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, Output2, and Output4.
• PWM Refresh Duration: the time, in milliseconds, that refresh pulses are held high (100% duty cycle) on Output1, Output2, and Output4, 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/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 CANbus to get the RPM from MS-II), or neither.

• TCC/Trans Slip Reporting: Choose whether to report either converter slip or internal slip (only available if using ISS). Furthermore, user settable spark advance and fuel adjustments (General Settings -> Timing and Fuel Adjustments -> under Slip Based Retard and Fuel Adjustments) have been put in place when:
  
  1. slip is above a user set threshold (100% is no slip, anything else is slip, where slip is defined as (ISS/(VSS*internal gear ratio)) * 100%
  2. CANbus is enabled,
  3. an ISS input is activated (General Settings -> ISS/non-CANbus Tach Settings -> ISS/Tach Input Usage),
  4. a minimum user-set load threshold is achieved.
  5. the trans is not shifting (i.e. the controller is in neither of the pre-shift 'pressure adjustment delay' nor the post-shift 'shift completion delay', both of which are existing user settings.
• 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.

  As of 2.122 code (including all 5.xxx code), you can disable the ISS input signal masking by setting this value to zero (0). This may help with input shaft speed/tach gauges that become jittery, spastic or stuck. If you don't set this value to zero, set it to at least 50. Lower values between 1 and 49 may cause the ISS tach to respond very slowly.

• 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.

• Tach/ISS Ratio in Driven Gears: Here you can enter Tach/ISS ratios for all driven gears to allow for different ISS pick-up points. For example, the 4L80E transmission from General Motors has the ISS located after the overdrive. The ISS uses the teeth from the forward clutch housing, and is not directly reading the input shaft. The forward clutch housing has the same speed as the input shaft in all gears except in overdrive where its speed is higher. So in 1st, 2nd and 3rd gears the ISS and RPM are equal (assuming no slip in overdrive). However in 4th gear (OD), the engine RPM is lower then the ISS RPM. In this case (because the overdrive ratio is 0.75:1):
  Engine speed = 0.750 × ISS

  So you would enter 0.750 for 4th, and leave the other values at 1.000.

  The user values let you adjust the calculated RPM to account for this for all the forward gears you are lucky enough to have (once you have enabled the ISS above).

• On Error: You can choose to report errors in the gauge and datalog, or ignore them. Choose either 'Report Errors' to have the error conditions reported in TunerStudio and responded to by the code, or 'Ignore errors' to ignore these errors. The 'On Error' setting does not include VSS errors (missing or extra teeth, and the resets they eventually cause) or shift lever errors, which are handled separately (lever errors below, VSS error in the VSS setup).
• Lever Error Behavior: Allows the user to turn off the gear lever error checking. If the checking is turned off, the last known 'good' lever position is used until another good lever position is established. If the checking is on, lever errors are reported once the 'Lever Error Delay' has elapsed. The default is to check for errors.
• Lever Error Delay: Set a time during which lever errors are ignored (the default is 2.0 seconds, the values can range from 0.3 to 25.5 seconds). When a gear error occurs, a timer is started. Until the timer period expires the last known valid gear lever position is reported and used by the code.

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.

• Lever and Shift Button Configuration: 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.

  You can also choose whether you will use two grounding switches for manual shifting and mode changing, or whether you will use a variable voltage shift request scheme instead.

  • 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'.

  • Max. Lever Position Change: This is the maximum number of lever positions that are considered valid for a single lever position shift (in forward gears only). This will prevent the reporting a misleading lever position if an invalid state is briefly attained between valid positions.

  • 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". In addition to the lever inputs, this also set the logic voltage threshold for the brake, and downshift paddle button in 5.090+ code. However, the digital threshold is not used if you have a microTCU™ controller, instead the usual logic voltage for the processor are used (<1.75V is low; > 3.25 is high).

  • Shift Button Mode: You can choose either 'Grounding Switches' (two separate switches, one for upshift and one for downshift, that ground their respective outputs) or 'Discrete Voltages' (4 voltage levels that define the current buttons pressed). See this link for more information on the voltage based shifter.

  • No Buttons pressed: This is the signal voltage that signifies that no buttons are pressed (plus or minus the button voltage tolerance).

  • Upshift buttons pressed: This is the signal voltage that signifies that the upshift button is pressed (plus or minus the button voltage tolerance), but not the downshift button.

  • Downshift buttons pressed: This is the signal voltage that signifies the downshift button is pressed (plus or minus the button voltage tolerance), but not the upshift button.

  • Both buttons pressed: This is the signal voltage that signifies that both buttons are pressed (plus or minus the button voltage tolerance).

  • Button voltage tolerance: This is the range of acceptable voltage variation that will still match the above voltages.

    If the tolerance is set so that the valid ranges overlap, the code will select the first button state that is within the tolerance in the following order:

    1. Neither buttons pressed,
    2. Both buttons pressed,
    3. Upshift button pressed,
    4. Downshift button pressed.
    This may not be what you want, so be sure to set the voltage tolerance carefully.

• 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. There is a dead band applied (the voltage must be at the 1/2 way point plus the dead band for the lower voltage, and minus the dead band for the higher voltage. The default dead band is 5 ADC counts, which is 5/1024*5.0 = 0.0244 Volts

  For example, if you have voltages set at:

  1st:	1.00V
  2nd:	2.00V
  3rd:	3.00V
  ...	...
  Voltage Dead Band	0.024

  The code will use any voltage between 1.524 and 2.475 for 2nd. The code doesn't depend on the user specified voltages being in any order, or any particular spacing.

  You can also specify minimum and maximum valid voltages for the voltage based lever inputs. The defaults are a minimum of zero and a maximum of 5 Volts, making all possible voltages acceptable, however you should narrow this range to suit your actual voltage range to help reduce errors:

• Minimum Valid Voltage: Set the minimum valid voltage for the voltage-based lever. Any signal voltage below this will be ignored, and the last valid voltage used.
• Maximum Valid Voltage: Set the maximum valid voltage for the voltage-based lever. Any signal voltage above this will be ignored, and the last valid voltage used.

  For example, if your lever signal drops to zero between shifts, and the minimum valid voltage for *any* gear is higher than zero (1.00 Volts, for example), you can set this value to a little below the lowest valid voltage (ex. approximately 0.700 Volts), and any lower voltages will be completely ignored by the lever position determination code. Similarly, if the voltage jumps to 5.00 between gears, you can set the maximum to something between the highest valid voltage and 5.00 to filter out the invalid states (perhaps about 4.300 Volts if the highest voltage for a valid gear is 4.00 Volts).

  The 10-bit ADC counts are available for Input1 through 3. Look for them as 'Input1', 'Input2', 'Input3' in the gauges and 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:

  1. 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,
  2. both shift solenoid outputs (requires circuit changes with external components):
     • Input 2 becomes Output5,
     • Input 3 becomes Output6.
     OR
  3. 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.

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.

