MegaShift and Tuning Software

Set-Up and Tuning Parameters

The following is a list of of all the tuning parameters in the MShift™ V2.xxx software, and each has a description of how that parameter is used. Pressing F1 at any menu in the tuning software while connected to the internet will take you directly to the corresponding spot in this file.

Note: DO NOT power off the MShift™/GPIO board while the 'Flash Burn' indicator is active. Doing so *will* corrupt your settings. Wait a second or two for the burn to complete before powering down the board.

File

TunerStudioMS can store and retrieve set-up files, both entire set-ups (.msq files), and gear or line pressure table files (.vex).Â

Open a previously saved .MSQ settings file. This is a file that contains the set-up parameters specific to your transmission.
Save Tune a .MSQ settings file. This is a file that contains all the set-up parameters specific to your transmission. You can (and should) save your set-up regularly to allow you to recover your settings and to seeÂ that changes you have made. It is especially useful if you are trying different combinations while tuning, find the transmission runs worse, and want to revert to a known good set-up. MSQ files also allow you to exchange set-ups with other people with similar combinations.
Save Tune As saves an .MSQ file, but allows you to change its name or location.
Work Offline allows you to work with TunerStudioMS without having it constantly polling for a connection, which can slow it down a lot. This is helpful if you want to edit an MSQ file without connecting to MegaSquirt^® EFI Controller, for example.
Exit: This will close TunerStudioMS, shutting any current log files in the process.

Options

Look and Feel: You have the choice of four styles for the look of TunerStudioMS. These affect the title bar area, the border color, and the menu font style. You can try different settings to get the most readable and pleasing display. This does not affect the gauges, indicators, or the contents of the menus themselves.
- Metal:
- Nimbus:
- CDE/Motif:
- Windows:
You can see the images 2x larger by right-clicking on them, and selecting 'View Image'.
Navigation:
- MegaTune Style: This places all the menus (TunerStudio's menu items and those contained in the INI(s)) in a single row of menu items near the top of the window (like MegaTune).
  This is without 'MegaTune Style':
  
  This is with 'MegaTune Style':
- Toolbar Style: This places TunerStudio's menu items in a single row near the top, then underneath that are tabs for each of the main INI menu items. Th is makes it clear which menu items are specific to TunerStudio or the code. It might make the text easier to read (or it might make it harder). You will have to experiment with combinations of 'Toolbar Style' and 'Look and Feel' to get the look you prefer.
- Navigation Options:
  - Show Disabled Menu: If a menu item is disable (X-Tau, or a second VE table, for example), it will appear grayed out if this box is not checked. If this item is checked, the menu won't appear at all. Having this checked cleans up the menus, but can make it hard to find some settings if they haven't been enabled.
Advanced:
- Report corrected INI Warnings: TunerStudioMS will automatically correct most INI formatting problems. If you check this box, those corrections will appear in a pop-up dialog (so you can correct the INI if you wish). Unchecking this box will prevent the pop-up from appearing.
Preferences:
- Load Last Project on startup: When you open TunerStudioMS, having this checked will cause TunerStudioMS to automatically load the last project you opened. If you have just one project, or only switch between them occasionally, this can be useful. If this is checked and you attempt to connect to a controller for which the project is not suited, you will be asked if you want to open another project, update the INI, or work-offline, etc.
- Load Project Full Screen: Allows you to load the the project 'maximized'.
- Settings Dialog Font Size: You can change the dialog font size here. Note that this does not affect the menu font size (set that using the 'Look and Feel' and 'Navigation' options).
- Perform Difference Report on Connect: Checking this will cause TunerStudioMS to check the current parameters on your controller against those used the last time TunerStudio was connected, and issue a warning if they are not the same.
- Automatically Load and Save Current Tune: This will automatically load the last tune save, and automatically save in your project folder any changes you make to to the user parameters.
Performance:
- Gauge Float down on start: Checking this starts all the gauges at their highest values on a TunerStudio start, and then lets them float down to zero (before reflecting the current value). If unchecked, the gauges start at zero on a TunerStudio start, and they stay there until valid values are received). Checking this box adds 'eye appeal', but can cause TunerStudioMS to load more slowly.
- Modal Dialogs: Turning this on will aid performance for old and slow computers.
- Run in Lite Mode: Turns off some less-used TunerStudioMS features to conserve resources and speed performance. May not be available in all versions.

Datalogging

Datalogging allows you to turn on the logging of real-time variables to a file on your PC. Once you have enabled datalogging, TunerStudioMS polls the GPIO controller when any of the front page, runtime display or tuning screen are active, and writes this data to a file. The file has a comma-separated value format and defaults to having an extension of .XLS, so Microsoft Excel will open them automatically. There are three datalog formats: classic, full and raw. The classic format is useful for interfacing to older programs (old versions of MST3k require this format). The full format is the most useful for examining values manually and for making plots and such (it is the only format with a continuous real-time clock). Datalogs may be used as input to Phil Tobin's excellent MegaLogViewer program to view the parameters as graphs (even in real time), as well as automatically correct your VE table. Get the MegaLogViewer at www.ideasandsolutions.biz/MegaLogViewer/download/. MegaLogViewer will process your datalog, automatically detecting which type of log is being read and acting accordingly. When datalogging is enabled, the second box in the status bar on bottom of the front page contains a bold "LOGGING"Â indicator.

The datalogged variables are:

Time

This is the actual time calculated from the PC system time.

Seconds

Clock, time is seconds since last restart, reset, or 'roll-over' of the clock to zero (from 65535 seconds)

Mode

Current shift mode:
0=manual,
1=auto (table),
2=auto (sequential)

Speed

Current vehicle speed (in mph or kph, depending on Metric_Units)

RPM

Current engine rpm (from MS-II™ CAN or using ISS/tach input circuit or estimated from VSS and gear)

miles/kms

Trip odometer - since last restart/reset (in the units noted).

load

Engine load reported from MS-II™ using CAN, or determined using local circuit

WOT

This values indicates if the engine has been to WOT stautus in the last ten seconds. It is zero if it hasn't, and counts up to ten and resets otherwise.

mpg

Fuel efficiency in miles per U.S. gallon

swADC

Manual gear lever position ADC count for swA (processor pin PAD00 on GPIO board circuit EGT4 using Ampseal pin 26)

swBDC

Manual gear lever position ADC count for swB (processor pin PAD01 on GPIO board circuit GPI2 using Ampseal pin 6)

swCDC

Manual gear lever position ADC count for swC (processor pin PAD03 on GPIO board circuit EGT3 using Ampseal pin 25)

swD

When 4 inpout channels are used to determine the shift lever position, this indicates whether that 4th input is high (=1) or low (=0)

solst

The state of solA (output1) is logged as the first bit of solst. The state of solB (output2) is logged as the second bit of solst. The state of solC (output3) is logged as the third bit of solst. The state of solD (output4) is logged as the 4th bit of solst. Zero in any position means off, 1 means on. So some examples are:

0000 = 0 - solA off, solB off, solC off, solD off
0001 = 1 - solA on, solB off, solC off, solD off
0011 = 3 - solA on, solB on, solC off, solD off
0101 = 5 - solA on, solB off, solC on, solD off
1000 = 8 - solA off, solB off, solC off, solD on
1010 = 10 - solA off, solB on, solC off, solD on
1100 = 12 - solA off, solB off, solC on, solD on
1111 = 14 - solA on, solB on, solC on, solD on
... etc....

cGear

Current selected gear determined from state of shift solenoids and output tables

tGear

Gear to shift to determined from shift table (limited by the manual gear lever position as appropriate). This is still reported if shifting manually using the shift buttons, but isn't used, of course

mGear

Manual gear lever position determined from switch manifold (GM style) or switch voltage (Ford style)

TCC

Torque converter clutch state:
0 = unlocked torque converter clutch,
1 = locked clutch

Brake

Brake status:
0 = brakes off,
1 = brakes on

Current output shaft rpm, as determined from the VSS sensor output

Calculated or measured input shaft rpm

slip

Difference in rpm between engine rpm and input shaft rpm

temp

Transmission fluid temperature

line

Line pressure in pounds per square inch

auxCH

Axillary data channel (used for load if no CAN)

error

error code:

bit	& with	meaning
0	0x01 = 1	1 = okay, 0 = serial communications error
1	0x02 = 2	0 = okay, 1 = no CAN communications (load = 0.0)
2	0x04 = 4	0 = okay, 1 = under/over rev shift attempted
3	0x08 = 8	0 = okay, 1 = VSS reset occurred
4	0x10 = 16	0 = okay, 1 = other VSS error - no signal, excessive noisy/drop-outs (check tooth error counter)
5	0x20 = 32	0 = okay, 1 = gear out-of-range
6	0x40 = 64	0 = okay, 1 = low voltage (<10)
7	0x80 = 128	0 = okay, 1 = no brake signal (triggered only after exceeding 20 mph/kph and then going below 12 mph/kph without a brake signal being received at any point)

Ex1: error 11 = 1 + 2 + 8 = serial comms okay, no CAN comms, VSS reset has occurred.
Ex2: error 65 = 1 + 64 = serial comms okay, low voltage.

