DIY: What to Do When a Corvette’s Door Doesn’t Open Anymore - Hagerty Media

For all the improvements made to Chevrolet’s sixth-generation Corvette over its C5 predecessor, there’s always been one glaring area that seemed ripe for failure—the door handles. More specifically, its lack of them.

With a goal of modernizing the car’s exterior, the Corvette design team took a minimalist approach with the 2005 model year redesign and replaced physical handles with hidden pressure pads and electronic door actuators. While it was a stylish improvement, it might have been a step too far.

It’s now going on two decades since the introduction of this finicky feature, and unfortunately for me, my gut instinct was correct. After 16 years and 50,000 miles, the driver’s side door latch actuator in my 2008 Corvette bit the dust, leading me to scour the internet for answers on what part broke, what I need to replace it with, and what tools would be needed to tackle the job. Follow along for how I navigated this increasingly-common repair in my own garage.

Before diving into diagnostics, it should be mentioned that GM did add a physical failsafe to allow entry and egress in the event of a door latch or power failure.

Located on either side of the car’s interior, a black plastic lever with red graphics rests on the floor just in front of the seat and next to its respective doorsill. Pulling the front of this lever up and back towards the seat will manually pop the door open, allowing for a decidedly non-Dukes-of-Hazzard escape route.

To enter the car, open the rear hatch and look to the driver’s side of the cargo area. Tucked just above the wheel arch is a black pull cord with a white graphic. Give that a tug and it’ll pop the driver’s door open.

Now that we know how to bypass the problem, we can assess what’s actually wrong. There are two common failure points in this door system: the pressure pad and the door latch actuator.

Activating the pressure pad (or interior door button) should initiate two actions. It should first tell the window motor to lower the side glass out of the roof’s weatherstripping channel. Following that, it should send a signal to the door latch actuator to pop the door open.

If pressing the pressure pad or door button doesn’t perform either of those actions, that indicates the problem most likely rests in that area and will require further investigation.

In my case, however, pressing either button did do something—it dropped the glass down out of its index, but failed to release the door latch. This led me to suspect the actuator was my problem. I verified this by leaving both doors open, manually resetting the latch mechanism on either side of the car, and pressing their respective door buttons.

On the normally-functioning passenger side, activating the pressure pad immediately released the latch with a brief and audible cur-click. Doing the same on the driver’s side resulted in no noise and no movement. I now had my culprit.

Unfortunately, repairing a door latch actuator is beyond the skill level of most at-home mechanics—myself included. More often than not, you’ll have to replace it, and there are a few distinct categories to choose from.

The inexpensive substitute: These parts are brand new and can be found for Amazon, eBay and other websites for well under $100. While some of these do include a brief warranty period, online reviews indicate that many of these parts are less reliable at registering inputs than the OEM actuators.

The OEM replacement: It seems that official General Motors’ replacement door latch actuators are still being produced for the C6. That pedigree comes at a price, however, as these licenced replacements can cost $250 or more.

The used/refurbished part: This category has the most variation in pricing, but offers the most options. On the lower side of the spectrum are take-offs from salvaged cars of varying mileage. Most are sold as “tested and working” for around $50-$100. On the higher end are refurbished OEM actuators. These units typically range between $150-$200, and feature a mechanical “re-freshening.” Some even boast a lifetime warranty if the old actuator core is mailed back to the seller.

I ultimately decided on a refurbished unit with the lifetime warranty (which will hopefully never need to be tested), but the repair itself should be nearly identical no matter which option is chosen.

Before rushing out to the garage to attempt this repair, it’s worth verifying that all the tools required are on hand to get the job done right the first time.

Here’s what’s needed:

The first step, depending on which side is being worked on, will be moving the driver or passenger seat forward and tilting the seat so it will not interfere with the repair. Following that, as with any job involving a vehicle’s electrical components, the negative battery terminal should be disconnected to reduce the risk of a 12-volt mishap.

Next, carefully release a section of the doorsill’s main piece of trim. It’s held in place with multiple clips, but I found that only two of them need to be released to gain enough clearance to move on. Tape off the edge of the doorsill to minimize the chance of scratching the paint.

Start at the rearward edge and position the plastic trim removal tools on both sides of the first clip (see the images below) and pull straight up with even force to release it. Do not twist or pry towards the interior of the car, or it will risk cracking the plastic.

With the first one removed, move towards the center and remove the second clip using the same method.

There should now be enough room to remove the plastic trim that runs up the B-pillar. Take note of the image above for the placement of the two clips and a fragile stanchion. Insert the trim tools into the gap near the lower of the two clips. This should give you just enough room to gain a hand grip.

Again, remember to use equal force but this time applied straight inward towards the center of the car. Take care not to twist this piece towards the front or back of the car as the plastic standoff has a tendency to snap if done incorrectly. (For this part, I actually found it easier to climb in and pry from the center console area).

Removing this last piece of trim should expose a sticky, sound-deadening sheet on the inside of the B-pillar. Carefully peel it back to gain access to the door latch actuator.

Head around to the outside of the car and use a T30 bit to remove the two Torx fasteners holding the actuator to the body of the vehicle.

With the fasteners removed and carefully set aside, reach inside and pull out the actuator mechanism.

Use a small flathead screwdriver to pry up on the maroon clip. This unlocks the electrical connector, allowing it to be disconnected. Two cables protrude from the side (these connect to the front and rear manual release levers) and are held in place by a plastic cover. Use the T10 bit to remove the two Torx fasteners, setting them aside to use in reassembly.

Remove the cover and unhook each cable end from its respective lever attachment point. Take note that depending on what actuator was ordered, the small L-shaped lever assembly from the lower section of the old unit may need to be transferred to the new door actuator (See the photo above).

Now it’s on to testing and reassembly. Attach the manual release cables to their lever assemblies, then reinstall the cover and T10 fasteners. Manually reset the new door latch with a small screwdriver and give each release lever a test to make sure that they function as intended.

Next, reattach the electrical connection and lock it back in place with the maroon tab. Reinstall the actuator into its home within the B-pillar with the T30 fasteners.

To test that everything is working properly, reconnect the battery and manually reset the door latch—doing so should spring the window upward into its “door closed” position (do not close the door at this point). Press the door’s pressure pad, and if everything is working correctly, the window will drop and the latch will pop open with a satisfying cur-click.

Test the new latch by opening and closing the door a few times, making sure to use both the exterior pressure pad and interior button. Once it’s been verified that everything is in working order, it’s time to put the car back together. Wrap everything up by reapplying the sound deadening material to the B-pillar and carefully reinstalling the trim pieces in reverse order. And with that, you should now have a functioning Corvette door. Let’s just hope that the passenger side lasts a bit longer.