Secondary CANBUS systems are slower than primary CAN buses in both Subaru and most modern vehicles. Primary buses (usually 500 kbps to 1 Mbps) handle safety-critical data like engine and ABS, while secondary or “comfort” buses (125 kbps, introduced in 90’s) handle less critical, slow-paced tasks. This puts CANBUS based OEM DCCD Controller (or any substitute with CANBUS) in huge disadvantage to Spiider DCCD Controller that directly reads conditions and responds to control of DCCD electro-mechanical system. . It’s just simple math and physics and and 15 years of results on podiums to prove it 
Tag Archives: motorsports
Modern G-sensor vs Older OEM
Important note to highlight to our customers that we did not piggy-back on existing old G-Sensor in your car for Motorsports DCCD Control (although easier and cheaper for us) due to:
- Newer technology sensors have higher sensitivity and larger range
- Advanced new technology has less noise and is more accurate
- We do not know the state of your older OEM sensor so can’t guarantee optimum operation nor can any aftermarket system that does
Our goal is to provide a solution that is easy to install and calibrate and not cut corners in Spiider DCCD Controller to bring you performance on every turn!
Easy Setup – Spiider DCCD Controller
How To setup and Use Spiider DCCD Controller
Note: Detail Installation Guide click here
What is the DCCD function in my car?
The DCCD or Driver Controlled Center Differential refers to the ability to adjust the force on clutch packs in the center diff to prevent them from slipping, which determines how much of the torque(power) created by the engine is transferred between the front and rear axle.
When the center diff is open, the clutch discs are touching but slipping against each other. The center differential is designed so that this slip creates an initial bias.
While transferring power from the front to rear via the slipping clutch packs in the center diff isn’t inherently an issue while cruising on the highway, it becomes a problem under hard acceleration and potentially a serious issue on the dyno because of the increased force required to spin the rollers.
You want a DCCD controller connected so that when accelerating hard, the controller commands the clutch packs “lock up” so they don’t slip against each other. Locking them together reduces friction, reduces heat, and in turn, reduces wear and tear on your center diff.
When accelerating hard without the clutch packs pulled together, they are now creating far more friction than they were designed to handle, which causes premature wear.
How does the DCCD Controller work?
With the above understand, we can go into more detail about how the controller works. Please note that this is specific to the Spiider DCCD controller. Stock DCCD and other aftermarket controllers work slightly different in terms of input and logic for output.
Unlike the factory DCCD unit that pulls the wheel speed data from the ABS (Anti-Lock Brake System) and several other on-board sensors, the Spiider model utilizes the TPS (Throttle Position Sensor) and a G sensor to replicate the information the OEM DCCD controller would get. Using this information combined with built-in logic, Spiider will allow for press or slip to give the driver the most control over the car in any situation.
How Do I Know If The Controller Is Working?
We suggest driving to an empty parking lot to test if the controller is working. Next, put the controller in manual and full lock, and turn tightly in a circle. When the center diff is locked, the car will hop because the wheels are all trying to rotate at the same speed. As you go toward open, it’s going to let the center diff slip, and the wheels will go at different rates, and the turn will smooth out. As you roll the controller toward lock again, it’ll feel like it’s binding.
How to Use the Controller:
Turning Controller On/Off
The controller is on when the car is on. Every time the vehicle is turned off and back on again, the Spiider controller will default to auto mode and where the roller is currently set. For SI-Drive Controls, it will default back to a low lock mode since the roller for the center diff is a toggle.
Display Lights and What They Mean
There are two types of external displays for Spiider DCCD Controller; the STi gauge cluster or an LED light strip. Both work in similar ways where there are 3 or 4 main color. Each color dictates the controller’s status (open vs. locked). Please note the display feature only works with the Spiider Controller WITH STI CLUSTER INTERFACE and are factory build time option.
Auto/Manual: The stock 02+ STi cluster will show auto/manual at the top. For 1993-2000 clusters, there isn’t an auto position since this feature didn’t exist at the time. Use the light on the auto/manual button itself to confirm this setting.
Open vs. Locked: Green is open, and Red is locked with several levels in between.
Notes About DCCDPRo Supplied Switches
If you have the DCCDPro supplied button (silver button) and roller (black knob) then theblue light on the silver button is telling you what the controller is telling the center differential to do. When there is no light it’s in the open setting while the brightest blue setting is the lock setting.
