DSC Sport Suspension Module for our cars!

[Ash @ S2i Audio]

This is so cool! Great job, @bisquick !!

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[optronix]

I've thought about doing something similar using telemetry from a Racebox or something similar. Fusing it with data from the DSC controller could be pretty useful I'm just not completely sure of the specific application.

Curious about what backend you're using for storing and interpreting the data too but that's neither here nor there.

I'm with @Tw1stedlog1k here though... this feels very niche and nuanced chasing configurations for street driving like this. More power to you folks for experimenting and creating applications- but I equate it to the same level of "nerd-dom" that accompanies specialty coffees and audio equipment, to list a couple examples. Certain people can tell the difference, but most probably can't. And that's kind of the point.

 

[Victorofhavoc]

I've thought about doing something similar using telemetry from a Racebox or something similar. Fusing it with data from the DSC controller could be pretty useful I'm just not completely sure of the specific application.

Curious about what backend you're using for storing and interpreting the data too but that's neither here nor there.

I'm with @Tw1stedlog1k here though... this feels very niche and nuanced chasing configurations for street driving like this. More power to you folks for experimenting and creating applications- but I equate it to the same level of "nerd-dom" that accompanies specialty coffees and audio equipment, to list a couple examples. Certain people can tell the difference, but most probably can't. And that's kind of the point.

I think the benefit can be found in tuning for the updated spring rates people are running with shorter springs, but ideally you should be measuring geometry and travel, then identify rate and the level of dampening required.

That will likely lead to a much stiffer rebound and softer compression setup than stock though, which isn't what most people are after with this. I'm hearing a lot of aiming for comfort and not a lot of aiming for strictly performance. That's totally okay, but the "floaty feeling" reports are exactly what creates the comfort. That's why suv and trucks aren't stable at highway speeds with crosswind typically. They're designed slightly underdampened so the weight is supported but the comfort still exists.

The goal of dampening is to return the vehicle to neutral position as quickly as possible after the spring moves. In traditional systems that happens with valving settings internal to the shock. With the electronic setup in this car (both oem and dsc) it's being calculated in real-time so you can have a variation in how it returns to neutral which is where the characteristics of the drive modes come in.

 

[bisquick]

I've thought about doing something similar using telemetry from a Racebox or something similar. Fusing it with data from the DSC controller could be pretty useful I'm just not completely sure of the specific application.

Curious about what backend you're using for storing and interpreting the data too but that's neither here nor there.

I'm with @Tw1stedlog1k here though... this feels very niche and nuanced chasing configurations for street driving like this. More power to you folks for experimenting and creating applications- but I equate it to the same level of "nerd-dom" that accompanies specialty coffees and audio equipment, to list a couple examples. Certain people can tell the difference, but most probably can't. And that's kind of the point.

The recommendations are driven by a few levers: maximum and minimum threshold values, deterministic averages, and cumulative moving averages based on imported datalogs.

I think your opinion may be short-sighted. This is currently being leveraged to further develop revisions tailored towards road comfort, but can absolutely be used for fine tuning on the track. I will be doing this later in the season.

Lastly, this is simply a csv-parsin tool which can be expanded to interpret other datasets. Right now my focus is DSC Sport, but who's to say this can't be deployed elsewhere?

 

[bisquick]

I think the benefit can be found in tuning for the updated spring rates people are running with shorter springs, but ideally you should be measuring geometry and travel, then identify rate and the level of dampening required.

That will likely lead to a much stiffer rebound and softer compression setup than stock though, which isn't what most people are after with this. I'm hearing a lot of aiming for comfort and not a lot of aiming for strictly performance. That's totally okay, but the "floaty feeling" reports are exactly what creates the comfort. That's why suv and trucks aren't stable at highway speeds with crosswind typically. They're designed slightly underdampened so the weight is supported but the comfort still exists.

The goal of dampening is to return the vehicle to neutral position as quickly as possible after the spring moves. In traditional systems that happens with valving settings internal to the shock. With the electronic setup in this car (both oem and dsc) it's being calculated in real-time so you can have a variation in how it returns to neutral which is where the characteristics of the drive modes come in.

Similar to OTS tunes vs custom; there is always room for improvement if you choose to seek it out.

This tool would hopefully provide those with less technical knowledge the ability to make revisions with confidence and not require an engineering/physics degree.

 

[optronix]

The recommendations are driven by a few levers: maximum and minimum threshold values, deterministic averages, and cumulative moving averages based on imported datalogs.

I think your opinion may be short-sighted. This is currently being leveraged to further develop revisions tailored towards road comfort, but can absolutely be used for fine tuning on the track. I will be doing this later in the season.

Lastly, this is simply a csv-parsin tool which can be expanded to interpret other datasets. Right now my focus is DSC Sport, but who's to say this can't be deployed elsewhere?

I don't doubt you're learning things that can benefit anyone with a DSC controller, and then democratizing it with the extra effort of building applications. Very cool community contributions- I know I didn't put a ton of effort into articulating whatever point I was trying to make but hopefully that wasn't how you took it- that you're wasting your time. That was not what I was trying to imply.

I think overall the one takeaway from my opinion on what you're doing, is that it's above and beyond the vast majority of what people should expect the ownership experience to equate to if they're considering a DSC controller for this platform. Much like the Porsche community that I became familiar with, MOST people are going to "set it and forget it", and that's fine.