• Output Patterns:

  These dialogs lets the user specify the activation patterns of three outputs for up to seven 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).
  • Output7: If enabled, this is output7 (aka. spare output 1) 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.

• Output 3 Upshift/Downshift Behavior: The user can set the shift pressure for each upshift and downshift for the output 3 shift solenoid separately from the on/off pressure. If the value is set to zero, Output3 acts like the other solenoids. However, if the value for a particular shift is non-zero, the solenoid PWM% (and thus the pressure) during the shift is set to the non-zero percentage. The different pressure starts before the pressure delay, and lasts until after the shift completion delay. For example, this may be useful for 4L60 users who wish to use a reduce line pressure on solC during the 3-2 shift. Note that PWM must be enabled on Output3 (under 'General Settings/Solenoid PWM Setup') to use this function.

• Clutch Pattern1/2: These dialogs let you set the 'on/off' state during upshifts and downshifts for each of the spare outputs, if you have chosen 'Selective Clutch' under 'Spare Port→Spare Port Function'.

• Clutch TCC Activation: In 5.102+ code, the selective clutch outputs on spare port 1 and spare port 2 can be set to engage momentarily when the TCC engages (called 'TCC follow mode'), as well as when certain up/down shifts occur. This is a useful function for some VW/Audi transmissions. The settings are:
  • Activation Period: Time duration keep the spare output activated after the TCC engages. The value can range from 0.00 to 2.50 seconds in 0.01 second steps; the default is 1.00 second, and
  • SPX with TCC in Gear X: In each current gear there is a choice to 'Don't apply SP1 [or SP2] with TCC in X Gear' (the default for all gears) OR 'Apply SP1 [or SP2] with TCC in X Gear'.

• 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.
  • TCC Unlock Above Load: This is the load at which the torque converter clutch is released (if applied) to aid in acceleration.
  • TCC Unlock Hysteresis: This lets the user set a 'TCC Unlock Hysteresis' value, and the TCC won't lock until the value is at the unlock level minus this value. So, for example, if the 'TCC Unlock Above Load' is 90, and the 'TCC Unlock Hysteresis' is 10, then the TCC will unlock if the load is over 90, but won't lock until it is 80 (i.e. 90-10) or less. TCC Unlock Hysteresis can be from 0 to 25.5 kPa (or %), the default is 5.0.
  • 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.
  • TCC Application in Highest Gear: There are two options that make the code more suitable for some applications:
    1. Normal TCC Control Limits in High Gear - This is the default, and behaves as in previous codes. In all gears the TCC is controlled according to the usual TCC parameters.
    2. ALWAYS Apply TCC in High Gear - selecting this option will ensure that the TCC is always engaged in high gear regardless of the TCC control parameters (which still apply when in the other gears, of course).
  • Lock 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 Upshift Settings

  TCC individual upshift lock/unlock behavior is user configurable (under 'TCC Settings/TCC Upshift Settings'). You can set it to stay locked if it is already locked, or force it to unlock.

  • Upshift to 2nd: Choose between:
    • Stay locked (if locked): If the converter is locked prior to the shift, allow it to remain locked.
    • Unlock: Always unlock the converter (unless in full time TCC mode or jake brake is active).
  • etc. ...

• 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%.

Note: If you use PWM on the TCC circuit on a continuous basis (i.e. if either of 'PWM% when TCC Unlocked' or 'PWM% when TCC Unlocked' does not equal 0% or 100%), you must put a 1N4001 recirculation diode in the TCC solenoid. Install an external 1N4001 recirculation diode between that solenoid's voltage supply and the line going to the GPIO board. The illustrated instructions are here: Recirculation Diode Instructions. 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.

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.

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.

• Gear Auto-Shift Tables: These tables set the desired gear in auto mode.

  Table switching is done with with the 2WD/4WD input on Ampseal pin 5 (GPI1/PE1). Table 1 is used if the pin is 'open' (voltage > 3.25V); table 2 is used if the input is grounded (low voltage).

  Note: This code allows the use of processor pin PE0 for table switching whenever the 2WD/4WD input is used as an additional digital lever input. PE0 will have to be wired through an unused circuit and Ampseal pin with a 5V pull-up (an 1K resistor). Grounding that pin will switching the the target gear control from table 1 to table 2. PE0 can be accessed from the 25x2 header on a GPIO board. It will need a 5V pull-up through a 1K Ohm resistor (and a 1K Ohm resistor can be put in-line between the pull-up and the processor pin). Pin PE0 is not brought out on the microTCU controller, so it cannot be used for table switching with the microTCU controller.

  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:

  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):
  185 195 205 215 225 235 245 255 275 295 315 345	75 70 65 60 55 50 45 40 35 30 25	13 14 15 16 17 18 19 20
  Engine Speed (rpm):	Rear axle ratio:	Desired Speedo Pulse/mile:
  Computed Tire diameter (inches):	Output Shaft Teeth:	VSS Pulses per Mile:
  Resulting VSS to Speedo Output ratio: (See this for more info.)

  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.

• Spare Port 0/3 Table: These tables let you set the PWM percentage for spare ports sp0 and sp3 in their respective 16x9 tables. The value you set is the PWM percent value that will be applied when the spare port is ON. When the spare port is OFF, the PWM percent will be determined by the PWM% when OFF' value in the spare port's PWM setup menu (under 'Spare Ports → Spare Port 0/3 Setup').

• 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.

In general, you want to set the table cell values to to provide the most constant TPS that still reflects the driver's demand for torque. You can do this by restricting the range as various RPM's. For example, in the table below the lowest RPM adjusted TPS percentage (aTPS%) can only go from 10% to 55%, while the highest RPM aTPS% can only range from 50 to 100%.

The TPS Load table can be used in a number of ways, so you may need to experiment with different approaches to find what works best for your application.

If user really wants to use only TPS for load with no adjustments, they can set the table so the the cells in each TPS row are identical to the bin value for that row, then the output from the table will be the TPS, like this:

• 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.

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.

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

• Gear Shift Tables: This are two 16x9 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 16x9 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.)

• Speedometer Correction: This is a 16 element table (with its own speed bins) of adjustments to the measured 'raw' speedometer from the VSS to adjust the reported speed to account for noise in the VSS signal, tire growth, tire slippage, etc. The corrected speedometer values are used in the code for all purposes - shifting, spare port conditions, line pressure control, etc. Raw speedometer values are used only for deriving the corrected values. The correction values can be up to ±100%.

• Shift Completion Delay: This is a 8 element table (with its own load bins) of delay values for the shift to complete after the shift solenoid states have been changed have been switched. The delay affects things like the CANbus spark retard duration, and the 'clutch' outputs.

  The shift completion delay is set in a is a function of load, and is an 8-element table that can set under 'Tuning → Shift Completion Delay'. Both the shift completion delay time (in milliseconds) and the load values can be set there, and the value used will be interpolated.

  No further shift computations are made during the pressure adjustment and shift completion delay periods.