PC%

Pressure Control valve duty cycle (% for PWM)

Sp1

Spare port 1 status, 1=on, 0=off

Sp2

Spare port 1 status, 1=on, 0=off

sLoad

Short term LOAD average

mloop

Main loop counter

mlfrq

Main loop frequency (note the the main loop stops for the duration of shifts).

dbug

Spare debugging variable brought out in TunerStudioMS (default is VSS tooth error count)

burn

Indicates that a burn of users parameters to flash memory is active.

FWD

state of 2WD or 4WD switch for speedometer adjustment if enabled - 0 = 4WD, 1 = 2WD

Example: error 11 is 1 + 2 + 8 = serial comms okay, no CAN comms, and VSS reset has occurred.
Example 2: error 65 is 1 + 64 = serial comms okay, low voltage.

More variables are available for datalogging, you can find these in the [OutputChannels] section of the INI.

Start Logging (CRTL-L) - starts a datalog. The runtime values will be saved to a file once you give the file a name. A default name is 'suggested' by TunerStudioMS, and has the format 'datalogyyyymmddhhiii.msl' (or .xls), where:
- yyyy is the year,
- mm is the month (0-12),
- dd is the day (0-31),
- hh is theÂ hour (0-24), and
- ii is the minute (0-59),
all based on the time of creation of the datalog.Â The frequency of the datalog is set under 'Data Rate' in the Communications dialog.
Stop (CRTL-B) - stops the datalog from recording additional runtime variables.
Burst Logging Mode datalog at the maximum speed the com port will support, regardless of the data rate set in the communications settings. This will result in very large datalogs in very short periods of time.

Import/Conversion: Converts a datalog file.
- Palm Import Utility: Converts a Palm log file.
- Convert Binary Log (MS3/FRD):
View with MegaLogViewer: Opens a datalog file for viewing in MegaLogViewer. If you are actively datalogging, this will open the current datalog up to the point in time it is opened.

General Settings

Rev Limits
- RPM Checking: This setting specifies whether rpm checking is enabled. If it is, the resulting engine speed is calculated before a shift, and the shift is blocked if the engine speed would fall outside the allowed range. Is is highly recommended that rpm checking be enabled at all times on your vehicle, otherwise an intermittent VSS signal or load signal could potentially cause unexpected and damaging downshifts. The rpm checking can be disabled for use on a stim (where the engine speed won't necessarily follow the gear changes).
- Lower Rev Limit: If RPM checking is enabled, an up shift is not allowed if it will result in an engine speed less than the lower rev limit value. Instead the transmission remains in the current gear.
- Upper Rev Limit: If RPM checking is enabled, a down shift is not allowed if it will result in an engine speed greater than the upper rev limit value. Instead the transmission remains in the current gear.
Gear Ratios
You must enter the gear ratios built into the transmission.
- Number of forward gears: This is the number of forward gears in the transmission. This parameter is used to prevent the transmission from trying to shift to a gear that the transmission does not have, and it is also used to limit the number of inputs available under the InputX Patterns and OutputX Patterns in the tuning software.
- First Gear: Gear ratio (x.xxx : 1) for first (1st) gear.
- Second Gear: Gear ratio (x.xxx : 1) for second (2nd) gear.
- Third Gear: Gear ratio (x.xxx : 1) for third (3rd) gear.
- Fourth Gear: Gear ratio (x.xxx : 1) for fourth (4th) gear.
- and so on up to the number of forward gears...
- Reverse Gear: Gear ratio (x.xxx : 1) for reverse (R) gear.
Shift Factors
- Auto Shift Mode: This can be sequential or skip-shift. Sequential always shifts to the next higher or lower gear, and completes that shift before attempting another shift. Skip-shift will go directly to the target gear, skipping any intermediate gears if necessary. Skip-shift may be faster, but may upset the vehicle dynamics.
- Minimum Manual Speed: This the the minimum speed allowed in manual mode, traveling slower than this will force the transmission into auto mode. Note that in addition to a speed between 0 and 15 mph, you can set this to:
  - 0.0 = shift to auto mode only if you stop, or
  - -1.0 = shift to auto mode only if both shift buttons are pressed or if the rev limits are exceeded.
- Shift Button Duration: This is the number of main loop cycles (at approx 5000 loops/second) that it takes for the shift button activation to be recognized while continuously pressed. Larger number slow the shift response, but filter more noise out of the signal.
  The code then won't let you shift again until you have released both shift buttons for 1/4 of the user-set 'shift button duration'. This prevents a single button press from causing multiple shift up or down.
- Digital Switch Debounce: This is the number of times the gear lever determination switches must be the same before the controller will consider it to be 'certain' of the switch state and establish the gear lever position. Unlike older code (which ran from 0 to 255) this value can be as high as 65535. The default in the V4 code is 400 (compared to 80 in the V2 code).
- LOAD Smoothing Factor: This is a factor used to average the load readings to help get a true sense of the driving style and thus help prevent the transmission from 'hunting' gears. It can be from 1 to 4000. Higher numbers result in longer averaging periods (and less fluctuation).
- Max. Shift Line Pressure: This sets the maximum line pressure during a shift (in units of 100%-line pressure duty cycle%). High line pressures result in faster shifts, but are harder on the transmission internal parts. The 4L60E is not noted for being tolerant of very high line pressure during shifts.
- Shift Pressure Adjustment Delay: This is the period of time controller waits before a shift to allow the line pressure change to take effect (and for the TCC to disengage if necessary).
- Shift Completion Delay: This is the period of time the controller waits after changing the shift solenoid states for the shift to complete. No further shift computations are made during this period.
- Shift Speed Hysteresis: A shift will not be attempted until the vehicle speed has changed by at least the shift speed hysteresis amount (in mph or kph, depending on the 'Metric/Imperial Units' setting) since the last shift.
- Shift Load Hysteresis: A shift will not be attempted until the engine load has changed by at least the shift hysteresis amount since the last shift. If MAP is used as the load, then the hysteresis value is in kiloPascals (kPa), if TPS is used as the load, then the hysteresis value is in percent (%).
- Hysteresis Enable Speed: No hysteresis is used below this speed.
  The hysteresis conditions are for auto mode only, of course. The hysteresis conditions are OR'd. That is, if either condition is met the shift is allowed. However, the hysteresis condition are not used if the load is at WOT.
  You can disable the hysteresis by setting the values to zero, or setting the 'Hysteresis Enable Speed' very high (will require mods to the INI, which limits the value to 15),
  The hysteresis is in there for a reason though. If you have no hysteresis, and happen to be traveling at a nearly constant speed very near one of the shift speeds, the controller could cause the trans to shift between gears continuously, which would be very annoying. It would be like the TCC switching on and off, but 100 times worse.
  And if a given speed column has more than one gear in it (most will - because you will want to upshift earlier at low loads - have a look at the default table) then the speed may stay the same but the load change slightly at the shift point (where the gear changes in the table) and cause a shift. This gear change can itself cause a change in kPa (because the rpm changes) and this might result in a shift back to the original gear, and so on. However note that you can do a lot with the 'LOAD Smoothing Factor' to lower the amount of 'bounce' in the load signal.
  Note that in a real vehicle (as opposed to testing on a bench), hysteresis won't delay a shift, as long as the gap between speed bins is larger than the 'Shift Factors/Shift Speed Hysteresis' setting and the gap between load bins is larger than the 'Shift Factors/Shift kPa Hysteresis'.
- Line pressure in neutral: The line pressure (in units of 100-pressure control solenoid duty cycle) in neutral. Lower values can smooth the shift in gear with the shift lever, but also slow this shift.
Throttle Factors
- WOT TPS Threshold: The TPS value (from MS-II over CAN) above which the MegaShift™ code determines you are at full throttle, so it skips the LOAD averaging and uses the current LOAD value. The shift hysteresis values are also ignored if the WOT TPS Threshold is exceeded. Both of these actions speed downshifts.
- Idle TPS Threshold: The TPS value (from MS-II over CAN) below which the MegaShift™ code determines you are at idling (if the speed is also zero and the transmission is in 1st gear), so applies the the Idle-Up timing and IAC adjustments.
- WOT Duration: This is the time after the throttle is open fully that hysteresis is disabled. It can be set from 0 to 20 seconds. The default is zero.
Solenoid PWM Setup
Note that fully variable PWM is enabled only on the PC (pressure control) valve in the default 4L60E configuration. This valve has a 1N4001 recirculation diode installed externally between the solenoid power supply and the line to the GPIO board to recirculate the flyback current generated by the PWM. The illustrated instructions are here: Recirculation Diode Instructions. If you enable PWM on Output1, Output2, Output3, Output4, and/or TCC you MUST install an external 1N4001 recirculation diode between that solenoid's voltage supply and the line going to the GPIO board. The banded end of the diode goes to the voltage supply wire, the non-banded end of the diode goes to the line to the GPIO board. Install the diode as close to the solenoid as is convenient. The 1N4001 diode is installed externally to avoid bringing high-voltage noise into the controller. 1N4001 diodes are available at virtually any electronics supply shop. Without this external diode in the PWM circuits, you may damage some internal components.
- PC PWM Period: This is the period, in milliseconds, for the pressure control (PC) solenoid pulse width modulation. You can enter a value between 0.427 and 10.888 (92 Hertz to 2340 Hertz) - the tuning software may round the value up or down slightly to be compatible with the processor's timer set-up.
- PC Voltage Correction: This is the battery voltage correction factor for the pressure control solenoid. Lower voltages require longer PWM duty cycles to achieve the same line pressure. This factor lets you set how much duty cycle (as an additive percentage) is added to the pressure control duty cycle below 12 Volts (or subtracted above 12 Volts).
- Output3 PWM Period: This is the period, in milliseconds, for output3 (the 3-2 shift control solenoid) pulse width modulation. You can enter a value between 0.850 (0.000850 sec = 1176 Hertz) and 21.000 (0.021 msec = 48 Hertz) - the tuning software may round the value up or down slightly to be compatible with the processor's timer set-up. Not that in the default settings for the 4L60E, output3 operates only at 0% PWM or 90% PWM.
- Output3 DC when ON: When Output1 is 'on' the DC will be set to the specified value (the frequency can be set under 'General Settings/Solenoid PWM Set-Up/Output3 PWM Period')
- Output1,2,4,5 and 6 PWM Parameters:
  - Output1/2/4 ON Period: this is the time the signal is high, and is specified in multiples of 0.128 milliseconds (0.000128 seconds).
  - Output1/2/4 OFF Period: this is the time the signal is low, and is specified in multiples of 0.128 milliseconds (0.000128 seconds). The user parameters can range from zero up to 255. The shortest period we can have is 2*0.128 = 0.256 for a frequency of 1/0.000256 = 3906 Hertz. The lowest PWM frequency will be 1/((255+255)*0.000128) = 15 Hertz (at 50% duty cycle). So the range will be 15 to 3906 Hertz. Note that the longer the period (the smaller frequency), the greater the PWM percentage resolution becomes.
    Here is a calculator to help set the ON and OFF parameters based on the target frequency and duty cycle:
    
