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: support@usshift.com
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.

vF5.7.5 © Copyright 1997 - 2019 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.

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 29

Important Information Page 32

Troubleshooting Error Messages Page 33

Contact Page 37

READ BEFORE PROCEEDING

Before installing the Quick 2 unit, we recommend you read the manual from
beginning to end. Some of the information in this manual is very important and,
if the unit is improperly installed or an error message misunderstood, could
result in serious damage to your vehicle and transmission.

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.

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.

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 ignition-
switched power wire. Do NOT use accessory-
switched power.

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.

6
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
For a detailed video walkthrough of the setup process, scan the
QR code to the right using your smart phone. You can also find
the video on USshift.com.

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. (See the “Shiftware”
section for installation instructions.)
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. When navigating the built-in tuning interface, use the
knob to move through menu items and click to choose them. If you wait on an
item, the long-form name will scroll across the screen.

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. Turn the knob to “SET” (Set Up System) and
click to enter the setup menu. “TPS” (Calibrate TPS) will be shown and you can
click the knob again to enter calibration mode. It will begin detecting the idle
throttle position right away, so leave the pedal untouched.

When the display scrolls “PRESS ACCEL PEDAL”, push the accelerator pedal
all the way to the floor and hold it. After a few seconds, “RELEASE ACCL.
PEDAL” will scroll on the screen and you can release the pedal. “TPS
SUCCESSFUL” will scroll if the setting completed. Afterward, it will show the
measured closed and full throttle voltages. 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
 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 double-clicking the knob
while in TPS calibrate mode, causing the "TPS reset" message to be displayed.
Our provided tuning software can then be used to calibrate TPS values for
specific tunes.

Possible TPS Calibration Errors as shown on the built-in display:

ACCEL PEDAL NOT PRESSD / ACCEL 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.

ACCEL 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 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 LO = 0.00

The voltage is below the minimum allowed 0.2V during any of the tests.

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
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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, if
desired. 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 normally provided
as a 5 Volt square wave, but it can also be configured to provide a 12 Volt
square wave when required. For more information, see the Jumper Settings
document on USshift.com under Support / Manuals & Publications.

There are two speedometer output modes that can be selected via the tuning
software or the built-in tuning interface. It can also be disabled if not used. In the
replicated speed sensor output mode, the speedometer output provides an
amplified and squared version of the original speed sensor signal. Replicated
mode is useful for applications that require a signal with the exact pulse rate of
the speed sensor being used. There is also an adjustable corrected mode,
which is very useful for correcting speedometer errors or providing unusual
speedometer output signal frequencies.

Adjustable mode is essentially the electronic equivalent of a ratio corrector gear

box for a mechanical speedometer. In adjustable mode, 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.

In some cases, such as driving the input of an engine control ECU, the 0-5 Volt
(or 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 included capacitor to "offset" the DC
value of the speedometer signal to 0 Volts. As a result, the driven device will see
a -2.5V to +2.5V signal instead of 0V to 5V. To make this signal work, install the
provided 10µF, 25v, non-polar, electrolytic capacitor inline between the
speedometer output of the Quick 2 and the device that it is driving. To install the
capacitor, cut the speedometer output wire and solder a capacitor lead to each
of the two cut wires.

18
Tachometer Signal Input
The tachometer input 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 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 tachometer 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 scrolled on
the controller’s display (O-d On, O-d Off).

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 built-in Quick 2 User Interface allows most sensor values to be viewed,
while also allowing the transmission to be manually shifted. With firmware
version 4.1.3 or later, self-contained, initial setup and basic tuning of
transmission settings is also possible via the tuning menu. In addition, a
computer running our included tuning software can be connected to provide
advanced tuning options (see Shiftware section).

MAIN MENU
In the main menu, the three letter mode name is shown on the display first.
Then, the long-form name will scroll across the screen. After the name scrolls,
the value for that item will be shown. You can repeat the name of most items by
pressing the function knob, other than "Status", "Setup" and “Tuning” modes.

Display Off
In this mode the display is blank and nothing is shown.

