DAVIS TMS-5500-SL Bedienungsanleitung
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
the Internet or in any other medium without prior
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this copyright notice must remain intact and
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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.
04/14
Table of Contents
Table of Contents ......................................................... 1
Introduction ................................................................... 3
How Does It Work? ........................................................ 4
Installation .................................................................... 6
Make Connections as follows: ................................. 7
Testing ............................................................................. 9
Forced Activation Test: ............................................. 9
RPM Window Test: .....................................................10
Traction Control Adjustments .................................11
Traction Control Setup .............................................13
Trigger Count:...........................................................13
Starting RPM ............................................................13
Rev Limiter .................................................................13
Start Retard .............................................................13
Buffer.........................................................................14
Sample Rate ...............................................................14
Minimum Corrections: ...............................................14
Small Corrections Only RPM: ................................15
Ending RPM: ...............................................................15
Configuring...................................................................16
Trigger Count:...........................................................16
Starting RPM: ...........................................................17
Rev Limiter: ................................................................18
Start Retard: ............................................................19
Buffer:........................................................................19
Sample Rate: ..............................................................20
Small Corrections Only RPM: ................................21
Ending RPM: ...............................................................22
Confirming Settings .................................................... 23
Standard.................................................................... 23
Advanced.................................................................... 24
RPM % ......................................................................... 25
Mag ............................................................................. 26
Factory Reset .............................................................. 27
Firmware Updating....................................................... 28
Appendix A .................................................................... 29
Traction Control Panel Software:........................... 31
Main Tab Settings:.................................................... 32
Advanced Main Tab Settings: .................................. 34
More Tab Settings:................................................... 35
More Tab Advanced Settings: ................................. 37
Admin Tab: .................................................................. 39
USB to Serial Adapter: ........................................... 40
Handheld Programmer ................................................ 42
DISCLAIMER ................................................................. 43
Notes ............................................................................. 44
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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.
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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 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
WARNING-HIGH VOLTAGE!!
Improper handling or use of this
product could result in severe electrical
shock. Have a qualified technician only
install this traction control system!!
Failure to properly insulate connection
could result in electrical shock!
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.
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.
Also, follow all recommendations made by the
ignition system manufacturer pertaining to the
routing of wires, type of spark plugs, and wires used.
For best performance, suppression type plug wire
are recommended. Solid core wires typically found
on magneto systems may cause improper operation
of the unit, and possibly permanently damage the
unit.
MSD
®
Super Conductor® wires are recommended.
Resistor type racing plugs may also be used if
supression wires are not available.
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Make Connections as follows:
1. Connect the terminal marked “+” to 9 -
18volt+ power source.
2. Connect the terminal marked “-” to the
power supply ground.
3. Connect the terminal marked “GND” to the
chassis ground. This must be a good ground to the
engine block or heads. An improper ground will
immediately cause the unit to fail!
It is highly recommended that the ground be
checked w/ an ohm meter to verify a good
connection. A reading of more than 1-2 ohms
between the “GND” terminal and the magneto body
will cause failure!
4. Connect the terminal marked “KILL” to the
NEG Coil Terminal.
WARNING-HIGH VOLTAGE !!
Failure to properly handle and insulate connection
could result in electrical shock!
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The unmarked terminals are for connecting a small
light. The light used should not exceed 100mA of
current draw. A 12 volt LED, available from Radio
Shack®, works well. This light is a remote of the
light on the unit. The light may be useful to help
determine the best settings during initial testing,
then removed. The details of this will be covered
later in this manual.
It is recommended to check the static timing before
and after the installation. The static timing should
not vary by more than a degree or so. If the timing
does change then there may be a problem, and the
unit should be disconnected.
The design of the system allows for it to be
connected or disconnected with the engine running
if needed.
However this is not recommended, as this could
result in severe electrical shock if the magneto is
running.
If a problem is suspected then the unit can simply be
disconnected from the kill wire leaving the engine in
original form. Disconnecting the power supply
should also deactivate the system.
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