    Target Frequency (Hz)
    
    Target Duty Cycle
    
    Set ON Period =
    
    Set OFF Period =
    
    Actual Frequency
    
    Actual Duty Cycle
    
    Hz %
  You can select which of the outputs (1,2,4,5,6) have PWM, and which are on/off in this menu as well. Note that Output3 is controlled independently.
  Also see: PWM Refresh and Dithering
VSS Setup
- Number of VSS Teeth: The number of teeth on the output shaft gear wheel for the vehicle speed sensor to read.
- Input Capture Edge: This can be rising edge or falling edge. the best way to set it is to use an oscilloscope on the VSS sensor to see which of the transitions are steeper, then set the input capture edge to the opposite (since the VR input circuit on the GPIO board inverts the signal). However, you can also set it by noting which setting gives the steadiest and most reliable VSS reading in TunerStudioMS.
- VSS Input Masking: The masking is set as the average of the last 20 periods plus or minus the user input percentage.
  The lower limit is the average period minus (input_mask/2); the upper limit is the average period minus input_mask.
  For example, if you enter 33%, and the current count for the 20 periods is 1440 (= 1440/20 = 72 tics/tooth), then the mask is set to accept periods from 72-(33%/2) = 72-(0.165*72) = 60 tics to 72+33% = 96 tics. So the range is not based on 100% being no filtering. Instead, low numbers mean more filtering, high numbers mean less filtering (the INI limits the range to a maximum of 200% - higher numbers will break the code). As of 2.122 code, you can disable the VSS input signal masking by setting this value to zero (0). This may help with speedometer gauges that become jittery, spastic or stuck.
- VSS Smoothing Factor: This factor reduces the effect of noise in the VSS signal. The factor ("VSSsmoothFactor") works like this:
  
  new speed =( current speed * (VSSsmoothFactor - 1) + new speed)/VSSsmoothFactor
  
  The default VSSsmoothFactor is 4, so if the current speed is 20 and the VSS indicates it has risen instantaneously to 25 (usually because of noise), the calculation is:
  
