DAVIS TECHNOLOGIES TMS-9500-SL Short Manuel utilisateur
COPYRIGHT NOTICE
Copyright © 1999-2014 Davis Technologies, LLC.
All rights reserved.
Information in this document is subject to change
without notice. Other products and companies
referred to herein are trademarks or registered
trademarks of their respective companies or mark
holders. Any components shown are for illustration
or instructional purposes only.
Publication and redistribution of this manual over
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Davis Technologies, LLC.
PO Box 8250
Asheville, NC. 28787
(828) 645-1505
email: [email protected]
web: www.MORETRACTION.com
TRADEMARKS
All trademarks used herein are the property of their
respective owners.
02/14
Table of Contents
Table of Contents ......................................................... 3
Introduction ................................................................... 4
How Does It Work? ........................................................ 5
Installation .................................................................... 7
Testing ............................................................................. 8
RPM Window Test: ....................................................... 9
Traction Control Adjustments .................................10
Setting The Mode: .....................................................11
Setting The Retard Amount: ...................................12
Traction Control Setup .............................................13
Starting RPM ............................................................13
Buffer .........................................................................13
Sample Rate ...............................................................13
Small Corrections Only RPM: ................................14
Ending RPM: ...............................................................14
Factory Reset...............................................................15
Firmware Updating .......................................................16
Appendix A .....................................................................17
Traction Control Panel Software: ...........................19
Main Tab Settings: ....................................................20
Advanced Main Tab Settings: ..................................22
More Tab Settings: ...................................................24
More Tab Advanced Settings: .................................26
USB to Serial Adapter: ...........................................29
Handheld Programmer ................................................30
DISCLAIMER..................................................................31
Notes .............................................................................33
Notes .............................................................................34
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Introduction
We would first like to thank you for your purchase of
our system. We believe it is the best system available
to you on the market today. This system balances
effectiveness with ease of installation, broad field of
uses, and cost.
As with all technical devices such as engines,
shocks, carburetors, clutches etc., the product’s
performance is based largely on your ability to use it
properly. Testing in controlled circumstances will
help you determine the proper settings for your
application and your situation. Testing is very
important since it will help you utilize this product to
its full potential.
Please read all of the instructions and information
thoroughly before attempting to install or use this
product.
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How Does It Work?
Spinning the tires not only makes the car harder to drive,
but it also causes higher tire temps and excessive tire
wear. Lifting off the throttle or counter steering to correct
for this 5% mistake, not only upsets the rhythm, it slows
the car down!
Typically, if a driver makes a 5% mistake with the throttle,
he/she has to correct 20-25% to fix it. But if the tire slip is
detected within one cylinder worth of crank rotation, as the
Davis Technologies systems do, then a small reduction in
power can reduce or stop the tire slip.
The Non Self-Learning systems, such as our TMS-750,
periodically compare the rate of acceleration of the
crankshaft to an Adjustable Fixed Rate (AFR), known as
Threshold. If the Engine RPM rate of change is in excess
of that Threshold, then a correction is made; therefore,
reducing the slip.
The comparison is made every cylinder (1/4 of a turn of the
crank shaft).
Basically, this Patented system looks for spikes in RPM
that are caused by wheel slip. If these spikes are large
enough, then a correction is made, reducing the slip.
By adjusting the Threshold, the driver can tune the system
to the desired “feel”
Self-Learning systems, such as our TMS-750-SL, TMS-
5500-SL, and TMS-9500-SL series, compare the rate of
acceleration of the crankshaft to a calculated threshold
value that is constantly updated based on the average of
the previous measurements.
This update occurs on every crankshaft revolution. So, if
the last 1/4 of a turn of the crankshaft (one cylinder) is
faster than the average of the last full revolution (4
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cylinders), then a slip is detected.
Through this very advanced Patented process, the system
constantly accounts for track conditions, tire condition,
even driving style to constantly update the internal
settings.
These settings are updated as many as 200 times a second
to keep the unit calibrated to exactly the right settings
regardless of changing conditions.
Basically, the systems learn the average rate of
acceleration of the crankshaft, and if there is a sudden
spike in RPM above that rate, then a correction is made.
This allows the system to adjust to the Correct settings
even if one corner has more grip than another, or even one
groove to another.
The user does have an adjustment referred to as “Mode”
that sets the overall sensitivity of the system to make a
correction based the extent of the tire slip. By
adjusting the Mode, the driver can tune the system to the
desired “feel”.
This system is not simply a few lines of code added to an
existing fuel injection or ignition system, and called
traction control. This system utilizes a patented method
and multiple high speed processors to very accurately and
effectively monitor rates of acceleration to determine
wheel speed, and tire slip. In fact, Davis Technologies’
systems are at least 20 times faster than other systems
which are integrated into the fuel injection or ignition
system.
Our systems only job is Traction Control!
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Installation
Installation of the system is very simple. It is very
important to make all connections correctly. Improper
installation could result in poor system performance or
damage to the unit.
Keep all wires away from any spark plug wires and
coils or other sources of electrical noise and heat.
The unit should be mounted away from any sources
of electrical noise or high heat. It can be easily
mounted with Velcro to allow for easy removal.
It is very important that the distributor pickup wires
are kept away from the spark plug and coil leads.
Make Connections as follows:
Connect the terminal marked “+”to 12V+ .
Connect the terminal marked “--”to 12V- .
Connect the terminal marked “DIST”to positive
distributor pickup wire. This should be the purple
wire coming out of the ignition box.
A toggle switch may be used, if desired to turn the
unit on/off.
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Testing
After installation it is recommended that you test the
system. To do so please follow these instructions
step by step.
Forced Activation Test:
This test is useful to check both stages of retard.
1. Turn “ON” the power, the LED will flash to
indicate that power is on. Next the LED will blink
to show the current Mode setting.
(Example-ON-ON-off-off-ON-ON-off-off-ON-
ON-off-off-ON-ON-off-off, to show Mode 4).
2. Connect a timing light to the engine.
3. Start the engine.
4. With the engine idled up to about 3500 rpm; press
the Test button on the unit until the LED glows solid.
The first timing retard stage will activate for 4
seconds, then the second stage for the next 4
seconds.
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RPM Window Test:
This mode is useful to check that the system is
reading the RPM signal properly and activating the
retard stages.
1. Set the “Mode” to 9.
2. Start the engine and accelerate the engine.
3. When the RPM is within the window of 2000 to
5000 rpm the LED will glow solid and the unit will
make a large timing correction.
DO NOT USE WINDOW MODE ON TRACK!!
Note: After the test is complete, the LED will blink to
show the firmware version.
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Traction Control Adjustments
Davis Technologies’ patented systems have the
ability to learn the amount of acceleration that the
vehicle is achieving on average and activate the
outputs if this learned average is exceeded.
Different tracks, cars, conditions, etc. require
different settings for the system to function
effectively. There are two values that must be set.
These values will allow you to tune the system for
changing conditions. They are called “Mode” and
“Retard”.
The Mode setting is used to tune the sensitivity
of the system. The Mode controls the allowable
percentage of acceleration change. The higher the
number the more sensitive the system is. A good
starting point is 5. Valid settings for Mode are 1-8.
(Mode 9 activates window RPM test).
The Retard adjustment is used to set how much
timing is retarded when the unit makes a correction.
The more the timing is retarded, the more the power
is reduced. Too much retard may slow the car down.
Too little retard will not reduce power enough to
correct the wheel slip condition.
Different tracks, cars, conditions, etc. may require
different settings for the system to function
effectively. The dials on the unit are used for these
settings. The values are referred to as Threshold, and
Mode.
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