**** ViperExchange Gen V Active Suspension Package Product Release ****

[FLATOUT]

ViperExchange Active Suspension by Andrew Wheeler, on Flickr

Welcome to the Future of Active Suspension Control

I want the Best of Both Wolrds - Van Halen, 5150 Album

Now, for the first time ever, you really can have the smoothest and most comfortable ride in a Viper street car AND the best performing, grippiest track car all in the same suspension package. No matter if you are looking for a more comfortable car to cruise the back roads, or if you want to get a couple seconds faster at your favorite track, the results of the new suspension package we have developed are so amazing, we offer a money back guarantee if you don’t like them.

Below are some of the technical details of the system, but if you’d like to know more about Ben Keating’s story of how this package was developed and why he is so excited about it, we recommend checking out the other document below.

ViperExchange in partnership with DSC Sport and Tractive Suspension has brought to the Viper Market, a revolutionary step forward in suspension technology, both for the Street and the track, in one comprehensive package. The collaboration between these companies has produced a fully active suspension, which is beyond anything currently in the market. The DSC Damper controller is an easy “Plug and Play” unit replacing the factory damper controller, meaning that all of the buttons and symbols on the dash of your GenV Viper remain exactly the same. And in conjunction with the new Tractive Suspension coilovers and their patented DDA technology, the Viper’s suspension/chassis relationship is totally changed from passive to active.

The Controller - DSC Sport is the leading developer and manufacturer of active control modules for electronic suspensions. By controlling the individual damping value of each shock in virtually real time, DSC Sport provides more grip to the tire, greater stability and ride control, and increased comfort for all driving styles and road conditions. By accessing the CAN data system, DSC Sport anticipates and acts upon various inputs rate of change including lateral, longitudinal, and vertical g-force; vehicle speed; steering angle; brake pressure; and damper velocity (in available models) to optimize the damping value of each individual shock within 6 milliseconds.* (That is 6 one thousandths of a second!)

DSC Sport offers three driver-selectable/definable modes: Street Compliance, Street Sport, and Track Performance. And while ViperExchange and DSC have worked together to program each of these specific modes to what they feel like is optimal, the system is totally customizable if you wanted to get that deep into the system. The Software Suite, to be released in summer 2015, will allow users to create, share, and customize their maps for their unique driving style, vehicle setup, or specific tracks.
The fact that the controller is virtually real time active, means that it will cause the dampers to react to whatever inputs you happen to throw at the car or whatever inputs the road surface happens to throw at the car. This means no more compromise!

The Dampers - The ViperExchange electronic coilover package includes Tractive Suspension coilovers, which are ultra-premium dampers. This is a long way from the factory Bilsteins or the Motons we used to install. Our partners at Tractive Suspension offer their patented DDA technology, which provides superior build quality, features the lowest stiction in the industry (< 50 lbs.), and responds to mid-stroke command within six milliseconds (compare that to the industry standard 100 milliseconds response and no mid-stroke command capability). This technology allows you to capture the true potential of DSC Sport and your vehicle’s chassis.

But equally important is the amount of dynamic range available within the Tractive dampers. In order to be able to make use of the Dynamic Suspension Control, you have to have a damper that is capable of doing everything that is being asked of it. This is one of the keys to our system. The dynamic range this damper offers is what allows it to make an incredible street car and a great track car without the same compromises required of other suspensions.

In addition, all 4 corners are fully ride height adjustable. This means you can lower your car to whatever level you are comfortable with, and it won’t hurt the performance of your suspension. This means you don’t have to bounce around just because you want a little lower look. This also gives you the ability to corner balance your car for a little bit more advantage at the track, which is something we would be happy to help you with.

This is an upgrade that inspires confidence behind the wheel and allows you to harness every horsepower your vehicle has to offer. Feel the g-force as you test your speed through every corner with increased tire grip. Experience full control as you navigate bumpy tracks and city streets with increased stability. And demand complete ride compliance as you push you and your vehicle to the most extreme limits.

The ViperExchange Electronic Suspension Package for the Generation V Viper takes street driving to a level of comfort previously never experienced in a Viper while pushing the Vipers track envelope and crushing personal best lap times.