The equivalent to the stock cluster display as you read this article would be
Green STi cluster = light blue on the switch or off
Red STi cluster = bright blue on the switch
You can tell if it’s in auto or manual because the light will constantly change brightness as the center differential is being adjusted.
If the light is static then you are in manual mode.
On Spiider, the lights are a live readout, so they will move as the Controller adjusts the center diff.
When the aftermarket controller is in auto mode, it does not output like the factory unit. On the factory STi, the cluster would not display any lower lights when in auto mode.
The other benefit of an aftermarket controller is that you can still adjust the center diff even in auto mode since the roller switch in auto adjusts aggressiveness (ie. more aggressive = tends not to allow for slip for spirited driving and faster cornering at speed). When the roller switch is pushed toward lock, it’s more aggressive than when it’s toward open. Since lights are a live readout on the dash, it’ll spend more time in the lights near lock when the controller is set at lock and more toward the lights near open when in open.
IF THE ROLLER IS ALL THE WAY AT OPEN WHILE IN AUTO, IT WILL STAY IN OPEN WITHOUT ADJUSTING. MAKE SURE THE ROLLER IS AT LEAST ONE CLICK FROM OPEN FOR THE UNIT TO WORK WHILE IN AUTO. WE SUGGEST STARTING AT 25% FOR STREET DRIVING.
Common Issues During Install If Controller Is On But Not Adjusting
Parking brake – When the parking brake is engaged, the center diff should be completely open, allowing the clutch packs to slip so the rear wheels can lock up without forcing the front wheels to do the same. If the ebrake light is illuminated on the dash, the DCCDPro’s response is to open the center diff, which means the display light will be stuck at open, and there will be no action on display.
Note: The unit can not be tested unless the ebrake or parking brake is down and the ebrake light on the main gauge cluster is off. Some cars require the car to be started to turn the parking brake off (due to LEDs and alternator circuitry).
Light on Auto/Manual Button Not Working – When using the OEM auto/manual button, the mode is selected by toggling the switch. When in manual mode, the light on the button should turn on. If, for some reason, the display shows that it is in manual, but the light is not working, the light is most likely burned out. This can be fixed by replacing the auto/manual button with a new one or checking the forums for the DIY light bulb replacement.
If the lights are bouncing in open or it seems like it’s acting “funny,” – The G-Sensor needs to be calibrated for its position. Just press and hold the auto/manual button with the key off. Turn the key on while holding the button until the light on the button flashes (2-3 seconds). The G-sensor is re-calibrated for its current position in the car.
#DCCDPRO #DCCD #STiGaugeCluste
Why maps are a thing of the past!
Recently we have received e-mails asking us how it is that our Spiider/Spiider Plus DCCD Controllers do not have maps like OEM system and how the system could then operate.
Let’s first look at how a map based system works and then I will explain how our system is so different.
Maps are basically look-up tables or charts stored in a memory. A map based controller fetches a number in this chart or table every time one of the parameters changes. The result of a certain input will always be one number or outcome. The table is static so it would not recognize how you reached that point of operation and if the conditions of the road change, it will not change the outcome unless you change the entire map.
An adaptive algorithm based system, on the other hand, does not have any maps. Rather, it looks at each case based on the inputs and also how it has arrived at that point and directly calculates the proper outcome fast enough to reach the optimum performance for every situation no matter the road conditions. This technology allows the system to intelligently search for the best result instead of just arriving at the same outcome over and over again regardless of how wrong it might be.
We always highlight the following example of why map-based systems are not efficient and practical. Imagine you are driving on one mile stretch of a road at 60 miles per hour and the road conditions change from dry to wet (possibly mud,gravel ,..) and back and meanwhile you also hit a turn.
Do you think that, even if you assessed the road conditions accurately, you will have time to switch the maps in time while you are driving through a turn? How much time has it taken you to reach the system and push the buttons?
In comparison, the algorithms in Spiider family of DCCD controllers have found the optimum point of operation by examining the operational solutions hundreds of times per second and applying them to your DCCD transmission for a true hands-off experience.
This is why maps are a thing of the past!
Spiider DCCD Controller Installation Video
Another Team racing to the top with Spiider
Rocky Mountain Autosports, Inc. on their facebook page writes:
Adam Short and Danny Norkus took 2nd and 3rd in the RMA 2002 WRX STI at the Rally America Lake Superior Performance…
Posted by Rocky Mountain Autosports, Inc. on Tuesday, October 20, 2015
Check more success stories and read about this and others on our facebook page:
https://www.facebook.com/pages/DCCDProcom/136144969884503