• Line Pressure v. Temp.: This is the line pressure control PWM percent adjustment over 10 temperatures. It is meant to adjust for the changed viscosity of the trans fluid, as well as for different electromechanical response of the pressure control solenoid at different temperatures.

• Spare Port 1/2 PWM This gives a graph of the the 12x1 spare port X index versus PWM% for spare ports sp1 and sp2, along with the associate tables, all in one place. Note that the index bin values must not be negative. (Spare ports 0 and 3 16x9 tables can be found under 'Tables → Spare Port 0/3 Table'.)

When "Tach + Load Shifting" is enabled (under 'General Settings → Shift Factors → Auto Shift Mode') the VSS based shift table(s) are no longer used. Instead, there are a series of 'per gear' upshift and downshift engine RPM tables (with 8 elements each by load) under 'Tach + Load Shifts' on the main menu.

These tables can be set in TunerStudio:

The tables are either upshift or downshift tables:

These tables set the RPM to shift at for each shift (based on the current short-term load average). For example, for a four speed transmission you would have:

There is no downshift table in 1st, and no upshift table in 4th (for a 4-speed) obviously.

The shifts work by first checking for an upshift (if the current RPM is greater than the interpolated RPM from the upshift table; if there is no upshift required then the downshift RPM is checked against the downshift table. The shift bring different upshift and downshift tables into play (those for the next higher gear if there was an upshift, and for the next lower gear if there was a downshift).

Some care must be taken to ensure that an upshift from a gear (say 2nd) will not be followed by an immediate downshift in the target gear (3rd). This will happen if the ratio of the gear ratios (3rd/2nd or 1.000/1.630 = 0.613 for a 4L60e) multiplied by the current rpm in 2nd is lower than the downshift rpm for the target gear. If the shifts start oscillating, that likely means that this situation has been encountered, and the upshift rpm must be raised, the next higher gear's downshift rpm must be lowered, or both.

And a similar situation applies for downshifts followed by immediate upshifts (in which case the downshift rpm for the current gear must be lowered, the upshift rpm for the next lower gear must be raised, or both).

Any short-term load below the user specified lowest load bin value for the Tach-based shift table is treated as if the load were equal to the lowest load bin (i.e. the rpm in the lowest cell will be used for shifting), and any short-term load average that is above the highest load bin will use the highest bin's rpm value for shifting. For example, in the above illustration, the highest bin is 6000 rpm at 100 kPa. So 6000 rpm would be the shift point for any load over 100 kPa as well, even if it were 250 kPa or more.

• Note:
  • There are separate load bins for upshifting versus downshifting.
  • Deceleration mode has no effect when Tach + Load based shifting is selected.
  • The VSS is still used for the line pressure table. If you wanted to eliminate the VSS altogether, you could use the line pressure output as 'Spare Port 0'. Then you can set the 16x9 spare port 0 PWM table up as a gear vs. load (or rpm, etc.) PWM table. There is more here: Spare Ports.

• 1st -> 2nd Upshift Table Set the rpms at which you want to upshift from 1st to 2nd at any given load. The rpm value is interpolated based on the short-term average load. If the engine rpm rises above the table value, an upshift will be requested. All the upshift tables share the same load bins values (so when you change one upshift table's load bins values (not the rpm values, of course), you change all the other upshift table's load bin values too).
• 2nd -> 3rd Upshift Table Set the rpms at which you want to upshift from 2nd to 3rd at any given load. The rpm value is interpolated based on the short-term average load. If the engine rpm rises above the table value, an upshift will be requested. All the upshift tables share the same load bins values (so when you change one upshift table's bins values (not the rpm values, of course), you change all the other upshift table's load bin values too).

• ...

• 2nd -> 1st Downshift Table Set the rpms at which you want to downshift from 2nd to 1st at any given load. The rpm value is interpolated based on the short-term average load. If the engine rpm drops below the table value, a downshift will be requested. All the downshift tables share the same load bins values (so when you change one downshift table's load bins values (not the rpm values, of course), you change all the other downshift table's load bin values too).

• ...
• ...

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.

Spare Port Function: The function of each three 'spare ports' can be selected under: Spare Ports→Spare Ports Function→Spare Port X Usage (there are 5 modes, corresponding to 5 values of the parameter spX_mode):

0. User Spare Ports/Speedo Output*:
   • Spare Port 0 Use: For spare port 0 (but not spare port 1 or spare port 2 or spare port 3), the user can select to enable this output to send a signal to an electronic speedometer. The output will then put out a pulse/mile signal (based on the VSS input) of the user's choice. To set this up, set the function to 'Speedo Output' under 'Spare Ports→Spare Port Function' and then set the desired pulse/mile under 'Spare Port→Speedo Output on Spare Port 0':
     • 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. Typically, the VSS gives about 96000 pulses per mile and the speedometer will require 2000 to 4000 pulse/mile. This is a VSS/speedo pulse ratio of 24:1 to 48:1; well within the range needed to work effectively with your MShift™/GPIO controller. 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.

       The speedometer output signal will adjust automatically after a reset when you change the tire size, final drive ratio, or number of VSS teeth. If not used as a speedo output, this is a PWM enabled port with a 16x9 lookup table.

       You can use the calculator above to determine the ratio of the VSS input frequency (pulse/mile) to the speedo desired output.

     • Speedo Output Duty Cycle: You can use this parameter to set the pulse width modulation percentage for the speedometer output signal. It can be set from 1% to 99%, where the percentage is the time 'high' when the signal from the processor is used to control a PNP transistor with a pull-up circuit (i.e. the standard build). This can help in making the speedo output signal compatible with some speedometers. The default is 50%.
   • Spare Port 1 Use: For Spare port 1 and spare port 2 (but not spare port 0 or spare port 3), the user can select settings to control the behavior based on speed, rpm, load. ON and OFF PWM percentages are based on the 12 element table (ON) and PWM OFF value (OFF). The PWM is updated continuously based on the index value. The AND'ed conditions, thresholds, and hysteresis values are set under: Spare Ports→User Spare Port X.

     There are four 'user spare ports' spare ports 0, 1, 2, and 3. Spare port and spare port 2 can use 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.

     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 Use:

     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.

   • Spare Port 3 Use: For spare port 3 (but not spare port 0 or spare port 1 or spare port 2), the user can select to enable this output to be as a dedicated line pressure control. When used as a dedicated line pressure output, the PWM percentage will be derived from 16x9 Pressure Control Table, unless the pressure exceeds the up/downshift limit pressure for that shift, or if the RPM is less than 300 RPM (in which case it is set to 100% pressure = 0% PWM). However, when spare port 3 is used in any other mode (PWM Mode, TCC Mode, Use as Shift Solenoid, or Selective Clutch Mode) the 16x9 spare port 3 PWM table is used instead of the line pressure table.

