DAVIS TMS-5500-SL User manual

WWW.MORETRACTION.COM
TMS-5500-SL
Electronic Points
ELECTRONIC
TRACTION CONTROL
US PATENT 6,577,944
Other Patents Pending

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
written content is expressly forbidden. In all cases
this copyright notice must remain intact and
unchanged.
Davis Technologies, LLC.
PO Box 8250
Asheville, NC. 28787
[phone]
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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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. Set the “M” dial to any setting between 1 to 7.
2. Connect a timing light to the engine
3. Turn “on” the power to the unit, the LED should
begin to flash.
4. Start the engine.
5. 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.
Note: After the test is complete, the LED will blink to
show the firmware version.
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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 “M” dial 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.
If unit does not pass all test, recheck all connections
and test again.
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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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. Validsettings 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.
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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.
(When using this method the Mode setting has no effect
on the system, with the exception of Mode 0, or Mode 9).
(M0 turns unit off, except for sensor test / M9 activates
window RPM test).
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Traction Control Setup
The following parameters are adjustable; however
theyare factoryset to the most common settings, and
should not need to be adjusted by most users.
Trigger Count:
The unit is factory set for 4 triggers per revolution, for
8 cylinder operation. The unit can be configured to
use between 1 – 9 triggers per revolution.
Starting RPM
is a user adjustable setting that
allows the racer to set the point at which the unit
begins making corrections. If the Starting RPM is set
to 5000 RPM, then the unit is active and monitoring
the engine, but not making any corrections until the
Starting RPM is reached. Once the Starting RPM is
reached, the unit will make corrections as needed
above 2000 RPM.
Rev Limiter
is a user adjustable setting that
allows the racer to set a value for a max RPM Rev
Limiter. Range is 6000 to 9900 RPM.
Start Retard
is a user adjustable setting that
allows the racer to set a timing retard while cranking
the engine. This may allow for easier starting, but
may not be compatible with all magnetos. The retard
can be adjusted from 10-18 degrees in 2 degree
increments, or turned off.
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Buffer
is another setting that can be used to fine
tune the system. The buffer sets the number of
consecutive errors required to cause a correction.
Buffer 0 will react to each errorin acceleration. Buffer
1 will require at least 2 consecutive slip conditions to
cause a correction. This is useful to filter out small
tire slips that may occur quickly, but have no ill effect
on the car. (Default=1)
Sample Rate
of the unit can also be changed by
the user, however this should only be done after
consulting w/ tech support. The lower the number the
faster the Sample Rate, which makes the unit less
sensitive, but faster to react. The higher the number
the slower the Sample Rate, which makes the unit
more sensitive, but slower to react. Valid settings are
1-5. (Default=5)
Minimum Corrections:
Minimum correction is a user adjustable setting that
allows the user to tune the minimum number of crank
rotations that the timing will be retarded during a
correction. This is useful to force the timing to stay
retarded long enough to stop a high momentum spin,
even though the RPM spike was very brief. (This
setting only accessible using the “Traction Control
Panel Software” or a Handheld Programmer)
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Small Corrections Only RPM:
The percent of Max engine RPM at which the unit
makes only small corrections can be set by the user.
Some users may want the unit to make smaller
corrections after a certain RPM while others maywant
the unit to be able to make full corrections for more
of the strait. Once set the value will remain until
changed by the user. The RPM is set in a % of the
maximum RPM turned at the end of the strait.
(Default=75-85%)
Ending RPM:
The percent of Max engine RPM at which the unit
Stops to make corrections can be set by the user.
Some users may want the unit to stop at a certain
RPM while others may want the unit to be able to
make corrections for more of the strait. Once set the
value will remain until changed by the user. The RPM
is set in a % of the maximum RPM turned at the end
of the strait. (Default=85-95%)
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Configuring
Trigger Count:
The unit is factory set for 4 triggers per revolution. (8
cyl)
The unit can be configured to use between 2 – 16
triggers per revolution.
Once the value is set, the value will remain until
changed by the user.
To change the value, follow these steps.
1. Set the “M” dial to “4”
2. Hold down the “Test” button
3. Turn the power On
4. While holding the “Test” button down, move
the “M” dial to the desired number of triggers divided
by two. (example- 4 triggers/2=2)
5. Release the “Test” button.
The LED will flash to show the number of triggers the
unit is now set to.(The Trigger Count must be set
correctly for the accurate RPM calculations)
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Starting RPM:
The unit is factory set to a starting RPM of 5000 rpm.
Starting RPM is a user adjustable setting that allows the
racer to set the point at which the unit begins making
corrections. If the Starting RPM is set to 5000 RPM, then
the unit is active and monitoring the engine, but not
making any corrections until the Starting RPM is reached.
Once the Starting RPM is reached, the unit will make
corrections as needed above 2000 RPM.
Once set the value will remain until changed by the user.
The RPM is set in 100 rpm increments, (example 5000
rpm, divided by 100 = 50). To change the Starting RPM
value, follow these steps.
1. Set the “M” dial to “3”
2. Hold down the “Test” button
3. Turn the power On
4. While holding the “Test” button down, move
“M” the dial to the first digit of the desired
Starting RPM.
(example- 5000rpm - first digit=5 / 3500rpm - first digit =3)
5. Release the “Test” button, the led will flash to
show the value has been accepted.
6. Now move the dial to the second digit of the
desired Starting RPM, then press and release
the “Test” button.(example- 5000rpm - sec. digit=0 /
3500rpm - sec. digit =5)
The led will flash to show the value has been
accepted.
After about 1 second the LED will Blink to show the
value that the Starting RPM is set to. The first digit is
output followed by a short pause, then the second
digit is output. (5000 RPM = 5,0 Blinks) (zeros are
indicated by shorter blinks)
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Rev Limiter:
(default (99 ) 9900 Rpm)
Once set the value will remain until changed by the
user. The RPM is set in 100 rpm increments,
(example 5000 rpm, divided by 100 = 50). To change
the Starting RPM value, follow these steps.
1. Set the “M” dial to “2”
2. Hold down the “Test” button
3. Turn the power On
4. While holding the “Test” button down, move
the dial to the first digit of the desired rev Limit
(must be greater than 5).
(example- 8300rpm - first digit=8 / 9500rpm - first digit =9)
5. Release the “Test” button,
The led will flash to show the value has been
accepted.
6. Now move the dial to the second digit of the
desired Rev Limit, then press and release the “Test”
button.(example- 8300rpm - sec. digit=3 / 9500rpm - sec. digit =5)
The led will flash to show the value has been accepted.
After about 1 second the LED will Blink to show the value
that the Rev Limit is set to. The first digit is output
followed by a short pause, then the second digit is
output. (8000 RPM = 8,0 Blinks) (zeros are indicated by
shorter blinks)
Note: The Rev Limiter can be tested at ½ of the set value
by setting the “T” dial to “0” and holding down the Test
button. (9000 RPM Rev Limit will cut engine at 4500
during test)
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