User and Installation Manual

Transcription

1 American Supercars and Prototypes, LLC User and Installation Manual Version 1.4

2 Page ii User and Installation Manual ASaP MasterShift Auto Shifter Warranty Information Due to the conditions under which MasterShift Auto Shifter operates all warranties, express or implied, arising by operation of law or otherwise including, but not limited to, any warranty for fitness or merchantability for a particular purpose are hereby excluded. Under no circumstances will American Supercars and Prototypes, LLC be liable for consequential, special or punitive damages arising out of the sale, installation or use of any MasterShift product. Any person selling MasterShift products agrees to hold American Supercars and Prototypes, LLC harmless from any and all claims and/or damage awards and further agrees to indemnify American Supercars and Prototypes, LLC for all losses, damages or liability American Supercars and Prototypes, LLC may suffer as a result of such sales. The remedy set forth herein shall be the exclusive remedy available to any seller, installer or user of a MasterShift product. American Supercars and Prototypes, LLC at its discretion, may repair or replace any defective MasterShift Auto Shifter unit, within 12 months of purchase. Any and all costs of removal, installation or re-installation, freight charges and incidental damages or consequential damages are expressly excluded from this warranty. Normal wear and tear is excluded. American Supercars and Prototypes, LLC components, including but not limited to MasterShift Auto Shifter units, must be professionally installed as a complete kit as shown in the installation guide for that particular American Supercars and Prototypes, LLC product. American Supercars and Prototypes, LLC does not warranty products that are not manufactured by American Supercars and Prototypes, LLC. The Manufacturer of such products must be contacted for warranty claims. American Supercars and Prototypes, LLC shall have no liability for improperly installed units, units modified from the original specifications by any installer or end user or any American Supercars and Prototypes, LLC product combined with a non-american Supercars and Prototypes, LLC product in such a manner as to alter the products original specifications or modify the operation or stated use of the product in any manner. Some finish damage may happen to parts as a result of shipping.

3 ASaP MasterShift Auto Shifter User and Installation Manual Page iii Table of Contents 1. OVERVIEW INTRODUCTION TO THE MASTERSHIFT AUTO SHIFTER HOW TO READ THIS DOCUMENT REQUIREMENTS OPERATION SHIFTING OVERDRIVE SAFETY FEATURES MASTERSHIFT AUTO SHIFTER CONFIGURATION SOFTWARE INTRODUCTION COMMAND SUMMARY COMMUNICATION TAB CONFIGURATIONS TAB TRANSMISSION TAB CUSTOM TAB SHIFT 1 TAB SHIFT 2 TAB OVERDRIVE TAB SPEED/TACH TAB DIAGNOSTICS TAB INSTALLATION OVERVIEW DRIVER INTERACTION ELEMENTS TRANSMISSION INTERACTION ELEMENTS WIRING INITIAL CONFIGURATION, FINALIZATION AND TEST TROUBLESHOOTING DO-IT-YOURSELF CHECKLIST SUPPORT CONTACT APPENDIX CONNECTOR PIN-OUTS...54 June 8, 2013 Version 1.4

4 Page iv User and Installation Manual ASaP MasterShift Auto Shifter Table of Figures Figure 1: Communication Tab Set Up Communications with the Device...13 Figure 2: Serial port not connected...14 Figure 3: Device not found...14 Figure 4: Configurations Tab Handling Complete Device Configurations...15 Figure 5: Transmission Tab Handling Transmission Configurations...16 Figure 6: Custom Tab Customization of Detent Positions...18 Figure 7: Shift 1 Tab Shift Features...20 Figure 8: Shift 2 Tab Shift Features...21 Figure 9: Overdrive Tab Overdrive Control...24 Figure 10: Speed/Tach Tab Speed and Tachometer Input Configuration...26 Figure 11: Diagnostics Tab Testing and Troubleshooting...27 Figure 12: Modified Shift Lever Chevrolet Tahoe...34 Figure 13: Modified Shift Lever Mounted...34 Figure 14: Simple Flat Bracket with Bulkhead Bracket...35 Figure 15: Shift Cable in Bulkhead Bracket...36 Figure 16: Custom Bracket Mounted in Chevrolet Tahoe...36 Figure 17: Shift Cable End with Both Nuts and Lockwasher...37 Figure 18: Cable Mounted to Transmission Shift Lever...37 Figure 19: Cable Mounted to Bulkhead Bracket...38 Figure 20: Cable End with Nut and Lockwasher...38 Figure 21: Cable End Loosely Secured...39 Figure 22: Typical Wiring No Overdrive...41 Figure 23: Power Wiring...41 Figure 24: RF Paddle Shifter Standard Version...42 Figure 25: RF Paddle Shifter OneWire Version...42 Figure 26: Typical Horn Wiring...43 Figure 27: Paddle Shifter OneWire Connections...44 Figure 28: Paddle Shifter Panel Connector (Coiled Cord)...45 Figure 30: Brake Switch Configurations...46 Figure 31: Shift Lock Solenoid...46 Figure 32: Gear Safety Output...47 Figure 33: Optional Gear Safety Outputs...47 Figure 34: Speed Pulse Input...48 Figure 35: Tachometer Input...48 Figure 36: Throttle Position Sensor Input...49 Figure 37: Overdrive Switch and Output...49 Figure 38: MasterShift Main Connector (J1)...54 Figure 39: MasterShift Serial Connector (J2)...54 Figure 40: Panel Connector for Coiled Cable (J3)...54

5 ASaP MasterShift Auto Shifter User and Installation Manual Page 1 1. Overview 1.1 Introduction to the MasterShift Auto Shifter The MasterShift Auto Shifter for automatic transmissions enables you to shift your automatic (standard or reverse valve body) or manual shift automatic transmission while leaving your hands on the steering wheel. It provides a quick and reliable electronically controlled movement of the transmission shift lever. The shifter unit is coupled to the transmission through a standard shift cable, just like the manual shift lever; this makes installation quick and easy. The MasterShift Auto Shifter supports transmissions with a single, rotating transmission shift shaft that has one position for each gear. Common automatic transmissions fall in this category, as do some less common manual shift automatic transmissions. If you have an electronically controlled transmission (such as a GM 4L60E) you still require a factory or aftermarket transmission controller. The MasterShift Auto Shifter does not control the internals of the transmission and as such your transmission behavior is not altered in any way. 1.2 How to Read This Document If you have received a vehicle with the MasterShift Auto Shifter pre-installed or if you had it installed by a qualified installer, the main part of interest for you is section 2 Operation. In case you want to learn about configurable options, check out section 3 MasterShift Auto Shifter Configuration Software. For those who need to install a unit, please read the whole manual before you re-read section 4 Installation and actually install something. In case you should have trouble with your MasterShift Auto Shifter, please refer to section 5 Troubleshooting. 1.3 Requirements Vehicle with a supported automatic transmission or with a similar automatic transmission as unsupported custom installation (see also section 4.3 Transmission Interaction Elements). Currently supported are General Motors 4L60-E transmissions. PC with a standard 9 pin serial port, running a supported version of Microsoft Windows (currently we support Windows 2000 and Windows XP; Windows Vista is not yet supported). June 8, 2013 Version 1.4

6 Page 2 User and Installation Manual ASaP MasterShift Auto Shifter [This page intentionally left blank.] Version 1.4 June 8, 2013

7 ASaP MasterShift Auto Shifter User and Installation Manual Page 3 2. Operation This section describes the normal operation of the MasterShift Auto Shifter unit. It assumes a properly installed device (see section 4 Installation for installation instructions). 2.1 Shifting BASIC SHIFTING Basic shifting is simple: just hit the shift buttons or paddles, and the MasterShift Auto Shifter will push or pull the shift cable to place the transmission lever in the requested position, as you would have done manually before you had it. It is also possible to stack multiple shifts by pressing a shift switch several times. The Auto Shifter will then move straight to the requested target gear position. The Auto Shifter does not alter the characteristics of your transmission. If you have a manual shift automatic transmission (like the McMillin M1), it will stay in gear until you shift again. If you have a standard automatic transmission (like the General Motors 4L60-E), it will have the same shift behavior according to the current position, just like before the installation of the MasterShift Auto Shifter SHIFT SEQUENCES The type of transmission and the highest forward gear determines the shift sequence. Two types of transmissions are supported (automatic and manual shift automatic, including reverse valve bodies); the number of forward gears may be between 1 and 4. One or two forward gears may be useful in applications with some Tiptronic type transmissions that have only one mechanical forward gear position and the other gears are shifted electronically, or that have one mechanical forward gear position for automatic shifting and a second one for manual, electronic shifting. ASaP paddle shifters are able to control both the lever movement and the electronic tips that shift the gears. Automatic transmissions can also be driven in a pseudo-manual mode: their shift sequence gets inverted, so that the next gear after N is not the normal drive range, but 1 st gear position. An automatic transmission with a reverse valve body has a physical shift sequence like a manual shift automatic transmission, and therefore needs to be configured as such. The available shift sequences are (the characters that are shown in the column Shift Sequence are the characters that are displayed in the MasterShift GearDisplay): Transmission Type Number of Forward Gears Shift Sequence Automatic transmission 1 forward gear P R N D 2 forward gears P R N D S 3 forward gears P R N forward gears P R N Automatic transmission, forced 3 forward gears P R N manual sequence 4 forward gears P R N Manual shift automatic transmission or automatic transmissions with reverse valve bodies 3 forward gears P R N forward gears P R N June 8, 2013 Version 1.4