  new speed =( 20 * (4-1) + 25)/4 = (60+25)/8 = 21.2 mph
  
  The controller recalculates this 100 times per second, so the 'real' speed can still rise or fall quite rapidly. The smoothing factor can be from 2 to 12 (limited in the ini).
  VSS smoothing is disabled if the current vehicle speed is less than 1.5 times the 'Min. Vehicle Speed' (below) to prevent the speedometer from being stuck at zero if the minimum speed is high.
- Max. Vehicle Speed: This is the maximum vehicle speed. Lower numbers will significantly improve the filtering of noise from the VSS signal. However, the speedometer will be railed at the number you enter, so it must cover the actual top speed of the vehicle under the conditions you are driving (though you can change it from one situation to another if you need to, of course). Try to set this value 5 to 15 mph (or 10 20 kph) above your vehicle's actual maximum speed, because the speedometer can act strangely if the max speed is reached while running.
- Min. Vehicle Speed: This is the minimum vehicle speed. Higher numbers will improve the filtering of noise from the VSS signal. However, the speedometer will not register lower speeds.
- Max. Errors to Reset: This is the number of 'bad' VSS signals (those that fall outside of the mask above) that trigger a complete reset of the VSS settings. Lower numbers will reset more often, and keep the VSS from freezing, but may allow more 'false positive' signals to register. After a reset, all VSS 'history' is deleted, and all VSS filtering is disabled for a few seconds (the time is set below). Higher numbers will allow for more filtering (the filtering will continue even as bad teeth are registered, up until a reset occurs), but may allow errors conditions to persist for longer.
- Reset Filter Off: This is the length of time that VSS filtering is greatly reduced after a reset. Longer times allow the signal to be picked up, but may allow a lot of noise and false triggers. Shorter times prevent the VSS signal from climbing out of control.
- Axle Ratio: Drive axle final gear ratio (x.xxx : 1).
- Tire Diameter: Rolling diameter of the tire (in inches if you have set the units to Imperial, in centimeters if you have set it to Metric).
- Output pulse/mile: This is the output pulses/ mile (or pulses/kilometer if you have set Metric units) for the speedometer output. The output is triggered in the VSS tooth interrupt (not the main loop), and has to be at least 2 of these long (one tooth to turn on, next tooth to turn off, etc.). As long as the ratio of speedometer output to VSS input is reasonable (say 1:5 or 'higher') it will work fine. This output is used to drive an electronic speedometer (such as those found on many newer vehicles) - it is adjusted automatically when you change the VSS settings (such as tire diameter, rear axle ratio, etc.). The output is a 0-12V square wave.
- 4WD Speedo Correction: This is the dividing factor applied to the speedometer when 4WD is engaged (if GPI1/Amp5 INPUT Usage is set to use that pin as a 2/4WD selector, and is pulled low to indicate 4WD operation).
MPG Settings
These fuel efficiency factors allow MegaShift™ to compute the instantaneous fuel consumption.
- Injector Flow Rate: The is the flow rate of the injectors used in MS-II™, in pounds per hour (aka. 'pph' or 'lb/hr')
- Injector Open Time: This is the injector open time used in MS-II™, in milliseconds.
- Fuel Density: This is your fuel's density in lb/gal. Typically, this is 6.073 for gasoline.
- Number of Squirts: This is the number of squirts used in MS-II™.
Timing Adjustments
Timing retard values are positive to remove timing from the MS-II™ engine controller spark advance table. Retard values are applied for the duration of the shift, which includes the 'shift pressure adjustment delay' and the 'shift completion delay' times (under 'General Settings/Shift Factors'), plus the very short time required to process the shift solenoid switching.
- Retard only above: The timing will only be retarded in an upshift or downshift or in 2nd gear or higher if the load is greater than the value entered here.
- Upshift Retard: This amount of timing retard will be applied to MS-II's spark advance table setting for the duration of an upshift to reduce power (to protect the transmission and/or to prevent wheel spin). The duration is defined by the shift factors. For example, 5.0 will give 5° of retard from MS-II's spark advance table setting during upshifts.
- Downshift Retard: This amount of timing retard will be applied to MS-II's spark advance table setting for the duration of a downshift to reduce power (to protect the transmission and/or to prevent wheel spin). The duration is defined by the shift factors. For example, 5.0 will give 5° of retard from MS-II's spark advance table setting during upshifts.
- 2nd Gear Retard: This amount of timing retard will be applied while in 2nd gear if the load is above the 'retard only above' value entered above. This allows more timing and better acceleration in lower gears (where rpm is rising rapidly and detonation is less likely), while preventing detonation with reduced advance in higher gears where the rpm increase rate is much lower.
- 3rd Gear Retard: This amount of timing retard will be applied while in 3rd gear if the load is above the 'retard only above' value entered above. This allows more timing and better acceleration in lower gears (where rpm is rising rapidly and detonation is less likely), while preventing detonation with reduced advance in higher gears where the rpm increase rate is much lower.
- and similar for the remaining forward gears...
So, for example, if you shift from 1st to 2nd, and the upshift retard is 10°, and the second gear retard is 2°, with a base timing of 20° you would see on the timing gauge:
- initially 20° while in 1st before the shift,
- then 10° (20°-10°) for the duration of the shift if the load is high enough (greater than the user setting),
- then 18° (20°-2°) while in 2nd for as long as the load threshold was met.
These timing adjustments have been extensively tested with MS-II™ and B&G code, where they work perfectly. Apparently these timing adjustments do not work in MS3 as of Nov.23, 2011, presumably due to a bug in the CAN code on MS3. Contact the MS3 developers on their forum at www.msextra.com to see if this bug has been fixed at the time you read this.
Idle-Up Adjustment
- Timing Adjustment: The value entered here will be added to the ignition timing advance in MS-II when stopped in 1st gear (and the TPS very low). Positive values mean the timing will be advanced. Adding advance when stopped may help prevent stalling in gear in some installations. Set to zero to disable.
- Idle Valve Adjustment: The value entered here will be added to the idle valve value in MS-II when stopped in 1st gear (and the TPS very low). This value is in percent (%) if MS-II is configured to use a PWM Idle Valve, and it is in steps if stepper IAC is specified in MS-II. The value entered can be positive or negative. Use with caution, you do not want to apply too much IAC, as this may make the vehicle want to move forward when stopped. Set to zero to disable.
Standard Inputs/Outputs Configuration
- Temperature Sensor Usage: the temperature sensor input (processor pin PAD02 on circuit GPI3 using Ampseal pin 30) has three options:
  1. log the temperature only, do not use it in any control functions. This can be used to measure and log a variable 0-5V signal.
  2. use it to control the trans functions as on the 4L60E (things like force TCC lock in certain gears above a specific temperature).
- Temperature Sensor Logging: It can be used to log a voltage signal (0-5V, or higher if the circuit is built appropriately). This could be used for a number of things, including troubleshooting outputs.
  1. Log the temperature only, do not use it in any control functions (still uses the cltfactor.inc table to convert to degrees),
  2. Log the raw ADC count only (and convert to voltage, etc. in the INI file). Can be used only if not using the sensor for transmission temperature monitoring. If you are using a variable resistance sensor with this input, you might want to see: www.msgpio.com/manuals/mshift/adccalc.html
- Line Pressure Input: This lets you choose between:
  1. Logging the line pressure as determined from the ADC count using the line pressure values for the Digikey MSP6907-ND for $114. This sensor has a 0.5-4.5 Volt output (accuracy ±5 psi), and has just a three wire hookup:
    1. 5V from Vref on Ampseal pin #28,
    2. Ground, and
    3. Signal to Ampseal pin #27.
    This sensor has a 1/8" NPT fitting. However, a 90° elbow, or maybe even some tubing, will be required in most installs to keep the sensor away from the transmission tunnel. Note that other internal values can be burnt to the controller to accommodate other sensors, but it might be easier to convert the ADC count in the tuning software.
  2. Logging the ADC count directly (which could be useful if re-dedicating the input for another use to measure a 0 to 5V signal If you are using a variable resistance sensor with this input, you might want to see: www.msgpio.com/manuals/mshift/adccalc.html), or
  3. Use the line pressure as a jake brake input to sense that a diesel engine compression brake ("jake brake") is activated and consequently apply the TCC and maximum line pressure. The brake is considered 'activated' if the voltage drops below approximate 0.24 Volts (an ADC count of 50). This is done by grounding Ampseal connector pin 27 through a suitable switch when the brake is active. The minimum TCC speed and minimum TCC gear still apply, so you must consider those parameters carefully for this application. The ADC count value of the line input at all times will be reported in the datalog.
- Shift Button Polarity: This user setting is to set the shift button active action. The user can set whether the button is considered 'pressed' if the CPU pin is grounded (as before, and still the default = "active low"), or ~5 Volts ("active high" with grounded being 'off').
- Brake Signal polarity: This lets you tell the processor if the brakes are on when it sees 12V or 0V on the input (processor pin PAD07 on circuit GPI4 using Ampseal pin 3). This allows for connecting the a stop lamp bulb that is powered by the brake switch and grounded at the lamp (typical of older cars), or a bulb that is always powered by 12V and grounded by the stop switch (more typical of newer cars). The default is HIGH for brake ON.
- GPI1/Amp5 INPUT Usage: Here is where you can configure the software to use the signal on Amp pin 5 for an additional gear lever position input (for a total of 4 digital inputs), a 2WD/4WD switch, or just log the signal:
  - Additional lever input: Choose "Speedo Switch/Logging" to have the same behavior as in the V1.100 code - this uses the input as either a 2WD/4WD speedometer switch, or logs it only. Choose "Additional Lever Input" to use this input as a 4th digital input for the shift lever position (you can configure the input pattern expected on this input in each gear under 'Input4 Pattern').
  - 2/4WD input usage: The 4WD input (processor pin PE1 on circuit GPI1 using Ampseal pin 5) can be used for logging a digital signal if it is not used for 2/4WD speedometer switching. It could be used for displaying/logging things like whether the fan is on, etc. with an appropriate input circuit (to cut the voltage from 12+ to less than 5V). The label can easily be changed in the INI file (it is "FWD" at the moment).
PWM Refresh and Dithering
Some PWM solenoids uses a deliberately low PWM percent, but refresh the solenoid with a burst at 100% before it can close. As well, some pressure control solenoids use a cleaning pulse (called a 'dither') to ensure adequate fluid flow through the system to keep the system clean. You can set both of these up in this dialog.
- PWM Refresh Interval: the time, in milliseconds, between refresh pulses on output1 (=solA), output2 (=solB), and output4 (=solD)
- PWM Refresh Duration: the time, in milliseconds, that refresh pulses are held high (100% duty cycle) on output1 (=solA), output2 (=solB), and output4 (=solD), set to zero to disable,
- PC Dither Interval: the time, in milliseconds, between dither pulses on the PC output (processor pin PT2 on circuit PWM3 using Ampseal pin 33),
- PC Dither Duration: the time, in milliseconds, that refresh pulses are held high (100% duty cycle) on the PC output = solC (processor pin PT2 on circuit PWM3 using Ampseal pin 33), set to zero to disable.
ISS/non-CAN Tach Settings
- ISS/Tach Input Usage: Here you can choose between using the input (processor pin PT5 on circuit VR3 using Ampseal pin 14) for an input shaft speed sensor input, a tachometer input (if not using CAN to get the RPM from MS-II), or neither.
- Pulses/Revolution: The number of pulses per revolution (per crankshaft if using the input as a tach input, or the number of pulse per input shaft revolution if using as an input shaft speed input).
- Input Mask: A pulse will be rejected if is is not within the Input Mask% of the average of the last 20 pulses. So lower numbers mean more filtering, larger numbers mean less filtering. You might have to play around with this to get a value that works for your installation.
- Input Capture Edge: You can set the code to recognize the rising or falling edge of the signal. In general, the VRx circuits are designed to send the rising edge as the trigger edge, but you might need to change this setting in some cases.
- no-CAN Load Calibration MegaShift™ can read the engine load from a MegaSquirt-II™ controller over the CAN network. If the CAN network is not used, a 0 to 5 Volt signal can be used to indicate the load to MegaShift™. This can come from a MAP sensor, TPS, MAF, or other load related device. MegaShift™ translates the voltage on the load device into a 0-100 value load signal. You specify two values to tell MegaShift™ how to do this:
  - Multiplier: The translation is:
    Load = ('Multiplier' * deviceVolts) + 'Load at 0 Volts'
  - Load at 0 volts: This is the 'y-intercept' of the device response line.
  To calculate these factors, we want to fit two points [(Volts₁, Load₁),(Volts₂, Load₂)] to a line with the equation of the form:
  
  y = Mx + B
  
  Where M = multiplier (aka. "slope" in math terms), x is the Volts, B = Load at zero Volts, and y = load.
  M is the slope, which is the 'rise' divided by the 'run':
  M = (Load₂ - Load₁)/(Volts₂ - Volts₁)
  and B = Load₁ - M * Volts₁
  
