US Shift 4R70W, 4R75, AOD-E Installation And Operation Manual

Installation and Operation Manual for

4R70W, 4R75, and AOD-E Transmissions

US Shift Transmission Control System instruction and operation manual.

www.USshift.com

Baumann Electronic Controls, LLC.

Phone: [phone]

Email: [e-mail]

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.

vF4.0.0 © 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 4R70W, 4R75, and AOD-E 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 4 Page 9

Notes on Installation Page 11

Transmission Diagrams Page 13

Optional Features Page 18

Manual Shift Connections Page 23

Shiftware Page 29

Important Information Page 33

Troubleshooting Page 34

Contact Page 36

READ BEFORE PROCEEDING

Before installing the Quick 4 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

Pre-1996 Transmissions:

Before installing the Quick 4 unit, make sure that the transmission has a high­impedance (~10 Ohms) torque converter clutch solenoid. A low-impedance
solenoid will cause damage to the Quick 4 due to excessive current draw and
should never be used. If the transmission is from 1992-94, it will have a 1 Ohm
low-impedance solenoid. All 1995 transmissions use this low-impedance
solenoid except for the LTD, Grand Marquis, and Town Car. All 1996 and later
transmissions use the proper high-impedance solenoid and do not need to be
changed.

To check which solenoid you have, remove the pan and check the part number
prefix on the solenoid. The right solenoid (High) will have “F5AP” or later prefix.
The wrong solenoid (Low) will have a “F2VP” prefix. You can also check the
solenoid with an ohmmeter by connecting the transmission harness to the
bulkhead. Set the meter to the 1X range and connect to +12V (Red wire) and
the negative Converter Clutch Solenoid (either Brown/Orange or Purple/Yellow).
The right solenoid will read ~10Ω, while the wrong solenoid will read ~2Ω. If you
have the wrong solenoid, you can order the right one from Ford. (Part #F5AZ­7G136-A)

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.

PREPARATION

4

CONNECTING THE ESSENTIALS

(ELECTRONIC FUEL INJECTION)

Step 1: Ground

Splice the ground wires (Pins 15 & 16
Black) from the Quick 4 into the main ECU
(Engine Control Unit) ground wire. Do NOT
connect the ground wires to sheet metal or
other ground sources. The Quick 4 MUST
be connected to the Main ECU ground, as
close to the ECU as possible.

Step 3: Throttle Position Sensor
or Accelerator Pedal Position Sensor

Splice the Throttle Position Sensor signal wire
(Pin 3 Green) from the Quick 4 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.

Step 2: Power

Splice the power wire (Pin 9 Red with 7.5 Amp

fuse) from the Quick 4 into the main ECU

(Engine Control Unit) ignition-switched power

wire.

5

CONNECTING THE ESSENTIALS

(CARBURETED AND MECHANICALLY-INJECTED DIESEL)

Step 1: Ground

Connect the ground wire (Pin 15 Black) from the
Quick 4 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 4 MUST be connected
directly to the battery ground post or negative
battery cable.

Connect the power wire (Pin 9 Red with 7.5
Amp fuse) from the Quick 4 to ignition­switched power wire. Do NOT use accessory­switched power.

Step 3: Throttle Position Sensor
Attach the 3 Throttle Position wires from the
Quick 4 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.

Step 2: Power

6

7

Step 4: Transmission Connectors

Connect the Solenoid, PRNDL, and TSS cables to the transmission. If your
transmission has two TSS connectors, connect both TSS cables according to
their labels. Additionally, connect the Neutral Safety Switch and the Backup
Lamp Switch (See page 16).

Step 5: Optional Features

Connect any extra features you wish to use. See the "Optional Features"
section for details.

8

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 4. 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 4 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.

SETTING UP THE QUICK 4

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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.

10

General Installation:

The Quick 4 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 4 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 codes are shown on the Quick 4 display. It
is a good idea to periodically check the Quick 4 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.

NOTES ON INSTALLATION

11

Adaptation for Factory-Equipped Transmissions:

It is possible to use the Quick 4 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 4. 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.

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TRANSMISSION DIAGRAMS

13

14

15

16

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MULTI-TUNE:

This feature allows completely different calibrations to be used for the
transmission at any time. The table selection switch can be a latching type
switch (maintained toggle switch, latching push-button, etc.) or a momentary
type switch (spring-loaded push-button switch, spring-loaded toggle switch, etc.)
which applies ground to the table select input at Vehicle connector pin 5 when
turned on. When a latching switch is used, it can only be used to switch
between two tables. When the latching switch is activated, the controller will
use the secondary calibration table (normally table 2), and it will run off of the
primary table (normally table 1) when the switch is off. A momentary switch will
cycle through all of the tables in use (1-2-3-4-1...). 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. Whenever
the table state is changed, it will be scrolled on the controller’s display (tb1, tb2,
tb3, tb4).

There are alternative table select input methods that can be used. You can hold
the O/D button for 2 seconds, single-click the controller knob while at the status
screen, or attach a latching or momentary switch to the brown wire (pin 4). This
would free up the purple wire (pin 5) to be a low-range selection switch.

Different modes can be
selected in the tuning software
which will select different
tables for different situations.
For example, “Select Tables
Using Only 4WD Mode” will
use table 1 in 2WD and 4WD
high range, with table 2 for
4WD low range (Tables 3-4 will
be used for the second and
third low ranges, if equipped) If
a switch is connected to the
table select wire, “Select
Tables Using Switch and 4WD Mode” chooses tables 1 or 2 in 2WD mode and
table 3 or 4 in 4WD (depending on switch position).

