C1910

What Does Code C1910 Mean?

DTC C1910 signifies an “Ride Control RF Shock Actuator Circuit Open” condition. This code indicates that the Suspension Control Module (SCM), or the relevant control module responsible for the adaptive or active ride control system (which may be integrated into the Body Control Module (BCM) or Powertrain Control Module (PCM) in some vehicles), has detected an open circuit in the electrical pathway leading to the right front (RF) shock absorber actuator. The active ride control system utilizes electrically controlled actuators, typically solenoids or small motors, within the shock absorbers to dynamically adjust damping force in real-time, optimizing ride comfort and handling stability. An “open circuit” means there is a complete break in the electrical connection, preventing current flow to the actuator. The module monitors the expected electrical load and resistance within this circuit; when it detects infinite resistance or zero current draw when commanding the actuator, it interprets this as an open circuit fault and sets C1910. Consequently, the system cannot effectively control the damping characteristics of the right front suspension, leading to a degraded ride experience and compromised vehicle dynamics on that corner.

Common Symptoms

• Suspension Warning Light Illumination: A “Service Ride Control,” “Suspension Warning,” or similar indicator light will typically illuminate on the instrument cluster.
• Degraded Ride Quality: The right front corner of the vehicle may exhibit a noticeably harsher, firmer, or less compliant ride quality due to the actuator defaulting to a fixed, often stiff, damping setting or losing all active control.
• Asymmetric Handling Characteristics: The vehicle may exhibit uneven body roll, reduced stability during cornering, or an imbalance in handling feel, especially over uneven road surfaces or during dynamic maneuvers.
• Audible Noise (Less Common): While rare for an open circuit, in some designs, an inability to properly actuate the shock might lead to unusual noises from the suspension.

What Causes the Code C1910?

• Faulty Right Front Shock Actuator: Internal electrical failure of the actuator’s solenoid or motor, leading to an open circuit within the component itself.
• Open Circuit in Wiring Harness: A physical break (e.g., chafing, corrosion, rodent damage, impact damage) in the wiring harness connecting the SCM to the RF shock actuator.
• Corroded or Damaged Electrical Connector: High resistance or a complete open circuit at the actuator’s electrical connector or the SCM connector due to moisture ingress, corrosion, or damaged pins.
• Loose Electrical Connection: Improperly seated pins or a loose connection at either the actuator or SCM connector.
• Faulty Suspension Control Module (SCM): Although less common, an internal failure within the SCM’s driver circuit for the RF actuator can prevent it from providing power or ground, effectively creating an open circuit condition for the actuator.

How to Diagnose and Troubleshoot

A systematic diagnostic approach is crucial for C1910:

1. Verify the Code and Review Freeze Frame Data: Connect an OBD-II compatible scan tool to confirm DTC C1910. Review freeze frame data to understand the operating conditions (vehicle speed, engine load, etc.) at the time the code was set. Clear the code and road test the vehicle to see if it immediately returns, which can indicate a hard fault.
2. Perform a Thorough Visual Inspection:
   • Inspect the electrical connector at the RF shock actuator for any signs of damage, corrosion, bent pins, or proper seating. Disconnect and re-connect it to ensure a solid connection.
   • Trace the entire wiring harness from the RF shock actuator back to the SCM (or relevant control module). Look for signs of chafing, cuts, pinch points, rodent damage, or corrosion, especially where the harness passes near moving suspension components, exhaust pipes, or sharp edges. Pay close attention to areas where the harness might be exposed to road debris or moisture.
3. Perform Electrical Circuit Testing with a Digital Multimeter (DMM):
   • Actuator Resistance Test: Disconnect the RF shock actuator’s electrical connector. Using a DMM set to ohms, measure the resistance across the two terminals of the actuator itself. Compare this reading to manufacturer specifications (typically a low resistance value, e.g., 2-15 ohms, consult service manual). An “OL” (Open Line) or infinite resistance reading indicates an internal open circuit within the actuator, confirming a faulty actuator.
   • Wiring Continuity Test: Disconnect both the RF shock actuator connector and the SCM connector. Use the DMM (set to ohms or continuity mode) to test for continuity in both wires of the actuator circuit.
     • Test continuity between the SCM connector terminal for the actuator’s power/signal wire and the corresponding terminal at the actuator connector.
     • Test continuity between the SCM connector terminal for the actuator’s ground/return wire and the corresponding terminal at the actuator connector.
     • Any reading of “OL” or infinite resistance indicates a break in that specific wire.
     • Wiring Short to Ground/Voltage Test: With both connectors still disconnected, check each wire of the RF actuator circuit for a short to ground (measure resistance between each wire and a known good chassis ground – should be “OL”) and a short to voltage (measure voltage on each wire with the ignition ON – should be 0V unless it’s a dedicated voltage supply wire that’s always hot).
   • SCM Output Voltage Test (Advanced): If the actuator and wiring test good, and if the SCM provides a direct voltage output to the actuator, a bi-directional scan tool might be used to command the actuator ON. While commanded, back-probe the SCM connector to verify if the module is sending the correct voltage to the actuator circuit. This requires extreme care to avoid shorting pins.

Recommended Repairs and Solutions

Based on the diagnostic findings, the following repairs are typically recommended:

• Replace Right Front Shock Actuator: If the DMM resistance test on the actuator itself indicates an open circuit, the actuator is faulty and requires replacement. In most modern active suspension systems, the actuator is an integral part of the shock absorber assembly, meaning the entire RF shock absorber unit will need to be replaced. Ensure the replacement part is compatible with the vehicle’s specific ride control system.
• Repair or Replace Wiring Harness: If an open circuit is identified within the wiring harness, the damaged section must be repaired. Use high-quality, automotive-grade wire of the correct gauge, crimp connectors, and heat-shrink tubing to ensure a durable and weatherproof repair. Alternatively, if the damage is extensive or in a critical area, replacing the entire affected section of the wiring harness may be necessary. Ensure proper routing and secure fastening of the repaired or replaced harness to prevent future damage.
• Clean or Replace Electrical Connectors: If corrosion, bent pins, or a poor connection is found at the actuator or SCM connector, thoroughly clean the terminals using an electrical contact cleaner and a small brush. If pins are bent or corroded beyond cleaning, replace the connector housing and pins as per manufacturer specifications. Apply dielectric grease to protect against future corrosion.
• Replace Suspension Control Module (SCM): This should only be considered if the actuator, wiring, and connectors have been thoroughly tested and confirmed to be in good working order, and if advanced diagnostics point to an internal SCM failure (e.g., failure of an internal driver circuit for the RF actuator). SCM replacement often requires programming or calibration using a specialized scan tool.
• Post-Repair Procedures: After any repair or component replacement within the active suspension system, it is crucial to clear all stored DTCs. A road test should then be performed to verify the repair and ensure the C1910 code does not return, and that the ride control system is functioning correctly across all driving modes. Some systems may also require a suspension system calibration (e.g., ride height calibration) after component replacement, using an OEM-compatible scan tool.