  For example, if your device puts out 1.2 Volts at 20% load, and 4.4 Volts at 100% load, then the values you would use are:
  Multiplier = (100-20)/(4.4-1.2) = 80/3.2 = 25
  Load at 0 Volts = B = y - Mx = Load₁ - 25*Volts₁ = 20 - (25*1.2) = -10
  The equation then becomes Load = (25 * Volts) - 10
  Here is a calculator to assist in deriving the values (click anywhere outside a text box to recalculate):
  
  Low Load: % Signal Voltage: V
  
  High Load: % Signal Voltage: V
  
  Load at 0 Volts: = (aka. Y-Intercept) Multiplier = (aka. Slope)
Metric/Imperial Units: If set to Imperial, all distance units are in miles, inches, etc. And the speed parameters are in miles per hours. If set to Metric, all distance units are in kilometers and centimeters, and the speeds are always in kph. Note that you also need to set the NOT_METRIC parameter (set NOT_METRIC for Imperial, unset NOT_METRIC for metric) in the the 'Project Properties/Settings' to show the proper units in TunerStudioMS.
Error Behavior: You can choose to report errors in the gauge and datalog, or ignore them.

Shift Input Patterns

Here you can set how the three (or 4 if configured for 4 digital inputs) inputs (SwA, SwB, SwC on the 4L60E) will allow the code to determine the manual gear lever position. The defaults are for the 4L60E/4L80E transmissions. Alternately, you can set your MShift™ up to use a single 'variable voltage' input to determine the manual gear lever position.

Manual Lever Mode: This dialog also lets you set the gear shift lever sensor type. This can be either digital (on/off) inputs (" digital switches (GM)") for transmissions that operate like the GM 4L60E, or a single variable voltage ("Voltages (Ford)") like some Ford transmissions. If you use a voltage based shift lever input, you set the voltages under 'Shift Input Patterns/Configure Inputs'.
Digital Voltage Threshold: If you elect to use digital inputs, then you can set the threshold voltage for the switches. If the voltage is below the threshold, the input is considered "low", otherwise it is "HIGH".
Input Patterns:
NOTE: You must only change the input patterns 'off-line' - then load that MSQ to your MShift™ controller once you are sure the patterns are appropriate. This is because you must make sure the entered patterns do not have the same pattern for more than one gear including reverse (except that park and neutral can and should have the same pattern, but different from all the other gears - the code does not distinguish between these), or MShift™ will NOT work. The code will not operate the solenoids correctly, and the flash memory burn process might be corrupted. Note that the input patterns are not 'tuning parameters', you must set them correctly and them leave them.

So, for example, if you have entered the same pattern for Reverse and 3rd, then the code will always assume 3rd gear when that pattern is sensed. The code will never be able to determine that you are in Reverse, regardless of the actual physical position of the gear lever.
You need to specific the state (high or low) of each input in each gear. To edit the bit pattern individually in each gear:
- Input1: This is Input1 (processor pin PAD00 on circuit GPI1) for the switches that are used to determine the manual gear lever position.
- Input2: This is Input2 (processor pin PAD01 on circuit GPI2) for the switches that are used to determine the manual gear lever position.
- Input3: This is Input3 (processor pin PAD03 on circuit EGT3) for the switches that are used to determine the manual gear lever position.
- Input4 (if set): This is Input4 (processor pin PE1 on circuit GPI1 using Ampseal pin AMP5) for the switches that are used to determine the manual gear lever position.

Configure Inputs: If you are using a variable voltage in shift lever input above, then you can configure the voltages for each gear in this dialog. For the voltages, specify the middle of the voltage range in each gear. MShift™ will calculate the voltage range for each gear after being reset. These voltage are based on an input range of 0-5 Volts, if you are using some other sort of signal (0-12V, for example), you must use a voltage divider circuit (consisting of 2 resistors) to bring the voltage into a 0-5 Volt range, otherwise you will damage the processor.

The voltages ranges are set dynamically so that the split point is 1/2 way between the adjacent voltages. For example, if you have voltages set at:

1st:	1.00V
2nd:	2.00V
3rd:	3.00V
...	...

The code will use any voltage between 1.500 and 2.499 for 2nd. So it basically uses the full voltage range for one gear or another, reducing ambiguities. The code doesn't depend on the user specified voltages being in any order, or any particular spacing.

The 10-bit ADC counts are available for Input1 through 3. Look for them as 'Input1', 'Input2', 'Input3' in the gauges and 'swADC', 'swBDC', and 'swCDC' in the datalog (the values are the voltages, but these are derived from the ADC count received from MShift™/GPIO in TunerStudioMS using a 0.00488 conversion factor). Input 4 (when used) is not available this way, because it is a digital input.

You can also specify the usage of the remaining two inputs. You can configure these as:

both ADC inputs for datalogging (default). If you are using a variable resistance sensor with this input, you might want to see: www.msgpio.com/manuals/mshift/adccalc.html,
both shift solenoid outputs (requires circuit changes with external components):
- Input 2 becomes Output5,
- Input 3 becomes Output6.
OR
one shift output on Input2 and one ADC input on Input3).

If you enable the shift outputs, you must construct a suitable circuit to drive your shift solenoids. These new outputs are on two of the ADC channels. To reduce electrical switching noise from affecting the ADC results, the output of these two processor pins is reduced to 1/3 of full value when PWM is enable on them. As a result, a logic level driver is probably the best bet when designing a circuit for these outputs. Something like a RFP30N06LE-ND from Digikey (www.digikey.copm) (http://www.fairchildsemi.com/ds/RF/RFP30N06LE.pdf) can be used (mounted on the case with a mica insulator), with a 1N4001 recirculation diode across the solenoid (banded end to 12V supply). A resistor between the RFP3006 gate and processor is not required. The source can be connected to the ampseal connector using the component holes on the PCB for:

Output	port pin	circuit	processor connection	Ampseal connection	Ampseal pin
Output5	PAD01	GPI2 (jumpered)	C16 - (the hole furthest from the heatsink, that is not connected to ground)	R29 (the hole closest the ampseal)	Ampseal pin 6
Output6	PAD03	EGT3	R67 (the hole furthest from the Ampseal)	AD595 pin 14 (or either of the adjacent holes marked "a")	Ampseal pin 25

Note that it is also possible to use the LED circuits as shift outputs, with the appropriate hardware.

Shift Output Patterns

Output Patterns:
These dialogs lets the user specify the activation patterns of three outputs for up to six shift solenoids (Output1=SolA, Output2=SolB, and the Output3=32sol on the 4L60E):
You directly set whether the solenoids are on or off in each gear:

NOTE: You must only change the input patterns 'off-line' - then load that MSQ to your MShift™ controller once you are sure the patterns are appropriate. As well, you must make sure the entered patterns do not have the same pattern for more than one forward gear, or MShift™ will NOT work.
The code uses the output states at all times to know what gear the transmission is actually in. This means that for each gear the output pattern *must* be unique in the output pattern. The problem arises while editing the output patterns. If you change one, you might well change it to a pattern that exists for another gear. So until you change that other gear's pattern, the code is mightily confused! So only change the output patterns while stopped with the engine off and the shift lever in Park (and then you should never need to change them again - there's only one right pattern for your transmission - so this is a 'configuration' thing, not a 'tuning' thing).
- Output1: This is output1 for one of the shift solenoids (SolA for the 4L60E).
- Output2: This is output2 for the second of the shift solenoids (SolB for the 4L60E).
- Output3: This is output3 for the third of the shift solenoids (Sol3/2 for the 4L60E).
- Output4: If enabled, this is output4 (aka. spare output 2) for the 4th of the shift solenoids (not used for the 4L60E).
- Output5: If enabled, this is output5 (available only if using a voltage based shift lever) for the 5th of the shift solenoids (not used for the 4L60E).
- Output6: If enabled, this is output6 (available only if using a voltage based shift lever) for the 6th of the shift solenoids (not used for the 4L60E).
"on" means the solenoid is grounded (allowing current to flow in the controlled solenoid), "off" means it is not grounded (no current flows in the solenoid).
Note that you can enable outputs 5 and 6 without enabling 4. You can also enable 5 without enabling 6.
The OutputX patterns are used for two purposes:
1. In the forward gears, the shift patterns are used to set the shift solenoids so that the controller can shift the gears.
2. In P, N, & R, the shift solenoids are set to match the position of the manual gear shift lever. That is, the controller will not select P, N, or R, but will set the solenoid pattern appropriately when the manual gear lever is set to one of these positions.
Clutch Pattern1/2: These dialogs let you set the 'on/off' state during upshifts and downshifts for each of the two spare outputs, if you have selected 'Use outputs during shifts' under 'Shift Logic Patterns/Configure Lever Type and Clutch Outputs/Spare Port Usage' (above).

