MANUAL Introduction

The manual is
written in sequence for the beginner. If you are a first time user spend some
time working through it and understanding where and how the information are put
together so that it will be easy to find what you are looking for. If you are
an expert, use this guide to jump to the right chapter. Is has a lot of
information and may be frustrating to find the answers if you don’t know where
to look.

1. SPITRONICS
TCU Introduction

This chapter
discusses the SPITRONICS TCU as a product, how it is designed, and how it operates in general.

2. Safety Precautions

This chapter
discusses the all the safety precaution to the user and the product. Very
important to read!!

3.
Requirements

This chapter
discusses the requirements for the TCU to operate the Transmission, and the PC
specifications to communicate with the TCU.

4. Hardware Installation

This chapter
discusses the how to do the wiring and physical installation of the TCU. Be
sure to read the precautions during this faze!!

5. Software Installation

This chapter
discusses the how to install the software and drivers to connect to the TCU.

6. Software Operation and Setup

This chapter
discusses the operation of the tuning software and how to set the parameters up
for each specific Transmission.

7. Driver
Operation of the Transmission

This chapter
explains how to operate the transmission from the driver side.

8.
Startup Procedure

This chapter
discusses the basic sequence of actions to prevent damage during the startup
faze.

9. Tuning
Principles

This chapter
discusses tuning information for the Transmission when it operates correctly.
This is to enhance performance and smoothness and correct operation of the TCU.

10. Fault
Finding

This chapter
discusses the symptoms and remedies of known faults.

11.
Specifications

This is a list of
specifications for the SPITRONICS TCU.

12. Firmware Programmer

This chapter
discusses how to upgrade or change the SPITRONICS TCU Firmware.

SPITRONICS TCU

Welcome

Congratulations on your purchase of the SPITRONICS TCU Transmission Control Unit (TCU). We are sure that you will be satisfied
with this robust, compact and user friendly controller, which was designed to
meet today’s requirements. This TCU was developed around the people involved
with Management Computers. We hope that it will give you years of trouble
free operation.

Please read this manual to learn about the safety
precautions and design features of your TCU. Failure to use and install this
management system properly may cause injury to people or damage to equipment. This Manual was written
with the novice and professional Transmission tuner in mind, and we would like
to urge you to install the TCU according to our recommendations. This is the
best way to get the most out of your TCU.

Please read the Precautions before and after installation and
before connecting the TCU, to ensure that the correct procedures are followed.

1. SPITRONICS TCU Introduction

The SPITRONICS TCU is an
aftermarket Automatic Transmission Control Unit which is designed to customize
shifting and control of many different transmissions. The requirement for this
computer arises mainly for the following reasons. Where existing computers
failed and spares are scarce or none is existing. When modifications to
vehicles are done and existing TCU’s do not shift correctly. For racing and
recreational vehicles which must be customized. It is used as a cost effective
replacement for existing TCU’s.

SPITRONICS TCU is a South African
made product and can be customized for dedicated Transmissions and models. It
is a reliable compact system which is easy to mount in the driver’s
compartment. No external modules or converter boards are necessary.

The TCU is
customized for specific applications and the installer does not have to pay for
excess wires or unused features. Nor does he have to buy separate modules and
sensors which will increase the price. Instead it is compiled with the correct
harness and equipment as well as software and maps to ease installation and
setup. The software will also be calibrated for the sensors of the specific Transmission.

To make this TCU really versatile it comes with hardware
electronics, firmware for the hardware which is specific to each model of TCU
and the powerful user friendly PC Tuning Software.

Hardware

The electronics is designed with inputs to read the sensors
and then outputs to control the solenoids in the transmission. It also has a
user interface to select different Profiles and operating features. The main
operation required for the transmission is to control the shift solenoids which
activate different gears and then the pressure solenoids which smooth shifting
and protect the clutches in the transmission. It also controls the Torque
Converter Clutch to reduce fuel consumption. In some cases there are features
like 4x4 or diff lock selection, reverse block out, smooth shifting solenoids
and lockup clutch pressure control to name a few. The hardware also consists of
two type’s namely common positive and common negative solenoid wiring. This
means that some transmissions require 12 volt and other ground to control these
solenoids.

Firmware

This part is not really the concern of the user but it is
the operating system of the hardware electronics. It is custom developed for
each type of transmission and is essential for correct operation and shifting.
This firmware is tuned and set up from the PC software to operate the
transmission as it is required by its manufacturer. Once the tuning software is
disconnected, this firmware will take over on its own and control the
transmission from there on.

Tuning Software

This software let the user customize the operation of
transmission to work exactly as he prefers the shifting process. The tuner can
determines at which RPM’s and speed certain gear changes must take place. There
are also line pressures to control. Then the tuner can select up to four
different Profile maps which can be selected in the vehicle with a rotary
switch. These maps can be set up for automatic, Tiptronic, towing, off-road
driving and low range driving. It is totally up to the customer and his
requirements for his vehicle.

The different
models are as follows:

TCU Standard

This is the most basic and cost effective
form of the TCU. It is made for common negative transmissions and has 4
drivers. Signal required are revolution pulse, speed pulse, TPS signal and
inputs from the shifter, Profile switch and Tiptronic buttons. It has two LED’s
to indicate basic modes and operation. This is mostly for the basic
transmissions like the Lexus A343E auto box.

