Until now DSC Sport customers had to physically connect to a laptop or desktop with a Windows operating system to access the DSC Sport Tuning Software. The Wi-Fi feature now allows users to access essential tuning features from any operating system or device, including but not limited to Windows, Mac, and Android devices; users can even tune their suspension right from their smart phone!

However, owner and engineer of DSC Sport, Michael Levitas, sees the technology going much further:

“As of now, Wi-Fi is allowing more customers to access the tuning software with more ease. However, looking into the near future, there is so much more we can do with Wi-Fi. Everything from remote tuning sessions, more diagnostic and troubleshooting tools, remote data acquisition, and potentially some social features as well that will help us develop a community of active suspension tuners and driving enthusiasts. The possibilities are really endless, and we look forward to continuing to introduce new features and building on everything that makes DSC Sport such a great product.”

For now customers can enjoy Wi-Fi activation free of charge. DSC Sport has noted that the company will likely charge a small fee for this service in the future. Customers who take advantage of the free Wi-Fi activation during the beta release will continue to enjoy full Wi-Fi support free of charge after the full release.

Learn about how to set up Wi-Fi connection and navigate the Wi-Fi tuning software in the video below:

I thought my results would be of general interest to other Z06 owners, so here they are:  

Here’s the bottom line.  I conducted my test on Saturday, April 29, at Marina Airport in CA.  I’m showing the best time out of each session.  I think this was a well-controlled test, minimizing the variables.  If you want more detail, I have lots — just ask.  

1st session – with DSC controller:   41.882 sec or  41.9
2nd session – with OEM controller:   42.312 sec or  42.3
3rd session – with DSC controller:     41.496 sec or  41.5

I think a valid measure of improvement with the DSC controller is the improvement from the 2nd to 3rd sessions —  42.3 to 41.5 sec.  That’s 0.8 sec faster, on a 42.3 baseline, or 1.9% improvement.  Call it 2%.  

I spent most of the first session learning the course well.  Accordingly, I think the times achieved in the 2nd and 3rd sessions are more meaningful and comparable.  

Is that significant?  I’d say yes.  Other folks have talked about improving 2 sec on a 2-minute road course.  That’s 1.7% improvement.  

Back-up Details:

For context, note that my “official” time, 41.882, was 4th fastest Corvette.  Fastest Corvette was 41.620, so we had a fairly tight competition.  All runs after the first session are considered “unofficial.”  

When I put the OEM controller back in for my 2nd session, I was struggling.  Trying as hard as I could, I could not get back down into the 41’s.  I felt like I was getting all there was — they were solid runs.  And this was after driving the course 5 times.  

During fun runs, the car felt much better again.  I acknowledge that the fun runs came after 10 shots at the course, but this was still meaningful.  On my 4th fun run, I turned 41.5 sec.  Note that this was the fastest time set by any car all day.  Achieving the TTOD, even though unofficial, said a lot for me.  I think this controller works.  

Car Set-Up:   

I have a 2015 Z06, 7-speed manual, with the Z07 option package.  I’m running Hoosier A7’s (315’s and 345’s) on some very nice Finspeed wheels (18 x 11, 18 x 13).  I’m running a moderate autocross alignment (approx. 2 deg neg camber front and rear).  The car has also been corner-balanced.  Other than the race tires and the alignment, the car is stock.  (Turning TTOD in a “stock” Corvette on race tires is awfully impressive.  GM did a hell of a job with the C7.)  

I ran consistent tire pressures – setting it to 32 F / 30 R prior to each run.  Which means I was letting out air after nearly every run.  I picked out the line I wanted to run, and I consistently ran that line throughout the test – no experimenting with alternate lines.  There was a fair amount of shifting going on – 1st gear corners and 2nd gear straights, but I kept that consistent throughout the day.  If a tire got too hot (above 160), I would spray water on it after the run.  As it turned out, this was only necessary for the right-front tire, due to the layout of the course and the mild temps.  

The Driver:  

I’m a very experienced autocrosser – I’ve been at it for about 30 years.  I started out autocrossing with an S2000, then got into Corvettes – a base C6 Z51 car, then a C6 Z06, then a C7 Z06.  

Event:

I ran at an autocross hosted by Santa Clara Corvettes, in the San Francisco Bay Area.  We ran at the Marina Airport, on a nice, concrete tarmac, 400 x 800 ft.  This is a favorite venue among autocrossers in this area.  While there were mostly Corvettes there, we do allow, and invite, all cars to come join us.  The stats this day were 61 total cars – 46 Corvettes, and 15 non-Corvettes.  (We were competing with an SCCA National Tour event over at Crows Landing airfield – about 90 miles away.  Depressed our numbers.)

While we don’t get the really serious autocrossers that you’d see at an SCCA event, the competition for Top Time of Day at our events is pretty seriously contested.  On this day, the main competitors were a couple of C5 Z06’s (one highly modified), a C3 race car, a GTR, a C6 Z06, and myself.  These cars were all on Hoosier autocross tires.

The course was fairly fast for an autocross, but with enough technical parts to keep it interesting.  

The Test:

Jordan Edwards of DSC Sport helped me very much with some initial problems I had.  He got me straightened out on my installation issues, and then he also consulted on how to run the comparison test I wanted to do.   His advice was to do an A-B-A test if possible, all on one day, with conditions not changing much during the day.  Because of only 4 run groups and required work assignments, I didn’t think I’d be able to do the test as recommended.  

As it turned out, I could.  I ran in Run Group 2 with the DSC controller, removed it over lunch, and ran in Run Group 3 without it.  Because we finished fairly early, there were fun runs as well.  I signed up for 4 more runs ($10), and quickly put the DSC controller back in.  I took these four runs around 4 PM.  