TCC Settings

TCC Control Limits
- Min. Gear for TCC Lock: This is the lowest gear in which the torque converter clutch (TCC) will be allowed to lock-up. Locking up in too low a gear can result in harsh drive line reactions.
- Min. TCC Lock-Up Speed: This is the lowest vehicle speed at which the torque converter clutch (TCC) will be allowed to lock-up. Locking up at too slow a speed can result in harsh drive line reactions.
- Min. Temp. for TCC Lock: This is the lowest transmission fluid temperature for which the torque converter clutch (TCC) will be allowed to lock-up. Not locking up while cold helps to warm the transmission up to operating temperature faster.
- Lock TCC Above Temp: This is the transmission fluid temperature above which the torque converter clutch (TCC) will be locked up regardless of the load (if the gear and speed are suitable). Locking up while the transmission is too hot helps to cool the transmission down to operating temperature faster.
- Max. TCC Load: This is the load at which the torque converter clutch is released (if applied) to aid in acceleration.
- TCC Hysteresis Time: This is the time (in seconds, settable in tenths) to disable TCC lock-up after unlocking the TCC (or after any event that would have unlocked the TCC, like applying the brakes, etc.). It can be set from 0.0 seconds to 25.5 seconds. This can help prevent the TCC cycling on and off.
- TCC PWM Mode: You can choose whether the TCC is pulse width modulated, or ON/OFF.
  In On/Off mode, 'ON' allows current to flow when the TCC is active, 'OFF' doesn't allow current to flow when the TCC is unlocked. If you need to invert this, use the PWM settings and set 'PWM% when TCC Unlocked' to 100% and 'PWM% when TCC Locked' to 0%, then set the taper time short (0.1 seconds).
  Note that fully variable PWM is enabled only on the PC (pressure control) valve in the default 4L60E configuration. This valve has a 1N4001 recirculation diode installed externally between the solenoid power supply and the line to the GPIO board to recirculate the flyback current generated by the PWM. The illustrated instructions are here: Recirculation Diode Instructions. If you enable PWM on Output1, Output2, Output3, Output4, and/or TCC you MUST install an external recirculation diode between that solenoid's voltage supply and the line going to the GPIO board. The banded end of the diode goes to the voltage supply wire, the non-banded end of the diode goes to the line to the GPIO board. Install the diode as close to the solenoid as is convenient. The 1N4001 recirculation diode is installed externally to avoid bringing high-voltage noise into the controller. 1N4001 diodes are available at virtually any electronics supply shop. Without this external diode in the PWM circuits, you may damage some internal components.
  If you choose "Use PWM for TCC", you can set the various parameters for TCC operation in the following settings. The PWM values give the percentage of time that current is allowed to flow. 0% is off (no current flow), 100% is on (full current flow). For example, 70% means that the current is allowed to flow 70% of the time, simulating 70%×12V = 8.4 Volts on a 12V solenoid. The default for this setting is 'on/off'.
Full Time Lock Up: These settings allow you to lock the TCC at all times above a specified rpm and gear. This can be used to make the transmission more responsive, and also to boost top speed by locking the converter and gaining a few mph.
- At or Above RPM: This is the rpm to lock (and stay locked) at, regardless of the load.
- Unlock At RPM: The full-time mode will be canceled and the TCC unlocked if the engine rpm falls below the value specified here. This should be set at least a few hundred rpm below the 'At or Above RPM' to prevent the converter from cycling on and off when Full Time Lock Up mode is initiated.
- At or Above Gear: This is the minimum gear to use full time lock up. It must be at least 2nd gear. For top speed purposes, use the highest gear.
TCC LOAD/PWM% Parameters
- TCC PWM Period: This is the period, in milliseconds, for the torque converter clutch control (TCC) solenoid pulse width modulation. You can enter a value between 0.427 and 10.888 (92 Hertz to 2340 Hertz) - the tuning software may round the value up or down slightly to be compatible with the processor's timer set-up. If your TCC specifies a value lower than this, use a multiple of that value. For example, if your OEM TCC uses 32 Hertz, you would specify 3×32 = 96 Hertz = 0.0104 seconds PWM period in the MShift™ controller.
- PWM% when TCC Unlocked: This is the pulse width modulation duty cycle desired when the TCC is not locked.
- PWM% when TCC Locked: This is the value that the TCC PWM percent will taper to, and it will stay at that level as long as the TCC is applied. The default is 100%.
TCC lock-up start values: The following values set the PWM% that the TCC will start at, it will then move to the 'PWM% when TCC Locked' over the 'PWM Taper Time' you specify. This allows you to have smooth engagement of the TCC Lock-up.
- Low Load Value: This is the load value (usually MAP in kPa) that is considered to be low load for TCC engagement PWM% purposes.
- PWM% at Low Load: This is the desired initial pulse width modulation duty cycle percent at low load (above). If this value is not 0% or 100% you will need a flyback 1N4001 recirculation diode on the TCC wires (see above).
- High Load Value: This is the load value (usually MAP in kPa) that is considered to be high load.
- PWM% at High Load: This is the desired initial pulse width modulation duty cycle percent at high load (above). If this value is not 0% or 100% you will need a flyback recirculation diode on the TCC wires (see above).
- PWM Taper Time: This is the desired amount of time (in seconds) over which the LUF should go from the load determined value (from the values above, as shown in the diagrams) to the 'PWM% when TCC Locked' value.

Tables

Gear Auto-Shift Tables: These tables set the target gear based on the averaged load (kPa) and vehicle speed (mph or kph). Table 1 is used normally. If table switching is enabled ('General Settings→Standard Inputs/Outputs Configuration→Shift table switching input usage' and 'General Settings→Standard Inputs/Outputs Configuration→Additional gear lever input), then the second shift table is used whenever the table switching input (pin PE1) is grounded. Activating the second shift table also applies a speedometer correction factor ('General Settings→VSS Setup→4WD Speedo Correction') to the vehicle speed (necessary for 4WD in many cases). If you do not need the speedometer correction (you are using the 2nd table to change the operating envelope of the transmission, rather than physically changing it's connection to the road) then set the 4WD Speedo Correction to 1.000.

The shift table entries indicate the upshift gear that should be selected at the speed and MAP for that column and row.

For example, if the engine kPa is 60 kPa, and there is a 2 in the 40 mph bin and a 3 in the 50 mph bin, the transmission will shift from 2nd gear to 3rd gear at 50 mph (if the hysteresis conditions and rev limits are met). The transmission will downshift from 3rd to 2nd when decelerating at 49.9 mph at the same load, once the applicable hysteresis conditions are met.

Here is a calculator to help you decide on the before and after engine rpms when setting up the table:

Note that you can use any reasonable rpm as the 'Engine Speed', it doesn't have to be the redline. So you could put in 2500 rpm, for example, and see if the rpm would drop too low after any of the shifts.

Pressure Control Table: This table sets the transmission line pressure using the pressure control solenoid. The values are 40% to 100%. 40% specifies the minimum line pressure, 100% specifies maximum line pressure. These values are translated into the pressure control duty cycle as: PC duty cycle = 100-table_value (because the pressure control valve is typically a normally closed 'bleed' mechanism, with maximum pressure at 0% duty cycle, and minimum pressure at 60% duty cycle). The table sets the pressure in gear, and sets the line pressure during shifts if the PC duty cycle from the table is lower than the maximum shift pressure setting.

Bins

Edit MAP Bins: This allows the user to set the load bins for the line pressure control and shift control tables to match the engine, vehicle and load sensor characteristics.
Edit Speed Bins: This allows you to alter the vehicle speed bins for the shift control and line pressure control tables to suit your application. the maximum speed allowed is 255 mph/kph.
Edit Temperature Bins: This allows the user to change the temperature bins for the line pressure temperature adjustments.

LED Patterns

Here you can set the LED patterns in each gear. The default is:

However, using these menu items, you can change the pattern in each gear. Select the gear you wish the change the pattern for from the menu, then change the pattern in the dialogue to have each LED "off" or "ON" for that gear.

For example, you can have only one LED light in each gear. You can also set two patterns for reverse: the LEDs will cycle through the set patterns once per second - allowing you to have the display flash in reverse as a warning.