StA = Status
This mode is the default display mode. The first character indicates the selected
transmission range (P, r, n, o, d, 2, 1). or "E" if there is an error with the PRNDL
switch (range sensor or pressure switch module). The second character is
normally blank, but will show "P" if Manutronic Pushbutton shift mode is active
or an "L" if Dyno Test mode is active. The
third character indicates the currently
commanded or selected transmission
gear. There is also a small dot at the
upper-left-hand corner of the third display
character (similar to an apostrophe). This
dot will illuminate when the torque
converter clutch is engaged.

dyn = Dyno Test

In status mode, double-clicking the function knob will activate or deactivate
Dyno Test mode. When activated, dyno test will scroll for 2.5 seconds, then
return to the status screen with the addition of an "L" in the center of the display.
This mode enables manual gear selection and prevents unwanted up and down-
shifts. This is for diagnostic use and for commanding a specific gear while
operating your vehicle on a dynomometer. No additional connections or
configuration options are required to use dyno test mode and the desired gear
can be selected by rotating the function knob clock-wise to up-shift or counter-
clockwise to down-shift.

21
 Torque converter clutch engagement can be commanded with a single-click of
the function knob while in Dyno mode. The "L" in the center of the display will
change to a "t" when the converter clutch has been manually engaged. Another
single-click of the function knob will turn converter clutch engagement off. We
have programmed a safe, minimum engine RPM into the controller, and
converter clutch engagement will not occur, even if manually commanded, until
this engine speed is reached.

(In pre-V5.6 firmware, this will be "SEL" instead of "dYn", which is simple gear selection without
the torque converter clutch control features of Dyno Mode.)

AUt = Automatic Select

Indicates that you have left Dyno Test mode and are back in automatic
transmission mode. When in Dyno Test mode, double-click the function knob to
return to automatic mode. AUT will be displayed for 2.5 seconds, then return to
the normal status screen.

SPd = Road Speed

Indicates vehicle speed (from the output shaft speed sensor or vehicle speed
sensor) in MPH. (KPH if the metric system is selected in the system settings of
the tuning software.)

tPS = Throttle Position

Indicates throttle position sensor value in volts.

ºF/ºC = Transmission Fluid Temperature

Indicates current transmission fluid temperature in degrees Fahrenheit (or
Celcius if using metric). The degree symbol is represented on the display by a
raised lower-case "o".

tAC = Engine Tachometer

Indicates engine RPM. 0-999 RPM is displayed as actual RPM. Above 1000
RPM will be displayed with a decimal. (2.30 = 2300 RPM)

bAt = Battery Voltage

Indicates vehicle battery condition in DC volts.

22
 PrS = Commanded Line Pressure
Indicates the transmission line pressure that the controller is currently
commanding in PSI. These values are based upon the normal OEM parameters
for the pressure control solenoid and main regulator valve line-up for the
selected transmission. The actual line pressure may vary from this value,
especially if changes have been made to the main pressure regulator valve, the
main regulator valve spring, the main regulator boost valve, or the pressure
control (EPC) solenoid.

SEt = Set Up System

The setup system menu allows you to easily make the required initial
calibrations after installation. Press the knob once to enter the setup menu. The
changes made in the menu take effect in real time and are saved to the tune
calibration after exiting each item. See the “Setup Menu” section below for more
information.

tnE = Tuning Settings

Allows the most commonly-used settings (such as shift points and shift
firmness) to be adjusted directly on the controller. Press the knob once to enter
Tuning Mode. This mode allows you to make real-time adjustments to your tune
calibration. See the “Tuning Menu Options” section below for more information.

SrE = Software Revision ID

Indicates the software and hardware revision of the controller.
"MajorRev.MinorRev.HardwareRev" (ie: 4.1.3)

SETUP MENU OPTIONS

All of these settings can be changed by entering "adjustment mode" (by
pressing the knob once) and turning the knob clockwise to increase the setting
or counter-clockwise to decrease it. Changes will be effective immediately and
you can return to the setup menu by pressing the knob a second time.

tPS = Calibrate Throttle Position

This is a required step before driving the vehicle for the first time. Clicking this
item will begin the throttle position calibration. Follow the steps as they appear
on the display. For more details on this procedure, see “Step 7: Throttle Position
Sensor Calibration” on page 9.

23
 CLr = Clear Learning
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 “No”, which exits
without clearing anything, "TCC Learn", “Shift Timing”, and “All”.

SPO = Speedo Out Configure

Click the knob to enter adjustment mode. It will either display "OFF" (output
disabled), "rEP" (replicated speed sensor output), or a decimal number for
adjustable output mode. Double-clicking the knob will change modes in the
order of OFF, rEP, then the correction factor (such as 1.25) for adjustable mode.
Turning the knob will change the correction factor. The effect will immediately be
visible on the vehicle's speedometer.

rEt = Return
Click this to return to the main menu.