8 Page 4 User and Installation Manual ASaP MasterShift Auto Shifter See also sections Transmission Configuration Items and 3.7 Shift 1 Tab for configuration of the basic shift sequence, and section 2.2 Overdrive for gear-splitting sequences SKIP SHIFTS It is possible to set the shifter up so that it shifts with a single shift switch press from Park, Reverse or Neutral into a pre-set forward gear or from any forward gear into Park. These shifts are called skip shifts because normally they skip various gear positions. The skip shift to a forward gear is triggered by a long press of a ToForward shift button. It works only when the current gear position is one of Park, Reverse or Neutral. It only starts the skip shift move if the required condition for the whole shift movement is given: if in Park, the foot must be on the brake. If the condition is not given, the shifter waits for a configurable timeout and if the condition is still not given, the skip shift request is discarded. For the triggering of the skip shift to Park, four different modes are provided. (See also section Neutral Safety for the relationship with the neutral safety feature and section 3.8 Shift 2 Tab for the configuration options, especially Exit forward gears for the mode selection.) The different modes are: Normal : Neither neutral safety nor a skip shift to Park is provided. Neutral Safety : A skip shift to Park is not provided. (A long press of a ToPark shift button overrides neutral safety.) Skip to Park : A long press of a ToPark shift button triggers the skip shift. (Neutral safety is not provided.) SkipP + NS (NS 2-Btn) : A long press of a ToPark shift button triggers the skip shift. (Neutral safety is provided and overridden with a long press of a ToPark shift button together with a ToForward shift button.) SkipP + NS (Skip 2-Btn) : A long press of a ToPark shift button together with a ToForward shift button triggers the skip shift. The ToPark button must have been pressed first. (Neutral safety is provided and overridden with a long press of a ToPark shift button.) SkipP + NS (Special) : This option provides both a skip shift to Park and neutral safety, but requires only single-button presses. When the vehicle is standing and the driver s foot is on the brake, a long press of a ToPark shift button triggers a skip shift to Park and a short press of a ToPark shift button triggers a normal shift towards Park, without neutral safety (that is, it shifts from D or 1, depending on the gear sequence, right into Neutral). Otherwise vehicle moving or foot not on the brake, neutral safety is in effect and can be overridden with a long press of a ToPark shift button. Skip shifts to Park are not possible. The time to recognize a long press can be configured to be up to five seconds. All of the above modes only trigger a skip shift when the current gear is one of the forward gears. The skip shift move only starts if the required conditions for the whole shift movement are given: the foot must be on the brake and the vehicle must be standing. (These are the same conditions as for a normal shift into Reverse or Park.) If the conditions are not given, the shifter waits for a configurable timeout and if the conditions are still not given, the skip shift request is discarded. Depending on the situation, the shifter may start immediately with the normal shift move that corresponds to the shift button that has been pressed. Only after the shift delay has passed is the skip shift detected and executed. See also section 3.8 Shift 2 Tab for the related configuration options. 2.2 Overdrive The MasterShift GearDisplay device indicates an engaged overdrive is indicated by lighting up the decimal point. The use of the GearDisplay is highly recommended when controlling an overdrive unit. Version 1.4 June 8, 2013

9 ASaP MasterShift Auto Shifter User and Installation Manual Page MANUAL CONTROL Any of the switches in the ASaP paddle units may be configured as a manual overdrive toggle control (see section 3.7 Shift 1 Tab for the configuration options), and an external switch input is provided at the shifter connector (see section Overdrive Switch Input and Control Output for the wiring information). Both switch inputs work as toggle inputs: pressing a button changes the state of the overdrive output (switches it off if it was on, or switches it on if it was off). This works in all of the different overdrive modes, but in Manual Only mode (see 3.9 Overdrive Tab) it is the only way the overdrive can be engaged. In this mode, all shifts are always full shifts, independently of what is configured in the OneWire Button Configuration group on the Shift 1 tab (see also section 3.7 Shift 1 Tab). Being full shifts means they don t change the overdrive state (unless dictated by an overdrive safety feature; see section Overdrive Protection). (While in Park, pressing a ToPark button for more than two seconds also engages the overdrive. It is disengaged when the shift button is released. This feature is meant for a quick test of the overdrive solenoid.) GEAR SPLIT MODE It is also possible to include the overdrive engagement into the shift sequence. This way, the Auto Shifter makes it possible to use the overdrive as a gear splitter. For example, shifting from 2 nd to 3 rd position now occurs in two shift commands: the first enables the overdrive, placing the vehicle into a 2 nd plus overdrive gear, and the second shift command moves the shift lever to 3 rd position and disables the overdrive. The following table illustrates the shift sequences with and without gear splitting (for 4-speed transmissions; 3-speed transmissions are similar without the 4 th gear): Transmission Type Overdrive Mode Shift Sequence (4-speed) Automatic transmission Manual shift automatic transmission or automatic transmission with forced manual sequence Manual Only Gear Split Manual Only Gear Split ToForw: P R N ToPark: N R P ToForw: P R N 4 3o 3 2o 2 1o 1 ToPark: 1 1o 2 2o 3 3o 4 4o N R P ToForw: P R N ToPark: N R P ToForw: P R N 1 1o 2 2o 3 3o 4 4o ToPark: 4o 4 3o 3 2o 2 1o 1 N R P Caution: Even when using an overdrive unit with the Auto Shifter, the driver is responsible for operating the overdrive within its specified limits. American Supercars and Prototypes, LLC can not be held responsible for any damage that results from using an overdrive unit. (See also section Overdrive Protection; it describes overdrive shift safety features that may help the driver to operate the overdrive within factory specs.) Note: When using the overdrive, any shift commands take as reference always the current gear which may not be the gear after the last shift command. The gear may change by manually engaging or disengaging the overdrive; it also may change by the overdrive being disengaged by a safety feature. For example, if you press the brake after a split-gear upshift from 3 rd into 3 rd with overdrive, the gear is again 3 rd (without overdrive), and the next split-gear upshift will again attempt to shift into 3 rd with overdrive and not into 4 th gear. In this mode, all shifts are always split shifts (half shifts), independently of what is configured in the OneWire Button Configuration group on the Shift 1 tab (see also section 3.7 Shift 1 Tab). Being half shifts means they change the overdrive state and perform a gear split shift. June 8, 2013 Version 1.4

10 Page 6 User and Installation Manual ASaP MasterShift Auto Shifter FOUR-BUTTON MODE For drivers who want more control of gear-split shifting, the Auto Shifter provides the four-button mode. In this mode, the driver has full control over whether to perform a split-gear shift, engaging or disengaging the overdrive to split a gear, or whether to perform a full shift (by not changing the overdrive state, whether or not the overdrive is currently engaged or disengaged). The four-button mode requires an ASaP paddle shifter with OneWire interface. The ASaP RF Paddles with OneWire interface is a set of RF controlled paddle shifters that can be mounted to any steering wheel, whether OEM or aftermarket, and is connected to the Auto Shifter through the OneWire interface. The ASaP Paddle Shifter is a paddle assembly that mounts to aftermarket steering wheels; it also is connected to the Auto Shifter through the OneWire interface. Using any of these paddle shifters, the driver has a left button and paddle and a right button and paddle. Each of these four actuators can be configured to perform a full shift (not splitting gears) or a half shift (splitting the gears) in either direction. (Overdrive toggle and Horn are also available as possible functions.) See also section 3.7 Shift 1 Tab (group OneWire Button Configuration ) for the configuration options. 2.3 Safety Features While the basic functionality is enough for many purposes, there are situations where undesirable shift attempts may happen. These undesired shifts can be prevented by enabling the following shift safety features. All of them can be individually enabled and disabled to suit your style NEUTRAL SAFETY The purpose of the neutral safety feature is to prevent accidental shifts into Neutral position during normal driving. Multiple presses of a ToPark shift switch are now guaranteed to not shift into Neutral. This is especially useful for manual shift automatic transmissions, but is also an important safety feature for normal automatic transmissions. When neutral safety is enabled, it needs to be overridden in order to be able to shift into Neutral from a forward gear; without the override, the shift to Neutral is not allowed. How exactly this override is provided depends on the selected mode that governs the behavior of skip shifts to Park and neutral safety (see also section Skip Shifts for the skip shift configurations). The different modes are: Normal : Neither neutral safety nor a skip shift to Park is provided. Neutral Safety : A long press of a ToPark shift button overrides neutral safety. (A skip shift to Park is not provided.) Skip to Park : Neutral safety is not provided. (A long press of a ToPark shift button triggers the skip shift.) SkipP + NS (NS 2-Btn) : A long press of a ToPark shift button together with a ToForward shift button overrides neutral safety. The ToPark button needs to be pressed first. (A long press of a ToPark shift button alone triggers the skip shift.) SkipP + NS (Skip 2-Btn) : A long press of a ToPark shift button overrides neutral safety. (A long press of a ToPark shift button together with a ToForward shift button triggers the skip shift.) SkipP + NS (Special) : This option provides both a skip shift to Park and neutral safety, but requires only single-button presses. When the vehicle is standing and the driver s foot is on the brake, a long press of a ToPark shift button triggers a skip shift to Park and a short press of a ToPark shift button triggers a normal shift towards Park, without neutral safety (that is, it shifts from D or 1, depending on the gear sequence, right into Neutral). Otherwise vehicle moving or foot not on the brake, neutral safety is in effect and can be overridden with a long press of a ToPark shift button. Skip shifts to Park are not possible. The time to recognize a long press can be configured to be up to five seconds. Version 1.4 June 8, 2013

11 ASaP MasterShift Auto Shifter User and Installation Manual Page 7 See also section 3.8 Shift 2 Tab for the various configuration options BRAKE SAFETY The brake safety feature prevents shifts into Reverse gear or Park unless the brake pedal is pressed. This is a standard safety feature for automatic transmissions. If the brake switch input is connected to a brake switch or brake switch signal, this feature requires the brake pedal to be pressed for a shift into Reverse or Park. An alternative wiring connects the brake switch input to the vehicle s shift lock solenoid signal instead of the brake switch. In this case, the Auto Shifter will present the exact same shift lock behavior as the vehicle had before the installation. This often includes a feature similar to the speed safety feature (see below), and therefore may make activation of that feature unnecessary. While the brake safety feature is always enabled, it can be functionally disabled through appropriate configuration of the brake switch input. However, this is not recommended. See also section 3.8 Shift 2 Tab for the configuration options and section Brake Switch for the required wiring SPEED SAFETY The speed safety feature works in the same way as the brake safety feature: the driver is not allowed to shift into Reverse gear or Park when the vehicle speed is above 1 mph. This is also a standard safety feature for automatic transmissions. Required for this feature is a speed sensor pulse. This should be a logic-level pulse signal, as it is output by most modern engine management systems or powertrain control modules. (See also section 3.10 Speed/Tach Tab for the configuration options and section Speed for the required wiring.) If the brake switch input is connected to the vehicle s shift lock solenoid signal (see section Brake Safety), a separate speed safety feature is often not necessary, as the vehicle s own safety logic may already take the vehicle speed into account for enabling the shift into Reverse or Park GEAR POSITION SAFETY OUTPUT Most vehicles have a park/neutral switch and a reverse light switch; some also have a key lock solenoid that only permits the key to be taken out of the lock in Park position. Often these switches are mounted at the transmission and their function is not affected by the installation of the Auto Shifter. However, in some cases one or more of these switches are mounted at the shift lever and are being removed during the installation of the Auto Shifter. For this reason, the Gear Position Safety Output is provided. It can replace one of these switches and output the chosen signal (see section 3.7 Shift 1 Tab for the configuration option) OVERDRIVE PROTECTION Some overdrive constructions should not be driven backwards, that is with reversed torque, either in Reverse gear or while the engine is braking the vehicle. Vehicle weight is a consideration here, as it is usually only a problem with heavy towing type vehicles. The Auto Shifter provides several safety features that help prevent such situations. Caution: Even when using these safety features, the driver is responsible for operating the overdrive within its specified limits. American Supercars and Prototypes, LLC can not be held responsible for any damage that results from using an overdrive unit. While the provided safety features may help preventing harmful operating conditions, it is still possible to override them and damage the overdrive unit. The driver continues to be responsible for using the provided functionality appropriately. For example, certain overdrive units may not be driven backwards, that is with reversed torque like when driving in Reverse or with the engine braking, because the built-in clutch may quickly burn up in such a situation. In general, whenever shifting into Park, Reverse or Neutral, the overdrive is disabled. While in Reverse gear, the overdrive cannot be enabled. This already prevents one of the most frequent trouble spots: forgetting to disable the overdrive before shifting into Reverse June 8, 2013 Version 1.4