The weather was very consistent all day – sunny, about 65 – 70 degrees, mild breeze.  These conditions are actually unusual for Marina.  Being two miles from the ocean, you can get heavy fog or a cold wind, just as likely as nice weather.  (If you come here in the summer, bring a warm coat.)

Designed by Henrik Fisker, the VLF Force 1 V10 embodies everything that is American Muscle with the added elegance of yacht-worthy luxury and visual appeal.

The VLF Force One features a hot-rodded engine and tweaked chassis borrowed from the gen V Dodge Viper, giving it its long hood and rear-positioned cabin.

It’s 8.4L V10 hot-rodded Dodge Viper engine produces 745hp (100hp more than its Viper counterpart) and boasts a top speed of 218 mph. Delivering 638 lb-ft torque, the Force 1 travels from 0-60 in an impressive three seconds and puts down a 10.97 quarter mile at 136 mph. It’s one of the most powerful naturally aspirated engines in the world.

So why are we – an active suspension company – drooling over what is essentially a Dodge Viper on steroids? Well, the engine specs hardly scratch the surface.

“I believe there is room in the market for a daily driver that embodies all the attributes of the best track racing car, and the comfort of a luxurious sports car” said Fisker. “Extreme power, great aesthetics and pristine handling make for a superior ride in Force 1, an American Super Car.”

This two-seat high performance supercar features an all carbon-fiber body; 21-inch concave Aluminum wheels; complete leather, suede, and alcantara trim; onboard Wi-Fi; navigation and Hi-Fi; and two wine/champagne holders located in the middle console. It even features a leather and suede sunglasses holder and a milled aluminum hidden pen holder. The full list of features and amenities leaves you wondering whether you’re researching a performance vehicle or an executive suite.

The VLF Force 1 V10’s interior, complete with two champagne bottle holders, is nothing short of extraordinary.

It seems only natural that a car with such awe-inspiring performance and luxury should have a suspension to match, and something about this philosophy seems very familiar. This is where DSC Sport comes in.

DSC Sport and Tractive Suspension serve as the link between the Force 1’s 745 horsepower and the pavement. By using soft springs and revised valving on the active suspension package, DSC Sport is able to deliver extreme comfort and race car performance, as needed, in this high-performance luxury sports car. For a car with so much power and so much luxury, a dual purpose suspension was crucial for the success of the car from inception. Fisker himself references the “unique active suspension for superior handling and ride, which is seamlessly integrated into the Force 1, enhancing performance whether on track or road.” as one of his inspirations when partnering with Ben Keating of Viper Exchange on development.

And Viper Exchange may sound familiar too. They are our exclusive partners in offering the DSC Sport/Tractive DDA system to Dodge Viper owners. They sell more Vipers than any other dealer in the world, and now they will be the exclusive dealer for the VLF Force 1 V10 – all of which will be receiving the DSC Sport/Tractive DDA system.

The VLF Force 1 will feature the same DSC Sport/Tractive DDA active suspension package available for the gen V Dodge Viper offered through Viper Exchange

VLF Automotive will limit production to just 50 units for its initial production run. The Force 1 V10 comes standard with a 6-speed manual transmission and offers a 6-speed automatic transmission with paddle shifters as an option. After leaving the DSC Sport facility, where we are dialing in its suspension, it will receive its final finishing touches before going to production.

“As a first-time exhibitor at SEMA we really didn’t know what to expect, but we were confident in our product line. We are truly honored and thrilled to have been selected for such an award. There’s no feeling like seeing what started as an idea come to fruition through hard work and dedication and be recognized on this level. We have a really special and unique product, and we’re really excited to see where we go from here.” Said DSC Sport owner and engineer, Michael Levitas.

The SEMA Global Media Awards Program recognizes those companies that manufacture specialty equipment products and accessories that would have mass appeal to consumers in countries outside the United States. The products are voted on by a prestigious group of international journalists who serve as judges.

“The idea of customization and personalization has been growing throughout world,” said Linda Spencer, SEMA director of international and government relations.  “Our goal is to have media experts from around the world determine which new products are likely to succeed in their home markets. The automotive specialty-equipment market is made up of enthusiasts who are passionate about the hobby, and so it’s exciting to see how their love for cars, trucks and SUVs is impacting those throughout the world.”

This year’s program included 34 judges from 19 countries. Each judge carefully reviewed and evaluated nearly 3,000 product entries at the SEMA Show before selecting the products that they felt would resonate and appeal most to consumers in their home countries.

These releases solidify DSC Sport as the leader in active suspension technology. DSC Sport is currently the only aftermarket option for retaining active damping control for the C7 platform. It is the only company offering modern active suspension technology for vehicles without CAN data (RestoMod and Classic Porsche). Wi-Fi compatibility will allow for tuning via smartphone, remote tuning support, and remote data acquisition.

After assisting throughout the year with testing and development, professional racecar driver and Motortrend personality, Randy Pobst, will be attending the SEMA Show with DSC Sport. Pobst, who played a vital role in testing and feedback for the development of a Cayman GT4 set up that includes products from DSC Sport and parent company, TPC Racing, recalls his experience in the TPC/DSC GT4:

“I marveled at the balance and control of the TPC-tuned Porsche GT4 I drove at Summit Point. TPC Racing makes this great car better to drive.”

Esteemed driver and engineer of TPC Racing, Michael Levitas, who founded DSC Sport in 2011 with a vision to advance suspension technology into the digital era, will also be available for interviews. Levitas is the founder, CEO, driver, and calibrator/engineer for DSC Sport and brings an unparalleled level of passion to every aspect of the company.