Pricing for the package is: $6,940.00

For questions and sales of both performance parts and packages for your Viper call:

Andy Wheeler
ViperExchange Performance Shop Mgr.
936.525.0036
awheeler@viperexchange.com

[FLATOUT]

I have 20 sets that are currently about 15 days out to ViperExchange. I am putting together a list of customers for the first 20 sets. I have 6 already sold so pm me here, or email me at awheeler@viperexchange.com with questions or to get on the list

Andy

[FLATOUT]

My Damper Development story - Ben Keating

Back in 2013, when the Gen V Viper first came out, I wanted to move up into the top levels of Sportscar Racing, and there wasn’t really a good option for me to race a Viper. Therefore, I raced a Porsche GT3 Cup car in the GTC class of the American Le Mans Series. And in order to learn more about driving a Porsche and to learn many of the tracks I had never been to before, I did several races in the IMSA GT3 Cup with TPC Racing.

Michael Levitas is the owner, racer, and head tech guy for TPC racing. TPC Racing is one of the premier Porsche aftermarket companies in the Nation. If you want to make your Porsche go fast, then TPC Racing is the place you go. One of TPC’s best-selling items is their DSC damper controller for the Bilstein dual mode damper system. This unit is a simple plug and play replacement of the factory damper controller, which takes it from being basically an on/off switch to being a fully active suspension.

As Michael and I were talking at the track about how awesome the new Gen V was going to be, I was describing the new dual mode Bilstein dampers as being one of my favorite developments on the new car. I have always really loved the Viper, but I’ve never been happy with the ride quality that you have to put up with in order for the Viper to keep its track performance. I was extremely excited about the new Bilstein system, because I hoped this would finally give me the best of both worlds. During our discussion, Michael was saying that the electronic damper controller that he has had so much success with on the Porsche is for a Bilstein system, and that we might be able to plug in the same DSC system on the Viper. And that was how it all started. It was literally born at the track.

I went home and promptly put a new Viper into demo service to test the DSC controller. Amazingly, it literally plugged straight into the same plug as the factory unit, and it looked like exactly the same box. The buttons on the dash still functioned the exact same way. The indicator lights showing Street Mode or Race mode were all still exactly the same. I was excited!

I went straight from the install to a Viper gathering in the Texas Hill Country and the opportunity to drive at Circuit Of The Americas in Austin. My reaction to the system was just kind of “blah”. It was good and it was better, but not what I was hoping for. In fact, when I drove over the rumble strips at COTA (which you really need to do in a few areas), I was disappointed in the performance of the suspension. The car really did not like the rumble strips. So, I called Michael to discuss.

Michael was shocked (no pun intended). He had high hopes as well. He asked me to ship him the entire suspension, and I did. After testing everything and measuring what the stock Bilstein damper was capable of, he said that he totally understood why I responded that way. He said that the Bilstein damper on the Viper does not have the same dynamic range as the Bilstein damper on the Porsche. Therefore, the stock dampers on the Viper were not capable of handling everything the DSC was asking them to do. So because I was still so determined to find was I was looking for, Michael and I game planned on what the next move would be if we were going to be able to really take advantage of the DSC. He asked for some time to work through an idea he had.

Several weeks later Michael called back all excited. He had worked out an arrangement with Tractive Suspension to build a damper for the Viper. His exact words were, “Why go with an upgraded Bilstein of the Porsche, when you can go even better?” Everything about the Tractive dampers was better. They responded faster to the communication from the DSC. The quality of the construction was “top shelf”. They were fully ride height adjustable. And, they had a far superior dynamic range, which would allow us to customize the DSC controller to our needs and desires. We ordered 2 sets for testing.

When I received the first set of dampers, I was very impressed. They were a very good looking piece of equipment. Michael had already pre-set the ride heights on them to compare with where my car was before with the lowering caps I had on my Bilsteins. So, they were literally an easy, bolt on replacement.

The moment I drove my car with the Tractive Dampers I could tell a significant difference. It was much better than it had been before, but still not where I was hoping we could achieve. I called Michael to talk about it and he was not concerned in the least. He said we would need to write a program for the DSC to match the Tractive Damper, the Spring rates we decided to go with, and the specific characteristics of the Viper. So, we immediately went to our calendars and scheduled test days.

Michael flew to Texas, and we spent the first 2 days working on the street set up. We started by me driving around while Michael sat in the passenger seat looking at his laptop until he found something he didn’t like, and he would change the program. We did this for quite a while until he was happy. We then went out to drive a stock Viper to compare what it “used to” feel like, because we were having trouble remembering. While I was skeptical at first, the comparison to the stock car was extremely impressive. The difference was enormous.

