US Shift E40D Installation And Operation Manual

Installation and Operation Manual for
E4OD and 4R100 Transmissions
US Shift Transmission Control System instruction and operation manual.
www.USshift.com
Baumann Electronic Controls, LLC.
Phone: (864) 646-8920
Email: [email protected]
Address: 207 Mistr Lane, Pickens, SC 29671
This work and the ideas and processes contained herein are the exclusive property of
Baumann Electronic Controls, LLC and may not be copied, reproduced, or distributed in any
form without the express written consent of Baumann Electronic Controls, LLC or Karl
Baumann. The technology and processes contained in this product are proprietary and may be
used only on a single unit basis or as defined by the written permission of Baumann Electronic
Controls, LLC.
vF6.0.2 © Copyright 1997 - 2020 by Baumann Electronic Controls, LLC.
All rights reserved.
US Shift Transmission Control System protected by US Patent #10,100,922.
WARRANTY
Baumann Electronic Controls, LLC. is dedicated to producing the highest quality
products available in the industry and is committed to customer satisfaction. Because we
have no control over the circumstances under which our products are used, we can
assume no more responsibility for damages (consequential or otherwise) or defects in
materials and workmanship than the original purchase price of our product. Baumann
Electronic Controls, LLC. will repair or replace all defective components unconditionally
for a period of five years from the date of sale. This warranty does not cover damages
due to abuse, improper application, or connection of the device. After the warranty
period, Baumann Electronic Controls, LLC. will service this device for a nominal fee.
WARNING: This product can expose you to chemicals, including
lead, which are known to the State of California to cause cancer
or birth defects or other reproductive harm. For more information,
visit www.P65Warnings.ca.gov.
APPLICATION COVERAGE
This system works with all E4OD and 4R100 automatic transmissions. It is recommended that
you use the US Shift wiring harness with this system.
2
CONTENTS
Preparation
Page 4
Connecting the Essentials
Page 5
Setting up the Quick 2
Page 9
Notes on Installation
Page 11
Transmission Diagrams
Page 13
Optional Features
Page 18
Built-In Display
Page 21
Shiftware
Page 27
Important Information
Page 30
Troubleshooting Error Messages
Page 31
Contact
Page 36
3
PREPARATION
Pre-1995 Transmissions
The Quick 2 does not support the early ATR (MLPS or Range Sensor)
connector used from 1989 to 1994. It was found to not be adequately
waterproof. Ford services the old sensor by providing the new one with the
updated connector shell and instructions for replacing it. If you don’t already
have the 1995 and up range senor, you will need to purchase it. US Shift sells
the updated range sensor as well as Ford.
4
CONNECTING THE ESSENTIALS
(ELECTRONIC FUEL INJECTION)
Step 1: Ground
Splice the ground wires (Pins 15 & 16
Black) from the Quick 2 into the main ECU
(Engine Control Unit) ground wire. Do NOT
connect the ground wires to sheet metal or
other ground sources. The Quick 2 MUST
be connected to the Main ECU ground, as
close to the ECU as possible. The reason
for this connection method is because the
TPS is shared between the two systems
and improper grounding will corrupt the TPS
signal.
Step 2: Power
Splice the power wire (Pin 9 Red with 7.5 Amp
fuse) from the Quick 2 into the main ECU
(Engine Control Unit) ignition-switched power
wire. Power should be supplied during
cranking as well as while running.
Step 3: Throttle Position Sensor
or Accelerator Pedal Position Sensor
Splice the Throttle Position Sensor signal wire
(Pin 3 Green) from the Quick 2 into the Throttle
Position Sensor (TPS) signal input of the ECU
(Engine Control Unit). If the vehicle has
Electronic Throttle Control, use the Accelerator
Pedal Position (APP) Sensor instead of the
TPS.
5
CONNECTING THE ESSENTIALS
(CARBURETED AND MECHANICALLY-INJECTED DIESEL)
Step 1: Ground
Connect the ground wire (Pin 15 Black) from the
Quick 2 directly to the battery ground post or
negative battery cable. Do NOT connect the
ground wire to sheet metal or other ground
sources. The Quick 2 MUST be connected
directly to the battery ground post or negative
battery cable.
Step 2: Power
Connect the power wire (Pin 9 Red with 7.5
Amp fuse) from the Quick 2 to ignitionswitched power wire. Do NOT use accessoryswitched power. Power should be supplied
during cranking as well as while running.
Step 3: Throttle Position Sensor
Attach the 3 Throttle Position wires from the
Quick 2 to the Throttle Position Sensor. Pin 16
Black is dedicated ground. Pin 11 Orange is +5v
reference feed. Pin 3 Dark Green is the position
sensor signal. See the "Throttle Position Sensor"
section for details.