“Select Tables Using O/D On-Off Mode” will choose the table according to the
Overdrive switch. O/D On will use table 1, O/D Off will use table 2, and Manual
mode will use table 3 (if enabled).

OPTIONAL FEATURES

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4x4 Low Range Detection:

Low range detection can be enabled if you want the controller to switch to an
alternate calibration table when 4x4 low range is engaged. Configure the
options in Shiftware under the “2WD/4WD Options” and “Table Select” tabs in
the settings window. For example, 4x4 low range detection can be enabled so
that when ground is applied to pin 5 (purple) of the vehicle harness, the
controller will switch to table 2. Other options include holding the O/D switch for
2 seconds or single-clicking the controller knob to enable 4x4 low range
calibration. Up to 3 low range ratios can be used. Whenever 4x4 low-range state
is changed, it will be scrolled on the controller’s display (4HI, 4Lo, 4L2, 4L3).

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.

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

19

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 4 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.

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.

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 “Flex-Shift” 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).

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The FLEX-SHIFT Settings window. O/D settings are at the bottom.

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.

21

22

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, 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 4 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 4
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.

24

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 4 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.

25

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 4 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.

26

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 4
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.

27

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 4
controller and the correct settings used in the Shiftware setup.

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Introduction:

Using the Shiftware software allows you to modify the way your Quick 4
Transmission Control System behaves. You can customize shift-points as well
as monitor and diagnose the Quick 4 unit in real-time.

Setup:

To create a calibration for the Quick 4, 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.

SHIFTWARE

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 & 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-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.

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 4 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.

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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 4:

For the changes you've made to take effect on the Quick 4 controller, you first
must write the calibration to the unit. Connect the
Quick 4 to your computer using a standard USB
cord (Type A to Type B). Click the Write

Calibration button on the toolbar and a
menu will appear. If you aren’t using multiple
calibrations, click the All Tables button to save
the calibration to the controller. The Quick 4 can
now be disconnected from the computer and
installed in the vehicle. (To use multiple tables,
you can create a new calibration and choose one of the other table buttons
when writing to the controller.) When the Quick 4 unit is disconnected from the

computer, the Write Calibration button will be grayed out.

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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).

IMPORTANT INFORMATION

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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.

F:bL

Battery voltage is too low
(Less than 8 volts)
t1x.us/111

F:bH

Battery voltage is too high
(More than 17.2 volts)
t1x.us/112

OCP

Pressure control solenoid overcurrent error
(Pressure control disabled, max line pressure)
t1x.us/113

OC1

Overcurrent error in solenoid bank 1
(Outputs disabled)
t1x.us/114

OC2

Overcurrent error in solenoid bank 2
(Outputs disabled)
t1x.us/115

OC3

Overcurrent error in solenoid bank 3
(Outputs disabled)
t1x.us/116

F:tP

Throttle position sensor value has dropped
below the minimum (idle) voltage setting
t1x.us/110

F:tL

Transmission fluid temperature sensor voltage
is too low (Possible short to ground)
t1x.us/118

F:tH

Transmission fluid temperature sensor voltage
is too high (Possible open circuit in sensor or
wiring harness)
t1x.us/119

Hot

Transmission is overheating
(Fluid temperature is above warning
temperature setting)
t1x.us/120

34

F:OS

Output Shaft Speed Sensor Missing or Open
t1x.us/121

F:IS

The Input Shaft (Turbine) Speed Sensor (if
equipped) is open or missing
t1x.us/122

F:C1

Checksum error in table 1 (Use tuning software
to reload table 1 tune)
t1x.us/1a

F:C2

Checksum error in table 2 (Use tuning software
to reload table 2 tune)
t1x.us/1b

F:C3

Checksum error in table 3 (Use tuning software
to reload table 3 tune)
t1x.us/1c

F:C4

Checksum error in table 4 (Use tuning software
to reload table 4 tune)
t1x.us/1d

CSL

Torque converter clutch slip detected when
fully engaged
t1x.us/124

F:SL

Transmission appears to be slipping in at least
one gear
t1x.us/108

FSS

Transmission continued to slip after maximum
line pressure was commanded
t1x.us/108

rSL

Transmission slip was detected more than
twice in this drive cycle
(max. line pressure latched)
t1x.us/108

F:rE

Transmission gear ratio appears to be too high
in at least one gear
t1x.us/125

F:rS

There are several errors which can cause this
code to appear. The Controller Fault Display
in the tuning software will differentiate between
all of the errors listed which show the F:rS error
code on the controller.

Analog range sensor voltage or PWM duty
cycle is out of tolerance, but is within
approximate range for a given position.

Controller is configured for a PWM range
sensor, but no PWM signal was detected.

Digital range sensor signal combination is not
valid.

Analog range sensor voltage or PWM duty
cycle below low limit (Possible short to
ground).

Analog range sensor voltage or PWM duty
cycle above high limit (Possible open sensor).

Ford digital range sensor analog window
voltage is too low (Possible short on TR3A pin).

Ford digital range sensor analog window
voltage is too high (270 Ohm resistor on TR3A
pin not detected)

t1x.us/103

35

Contact

If you have any questions, problems, or product orders,

don’t hesitate to call our customer service line.

[phone]

(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

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

[e-mail]

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