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.

vF3.0.0 © Copyright 1997 - 2016 by Baumann Electronic Controls, LLC.

All rights reserved.

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.

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 CONTENTS
Preparation Page 4

Connecting the Essentials Page 5

Setting up the Quick 1 Page 9

Notes on Installation Page 11

Transmission Diagrams Page 13

Optional Features Page 18

Manual Shift Connections Page 21

Shiftware Page 27

Important Information Page 30

Troubleshooting Page 31

Contact Page 32

READ BEFORE PROCEEDING

Before installing the Quick 1 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 code misunderstood, could result in
serious damage to your vehicle and transmission.

3
 PREPARATION

Pre-1995 Transmissions:

The Quick 1 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.

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 CONNECTING THE ESSENTIALS
(ELECTRONIC FUEL INJECTION)

Step 1: Ground
Splice the ground wires (Pins 15 & 16
Black) from the Quick 1 into the main ECU
(Engine Control Unit) ground wire. Do NOT
connect the ground wires to sheet metal or
other ground sources. The Quick 1 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 1 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 1 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.

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 CONNECTING THE ESSENTIALS
(CARBURETED AND MECHANICALLY-INJECTED DIESEL)

Step 1: Ground
Connect the ground wire (Pin 15 Black) from the
Quick 1 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 1 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 1 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 1 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.

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 SETTING UP THE QUICK 1

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 1. 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 1 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.

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Step 7: Throttle Position Sensor Calibration
Set the Closed Throttle and Full Throttle Positions. This step should be done
with the ignition turned to “ON”, but the engine off. The engine should also be
warm.

Turn the knob to “Tune” (tnE) and click once. “Closed Throttle Position” (CtP)
should be displayed. Leave the accelerator untouched. Click the knob once,
then double-click to set the current Closed Throttle Position. Click again to exit.

Turn the knob to “Full Throttle Position” (FtP). Hold the accelerator all the way
down. Click the knob once, then double-click to set the current Full Throttle
Position. Click again to exit.
Turn the knob to “Save and Exit” (SAE). Click once to save and exit.

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 NOTES ON INSTALLATION

Preparation for All Transmissions:

For performance or heavy-duty use, the valve body calibration should be

modified to increase transmission torque capacity. Though the transmission is
electronically controlled, the valve body still controls full-throttle shift firmness
and the ultimate torque-capacity of the transmission. Baumann Electronic
Controls offers valve body recalibration kits with five levels of shift firmness,
allowing for precise calibration to meet the vehicle's needs.

General Installation:

The Quick 1 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 1 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. 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 codes are shown on the Quick 1 display. It
is a good idea to periodically check the Quick 1 display for errors as you drive,
so it is wise to consider an accessible mounting location. If any error codes or
unexpected characters are displayed, please refer to the user interface manual
for detailed explanations. 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.

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Adaptation for Factory-Equipped Transmissions:
It is possible to use the Quick 1 TCS 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 TCS for this purpose allows flexibility in choosing the
engine management system, in addition to the increased control, performance,
and transmission durability afforded by Quick 1. 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 TCS (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 TCS 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 TCS 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.

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TRANSMISSION DIAGRAMS

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15
16
17
 OPTIONAL FEATURES

Table Select:

The table selection switch should be an On-Off type switch (such as a toggle or
latching push-button switch) which applies ground to the table select input at
Vehicle connector pin 5 when turned on. When the switch is turned on, the TCS
will use the secondary calibration tables, allowing a completely different
calibration to be selected for the transmission at any time. The Table Selection
input may also be connected to a nitrous oxide system to provide an alternate
calibration for use when the nitrous system is engaged. Other uses for this
input include a “Sport/Economy” switch or a “Normal/Aggressive” switch. The
usefulness of this input is limited only by your imagination.

Speedometer Output:

We have provided an adjustable speed signal output 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 (please refer to the
"jumper settings" document for more information).

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.

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 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 1 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.

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.) 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. This
setting can be configured under the “Driver Control Switch Settings” tab of the
tuning software.

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.

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20
 MANUAL SHIFT CONNECTIONS

Manutronic Overview:

If connected and enabled in the software, the ManuTronic feature will allow
manual selection of all forward gears using paddles, push-buttons, or another
type of switch. With ManuTronic engaged, a brief press of the UPSHIFT button
will change to the next higher gear, while DOWNSHIFT will change to the next
lower gear. ManuTronic also has a safety feature which inhibits downshifting if
the engine RPM is too high, which prevents over-revving of the engine due to a
driver's error.

Manutronic Reference Supply (JW2-5)

There are several different ways to configure the Manutronic to meet your
specific needs. Depending on your Manutronic configuration, you may need to
install or uninstall the Manutronic jumper (JW2-5). You can find the jumper
settings manual on the Quick 1 software disc in PDF format.

This jumper supplies 5V to the Manutronic 1 input and should be installed for all
Manutronic configurations (except for a Ford cruise control system). See the
sections below for further explanation.

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Ford Cruise Buttons:

For this configuration, you will need to solder the Dark Blue wire (Pin 14 on the
Vehicle Connector) to the Blue / Black striped wire that connects the steering
wheel buttons to the cruise module. (Follow the guidelines for soldering found in
the “General Installation” section.) The Light Blue wire is not needed for this
configuration. The Manutronic jumper should not be installed in the Quick 1
controller. Be sure to use the correct settings in the Shiftware setup. To enable
the Manutronic, double-click the CRUISE OFF button. Press ON or OFF once to
disable it.