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7
Step 4: Transmission Connectors
Connect the Solenoid, PRNDL, and TSS cables to the transmission.
Additionally, connect the Neutral Safety Switch and the Backup Lamp Switch
(See page 16). An output shaft speed sensor, a VSS, or an electronic speedo
can be used for speed input.
Step 5: Optional Features
Connect any extra features you wish to use. See the "Optional Features"
section for details.
8
SETTING UP THE QUICK 2
Step 6: Calibration
Verify that the correct calibration is loaded
on the Quick 2. A standard calibration
specific to your order is loaded before
shipment. However, if the transmission
configuration has changed since the order
was placed, you'll need to connect the
Quick 2 to a Windows PC and install the
Shiftware Tuning Software, which can be
obtained from our website (under Support Shiftware) or the included CD. Using the
software, load the calibration that matches
your transmission's configuration.
Step 7: Throttle Position Sensor Calibration
Whether you have electronic fuel injection or a carburetor, you will need to set
the throttle position. To do this, use the throttle position calibration option on the
built-in tuning interface. Turn the knob until “Setup Menu” is highlighted. Click
the knob to enter the menu. The first item that will be highlighted is “TPS Setup”.
Click the knob to enter the TPS screen. It will show the current idle and WOT
voltage values as well as the current throttle position sensor voltage. Press the
knob again to enter the TPS setup menu.
To calibrate throttle position, the ignition should be on but the engine not
running. For carbureted engines, make sure the choke is fully open and off the
fast idle cam before beginning. In the TPS setup menu, highlight “AutoSet TPS”
and click the knob. It will begin detecting the idle throttle position right away, so
leave the pedal untouched.
Next, the display will show “Press Accel Pedal”. Push the accelerator pedal all
the way to the floor and hold it. After a few seconds, “Release Accl Pedal” will be
displayed and you can release the pedal. If no errors occur, “AutoSet Success!”
will display and the values will be shown to the left. If an error occurs during
calibration, the display will show the error and abort calibration. If this happens,
you can try running the calibration again. If errors continue, you may need to
check your wiring for problems.
9
If needed, you can manually adjust TPS values by choosing “Adjust Idle” or
“Adjust WOT” in the TPS setup menu. Once the TPS calibration procedure is
completed, the values are permanently stored in the controller and will be active
for every tune written. TPS values displayed within individual tunes are then
irrelevant. If you require TPS customization for individual tunes or are using a
negative slope TPS, then the TPS values stored in the controller can be reset by
choosing “Reset TPS” from the TPS setup menu. Our provided tuning software,
Shiftware, can then be used to calibrate TPS values for specific tunes.
Possible TPS Calibration Errors:
Pedal Not Pressed / Acc Pedal Not Held
The throttle wasn’t pushed or held at maximum long enough for the test to
complete. Accelerator pedal must be held for 3 seconds and voltage must not
drop more than 0.168V below the maximum recorded value.
Pedal Not Released
The throttle wasn’t released within 5 seconds. The voltage must drop at least
0.96V below the maximum measured WOT value.
TPS V. Not Stable
The idle throttle position has changed values too drastically over the course of
the calibration. The idle voltage is more than 0.6V greater than the lowest
recorded value.
Error: TPS V. Low
The voltage is below the minimum allowed 0.2V during any of the tests.
M. Busy, Try Again
EEPROM is busy, so the TPS settings couldn’t be written to it.
10
NOTES ON INSTALLATION
If any error messages or unexpected characters are displayed, refer to
the troubleshooting section at the end of this manual for detailed
explanations.
General Installation
The Quick 2 unit should be mounted within the passenger compartment of the
vehicle in a protected location. Good mounting areas include under the dash,
behind a kick panel, or under the seat, as long as the unit and wiring are not
subject to damage.
Under-hood mounting is NOT possible with the Quick 2
unit. It is not waterproof or rated for under-hood
temperatures.
Passenger compartment mounting is also necessary to provide easy access to
the USB port, which is used to interface with a PC for programming and
diagnostics, as well as the display and function control knob. For this reason, be
sure to mount the unit in a way that gives easy access to the USB port, knob,
and display. If you will be using a desktop PC for programming, install the unit
so that it can be unplugged and moved easily.
All electrical connections should be made using 60/40 rosin core solder. Cover
the connection with heat-shrinkable tubing for improved insulation and
mechanical strength. Individual connector terminals can be connected using a
“piggy-back” method, where the terminal is removed from the plastic connector
housing to allow the new wire to be soldered on to the terminal atop the original
wire. Two wires may be connected together by twisting them together
longitudinally, soldering, then covering with the appropriate size heat-shrink
tubing.
