Report shift lever actuator position so the shift control loop can close.
A Corsa-Technic performance linear potentiometer on the shift lever. Its position is what tells the ECU that the shift position target has been reached, which is what allows the power cut to end as soon as the shift is mechanically complete rather than after a fixed time.
No part-specific design process is documented. The Custom Electronics subsystem design process applies: 1. Collect the sensor list from every subteam, agree location and type with the designer who needs the data. 2. Split sensors between ECU and dash based on which parameters are engine-critical. 3. Size the charging system and validate it. A custom current measurement board (50 A bidirectional sensing chip, inline on the rectifier-to-PDM wire) measured what the rectifier actually puts back. 4. Build the datalogging parameter list with rates, then check CAN bus load. 5. Validate on a mock endurance: average battery voltage 13.4 V, minimum 12.1 V excluding cranking on CR26I.
Purchased.
Purchased unit.
Fault Vault, 2026-06-03, CR26I, Manufacturing, Performance Failure. The shift potentiometer tab was located on the main roll hoop support, which is not a suitable mounting location for a sensor that has to hold its position relative to the shift lever.
The shift potentiometer tab needs a mounting location that holds position relative to the shift lever; the main roll hoop support is not one.
Enabled a drop from 85 ms average shift time open loop to 65 ms closed loop, saving roughly 6 seconds across an endurance. Quantity per car, as costed: 1
Nothing in CrimsonStorage covers these yet.