     Note that:

     • The line pressure table is 100-PWM%, while the spare port 3 table is PWM%, so for example a value of 75% in the line pressure table would be the same as a value of 25% (100-75) in the spare port table.
     • The tables and bins for the line pressure table and the spare port 3 PWM table are independent,
     • You can switch between spare port 3's line pressure and PWM modes without affecting the PWM percent values in either. The tables, bins, and parameters will not be transferred by TunerStudio between the two when you switch modes, however
     • The period setting (=¹/_frequency) is shared between the line pressure and other modes, so if you change it in one mode, it will remain changed if you switch modes.

1. PWM mode: For spare port 0 or 3: Use the only PWM 144 element (16x9) table and OFF value to set the state. This setting relies on the 'PWM active' parameter (below) to determine when the PWM state is ON or OFF. The PWM can be set to a range of values from 0% to 100% in 144 bins (and the user can select if the interpolated PWM percent varies with load, temperature, speed, or engine rpm. The user can also set a single separate OFF value for the PWM. If the user doesn't want varying PWM, and wants and ON/OFF output instead, they can simply set all the table values to 100% and the OFF value to 0% (or vice-versa).

   For spare port 1 and spare port 2: Use the only PWM 12 element table and OFF value to set the state. This setting relies on the 'PWM active' parameter (below) to determine when the PWM state is ON or OFF. The PWM can be set to a range of values from 0% to 100% in 12 bins (and the user can select if the interpolated PWM percent varies with load, temperature, speed, or engine rpm. The user can also set a single separate OFF value for the PWM. If the user doesn't want varying PWM, and wants and ON/OFF output instead, they can simply set all the table values to 100% and the OFF value to 0% (or vice-versa).

   Spare Ports→Spare Port X PWM Setup→PWM Active (spX_active):
   

   • PWM Active: In PWM mode, the user has 3 choices as to when the PWM table is used:
     0. always ON: PWM percent is always based on the 12 element table, whether shifting or not. The OFF value is not used.
     1. ON except while shifting: PWM percent is based on 12 element table, except during shifting when it is set to the user specified OFF value.
     2. ON only during shift*: PWM percent is based on 12 element table during shifting, but when not shifting the PWM percent is set to the user specified OFF value. (This is the inverse of the previous mode.)
     * = default value; X = 0,1,2,3

   • PWM Index: The pulse width modulation uses a table lookup for the ON state and has an OFF value as well as index options. For spare port 1 and 2, the user can select the index value to use ('Spare Ports→Spare Port X PWM Setup→PWM Index') to interpolate the 12 element PWM% table based on the bins in the 'Spare Ports→Spare Port X PWM Index' table. For spare port 0, the user can select the index values to use ('Spare Ports→Spare Port X PWM Setup→PWM Index') to interpolate the 144 element PWM% 2-D table based on the bins in the 'Spare Ports→Spare Port X PWM Index' table. The possible index values are:
     0. Load*,
     1. Speed,
     2. RPM,
     3. Temperature (only positive temperatures are allowed).
     4. Current Gear (only positive gears allowed, i.e. neutral/park through 8th)
     5. MAP
     6. TPS
     7. Aux Volts (x100) ("x100" means that you would enter a value of 325 in the index bin for 3.25 Volts, 189 for 1.89V, etc.) Aux volts (x100) can be used at any time, regardless on whether you have CAN enabled or not.
     * = default value; X = 0,1,2,3

   • PWM Period: This is the period of the pulse width modulation. The period = 1/frequency. The PWM clock operates in 0.128 millisecond 'ticks'. The period can be from 30.6 Hertz (cycles per second) to 1953 Hertz. You can enter any value you like, but the tuning software will round this to a multiple of 0.128 milliseconds.

   • PWM% when inactive: This is the desired PWM percentage when the spare port is in the OFF state. It can be set to 0 (actually off), or any other value up to 100% (it will be rounded as necessary).

   For spare port 1 and 2 there are two 12x1 tables for each spare port's PWM. One (Spare Port X PWM Percent) sets the percentage of 'ON-time' for each bin of the index table. The index table is used to compare the current 'PWM Index' value (which can be the current load, speed, temperature or rpm, depending on what you have selected in the PWM setup) to the index bin values. The code finds the closest bin values in the index table, and then computes the interpolated PWM% from the 'PWM percent' table. Dealing with two separate table is awkward, though. Instead, it may be easier to use the 'Tuning→Spare Port X (index)' graphical presentation. This gives a graph of the index versus PWM%, along with the associate tables, all in one place.

   For spare port 0 and spare port 3 there is a two index table for each spare port (a 9 element bin table for the y axis, and a 16 element bin table for the x axis). These are used to interpolate the PWM percentage from a 144 element table. The bin values and PWM table can be edited under 'Tables→Spare Port X Table' once the spare port is set to a PWM enabled usage under 'Spare Ports→Spare Port Function→Spare Port 0 Use' (i.e. if it is not set to be a speedo output).

   PWM mode for Spare Port 3 is a bit different than for the other spare ports. Spare port 3 can be used in PWM mode as a alternate algorithm for the line pressure output. The PWM will be derived from spare port 3's 16x9 PWM table (not the 16x9 load × speed line pressure table), unless:

   1. Shift PWM Option is set to:
      • 'Use OFF value', then the fixed OFF valued specified for spare port 3 will be used during shifts, OR
      • 'Use shift limits', then the higher PWM value (i.e. lower pressure for a bleed valve) of the table or (100 - maximum line pressure upshift/downshift) setting will be used (see: www.msgpio.com/manuals/mshift/V5tune.html#gl)
   2. If the Spare Port 3 'Table Active' value is set to 'ON if RPM > 300, else OFF' then the PWM will be set to the OFF value when the engine RPM is less than 300 (i.e. if not running or cranking). This setting can reduce current draw when not running if set to 0%, and can reduce the electrical noise associated with pulse width modulating the pressure control valve.

   Note that the PWM reported in TunerStudio is the actual PWM percentage. As the frequency increases, the 'granularity' of the possible PWM% increases, and the PWM% may be off from the target by up to several percent. Lowering the PWM frequency (increasing the period) will result in better accuracy.

2. TCC mode: Output is ON (PWM% from 12x1 table for sp1/2, from the 16x9 table for sp0) while TCC is engaged, OFF otherwise. None of the spare port TCC settings affect the main TCC output on PT3 (which has its own PWM frequency, PWM algorithm, etc.)

3. Use as Shift Solenoid: Output state is changed at some shifts based on user's output pattern. PWM% from 12x1 table in ON state. Note that if you want to have a constant PWM% for the shift solenoid, you should enter that value in all 12 bins (sp1 & sp2) or 144 (sp0) of the spare output's PWM % table.

4. Selective Clutch: This parameter is to select using as ports active only during shifts (i.e. 'clutch' outputs), which are active only during the shifts specified under 'Shift Output Patterns→Clutch Pattern (Output 4/7)'. The ON state PWM percent is set by the 12x1 table for spare port 1 and spare port 2. The ON state PWM percent is set by the 16x9 table for spare port 0.