But for me, I still didn’t like the way the car felt over railroad tracks or over the rough and wavy streets in my neighborhood. We spent quite a bit of time trying to dial it in. I was having a hard time describing it other than to say that the Corvette ZR1 felt more comfortable. This prompted us to get into the Corvette and do a half day of side by side tests. In my opinion, when it comes to the track, nothing even comes close to the Viper. But when it comes to the street, the Corvette is one of the best riding sportscars. One of my biggest measurements is the “wife test”. My wife, Kathleen, loves to drive a manual transmission car. She enjoys driving the Corvette, but doesn’t even want to ride passenger in the stock Viper because of how rough it is.

I was now amazed. Michael was able to spend 2 days on the laptop programing the DSC while I described what I didn’t like, and customized the ride on the Viper to ride better than the Corvette. I am picky when it comes to ride quality. In fact, I have piles of dampers back in my shop where I had tried everything to get a better ride in my 2002 GTS ACR, but to no avail. A smooth, but performance oriented feel in a Viper seemed like the Holy Grail. I knew we had just found something special and Kathleen was going to be excited too.

The next day Michael and I took the Viper to the track at Motorsports Ranch South of Houston to see what the track performance was like. MSR Houston has unfortunately fallen victim to the typical soil around the Gulf Coast, and is pretty bumpy for a race track, but a good place to test suspension. It didn’t take long for me to start exploring the limits of the car.

The first issue I noticed was under extreme heavy braking. The front-end seemed to lose all dampening and it would cause the ABS to kick in, which would eliminate any ability for me to modulate the brakes going into a corner. What we quickly realized was that we had set up the dampers in a similar fashion to the stock Bilsteins, and that under extreme braking the front end was riding on the bump rubbers and causing exactly what I was feeling – effectively no suspension. It was so incredible to be able to remove the bump rubbers to give a little additional room for movement and also reprogram into the DSC the ability to support the front end under that condition without bottoming out. HUGE difference! There was much less ABS. I could brake deeper into the corner and modulate the brakes throughout. The suspension even got rid on the rear-end wiggle I was feeling under heavy braking. The stability and grip level under braking compared to the stock suspension was astounding.

The next thing that really impressed me was the overall grip level. When driving the stock suspension around the track, you almost have to turn off the Electronic Stability Control and traction control, because it comes in all the time and really slows you down. I realized how big the improvement was when I hopped in the car to do a session and realized afterwards that I had forgotten to switch the ESC out of its fully active mode. The grip level was so much higher with the Tractive dampers combined with the active controller that the ESC didn’t come in and interrupt my driving. It is hard to explain how significant this is. The suspension system has such a large dynamic range that it is able to control the car without overloading the tire’s grip level.

I realized I had even gotten used to the ESC coming in here and there while driving on the street as the tires slid around just a small amount. It had become just one of the characteristics of the car. But as a result of the track experience, I realized this had gone away on the street as well. The Dynamic Controller was able to react to my inputs and change the dampers fast enough to maintain the grip. And you have to remember I was driving on the exact same Pirelli street tires the car was delivered with and they had 1,100 miles of hard driving on them over the course of 4 months.

Another neat thing was to go around the Carousel turn at MSR. This is not a smooth track and there is no camber in the road. But with the software from the DSC, we were able to record a consistent 1.3G’s all the way around the Carousel. This is HUGE! The same old street tires, no Wing or splitter, much less than ideal track conditions, and I was able to drive through that turn faster than I can remember driving it in my ACRX. I mean just imagine how incredible it would be on the track if I had a stickier tire or if I had a little more Aero downforce. This difference this overall system made on the handling was incredible.

Even coming out of the slow turns where you want to get the best launch that you can, I was able to leave the full traction control system on without interruption and was able to really get around the track well. Furthermore, the stability difference through the S-turns, where the DSC is able to react specifically to what is going on at that exact moment, gives you the perfect package for each specific situation without compromise. I was not driving for a specific lap time, but I would be shocked if this system didn’t cut at least 2 full seconds off my time at MSR. In fact, with a little Aero and a decent set of track tires, I would put my stock Gen V Viper up against any other race car.