Before Driving the Vehicle
Start the engine and move the shifter through all positions, ensuring that the
gear position and all sensor readings shown on the controller are correct. Most
importantly, make sure that no error messages are shown on the Quick 2
display. It is a good idea to periodically check the Quick 2 display for errors as
you drive, so it is wise to consider an accessible mounting location. If possible,
perform a line pressure check to ensure that line pressure is correct at idle
(typically 60 - 80PSI), and that it smoothly increases toward maximum (typically
190-240PSI) as the throttle position increases. If you have any questions about
the installation or line pressure readings, please contact our technical support
department.
11
Adaptation for Factory-Equipped Transmissions
It is possible to use the Quick 2 controller in a vehicle which was originally
equipped with one of the intended transmissions. This could be done in
conjunction with an engine management system upgrade that no longer
supports the transmission. Use of the controller for this purpose allows flexibility
in choosing the engine management system, in addition to the increased
control, performance, and transmission durability afforded by Quick 2. If you
retain the stock PCM/VCM, it can probably be modified or re-flashed to disable
the transmission functionality.
Identifying the Terminals of an Unknown Throttle Position Sensor
This is a procedure for identifying the correct terminal connections of any
potentiometer-style throttle position sensor (almost all three-terminal TP
sensors). A DVOM or analog Ohmmeter is required.
1. Set the meter to resistance mode and set it to a scale that can read up to 10K
or 20K Ohms (if it is not auto-ranging). Please keep in mind when setting up and
reading the meter that "K" means thousands of Ohms. In other words, 15K
Ohms is the same as 15,000 Ohms.
2. Connect the meter to two pins at a time while operating the lever or cam of
the TPS. Watch the meter while rotating the sensor. Check all three pairs of pins
until you find a pair that does not change resistance when you rotate the sensor.
The two pins that do not change resistance are the fixed ends of the resistance
element (+5V and ground). The remaining pin that did change is known as the
"wiper". It is the moving contact that slides along the resistance element to give
the varying voltage. This is the output terminal of the sensor and should be
connected to our green wire (Vehicle pin 3).
3. Next, with the sensor at the idle or closed throttle position, measure the
resistance between the wiper (output) and each of the end terminals (the two
whose resistance did not change in step 2) of the sensor. The end terminal with
the lowest resistance to the wiper (at idle) is the ground terminal, and should
connect to the black main ground wire of the controller (Vehicle pin 16). The
terminal with the higher resistance to the wiper is the 5 volt reference input to
the sensor and should connect to the orange wire (Vehicle pin 11) in our
harness.
General Guidelines for setting up Throttle Position Sensors
The linkage to a throttle position sensor should use most of the rotating range of
the throttle position sensor. This can be adjusted by changing the ratio of the
linkage. Also, please make sure that a small amount of the sensor's travel is
being used at idle. You will want a TPS voltage at idle of at least 0.35 volts. This
is done to allow the controller to detect problems with the TP sensor. For
instance, if the sensor becomes disconnected or the linkage falls off, the TPS
voltage will fall below the set idle threshold. If the TPS voltage goes below the
idle threshold, the controller assumes that the TPS is bad and will switch to
failsafe line pressure and default shift points. This is done to prevent damage to
the transmission from low line pressure and will provide a safe "limp home"
mode.
12
TRANSMISSION DIAGRAMS
13
14
15
16
17
OPTIONAL FEATURES
Speedometer Output
We have provided an adjustable speed signal output on the tan wire on pin 12 of
the vehicle connector that can be used to drive an electronic speedometer. Use
of this output signal is not necessary, but it can be helpful if your speedometer
can not be driven correctly from another source. This signal can also be
corrected for different gear ratios and tire heights, so it can be very useful in
some applications. The speedometer output signal is provided as a 12 Volt
square wave or 5 Volt AC signal. The speedometer output modes can be
selected via the built-in tuning interface in Setup Menu>SpeedoOut or in the
tuning software. After entering the SpeedoOut menu, the current mode and ratio
will be displayed. Push the knob to configure speedo out options. You can
choose between 5V AC, 12V Pulse, Disable, Replicated, Adjustable, and Reset
SPO. After making your choice, you can then fine tune the speedometer ratio
using the knob. Choosing replicated will provide an amplified and squared
replica of the speed sensor signal on the speedometer output. Reset SPO will
clear all saved data for the speedometer output and revert to using values from
the tune.
The speedometer output is adjustable and is essentially the electronic
equivalent of a ratio corrector gear box for a mechanical speedometer. When
adjusting the speedometer output, the correction factor is entered as a decimal
number. The correction factor is the frequency ratio of the speedometer output
frequency to the speed sensor frequency. This number can be easily adjusted to
synchronize the vehicle speedometer to a GPS or other instrument. If you have
a 4WD transfer case with low range capability and want the speedometer to be
accurate while in low range, you will need to adjust the speedometer ratio in
both high and low range. ResetSPO will allow you to use the tune values.