Or if you wish to use a 7-segment LED to display the current gear numerically, you can use these pattern to adjust the 4 LED outputs to be suitable for a 7-segment LED driver (such as the 4511 7-segment decoder/display driver IC).

Note that when driving LEDs, "ON" means current is allowed to flow, and "off" means current is not allowed to flow. If you are using a pull-up circuit with a 7-segment LED driver IC, "ON" will mean the pull-up voltage is held low (< 0.7 Volts), while "off" will mean the pull up voltage is high. So it might be backwards to what you expect (unless you are using the processor pins directly, in which case "ON" means 5V is being supplied).

There is much more on using the 7 segment LED/LCD driver here: 7segment.html

Tuning

Gear Shift Table: This is a 12x12 table that indicates the target gear in auto mode by speed and load. It is up to the user to make sure these gears are appropriate, and will not over-rev the engine, etc. Enabling RPM checking is highly recommended until the shift speeds are confirmed.
Pressure Control Table: This is a 12x12 line pressure table. An entry of 100% represents maximal line pressure, 40% is minimal line pressure. (This is 'backwards' compared to the pressure control solenoid's PWM duty cycle, since the line pressure solenoid is usually a bleed valve, and 0% represents 'no bleed' = max. pressure. TunerStudioMS 'inverts' the values to the more intuitive 100% = max. pressure, 40% = minimum pressure by sending the controller the value 100 - table value.)
Line Pressure v. Temp.: This is a 1x10 table of adjustments to the above line pressure based on the transmission fluid temperature. It can be up to ± 12.7%.

Spare Ports

There are two 'spare' ports (SP1/SP2) that are an ANDed combination of speed, rpm, load, and current gear (with hysteresis). Assuming they are not used for another function (like a 4th shift solenoid), these can be used to control external devices like fans (ex. shut off above a specified speed), or ancillary trans functions.

Spare Port 1 (VB1/PT7): These are the 4 conditions on 4 variables (vehicle speed, engine rpm, load, and current gear) that can be used to set the state of the spare port output on Ampseal pin 11. The conditions are:
- 'no condition': this is ignored, so if you don't want to use 4 conditions, you don't have to. Just leave the unwanted variables as 'no condition'.
- 'greater than or equal to'
- 'less than or equal to'
Note that the port is not directly aligned with the circuit on the 25x2 header. To use spare port 1, you must jumper from PT7 to VB1 (they are near opposite corners of the 25x2 header).
For example, if you set:
- condition to 'greater than or equal to',
- speed to 50, and
- hysteresis to 5
and have 'no condition' on the remaining variables, then Output1 will go high when the speed reaches 50 (either mph or kph depending on what you have your units set to), and won't go low until the speed drops below 45.
Spare Port 2 (VB2/PA0):
- SparePort2/Shift Solenoid: Chose "SPR2/clutch output" to use the Amp pin 12 output as a spare port2 (using the parameters below) or a 'clutch output'. Choose "Shift Solenoid" to use this output as a 4th shift solenoid control. The shift pattern, if used, is set under 'Output4 Pattern'.
You can set up to 4 of the following conditions. There are 4 conditions on 4 variables (vehicle speed, engine rpm, load, and current gear) that can be used to set the state of the spare port output on Ampseal pin 12. ALL must be 'true' for the output to switch. The conditions are:
- 'no condition': this is ignored, so if you don't want to use 4 conditions, you don't have to. Just leave the unwanted variables as 'no condition'.
- 'greater than or equal to'
- 'less than or equal to'
Note that the port is directly aligned with the circuit on the 25x2 header. To use spare port 2, you just jumper from PA0 to VB2.
For example, if you set:
- condition to 'less than or equal to',
- speed to 50, and
- hysteresis to 5
and have 'no condition' on the remaining variables, then Output2 will go high until the speed reaches 50 (either mph or kph depending on what you have your units set to), and will stay low until the speed drops below 45.
Clutch Outputs: This parameter is to select between using the spare ports as regular spare ports, as ports active only during shifts (i.e. 'clutch' outputs), or to use SPR2 for the torque converter clutch (TCC) solenoid while using the default TCC for some 4L60E's lock-up feel (LUF) solenoid.
If you select "Use PT3/Amp32 for LUF and SPR2/PA0/VB2 for TCC" then PWM will be enabled on the LUF output (PT3/Amp32), and the spare output 2 (PA0/VB2) will go on and off with the TCC engagement. You will need to set the TCC PWM parameters.
If you set the outputs to be active only during shifts, the behavior can be set under 'Shift Logic Patterns/Clutch Pattern1/2'.

Communications

Settings:
- Configuration: This is the project name from which the initial communications settings have been taken.
- Port The communications port number should correspond to the port to which the MS controller is attached. Usually you will select port 1 or 2, but some machines force you up to higher numbers (for instance, we have seen COM5 as the default on some IBM Thinkpad laptops). If you are using a USB/serial adapter, it may be as high as COM8 or COM9, or even higher. You can either look in the Control Panel under System/Device Manager, or simply try each COM port until you get a connection.
- Baud Rate The data rate is hard coded into your MegaSquirt^® embedded code,Â use: 115200 for MegaSquirt-II™. Other values will NOT work without re-coding and reprogrammingÂ and you will spend a lot of time trying to figure out what is wrong.
- Test Port: Click this button to attempt serial communications with the controller. Success will be reported if TunerStudioMS is able to contact MegaSquirt.
Data rate: Select the data rate (in output channel reads per second) you would like to use on your serial connection. You have choices from 1 per second to maximum per second. Some options may be grayed out if your hardware doesn't support that speed,. you may need to choose a lower speed for some serial connections (such as a USB/serial converter or Bluetooth connection).
Mini-Terminal:
This is an 'internal' version of hyperterminal for low level communications with MShift™ for troubleshooting, etc.

Diagnostic Log Comm:
This creates a detailed communications log for troubleshooting. It is *NOT* the normal datalog of MShift™ variables.

Tools

Binary Log Viewer: This utility will let you open a raw binary log file and view it in a number of formats.
Expression Evaluator: This utility will let you design mathematical expressions using number, math operators, and the output channel variables and give you the value based on the current inputs. It can be very helpful for designing new variables to put into the INI.
Calibrate TPS: This will allow you to calibrate the throttle position sensor from the 1024 ADC counts that the MShift™ controller uses to the 0-100% that TunerStudioMS uses.
To calibrate the throttle:
1. Shut the engine off and leave it off until the procedure is complete.
2. Take your foot completely off the accelerator pedal, and click on the 'Get Current' button beside the 'Closed Throttle ADC Count' value.
3. Press the throttle pedal all the way down, and click on the 'Get Current' button beside the 'Full ADC Count' value.
4. Click the 'Close' button and you are done.
Note that you may have to re-calibrate if you have changed the idle stop using the throttle stop screw.
Calibrate Thermistor Table: This calibrates the thermistor (for the transmission fluid temperature) based on the bias resistor value and three temperature/resistance pairs (usually freezing, boiling, and room temperature - but if you have a source that gives values from a table for your sensor, choose one in the middle and the others from each end of the table).
Note that the transmission fluid temperature values are stored as 'Coolant Temperature Sensor' in TunerStudio. Do not recalibrate the Air Temperature Sensor table.

CAN Configuration:

The CAN user parameters in the MShift™ code are:

CAN Usage: Choose whether to use CAN or not. If not using CAN, then an alternate LOAD signal must be used; see: ISS/non-CAN Tach Settings.
CAN ID (GPIO): This is the CAN ID for the GPIO board running MShift™. The default is 1. You can change the CAN ID in the menus to a value up to 13 to avoid conflicts with other CAN devices - if you do change the MShift™ CAN ID you must also change it in the tuning software under 'File/Project Properties/CAN Devices'.
CAN Fetch Rate: This is the number of 0.128 millisecond tics between CAN requests to send outpc. variables over from MS-II.
CAN Load Variable: Choose to use the TPS or the MAP signal as the load signal over CAN from MS-II.
MS-II CAN ID: Set the CAN ID of the primary ECU (the one you will connect the serial cable to). This is always 0 for MS-II/MS-II Sequencer.
MS-II outpc block: This is the block number of the outpc structure on an MS-II™ or MicroSquirt® controller (which contains all the dataloggable variables, including the pw1, tps, map, vBatt, and kpa variables used by the MShift™ controller). This is normally 7 for the standard code. You can derive this value from the INI by looking in the [OutputChannels] section, and find a line like:
```
   ochGetCommand    = "a\x00\x06" ; Lower case so we don't get confused.
```
The last value for the 'output channel get command' (ochGetCommand) is x06, which indicates the hexadecimal count for the txtbuf table used for serial communications. The tables in B&G's 2.905 code are:
1. cltfactor_table - the ADC count to temperature table for CLT,
2. matfactor_table - the ADC count to temperature table for IAT,
3. egofactor_table - the ADC count to AFR table for WBO2,
4. maffactor_table - the ADC count to air flow table for MAF,
5. inpram - the first page of input parameters,
6. in2ram - the second page of input parameters,
7. txbuf - the bufferred output channel values,
8. outpc - the unbufferred output channel values.
The text buffer for the outpc table is at table 0x06. The text buffer is isolated from the values as they change, so is less likely to produce errors on 'non-atomic' multi-byte word values. But the actual outpc for CAN use is at table 7. So use either of the values 6 or 7 for the MS-II™/MicroSquirt® outpc table.
txbuf (table 6) has the same structure and 99.9% of the time has the same content as outpc, and when it doesn't, txbuf is more likely correct. That's why it exists and why TunerStudioMS uses it.
Outpc CAN message format: This allows the user to select between:
1. using the outmsg protocol ('Get only required vars'), or
2. grabbing the entire outpc ('Get all vars').
Grabbing only the required variables (10 bytes) is faster and more efficient. Grabbing the entire outpc (112 bytes) is necessary if the MS-II/MicroSquirt code doesn't have a compatible outmsg format. MS-II™ 2.90X code and 2.003+ MShift™ code have compatible outmsg's as defaults. TunerStudio has a utility to burn new outmsg formats to other code versions, but this is not tested yet.