In summary, the end result was even better than I could have dreamed of. I believe if there is only one thing someone can afford to add to their Gen V Viper, this is it. It makes the car a much better daily driver, a much better cruiser, a much better track car, and even a much better garage queen because the slightly lowered look is so sexy. It makes the Viper truly the ultimate sportscar I always wanted.

When Michael and I started discussing prices of all this stuff, my goal was to be able to keep it all below $10,000. But with the highest quality electronic dampers, and the technology of an active damper controller, and the springs, I wasn’t sure we could get there. As it turned out, we were able to sell all of this Ultra-Premium hardware and technology at a price that is cheaper than a set of 3-way Motons!

I know this sounds crazy, but I believe this suspension could revolutionize the Viper. I am THAT excited about it. - Ben Keating

[FLATOUT]

ViperExchange Active Suspension by Andrew Wheeler, on Flickr

ViperExchange Active Suspension by Andrew Wheeler, on Flickr

ViperExchange Active Suspension by Andrew Wheeler, on Flickr

[Orange TA]

Where are these made?

[ACRucrazy]

This is bad ass

[ViperSmith]

What is the benefit for this for the base SRT?

[FLATOUT]

Where are these made?

Tractive Suspension in the Netherlands MFG's the dampers and the DSC is made in the US.

[VENOM V]

This is really cool, I remember discussing this with Ben at Laguna Seca at the Tudor race about a year ago. Exciting to see it come to fruition. I look forward to reviews by the first buyers, especially the track rats. I do feel that the damper technology is one that the Viper could use improvement on, hopefully this is a good solution.

[Malu59RT]

Man, Viper Exchange is really doing it right. Loving all the new products you guys are putting out!

[FLATOUT]

What is the benefit for this for the base SRT?

Let me look into the answer. I know it could be setup to run in either track or street but I'll check to see if we could retrofit the electronic dash buttons to control the system.

Andy

[FLATOUT]

This is really cool, I remember discussing this with Ben at Laguna Seca at the Tudor race about a year ago. Exciting to see it come to fruition. I look forward to reviews by the first buyers, especially the track rats. I do feel that the damper technology is one that the Viper could use improvement on, hopefully this is a good solution.

I agree it's one of the main reasons I just purchased a new Viper I'll start a new thread about that in a little while, but this setup is going to change everything with the car. Based on Ben's performance at MSR Houston on his factory Pirelli's I knew I would have to pick up a set of these.

Andy

Man, Viper Exchange is really doing it right. Loving all the new products you guys are putting out!

Ben's time with Riley and the Factory Engineers has really helped to move the needle on a lot of these projects in a really positive and factory style effort.

[Viktimize]

This is awesome!! I have no reason to need these, but I want them anyway.

[Tiago]

awesome, now you can slam the Gen 5s without problems.

[FLATOUT]

awesome, now you can slam the Gen 5s without problems.

Yep and have it ride smoother than any Vette you've ever been in on the street setting. This will be a great mod for guys that put a bunch of miles on their cars on the street, and it will be awesome for guys that want a step forward in track performance as well.

I will out a set on my new car as soon as I can

[Bruce H.]

Andy,

Sounds very exciting, and does address an aspect of the car that is a little behind the times, and limits performance. I'm not at all familiar with the brand, and have a few questions that others might have as well.

Was there more than one combination of spring rates used in Ben's testing, are more than one available with the kit, and what are the recommended rates? I see they are a mono tube design as opposed to the remote reservoir system which is more common to the demands of track use, and stock on the V. That seems on the surface to be a compromise but perhaps it isn't. Are the dampers rebuildable, is there a recommended interval, and what is the procedure to do that. What is the warranty, and do you have any technical specs for the dampers?

Ben's comment indicate that he had to reduce the front bump rubbers to prevent bottoming out under hard braking. Since I already slightly scuff my front TA splitters under hard braking and cornering in particularly challenging corners, I would want stiffer front spring rates to hold the front up better rather than cut back the rubbers to let it drop further. Will this suspension system increase the damper's travel, with the fix for me being to raise the car higher to compensate for hard braking?

Thanks in advance.

Bruce

[Junkie]

Well fuck me, this is awesome

[darbgnik]

Let me look into the answer. I know it could be setup to run in either track or street but I'll check to see if we could retrofit the electronic dash buttons to control the system.

Andy

Seems to me all the wiring would be there already, at least I assume that's what the extra harness in my battery tray area is.......