TCU Intermediate

This TCU is the same as the standard model
but has 6 or more drivers for more complicated transmissions and comes in a
common positive and common negative configuration. This is used for the newer
more intelligent automatic transmissions.

All wiring
harnesses use screened cables for neatness of installation and to prevent
interference from other electronics or electromagnetic pulses, which may
otherwise cause erratic behavior of the TCU.

1.1 Features

·
Up to 4
different Profiles for different setups can be loaded like Automatic,
Tiptronic, Towing, Racing, Off Road, and Low Range.

·
Internal
Drivers up to 6 on existing models.

·
Harnesses
and drawings included.

·
Adjustable
gear settings for each gear.

·
Adjustable
line pressure.

·
Speed and
RPM signals used for shifting.

·
Small
Compact South African Design.

1.2 Abbreviations

TCU – Transmission Control Unit

ECU – Engine Control Unit

PCM – Power Train Module

TCC – Torque Converter Clutch

EPC – Electronic Line Pressure

TFT – Transmission Fluid
Temperature

TOT – Transmission Oil
Temperature

SS1 – Shift Solenoid 1

TPS – Throttle Position Sensor

VSS – Vehicle Speed Sensor

TCS – Transmission Control Switch

MAF – Mass Air Flow

MAP – Manifold Air Pressure

ECT – Engine Coolant Temperature

2. Safety Precautions

The following
guidelines will ensure proper operation the first time. Failure to install
equipment correctly may damage it or other equipment permanently. These
failures will solely be the responsibility of the installer and no guarantees
will be given by us. Make sure you have read the Terms and Conditions
on the website www.spitronics.co.za before you
install this TCU. By installing the TCU you automatically agree to these
conditions. All equipment is tested before it leaves the factory. We accept no
liability for malfunctioning of the equipment, or to injury that may result
from installation or the use of the equipment. We also accept no liability for
costs of traveling of transportation of the equipment or parts or vehicle
recovery due to failures of any equipment. Please read the instructions and
drawing and make sure you understand before you begin.

2.1 Operator Safety

Use only proper tools and products suited for auto installations.
Sub standard products and installation procedures may cause failure to the
equipment having your customer break down in dangerous areas.

Use correct thickness of wire to carry the entire current
requirement for that circuit. Too thin wires will heat up and may start a
fire causing injury.

Use fuses to protect each circuit separately. Joint circuits
require large fuses which may heat and melt lesser circuits causing fires.

Solder joints, and cover it with shrink sleeve to prevent loose
connections which may cause fires. Space solder-joints so that they do not
sit next to each other minimizing the chance of a short circuit.

2.2 Equipment Safety

If you have a firmware
programmer, do not load Ver. E1 EMU or Ver. E2 ECU firmware on the E20 or
E21 SPITRONICS TCU or visa-versa. It will damage the Micro
because they are different. Make sure if you have E21 hardware to use E21
firmware. Same with E20 electronics.

Never switch the power
on, if the TCU enclosure is not grounded properly – this may damage the
TCU or sensors.

Test the installation
with the test procedure before connecting the TCU – this will prevent
damage due to faulty wiring.

Install the free-wheel
Diodes on relays to prevent spikes from interfering with the TCU.

Break out pins 1,4,6,7,8
& 9 on USB to RS232 converters and on serial cables.
These pins are used for other inputs and outputs of the TCU. It will hang
the TCU and damage drivers. This does not apply to Spitronics USB
converters.

Do not connect screen wires on the Transmission.
The starter will draw current through them melting the harness.

The TPS must be
connected correctly as it may damage the TCU or TPS permanently.

Ensure that wires are kept away from hot or
sharp parts in the Transmission. Also ensure that Transmission movement
does not put strain on the wires, as metal fatigue will break the wires in
time, resulting in TCU failure.

Ensure a proper earth between battery negative
and chassis and also between battery negative and the engine. Do not earth
the engine on the body or the body on the engine.

Do not disconnect the battery while engine is
running. The alternator will create high voltage spikes which may damage
the TCU permanently. Ensure that all connections from the battery and
alternator are secure. Also connect the alternator charge wire directly to
battery positive and not to the harness somewhere.

The revolutions trigger input may not be
connected to coil negative. The high voltage spikes on coil negative will damage
the unit permanently.

Make sure about the correct Jumper Settings on E21 hardware before you switch the
ignition on.

Whenever it sounds as if clutches are
slipping, back off the throttle immediately and increase the line
pressure. These clutches will damage in seconds and destroy the
transmission.

Leave the 10 way
connector disconnected when you switch the TCU on the first time until the
setup is completed. Then connect the 10 way connecter and switch on.
Ensure that the fuse is the minimum required value. Too large fuse will
not blow resulting in driver or coil destruction.

Never engage the lockup clutch under load. It
will damage the clutch it very quickly.

Ensure that the TPS and other signals operate
correctly and are calibrated and set up properly.

Gearbox parameters are set by the
manufacturer. With this software you will be able to change these settings
to your liking. Any wrong settings may damage the transmission and only
you will be responsible. So make sure that the settings are set according
to the guidelines or consult an expert in tuning to prevent damages.

Do not engage the lockup clutch in the lower
gears as it will put unnecessary wear on the friction plates of the
clutch.