TUNING MENU OPTIONS

All of these settings can be changed by entering "adjustment mode" (by
pressing the knob once) and turning the knob clockwise to increase the setting
or counter-clockwise to decrease it. Changes will be effective immediately and
you can return to the tuning menu by pressing the knob a second time. The new
settings will be saved to the current active tune when the return ("rEt") option is
displayed and the knob is clicked. If the ignition is turned off before "rEt" is
selected, the new changes will be lost.

FtU = Full Throttle Upshift Speed

This setting is used to adjust the wide-open throttle shift RPM for all shifts. The
RPM value is displayed in thousands (e.g. 5.25 = 5250 RPM). If you are in
doubt, start on the low side. Press the knob once to enter the adjustment mode
and change this setting. (Press once again to return to the menu.)

24
 LtU = Light Throttle Upshift Speed
This setting is used to adjust the light-throttle shift RPM for all shifts. The value
shown is the approximate closed-throttle RPM for the 2-3 upshift and is
displayed in thousands (e.g. 1.32 = 1320 RPM). The 1-2 and 3-4 shifts are
scaled proportionally with the 2-3 shift RPM as it is changed. Press the knob
once to enter adjustment mode and change the setting. (Press again to return to
the menu.) As the shift points are modified at either light or full throttle, the
values in between are automatically scaled proportionally. The light throttle RPM
adjustment has the greatest effect at closed throttle and the influence of this
adjustment diminishes to zero as you approach wide-open throttle. The reverse
is true for the full-throttle RPM adjustments.

tCC = Torque Converter Clutch Engagement Speed

This setting is the transmission input shaft RPM (1.70 = 1700 RPM) at which the
torque converter clutch will engage (providing that all other conditions for
engagement are met). Press the knob once to enter the adjustment mode to
change this setting. (Press again to return to the menu.)

1:2F, 2:3F, 3:4F = Light Throttle Firmness

This setting is used to adjust the light-throttle shift firmness for the chosen
upshift. Value is in commanded line pressure (PSI). Higher values provide firmer
shifts. This value should not be adjusted until after the shift points are set since
the shift points affect shift feel. If you are in doubt, try higher values for this
setting. Press the knob once to enter adjustment mode and change this setting.
(Press again to return to the menu.)

HtF = Hard Throttle Firmness

This setting is used to adjust the heavy-throttle shift firmness for all upshifts in
tandem. Value is in commanded line pressure (PSI). Higher values provide
firmer shifts. This value should not be adjusted until after the shift points are set
since the shift points affect shift feel. If you are in doubt, try higher values for this
setting. Press the knob once to enter adjustment mode and change this setting.
(Press again to return to the menu.)

rEt = Return
Saves the changes to the currently-selected table and exits to the main menu. If
the ignition is turned off before "RET" is executed, your changes will be lost.

25
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28
 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

29
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 (or the F1 key)
and then clicking on an item. This can be used in any area of the software. 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-Open-
Throttle (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.

30
 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 Select Pairs Together 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
tachometer 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 (CLr) command on the controller’s display. Clearing the
data will cause another learning cycle to begin.
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.
If you wish to disable learning, enter Settings in the tuning software and switch
to the Miscellaneous tab. Uncheck Enable Learned Shift Timing
. 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
or an external storage device. To save, click the Save button on the toolbar.
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 button on the toolbar. Then, browse
to the file and click Open.

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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 and installed in the vehicle. 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
The following error messages will scroll on the controller's
display when faults are detected. For more detailed error
messages, you can also view the Controller Fault Display in
the tuning software. The software is not limited to currently set
faults, but can show fault history as well. History is cleared
when the controller powers down completely (ignition turned off
and USB cable removed from computer.) Error messages will not be shown
while in tuning mode. 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 to be directed to the corresponding troubleshooting guide webpage or
visit t1x.us.

Err. bAttEry Lo
The voltage to the controller has dropped below 8 volts.

Err. bAttEry HIgh

The voltage to the controller is above 17.2 volts.

Err. PSoL. CurrEnt HI

An over-current condition was detected with the pressure control solenoid. The
controller will attempt to disable the pressure control solenoid until the ignition is
turned off. If this fault is detected, the vehicle should not be driven until it is
corrected. If you must drive with this failure, it is recommended that you
disconnect power from the system by removing the 7.5A fuse to insure that the
transmission will stay in default mode regardless of any wiring problems that
may exist.

