For a stock shock car (non-Z07 Z06) would you still mess with the range on the shock calibration table, or would you keep the offsets in the PTM table since I assume the min and max are already pretty well defined in DSC’s default mapping? I did notice tour mode had a wider dynamic range set in the shock calibration in the DSC software, but wasn’t sure if it was to compensate for the overall softer configuration of that mode. Thank you for the video!
Assuming you are talking about on track, I would try the default calibration DSC provides on their web site. If you feel it needs to be stiffer then try the PTM table and if you like it then adjust the shock curve. Remember that stock will never be able to fully compensate for lighter springs as the shock will continue to compress over time even on full stiff if the spring allows it.
@@HiPoDriver Yes, my question was for on track. Understood - you can’t bandaid a soft suspension with just dampening. I can see myself getting the tractive coilovers down the road but not at this time. I’m just now getting into trackdays, so don’t want to go overboard on changing parts. Focus is on seat time and consumables. Just ordered EBC SR-11 pads and doing the fluids. Once the stock PSS wear out am going to stick with 100-200TW tires so the stock suspension and brakes don’t become a performance bottleneck. Open to suggestions on tire as well. Looking at Goodyear Supercar 3 (or R), NT-01, etc.
@@Doing_The_Thing starting small is a very good plan. On tires, I really liked the GY 3R on the C8 but that's the only experience I had with them. They did wear like iron and had great grip but were treacherous when cold. Continental has a new Extreme Contact Force out that should be coming in sizes for our cars. I'd really like to try a set of those as a lot of folks seem really impressed with them.
I do run with everything off, mostly. The throttle like you said changes with modes which is easy to adjust to but what about the diff? Are the settings for the diff different across the modes? I believe they are. I noticed this when I auto cross. Track mode at slow speeds the car struggles to turn but in tour the car turns easy at low speeds. This could be shock settings but feels like diff. On road course ive only used track. Sometimes ptm race and sometimes everything off. Depending on my level of confidence. I've never changed a single shock setting just ran out of the box settings. Ran a 1:48 at Buttonwillow and 2 minute flat at utah Motorsports campus outer loop on dsc factory settings and falken rt660 tires but the car didn't feel good. Fast times but struggled to gwt the time. I deleted my first comment as not relevant but thank you for making this video!
Except Tour and PTM-Wet the others are pretty similar. I posted a nice chart someone put together over here: yt3.ggpht.com/vp-enlCx5gdAUHHfW8NbIO5DmxZ82ek3HMo-d3fDym-iuxYH0IRYpjFwXgbqS4Ane8ZsWGOpVYmN=s1024-nd-v1
Typically I run front camber -2.4 deg, 1 mm total toe in, 7.5 deg caster. Rear camber -2.0 deg, 3 mm total toe in, 0.7 deg caster (top of shock laid back). I did just finish setting up the GS.R and decided to try a little less front camber, down to -2.2. I have AMT spherical bearings so there should be less deflection.
I believe you're referring to the G comfort zone. That's an area that prevents the shocks from stiffening up under low G loads. It's meant to improve ride comfort on the road, but on track you might get a floaty feeling on the straights. I zero it out in track mode.
For using PTM modes for testing different parameters, how does that work with the different behaviors the eLSD, ABS, traction control, etc. has in those modes?
unless you are using PTM-Wet, the eLSD and ABS behaves the same. You will have different levels of PTM intervention and some modes will have AH enabled. The only other difference is the throttle mapping, but I haven't found it hard to adjust between modes when testing suspension setup.
I find that slowing the rate at which the front stiffens under heavy braking helps get more weight on the nose. That in turn helps the ABS from immediately engaging which can trigger ice mode.
@@HiPoDriver interesting I was thinking the opposite as the ice mode will happen more often if the my adjustable rear sway bar is set stiffer. Lowering the rear of the car has made it worse as well. When I get ice mode it happens immediately without the abs pulsing. I have felt the abs pulses on hard braking on road course.
I don't think 1000 AMH is correct for being full-stiff for your Corvette with factory Magride. I know you now have their shocks, but I wanted to point that out. It is more in the range of 1900F. I am on my 2nd controller with my 3rd vehicle. You can go higher but it depends on other settings. Typically 1600 is all you would ever want to go on fronts and around the 1300 range max for the rear depending on spring settings. 1100 is comfortable for the rear depending on other tables. I just wanted to point that out. I also had discussions with Tom, Mike, and Jeremey before his departure.
OK, thanks for the clarification. That was initially what I thought as well, but I specifically asked Mike that question before I made the video and that is what he told me. It's possible we had a misunderstanding on the question.
You didn't mention why/how you zero out the travel, which is critical. Also if you aren't palying with the velocity tables you are leaving a lot of potential lap time on the table.
Any tips on Challenger Hellcat settings ?
For a stock shock car (non-Z07 Z06) would you still mess with the range on the shock calibration table, or would you keep the offsets in the PTM table since I assume the min and max are already pretty well defined in DSC’s default mapping? I did notice tour mode had a wider dynamic range set in the shock calibration in the DSC software, but wasn’t sure if it was to compensate for the overall softer configuration of that mode. Thank you for the video!