Do not connect 12 Volt directly to solenoids.
Some are control solenoids which may damage in the process. Make sure that
the wiring is correct for this reason.

Solenoid supply voltage must be connected via a relay and fuse for
protection.

3. Requirements

3.1 Transmission Requirements

The transmission
must be of the electronically controlled type. The older transmissions were
controlled by hydraulic hardware inside the transmission and cannot be
converted to computer control. Also note that the mechanical shifter is still
required for some of the transmission selections like Park, Neutral, Reverse
and a mechanical 1,2,3 and Drive setting. There may be a line pressure cable
present on some of the transmissions which must be correctly adjusted according
to the manufacturer specifications. You will require the following:

The transmission
with electronic solenoids

The
connectors on the transmission

Relevant
control signals and sensors (RPM signal, TPS, Speed Sensor)

Shifter
to select mechanical positions

Shifter
position switches where specified

Notes on RPM Signal

This pulse must be
a 12V to ground signal and may not be connected to coil negative. The high voltage
spikes on coil negative will damage the unit permanently.

3.2 PC Requirements

Pentium
4 Laptop

Windows
XP with service pack 2 or later

Serial
Port or USB device with USB to RS232 Converter (19200 baud rate)

Screen
Resolution 1024*768

Ensure
that the latest drivers for the PC are installed.

This software is
developed under the latest Delphi environment. It requires a lot of processing
speed and may not run on older computers.

4. Hardware Installation

This chapter tells
the user how to install and wire the SPITRONICS TCU. Be sure to read precautions before attempting installation. There
are a few do’s and don’ts’ to consider as well.

4.1 Compatibility to the old TCU series

Note that the Ver
3 SPITRONICS
TCU may be upgraded to the Ver 20 software. The unit will have to be sent to
the factory for this upgrade at a cost and also an additional Profile switch with
harness may be bought separately.

4.2 Harness Selection

The SPITRONICS
TCU has different harnesses for all different Transmission
configurations. Make sure that you have the right harness according to the
drawing. These harnesses differ mainly as follows:

·
Magnetic or Hall sensors require different
voltages and are connected to the TCU on different pins.

·
Different input and output combinations.

4.3 Installing Procedure of the TCU

Locate
a convenient mounting position for the TCU inside the cab for water
protection. Humidity and heavy duty service units are available on request
and will be custom made.

Ensure that the
enclosure of the TCU is grounded with at least two metal screws onto the
metal body of the car. If
the TCU is not bolted directly onto an earthed metal surface, you MUST
make sure that you run a 4mm2 ground wire to one of the TCU’s
bolt holes, otherwise your TCU will not power up. There may flow as much
as 20A through the earth wire.

Connect the two black
wires firmly to the enclosure base. This is the screens of all the cables.

Feed
all wires of the harness, except the serial cable, through a hole in the
firewall. A good seal around the wiring is necessary to prevent damage and
Transmission fumes and water from entering the cockpit.

Each
cable in the harness is marked to where it has to go. The same name is on
the electrical drawing. Wire colors are marked on the drawing for specific
pin connections. Take special care for TPS wiring as a fault here may
damage the voltage regulator on the TCU.

Pull
additional PVC sleeve over the cables for extra protection of the
harnesses.  This sleeve is
customized on your installation and dependant on routing of the cables.

The
screened cables for the sensors must go to the sensor and connected as
close as possible. Connecting these wires to existing harness on the Transmission
will cause the wires to pick up electrical interference and cause erratic
behavior of the TCU.

No screen wires may be connected or earthed
to the transmission or engine. They are connected on the TCU side to the
enclosure.

Test
each harness according to the drawing or to the optional test procedure to
ensure correct wiring, before connecting the TCU. This will indicate
installation errors beforehand which may damage the TCU.

Plug
the harness into the TCU and taking care not to damage the pins and
connectors. If it is sticky do not force it in. Rather move the connector
slightly from side to side till it mates with the TCU connector pins.

The brown 12Volt
supply wire for the solenoids on the common negative controllers must be
wired via a relay circuit directly from the battery with separate fuses in
the positive supply for protection. Do not wire any of these devices
directly from the Ignition switch or on the same circuit as the TCU. This
will cause spikes which may damage or influence correct operation of
equipment. Earth connections must be as short as possible to earth and not
connected to a common earth wire which is connected at a distant ground.

Make sure that the
correct wire thickness is used for each power electronic component. If
wires are common ensure that the wire is thick enough to carry the total
current. Too thin wires will heat up and may start a fire. The same goes
for relays. Be careful of cheap relays. They can seize and start a fire.
Use 0.5mm2 of wire for every 5A of current. Also check pin
numbers of the relays as they differ from one manufacturer to the other.
This mistake may be costly!

Solder each connection
and use shrink sleeve rather than insulation tape. Stagger solder joins so
that they do not sit next to each other. Cover connections and loose wires
with PVC or pigtail sleeve rather than insulation tape.

Ensure that all
electronic settings are correct before connecting the 10Way
connecter.  Certain settings may
damage equipment if not set to recommendations. Especially the coil output
trigger level. Follow the start-up procedure.

Ensure a proper ground
from battery negative to the body and from battery negative to the Transmission.
This wire must be thick enough to carry the current of all the equipment
in the car.