In some cases, such as driving the input of an engine control ECU, the 0-12 Volt
square wave signal will not be able to properly drive the device that it is
connected to. This is because some devices are only designed to accept an
input signal from a variable reluctance (magnetic coil) sensor. Because of this,
they may expect the input signal to swing below ground (0 Volts). To drive this
type of input, use the 5 Volt AC signal mode. In this mode, the driven device will
see a -2.5V to +2.5V signal.
18
Engine RPM Signal Input
The engine RPM signal input on the yellow lead (pin 7) can be connected to a
digital tachometer output from an engine computer or the tachometer output
from an MSD ignition or similar CDI (Capacitive Discharge Ignition) system, but
NEVER to the coil outputs of a CDI system like MSD.
For breaker points (or conventional electronic ignition systems such as GM HEI,
Ford Duraspark or TFI), it can be connected to the coil negative terminal. For
this configuration, add the supplied 47K Ohm resistor (yellow, violet, orange,
and gold bands) to the yellow lead (pin 7) in-line with the tachometer signal. The
correct setting will need to be set in the tuning software under Settings>Speed
Sensor & Gearing.
For COP (Coil on Plug) ignition systems that do not have a conventional
tachometer output (such as later Mustang engines), one of the coil trigger wires
can be used, but the update rate will be slow. A better approach for such
applications would be to use a tachometer adapter such as the AutoMeter 9117.
DO NOT run the engine RPM signal wire in the same wiring harness as the
speed sensor as this can cause interference.
Overdrive On-Off Switch
The Overdrive switch can be used to turn overdrive on or off. The switch can be
a latching switch (toggle switch, latching push-button, etc.) or a momentary type
switch (spring-loaded push-button switch, spring-loaded toggle switch, etc.)
connected to +12v ignition-switched power and pin 4 (brown) of the vehicle
harness. (The tan wire on pin 12 is for VSS output and shouldn’t be confused
with the brown wire on pin 4 for the O/D switch.) A momentary switch is needed
to use more than 2 states. Optionally, you can add an O/D indicator lamp
between +12v ignition-switched power and pin 2 (white) of the vehicle harness.
This lamp will normally light up when overdrive is off. Also, without adding a
switch, a single-click of the controller’s knob can turn overdrive on and off. This
setting can be configured under the “O/D Control Switch” tab of the tuning
software. Whenever the O/D or manual state is changed, it will be reflected in a
change of the PRNDL indicator on the home screen display (e.g. PRNO21 will
change to PRND21 or PRN321).
To use an LED bulb for the O/D light (without built-in resistors for 12v), connect
the cathode (-) lead to the white wire on pin 2 of the vehicle harness and the
anode (+) lead to +12v ignition-switched power. Put a resistor in series on either
side. We recommend using a 1.2k Ohm resistor, but you can use one with a
lower resistance to make the LED brighter or one with a higher resistance to
make it dimmer. It’s best to stay above 1k Ohm to protect the LED. A 1/4w
resistor or higher is recommended.
19
20
BUILT-IN DISPLAY
The second generation built-in display of the Quick 2 is easier to use and more
intuitive. It provides useful information, such as current speed, gear,
transmission temperature, and TCC lock status, along with any fault messages.
Using the menus, you’ll be able to access many of the same options found in
Shiftware.
BASIC OPERATION
While the home screen is shown, you can turn the function knob in either
direction to bring up the main menu. The highlighted phrase in the center of the
screen is your selection. When you’ve found the menu item you wish to access,
push the knob down to click it. Sub-menus work the same as the main menu.
Each sub-menu has an EXIT option which will return you to the previous menu
or the home screen.
HOME SCREEN
Shows real-time transmission information such as speed, current commanded
gear, transmission temperature, TCC lock, PRNDL position, and any active
faults. When low range is engaged, “LO” will be shown beside speed. “KEY
OFF” will show in the PRNDL location if ignition is off and the controller is being
powered by USB. “Error” will show in the PRNDL location if there is a PRNDL
sensor error. When in park or neutral, P/N will be displayed because
4L60E/4L80E transmissions don’t provide a way for the controller to see which
is engaged. Fault messages will be shown in the center of the display and will
cycle through them if there are multiple errors. While no errors are present, the
home screen will automatically switch to enlarged mode for easier visibility.
21
Home Screen Normal Mode
Home Screen Enlarged Mode
22
MAIN MENU
Home Screen = Chooses the home screen as your
default view.
Info Screen = Shows current sensor values, replacing
the home screen as default view. Info includes TPS
voltage and percentage, battery voltage, commanded pressure in PSI, and
engine RPM.
Setup Menu = Use this menu to choose preliminary settings essential for
operating the vehicle.
Tune Menu = The tune menu can be used to make adjustments to shift timing,
shift feel, and torque converter clutch settings.