   In 5.102+ code, the selective clutch outputs on spare port 1 and spare port 2 can be set to engage momentarily when the TCC engages (called 'TCC follow mode'), as well as when certain up/down shifts occur. This is a useful function for some VW/Audi transmissions. You set the user parameters under 'Shift Ouptut Patterns → Clutch TCC Activation'. The settings are:

   • Activation Period: Time duration keep the spare output activated after the TCC engages. The value can range from 0.00 to 2.50 seconds in 0.01 second steps; the default is 1.00 second, and
   • SPX with TCC in Gear X: In each current gear there is a choice to 'Don't apply SP1 [or SP2] with TCC in X Gear' (the default for all gears) OR 'Apply SP1 [or SP2] with TCC in X Gear'.

5. Gear Indicator: (for spare port 2 only) This mode lets the user set an independent PWM percent and period for each gear (PNR1234...8). In gear indicator mode, the PWM tables are not used at all for spare port 2. Instead you can directly enter the PWM percentage and/or the desired frequency (=¹⁰⁰⁰/_{period (msec)}) for each gear in the menus described below. This allows all of the function of a 1D PWM table with a gear lookup, except it also allows: variable frequencies between gears, negative gears, and the code can differentiate between neutral and park.

   The PWM frequency and percentage are set in two menus:

   1. Spare Port 2 Gear Mode Duty Cycle: Here you can set the pulse width modulation duty cycle in each gear (either the current gear or the manual gear lever position, with either including PNR) from 0 to 100% in 1% steps. Note that the PWM percentage is the percent of time 'high' at the processor pin. Whether this is high for your device depends on the driving circuit and the device itself. In some case the PWM% can be inverted by the particular circuit's layout and components, so use caution in implementing this control (you may need to set the value to 100% minus your desired percentage). For example, with the default VB2 open-collector circuit's NPN TIP120 transistor, if you are:
      1. Driving a device (such as a solenoid, LED, or motor) by sinking a current flow; current will flow through the NPN transistor when the processor pin is high, so the PWM percentage will represent the amount of time current is allowed to flow (so 100% means full current, 50% means ½ current, and 0% means no current at all).

      2. Generating an external signal (such as for a tachometer to use as a gear indicator) using a pull-up circuit* (with a resistor) on the NPN transistor's collector (ex. TIP120), then the output at the ampseal pin signal voltage will be:
         • High when the processor pin is low, and the pull-up voltage raises the signal voltage because the transistor is not flowing,
         • Low when the processor pin is high and the transistor is flowing, because the pull-up voltage, and thus the signal, is grounded through the transistor.
         In this case, a duty cycle value of 100% will result in a signal that is always low, a duty cycle value of 0% will result in a signal that is always high, and for example a duty cycle value of 33% will result in a signal that is high 67% of the time. So the signal is inverted in this case, and you need to be aware of this when setting the duty cycle values.

      Note that higher frequencies will have less resolution on the PWM percentage, and the user input PWM percentage value will be rounded up or down as required by the controller. Lower frequencies mean the PWM percent will likely be closer to the user-set value (for example, a period value of 12.8 milliseconds (78 Hertz) will give at least 2% accuracy for the PWM percentage, while a period value of 1.28 msec (781 Hertz) will give a potential error of up to 20%). At the highest frequencies (lowest period), setting the PWM percent to 25%, 50% or 75% will give the best results.

      * A pull-up circuit is comprised of a current-limiting resistor that connects the signal to a voltage supply. The current limiting resistor is chosen to limit the current draw when the driving transistor is flowing (otherwise the voltage supply would essentially be shorted to ground). Resistor values of 1k Ohm (1000 Ohms) to 10k Ohm (10000 Ohm) are commonly used for signaling purposes for automotive devices. The voltage supply is typically either the vehicle's 12V (nominal) supply, or the controller's 5V supply, depending on how much voltage the signalled device requires.

   2. Spare Port 2 Gear Mode Period: The periods can be from 0.512 millisecond to 819.1 milliseconds (for frequencies from 1.2 Hertz to 1953 Hertz). Here you can set:
      • Whether to use the current gear that the transmission is in or the manual gear lever position to look-up the PWM duty cycle and frequency on spare port 2. The default is 'Use Current Gear' and the other option is 'Use Manual Lever Position'.
      • The pulse width modulation period in each gear (including PNR) from 0.512 milliseconds (1953 Hertz) to 819.1 milliseconds (1.22 Hertz) in 0.0128 millisecond steps (TunerStudio will automatically round entered values to multiple of 0.128 as required). The output frequency is the inverse of the period value entered (i.e. when the period value is in milliseconds the resulting frequency will be freq = ¹⁰⁰⁰/_period).

      Example: Tachometer as a Gear Indicator This frequency output function could be used to drive a tachometer as a gear indicator, for example. To use this, recall that for an N cylinder 4-stroke cycle engine (N = 1,2,3,4,5,6,8,...) there is one spark event every second revolution, so the frequency is: frequency = sparks/sec = (RPM revs/min) * (1 min/60 sec) * (1 spark/cyl/2 revolutions) * N cyls i.e., frequency = RPM * N / 120 and the period is: period = 1/frequency = 120/(RPM*N) For example, this is RPM/15 for an 8 cylinder, 4-stroke cycle engine, RPM/20 for a 6-cylinder, and RPM/30 for a 4 cylinder engine. To get a four stroke cylinder tachometer to indicate 2000 rpm (often abbreviated to just a "2" on the tach face, implying 2nd gear), we would set the period to: period = 120/(2000 * 4) = 0.015 seconds = 15 milliseconds which rounds to 14.976 milliseconds in the code. Here is a calculator to do the math for you: Tach setup for →→→ Cylinders 1 2 3 4 5 6 8 10 12 Strokes/Cycle 4-stroke 2-stroke   Park/Neutral (= 0 rpm) (set PWM % to zero) 1st (= 1000 rpm) 2nd (= 2000 rpm) 3rd (= 3000 rpm) 4th (= 4000 rpm) 5th (= 5000 rpm) 6th (= 6000 rpm) Target Frequency: Hz Hz Hz Hz Hz Hz Hz Rounded Period: milliseconds milliseconds milliseconds milliseconds milliseconds milliseconds milliseconds You may decide to re-label the tach values, especially if the tach allows access to the face so you can replace it with a computer drawn custom face with PNR plus all your forward gears (in which case you can use whatever periods that work with your design, of course).

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.