4.4
Sensors

There are three groups of sensors for speed and rpm sensing. Magnetic,
Hall and Optic sensors. Hall and optic sensors both give a square wave output
and are treated exactly the same. They have electronic components in the sensor
which convert the signals to square wave. The Hall sensor uses magnetic field
where optic uses infrared light. In both cases a beam is broken and detected.
Magnetic sensors are just a magnetic coil around a magnet. The metal point
passing this sensor induces a spike which has then to be converted to a square
wave so that the processor can work with it. These sensors have different
inputs on the TCU that is why the harnesses differ. They have different supply
voltages which is selectable with jumpers on the PC Board. See the drawing for
correct settings.

4.4.1 Magnetic sensors

These sensors provide
only a voltage spike to the TCU. The TCU will convert this spike to a
usable square wave to be used by the micro processor.

Each sensor has its
own positive and negative wire from the TCU. Do not connect magnetic sensors with common ground
wires. The negative is connected to 5V and will damage the TCU if
connected to ground. Disconnect and isolate it first.

Make sure that the
positives and negatives of the sensors are connected correctly.

In certain cases a 1 K
ohm resistor may be connected between positive and negative to reduce
spikes in the signal.

Connect the screened
cables from the TCU as close to the sensor as possible. Do not let single
open wires run along the spark plug wires or the coils as this will induce
interference in the TCU causing erratic firing.

Do not connect the
screen to the Transmission. It is already connected to the body at the TCU.

Do not connect other
devices to this pickup as it will interfere with the signal to the TCU.

Testing a Magnetic sensor

These sensors have a wired coil with a magnet. They normally have two
wires. Some do have 3 wires which have an earth which is not connected to the
coil. The Coil resistance vary from 150 ohm to 1200 ohm typically. If you swap
the tester wires around you would measure the same resistance value. To test
for positive put the meter on milli volts DC. Connect the wires to the coil of
the sensor. Move an iron object to the sensor and look closely at the polarity
indicator. If it indicate positive when moving closer to the sensor and
negative when moving away from the sensor, it means that the red wire of your
meter is on the positive of the sensor. If it is the other way round, then the
black wire is on the positive of the sensor.

4.4.2 Hall & Optic sensors

These sensors already
provide the TCU with a square wave.

Hall sensors work with
magnetic fields but it does not mean it is a magnetic sensor. Failure to
identify this will cause incorrect wiring and no operation.

They have three wires.
Each sensor has a positive (12V), earth and signal out pin. Connecting
these wrong may damage the TCU or the sensor permanently. If you are not
sure which pin is which, ask your agent to bench test it first with
protection resistors to get correct pin-outs.

The TCU has an extra
pull-up resistor of 2.2KOhm set with the jumper. If erratic misfires
occur, another 1K Ohm resister may be connected between the signal and 12V
wire on the sensor.

If the sensor requires
a resistor in the positive wire to limit current, it must be put in
separately.

Testing a Hall or Optic sensor

·

·
These sensors
normally have 3 wires. A supply wire, normally 12V, an earth wire and a signal
out. This sensor has electronic components that require power to operate.
Connecting this sensor wrong my damage it permanently. First test for
resistance on all the pins and swap the test leads around to make sure it is
not a magnetic sensor. Put the meter on diode test and measure voltage drops
over all the pins. You should get V drops between 0.5V to 1.9V. This is your
indicator that you have an electronic unit.

·
Now take 2 x 1K
resistors and tie one end of each to the +12V. This will ensure that if you
connect the supply wrong you will not damage the component as the resistor will
limit the current to 10mA. Now put the ground on one pin and the 2 resisters on
the other pins. Put the meter black wire on earth for the remainder of the
tests. Connect the meter red wire to any of the other pins. Now move an iron
object to the sensor or in the gap and away. If the signal varies between 0V
and 12V then this pin may be the signal output of the sensor. Now put the red
wire on the other pin and repeat the iron process. This voltage should not
change. It may be less than 12V due to the drop over the resistor. If so then
this is the supply pin. With other words one of the resistor pins should
respond rapidly to iron pulses while the other one remains fairly constant.

·
Now change the earth
pin to the next and repeat the process. Note that you may get a similar
reaction if you have the earth and the signal pins wrong. The indicator to see
which one is which is to see which pin reacts the most to the iron pulse. That
pin is the signal output and the other one the earth.

·
Remember this is a
guideline to black box testing and not a failsafe operation. Note point 4 above
and rather consult the specifications from the manufacturer or vehicle
diagrams.

4.4.3 Throttle Position Sensor

·

·
This signal tells the TCU exactly what the
driver is thinking.

·
The TPS must operate through the whole range
of the throttle movement to ensure that the proper operation of the TCU.

·
The TPS is normally connected to the Engine
management. In this case only the signal wire needs to be attached to the TPS
signal. Do not connect the positive and negative onto the ECU wires. This will
damage the TCU or the ECU.

·
The TPS must be calibrated in the PC software
as to operate correctly. This is done in the setup menu before starting the Transmission.
(see TPS calibration under Active
Sensors)

·
The sensor is connected to 5V, ground and
signal input. Connecting it wrong may damage the TCU or TPS as you may short
the 5V to ground. Test it before you connect it to the TCU.