Diagnostics = The diagnostics menu
troubleshooting data and procedures.
provides
access
to
advanced
Tutorial = Plays a demo on the display with instructions on how to use the
interface. It can be interrupted by turning the knob, which will show the main
menu. The tutorial will continue to play until you select home screen, info
screen, or turn off the vehicle.
Display Off = Keeps the screen off until you turn the knob. The display will
continue to switch off until you select home screen, info screen, or turn off the
vehicle.
SETUP MENU
TPS Setup = Clicking this will take you to the TPS Setup menu, which shows
the idle and WOT settings as well as the current voltage of the TPS. Clicking
once will open the menu. Clicking AutoSet TPS will take you through the steps
to calibrate your throttle position sensor settings. You can also manually adjust
these settings by clicking Adjust Idle or Adjust WOT. Reset TPS will erase the
saved TPS data from the controller, reverting back to the TPS voltages saved in
the loaded tune file. See page 9 for more details.
Speedo Out = Provides configuration options for the speedometer output. See
page 18 for more details.
23
Speed Sensor = This menu allows you to choose your speed sensor type and
configure its details such as speedometer drive gear teeth, driven gear teeth,
and pulses per revolution. Rotating the knob in this screen changes the speed
sensor type. Available speed sensor types will vary depending on the current
transmission type. If other options, such as speedometer gear teeth, pulses per
revolution etc. are available for a specific sensor type, pushing the knob will
bring up a menu that allows you to change the adjustment mode or to exit. If no
options are available for the selected sensor type, pressing the knob will exit this
screen and save the settings. After scrolling through all the speed sensor types,
the last option is to reset the speed sensor settings. This will revert all of the
settings for the speed sensor, axle ratio, and tire diameter back to the defaults
from the currently loaded tune.
Axle Ratio = Allows you to input your axle ratio, which improves speed display
accuracy in the home screen and will also will affect speed sensor calibration for
certain types of speed sensors.
Tire Diam = Allows you to input your tire diameter, which improves speed
display accuracy in the home screen and will also will affect speed sensor
calibration for certain types of speed sensors.
Engine RPM In = Allows the adjustment of the engine RPM input configuration.
This includes pulses per revolution and type of RPM sensor or signal. Turning
the knob allows adjustment of pulse rate, while pressing the knob will bring up a
menu of options including preset pulse rates, signal types, and the exit option
(which also saves these settings).
PRNDL Sensor = Allows you to choose between auto detect, analog, digital, or
to reset back to the defaults from the currently loaded tune. Normally this can be
left set to auto detect, but it is best to set it for the specific sensor type when
troubleshooting PRNDL sensor errors as it will provide more accurate error
information.
24
TUNE MENU
Shift Points = Sets the RPM at which shifts occur for all shifts or each individual
shift. Once you’ve chosen a shift to adjust, you will be presented with a menu
showing 10% throttle, 40% throttle, and Wide Open Throttle. Under each is
shown shift point RPM. You can adjust each throttle percentage individually.
Firmness = Set shift firmness for all shifts or each
individual shift. Once you’ve chosen a shift to adjust,
you will be presented with a menu showing 10%
throttle, 40% throttle, and Wide Open Throttle. Under
each is shown a number representing firmness. You
can adjust each throttle percentage individually.
Tq Conv Cl = This takes you to the torque converter clutch menu, allowing you
to adjust aspects of the TCC. This includes cruise gear, minimum RPM, and
WOT gear.
DIAGNOSTICS
Dyno Mode = Enable this mode if you are doing a
dyno test. While enabled, you can use the knob to
shift gears. Push the knob to access options, such as
enabling torque converter clutch (TCC) activation
above 1800 RPM, disabling the TCC, and exiting dyno
mode.
*Please note that it is not safe to use this mode while driving.
Data Display = Allows you to see readings on the inputs and outputs, such as
Solenoid Ohms and current, PRNDL values, and the voltage or status of various
inputs, such as table select and manutronic. These screens will be helpful when
using the troubleshooting guide or working with our tech support department.
Please note that the solenoid current screen uses the knob to manually select
the current gear, similar to dyno mode. This allows you to easily verify proper
solenoid function in each gear.
Clear Learn = Clicking on this item will allow you to chose which learned data to
clear. You might want to use this if something has changed with the vehicle or
transmission to allow the controller to re-learn the data. The options are "TCC
Learn", "Shift Timing", "All Learning", and "Exit".
Sys Info = Displays firmware and hardware version information as well as serial
number (ID), copyright, and patent information.
25
Override = There are several options in this menu which are useful when
troubleshooting.
“Line Prs” can be used to override line pressure manually. Use this only if you
were instructed to do so by a Baumann Electronic Controls technician.