12 Page 8 User and Installation Manual ASaP MasterShift Auto Shifter While in Park or Neutral, the overdrive may be enabled or disabled using the manual toggle switch. The main purpose of this is testing the overdrive solenoid: you usually should be able to hear it click when engaging the overdrive. It is also possible to engage the overdrive by pressing the ToPark shift switch while in Park for more than two seconds. This will engage the overdrive; it is disengaged upon release of the ToPark shift switch. See also section 3.9 Overdrive Tab for configuration options for the following safety features Automatically Disabling the Overdrive on Downshift When this option is enabled, every shift into a lower gear range (for example, from 3 rd into 2 nd ) automatically disables the overdrive. While this does not completely prevent the overdrive being driven backwards in all possible scenarios, it helps prevent the more dangerous reverse drive situations, caused by engine braking through downshifting. Depending on vehicle weight and use, its possible your overdrive can be used with engine breaking. See the following table for an illustration of how this feature influences the gear-split shift sequence. (The table does not show all possible movements, which includes shifting after manually enabling of the overdrive. But even in these cases, the overdrive is always disabled when the transmission shift shaft moves into a lower gear detent.) Transmission Type Disable overdrive on downshift Gear-Split Shift Sequence (4-speed) Automatic transmission Manual shift automatic transmission or automatic transmission with forced manual sequence Off On Off Automatically Disabling the Overdrive when Braking On ToForw: P R N 4 3o 3 2o 2 1o 1 ToPark: 1 1o 2 2o 3 3o 4 4o N R P ToForw: P R N ToPark: 1 1o 2 2o 3 3o 4 4o N R P ToForw: P R N 1 1o 2 2o 3 3o 4 4o ToPark: 4o 4 3o 3 2o 2 1o 1 N R P ToForw: P R N 1 1o 2 2o 3 3o 4 4o ToPark: N R P When this option is enabled, the overdrive is automatically disabled whenever the driver presses the brake pedal. When this happens, it is often at the beginning of a downhill streak, or when slowing down the vehicle. In both cases it may be useful to disable the overdrive. With this option enabled, it is also not possible to engage the overdrive while the brake pedal is depressed Automatically Disabling the Overdrive at Low Engine Speeds It may be useful to automatically disable the overdrive whenever the engine speed is too low. In those situations there is little to be gained by leaving the overdrive engaged. The Auto Shifter provides a tachometer rpm configuration setting for this ( auto-off ). Together with this setting works a feature that prevents engaging the overdrive below a second engine speed ( prevent on ). This second threshold is required because when engaging the overdrive, the engine speed will immediately drop by the overdrive ratio, similar to a normal upshift. In order not to trigger the auto-off threshold for automatically disabling the overdrive immediately after engaging it, the engine speed before engaging it has to be at least by the overdrive ratio higher than the auto-off threshold. See the following example: Example: The Gear Vendors overdrives have a ratio of The auto-off threshold is set to 850 rpm. This means that the prevent on threshold should be set to at least 850 rpm / 0.78 = 1090 rpm; recommended is a slightly higher value, for example 1100 rpm or 1200 rpm. This safety feature has some possibly unexpected results. One is that in gear-split mode with a standard automatic transmission a shift towards Park from 4 th gear may result in a shift to Neutral instead of a shift into 4 th gear with overdrive if the engine speed is below the prevent on threshold. To avoid surprises like this, ASaP highly recommends activation of the neutral safety feature, which prevents such undesired shifts into Neutral. Version 1.4 June 8, 2013

13 ASaP MasterShift Auto Shifter User and Installation Manual Page 9 Similar, but less critical, is the issue in 4-button mode with a standard automatic transmission. When the engine speed is below the prevent on threshold, a half shift towards Park from 4 th gear (3 rd in a 3-speed transmission) has no effect, as it would shift into 4 th with overdrive (3 rd with overdrive in a 3-speed transmission) but engaging the overdrive is not allowed by the threshold. So it just stays in 4 th resp. 3 rd gear. To shift into Neutral in these cases, use the full shift switch. June 8, 2013 Version 1.4

14 Page 10 User and Installation Manual ASaP MasterShift Auto Shifter 3. MasterShift Auto Shifter Configuration Software 3.1 Introduction After the MasterShift Auto Shifter has been properly installed in the vehicle (see section 4 Installation), it can be configured through its serial port. The following is required for being able to configure it: A Microsoft Windows PC with the Microsoft.NET framework version 2.0 installed. If you haven t yet, please use the Windows Update feature to install it. (It will be installed from the CD during installation if it isn t already installed on your computer. But it is recommended to check the Windows Update anyway, to get recommended updates for your system.) A standard serial port. If your computer doesn t have a serial port, you may be able to use a USB-to-Serial converter. Compatibility with all USB-to-Serial converters cannot be guaranteed. The ASaP MasterShift Auto Shifter Configuration software. It came with your MasterShift Auto Shifter unit on the CD-ROM. Install the software on your PC by running the installer file setup.exe. The 9-pin D-Sub, female-female serial cable that came with your MasterShift Auto Shifter unit. (This is not a standard serial cable. Please do not try to use a standard serial cable it will not work! It is possible, however, to extend the provided cable with a standard 9-pin male-female straight wired serial cable.) Connect the serial port (the 9-pin male D-Sub connector) of the MasterShift Auto Shifter to the PC s serial port with the serial cable you received with your Auto Shifter. You may need to remove the small plastic cover over the serial port on the MasterShift unit. To do this remove the two small screws on either side of the plastic cover and then slide the cover off, exposing the serial port pins. Once the serial cable is hooked up, switch on the (ignition) power to the Auto Shifter. Run the MasterShift Auto Shifter Configuration software and select the COM port and you are ready to go. Note: Please don t forget to place the plastic cover back on the serial outlet of the shifter unit after you completed the configuration. It protects the pins from dirt and water. This description is for the version of the MasterShift Auto Shifter configuration software (see 3.3 Communication Tab). 3.2 Command Summary Tab Page Configuration Item Unit Range Required Transmission Shift 1 Shifter Number of forward gear positions (none) 1 4 Yes Transmission type (none) Autom. Shift, Manual Shift Detent positions (Det1 Det7) Yes Position Yes Shift direction (none) Pull=Park, Push=Park Yes Cable slack compensation Push Cable slack compensation Pull Position 0 25 No (0 disables) Position 0 25 No (0 disables) Stall timeout Milliseconds (ms) Yes Version 1.4 June 8, 2013

15 ASaP MasterShift Auto Shifter User and Installation Manual Page 11 Tab Page Configuration Item Unit Range Required Shift 1 Safety Output Shift 1 OneWire Button Configuration Shift 2 Overdrive Speed Sensor Force manual-style shift sequence (none) On, Off No Output function (none) Park/Neutral, Reverse, Not in Park Left button Left paddle Right button Right paddle (none) (none) (none) (none) Full-ToForw, Half-ToForw, Full-ToPark, Half-ToPark, Horn, Overdrive, Aux1, Aux2 No Yes (for use with OneWire paddle) Shift delay Milliseconds (ms) No (0 disables) Exit forward gears (none) Normal, Neutral Safety, Skip to Park, SkipP + NS (NS 2-Btn), SkipP + NS (Skip 2-Btn), SkipP + NS (Special) Skip to forward (none) On, Off No No ( Normal disables) Skip to forward target Forward gear 1 4 Yes (if Skip to forward is On) Skip timeout Milliseconds (ms) No (0 disables) Brake input power (none) Sw to Gnd Int Pullup, Sw to Gnd Ext Pullup, Sw to Pos Int Pulldn, Sw to Pos Ext Pulldn Brake input polarity (none) Normally Open, Normally Closed Overdrive mode (none) Manual Only, Gear Splitting, 4-Button Disable overdrive on downshift Disable overdrive on brake Yes Yes No (none) On, Off No (none) On, Off No Auto-off engine speed rpm No (0 disables) Prevent-on engine speed rpm No (0 disables) Upshift tachometer drop rpm No (0 disables) Upshift delay Milliseconds (ms) No (0 disables) Downshift delay 2 1o Milliseconds (ms) No (0 disables) Downshift delay 3 2o Milliseconds (ms) No (0 disables) Downshift delay 4 3o Milliseconds (ms) No (0 disables) Tachometer pulses per revolution Pulses/2 rev 0 6 pulses/rev No (0 disables) June 8, 2013 Version 1.4

