09-25-2018, 12:59 PM | #85 | |
Drives: 22' Porsche PDK GT4 Join Date: Mar 2018
Location: Bay Area
Posts: 2,013
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Quote:
Do you think it might be worth the upgrade to the ZL1 1LE? Sounds like you are headed down that path. Why not just go that route and then you have a warranty still intact. I am sure you could recoup most of the DSSV costs.
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22' Porsche PDK GT4 (MCS 2-way remote dampers) Previous: 18' NFG 2SS 1LE (ZL1 1LE solid rear cradle bushings & Corsa Exhaust) 16' F80 M3 (Ohlin R/T Coilovers) 13' Audi TTRS (APR Stage 1, MSS Springs) 09' C6 Z06 08' E90 M3 06' 335i (KW V2 Coilovers) 03' C5 Z06 |
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09-25-2018, 01:06 PM | #86 |
Drives: 22' Porsche PDK GT4 Join Date: Mar 2018
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Nevermind, sorry. I keep thinking you have the SS 1LE, but you have the ZL1.
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09-25-2018, 08:58 PM | #87 |
Drives: 2017 Camaro 1SS M6 Join Date: Apr 2015
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This is excellent information and a big help for me. Thanks for sharing the install pics, data/analysis, and thoughts on the suspension change (both positive and negative)!!
I wonder if handling capabilities are actually reduced on the street (rougher surfaces) when not running the track tires, as compared to the stock FE4 suspension? I'm also wondering if it would be beneficial to run a lower spring rate (proportionally lower front and rear) with the FEA setup? For my base suspension (non-MRC) SS that's used as a 3-season daily driver (anticipating some track days), I think you've convinced me that the FEA suspension kit is not for me. I'm leaning toward this setup: SS lowering kit (springs/shocks-84188726) + handling kit (swaybars/front links-84242386) + SS 1LE wheels/tires.
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09-25-2018, 09:20 PM | #88 | ||
Drives: '17 ZL1 Join Date: Jul 2016
Location: Fairmont, WV
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anti-
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If I get time I may add some more data. The data I posted likely doesn't tell the whole story. I think "time on throttle" comparisons, etc. might be good. If you guys have ideas, shoot them my way. Quote:
Interesting thought... I was wondering about what difference a stiffer front anti-sway bar might make with the FEA... e.g., the FE4 front bar. Of course the whole reason I went with this setup is because it was a complete package offering with validation. I think someone else will need to be the guinea pig for this one.
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09-25-2018, 09:25 PM | #89 | |||
RedLine
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*supersized you went softer on the rear bar as my car pushed Mid corner until i moved the bar to full stiff *My car also over steers off corner however I feel like its do to the ELSD you cant adjust it out. I had to change my driving habit to compensate for this. I really couldn't understand it fully until i turned traction full off at an event. when you roll on to the throttle the car rotates making you think its about to step out however most of the time you can keep in it and drive through it. (its hard to explain and harder to get use to) you feel it more in high speed corners. low speed corners like the last turn on Pit it will step out on throttle almost like you have a spool in the rear end. * I agree Arrow helps you very little if at all at Pitt * I have only run Pitt 3 times twice in my 13 ZL1 and once in the 1LE however fast times at this course require guts I am sure i have .5 to a full second if was willing to push a couple area's harder. * I have drove both FE4 and FEA extensively at Mid Ohio and agree that its the tires that make the difference both suspensions perform very well *I believe the largest benefit to FEA is better compliance with larger sticker tires. *The Loss of Ride is not worth the minor gains in my opinion. *Thanks for the Driving Props However I know I have many places I could be doing better * I would love to learn more about how you use the data to improve lap times. I use Cosworth but it seems you could do more with pi if i knew how to use it. Most of my tuning is Seat of Pants feel and lap time.
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09-26-2018, 07:00 AM | #90 |
Drives: ZL1 A10 Join Date: Dec 2017
Location: Wisconsin
Posts: 306
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Travislambert great review and comments. Confirms my thoughts to just leave the car alone but for tires and the solid cradle bushings. Seems like high performing springs and better MRC calibration options are the way to go if and when they become available.
