DSC Sport Controller -- Suggestions / Files

[MiamiGT350]

Anyone have any DSC Sport Controller v3 files they can share or recommended settings?

Thank you!

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[mavisky]

Anyone have any DSC Sport Controller v3 files they can share or recommended settings?

Thank you!

There are a few of us on here working through the system, but it's a bit of a struggle for sure. What spring/swaybar setup are you using and what is your use case for the car?

 

[MiamiGT350]

I am currently oem with plans for Steeda progressive springs and sway bars later. I bought the controller used and I am looking to improve upon the factory magneride for spirited driving. The vehicle is currently not tracked.

I have access to two files. The current one has a GForce table of 100/100/100/20 in the corners and the file from their site is 100% four ways.

Cornering, the car handles much better and I have no complaints. In a straight line, if I hit any sort of uneven surface the car bounces all over and can be difficult to control. I also feel like the slightest dip will bottom out the front, or a rise feels like the car is no longer planted.

Any suggestions are appreciated... especially any settings for the Shock Calibration and Velocity settings. I have zeroed out the travel.

Feel free to shoot me a pm. Thank you!

 

[mavisky]

Check in on the autocross discussion. Seems that many of us are suffering from a very similar scenario over there and are actively in discussion about how to fix it.

https://www.mustang6g.com/forums/threads/scca-cam-c-thread.59737/page-163#post-4109447

 

[Gearz]

I picked up a new DSC controller in an effort to get familiar with it for autocrossing it next year in FS now that they'll be legal there. I have the factory GT350 Magneride shocks. The calibration that came with the DSC unit was really good for transitions but it was very under damped on yumps or heaves in the road when going straight ahead at any speed. I made some pretty large changes to the velocity table to increase the front low speed rebound to 10%, reb-med to 5 and left the reb-high at 0. The rear reb-low is at 6%, reb-mid at 3 and reb-high at 0. For compression the front cmp-low is 5, cmp-med is 2, and cmp-high is 0. Rear cmp-low is 4, med 0 and high 0.

The way I understand it (and I could be wrong) the velocity table is pretty much the only place you can give the force/velocity curve a digressive nature like a normal performance analog shock has. When you're driving with essentially zero transitional G's the damping is based solely on the velocity table. It only moves off that table when the transitional G's trigger the GForce table to take over.

More low speed damping will help out with slow long motion events like corner entry or mild humps, and relatively soft high-speed damping lets the springs absorb sudden movements like sharp bumps in the road. Just adding the low speed rebound and a little bit of compression helped to reduce the float on those low speed events. I'll likely dial up more medium speed rebound as well. I found increasing the low-speed compression also made a noticeable difference.

I haven't started with the more dynamic changes such as steering input and braking but that will be next when I can do some transition testing.

 

[mavisky]

Tried your compression/rebound settings vs my previous settings and seems the car did like the changes in general. Still feels a little soft on rebound and damping overall. I honestly feel like these cars need a lot more voltage in the rebound than they do in the compression so it may be better to drastically increase rebound values. I just wish we had a better understanding of how the shocks respond when I'm asking them to give me max voltage based on the G-Plot and then asking for additional voltage via the speed compensation, then asking for even more voltage under low speed compression.

Does it just max out at whatever the input max voltage is in the shock calibration or will it add those factors up and request even higher voltage than what's already defined? I was afraid it was the first and so had always been working in a digressive fashion with the low speed set to 0 and then taking away medium and high speed damping as opposed to leaving high speed at 0 and then adding medium and low speed.

Either way I think I've solidified my desire to move to a linear spring rate and firmer dampers in the offseason.

 

[Gearz]

The videos and documentation talk about how the G-Plot table is only used when there are G-forces present, and the table activates only after a certain amount of G-force rate (impulse) which you can adjust the threshold using the Sensitivity setting. The "default rate" is the voltage the shocks will get when you're not in the G-Plot table. That default rate will be adjusted by other "override" table such as speed, steering and brake, but for the base map those are all zeroed out.

You can increase the max voltage to the shocks on the Shock Calibration table and in the base map I received the max values were higher for the track and sport maps. I wouldn't start them at zero though. One person I chatted with said if you start anywhere near zero the steps are too sudden between one step and the next that it doesn't preform as smooth as starting at around 200 mA or so.

Also, I'm pretty sure it can't ask for more than the max voltage on the Shock Calibration table. Either way, there's only so much voltage that the system can actually output and for the GT350 I think that's 1000 mA. Ford had to beef up the knuckles and bearings for the Magneride cars so I believe they can generate considerably higher damping forces than typical.