16 Page 12 User and Installation Manual ASaP MasterShift Auto Shifter Tab Page Configuration Item Unit Range Required Speed pulses per mile Pulses/mile No (0 disables) Speed pulses per revolution 0.01 Pulses/rev (0 300 pulses/rev) No (0 disables) Tire circumference Millimeter (mm) No (0 disables) Exchange speed and tachometer inputs (none) On, Off Yes Position units: Position values are given in a percentage of the maximum movement. The outer limit position close to the Park position has the value 0; the outer limit position past the forward gears has the value 250. (The position unit is [0.4%].) Example values are: 25 [0.4%] = 10% 100 [0.4%] = 40% 125 [0.4%] = 50% 200 [0.4%] = 80% Milliseconds: Times are set in milliseconds (short ms ). A thousand milliseconds is equal to one second (short s ). Example values are: 500 [ms] = 0.5 s 800 [ms] = 0.8 s 1000 [ms] = 1.0 s 2000 [ms] = 2.0 s Tachometer pulses per revolution: The value for this configuration item is the number of pulses per revolutions multiplied by 2, or in other words the number of pulses per 2 revolutions. (The unit is [0.5 pulses/revolution].) Speed pulses per revolution: The value for this configuration item is the number of pulses per revolution multiplied by 100. (The unit is [0.01 pulses/revolution].) Example values are: 1800 [0.01 pulses/rev] = 18 pulses/rev 2400 [0.01 pulses/rev] = 24 pulses/rev 6400 [0.01 pulses/rev] = 64 pulses/rev Tire circumference: The tire circumference is set in millimeter (short mm ). One inch is equal to 25.4 mm. Example values are: 1524 [mm] = [mm] = [mm] = 78.1 (225/50R16) See also for a simple tire size calculator. Version 1.4 June 8, 2013

17 ASaP MasterShift Auto Shifter User and Installation Manual Page Communication Tab The Communication tab is the first tab that is visible, and as long as no connection to an Auto Shifter device has been established, it is the only tab that is accessible. Before being able to use the program, the correct serial port must have been selected and a powered device must be connected to the serial port (see below). Figure 1: Communication Tab Set Up Communications with the Device Serial Port Configuration: The MasterShift Auto Shifter Configuration software needs to know on which serial port you have the Auto Shifter unit connected. Select the serial port where you have the MasterShift Auto Shifter unit connected and make sure that no other application (like a terminal, modem or fax software) is using it. If you do not know which serial port the MasterShift Auto Shifter is connected to, you can go through the list of available serial ports starting at COM 1, until one of the COM ports connects and recognizes the MasterShift unit. The MasterShift Auto Shifter software opens at the Communication tab, where it initially shows that neither the serial port is connected ( Serial port not connected ) nor has an Auto Shifter been found ( Auto Shifter not found ); see Figure 2. After selecting an available serial port in the drop-down list, the software indicates that it could connect to the serial port ( Serial port connected ); see Figure 3. If you don t see this message, please make sure that you have selected the correct serial port and that it is available (that is, that no other program is using it). At this point, the configuration software tries to communicate with the Auto Shifter. Once it finds the device, it queries it for serial number and version information and then considers itself properly connected ( Auto Shifter found ); see Figure 1. If the software can t find your Auto Shifter (see Figure 3), please make sure it is connected to the correct serial port and that it is powered. If you are unable to get any of the COM ports to connect to the Auto Shifter please refer to the Troubleshooting guide (section 5 Troubleshooting). June 8, 2013 Version 1.4

18 Page 14 User and Installation Manual ASaP MasterShift Auto Shifter Figure 2: Serial port not connected Figure 3: Device not found Serial Number: This is the unit s serial number. Please always have the serial number handy when talking to ASaP support. Firmware Version: This number is the version of the firmware of the controller board inside the MasterShift Auto Shifter unit. Hardware Version: This number is the version of the electronic hardware of the controller board inside the MasterShift Auto Shifter unit. Software version: This is the version of the ASaP MasterShift Auto Shifter Configuration software. Version 1.4 June 8, 2013

19 ASaP MasterShift Auto Shifter User and Installation Manual Page Configurations Tab The Configurations tab provides access to complete device configurations. At the moment, the only function available is to reset the device to its factory default configuration. Figure 4: Configurations Tab Handling Complete Device Configurations Load Default Configuration: Clicking this button will reset your MasterShift Auto Shifter to the default configuration. All your previous settings will be lost. (Except the stored transmission configurations; these are saved in the PC rather than the Auto Shifter and therefore don t get lost when restoring the default device configuration. However, they have to be restored and written to the device. See also section 3.5 Transmission Tab.) June 8, 2013 Version 1.4

20 Page 16 User and Installation Manual ASaP MasterShift Auto Shifter 3.5 Transmission Tab The Transmission tab contains two sections. On the left side are the General and Detent Position settings, which work together with the device configuration, similar to most of the other configuration items (see Transmission Configuration Items). On the right side is the Stored Configurations section that deals with the transmission configurations stored in the PC (see Stored Transmission Configurations). It does not by itself communicate with the device, but rather stores and loads the configuration items on the left side. These can then be reviewed or written to the MasterShift Auto Shifter as usual, using the Write Data button. Figure 5: Transmission Tab Handling Transmission Configurations TRANSMISSION CONFIGURATION ITEMS The two settings in the General section (number of forward gear positions and transmission type) determine how the detents are associated with the gears (see Shift Sequences). Number of forward gear positions: This configuration is required. It is the number of forward gear positions your transmission has. The available options are from 1 to 4. It is always assumed that the first three detents are Park, Reverse and Neutral positions, followed by the given number of forward gears. The number 1 may be useful in installations with some Tiptronic-type transmissions that have only one D position, and once the lever is in D position, any further shifting is done with tipping. (This can be done from the steering wheel with most ASaP paddle shifters. Contact ASaP support for details.) Transmission type: This configuration is required. The options are Automatic (default) and Manual Shift. The setting determines the sequence of the forward gears. Following the Park, Reverse and Neutral positions, an automatic transmission continues with the highest gear, whereas a manual shift automatic transmission continues with the lowest gear. Detent positions 1 through 7: These are the position values for the four to seven detents. (A transmission with three forward gears has six detents; a transmission with four forward gears has seven detents.) These come typically from a predefined transmission configuration or are set using the Custom tab (see 3.6 Custom Tab). The values are in the range (corresponding to 0% 100%). Version 1.4 June 8, 2013

21 ASaP MasterShift Auto Shifter User and Installation Manual Page STORED TRANSMISSION CONFIGURATIONS This section allows storing complete transmission configurations (all items on this tab) on the PC, and later retrieving these configurations from PC storage and programming them to the MasterShift Auto Shifter. None of the actions in this section affects directly the Auto Shifter; they only act on the transmission configuration storage in the PC and save or load the user edit fields on the left side of the tab. Drop-down combobox (configuration names): This combobox contains the names of the currently stored transmission configurations. Select one of them, or type a new name for storing a new configuration. Allowed characters are letters, numbers, dash ( - ) and underscore ( _ ). Load Transmission: This button is enabled when an existing transmission configuration has been selected in the combobox. Clicking on it loads the transmission configuration into the user edit fields on the left side of the tab. This does not yet alter the device configuration. The values can now be verified, and if desired, be programmed into the Auto Shifter by clicking on the Write Data button, just as with normal configuration items. Store Transmission: This button is enabled when a valid transmission name has been selected or typed in the combobox, and if the selected transmission is not a factory-supplied read-only configuration. Clicking on it stores the current values of the user edit fields on the left side of the tab under the selected or typed name. This may overwrite previously stored values. It is not possible to override or save over the factory stored transmission values as they are write-protected to avoid accidental deletion and overwriting. When a factory configuration is selected in the drop-down combobox, the Store Transmission button is disabled. Find Transmission: This button is always enabled. Clicking it will find a transmission configuration with the same values as currently are set in the user edit fields on the left side of the tab. The name of that configuration is then shown and selected in the combobox. If none is found, the combobox will be empty. Delete Transmission: This button is enabled when a transmission name has been selected that is not a factory-supplied read-only configuration. Clicking it will delete the selected transmission configuration. June 8, 2013 Version 1.4

22 Page 18 User and Installation Manual ASaP MasterShift Auto Shifter 3.6 Custom Tab The Custom tab allows you to customize individual detent positions. While it is in theory possible to enter the numeric position value directly in the Detent Position section of the Transmission tab, you usually don t know these values for not yet supported transmissions. The functions on this tab help you find those values and store them in the device. Once that has been completed, the set of values can then be stored as a transmission configuration in the Transmission tab. Figure 6: Custom Tab Customization of Detent Positions The functions of this tab are usually used during the installation process, after everything is mechanically installed and the basic parameters have been set. (See also section 4.5 Initial Configuration, Finalization and Test.) This is the recommended procedure to customize a detent position: 1. Prepare the vehicle: Switch off the engine and make sure the vehicle can t roll while you are customizing the detent positions. Caution: It is important that the vehicle remains safely secured during the complete process. The transmission shift lever will be moved into various positions, and this needs to be done safely. 2. Disconnect the shift cable from the MasterShift Auto Shifter shift lever: Since we want the cable to move freely, independently of the motor-driven shift lever, it needs to be disconnected. The cable has a ball joint fitting that can be easily removed from the shift lever s ball joint stud. 3. Connect the shift cable to the transmission shift lever: The purpose of this procedure is to move the Auto Shifter side of the shift cable into the required positions and adjust the Auto Shifter lever so that it matches those positions. Therefore the shift cable needs to be properly connected to the transmission shift lever. 4. Move the transmission lever into the detent you want to customize: The cable (that is connected to the transmission shift lever) needs to be in the correct position. To achieve this, the shift lever at the transmission needs to be in the detent position that is to be customized. With that, the shift cable end at the shifter side is in the position where the Auto Shifter shift lever should be. Use a suitable tool to move the transmission shift lever to the desired detent position. (Often you can simply move the lever with your hand.) Version 1.4 June 8, 2013