• 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 serial data rate for your MegaSquirt^® embedded code is: 115200 for MegaSquirt-II™. Other values will generally NOT work without re-coding and reprogramming and you will spend a lot of time trying to figure out what is wrong. This value is restricted to 115200 in the INI. If you need to change it for specialized purposes, you must edit the INI using any text editor (like notepad.exe). Change the line like:

    baud = scalar, U32, 121 "", 1.00000, 0.00000, 115200, 115200, 0 ; baud rate

    to something like:

    baud = scalar, U32, 121 "", 1.00000, 0.00000, 300, 921600, 0 ; baud rate

    Note that the range of allowable baud rates in the code (as opposed to the INI limits above) is 300 baud to 921600 baud (in 5.011+ code). Any value outside that range will cause the code to revert to the default 115200 baud rate. This prevents an incomplete flash burn cycle from corrupting the communications so much that the code must be re-loaded with the serial monitor (aka. 'bootloader'). Flash burns involve writing ones to all the memory location before burning the actual values, so an incomplete burn can result in all ones in the baud rate location, and for a 32-bit unsinged integer this is 4294967295 (= 1111 1111 1111 1111 1111 1111 1111 1111 in binary), which is obviously outside the valid range so 115200 will be used. This will allow the user to burn a good MSQ to the controller to restore its proper function.

  • Test Port: Click this button to attempt serial communications with the controller. Success will be reported if TunerStudioMS is able to contact your MegaSquirt® controller over the controller automotive network (CANbus).
    

• 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 CANbus and serial communication issues. It is *NOT* the normal datalog of MShift™ variables.

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.

• 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.

• CANbus Configuration:

  The CANbus user parameters in the MShift™ code are:

  • CANbus Usage: Choose whether to use CANbus or not. If not using CANbus, then an alternate LOAD signal must be used; see: ISS/non-CANbus Tach Settings.

  • CANbus ID (GPIO): This is the CANbus ID for the GPIO board running MShift™. The default is 1. You can change the CANbus ID in the menus to a value up to 13 to avoid conflicts with other CANbus devices - if you do change the MShift™ CANbus ID you must also change it in the tuning software under 'File/Project Properties/CAN Devices'.

    However, to prevent people accidentally screwing up their comms, it is un-editable in the INI file until you make a small change. Use a text editor and find a line in the INI like:

    [pre]field = "!MS-II CANbus ID", ms2canID, { 0 } ; change to { 1 } to make editable[/pre]

    and change it to:

    [pre]field = "!MS-II CANbus ID", ms2canID, { 1} ; change to { 1 } to make editable[/pre]

  • CANbus Fetch Rate: This is the number of 0.128 millisecond tics between CANbus requests to send outpc. variables over from MS-II.

  • CANbus Load Variable: Choose to use the TPS or the MAP signal as the load signal over CANbus from the engine controller. The choices are:
    1. MAP
    2. TPS
    3. TPS for Line Pressure Table/MAP for Gear Tables
    4. MAP for Line Pressure Table/TPS for Gear Tables

    If you choose mixed loads (3 or 4 above), you also need to activate/deactivate some settings under Project -> Project Properties:

    • if you are using TPS for Line Pressure Table/MAP for Gear Tables you should make sure:
      • GEARTABLEMAP is activated, and
      • PCTABLEMAP is deactivated
    • if you are using MAP for Line Pressure Table/TPS for Gear Tables you should make sure:
      • GEARTABLEMAP is deactivated, and
      • PCTABLEMAP is activated
    These will set the appropriate displays (the load axis index and bins) for the tables in TunerStudio.

    If you are using only MAP or only TPS (either of the first two options) you only need to make sure LOAD_KPA is activated (for MAP) or deactivated (for TPS).

    Also, note that the usual hysteresis limiting applies, except when MAP for Line Pressure Table/TPS for Gear Tables, in which case there is hysteresis on the speed, but not the TPS (this can block shifts on the stim, but with reasonable hysteresis values isn't likely to in real life).

  • MS-II/MS3 CANbus ID: Set the CANbus 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/MS3 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:
    0. cltfactor_table - the ADC count to temperature table for CLT,
    1. matfactor_table - the ADC count to temperature table for IAT,
    2. egofactor_table - the ADC count to AFR table for WBO2,
    3. maffactor_table - the ADC count to air flow table for MAF,
    4. inpram - the first page of input parameters,
    5. in2ram - the second page of input parameters,
    6. txbuf - the bufferred output channel values,
    7. 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 CANbus use is at table 7 (with B&G code, see below for msextra/MS3). 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.

  • CANbus 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'.

    • Adjustment 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.

    • Adjustment offset: The adjustment variables offset on the engine controller from the start of the 'Adjustment 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™, CANbus, 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. For example, in recent MS3 code, we have been informed that outpc location is table 7, the spark/fuel/IAC adjustment variables at table 7, with the relevant variables starting at offset 512. MS-II/MS3 outpc block = 7 Adjustment block = 7 Adjustment offset = 512

      MS2/Extra: Apparently MS2/Extra has the appropriate parameters inserted. These are located at block = 7, offset = 512. So set: MS-II/MS3 outpc block = 7 Adjustment block = 7 Adjustment offset = 512 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.

      However, please note that these locations may be different in past msextra codes (before 2015). Check with the developers at www.msextra.com to verify these values if you have trouble with these adjustment functions.

      All of the CANbus 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 CANbus 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.

      Note that all codes since 4.146/5.099 have these parameters editable by default, so you can change the values in TunerStudio directly without making and edits to the INI.

      dialog = canconfig, "CANbus Configuration" topicHelp = "http://www.msgpio.com/manuals/mshift/V2tune.html#oa" field = "#Controller Area Network set-up" field = "!CANbus Usage", CAN_enabled field = "!CANbus ID (GPIO)", trans_can_id, { CAN_enabled } field = "!CANbus Fetch Rate", can_var_rate, { CAN_enabled } field = "CANbus 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 = "CANbus message f!ormat", 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 CANbus 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:

      1. mainController.ini if you are connecting the serial connection directly to the GPIO board, or
      2. CAN1.ini if you are using the CANbus 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.

    • CANbus Offsets OUTPC/OUTMSG: Here you can set the individual offsets (memory locations counted from the start of the OUTPC table or OUTMSG message received over the CANbus) for the variable values MShift™ requires from the engine control unit. If under 'CANbus Configuration → CANbus message format' you have selected
      1. Get all vars you will be using OUTPC (aka. [OutputChannels] in the INI)
      2. Get only required vars you will be using OUTMSG.
      These offsets can generally be found in the engine controller's INI file.

    • VSS offset (0 = disable) - This code can take a VSS signal over CANbus. When it does this, it ignores any VSS signal sent directly to the GPIO's VSS input pin (eventually we will make that input available for other uses). Enter the vehicle speed variable value offset (memory location relative to the start of OUTPC or OUTMSG, depending on which CANbus message format you have selected).

      To use the CANbus VSS, you need to specify the offset of the VSS value in the OUTPC/OUTMSG structure. If you set the value to zero (the default), or the CANbus is not enabled, the GPIO's VSS input is used. If it is not set to zero and CAN is enabled, the VSS from the external CANbus controller is used. For example, for MS3 code as this is written (2015), the speedo offset is apparently 332 with an outpc size of 340.