As a note, from everything I have read, to this point it seems like DSC hasn't hit the point to justify the cost of their MRC controller.
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09-26-2018, 10:24 AM | #91 |
Drives: 1LEs Join Date: May 2009
Location: DFW - Texas
Posts: 1,319
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What was the total weight savings being the lighter swaybars and DSSV's? Nice smooth laps in both videos. Will be good to see a PTM Sport 1 run with the DSSV's in similar air conditions, too.
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09-26-2018, 10:45 AM | #92 | |||
Drives: '17 ZL1 Join Date: Jul 2016
Location: Fairmont, WV
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Quote:
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09-26-2018, 11:06 AM | #93 | |
Drives: 22' Porsche PDK GT4 Join Date: Mar 2018
Location: Bay Area
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In order for MRC to get better than what it is stock, you would have to re-shape the tuning curve of the shocks and make them react even faster to recover when the suspension gets upset mid-corner. For an example of this, take a ride in a high-end coilover setup and see how fast the shocks recover when upset, this is how a MRC tuning would make it better, not simply just softening up the ride and changing when the stock tuning happens, like DSC does.
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22' Porsche PDK GT4 (MCS 2-way remote dampers) Previous: 18' NFG 2SS 1LE (ZL1 1LE solid rear cradle bushings & Corsa Exhaust) 16' F80 M3 (Ohlin R/T Coilovers) 13' Audi TTRS (APR Stage 1, MSS Springs) 09' C6 Z06 08' E90 M3 06' 335i (KW V2 Coilovers) 03' C5 Z06 |
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09-26-2018, 11:55 AM | #94 |
Drives: 1LEs Join Date: May 2009
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Car looks consistent and stable in both SPORT 1 and RACE. Track looks fun and smooth compared to many tracks I've watched video of.
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09-26-2018, 01:32 PM | #95 | |
Drives: 2017 1SS 1LE Join Date: Aug 2017
Location: New Jersey
Posts: 391
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Quote:
You should give the DSC a try, it's pretty awesome. I've never felt like my car was less stable than stock, and it's a night and day difference at autocross. On track the stock shock calibration is really good, so the difference is less noticeable.
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09-26-2018, 01:56 PM | #96 | |
Drives: 22' Porsche PDK GT4 Join Date: Mar 2018
Location: Bay Area
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Quote:
To just monkey around with the stock calibrations, seems cheap. High end engineers at GM already did the hard work. I do not autocross, I care more about how quickly the shocks recover when upset where it really matters... when you are going really fast. Anyways, I am not complaining, I am happy with the stock MRC. I just do not think the DSC Controller is worth the money.
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22' Porsche PDK GT4 (MCS 2-way remote dampers) Previous: 18' NFG 2SS 1LE (ZL1 1LE solid rear cradle bushings & Corsa Exhaust) 16' F80 M3 (Ohlin R/T Coilovers) 13' Audi TTRS (APR Stage 1, MSS Springs) 09' C6 Z06 08' E90 M3 06' 335i (KW V2 Coilovers) 03' C5 Z06 Last edited by TRZ06; 09-26-2018 at 02:25 PM. |
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09-26-2018, 04:53 PM | #97 | |
Drives: 2017 1SS 1LE Join Date: Aug 2017
Location: New Jersey
Posts: 391
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Quote:
The same hardware is in the Mustangs and many other platforms, the calibration is what sets them apart. “The shocks recover when you are going really fast”? What do you mean? Wheel velocity or shaft velocity? Adjustability is a huge factor in achieving the right dynamics. The OEM calibration is designed to hit a target. If you start changing parameters you will exceed that target. In my case I’ve added a bunch of wheel and tire, spring rate, and power.
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09-27-2018, 07:46 PM | #98 |
Drives: 2017 Camaro 1SS M6 Join Date: Apr 2015
Location: Indy
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Has anyone owned both a 5th gen Z28 and a 6th gen ZL1 1LE. Is the 6th gen DSSV setup more harsh on the street than the 5th gen?
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