“TCC Sol” can be used to manually lock the TCC by holding the knob down.
When released, the TCC will unlock. Doing this while idling in gear will usually
cause the engine to stall if your transmission allows TCC engagement in first
gear.
“Mode Lamp” can be used to test the overdrive or manual mode lamp. The
lamp should illuminate when you hold the knob down.
26
SHIFTWARE
Introduction
Using the Shiftware software allows you to modify the way your Quick 2
Transmission Control System behaves. You can customize shift-points as well
as monitor and diagnose the Quick 2 unit in real-time.
Setup
To create a calibration for the Quick 2, it is best to start with one of the standard
calibrations which are included with the software. To load a standard
configuration for your transmission, click the Open
button on the toolbar,
then browse to the folder where the transmission calibration files are located.
(Default location is C:\Shiftware\) The files are named according to the
transmission and RPM range and have the .btc file extension. Choose the
calibration file and click Open.
Once the calibration file is loaded, click the System Settings
button on the
toolbar to check the settings and make sure that they are correct for your
transmission. The System Settings window has several tabs within it. Click each
one to see each section of settings specific for your transmission.
The System Settings Window
27
Customize
The main window is where all of the shift points and line pressure editing is
done. The graph displays the up-shift and down-shift speeds in relation to
throttle position for each shift. It also displays the line pressure & firmness curve
in relation to throttle position. The line pressure curve is displayed in PSI, so the
higher the curve, the more firm shifts will be. You can use the checkboxes on the
right to turn on the curves for individual shift firmness and adjust them
independently.
The Main Window
You can get help on anything by clicking the Question
button and then
clicking on an item. This can be used in any area of the software. Pressing F1
will show help on whatever item is currently active. The help messages in the
settings pages are transmission-specific and are more like getting professional
advice than normal help tips.
The graph has ten points from left to right, 0 being idle and 9 being Wide-OpenThrottle (WOT). On the left side of the graph is the shift speed. When you hover
over a graph point, you can also see the corresponding shift speed in RPM or
the applicable unit values for items other than shift points. Click on a point in the
graph to select it.
28
If Select Pairs Together is enabled, then the corresponding down-shift point will
be automatically selected along with the up-shift point. This can be turned off by
clicking the
checkbox on the right. You can select multiple
points by holding CTRL while clicking the points or a range of points by holding
SHIFT and clicking the two points on each end. You can move between adjacent
points using the LEFT and RIGHT arrow keys.
Once a point (or points) is selected, you can drag it with the mouse to raise and
lower its value. A yellow box will appear in the graph telling you what the value
of the point is.
Adaptive Learning
By default, the Quick 2 will learn the shift and TCC timing characteristics of your
transmission. It will complete a learning cycle over the first few hard-throttle
passes and will use the learned data to optimize shifts. For learning to occur, the
engine RPM input signal must be connected and functioning properly. During
the learning cycle, you may notice unusual TCC operation. This is normal and
will end once learning is complete. Once learned, the data will not change
unless it is erased using the clear command on the controller’s user interface,
found in Diagnostics > Clear > Shift Timing. Clearing the data will cause another
learning cycle to begin. This could be useful if the transmission is altered or
upgraded in some way.
For optimum accuracy, learning should be done at the same transmission fluid
temperature that it will be run at during normal operation. Once learned, shift
point accuracy will only be limited by the consistency of your transmission’s
valve body.
To view a report on the learned data, connect the controller to a pc with
Shiftware installed. Click File, then Generate Diagnostic Report. This will read
the data from the controller and open the report in a browser window.
If you wish to disable learning, enter Settings in the tuning software and switch
to the Miscellaneous tab. Uncheck the
checkbox. This
will stop the controller from using learned data, but will not erase the learned
data. This would be useful if you plan to make changes to the transmission or
are unable to complete a proper learning cycle.
Save & Load
Once you have created your calibration, you can save the file to your hard drive
button on the toolbar.
or an external storage device. To save, click the Save
Then, browse to the location where you want it saved and click Save. Use
“Save As” under the FILE menu to leave the original file unchanged and create
a new version. Type the desired filename and click Save. Files are saved with a
.btc extension.
To load a calibration file, click the Open
to the file and click Open.
button on the toolbar. Then, browse
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Writing a Calibration to the Quick 2
For the changes you've made to take effect on the Quick 2 controller, you first
must write the calibration to the unit. Connect the Quick 2 to your computer
using a standard USB cord (Type A to Type B). Click the Write Calibration
button on the toolbar to write the calibration to the controller. The Quick 2 can
now be disconnected from the computer. When the Quick 2 unit is disconnected
from the computer, the Write Calibration
button will be grayed out.
IMPORTANT INFORMATION
How to Avoid Errors
The Shiftware software gives you complete freedom and flexibility to customize
your shifting calibration however you want. This freedom requires diligence to
avoid errors.