Testing a TPS for the Correct Pin-Outs

·

1.
Test the resistance with an Ohm Meter between
2 pins at a time. Each time move the throttle open and close. If the resistance
do not change and is approx 5000 Ohm, then you found pin A & C. The
remaining pin is B which is the wiper. Mark it as B.

2.
Now test the B pin with one of the other
pins. If it is below 500 Ohms then that pin is C. If it is above 4500 Ohm that
pin is A.

3.
Now to double check. Measure between B &
C. if the throttle is closed the resistance is below 500 Ohm. If you open the
throttle the resistance increases to above 4500 Ohm.

4.
If you measure between A & C the
resistance is around 5000Ohm and does not change with throttle movement.

4.4.4 Oil Temperature Sensor

Reserved for
Future development.

4.6 Additional Wiring

4.6.1 Pin References for the TCU

The TCU has two connectors for all wiring
combinations. A 12 way connector for power and sensors, and a 10 way connector
for all the outputs to the Transmission. Note that the TCU connects to ground
via the aluminum enclosure. It is not necessary that all the pins will be used.
There may be additional wires on the drawing that cannot be found on the pin
descriptions. This is due to other connections in the harness to ease with installation.
The pin-outs are just for reference. Please follow the labels on the wiring
harness when connecting up your new TCU. All wires are grouped together for
ease of installation.

Figure shows a view of the 12pin Female Plug on the
TCU harness. Note the retaining clip on top and how the pins are numbered.

E20 Hardware Lexus 4 Driver

12 way
connector

1

Down
Shift Button

2

TPS
sensor

3

Spare

4

Spare

5

Hall
Sensor 2 Input

6

Hall
Sensor 1 Input

7

Up
Shift Button

8

Reverse
Input

9

5 Volt Output

10

12V
Ignition In

11

Mag.
Sensor 2 Input

12

Mag.
Sensor 1 Input

Figure shows a view of the 10pin Female Plug on the
TCU harness. Note the retaining clip on top and how the pins are numbered.

E20 Hardware Lexus 4 Driver

10 way
connector

1

Line
Pressure Sol

2

Spare

3

Shift
Sol No 1

4

GP Out
1

5

Tiptronic
LED+

6

Lockup
Sol

7

Spare

8

Shift
Sol No 2

9

+12
Volt In for Solenoids

10

Lockup
LED+

5. Software Installation

5.1 PC Software installation

The PC Software
does not require installation. It is an executable file and can run from any
memory medium. See PC Requirements however. The
software will create an ecu.ini file in the same directory
where your software is run from. This is to save your preferred settings in the
software. When you start the software for the first time, it will prompt you to
accept the Terms & Conditions as laid out by Spitronics Micro Ignitions cc.
Read these conditions carefully and if you agree you may except the terms and
continue to work on the ECU. If you press cancel the program will close. If you
load a new manual it will ask you to agree to the terms and conditions again.

There is also an
html help file. When you click on manual button,

guide the software to this file and then you can access the
manual from the PC software.

5.2 Spitronics USB driver installation

Go to the
Spitronics USB Driver file on the CD. Activate the USB Setup.exe file. The
software will install automatically. It may take a couple of minutes on slower
laptops. Now insert the USB cable into the PC. Windows will detect the cable
and install the driver for it. If it does not connect to the TCU see Changing the Com Port Settings below.

5.3 RS232 Computer to TCU interface

The TCU
communicates to the computer via the serial RS232 interface. It operates at
19200 baud rate. See the drawing for connection diagrams.

Communication can
also be achieved by USB via a USB to RS232 converter cable. Ensure that the
drivers for the cable are installed according to manufacturer specifications.
When using other than Spitronics cables, you have to break out pin 1,4,6,7,8
& 9 as they are used for other inputs and outputs such as for  programming the TCU as well as the launch
control buttons. See drawing. On a serial connector provision is made for
hardware handshaking on printers etc. It is not used for these management
electronics. The Spitronics USB converter you do not have to break out the pins
as they are internally disconnected.

Note: These cables are optional and can be
bought from the agent, computer shop or made in some cases.

6. Software Operation and Setup

6.1 Button Description

6.2 Connecting a PC to the TCU

6.3 Changing the USB Comport in Windows Device Manager

6.4 Memory operation of the TCU

6.5 Selecting Different Pages in the
Software

This chapter will
explain how the software operates and how to set it up for your specific Transmission.
The TCU comes preconfigured so that you don’t have to go through the tedious
process of configuring all the different parameters, to get the Transmission to
start. There are however certain checks on different Transmissions to get the TCU
to work properly. Failure to do this may damage the TCU or components of the Transmission
which will solely be your responsibility. Refer to the drawings of your model
to see if your Transmission has a special setup procedure.

6.1 Button Description

Open a saved MAP from the hard disk into the
PC Software.

Save MAP data from the PC or TCU on the hard
disk.

Print MAPS to a printer.

Read the data MAP from the TCU into the PC
Software.

Write to TCU – Write de TCU data into the
Flash memory to make the changes permanent.

Lock the Data Maps and change the Customer
Code.

Enable or disable the mouse pad for
adjustments on the tuning graphs.

Information on the Agent and the TCU.

Quit the Program.

Do adjustment only where the real-timer bars
are on the different graphs.