Well fuck me, this is awesome

Awesome post. lol

[Rapidrezults]

Andy,

Sounds very exciting, and does address an aspect of the car that is a little behind the times, and limits performance. I'm not at all familiar with the brand, and have a few questions that others might have as well.

Was there more than one combination of spring rates used in Ben's testing, are more than one available with the kit, and what are the recommended rates? I see they are a mono tube design as opposed to the remote reservoir system which is more common to the demands of track use, and stock on the V. That seems on the surface to be a compromise but perhaps it isn't. Are the dampers rebuildable, is there a recommended interval, and what is the procedure to do that. What is the warranty, and do you have any technical specs for the dampers?

Ben's comment indicate that he had to reduce the front bump rubbers to prevent bottoming out under hard braking. Since I already slightly scuff my front TA splitters under hard braking and cornering in particularly challenging corners, I would want stiffer front spring rates to hold the front up better rather than cut back the rubbers to let it drop further. Will this suspension system increase the damper's travel, with the fix for me being to raise the car higher to compensate for hard braking?

Thanks in advance.

Bruce

These questions are on point.

[FLATOUT]

These questions are on point.

Absolutely, I'll answer everything I can now and follow up with anything else as soon as I can.

[ViperSmith]

Absolutely, I'll answer everything I can now and follow up with anything else as soon as I can.

Stop slacking and get us our answers!

[FLATOUT]

Stop slacking and get us our answers!

I'm eating dinner with my little girls, and getting them to bed. I'll be happy to jump on later and answer a few questions.

[ViperSmith]

Just ribbing you. Enjoy the long weekend!

[FLATOUT]

Andy,

Sounds very exciting, and does address an aspect of the car that is a little behind the times, and limits performance. I'm not at all familiar with the brand, and have a few questions that others might have as well. I don't think you or any of us truly realized just how behind the time it (factory TA and non TA dampers) was until they started working on the project. Going from an innactive setup to a fully active chassis monitoring suspension making adjustments at over 10,000 times per second takes the Viper to a place it has never been before.

Was there more than one combination of spring rates used in Ben's testing Yes I know they (Ben and Michael) have been developing and tweaking this kit both on the street and track for quite a while. are more than one available with the kit I would think if you had something specifically in mind that one could request a different spring rate, but tuning the dampers via the DSC would be the better route to achieve the goal that you might have, and what are the recommended rates I will have to check with Ben and Michael? I see they are a mono tube design as opposed to the remote reservoir system which is more common to the demands of track use, and stock on the V. That seems on the surface to be a compromise but perhaps it isn't It absolutely is not a compromise and in fact tractive is an upgraded top of the line replacement for Porsche GT3 and GT3RS platforms . Are the dampers rebuildable, is there a recommended interval, and what is the procedure to do that I'll get back to you on this.. What is the warranty, and do you have any technical specs for the dampers I know that we have stock TA and Tractive dyno's back to back that we are working on providing but you can always email me with any specific question you might have and I can look into it for you.?

Ben's comment indicate that he had to reduce the front bump rubbers to prevent bottoming out under hard braking. Since I already slightly scuff my front TA splitters under hard braking and cornering in particularly challenging corners, I would want stiffer front spring rates to hold the front up better rather than cut back the rubbers to let it drop further. Will this suspension system increase the damper's travel, with the fix for me being to raise the car higher to compensate for hard braking? He didn't HAVE to remove them or reduce them, he chose to due to the additional performance gain based on the extra travel. The DSC could be setup to work within the stock travel to fit your needs, as it is a completely tunable system via the DSC and the DSC's tuning software that will be released in a few months.

Thanks in advance.

Bruce

See my answers in bold and I will do my best to answer your questions as they come up.

Andy
awheeler@viperexchange.com

[FLATOUT]

Just ribbing you. Enjoy the long weekend!

No worries, I just hopped on the lap top lol. I meant to get this posted earlier today so I could answer a few more questions while I was in front of the computer. I hope people realize just how much this system is going to change what the Viper is capable of doing. Ben told me over the phone the other day that the car has so much mid corner and exit grip that he no longer has to use the factory traction control settings at MSR Houston. Basically as the power is being applied the DSC is making ajustments at over 10,000 times per second to keep the tires planted and clawing forward. This setup could even help drag racers and roll racers to put more power to the ground in straight line situations.

Andy