23 ASaP MasterShift Auto Shifter User and Installation Manual Page Secure the loose shift cable end: During the remainder of the process, the Auto Shifter lever will move. It is important that it does not hit the disconnected shift cable end, so this end needs to be secured in a position where the shift lever can t hit it. 6. Select the detent to be customized (line 1): The MasterShift Auto Shifter configuration software needs to know which detent should be customized. 7. Estimate the new value of the detent position (line 2): Enter the estimated new value for the detent position. Use the values of the current and adjacent positions, compare their positions to the target position (where the cable end is), and estimate the new detent position. Don t worry if you don t get it right the first time; you can (and probably will) repeat this step until it fits. 8. Move the Auto Shifter shift lever to the target position (line 3): By clicking either button, the Auto Shifter shift lever will be moved to the target position from line 2. Move Up means that the shifter will move to the target position from a lower position; Move Down means that the shifter will move to the target position from a higher position. (Either may be disabled if there is not enough room to move far enough below or above the target position.) 9. Compare lever position against cable end position (line 4): Try to fit the cable end onto the ball joint stud of the shift lever. It should slide onto the stud nicely, without forcing the cable. If it doesn t, estimate a new position value and repeat from line 2 on. (The value in line 4 is the actual position value after the movement. It may be off by 1 from the target value; this is normal.) 10. Store the new position in the device (line 5): By clicking on the Store Position button, the value from line 2 is written to the Auto Shifter. (The value that is stored in the device for the currently selected detent is shown in the box on line 5.) Repeat steps 4 to 10 until all required detent positions are programmed. Don t forget to reconnect the shift cable to the Auto Shifter lever after successful customization of all detent positions. It is recommended to store the new detent positions as a transmission configuration after the customization (see Stored Transmission Configurations). June 8, 2013 Version 1.4

24 Page 20 User and Installation Manual ASaP MasterShift Auto Shifter 3.7 Shift 1 Tab The Shift 1 tab provides configurations related to the specific vehicle s shift cable installation and the paddle shifter (OneWire or OneWire RF Paddle) setup. Figure 7: Shift 1 Tab Shift Features Shifter setup: Shift direction: This configuration is required. Default is that pulling on the shifter end of the cable causes the lever to move towards the Park position. If pushing the cable moves the lever towards Park, set this item accordingly. Cable slack compensation Push: This configuration is optional; default is 0 (disabled). Setting this item to a value other than 0 (1 25) causes the Auto Shifter lever to overshoot the target position by the set value when the movement pushes the cable. The purpose is to compensate possible cable slack in push movements. Note: This is an advanced setting and should only be used when instructed so by ASaP support. Values higher than 8 are rarely required. Cable slack compensation Pull: This configuration is optional; default is 0 (disabled). Setting this item to a value other than 0 (1 25) causes the Auto Shifter lever to overshoot the target position by the set value when the movement pulls the cable. The purpose is to compensate possible cable slack in pull movements. Note: This is an advanced setting and should only be used when instructed so by ASaP support. Values higher than 8 are rarely required. Stall timeout: If a shift movement is blocked for some reason, the Auto Shifter continues to attempt to reach the target gear for a configurable amount of time. The time the Auto Shifter keeps trying to reach the target is set here (in milliseconds). The default is 800 ms (or 0.8 s). Force manual-style shift sequence: With automatic transmissions, the shift lever position after Neutral is normally the Drive range, in which the transmission automatically shifts between all gears. When you want to drive such a transmission in a pseudo-manual mode, it is possible to move the shift lever into 1 st Version 1.4 June 8, 2013

25 ASaP MasterShift Auto Shifter User and Installation Manual Page 21 Safety Output: gear position after Neutral (PRN12 instead of PRND3 ) by setting this option to On. (See also section Shift Sequences.) Output function: This option selects the function of the safety output. It can be Park/Neutral (output is active in Park and Neutral; for example for allowing the starter to work only in these positions), Reverse (output is active in Reverse; for example for switching backup lights) or Not in Park (output is active in all positions except Park). OneWire Button Configuration: Left button, left paddle, right button, right paddle: Each of the four actuators can be set to either of the eight available functions: full shifts towards Park and forward, half shifts towards Park and forward, horn, overdrive toggle and output control for outputs Aux1 and Aux2. o Full shifts are shifts without a change of the overdrive state (like normal shifts). o Half shifts are gear-splitting shifts, changing the state of the overdrive accordingly (like the shifts with the overdrive mode set to split gears). o o o 3.8 Shift 2 Tab When set to Horn, it activates the shifter s horn output as long as the button is pressed. When set to Overdrive, it activates the shifter s overdrive output on one press (unless an overdrive safety feature prevents the overdrive from being engaged) and deactivates it on the next press. When set to Aux1 or Aux2, it activates the shifter s Aux1 resp. Aux2 output as long as the button is pressed. The Shift 2 tab provides access to shift safety and skip shift configurations. See also the descriptions of the skip shifts in section Skip Shifts, of the neutral safety feature in section Neutral Safety and of the brake safety in section Brake Safety, and the wiring descriptions of the brake switch options in section Brake Switch. Figure 8: Shift 2 Tab Shift Features June 8, 2013 Version 1.4

26 Page 22 User and Installation Manual ASaP MasterShift Auto Shifter Shift delay: The shift delay is used by different functions that are configured in the other settings on this tab. Depending on those settings several functions are executed when a shift switch is pressed for longer than the time set here. The time is set in milliseconds (1000 milliseconds equal one second; allowed range is ); a value of 0 disables this feature. Exit forward gears: The Auto Shifter provides several special features when exiting the normal forward drive gears into the Neutral, Reverse and Park positions. o o o o o o Normal: Neither neutral safety nor skip to Park is enabled. Caution: ASaP doesn t recommend this mode, as neutral safety is a critical safety feature and this mode doesn t provide it. Neutral Safety: The MasterShift Auto Shifter allows pressing the shift button repeatedly, causing a number of repeated shifts. This can be useful in a situation where the driver wants to get down a few gears as quickly as possible. In the heat of the moment, it is possible to hit the shift switch once too often and end up in Neutral. It is also possible to touch a shift switch inadvertently and cause a shift to Neutral while driving. Both situations can be avoided. Enabling the neutral safety option prevents such undesired shifts into Neutral; shifts from forward gears into Neutral are now only allowed if neutral safety has been overridden. In almost all cases, a long press is required, sometimes together with a second shift switch. Note: When using any of these modes (all except Normal), a shift delay setting of >0 is required (at least 300 is recommended). Skip to Park: Shifting from a forward gear to Park is one of the more common shift movements. The Auto Shifter provides the skip to Park feature to do so with a single shift command. When this option is selected, a ToPark shift switch pressed for the set time (shift delay; see above) results in a skip shift to Park. Caution: ASaP doesn t recommend this mode, as neutral safety is a critical safety feature and this mode doesn t provide it. A normal ToPark shift command from the forward gear that follows Neutral in the gear sequence will exit the forward gears and shift to Neutral. SkipP + NS (NS 2-Btn): This mode provides the skip to Park feature together with the neutral safety feature. In order to execute a skip shift to Park, the driver has to press a ToPark shift switch for the set time (shift delay; see above). Pressing a ToPark shift switch together with a ToForward shift switch for the set time does not cause a skip shift in this mode; rather, it provides an override for neutral safety. So in order to shift from a forward gear into Neutral, use this sequence. Note that it is important to press the ToPark button first. SkipP + NS (Skip 2-Btn): This mode provides the skip to Park feature together with the neutral safety feature. In order to execute a skip shift to Park, the driver has to press a ToPark shift switch together with a ToForward shift switch for the set time (shift delay; see above). Note that it is important to press the ToPark button first. Pressing a ToPark shift switch alone for the set time does not cause a skip shift in this mode; rather, it provides an override for neutral safety. So in order to shift from a forward gear into Neutral, use this sequence. SkipP + NS (Special): This mode provides the skip to Park feature together with the neutral safety feature. It doesn t require any press sequences with two shift switches; it rather relies on the vehicle speed and the brake to determine what to do. When the vehicle is standing and the brake pedal is depressed, neutral safety is disabled (that is, a normal shift towards Park from the gear position next to Neutral shifts into Neutral) and a long press of a ToPark shift switch triggers a skip shift to Park. Version 1.4 June 8, 2013

27 ASaP MasterShift Auto Shifter User and Installation Manual Page 23 When the vehicle is moving or the brake pedal is not depressed, a skip shift to Park is not possible and neutral safety is enabled. Thus, while in the gear position next to Neutral, a short press of a ToPark shift switch does nothing, and a long press overrides neutral safety and shifts into Neutral. Skip to forward: One of the most frequent shift moves is from Park (or Reverse) into the normal drive position be that 3 rd or 4 th gear position (for normal automatic driving) or 1 st gear position (for manualstyle driving). When this option is set to On, the Auto Shifter moves from Park, Reverse or Neutral to the configured target gear position with a single press of a ToForward shift switch. The switch needs to be pressed longer than the shift delay (see above). Skip to forward target: This setting determines the target gear for the skip to forward feature. Just set it to the gear position you want the skip to forward feature to move to. Skip timeout: All skip shifts require that the configured safety conditions are given for all shifts until the target position. If the conditions are not given (for example, the brake pedal is not pressed for a shift that crosses Reverse), the shifter waits for the time set here (in milliseconds) until either the conditions are given or the timeout expires. If the conditions are given within the timeout, the shifter moves the lever; if not, the skip shift request is discarded. Brake Input Power: The brake input can be connected to a switch to ground or a switch to positive (12 V battery), and that switch may have an external pull-up or pull-down (for example when connected to a brake lamp) or it may need a supply. This drop-down list provides options for all four possible switch combinations. See also section Brake Switch for a detailed description of the wiring options. Brake Input Polarity: This item indicates whether the brake switch is normally open (closed when the brake pedal is pressed) or normally closed (open when the brake pedal is pressed). While it is not recommended, it is possible to use the Auto Shifter without the brake safety feature. In this case, don t connect anything to the brake input, configure the input power for an internal pull-up or pulldown, and set the input polarity to normally closed. This results in the device always seeing a pressed brake pedal. 3.9 Overdrive Tab Use this tab to configure the overdrive options. They fall into roughly three categories: shift functionality (the overdrive mode), safety features (the various disable functions) and shift control (for gear-splitting upshifts and downshifts that change both the overdrive state and the transmission gear). June 8, 2013 Version 1.4