Err. PSoL. CurrEnt Lo

Current measured in pressure control solenoid was too low.

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 Err. SoL.1 CurrEnt HI (Can be solenoid 1-3)
An over-current condition was detected with one of the solenoid banks. The
solenoids on bank 1 include shift solenoid B (or 2) and the second TCC
(ON/OFF) solenoid (GM 4L60E transmissions only). The solenoids on bank 2
include shift solenoid A (or 1). The solenoids on bank 3 include the TCC PWM
solenoid and the 3-2 downshift control solenoid (GM 4L60E transmissions only).
The controller will attempt to disable the solenoid bank with the over-current
condition until the ignition is turned off.

Err. SoL.1 CurrEnt Lo (Can be solenoid 1-3)

Current measured in solenoid bank (1-3) was too low.

Err. TPS Lo-run 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.

Err. TFT Short

The TFT sensor voltage is too low. A possible cause of this could be that it is
shorted to ground.

Err. TFT OPEn

The TFT sensor voltage is too high. The TFT sensor circuit could be open.

Err. trAnS Hot

The temperature in the transmission is above the allowed threshold (which can
be adjusted in the tuning software).

Err. OSS FAILure

The Output Shaft Speed Sensor is open or missing.

Err. ISS FAILure

The Input Shaft (Turbine) Speed Sensor (if equipped) is open or missing.

Err. tbL1 Corrupt (Can be table 1-4)

A Checksum error has been found in the table corresponding to the number
shown. (On Quick 6, this error will force a hard failsafe mode until it is fixed.) It
will also disable saving Setup Menu changes for the bad table and disable the
tuning menu for the bad table. Connect the controller to a PC and load a
calibration using Shiftware.

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 Err. tCC SLIP
Torque converter clutch slip detected when fully engaged.

Err. TrAnS. SLIP

Transmission appears to be slipping in at least one gear.

Err. FULL PrESS. SLIP

Transmission continued to slip after maximum line pressure was commanded.

Err. rEPEATD. SLIP

Transmission slip was detected more than twice in this drive cycle (max. line
pressure latched).

Err. rAtio High

Transmission gear ratio appears to be too high in at least one gear.

Err. PrndL out oF rAngE

Sensor voltage or duty cycle out of tolerance limits, but within approximate
range.

Err. PrndL SIgnAL Lo

Sensor voltage or duty cycle low.

Err. PrndL SIgnAL HIgH

Sensor voltage or duty cycle high.

Err. no PrndL SIgnAL

PWM signal for range sensor not detected.

Err. bAd PrndL=XX-XX

DTR or PSM signal combination not valid. XX-XX indicates high/low status of all
4 DTR pins (1 or 0)

Err. Ford dtr Lo

Voltage from 270 Ohm resistor in Ford DTR sensor measures too low.

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 Err. Ford dtr HIgH
Voltage from 270 Ohm resistor in Ford DTR sensor measures too high.

Err. Clutch Learn

Applies to Quick 6 only. The clutch learning data is either corrupt or missing.
Run the clutch learning procedure from the SETUP menu. See page 40 for
details.

SHiFt SOLx SHOrted

Shift Solenoid X resistance measured too low during the power-on solenoid
check. (X identifies solenoid A – F.)

SHiFt SOLx OPEn

Shift Solenoid X resistance measured too high during the power-on solenoid
check. (X identifies solenoid A – F.)

PrESS SOL. SHOrted

Line Pressure Control Solenoid resistance measured too low during the power-
on solenoid check.

PrESS SOL. OPEn

Line Pressure Control Solenoid resistance measured too high during the power-
on solenoid check.

TCC SOL. SHOrted

Torque Converter Clutch Control Solenoid resistance measured too low during
the power-on solenoid check.

TCC SOL. OPEn

Torque Converter Clutch Control Solenoid resistance measured too high during
the power-on solenoid check.

Err. HI SIdE dr. SHOrted

The high-side output driver appears to be shorted on. Contact Baumann
Electronic Controls technical support for assistance.

Err. Lo SIdE dr. SHOrted

A low-side output driver appears to be shorted on. Contact Baumann Electronic
Controls technical support for assistance.

Err. CurrEnt SEnSE

Measured low-side and high-side currents do not match. 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 support@usshift.com

Scan this code to copy the customer service phone number and email address to your phone.

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