911rox

Nice lap, your car on r-comps is good for a 1.43 flat or less on the island with a good track alignment... Don't necessarily need to pull 4th at turn 1 nor 2nd at Siberia... My best lap is a 1.45.6 on streets, my instructor a 1.43 on the same...

bigkraig

I picked one up for my 991, does anyone have any settings they are working with so far? It looks like the normal and sport are set up the same way.

Tom@TPC Racing

The values should be different in the Shock Calibration table between the two modes. If you wish to make feel more distinguishable between the two modes for lighter load driving conditions then the easiest thing to do is reduce the numeric values from 0-20% in Shock Calibration in Sport mode.

bigkraig

Thanks Tom. Jordan helped me spot the differences (rear dampers 1650-600mA down to 1400-400mA in sport) and sent me an updated map from 4/15 that I am going to load up later.

gasongasoff

Tom (or anyone), could you explain what the following settings do (on the new 2-mode unit) and how best to make adjustments?

Default rate (Lng Rate)
Lat Rate
Sensitivity (rate trigger)

roketman

I am an avid fan of the PASM replacement unit!This unit has transformed my GT2.A shear pleasure and absolute joy to now drive as a street car!But still an animal at the track or for some spirited driving! Michael you are a god to me!Tom thanks for all your help!

Tom@TPC Racing

Thank you Roketman. Glad you are enjoying your newly updated DSC.

Tom@TPC Racing

The current DSC software that we are all using is actually the raw engineering version. I was told by the engineers that these three functions are there for them to calibrate the g-table and g-table patches. For now the engineers prefer us not to use these three functions. But in the future we will make videos to describe their functions.

As for how best to make adjustments, it depends on what you want to achieve. There isn't a right or wrong way. The software offers a number of ways to change damping characteristics. The most popular way is using Shock Calibration table.

gasongasoff

Okay fine, no g-table fun for now.

Silly question, but how does changing the damping stiffness affect understeer/oversteer? For some reason, when I run stiffer shock calibrations in the front (relative to the rear), I get MORE front grip (I thought it would be the opposite, like stiffening the front swaybar).

Tom@TPC Racing

Well, that's actual a complex question. I'll try to answer in short. Damper tuning is a way to manage weight transfer which affects tire frequency. Tire frequency affects tire grip thus affecting the balance of car. There are many books on this topic so I'm going to write my own here. Basically you want damping force to be "in the range" or in the "sweet spot" when the chassis's peak load is on the tires. Example, insufficient damping force during hard braking will cause excessive front dive that'll exceed the front tires grip threshold. On the other hand too much damping force won't allow ideal weight transfer to load the tire to surface. Its all a balance act. As far as DSC goes, the advantage is the damping force is changed dynamically with amount of g-force, direction of g-force, and other CAN-Bus activities. With that alone the damping force to each of the four corners of the car is closer to the sweet spot if not spot on for every fraction of the second in time compared to PASM.

Any chassis tuning method can be situational. If the situation is such that the front is under damped, then by increasing damping force the front will have better grip. Another example is some tires grip better with higher pressure than others. Even with the driver taking a different line, delaying or advancing brake/throttle can triggering a different results or just back to the example of the particular tire with X amount of tire pressure happens to works better with more damping force. There are many variables. That's why race engineers get paid the big bucks during race events to determine best course of action for the given situation with all variables in consideration(driver included).

flyingpenguin

I did a routine scan with the Durametric Pro earlier today and am getting the following error that is persistent (cannot be cleared).

8007 Gateway incorrect coding

I have had the DSC unit installed for over a year and vaguely recall a potential issue here, but have not scanned car's fault memory for a while. Did not find any references to this error on the forums either, so thought I'd ask the question; could this be caused by the accelerometer installed as part of the DSC solution for a 997.1 GT3?

Any insight is appreciated.

JP

nzskater

Do you have a Dension or Mobridge type device for Bluetooth installed? This error generally relates to that and can be ignored.

Tom@TPC Racing

^ I agree with nzskater. I see coding error of this sort with non-factory radio and nav system. Unrelated to DSC module and DSC accelerometer from what I have seen. The vehicle performance is not effected by these coding errors. My car did not have coding error with DSC and accelerometer. But it does now as a result of installing racing seats without airbags.

TB993tt

997 GT2 with Cup 2s, solid links everywhere, stock suspension settings, full DSC Tractive package with Swift 616lb rear 336lb springs.

This car is ultimate 800hp daily driver, set up for response with 1.4 bar by 3200rpm.

Just picked it up after having some service work done and I took a passenger seat test drive with shop owner Phil Hindley who is an accomplished and experienced 911 racer.

From the passenger seat the incredible suppleness of the ride is even more apparent it really soaks up the ruts and bumps yet when some G is loaded in it firms up instantly. Phil was very impressed with it and was commenting on how it felt like it was making a lot more grip with this set up and is a real improvement in putting the power down, I’ve no doubt he will be recommending it to other clients – well done TPC

library pic

LateBraking

My car is currently at TPC getting this done. Interested in seeing the results for myself once I get it back.