28 Page 24 User and Installation Manual ASaP MasterShift Auto Shifter Figure 9: Overdrive Tab Overdrive Control Overdrive mode: The ASaP Auto Shifter provides three different modes to control a typical 3 rd party aftermarket overdrive (like for example the Gear Vendors products): o o o Manual Only: Besides the various safety features, no special overdrive handling is done. Shifting works as it would without an overdrive. A separate overdrive button is required to switch the overdrive on and off. (The button has a toggle function; a press changes the state of the overdrive from off to on or from on to off.) Gear Splitting: Choose this option if you want to use your overdrive unit as a gear splitter. The overdrive gears are included into the shift sequence, so that the number of available gears doubles. See section Gear Split Mode for a description of the gear sequence in this mode. A separate overdrive button and the OneWire overdrive function still work the same as in Manual Only mode. 4-Button: Choose this option if you want enhanced control over the individual shifts. Instead of just shifting in one of two directions, you now use your two paddles and two buttons to select between half shifts (use the overdrive to split gears) and full shifts (shift normally, without changing the overdrive state). A separate overdrive button still works the same as in Manual Only mode. Auto Disable On downshift: When this option is set to On, every shift into a lower gear range disables the overdrive. The objective is to help the driver prevent driving situations where the overdrive is driven backwards (torque direction is contrary to the direction it was designed for), which is a problem for some overdrives or heavy towing vehicles. (See also section Automatically Disabling the Overdrive on Downshift.) Auto Disable On brake: When this option is set to On, every time the brake pedal is pressed, the overdrive is automatically disabled. This also helps prevent the reverse torque situations that harm certain overdrive constructions, as the brake is usually used at the beginning of downhill sections. It generally does little harm, because even if it is not the beginning of a downhill section, the deceleration from braking usually requires that the overdrive is disabled anyway, to get into a better gear ratio for re-accelerating to cruising speed. (See also section Automatically Disabling the Overdrive when Braking.) Version 1.4 June 8, 2013

29 ASaP MasterShift Auto Shifter User and Installation Manual Page 25 Tachometer Disable Auto-off: When the engine speed falls below this threshold (set in rpm), the overdrive is always disabled. Set it to a value of 0 to disable this feature. (See also Automatically Disabling the Overdrive at Low Engine Speeds.) Tachometer Disable Prevent on: If the engine speed is below this threshold (set in rpm), the shifter won t allow the overdrive to be engaged. This value must be higher than the auto-off threshold (it must be at least the auto-off threshold divided by the overdrive ratio), so that engaging the overdrive doesn t cause an immediate auto-off because of the engine rpm drop that follows engaging the overdrive. (See also Automatically Disabling the Overdrive at Low Engine Speeds, where you find a calculation example.) Upshift Control Tach drop: When executing a gear-splitting upshift that disengages the overdrive (e.g. from 2 nd with overdrive into 3 rd ), two separate shift actions occur that are contrary to each other: the transmission shifts up from 2 nd to 3 rd, and the overdrive shifts down from engaged to disengaged. To provide a smooth shift, the Auto Shifter waits for the end of the upshift action before disengaging the overdrive. The end of the upshift is detected by a drop in engine rpm by more than the threshold set here. Set the value to 0 to disable the feature. A drop in engine speed may also be caused by stepping off the accelerator. To prevent a false (and too early) detection of such a drop in engine speed, a throttle position sensor may be connected to the Auto Shifter (see section Throttle Position Sensor Input). The throttle position input is checked for a drop during the shift movement, and if one is detected, the engine speed drop detection is disabled. In this case, the upshift control delay (see below) is used to determine when to disengage the overdrive. Upshift Control Delay: This is the minimum time (set in milliseconds) the Auto Shifter waits before disengaging the overdrive on a gear-splitting upshift that disables the overdrive. Use this together with the engine speed drop setting above. A value of 0 disables the feature. Caution: If you use the throttle position sensor input to detect throttle drops, a reasonable value here is required for smooth shift behavior. Downshift Control Delay: These three delays control the behavior when executing a gear-splitting downshift that engages the overdrive (e.g. from 3 rd into 2 nd with overdrive). In this case, there occur also two separate shift actions that are contrary to each other: the transmission shifts down from 3 rd to 2 nd, and the overdrive shifts up from disengaged to engaged. To provide a smooth shift, the Auto Shifter waits with the transmission shift until a per-gear configurable delay has passed after engaging the overdrive. The delays should be set to a value so that for a typical shift the overdrive has already engaged before the transmission starts shifting. The values are set in milliseconds; set to 0 to disable the feature Speed/Tach Tab Use this tab to configure the tachometer and speed inputs. The tachometer input is required for several features related to the overdrive: tachometer disable and upshift control (see sections Automatically Disabling the Overdrive at Low Engine Speeds and 3.9 Overdrive Tab). The speed input is highly recommended if you can t use a factory shift lock solenoid signal instead of a brake switch, or if the factory shift lock solenoid signal doesn t have a vehicle speed lockout for shifts into Park and Reverse. Consult your vehicle s manual for its shift lock features. (See also the description of the safety features in sections Brake Safety and Speed Safety.) June 8, 2013 Version 1.4

30 Page 26 User and Installation Manual ASaP MasterShift Auto Shifter Figure 10: Speed/Tach Tab Speed and Tachometer Input Configuration Tachometer Input Pulses per revolution: Set this to the number of pulses per revolution (or per two revolutions) that your tachometer signal generates. Speed Input Pulses per mile: Usually it is possible to connect to a speedometer pulse signal that has a defined number of pulses per mile. This is the preferred way to connect a speed sensor. Common values are between 1000 and 8000 pulses per mile. Maximum value is pulses per mile, 0 disables this setting. If this value is set, it overrides the pulses per revolution/tire circumference settings. Speed Input Pulses per revolution: When connected to a speed sensor, it is usually more convenient to use the number of pulses per revolution. The maximum value is 300 pulses per revolution; 0 disables the speed calculation through pulses per revolution and tire circumference. Multiply the number of pulses by 100 and enter it here (for example if you have 200 pulses per revolution you would enter 20000). This setting is not necessary if pulses per mile is set. (If your speed sensor is prior to the rear end, you need to multiply the number of pulse per revolution by your rear end ratio.) Note: If you want to connect the Auto Shifter speed input to a speed sensor (not to a speed pulse output of an engine or powertrain management system), an interface module is necessary that translates the sensor pulses into logic level pulses. Speed Input Tire circumference: When the speed calculation is done using the number of pulses per revolution, the tire circumference needs to be set (in millimeters; 1 inch = 25.4 mm). The maximum value is 5000 mm; a value of 0 disables the speed calculation through pulses per revolution and tire circumference. This setting is not necessary if pulses per mile are set. Exchange speed and tachometer inputs: In a previous revision of the Auto Shifter, the speed input was a sensor input and the tachometer input was a logic level input. This configuration allows using the logic level input for speed measurements on those boards. On newer boards, both inputs are logic level inputs, and switching them is not necessary anymore. See also sections Speed and Tachometer Input. Version 1.4 June 8, 2013

31 ASaP MasterShift Auto Shifter User and Installation Manual Page Diagnostics Tab Figure 11: Diagnostics Tab Testing and Troubleshooting Device Information Board temperature: The MasterShift Auto Shifter reads the temperature inside the case. It is displayed here in C. (To convert C to F use the following formula: F = C ) Device Information Total shift count: The Auto Shifter keeps track of the number of shifts. This is the total number of shifts since production of the device. Device Information Tachometer: This is the engine speed (in rpm) read at the moment of switching to the Diagnostics tab or when last pressed the Reload Data button. Use this to confirm that you have the correct tachometer pulse per revolution setting on the Speed/Tach tab: maintain the engine at a constant speed (for example 2000 rpm), then press the Reload Data button (while maintaining the constant engine speed). The displayed value should be close, within the precision of the vehicle s tachometer. Shift Commands: It is possible to cause shift movements without using the shift paddles or steering wheel buttons, by using these buttons. o o o Full Shift to Forw will move the lever towards the higher detents (away from Park) and Full Shift to Park will move the lever towards the Park position one detent at a time, in both cases, and without changing the overdrive state. If you have neutral safety activated, a Full Shift to Park won t work for a shift from the forward gear next to Neutral into Neutral; you need to use Shift to Park, Ovr for a shift with override of neutral safety. Whether the full shift is actually a full shift or a half shift depends on the overdrive mode. Half Shift To Forw will execute a split-gear shift towards the higher detents (away from Park) and Half Shift To Park will execute a split-gear shift towards the Park position. Whether this causes a lever movement, a lever movement and an overdrive change or only an overdrive change depends on the current gear and the overdrive mode. Skip To Forw will move the lever towards the configured forward skip target gear and Skip To Park will move the lever into the Park position in both cases only if the movement is possible, depending on current gear position and any required safety conditions. June 8, 2013 Version 1.4

32 Page 28 User and Installation Manual ASaP MasterShift Auto Shifter Caution: Don t forget that these commands shift your transmission! So please make sure that the wheels are caulked, the driving axle is lifted off the ground and/or the brakes are firmly applied prior to using these shift commands or your vehicle may start rolling. Overdrive Commands: It is possible to switch the overdrive on and off without using the shift paddles or steering wheel buttons or the overdrive toggle switch, by using these buttons. Aux Output Commands: Use these buttons to switch the Aux1 and Aux2 outputs on and off. Version 1.4 June 8, 2013

33 ASaP MasterShift Auto Shifter User and Installation Manual Page Installation 4.1 OVERVIEW DRIVER INTERACTION ELEMENTS RF Paddle Shifter Standard Paddle Shifter Mounting Paddle Shifter with OneWire Board Mounting Paddle Shifter with Coiled Cable Preparations Paddle Shifter Quick Disconnect Panel Mount Connector Custom Shift Buttons TRANSMISSION INTERACTION ELEMENTS Shifter Case Manual Shift Lever Removal Customize Transmission Shift Lever Custom Cable Bracket Shift Cable WIRING Overview Power Wiring Paddle Connection RF Paddle Shifter Version with Switch Outputs RF Paddle Shifter Version with OneWire Output Paddle Shifter with OneWire Board Connect OneWire Circuit Connect Horn Relay Paddle Shifter with Coiled Cord Custom Shift Buttons Brake Switch Gear Safety Outputs Speed Pulse Input Tachometer Input Throttle Position Sensor Input Overdrive Switch Input and Control Output Tiptronic-Style Shifting and Custom Outputs INITIAL CONFIGURATION, FINALIZATION AND TEST Overview Please read all relevant parts of this entire section before installing anything. Some parts depend on others, and often knowledge of other parts is required to fully understand all consequences of decisions made during installation. Caution: Please be aware that installing the MasterShift Auto Shifter requires a qualified person familiar with maintaining and installing vehicle mechanics and wiring and qualified to execute the required installations. American Supercars and Prototypes, LLC accepts no responsibility for defects or damages that arise from incorrect installations. It is to be fully understood that you are accepting all risks involved with the installation of the MasterShift Auto Shifter and the associated devices. If you are unable to locate a qualified person, please contact American Supercars and Prototypes, LLC and we will be happy to help you locate an installer in your area. The system contains two devices that interact with the driver: the shift switches (paddles or custom switches) and the gear display. Installation of the ASaP paddle shifters is described in sections RF Paddle Shifter and Standard Paddle Shifter; information about custom shift switches you find in section Custom Shift June 8, 2013 Version 1.4