TCU is Online and can be adjusted.

TCU is offline.

6.2 Connecting a PC to the TCU

Connect the
optional serial cable or RS232 converter cable to your laptop or PC and to the TCU.
(Remember to break out pins 1,4,6,7,8 & 9
if it is not a Spitronics USB converter)

Switch the
ignition on and check if the yellow LED is on. Open the TCU PC software. If the
TCU is connected the PC software will pick it up on the Com port automatically
and connect to it. If it did not, check your connections again. Note that if
you use the USB converter cable, that the com port must be Com 10 or lower. You
can correct this in the Device
Manager
of Windows XP. You are now ready to begin with the tuning on your TCU.

6.3 Changing the USB Comport in Windows
Device Manager

One some laptops,
Windows will install the USB on a Com Port higher than 10. This is a Windows
driver problem and then the Com Port is not detected automatically. You need to
change it to lower than 11. Follow these steps:

1.
Left click on Start (left bottom)

2.
Right Click on My Computer (or in desktop My
Computer)

3.
Click on Properties

4.
Click on Hardware

5.
Click on Device Manager

6.
Click on Ports (Com & LPT)

7.
Right Click on Prolific USB to Serial Com Port
(Com 11or higher)

8.
Click on Properties

9.
Click on Port Settings

10.
Click on Advance

11.
Select a Com Port lower than 11 (if all is in
use choose 5 to 10 and press OK)

12.
Click on OK and close

6.4 Memory operation of the TCU

The figure below indicates how the TCU operates
with temporary and permanent memory. When the TCU is powered up, it will take
the data maps from the permanent FLASH memory and save it in the temporary RAM
memory. This RAM is used by the processor for operation and the Laptop for
tuning. When the user changes the maps, the processor will immediately start
working with the new data changed in the RAM.

6.4.1 Saving data in the TCU

Once the user is
satisfied with his changes he must save his changes in the FLASH memory in the TCU,
by pressing the Write to TCU

button. Now the data is
stored permanently and the ignition can be switched off. If he does not save
this data in flash, all his changes will be lost when the TCU power is switched
off. When data is written to the TCU flash, the processor will cut-out for
about half a second. Remember that each Profile is saved separately on the PC
and in the TCU.

The laptop memory
will have the same information in its RAM when the maps are uploaded after the
PC software is started. If the car is switched off without saving, the operator
may switch the TCU on and press the Write
to TCU button. This will save the copy of the data in the Laptop RAM, into
the TCU FLASH memory. This is also how you can save your map in another TCU if
you don’t want to save to hard disk first. Remember that each Profile is saved
separately on the PC and in the TCU.

6.4.2 Saving a Map to the PC

The user may also
save the Laptop RAM or TCU data to the hard disk so that the maps maybe
recalled later or if different settings are desired. This is done by pressing
the Save Settings

button. Choose the
Profile in the TCU  that you want to save
a map from.

The user has the
option of saving the Ram data on the PC or the real-time TCU data. This feature
is useful if you want to change Map data offline. Simply open a Map file, edit
it and save it back to the hard disk. Remember that each Profile is saved separately
on the PC and in the TCU.

6.4.3 Loading a Map from the hard disk onto an TCU

First connect to
the TCU. Choose the Profile in the TCU
that you want to load a map into. Then press the Open file

button. Then press the Write to TCU

button. The data will
now be written into the TCU flash memory. Note that the serial number is not
written in the process although for this session the serial number is the same
as the Map serial number. Once the software is closed and restarted, the TCU serial
number will be displayed. Also note that if an incorrect version of the map is
loaded, a check box will warn you of it.

6.4.4 Locking a MAP on the TCU

The tuning MAP on
the TCU can be locked to prevent other users from copying it or changing settings
on it. This feature is to let Transmission builders install protection settings
on the TCU for guarantee purposes. Note however that you can overwrite the code
by loading another MAP onto the TCU. This would however indicate to the agent
that tampering took place and may void guarantees.

The Agent has the
option of changing the customer code for his reference. He can protect it with
a password and leave the maps open. It would mean however that the customer
cannot lock his own maps under the code as they use the same code for
protection.

Press the

button and enter a
password. Select which protection is required. Press Lock, Exit and then press
the Write to TCU

button to save it to
the Flash memory.

To change the
Customer code you need to put in the Agent Password which is only supplied to
the agents by the manufacturer.

To unlock the TCU
enter the same password that you used to lock the Code. If you press the Write to TCU

button, the maps will
stay open.

If you changed
data and quit the program or switch the TCU off without saving the data in the
flash, the software will prompt you to take action with one of the following
blocks so that the data will not be lost.

6.5 Selecting Different Pages in
the Software

6.6 Start  (F1)

6.7 Setup  (F2)

6.8 Maps  (F3)

6.9 Logger  (F4)

6.10 Manual  (F5)

Press
on any of these buttons to activate the different pages in the software. By
pressing the alt button you will see the hot keys for these buttons.

The function keys are easier to press during driving.

6.6 Start
(F1)

This is where the
program will start the first time. On this page all the action events is logged
for information. It will also display the TCU information of the current TCU. Take note of the Warning as it is important and
binding by Law. See the Terms & Conditions on our website.