Otherwise though, keep on keepin on. I'm interested and wish I had the cycles and energy to assist. That said though- I notice a clear difference with just the OTS configuration in my street and autocross experience that justifies the purchase. Anything beyond that is purely bonus.

 

[Sosa11203]

Good day gentlemen any new updated files to try and use across-the-board in comfort, sport and sport plus. I love the last revisions from both of you guys.

 

[Winpildeu]

Hey everyone,

I wanted to share my current DSC Sport controller tuning strategy for my dual-duty DE5. Managing the soft initial travel of the Spoon progressive springs. My goal was to create a comfortable daily driver that can instantly transform into a mountain carver for trips to the Tail of the Dragon.

The Street Map: Highway & Daily Commuting
The Goal: Provide a plush, compliant ride for multi-state road trips, while completely eliminating the floating "pogo" effect over large highway dips.

• Plush Baseline: A low G-Patch default rate keeps the dampers incredibly relaxed during straight-line cruising, ensuring expansion joints aren't transmitted into the cabin.
• Highway Dip Catchers: I run a specifically tuned smooth gradient in the Velocity Tab, raising the Low and Medium-Speed Rebound to physically strap the chassis down and catch the car in a single motion after a highway undulation.
• Predictive Comfort: The Steering Tab remains at 0% when on-center, maintaining mechanical grip and comfort, but gently wakes up the outer shocks on turn-in to prevent lazy steering.
• High-Speed Blow-Off: Aggressively negative high-speed compression allows the dampers to blow completely open when striking sudden, sharp potholes.

The Sport Map: Mountain Passes & Canyon Carving
The Goal: Emulate the immediate, rigid platform of an Öhlins R&T coilover for sharp transitions, while leaving enough high-speed damper travel to keep the tires glued to unpredictable mountain pavement.

• Predictive Turn-In Wall: Aggressive cross-loading in the Steering Tab bypasses the Spoon springs' soft initial coil entirely. The millisecond the wheel is flicked, it builds a hydraulic wall on the outside front shock for instant slalom transitions.
• Anti-Squat Power Delivery: The Accel Tab builds massive predictive rear compression to catch the violent torque spike of the Kuro turbo, preventing the rear from squatting and keeping the front drive wheels planted.
• Mountain Brake Support: The Brake Tab builds an instant hydraulic brace at 10 BAR to catch the aggressive cold friction of the brake pads, stopping the nose from diving on steep downhill entries.
• Mid-Corner Compliance: High-speed damper velocity is kept negative to instantly swallow mid-corner pavement heaves without unsettling the car's lateral grip.

Feel free to write the "Touring" or "Sport" maps, but DO NOT write the "Track" map, as I use that map exclusively for track driving. I create custom maps for each track on my setup. Also if you're running Swift spring, these settings might be too aggressive and would have to be toned down.

View attachment ITS-lowered-gemini_v4.1_ohlins.zip

 

[Sosa11203]

Hey everyone,

I wanted to share my current DSC Sport controller tuning strategy for my dual-duty DE5. Managing the soft initial travel of the Spoon progressive springs. My goal was to create a comfortable daily driver that can instantly transform into a mountain carver for trips to the Tail of the Dragon.

The Street Map: Highway & Daily Commuting
The Goal: Provide a plush, compliant ride for multi-state road trips, while completely eliminating the floating "pogo" effect over large highway dips.

• Plush Baseline: A low G-Patch default rate keeps the dampers incredibly relaxed during straight-line cruising, ensuring expansion joints aren't transmitted into the cabin.
• Highway Dip Catchers: I run a specifically tuned smooth gradient in the Velocity Tab, raising the Low and Medium-Speed Rebound to physically strap the chassis down and catch the car in a single motion after a highway undulation.
• Predictive Comfort: The Steering Tab remains at 0% when on-center, maintaining mechanical grip and comfort, but gently wakes up the outer shocks on turn-in to prevent lazy steering.
• High-Speed Blow-Off: Aggressively negative high-speed compression allows the dampers to blow completely open when striking sudden, sharp potholes.

The Sport Map: Mountain Passes & Canyon Carving
The Goal: Emulate the immediate, rigid platform of an Öhlins R&T coilover for sharp transitions, while leaving enough high-speed damper travel to keep the tires glued to unpredictable mountain pavement.

• Predictive Turn-In Wall: Aggressive cross-loading in the Steering Tab bypasses the Spoon springs' soft initial coil entirely. The millisecond the wheel is flicked, it builds a hydraulic wall on the outside front shock for instant slalom transitions.
• Anti-Squat Power Delivery: The Accel Tab builds massive predictive rear compression to catch the violent torque spike of the Kuro turbo, preventing the rear from squatting and keeping the front drive wheels planted.
• Mountain Brake Support: The Brake Tab builds an instant hydraulic brace at 10 BAR to catch the aggressive cold friction of the brake pads, stopping the nose from diving on steep downhill entries.
• Mid-Corner Compliance: High-speed damper velocity is kept negative to instantly swallow mid-corner pavement heaves without unsettling the car's lateral grip.

Feel free to write the "Touring" or "Sport" maps, but DO NOT write the "Track" map, as I use that map exclusively for track driving. I create custom maps for each track on my setup. Also if you're running Swift spring, these settings might be too aggressive and would have to be toned down.

View attachment ITS-lowered-gemini_v4.1_ohlins.zip

Thanks for all the hard work. These have been great tools.

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