34 Page 30 User and Installation Manual ASaP MasterShift Auto Shifter Buttons. Installation of a gear display is only necessary if the vehicle doesn t have one or if it will be removed together with the shift lever, or if you want the additional functionality that the MasterShift GearDisplay provides. However, even if not necessary, an additional gear display may be desired. The installation of the GearDisplay (available as an option, in a dash-mounted version) is described in the GearDisplay manual. Please make sure you read that, too, and install the GearDisplay according to the instructions. On the transmission side, a new shift cable bracket is required. How to build a cable bracket for an unsupported transmission is explained in section Custom Cable Bracket; cable brackets for supported transmissions can be bought from ASaP and come with their own installation instructions. Information about the installation of the shifter case can be found in section Shifter Case, the shift lever removal is described in section Manual Shift Lever Removal, and the shift cable installation is described in section Shift Cable. The wiring for the different options is described in section 4.4 Wiring. If you opted for a GearDisplay, please refer to its manual for the GearDisplay wiring. Last but not least you will find help with the initial configuration and start-up, and troubleshooting hints in case not everything works as expected in section 4.5 Initial Configuration, Finalization and Test. 4.2 Driver Interaction Elements RF PADDLE SHIFTER ASaP provides an RF paddle shifter set that can be mounted to any steering wheel, OEM and aftermarket. It consists of a pair of paddle shifter devices with a shift button and a shift paddle each and a controller that provides the switch outputs or a OneWire signal to the Auto Shifter. For the installation, please follow the RF paddle shifter s manual STANDARD PADDLE SHIFTER The standard paddle shifter can only be installed on vehicles with aftermarket steering wheels such as Grant, Momo, or Sparko. If you currently have a factory steering wheel, ASaP recommends the RF paddle shifter (see section RF Paddle Shifter); please contact ASaP for details. If however you would like to change your current wheel to an aftermarket steering wheel for use with the standard paddle shifter, you must locate an aftermarket wheel that you like, and purchase it with an adapter kit for your year, make and model of vehicle. Install that aftermarket steering wheel and adapter kit per the manufactures instructions. Once this is done you will be able to install and use our standard paddle shifter using the instructions in this section. There is also the option to use custom shift buttons (see section Custom Shift Buttons). The paddle shifter comes in three versions: With OneWire board, no cord (for use with steering columns that have a factory horn wire, and in which the user is not installing a steering wheel mounted gear indicator), Without OneWire board, with coiled cord (for use in all other cases, including if the user is using a steering wheel mounted gear indicator or does not have a horn wire), With RF senders, no cord (for those who want the traditional paddle assembly but who do not have a horn wire and don t want a coiled cord). For the installation please follow the RF Paddle Shifter s manual Mounting Paddle Shifter with OneWire Board The standard paddle shifter with OneWire board is to be used on vehicles with aftermarket steering wheels that have a horn wire that runs down the steering column of their vehicle. The OneWire system eliminates the need to run wires down your steering column and thus makes installation easy and painless. Do not cut the wires that go between the OneWire board and the paddle shifter assembly. To install the paddle shifter and OneWire board you will first need to remove your aftermarket steering wheel. Remove the steering wheel by reversing the steps of the manufactures installation instructions for steering wheel Version 1.4 June 8, 2013

35 ASaP MasterShift Auto Shifter User and Installation Manual Page 31 mounting. Most likely it will ask you to remove the screws securing the steering wheel to the steering adapter, then remove the center horn button and disconnect the wires that are attached to it. Now that the steering wheel is removed you will need to prepare the vehicle s wiring to accommodate the OneWire board by following the steps in section Connect OneWire Circuit. After you have completed the steps in section you are ready to mount the paddle assembly to the steering wheel and connect the OneWire board. Install the 5 screws (or 6 depending on your steering wheel type) through the holes in the steering wheel, horn button assembly and paddle assembly. In most cases, the supplied screws will fit, but you need to make sure that they fit the threads in your adapter and if not, use bolts with the appropriate thread. If you need to use longer or shorter screws please make sure they are the appropriate thread. Apply blue Loctite to the threads of the steering wheel screws. Place the steering wheel and paddle assembly onto the 5 bolt adapter (or 6 bolt adapter, depending on the type of steering wheel) which is mounted to your steering shaft. Line up the 5 (or 6) screws and make sure the steering wheel is in the right location in relationship to the wheels. Verify that the paddle assembly wires are not going to get pinched, and that the OneWire board fits nicely down inside the steering wheel adapter, then tighten the 5 (or 6) screws to the aftermarket steering wheel manufacturer s specification. You are now complete with this section and you can proceed to section 4.3 Transmission Interaction Elements Mounting Paddle Shifter with Coiled Cable Preparations The paddle shifter with coiled cable is to be used on vehicles with aftermarket steering wheels that do not have a horn wire, or for installations with a steering wheel mounted gear display. To install the paddle shifter with coiled cable you will first need to remove your aftermarket steering wheel. Remove the steering wheel by reversing the steps of the manufactures installation instructions for steering wheel mounting. Most likely it will ask you to remove the center horn button (even if it is not attached to a horn wire), and then remove the screws securing the steering wheel to the steering adapter Paddle Shifter Place the horn button assembly in front of the paddle assembly and then put the paddle assembly and horn button behind the steering wheel and install the 5 screws (or 6 depending on your steering wheel type) through the holes in the steering wheel, horn button assembly, and paddle assembly. In most cases, the supplied screws will fit, but you need to make sure that they fit the threads in your adapter and if not, use bolts with the appropriate thread. If you need to use longer or shorter screws please make sure they are the appropriate thread. Apply blue Loctite to the threads of the steering wheel screws. Place the steering wheel and paddle assembly onto the 5 (or 6) bolt adapter which is mounted to your steering shaft. Line up the 5 (or 6) screws and make sure the steering wheel is in the right location in relationship to the wheels. Verify that the paddle assembly wires are not going to get pinched, and tighten the 5 (or 6) screws to the aftermarket steering wheel manufactures specification Quick Disconnect Panel Mount Connector To mount the quick disconnect panel connector that the coiled cable from the paddle assembly connects to, you will need to drill a hole in the dash or put a bracket under the dash. The best location for this hole is in close proximity to the steering column. The hole needs to be 0.60 in diameter. Insert the panel mount quick disconnect connector through the hole and secure it with the supplied lock nut and fiber washer. Connect the coiled cable from the paddle assembly to the panel mount connector. This is a locking quick disconnect connector, so after you insert the connector into the plug, you will need to turn the outer ring of the connector a quarter turn to lock it in place. You should feel a click when it locks. If you apply too much force while trying to lock the connector, it is possible to rotate the panel mounted connector. If this occurs please tighten the panel mounted connector nut more. June 8, 2013 Version 1.4

36 Page 32 User and Installation Manual ASaP MasterShift Auto Shifter You have now completed the installation of the paddle shifter assembly. Please proceed to section 4.3 Transmission Interaction Elements CUSTOM SHIFT BUTTONS If you wish to use custom shift buttons, please follow the below rules when selecting, purchasing and installing these switches. All custom switches should be push button, normally open switches; for most applications it is best to use sealed switches. The switch current is approximately 2 ma with an initial wetting current of 16 ma. When selecting an appropriate switch, please consider that switches not only have a maximum switch current, they also have a minimum switch current. In general, you will be safe with low-current switches with a maximum switch current around 100 ma. Custom shift buttons can be wired to the MasterShift Auto Shifter by following the directions in section Custom Shift Buttons. You will need two push button switches. It is recommended that the buttons are of two different colors as it will then be easy to distinguish between the two shift directions. It is a good idea to locate the shift buttons in close proximity to the steering wheel and your peripheral vision so that you do not have to move your hand from the wheel far, and you do not have to look down or away from the road ahead of you. Locate the buttons where they are unlikely to be accidentally pressed or triggered. Common locations are on the dash or the center console. It is also possible to connect low-side electronic switch outputs to the inputs on the MasterShift Auto Shifter. 4.3 Transmission Interaction Elements Caution: While working on the transmission shift elements, you will move the transmission shift lever. Moving that lever changes the gear range of the transmission, and may cause the vehicle to start rolling. It is very important that you make sure that the vehicle cannot roll while you are manipulating the transmission shift lever, the shift cable the MasterShift Auto Shifter lever or any component connected to either of these! All the instructions in this manual assume that you are using a Control Cables shift cable, ball joint and bulkhead bracket. If you are using a different brand of cable you will need to adapt the instructions to suit your hardware. Control Cables, Inc. can be found at or reached by phone at +1 (562) Shift cable: Part number 173LTT-2-XX (where XX is the end-to-end length in inches). Example: 173LTT-2-48 is a 48 (or 4 ) shift cable. Ball joint (stud and fitting): Part number XQ Bulkhead bracket: Part number DC SHIFTER CASE Find a suitable location for the shifter case. It should have a flat mounting surface and be reasonably protected from water and dirt, and it needs enough space on the side to plug in and out the connectors and mount the shift cable once the case is secured. Mount the shifter case firmly to the surface. It has four M6 threaded holes on each of two sides that allow the case to be fixed with the four provided (or other, suitable) M6 screws. Use one of the drill templates for your convenience. It is recommended that you use lock washers or blue Loctite on the M6 screws that hold the case down. Caution: The M6 threaded holes are capped and therefore you cannot use screws that thread into the case more than 10 mm (3/8 or 0.4 ). If it is impossible to get behind the surface to fasten the screws, a mounting plate can be ordered that allows mounting without having to go behind the surface. Version 1.4 June 8, 2013