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Ford Cruise Buttons without Cruise Module:

For this configuration, you will need to connect the Dark Blue wire (Pin 14 on the
Vehicle Connector) to the steering wheel buttons. (Follow the guidelines for
soldering found in the “General Installation” section.) The Light Blue wire is not
needed for this configuration. Remember that the Manutronic jumper must be
installed in the Quick 1 controller and the correct settings used in the Shiftware
setup. To enable the Manutronic, double-click the CRUISE OFF button. Press
ON or OFF once to disable it.

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Momentary Shift Buttons with Latching On / Off Switch:

For this configuration, you will need to connect the Dark Blue wire (Pin 14 on the
Vehicle Connector) to your down-shift button (momentary) and connect the Light
Blue wire (Pin 6 on the Vehicle Connector) to your up-shift button (momentary).
To connect the on / off switch (latching), solder the switch's wire onto the Dark
Blue down-shift wire with a 680 Ohm resistor between them. (Follow the
guidelines for soldering found in the “General Installation” section.) Remember
that the Manutronic jumper must be installed in the Quick 1 controller and the
correct settings used in the Shiftware setup. Manutronic will be enabled when
the toggle switch is turned on and disabled when it is turned off.

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Momentary Shift Buttons with Momentary On / Off Switch:

For this configuration, you will need to connect the Dark Blue wire (Pin 14 on the
Vehicle Connector) to your down-shift button (momentary) and connect the Light
Blue wire (Pin 6 on the Vehicle Connector) to your up-shift button (momentary).
To connect the on / off switch (momentary), solder one side of the switch onto
the Dark Blue down-shift wire and the other side to the Light Blue up-shift wire.
(Follow the guidelines for soldering found in the “General Installation” section.)
Remember that the Manutronic jumper must be installed in the Quick 1
controller and the correct settings used in the Shiftware setup. To enable the
Manutronic, press the On/Off button once and do the same to disable it.

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Twist Machine ShrifterTM:

For this configuration, you will need to connect the Dark Blue wire (Pin 14 on the
Vehicle Connector) to COM2 of the receiver and connect the Light Blue wire
(Pin 6 on the Vehicle Connector) to COM1 of the receiver. You can use either a
momentary push-button on / off switch or a latching toggle on / off switch. (Refer
to the previous two sections on how to install and use the on / off switch.)
Remember that the Manutronic jumper must be installed in the Quick 1
controller and the correct settings used in the Shiftware setup.

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 SHIFTWARE

Introduction:
Using the Shiftware software allows you to modify the way your Quick 1
Transmission Control System behaves. You can customize shift-points as well
as monitor and diagnose the Quick 1 unit in real-time.

Setup:
To create a calibration for the Quick 1, 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:\BTS\) 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

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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 curve (otherwise
known as the EPC current) in relation to throttle position. The lower the line
pressure curve is on the graph, the higher line pressure 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 speed in miles per hour. Click on
a point in the graph to select it. (If Automatic Down-shift 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 Downshift Select
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.

28
Tables:
You can create more than one calibration, and use the Table buttons on
the toolbar to select whether the current calibration file will be read from or
written to table 1 or 2. The two table spaces in the controller are separate and
independent, and each can hold a separate calibration file. An optional Table
Select Switch can be added to the Quick 1 system to switch between them.
(See “Optional Features”)

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.

Writing a Calibration to the Quick 1:

For the changes you've made to take effect on the Quick 1 TCS, you first must
write the calibration to the unit. Connect the Quick 1 to your computer using a
standard USB cord (Type A to Type B). First, select the table you wish to write to
the Quick 1 unit by clicking either the 1 or 2 buttons on the toolbar. Then,
click the Write Calibration button on the toolbar. Once the Shiftware is
finished writing the calibration, you can repeat these steps for the other table.
When the Quick 1 unit is disconnected from the computer, the Write
Calibration button will be grayed out.

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 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

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 Codes:
The following error codes will be shown 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.)
Scan the QR Code to be directed to the corresponding troubleshooting guide
webpage or visit t1x.us.

OCP F:rS
Pressure control solenoid overcurrent error There are several errors which can cause this
(Pressure control disabled, max line pressure) code to appear. The Controller Fault Display
t1x.us/213 in the tuning software will differentiate between
all of the errors listed which show the F:rS error
code on the controller.
OC1 Analog range sensor voltage or PWM duty
Overcurrent error in solenoid bank 1
cycle is out of tolerance, but is within
(Outputs disabled)
approximate range for a given position.
t1x.us/214
Controller is configured for a PWM range

OC2 sensor, but no PWM signal was detected.

Overcurrent error in solenoid bank 2 Digital range sensor signal combination is not
(Outputs disabled) valid.
t1x.us/215
Analog range sensor voltage or PWM duty
cycle below low limit (Possible short to
OC3 ground).
Overcurrent error in solenoid bank 3 Analog range sensor voltage or PWM duty
(Outputs disabled) cycle above high limit (Possible open sensor).
t1x.us/216
Ford digital range sensor analog window
voltage is too low (Possible short on TR3A pin).
F:tP Ford digital range sensor analog window
Throttle position sensor value has dropped
below the minimum (idle) voltage setting voltage is too high (270 Ohm resistor on TR3A
t1x.us/210 pin not detected)

t1x.us/203

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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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