What is the difference between your Universal (Spiider) and Universal Plus (Spiider+) Controllers?

The Universal Plus (Spiider+) is the first dual processing aftermarket controller in the world. This version features an additional slippage monitoring processor with two direct connection to two ABS wheel speed sensors. This allows for the system to monitor and sense slippage on one axle or between two and trigger an exception with the main processor. Spiider+ main processor is using the same leading edge adaptive algorithm technology as Spiider system.

Universal Plus (Spiider+) comes with USB tuning kit option as default and all other options that are available on Universal are also available on this system.

For more information on Spiider Plus or to place an order please visit this <link>, call us at 613-366-5631 or by email: info@dccdpro.com

What is the difference between your Universal (Spiider) and Manual controllers?

The Universal (Spiider) version features both automatic and manual operation of the center diff locking force.

The unit comes standard with the high precision fast response dual axis G-sensor module, the “original” controls, knob adjusting the output/response and an led lit switch for changing modes and in the basic Universal viewing the output level as light intensity. (When you option the STi interface option this function changes to the dashboard.)

You can option various additional custom features on the Universal. It can be interfaced with all STi clusters exception of the newer Canbus based clusters that do not feature an led dash display. The STi thumbwheel and STi auto/man switch is an option, as well as Left Foot Braking option allowing you to take control of the system when using the technique. USB tuning via a laptop/desktop application is an additional option to focus the intuitive algorithms to work harder on a narrower range.

The Manual controller is a basic controller where you set the center diff strength using a control knob. It stays set to what you set it to last, there is no automatic change of the lockup. It is great for drag racing, or some niche racing applications where you need a very constant awd experience. (Ice racing in particular.) The only option available on the manual controller is an STi thumbwheel, there is no provision for other options with this product.

What is the difference between manual mode and auto mode?

Auto mode using intuitive and adaptive algorithms persistently calculates the necessary amount of DCCD locking force using input from the TPS sensor and the high precision fast response dual axis G-sensor module, and then updates the DCCD lock ratios hundreds of times per second for an optimum traction.

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.

We 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 algorithm based auto mode controllers vs. static map based controllers?

We believe that our Universal Controller is one of the most advanced aftermarket DCCD systems on the market today.  What makes the difference is the use of fast reaction, high resolution and accuracy G-sensors and the mathematical formula’s we developed using adaptive logic that are used to convert the measured “data” into usable DCCD locking forces at hundreds of times per second creating a fluid control that is unrivaled. We utilized a “ Dynamic approach” to calculating the locking forces required using algorithmic formula’s instead of the “static mapping” method usually combined with basic logic trees (some now calling it auto mode to cover the shortcomings) that are  popular with other products.

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.

Does it matter where the G-sensor is located for a DCCD Controller to perform well?

The short answer is yes. The closer the G-sensor is to the center of weight distribution the better it can sense the slippage and that is why our controller has high precision and fast responding sensor outside of the main box to allow for proper installation and accuracy. Just one of many quality features in our designs.

Is Left Foot Braking option threshold adjustable?

Universal Controllers that are equipped with LFB (Left Foot Braking) option will be capable of setting the throttle threshold level for brake override. The default setting for throttle is at 1/3 open and will be kept as before but, you can adjust it to higher levels at calibration phase by simply pushing the throttle to level desired when doing calibration. If there is no input at calibration phase or it is less than 1/3 open the setting would revert to 1/3 open (default).

How can I find my TPS signal? I’m having trouble locating it..

We 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 from a servive manual. If you contactus we will make every effort to help you.

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. Also remember to use a good chassis ground for system ground connection.

Does your controller have a handbrake input allowing the diff to open when the handbrake is pulled?

All models of our 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 Universal 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 “sesnitivity” or magnitude of the internal calculations.

The knob functionality in auto mode changes a set of variables that affect the output scaling to the different internal modes. It allows you to tune the controller bias towards a more open diff or a more locked diff while still calculating and adjusting automatically.

Think of it as a volume control for a stereo, it doesn’t alter the music it just sets the volume 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?

Just leave me a short message by phone (613-366-5631) or write us an e-mail to info@dccdpro.com for support.