37 ASaP MasterShift Auto Shifter User and Installation Manual Page MANUAL SHIFT LEVER REMOVAL The main purpose of the MasterShift Auto Shifter is being able to shift the transmission without using the traditional manual shift lever, whether floor-mounted or steering-wheel mounted. Therefore you may and usually will want to remove the factory shift lever when you install an Auto Shifter device. When removing your factory shift lever, please follow the instructions as outlined in your vehicle s service manuals. Please check whether any of the following applies: Often the manual shift lever includes a shift lock solenoid that will be removed together with the shift lever. You can still use the shift lock solenoid signal and connect it to the brake input. This allows continued use of the factory shift safety features (see section Brake Switch). If you have a mechanical gear indicator integrated with or connected to the manual shift lever, this gear indicator will cease to function with the removal of the manual shift lever. In such a case it is highly recommended that you install a gear indicator. If you did not purchase one with your MasterShift Auto Shifter, it is still possible to order one. If you have a column shifter, it is usually possible to only remove the shift lever itself and leave the rest of the mechanics in place. Please consult your vehicle service manuals for the proper removal procedure CUSTOMIZE TRANSMISSION SHIFT LEVER The following instructions are provided as a guideline in adapting or creating your own transmission shift lever. Note: Please be aware that American Supercars and Prototypes, LLC accepts no responsibility for problems or damages that arise from modifying or creating your own transmission shift lever. American Supercars and Prototypes, LLC does not warrant any custom installations, and it is to be fully understood that you are accepting all risks involved. The transmission shift lever needs to be connected to the Auto Shifter shift cable. The new cable mounting point should have a maximum throw of 1.75 over its full movement from Park position to the opposite side (usually this is Manual 1 st position for automatic shift transmissions, or the highest gear for manual shift transmissions). 1. Measure the distance (in inches) of the current cable mounting point (usually a ball joint stud or something similar) to the center of the lever rotation (the center of the transmission shift shaft). Write down the number of inches; you will need it later. It is referred to as current radius. 2. Measure the current cable throw (in inches). This is the distance the cable mount travels when the shift lever is moved from one end (Park position) to the other (usually Manual 1 st position). You can measure it at the actual mounting point of the shift cable at the shift lever, or you can measure it at the cable (where the cable moves in and out of the sleeve). Write down the number in inches; you will need it later. It is referred to as current throw. 3. Calculate the required distance (in inches) of the new cable mounting point to the center of the lever rotation. It is referred to as new radius. The calculation is done using the following formula: New radius = Current radius 1.75 / Current throw. Example: Say your current throw is 2.3, and your current radius is 1.8. With this, your new radius becomes / 2.3 = This means that the cable mounting point (the new ball joint stud) should be at a distance of 1.37 from the center of the lever rotation. 4. Mark the location of the new ball joint stud on the transmission shift lever. Measure the new radius from the center of the transmission shift shaft and place a mark on the transmission shift lever at the appropriate distance. 5. If the lever is flat at the location of the mark and it is safe to drill a ¼ hole in the shift lever at this point without structurally weakening it, then you can modify your current lever. Remove the lever from the transmission and drill a ¼ hole for the ball joint stud. June 8, 2013 Version 1.4

38 Page 34 User and Installation Manual ASaP MasterShift Auto Shifter If it should not be possible to use the current lever, you will have to make your own lever. Machine a steel lever, copying everything from the current lever that is necessary to mount it to the transmission, but construct the new lever in a way that it is possible to drill a hole at the required location. 6. Mount the new ball joint stud to the shift lever. Use blue Loctite on the threads. (See also Figure 12: Modified Shift Lever Chevrolet Tahoe.) Figure 12: Modified Shift Lever Chevrolet Tahoe 7. Mount the modified (or newly created) shift lever to the transmission shift shaft. Use a torque wrench and tighten the shaft nut to the vehicle manufacturer s specifications. (See also Figure 13: Modified Shift Lever Mounted.) Figure 13: Modified Shift Lever Mounted 8. Place the transmission shift lever into the Park position; that is one of the two end positions. (Consult your transmission service manual if you are unsure which one it is.) You have now a new or modified transmission shift lever that allows you to mount the Auto Shifter shift cable to the transmission. Version 1.4 June 8, 2013

39 ASaP MasterShift Auto Shifter User and Installation Manual Page CUSTOM CABLE BRACKET If you purchased the MasterShift Auto Shifter for use with a supported transmission then please refer to the installation manual that came with your shift cable bracket. For all other transmissions, the following instructions are provided as a guideline in creating your own transmission cable bracket. Note: If you have an unsupported transmission and wish to use the MasterShift Auto Shifter, you need to create your own transmission cable bracket. Please be aware that American Supercars and Prototypes, LLC accepts no responsibility for problems or damages that arise from creating and mounting your own transmission cable bracket. American Supercars and Prototypes, LLC does not warrant any custom installations, and it is to be fully understood that you are accepting all risks involved. A bracket needs to be constructed that holds the shift cable in alignment with the transmission shift lever. Typically this bracket consists of a small platform (mounted to the transmission with two existing transmission pan bolts) and a bulkhead bracket to secure the cable. 1. Determine on which side of the transmission shift lever you want to place the cable. The cable should have the same line of movement as the factory cable, but it does not necessarily have to be on the same side of the shift lever. 2. Place the (new or modified) transmission shift lever in the end position that is closest to the side where you want the cable to go. 3. Attach the shift cable to the ball joint stud of the transmission shift lever with the cable in the position where you want to have it. (It is important that the shift lever is in the end position that is closest to the shift cable.) 4. Figure out how to create a custom bracket that mounts the DC061 bulkhead bracket to the transmission. Often it is possible to create a simple flat bracket that mounts to two transmission pan bolts and holds the bulkhead bracket (see Figure 14: Simple Flat Bracket with Bulkhead Bracket). Figure 14: Simple Flat Bracket with Bulkhead Bracket 5. The bulkhead bracket should be placed so that it is initially located in the middle of the threaded part of the shift cable (see Figure 15: Shift Cable in Bulkhead Bracket). This provides for the largest possible adjustment range on both sides. June 8, 2013 Version 1.4

40 Page 36 User and Installation Manual ASaP MasterShift Auto Shifter Figure 15: Shift Cable in Bulkhead Bracket 6. Mount the custom bracket to the transmission. It may be necessary to add spacers to secure a good seat of the bracket. Tighten any bolts that got removed in the process (for example the pan bolts) to the manufacturer s specifications. (See also Figure 16: Custom Bracket Mounted in Chevrolet Tahoe.) Figure 16: Custom Bracket Mounted in Chevrolet Tahoe 7. Verify that the transmission shift lever is still in the end position that is closest to the cable bracket. Verify that the bulkhead bracket sits in the middle of the thread in the cable sheath with the shift cable almost completely pushed in SHIFT CABLE For the operation of the Auto Shifter, you need a shift cable of good quality, with 2 (5 cm) of throw. The earlier mentioned shift cable from Control Cables, Inc. is recommended. Caution: Please do not attempt to use the factory shift cable, as it most likely will not have the correct throw or a robust enough structure to withstand the forces that will be applied to the shift cable. The MasterShift Auto Shifter comes with a ¼ ball joint stud mounted to the shift lever and a matching ball joint fitting. The stud may be replaced to suit your shift cable fitting. The replacement stud should have a ¼-28 thread. Install the shift cable according to the following instructions: 1. If the original shift cable is still in the vehicle, please remove it according to the instructions in your vehicle s service manual. (It is possible to leave it in the vehicle, but it should be at least disconnected at the transmission end and safely secured there.) Version 1.4 June 8, 2013

41 ASaP MasterShift Auto Shifter User and Installation Manual Page Make sure you have the Auto Shifter case properly mounted (see section Shifter Case), have a customized transmission shift lever (see section Customize Transmission Shift Lever) and have your new cable bracket securely mounted (see section Custom Cable Bracket). 3. If the new shift cable is currently connected to the transmission shift lever, remove it now. Verify that the transmission shift lever is in the Park position (this is one of the two end positions; check your transmission service manual). 4. Take the transmission end of the cable and unscrew all of the hardware on it, leaving behind only one of the large nuts on the threaded part of the outside of the cable. Screw that nut all the way down on the threads of the cable. If a toothed lockwasher was supplied with the cable then slide this down over the threads and up against the nut. Take the remaining large nut and slide it down to the threads of the cable. Screw the nut onto the threads of the cable about a ¼ inch or until you see a few threads get exposed. Now you should have a nut on each end of the threads, with a lockwasher in between them (see Figure 17: Shift Cable End with Both Nuts and Lockwasher). Figure 17: Shift Cable End with Both Nuts and Lockwasher 5. Screw the ball joint fitting onto the cable and secure it with the jam-nut. Attach the fitting to the ball joint stud on the transmission shift lever (transmission should be in Park). Figure 18: Cable Mounted to Transmission Shift Lever 6. The cable should be able to be placed into the cut out of the DC061 bulkhead bracket with the nuts on either side. Thread one of the large nuts until it touches the face of the DC061 bulkhead bracket. Then thread the remaining jam nut up against the DC061 bulkhead bracket also and tighten the nuts against each other to the cable manufacturer s specs. June 8, 2013 Version 1.4

42 Page 38 User and Installation Manual ASaP MasterShift Auto Shifter Figure 19: Cable Mounted to Bulkhead Bracket 7. Route the shift cable to the location where you mounted the MasterShift Auto Shifter. Please be sure to secure the shift cable away from heat sources and sharp corners. The cable also has a specified minimum bend radius; please consult the cable manufacturer for any bends sharper than that. Try to limit the installation to as few and as wide bends in the cable as possible. 8. Take the end of the cable that will be going into the Auto Shifter and unscrew all of the hardware that is on the threaded part of the cable, leaving behind one large nut. Screw that nut all the way down on the threads of the cable. If a toothed lockwasher was supplied with the cable then slide this down over the threads and up against the nut. Figure 20: Cable End with Nut and Lockwasher 9. Insert the cable through the cable hole in the Auto Shifter case. Take the remaining nut and slide it down to the threads of the cable that is now through the hole in the case. Screw the nut onto the threads of the cable about a ¼ inch or until you see a few threads get exposed. Now you should have a nut on each end of the threads, with a lockwasher and the case wall (with bulkhead bracket) in between them. Screw the supplied ball joint fitting onto the cable at least ¼ and secure it with the jam-nut. Version 1.4 June 8, 2013

43 ASaP MasterShift Auto Shifter User and Installation Manual Page 39 Figure 21: Cable End Loosely Secured Before you can mount the shift cable to the Auto Shifter shift lever, the wiring and the initial configuration need to be completed (see sections 4.4 Wiring and 4.5 Initial Configuration, Finalization and Test). For now leave the lid off of the box, because the cable is not yet secured. June 8, 2013 Version 1.4