6.6.1 Version Numbers

The designer
reserve the right to do changes to existing designs and harnesses as he keeps
on developing software and hardware. The market change all the time as new
ideas submerges. The TCU has a version number system so that the user knows
which drawing and also which tuning MAP goes with which TCU firmware. There is
also a document which explains about the hardware and software changes made
between different versions.

TCU Version will indicate the product namely SPITRONICS
and which model is connected. Model is Standard, Intermediate or Advance.

Firmware Release is the hardware,
firmware and software release information. This is very important as it must
coincide with the PC software. It is also written with a permanent marker on
the enclosure but this my rub off during installation.

2.2.1.A In the sample means: PC Software Ver. 2,
Hardware number 2 (SPITRONICS), Protocol Ver.1, Firmware Ver. A.

The PC software also has a version number in
the name part of the file or on the Top information bar. Keep older versions
for old TCU versions. TCU firmware can be upgraded by an agent to accommodate
changes in the latest PC software. Version 2.20.1.0 TCU must be programmed with
Ver. 2.20.1.0 PC software. The alphabetic number if any will indicate later
version changes in the TCU or PC but does not change the protocol of Ver.2.20.1
software. This may differ from software to TCU but does not matter.

Program is a number given to each TCU firmware
program to identify them apart. Behind the number is a short explanation of the
type of program. On some programs there is a last letter indicating a B for
Buttons or P for Profile Switch. See file on CD for a list of these program numbers
available.

Serial Number is keep track of
each TCU sold. It is also engraved on the enclosure of the TCU. The number for
ex PP-PP-999999-15 means as follows:

PP – Agent which
this unit was distributed to

PP – Customer
which this unit was sold to – this can be changed by the Agent for his own
reference.

999999 – serial
number

15 – model
function no

TCU model function
numbers are as follows:

3          Standard TCU

11        Intermediate TCU

15        Advance TCU

6.7 Setup
(F2)

6.7.1 Transmission Setup (Alt 1)

6.7.2 Timing Setup  (Alt 2)

6.7.3 Fuel Setup  (Alt 3)

6.7.4 Sensor Setup  (Alt 4)

6.7.5 Turbo Setup (Alt 4)

6.7.6 Real-Time Data and Bars

Click on the setup
tab to get information on the configuration of your Transmission. Most
parameters are being preset before the TCU has been shipped. Ensure that these
settings are correct as some may damage components on your Transmission or the TCU
itself.

Click on of these
icons to adjust different settings in the setup page. Activate the Hot-Key by
pressing the Alt button plus the correlating number as in the icon block.

6.7.1 Transmission Setup (Alt 1)

6.7.1.1 Map Information

The Map Information
screen contains customer and vehicle information for a specific transmission. It
saves in the TCU and PC. This is used to identify different tuning maps from
each other and it does not affect any tuning on the Transmission.

6.7.1.2 Transmission Configuration

Number of Gears – This setting
tells the software how many forward gears the transmission has. In some
firmware Maps this setting is forced and cannot be changed.

Torque Converter Stall Speed – This setting is
used in some firmware programs to control the lockup minimum engage RPM’s.

Number
of Shift Solenoids – This setting tells the software how shift solenoids
the transmission has. In some firmware Maps this setting is forced and cannot
be changed.

6.7.1.2 Vehicle Information

Cylinders – Number of cylinders on the engine can be
typed in this block. It is not used by the current firmware but reserved for
future development of different firmware.

Engine Idle RPM – Idle RPM of the
engine can be typed in this block. It is not used by the current firmware but
reserved for future development of different firmware.

Engine Max RPM – Maximum RPM of
the engine can be typed in this block. It is used scale the gear map graphs so
that the whole graph can be used for tuning.

RPM Pulses / Revolution – This setting is
the number of pulses that the RPM signal sends to the TCU. It is used for
correct revolution calculation and display.

Maximum Speed – This setting is
used to adjust the speedometer maximum speed display.

Speed Sensor Pulses / Rev – This setting is
the number of pulses that the Speed signal sends to the TCU. It is used for
correct speedometer calculation in conjunction with the Speedometer Calibration
value.

TCC Off TPS High – When the
throttle is pressed more than this setting in %, the lockup will be switched
off. This will protect the TCC with hi torque engines.

TCC Off TPS Low – When the
throttle is released more than this setting in %, the lockup will be switched
off. This will smooth the down shifting of the Transmission.

The last two
features can be made 0% and 100% to deactivate if you require the lockup to
stay on.

6.7.1.3 General Purpose Outputs

General Purpose Outputs – It is not
featured by the current firmware but reserved for future development of different
firmware and hardware.

6.7.2 Sensor Setup  (Alt 2)

6.7.2.1 Active Sensors

RPM Input Sensor – This sensor
cannot be disabled as it is required by the current firmware.

TPS Input Sensor – This throttle
position sensor tells the TCU what the driver is thinking. It is very important
that this sensor operate, and is calibrated, correctly. It cannot be disabled
as it is required by the current firmware.

To calibrate the
TPS, click on the Calibrate button.
Click the Reset button. Press the
fuel pedal in completely and press F1.
Release the pedal completely and press F1
again. Click the OK button. Then
click on the Write to TCU

button. When you switch the TCU off and on again, the TPS bar
should indicate 0% when pedal is released and 100% when pedal is pressed.