      You can determine the required offset from the OUTPC/OUTMSG structure. The OUTPC structure is described in the [OutputChannels] section of the INI for your code. This will look something like:

      [OutputChannels]
      	deadValue	= { 0 }	; Convenient unchanging value.
      	ochBlockSize	= 112
      	ochGetCommand	= "a\x00\x06"	; Lower case so we don't get confused.
      	seconds	= scalar,	U16,	0,	"s",	1.000,	0.0
      	secl	= { seconds % 256 },	"s"	; For runtime screen.
      	pulseWidth1	= scalar,	U16,	2,	"s",	0.001,	0.0
      	pulseWidth2	= scalar,	U16,	4,	"s",	0.001,	0.0
      	...
      	VSS	= scalar,	U16,	%%,	"mph",	0.100,	0.0
      	...

      where the number in the "%%" position is the value you need to enter for the 'VSS offset'. The speed value may have a different label (i.e. "speed" or "speedo" or "mph", etc., instead of "VSS"; that doesn't matter). However, the speed must be an unsigned integer (U16 above).

    • CANbus VSS Adjustment - 1.000 = no adjustment. Enter a speedo adjustment factor (it is a multiplier) when grabbing the VSS from the engine controller over the CANbus. This is required to match up some engine controller (such as MS3) VSS units (meters/second) with MShift™ code (MPH) where the value would be set to 2.237 (i.e. multiply the MS3 value by 2.237 to get MPH). The value can be set anywhere in the range from 0.000 to 20.000 in 0.001 increments. This factor might also need to be used where the MPH has a different 'granularity' in other codes (in MShift it is x10, but potentially might be x1 or x100 in other codes).

    • Pulse Width 1 offset - OUTPC default = 2, OUTMSG default = 0.

    • Engine RPM offset - OUTPC default = 6, OUTMSG default = 2.

    • Manifold Pressure offset - OUTPC default = 18, OUTMSG default = 4.

    • Throttle Position offset - OUTPC default = 24, OUTMSG default = 6.

    • Battery Voltage offset - OUTPC default = 26, OUTMSG default = 8.

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

  • non-CANbus Load Calibration
    MegaShift™ can read the engine load from a MegaSquirt-II™ controller over the CANbus network. If the CANbus 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 on processor pin PAD05 connected to circuit EGT1 (Amp 24). 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)

• Input Test Configuration:

  On this menu you select which input values you wish to implement in test mode. Many of the GPIO board's physical inputs, and a few of the CANbus inputs, can be tested. When selected, the user input test value(s) will be used instead of the actual measured physical value(s).

  The values used by the code in test mode are implemented as raw input values (for example the period for the VSS, or the ADC count for temperature), and these are then carried through all the normal calculations in the code. This can be useful for testing the code, or possibly for implementing a 'limp home' strategy using 'safe' input values when a sensor value is out-of-range.

  While test mode can be handy for testing various input values, it doesn't substitute for a trans stim, as it doesn't test:

  1. the GPIO board's input circuit for adequate operation,
  2. The GPIO's proper 25x2 header jumper configuration,
  3. the input port's configuration in the code (such as DDRx or ATDI0EN, etc.),
  4. the harness wiring, or
  5. the sensor itself.
  However, test mode can be very useful for checking the operation of the code when supplied with specific inputs, so it can eliminate or isolate the code's logical flow (and specific user configurations) as an issue (but not necessarily the code's port configuration).
  • Test Mode: Enabling test mode lets you substitute one or more of the measured input values with a value(s) you enter in TunerStudio. For the test value to be used:
    
    1. test mode must be enabled AND
    2. one or more test input channels must be selected.
    Test mode can be helpful when trying to sort out issues. For the ADC inputs (PADxx) the value substituted can be a voltage from 0.00 to 5.00, for the VSS input (PT0/) the value will be the speed in MPH, the ISS (PT5) is the period in RPM (for the ISS or non-CANbus tach), and for a digital input (PE1) you can enter 'low' for a grounded input and 'high' for a non-grounded input.

  • Input 1 (PAD00/EGT4/Amp26): Choose whether to test the Lever Input1. The value you enter will be a voltage between 0.00 and 5.00 Volts. Grounded is usually less than about 1.0V (depending on your digital threshold setting), with any value above that considered to be 'high'.

  • Input 2 (PAD01/GPI2/Amp6): Choose whether to test the Lever Input2. The value you enter will be a voltage between 0.00 and 5.00 Volts. Grounded is usually less than about 1.0V (depending on your digital threshold setting), with any value above that considered to be 'high'.

  • Input 3 (PAD03/EGT3/Amp25): Choose whether to test the Lever Input3. The value you enter will be a voltage between 0.00 and 5.00 Volts. Grounded is usually less than about 1.0V (depending on your digital threshold setting), with any value above that considered to be 'high'.

  • Temperature Input (PAD02/GPI3/Amp30): Choose whether to test the transmission temperature input. The value you enter will be a voltage between 0.00 and 5.00 Volts, and this will be used to look up the temperature in the internal table.

  • Vehicle Speed Sensor (PT0/VR1/Amp2): Choose whether to test the vehicle speed sensor (VSS) input. The value you enter will be a speed between 0 and 255 MPH.

  • Input Speed Sensor (PT5/VR3/Amp14): Choose whether to test the speed sensor (ISS) input. The value you enter will be the ISS or tach RPM (in 50 rpm increments from 0 to 12750).

  • Paddle UP (PT6/VR2/Amp15): Choose whether to test the upshift paddle input.

  • Paddle DOWN Input (AD06/GPI5/Amp4): Choose whether to test the downshift paddle button input. The value you enter will be a voltage between 0.00 and 5.00 Volts. Grounded is usually less than about 1.0V (depending on your digital threshold setting), with any value above that considered to be 'high'.

  • Brake Input (PAD07/GPI4/Amp3): Choose whether to test the brake input. The value you enter will be a voltage between 0.00 and 5.00 Volts. Grounded is usually less than about 1.0V (depending on your digital threshold setting), with any value above that considered to be 'high'.

  • Line Pressure Input (PAD04/EGT2/Amp27): Choose whether to test the line pressure input. The value you enter will be a voltage between 0.00 and 5.00 Volts, and this will be used to look up the line pressure value in the internal table.

  • 4WD/Table Switching Input (PE1/GPI1/Amp5): Choose whether to test the table switching/4WD input. Select between 'Low' and 'High'.

  • non-CANbus Load Input (PAD05/EGT1/Amp24): Choose whether to test the non-CANbus Load input. The value you enter will be a voltage between 0.00 and 5.00 Volts, and this will be used to calculate the load based on your other settings.

  • CANbus Load Input: Choose whether to substitute a user input value for the CANbus Load input. The value you enter will be a load (kPa or percent, depending on what you have configured), and this will be used as load.

  • CANbus RPM Input: Choose whether to substitute a user input value for the CANbus Tach input. The value you enter will be an engine speed between 0 and 32000 rpm.

