Thank you very much for your help with this install and tune!! After just one event at Charlotte using it I could tell a noticeable difference in Braking performance in distance and stability. Also it made a noticeable difference in reducing understeer I would typically experience with the stock controller. I will really be able to tell more when I run CMP next as that is my test track for improvements to the car. For clarification the car is a 2021 ZL1 but this controller will work on any 6th gen with Mag Ride. Thanks again to @Beast ZL1 for putting this together!
Thanks for stopping by again for existing Racing for ALS subscribers! If this is your first time to the channel, please consider subscribing. New content is posted weekly! 👍
at around 9:44 you show that you are editing the track settings but you are saving it to the touring setting, is this correct or did you overlook this? Seems to me like you saved all the changes to your cars "touring mode".
They work great !!! ...I had one on my SS 1LE. But your right that's where i notice it to be the best was on heavy breaking. Next week I'm at Daytona ,what's your recommendation on tire pressures ? I'm seeing to run 40 psi. Thanks always
Great vid. I just installed my V4 about 3 weeks ago and have a full day at the track. My previous car was a zl1-1le and with the DSC, based on lap times and feel, this is a monster product. Thanks for making this video. I hope it brings to light what DSC is actually doing. I have one concern/question. You mention in the video that the default firmware/calibration in your unit did not have the latest cal from DSC based on the settings. Given you posted this only a couple days ago, should I be concerned that my cal is out-dated and needs attention? I would be super excited if you could send me your modified calibration (3 years of twaeking). It would be great to compare your settings to DSC's. Once again, thanks for posting.
Thanks for doing this video. The latest calibration tables from DSC are dated 08-26-21. The max value for the shock Cal in this updated is 1100mA at 100% for track setting. Where did you get 1700 from?
It was the file dated 2-12-2020 and the base file has a front shock mA of 1750, which is too much for the ZL1 on Goodyear 3Rs. The calibration had understeer in low speed corners.
You are not taking advantage of Low/Med/Hi Speed compression and rebound control in the velocity table. Which gives you more granular control over the suspension as opposed to just stiffing and or softening the shock calibration. I played with both and for me, compression and rebound offer much better compliance throughout the suspension travel. I've not been on track yet, however, I live near several mountains and have been able to exercise both the OEM and DSC as well as compare adjusting shock calibration tables against compression and rebound. Net for me is compression and rebound are the way to go for fine tuning chassis compliance and balance. Of course as with anything YMMV. By the way, are you heading to CMP for JTI Aug 06 and 07? If so let's compare notes. I'm in advanced and will be in an RSB 2019 SS 1LE, you know the year with an ugly front end!
From @BeastZL1: I am not going to be at CMP that weekend, but plan to go back after mid-September. I will look at the velocity table, but the g-table is going to have the biggest impact on a road course when you are at 0.7 to 1.4 G most corners. I'd love to compare notes sometime.
@@RacingforALS Copy that. As for the g-table sure, it will make an impact. However to really dial in or fine tune the suspension you need to use the velocity table to adjust comp and rebound. And you can obviously use both together. For example, the velocity table will allow you to make individual adjustments to each corner of the car. So for example you can stiffen g-table values as you demonstrated in your video. And then further fine tune front and rear as well as left and right in a more granular way. Typically slow speed comp and rebound are in play during each phase of cornering. If for instance, I find I am getting more oversteer than I'd like, with the velocity table I can impact the suspension at a specific suspension travel velocity to really dial in the rear to give me the base adjustment and desired result of the g-table adjustment. And still have a very compliant rear on exit with an adjustment to low speed compression... in this case a reduction. At this point, I've only had my DSC Sport for ~3 weeks and am still sorting everything with MRC capabilities. My intent is to data log at CMP in a few week's time, review, and then adjust as needed. And repeat the process until I get the car dialed in for the tracks I typically run at. All of that said, even just out of the box and with the baseline calibration file, and zeroing out, it is much better than OEM controller so it is a win if you never really dive deep into and leverage the available capabilities. Of course, that isn't me and sure doesn't sound like you either! Good luck with everything and stay safe out there.
@@FL50ssp (from BeastZL1) I am interested to get your feedback, especially from CMP. We can trade files and compare. My tune minimizes understeer in my ZL1 on 3R's into turn 12 and 14, but it really pushes in turn 12 to the point that I go in slow and point the car in as early as possible. It's even more obvious on cold Goodyear Super Car 3's during the SCCA Time Trials th-cam.com/video/gY25nEx93X0/w-d-xo.html
@@RacingforALS From what I can tell you are too early in T12, look how much steering input you have at corner exit. Your entry speed looks good. Try apexing the corner at about mid to 3/4 of the curbing. This way you can straighten your hands earlier and get back to full throttle sooner. As for sharing info certainly, I'm sorting out how to mount a tablet/PC in my car safely.