It is very important that the up-shift and down-shift curves for a given gear do
not cross. The up-shift point at any throttle position should usually be at least
15% greater than the down-shift point. For instance, if the 2-3 up-shift point at
½-throttle is 45MPH, then the 3-2 down-shift point should usually be less than
40MPH.
The “On-Off” differential between up-shift and down-shift points is called
Deadband (also known as Hysteresis). The more deadband you use for your
shift points, the more stable the system will be. Not using enough deadband can
result in erratic shift behavior. Too much deadband will result in sluggish
behavior due to a reluctance to down-shift.
Pay close attention to the interaction between different shifts. Overlapping the
1-2 and 2-3 shifts can cause skipped gears and other drivability problems.
Also note that torque converter slip at low speeds renders engine RPM values
meaningless. It is usually desirable to have light-throttle shift points within a low
RPM range. In this case, it is best to base light-throttle shift points on vehicle
speed rather than engine RPM (as most auto manufacturers do).
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TROUBLESHOOTING ERROR MESSAGES
WARNING! If the transmission does not begin to operate correctly within
the first few feet of the road test, STOP immediately, check the
troubleshooting guide, and call Baumann Electronic Controls if you need
assistance. In some cases, just a few blocks of operation with low fluid
pressure can destroy a transmission.
Error Messages
When the Quick 2 detects an error, it will show one of the
following error messages on the home screen. If there are
multiple errors, it will cycle through them on the home screen.
Error messages can also be viewed in Controller Fault
Display in the tuning software. History is cleared when the
controller powers down completely (ignition turned off and USB
cable removed from computer.) It is a good idea to periodically check the display
for errors as you drive, so it is wise to consider an accessible mounting location.
Scan the QR Code above to be directed to the troubleshooting guide or visit
t1x.us.
Battery voltage is too low
The voltage to the controller has dropped below 8 volts.
Battery voltage is too high
The voltage to the controller is above 17.2 volts.
Shift Solenoid A (SSA) overcurrent error
An over-current condition was detected on the indicated shift solenoid. A short
circuit may be present in the solenoid circuit. The controller will attempt to
disable the solenoid with the over-current condition until the ignition is turned off.
Shift Solenoid B (SSB) overcurrent error
An over-current condition was detected on the indicated shift solenoid. A short
circuit may be present in the solenoid circuit. The controller will attempt to
disable the solenoid with the over-current condition until the ignition is turned off.
Coast Clutch Solenoid overcurrent error
An over-current condition was detected on the coast clutch solenoid. A short
circuit may be present in the solenoid circuit. The controller will attempt to
disable the coast clutch solenoid until the ignition is turned off.
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TCC Solenoid overcurrent error
An over-current condition was detected on the torque converter clutch pressure
solenoid. A short circuit may be present in the solenoid circuit. The controller will
attempt to disable the TCC solenoid until the ignition is turned off.
EPC (PCS) Solenoid overcurrent error
An over-current condition was detected on the line pressure control solenoid. A
short circuit may be present in the solenoid circuit. The controller will attempt to
disable the solenoid with the over-current condition until the ignition is turned off.
Shift Solenoid A (SSA) undercurrent error
Current measured on the indicated shift solenoid was too low, indicating that the
solenoid circuit may be open.
Shift Solenoid B (SSB) undercurrent error
Current measured on the indicated shift solenoid was too low, indicating that the
solenoid circuit may be open.
Coast Clutch Solenoid undercurrent error
Current measured on the coast clutch solenoid was too low, indicating that the
solenoid circuit may be open. The controller will attempt to disable the coast
clutch solenoid until the ignition is turned off.
TCC Solenoid undercurrent error
Current measured on the torque converter clutch pressure solenoid was too low,
indicating that the solenoid circuit may be open. The controller will attempt to
disable the TCC solenoid until the ignition is turned off.
EPC (PCS) Solenoid undercurrent error
Current measured on the line pressure control solenoid was too low, indicating
that the solenoid circuit may be open.
Shift Solenoid A (SSA) circuit shorted
The indicated Shift Solenoid’s resistance measured too low during the power-on
solenoid check. Refer to the data display screen in the diagnostic menu to see
the measured solenoid resistance.
Shift Solenoid B (SSB) circuit shorted
The indicated Shift Solenoid’s resistance measured too low during the power-on
solenoid check. Refer to the data display screen in the diagnostic menu to see
the measured solenoid resistance.
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Coast Clutch Solenoid circuit shorted
The coast clutch solenoid resistance measured too low during the power-on
solenoid check. The controller will attempt to disable the coast clutch solenoid
until the ignition is turned off. Refer to the data display screen in the diagnostic
menu to see the measured solenoid resistance.