Spark/Fuel/Idle Adjustments: The following give the location in MS-II's memory of the fuel, spark and idle adjustments (that are sent from MShift™). Normally you won't change these location parameters, unless the code on MS-II is 'non-standard'.

MS-II in2ram block: The table number (from the tableDescriptor fields) of the MS-II™/MicroSquirt® table containing the external adjustment variables from MShift™. The default is 5 (which is the 3.770+ & 2.905+ code's in2ram table). You can derive this value from the INI by looking in the [Constants] section, and find a line like:
```
   pageIdentifier      = "\x00\x04",     "\x00\x05"
```
There are two sets of values in this case, for inpram (=x04) and in2ram (=x05) (other codes may have more or less sets). The last value in the last set, x05 indicates the hexadecimal count for the in2ram table that contains the adjustments in the case of this code (but not necessarily all codes). So use the value 5 for the in2ram block that contains the adjustment variables for MS-II™ or MicroSquirt® controllers using code from B&G.

MS-II variable offset: The adjustment variables offset on the engine controller from the start of the 'MS-II in2ram block' table. The default is 946.

The code will write the adjustments in the table, starting at the offset entered. It will write eight (8) bytes:

Fuel adjustment - 2 bytes (default is table 5, offset 946 & 947),
Spark adjustment - 2 bytes (default is table 5, offset 948 & 949),
IAC adjustment - 2 bytes (default is table 5, offset 950 & 951),
spare adjustment - 2 bytes (default is table 5, offset 952 & 953) - unused as of the 2.000 code but still must be available in the engine controller code or the value there will be overwritten.

Note that these values are also used in MicroSquirt^® controllers, the Sequencer™ controllers, etc.

So the controller for the engine must have 8 bytes set aside (in the order above) in the chosen table for it to read and implement these adjustments. They do not have to have these specific names, however. All B&G code since 2.901/3.430 has these bytes reserved as in2ram bytes 946 - 953 (you will find these in 'page 2' of the INI's [Constants] section). Other codes may or may not have this already implemented - check with your code's developer.

MShift™, CAN, and MS/Extra Code

MS3/Extra: Please check at the www.msextra.com forums to get the adjustment variable names, offsets, etc. Because the relevant values appear to move from one version to another in the ms3/extra code, you best bet if you are running ms3/extra is to ask about these offsets for the particular code you are using on the www.msextra.com forums.

In theory, you should be able to find the values in the INI using the example above, once you know the relevant variable names.

For example, in the pre-release ms3/extra code, these were the same as the defaults above. However, we have been informed that the release code has in2ram at table 7, with the relevant variables starting at offset 630. We don't know what the outpc table number is (it can't be 7, since that is apparently taken by in2ram), but a look in the INI for your code should reveal all of these values.

MS2/Extra: Apparently MS2/Extra code versions after November 20, 2010 had the appropriate parameters inserted. These were located at block = 7, offset = 622. So set:

MS-II outpc block = ?
MS-II in2ram block = 7
MS-II variable offset = 622

These are NOT the same as the defaults, so you will need to edit some of the values.To make these values 'editable', see below.
The developers of extra code may change these values in newer releasers of the code, so you should check on the msextra forums for up-to-date information.

Check with the developers at www.msextra.com to verify these values.

All of the CAN parameters can be changed in the tuning software. However, by default some are blocked by the INI configuration to prevent users from accidentally disabling their CAN communications. To enable editing of one or more of these parameters, you must find the line in the INI for that parameter (around line 1246), and change the last section of the line where it says { 0 } to { 1 } to make editable in the tuning software. You can do this using notepad.exe (which comes with Windows and which can be found under 'Start/All Programs/Accessories/Notepad'), or you can use any general text editor.

   dialog = canconfig, "CAN Configuration"

      topicHelp = "http://www.msgpio.com/manuals/mshift/V2tune.html#oa"

      field = "#Controller Area Network set-up"

      field = "!CAN Usage",                CAN_enabled

      field = "!CAN ID (GPIO)",            trans_can_id,   { CAN_enabled }

      field = "!CAN Fetch Rate",           can_var_rate,   { CAN_enabled }

      field = "CAN Load Variable",         load_type,      { CAN_enabled }

;      field = "!Board Type",               board_type,     { CAN_enabled }

      field = "!MS-II CAN ID",             ms2canID,       { 0 }           ; change to { 1 } to make editable

      field = "!MS-II outpc block",        ms2varBLK,      { 0 }           ; change to { 1 } to make editable

      field = "!Outpc CAN message format", can_testout,    { CAN_enabled }

      field = "Spark/Fuel/Idle Adjustments"

      field = "!MS-II in2ram block",       Adj_blk,        { 0 }           ; change to { 1 } to make editable

      field = "!MS-II variable offset",    Adj_varoffset,  { 0 }           ; change to { 1 } to make editable

      field = ""

      field = "If CAN is disabled, load is determined"

      field = "from 0-5V auxiliary input on AMP pin 24"

      field = "See 'General Settings/Non-CAN Load Settings'"

The file you edit will be in the TunerStudio project folder (something like: C:\Users\user\Documents\TunerStudioProjects\project name\projectCfg\). The default file names for the files you need to edit will be either:

mainController.ini if you are connecting the serial connection directly to the GPIO board, or
CAN1.ini if you are using the CAN pass-through and connecting the serial cable to MS-II.

If you cannot find a file with one of these names, try a file with the .ini extension in the /projectCfg/ folder.

For more CAN configuration information, including wiring and tuning software setup, see: www.msgpio.com/manuals/mshift/cpt.html

Help

MegaShift™/GPIO Info:
Burning Values to ECU:

'Bit banging' means the port is turned off and on by specific instructions in the code that occur within normal program flow. In MShift™ the chance to turn these outputs off and on occurs every 1/8th of a millisecond. The alternative is to use timer channels. These are built in processor hardware devices that allows the user to set the PWM frequency and duty cycle, and the hardware handles the PWM switching independently of the program code. This not only reduces computational overhead, but can be switched an much higher (or lower speeds) and is also is much more accurate.

MegaSquirt^® and MicroSquirt^® controllers are experimental devices intended for educational purposes.
MegaSquirt^® and MicroSquirt^® controllers are not for sale or use on pollution controlled vehicles. Check the laws that apply in your locality to determine if using a MegaSquirt^® or MicroSquirt^® controller is legal for your application.

	Build Guide	Components	Installation	Set-up
4L60E	4L60E Build Guide	4L60E BOM	4L60E Install Guide	Configuration and Tuning Guide
4L80E	4L80E Build Guide	4L80E BOM	4L80E Install Guide	Configuration and Tuning Guide
41te	DRAFT 41te	DRAFT 41te BOM	DRAFT 41te Install Guide	Configuration and Tuning Guide

Gear	Ratio	MPH at specified engine speed	RPM after upshift
1
2
3
4
5			---
Reverse			---

Tire Section Width (mm):	Tire Aspect Ratio (%):	Rim Size (in):


Engine Speed (rpm):		Rear axle ratio:


Computed Tire diameter (inches):	Output Shaft Teeth:	Pulses per Mile:

Target Frequency (Hz)	Target Duty Cycle	Set ON Period =	Set OFF Period =	Actual Frequency	Actual Duty Cycle
Hz	%

Low Load: %	Signal Voltage: V
High Load: %	Signal Voltage: V
Load at 0 Volts: = (aka. Y-Intercept)	Multiplier = (aka. Slope)