid with their horsepower. I had a natural feel for it even though it was my first time on a professional track (even if I was screaming like a school girl! :lol:). Keep in mind that I'm use to putting about 30-40 thousand miles on a car a year and my lifestyle and occupation calls for a lot of driving.

One thing of interest, I did all my laps around that track with the AH/TC system on. At no time did it ever kick in and I was doing 90-100 through the turns. I've been in quite a few situation where I've activated the system so I know how it grabs the hell out of the car. Hopefully, if you are use to driving with the system on, you don't take a look at this thread and decide that you now want to turn it off. Trust me, it will save your buttocks if the situation arises.

There are times when i enjoy it off, but for the most part i have comp mode on, you have to get yourself on a road race course next junkman thats a whole different animal then an oval

There are times when i enjoy it off, but for the most part i have comp mode on, you have to get yourself on a road race course next junkman thats a whole different animal then an oval

:iagree:

Whipping the car around a bunch of turns, slamming on the brakes and going WOT is night and day from the oval. Personally, I like the constant speed of the oval. I really don't care for being whipped back and forth in my Vette because my seats are made for comfort, not to lock me down so that I don't move when I whip the car around a track.

Now on a motorcycle, give me the whipping track!

WOW;great find. This one is new to me.

It's fantastic that another similar product is now on the market.
I'm waiting on more info Tom... I'll make a new Thread when I get it. :thumbsup3:

Tim

Like Junkman, I agree that 90% of the driver's out there have no business driving with these safety features turned off. I learned competive driving in Germany first on the Autobahn (:lol:) then when I got suckered into autocrossing (Road Courses)by some German friends that wanted to see how my Vette would fair against their Porsches...

Well after ALOT of seat time tearing things up, car and cones... I learned the fine line between control and chaos, and it is a VERY FINE line! I also had to buy a new seat frame because I bent mine! I think the Ring did my seat in...

There are very few roads where I can excercise, so to speak, but when I do... I turn everything off, I learned in an old school car and that's where I'm comfy. The first time A/H kicked in on me I almost wrecked!

I normally drive in Comp mode just to fishtail around if I feel like it and it's safe enough... But that's me, like I said I learned how to drive old school.

So unless you've got alot of experience on a track leave em ON, don't let your ego get you sideways and in trouble...

Tim

...So unless you've got alot of experience on a track leave em ON, don't let your ego get you sideways and in trouble...

Tim

EXACTLY.

Nothing like the old school, solid rear axle, posi-traction to learn in when it comes to manhandling a car! :thumbsup:

EXACTLY.

Nothing like the old school, solid rear axle, posi-traction to learn in when it comes to manhandling a car! :thumbsup:

Agreeing with both JunkMan and Tstar, 95% of the people here shouldn't ever turn AH/TC off.

Always remember to keep the shiny side UP!

Quick summary:

I think that every vette owner can improve their appreciation for these kick butt automobiles by signing up for a HPDE. You get great instruction and a safe environs to explore the limits of your car. It makes you a better drive on the street!

Almost all HPDE instructors will have you get seat time on course with the AH and Track control "on". Those systems will protect your butt while you’re getting your feet wet and learning fundamentals. Proper line, braking technique, heel/toe & how to accel out of corners.

Obviously, if instructors feel those systems are useful for learning fundamentals on track, it's hard to see why anyone feels the need to turn either of them off while on the street. I never do and I road race weekly.

One you get 4-5 days on track under your belt, you will want to get the feel of controlling the car with some wheel slip and rotation.

The AH/Trac control does a good job of stopping unwarranted rotation. I.e. much my difficult to spin your car.

With these systems off, spinning it is relatively easy, if you're pushing it. As your RR technique improves you need to learn where the "edge" of the car's traction is. That can only come with these systems turned off.

I don't use it hardly at all, I can have enough problems just driving normal settings! lol