TCC Solenoid circuit shorted
TCC pressure solenoid resistance measured too low during the power-on
solenoid check. The controller will attempt to disable the TCC solenoid until the
ignition is turned off. Refer to the data display screen in the diagnostic menu to
see the measured solenoid resistance.
EPC (PCS) Solenoid circuit shorted
Line Pressure Control Solenoid resistance measured too low during the poweron solenoid check. Refer to the data display screen in the diagnostic menu to
see the measured solenoid resistance.
Shift Solenoid A (SSA) circuit open
The indicated Shift Solenoid’s resistance measured too high during the poweron solenoid check. Refer to the data display screen in the diagnostic menu to
see the measured solenoid resistance.
Shift Solenoid B (SSB) circuit open
The indicated Shift Solenoid’s resistance measured too high during the poweron solenoid check. Refer to the data display screen in the diagnostic menu to
see the measured solenoid resistance.
Coast Clutch Solenoid circuit open
The coast clutch solenoid resistance measured too high during the power-on
solenoid check. The controller will attempt to disable the coast clutch solenoid
until the ignition is turned off. Refer to the data display screen in the diagnostic
menu to see the measured solenoid resistance.
TCC Solenoid circuit open
TCC pressure solenoid resistance measured too high during the power-on
solenoid check. The controller will attempt to disable the TCC solenoid until the
ignition is turned off. Refer to the data display screen in the diagnostic menu to
see the measured solenoid resistance.
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EPC (PCS) Solenoid circuit open
Line Pressure Control Solenoid resistance measured too high during the poweron solenoid check. Refer to the data display screen in the diagnostic menu to
see the measured solenoid resistance.
TPS Voltage Low; run TPS Setup
The Throttle Position Sensor is in fault mode due to the voltage being below the
idle threshold value that was set. Run TPS calibration in the setup menu.
TFT Circuit Voltage Low or Shorted
The Transmission Fluid Temperature sensor voltage is too low. A possible cause
of this could be that it is shorted to ground.
TFT Circuit Voltage High or Open
The Transmission Fluid Temperature sensor voltage is too high. The TFT sensor
circuit could be open.
Transmission is Overheating
The temperature in the transmission is above the allowed threshold.
OSS Circuit Open or Sensor Missing
The Output Shaft Speed Sensor circuit is open or the sensor is missing.
ISS Circuit Open or Sensor Missing
The Input Shaft (Turbine) Speed Sensor circuit is open or the sensor is missing.
(if equipped)
OSS Sensor Signal Plausibility Error
The controller detected an unexpected value from this sensor and marked it as
faulty.
ISS Sensor Signal Plausibility Error
The controller detected an unexpected value from this sensor and marked it as
faulty. (if equipped)
Checksum error in table
A Checksum error has been found in the calibration table. It will also disable
saving Setup Menu changes and disable the tuning menu. Connect the
controller to a PC and load a calibration using Shiftware.
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Torque Converter Clutch Slip Error
Torque converter clutch slip detected when fully engaged.
Transmission Slip in Gear(s) 1, 2, 3, etc.
Transmission appears to be slipping in the indicated gear or gears.
Transmission Slip with Max Pressure
Transmission continued to slip after maximum line pressure was commanded.
Transmission Slip Repeated > 2x
Transmission slip was detected more than twice in this drive cycle (max. line
pressure latched).
Ratio too High in Gear(s) 2, 3, 4, etc.
Transmission gear ratio appears to be too high in the indicated gear or gears.
Error: PRNDL Out of Range
Sensor voltage is out of tolerance limits, but within approximate range.
Error: PRNDL Signal Low
Sensor voltage is low.
Error: PRNDL Signal High
Sensor voltage is high.
Error: No PRNDL PWM Signal
Connect the controller to a PC and use Shiftware to reload the calibration using
a E4OD calibration.
Error: Invalid PRNDL Code=XX-XX
DTR or PSM signal combination not valid. XX-XX indicates high/low status of all
4 DTR pins (1 or 0)
Error: Ford DTR Voltage too Low
Voltage from 270 Ohm resistor in Ford DTR sensor measures too low.
Error: Ford DTR Voltage too High
Voltage from 270 Ohm resistor in Ford DTR sensor measures too high.
Low-Side Driver Shorted
A low-side output driver appeared to be shorted on during power-on solenoid
check. Contact Baumann Electronic Controls technical support for assistance.
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CONTACT
If you have any questions, problems, or product orders,
don’t hesitate to call our customer service line.
(864) 646-8920
(Monday-Friday 10AM-6PM EST).
If no one is available, please leave a detailed message and we will reply promptly. Whenever
possible, we will try to return urgent technical support calls left after hours or over the weekend.
You can also email customer service at [email protected]
Scan this code to copy the customer service phone number and email address to your phone.
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