What is the difference between your dual and deluxe controllers?
The dual and deluxe versions feature both automatic and manual operation, using the same internal firmware for both modes. Functionally they are identical, aesthetics are the big difference.
The dual comes standard with the “original” controls, a potentiometer for adjusting the output/response and a red led lit switch for changing modes.
The deluxe features all the functions of the dual mode with the addition of programming and hardware for the interfacing to the STi gauge cluster. It can be interfaced with all STi clusters to date with the exception of the newest clusters that do not feature an led dash display. Also, the greatest portion of the additional cost is due to the deluxe featuring the STi thumbwheel and STi auto/man switchgear as standard.
What is the difference between manual mode and auto mode?
Auto mode persistently calculates the necessary amount of DCCD locking force using input from the TPS sensor and the dual axis g-sensor module, and then updates the DCCD many times per second.
Manual mode allows you to set the amount of DCCD locking force at any time, but requires you to do all the work figuring out and adjusting how much lock is appropriate for the changing driving conditions. A manual controller requires you to change its setting several times during the course of a single drive.
I don’t really recommend the manual controller anymore for daily driven applications. It is still an extremely effective way to control your DCCD and is very useful for drag racing or some rally or ice racing applications.
What advantages are there in your auto mode controllers vs. manual mode and semi-automatic controllers available on the market?
I believe that my automatic controller is one of the most advanced aftermarket DCCD systems on the market today. It is rivaled only by a few very expensive systems on the market in its ability to persistently try to give you the best traction in any given situation. What makes the difference? The use of high resolution g-sensors and the mathematical formula’s I developed that are used to convert the measured “data” into usable DCCD locking forces. I utilized a “physics approach” to calculating the locking forces required using algorithmic formula’s instead of the “static mapping” method usually combined with basic logic trees that are so popular with competitive products. The auto controllers can calculate and set the DCCD locking force with a 10 bit output range, that’s 1024 “steps” of locking percentage and the rate of change is “fluid” in that it doesn’t jump in large increments like static mapping tables simply have to. The formula’s were “mapped” to behave exactly the same as the STi system does, and then tweaked using tarmac and rally drivers in “real world” racing conditions as my alpha and beta testers. Their input into the feel of the car was exclusively used to tweak the formula’s to shave time in the accelerating, cornering and braking programs. For example, in the cornering program the diff does an incredible amount of procedural calls and really gets put to the test. During a normal cornering process, the controller “sees” the driver lift off the gas and the car begins to decelerate, at this point the car is till running the “braking” program, as soon as it measures some turning forces it switches into the “cornering” program and begins opening the diff in proportion to the amount of turning forces and deceleration forces measured, the car’s handling now moves towards oversteer bias to enter the corner. As soon as the corner apex is measured and the car begins to straighten out, the controller “watches” for throttle to be applied as well as how aggressively the driver is applying the throttle in order to determine how quickly to move toward understeer bias again. The controller then ramps up the DCCD locking force in order to give the driver the maximum traction coming out of the corner. During a wide sweeping corner the process is repeated but in a much different way depending on the sharpness of the corner in concert with the TPS input etc. the result is a lot more subtle with much more traction retained through the entire corner. The bottom line is that no “static mapped” controller can handle this situation with the same effectiveness. In auto mode the controller can shave literally seconds off of each lap. Anyone who has driven a fully active center diff can appreciate what it does for them.
I see the OEM system interfaces to the ABS system, why don’t you have any interface to the ABS system?
The ABS system is used on the OEM system to provide a method to open the diff in emergency braking situations. My system already has an emergency braking routine built into the “braking program” that in that situation will allow the diff to go totally open allowing the brakes at each wheel to act independently do what they need to do in relation to the ABS in an emergency. I thought long and hard about whether or not I wanted customers cutting and splicing into the ABS system in order to integrate the controller into it, and decided that it was more risk than benefit. Also, I wanted to allow this system to be able to be used by the swap crowd with early Subaru’s especially GC8’s that don’t have functioning ABS.
How can I find my TPS signal? I’m having trouble locating it..
I have provided some generic circuit diagrams for drive by wire and cable throttle cars to give you some help to find your TPS. Due to the nature of swapped cars and the various combinations of wiring sometimes it is difficult to find without the help of your swap mechanic and more information that I may not have on hand. However, I have an excellent local resource to assist us, IMO the best Subaru swap mechanic in Canada’s shop is about 1 mile from my house.
Iain is the best, for all your swap needs he can help and has always been a huge supporter of my work as well.
Where can I obtain “switched power” in my car?
Again, this one is a bit tricky as all swaps seem to be different. The best thing is to get a multimeter out and try to find an empty circuit in your fuse panel that can accommodate the amps necessary. Patching it into another circuit can cause blown fuses or malfunctions of the other devices on that circuit due to low available current.
Does your controller have a handbrake input allowing the diff to open when the handbrake is pulled?
All models of my controller’s feature an optional handbrake cutout wire, but for the most part it isn’t necessary. It is simply a crutch for the lesser semi-auto controllers in order to do low speed driving in parking lots and for handbrake turns. Both of which are not a problem in auto mode with my controllers. If you do not wish to use it please tape it up and isolate it from accidental grounding. Grounding the handbrake wire will simply stop output from the controller temporarily until the wire is not grounded anymore.
If your controller is fully automatic why does it have an adjustment knob?
The adjustment knob is for manually setting the lock percentage when it is set to manual mode. When in auto mode it is used is for setting the “aggressiveness” or magnitude of the internal calculations. The knob in auto mode actually changes a set of variables that affect the output scaling to the different internal modes.
Think of it as a volume control for a stereo, it doesn’t alter the music it just sets the level. You can turn the volume all the way down and the controller will be basically off, or all the way up and have it fighting for the most traction at all times.
I have other questions I don’t see answered in the F.A.Q., how can I get a hold of you?
I prefer email as it is the best way to get a hold of me, I frequently travel in my day job as a tech so I try to respond to emails every day, even if it is from my hotel room some place i will answer your email as quickly as possible. Cell phone support is possible usually after hours if you are having extreme difficulties but due to some of the “sensitive” laboratories I work in I am not always allowed to have it with me for electronic interference or security reasons.
sales@dccdpro.com