  • CANbus Battery Voltage Input: Choose whether to substitute a user input value for the CANbus battery voltage input. The value you enter will be a voltage between 0.0 and 30.0 Volts.

  The input values will substitute for raw physical inputs, and the code will still apply parameters like polarity settings (ex. brake signal) and limits (ex. maximum speed).

• Input Test Parameter Values:

  On this menu you can set the input values you wish the code to use in test mode. When selected, the user input test value(s) will be used instead of the actual measured physical value(s).

  The values used by the code in test mode are implemented as raw input values (for example the period for the VSS, or the ADC count for temperature), and these are then carried through all the normal calculations in the code. This can be useful for testing the code, or possibly for implementing a 'limp home' strategy using 'safe' input values when a sensor value is out-of-range.

  While test mode can be handy for testing various input values, it doesn't substitute for a trans stim, as it doesn't test:

  1. the GPIO board's input circuit for adequate operation,
  2. The GPIO's proper 25x2 header jumper configuration,
  3. the input port's configuration in the code (such as DDRx or ATDI0EN, etc.),
  4. the harness wiring, or
  5. the sensor itself.
  However, test mode can be very useful for checking the operation of the code when supplied with specific inputs, so it can eliminate or isolate the code's logical flow (and specific user configurations) as an issue (but not necessarily the code's port configuration).
  • Test Mode: Enabling test mode lets you substitute one or more of the measured input values with a value(s) you enter in TunerStudio. For the test value to be used:
    
    1. test mode must be enabled AND
    2. one or more test input channels must be selected.
    Test mode can be helpful when trying to sort out issues. For the ADC inputs (PADxx) the value substituted can be a voltage from 0.00 to 5.00, for the VSS input (PT0/) the value will be the speed in MPH, the ISS/tach (PT5) in RPM, and for a digital input (PE1) you can enter 'low' for a grounded input and 'high' for a non-grounded input.

  • Input 1 (PAD00/EGT4/Amp26): Choose a test value Lever Input1. The value you enter will be a voltage between 0.00 and 5.00 Volts. Grounded is usually less than about 1.0V (depending on your digital threshold setting), with any value above that considered to be 'high'.

  • Input 2 (PAD01/GPI2/Amp6): Choose a test value Lever Input2. The value you enter will be a voltage between 0.00 and 5.00 Volts. Grounded is usually less than about 1.0V (depending on your digital threshold setting), with any value above that considered to be 'high'.

  • Input 3 (PAD03/EGT3/Amp25): Choose a test value Lever Input3. The value you enter will be a voltage between 0.00 and 5.00 Volts. Grounded is usually less than about 1.0V (depending on your digital threshold setting), with any value above that considered to be 'high'.

  • Temperature Input (PAD02/GPI3/Amp30): Choose a test value for the transmission temperature input. The value you enter will be a voltage between 0.00 and 5.00 Volts, and this will be used to look up the temperature in the internal table.

  • Vehicle Speed Sensor (PT0/VR1/Amp2): Choose a test value for the vehicle speed sensor (VSS) input. The value you enter will be a speed between 0 and 255 MPH. Note that the input value will be rounded to a multiple of 50 RPM, and there is an amount of rounding in the calculation of the VSS periods and resulting speed (especially at very high and very low speeds), so the resulting speedo value may not match the input value, depending on your VSS setup parameter values. In all cases, the value displayed in TunerStudio is the value acted on by the code (and stored in a datalog, etc.).

  • Input Speed Sensor (+Tach) (PT5/VR3/Amp14): Choose a test value for the input speed sensor or non-CANbus tach (ISS/tach) input. The value you enter will be a ISS/tach RPM (revolutions per minute) in 50 rpm increments. The period will be calculated based on the RPM and divider parameter you have specified. There is an amount of rounding in the calculation of the ISS/tach periods and resulting ISS/tach RPM (especially at very low and very high values), so the resulting speedo value may not match the input value, depending on your VSS setup parameter values. In all cases, the value displayed in TunerStudio is the value acted on by the code (and stored in a datalog, etc.).

  • Paddle UP (PT6/VR2/Amp15): Choose a test value for the upshift paddle input. Select between 'Low' and 'High'.

  • Paddle DOWN Input (PAD06/GPI5/Amp4): Choose a test value for the downshift paddle button input. The value you enter will be a voltage between 0.00 and 5.00 Volts. Grounded is usually less than about 1.0V (depending on your digital threshold setting), with any value above that considered to be 'high'.

  • Brake Input (PAD07/GPI4/Amp3): Choose a test value for the brake input. The value you enter will be a voltage between 0.00 and 5.00 Volts. Grounded is usually less than about 1.0V (depending on your digital threshold setting), with any value above that considered to be 'high'.

  • Line Pressure Input (PAD04/EGT2/Amp27): Choose a test value for the line pressure input. The value you enter will be a voltage between 0.00 and 5.00 Volts, and this will be used to look up the line pressure value in the internal table.

  • 4WD/Table Switching Input (PE1/GPI1/Amp5): Choose a test value for the table switching/4WD input. Select between 'Low' and 'High'.

  • non-CANbus Load Input (PAD05/EGT1/Amp24): Choose a test value for the non-CANbus Load input. The value you enter will be a voltage between 0.00 and 5.00 Volts, and this will be used to calculate the load based on your other settings.

  • CANbus Load Input Value: Choose a test value to substitute for the CANbus Load input. The value you enter will be a load (kPa or percent, depending on what you have configured), and this will be used as load without adjustments for the 6x6 TPS table, etc..

  • CANbus RPM Input Value: Choose a test value to substitute for the CANbus Tach input. The value you enter will be an engine speed between 0 and 32000 rpm.

  • CANbus Battery Voltage Input Value: Choose a test value to substitute for the CANbus battery voltage input. The value you enter will be a voltage between 0.0 and 30.0 Volts.

  The input values will substitute for raw physical inputs, and the code will still apply parameters like polarity settings (ex. brake signal) and limits (ex. maximum speed).

• Debugging Input Variables: User adjustable variables used only in special test codes (generally released in small numbers in special circumstances to troubleshoot specific issues). The function depends on the code in use. These input values have no function at all in release or beta codes.

---

• Tuner Studio Help: Click to get help with TunerStudio's general functions and features (not MShift™ code's specific parameters).
• Check for Updates: Look for TunerStudio updates (not MShift™ updates).
• Enter Registration: If you have paid for TunerStudio, enter your registration code here to unlock the full features.
• About: Information about TunerStudio, including the version number, Java runtime version, processor score, etc.

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• GPIO/microTCU Pin Assignments: This is a list of GPIO or microTCU pin assignments (function, port, circuit and Ampseal). You can also find these on this web page:

• MegaShift™ Info: Press F1 in any menu to get context sensitive help from the web. Click the blue Question Mark symbol to the left of any parameter to get an explanation of that parameter. For the full manual, see: www.msgpio.com/manuals/mshift/v5code.html (this web page). For support questions visit http://www.msgpio.com/forums/index.php.