Thank you very much for your help with this install and tune!! After just one event at Charlotte using it I could tell a noticeable difference in Braking performance in distance and stability. Also it made a noticeable difference in reducing understeer I would typically experience with the stock controller. I will really be able to tell more when I run CMP next as that is my test track for improvements to the car. For clarification the car is a 2021 ZL1 but this controller will work on any 6th gen with Mag Ride. Thanks again to @Beast ZL1 for putting this together!
Thanks for stopping by again for existing Racing for ALS subscribers! If this is your first time to the channel, please consider subscribing. New content is posted weekly! 👍
at around 9:44 you show that you are editing the track settings but you are saving it to the touring setting, is this correct or did you overlook this?
Seems to me like you saved all the changes to your cars "touring mode".
Good catch. Yes, I fixed it off camera.
They work great !!! ...I had one on my SS 1LE. But your right that's where i notice it to be the best was on heavy breaking.
Next week I'm at Daytona ,what's your recommendation on tire pressures ?
I'm seeing to run 40 psi. Thanks always
I shoot for a maximum of 36 psi hot on Goodyear 3Rs. Ideal pressure is 34-35 psi.
Great vid. I just installed my V4 about 3 weeks ago and have a full day at the track. My previous car was a zl1-1le and with the DSC, based on lap times and feel, this is a monster product. Thanks for making this video. I hope it brings to light what DSC is actually doing.
I have one concern/question. You mention in the video that the default firmware/calibration in your unit did not have the latest cal from DSC based on the settings. Given you posted this only a couple days ago, should I be concerned that my cal is out-dated and needs attention?
I would be super excited if you could send me your modified calibration (3 years of twaeking). It would be great to compare your settings to DSC's. Once again, thanks for posting.
Sure thing, send me your email or hit up @BeastZL1 on his Facebook page.
Thanks for doing this video. The latest calibration tables from DSC are dated 08-26-21. The max value for the shock Cal in this updated is 1100mA at 100% for track setting. Where did you get 1700 from?
It was the file dated 2-12-2020 and the base file has a front shock mA of 1750, which is too much for the ZL1 on Goodyear 3Rs. The calibration had understeer in low speed corners.
You are not taking advantage of Low/Med/Hi Speed compression and rebound control in the velocity table. Which gives you more granular control over the suspension as opposed to just stiffing and or softening the shock calibration. I played with both and for me, compression and rebound offer much better compliance throughout the suspension travel. I've not been on track yet, however, I live near several mountains and have been able to exercise both the OEM and DSC as well as compare adjusting shock calibration tables against compression and rebound. Net for me is compression and rebound are the way to go for fine tuning chassis compliance and balance. Of course as with anything YMMV. By the way, are you heading to CMP for JTI Aug 06 and 07? If so let's compare notes. I'm in advanced and will be in an RSB 2019 SS 1LE, you know the year with an ugly front end!
From @BeastZL1: I am not going to be at CMP that weekend, but plan to go back after mid-September. I will look at the velocity table, but the g-table is going to have the biggest impact on a road course when you are at 0.7 to 1.4 G most corners. I'd love to compare notes sometime.
@@RacingforALS Copy that. As for the g-table sure, it will make an impact. However to really dial in or fine tune the suspension you need to use the velocity table to adjust comp and rebound. And you can obviously use both together. For example, the velocity table will allow you to make individual adjustments to each corner of the car. So for example you can stiffen g-table values as you demonstrated in your video. And then further fine tune front and rear as well as left and right in a more granular way. Typically slow speed comp and rebound are in play during each phase of cornering. If for instance, I find I am getting more oversteer than I'd like, with the velocity table I can impact the suspension at a specific suspension travel velocity to really dial in the rear to give me the base adjustment and desired result of the g-table adjustment. And still have a very compliant rear on exit with an adjustment to low speed compression... in this case a reduction. At this point, I've only had my DSC Sport for ~3 weeks and am still sorting everything with MRC capabilities. My intent is to data log at CMP in a few week's time, review, and then adjust as needed. And repeat the process until I get the car dialed in for the tracks I typically run at. All of that said, even just out of the box and with the baseline calibration file, and zeroing out, it is much better than OEM controller so it is a win if you never really dive deep into and leverage the available capabilities. Of course, that isn't me and sure doesn't sound like you either! Good luck with everything and stay safe out there.
@@FL50ssp (from BeastZL1) I am interested to get your feedback, especially from CMP. We can trade files and compare. My tune minimizes understeer in my ZL1 on 3R's into turn 12 and 14, but it really pushes in turn 12 to the point that I go in slow and point the car in as early as possible. It's even more obvious on cold Goodyear Super Car 3's during the SCCA Time Trials th-cam.com/video/gY25nEx93X0/w-d-xo.html
@@RacingforALS From what I can tell you are too early in T12, look how much steering input you have at corner exit. Your entry speed looks good. Try apexing the corner at about mid to 3/4 of the curbing. This way you can straighten your hands earlier and get back to full throttle sooner. As for sharing info certainly, I'm sorting out how to mount a tablet/PC in my car safely.
@@FL50ssp Turn 12 is all about getting out fast and minimizing understeer. I've tried multiple entry points.