Using the velocity table to pull damping at med and high speed as you have should work just fine and do the same thing to make the curve digressive. You might want to increase the default rate to add more to the overall stiffness baseline to help counter the under-dampened feel. I'm not a big fan of non-linear springs in general unless you can alter the damping by stroke. The Magneride shocks could do that but not with the DSC controller as far as I can tell.

I have my first TnT and autox event this weekend and I'm looking forward to trying out some steering settings. I really think that should be a game changer since the shocks will be adjusted *before* the g-forces load up. Of course I'll probably end up making the car undrivable but it'll be fun to see what happens.

You can see there's a lot of "I think" and "I believe" statements in here. I'm speculating at some of this and going off what I've been told for other "facts". I'm not an expert but I'm happy to try and figure this stuff out and then more than happy to share the results good or bad. Whatever I end up with I'm happy to share my calibration file with you if you want to try it out.

-Brian

 

[mavisky]

You can see there's a lot of "I think" and "I believe" statements in here. I'm speculating at some of this and going off what I've been told for other "facts". I'm not an expert but I'm happy to try and figure this stuff out and then more than happy to share the results good or bad. Whatever I end up with I'm happy to share my calibration file with you if you want to try it out.

-Brian

Yea I'm on revision 6 or so after working through multiple iterations. Right now my "touring" map starts at 450. The sport starts st 600, and track starts at 700. All peak at about 875ma or so to leave some room for "growth" via the other tables. My track map has the comfort table deactivated as I'm not concerned with comfort at that point.

 

[kz]

Yea I'm on revision 6 or so after working through multiple iterations. Right now my "touring" map starts at 450. The sport starts st 600, and track starts at 700. All peak at about 875ma or so to leave some room for "growth" via the other tables. My track map has the comfort table deactivated as I'm not concerned with comfort at that point.

You mean your calibration table goes from 700 to 875 mA ? Those dampers can take 1800 mA and the controller does seem to be able to produce that current - changing max to 1800 to 1600 made them noticeably softer so I know it doesn't max out at less than that.

 

[mavisky]

That's crucial information to have as the DSC video states they max out at around 1000ma and I think that's about where the stock maps land. Having almost double the power available should help dramatically. Will be happy to go off and tesr that.

Again. Great reason to have a thread like this aa there's so little information available from DSC.

 

[WItoTX]

I'm bringing my factory controller to the track this weekend just to feel the difference. The DSC is great, but there's some transitions I've still not sorted out.

The DSC is a great idea. It would be cool if DSC offered more technical support instead of telling me I'm an idiot when I call. Especially when several people on this forum, as well as at least 1 banned member, got told the same thing by DSC.

Knowing what I know now, I would have figured out another way to reset ride height sensors.

 

[kz]

That's crucial information to have as the DSC video states they max out at around 1000ma and I think that's about where the stock maps land. Having almost double the power available should help dramatically. Will be happy to go off and tesr that.

Again. Great reason to have a thread like this aa there's so little information available from DSC.

I remember them saying that in their videos but their own stock maps go to 1500 mA for front dampers / track calibration.
There are probably two limitations - what can the controller put out and what the damping force vs current looks like - as at some point it will just flatten out regardless of how much current you put in the damper.
The curves aren't publicly available but I think Tim had decent idea of what they were.

One issue I think with how the DSC works and its G-table is that you define steady state Gs and ideally you probably want a derivative of it / rate of change of acceleration (however hard it would make to wrap your head around programing this thing) .

 

[mavisky]

I remember them saying that in their videos but their own stock maps go to 1500 mA for front dampers / track calibration.
There are probably two limitations - what can the controller put out and what the damping force vs current looks like - as at some point it will just flatten out regardless of how much current you put in the damper.
The curves aren't publicly available but I think Tim had decent idea of what they were.

One issue I think with how the DSC works and its G-table is that you define steady state Gs and ideally you probably want a derivative of it / rate of change of acceleration (however hard it would make to wrap your head around programing this thing) .

That's some of what we're trying to do with the Velocity table and the high, medium, and low speed compression and rebound adjustments. Sadly the functionality behind the system and tuning it is a 2 hour+ podcast and DSC seem to have better things to do in their opinion.

 

[mavisky]

Well I can confirm that we need to be using voltages over 1,000 for sure. Based on KZ's comments I revised my maps and my normal map has none of the floatiness of before and if anything needs a little work to soften it up. Race feels entirely too stiff now to the point where thr car is pogo'ing on bumpy curves. Based on one single test drive it seems like there is 0 reason to upgrade dampers unless you're trying to wrestle big rates on slicks or something.

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