Assuming you are talking about on track, I would try the default calibration DSC provides on their web site. If you feel it needs to be stiffer then try the PTM table and if you like it then adjust the shock curve. Remember that stock will never be able to fully compensate for lighter springs as the shock will continue to compress over time even on full stiff if the spring allows it.
@@HiPoDriver Yes, my question was for on track. Understood - you can’t bandaid a soft suspension with just dampening.
I can see myself getting the tractive coilovers down the road but not at this time. I’m just now getting into trackdays, so don’t want to go overboard on changing parts. Focus is on seat time and consumables.
Just ordered EBC SR-11 pads and doing the fluids. Once the stock PSS wear out am going to stick with 100-200TW tires so the stock suspension and brakes don’t become a performance bottleneck. Open to suggestions on tire as well. Looking at Goodyear Supercar 3 (or R), NT-01, etc.
@@Doing_The_Thing starting small is a very good plan. On tires, I really liked the GY 3R on the C8 but that's the only experience I had with them. They did wear like iron and had great grip but were treacherous when cold. Continental has a new Extreme Contact Force out that should be coming in sizes for our cars. I'd really like to try a set of those as a lot of folks seem really impressed with them.
I do run with everything off, mostly. The throttle like you said changes with modes which is easy to adjust to but what about the diff? Are the settings for the diff different across the modes? I believe they are. I noticed this when I auto cross. Track mode at slow speeds the car struggles to turn but in tour the car turns easy at low speeds. This could be shock settings but feels like diff.
On road course ive only used track. Sometimes ptm race and sometimes everything off. Depending on my level of confidence.
I've never changed a single shock setting just ran out of the box settings. Ran a 1:48 at Buttonwillow and 2 minute flat at utah Motorsports campus outer loop on dsc factory settings and falken rt660 tires but the car didn't feel good. Fast times but struggled to gwt the time. I deleted my first comment as not relevant but thank you for making this video!
Except Tour and PTM-Wet the others are pretty similar. I posted a nice chart someone put together over here: yt3.ggpht.com/vp-enlCx5gdAUHHfW8NbIO5DmxZ82ek3HMo-d3fDym-iuxYH0IRYpjFwXgbqS4Ane8ZsWGOpVYmN=s1024-nd-v1
Sean..I have a question on a different topic. Can you share your current target wheel alignment specs for the C7 GS for your track set-up?
Typically I run front camber -2.4 deg, 1 mm total toe in, 7.5 deg caster. Rear camber -2.0 deg, 3 mm total toe in, 0.7 deg caster (top of shock laid back). I did just finish setting up the GS.R and decided to try a little less front camber, down to -2.2. I have AMT spherical bearings so there should be less deflection.
In Tom’s video from DSC he talked about zeroing out the G force. What advantage or disadvantage would doing that have?
I believe you're referring to the G comfort zone. That's an area that prevents the shocks from stiffening up under low G loads. It's meant to improve ride comfort on the road, but on track you might get a floaty feeling on the straights. I zero it out in track mode.
I’m interested in more information on settings to emulate soft rubber bump stops.
Hey Jeff. Sorry I never replied. I don't know much about that personally but it's a great topic for the follow-up with Mike Levitas.
For using PTM modes for testing different parameters, how does that work with the different behaviors the eLSD, ABS, traction control, etc. has in those modes?
unless you are using PTM-Wet, the eLSD and ABS behaves the same. You will have different levels of PTM intervention and some modes will have AH enabled. The only other difference is the throttle mapping, but I haven't found it hard to adjust between modes when testing suspension setup.
Just watched the video again and you mentioned changes in the brake table to help reduce ice mode what kind of adjustment did you do that helped?
I find that slowing the rate at which the front stiffens under heavy braking helps get more weight on the nose. That in turn helps the ABS from immediately engaging which can trigger ice mode.
@@HiPoDriver interesting I was thinking the opposite as the ice mode will happen more often if the my adjustable rear sway bar is set stiffer. Lowering the rear of the car has made it worse as well. When I get ice mode it happens immediately without the abs pulsing. I have felt the abs pulses on hard braking on road course.
How come the PTM screen is completely grayed out on the latest version of thr DSC software for GM cars?
It's still there. Make sure your vehicle type is set correctly and that you are editing the track mode calibration.
I don't think 1000 AMH is correct for being full-stiff for your Corvette with factory Magride. I know you now have their shocks, but I wanted to point that out. It is more in the range of 1900F. I am on my 2nd controller with my 3rd vehicle. You can go higher but it depends on other settings. Typically 1600 is all you would ever want to go on fronts and around the 1300 range max for the rear depending on spring settings. 1100 is comfortable for the rear depending on other tables.
I just wanted to point that out. I also had discussions with Tom, Mike, and Jeremey before his departure.
OK, thanks for the clarification. That was initially what I thought as well, but I specifically asked Mike that question before I made the video and that is what he told me. It's possible we had a misunderstanding on the question.
You didn't mention why/how you zero out the travel, which is critical. Also if you aren't palying with the velocity tables you are leaving a lot of potential lap time on the table.