Speed Sensor – This speed
sensor tells the TCU how fast the road speed is. The road speed is used on each
MAP to help with the decision of when to shift gears to ease driving. It is very
important that this sensor operate, and is calibrated, correctly. It cannot be
disabled as it is required by the current firmware. First set the RPM Pulses / Revolution on the setup
page to the correct setting. Then use this value with a GPS or the car
speedometer to read the correct speed. If you increase the value the speed will
be higher and also the other way round.

Oil Temp – This sensor is disabled and reserved for
future development.

Map Sensor – This sensor is disabled and reserved for
future development.

Reverse Logic – This sensor is
important for the TCU as is not allowed to shift gears while in reverse. The
arrow on the right when indicating blue and down, tells the TCU that the
reverse signal give a ground or earth pulse when reverse is selected. When the
arrow indicate Red and up, it tells the TCU that the reverse signal give a 12
volt pulse when reverse is selected. It cannot be disabled as it is required by
the current firmware.

6.7.2.2 RPM / Speed Sensor Calculation

RPM / Speed Sensor Calculation – This sensor
cannot be changed as for the current firmware. It is reserved for future
development.

6.7.2.3 Profile Options

These options
allow the user to set up different Map operations for the TCU.

Drive / Overdrive – This setting
will allow the TCU to select overdrive or not, during automatic mode. It is
handy if the vehicle is normally used for towing or in mountains.

Tiptronic On
/  Tiptronic Off – This setting
will allow the driver to change gears with the buttons in the specific Profile.

LED Function Mode  /  LED
Gear Mode  – This setting
alternates between 2 different LED display modes. In Function Mode it the Green
LED displays Off for Overdrive, On for Drive and Flashing for Tiptronic while the Red LED is On when the Lockup
clutch is engaged. In Gear Mode the Red LED indicates if Shift Solenoid no 1 is
engaged and the Green LED indicates if Shift Solenoid no 2 is engaged. This is
handy to see if and when the TCU shift between different gears.

6.7.3 Solenoid Setup  (Alt 2)

These options are
used to set up different Shift Solenoid configurations for each shifter
position, as well as the different gears in the shifter positions, if they are
allowed. Most firmware is preprogrammed and will not allow the user to change
any of these settings.

6.7.4 Maps (Alt 1)

6.7.5 Gear Maps (Alt 1)

These Maps are
used to set up gear to shift on its own pattern and according to certain criteria.
It is important not to set weird patterns outside the ability of the automatic
transmission. See the precautions for the tune-up settings to prevent damage to
the TCU.

The dark blue dot
is called the Marker and is a representation of TPS position versus engine RPM.
This Marker will move freely over the page, up and down, left and right.

The red line is
the Down Shift Line and has three dots called High Dot, Middle Dot and Low Dot.
When the marker moves to the left of the Down Shift Line, the lower gear will
be selected.

The blue line is
the UP Shift Line and has three dots called High Dot, Middle Dot and Low Dot.
When the marker moves to the right of the UP Shift Line, the higher gear will
be selected.

The green line is
the Lockup Line and has two dots called High Dot and Low Dot. When the marker
moves to the right of the Lockup Line, and the Marker is below the High Dot TPS
% position, the Lockup clutch will be engaged.

To change the
position of these Dots, click on the Dot, it will become Red, and move it with
the cursors to the required positions.

If Real Time

is active, these maps
will change as shifts in the transmission takes place.

This Gear bar
indicates which Gear is selected at the time, (the Green indicator) and the red
indicates how many gears in the transmission.

The Lockup bar
indicates in which gears the Lockup Clutch is allowed to be engaged (Green
allowed and Grey not allowed).

Reset Map is used
when tuning starts from scratch when there are no Maps in the TCU.

If Real Time is
not active, you can click on these Indicator dots to go to that gear map or to
engage or disengage the Lockup for that gear position.

When the road speed
falls below this value the TCU will gear down regardless of the RPM value. This
is useful if gears have free wheel clutches like in the Lexus transmission 1st
and 2nd gear.

When gear changes
occur the TCU will wait for this time to pass before attempting another change.

When the vehicle speed
is below this value and TPS value is above the down shift high dot value, then the
TCU will shift a lower gear.

6.7.6 Line Pressure (Alt 1)

This graph will
determine the line pressure which acts on the clutches. This pressure is a
pulse width modulation signal and is calculated according to the throttle
position. It is critical that the TPS is calibrated and operates correctly. The
higher the Duty Cycle, the less the line pressure will be that is asserted on
the clutches. Never go higher than 70% Duty Cycle or keep it more than 0% Duty
Cycle at higher than 70% TPS value. Too much Duty Cycle will let the clutches
slip and too little on low TPS % will have a hard shift between gears.

Speedometer –
calibrate it according to a GPS or accurate speedometer. It is critical that it
functions correctly to ensure proper gear shifting at all times.

Revcounter -
calibrate it according to an accurate revolution counter. It is critical that
it functions correctly to ensure proper gear shifting at all times.

Throttle Position
Sensor – must be calibrated to operate between 0% and 100 %. This is critical
for shifting as well as line pressures.

Gear – Indicates
the electronic selection of the gears by the TCU.

Shifter –
Indicates which position the shifter is situated in depending on the
information from the switches in the shifter or transmission.

L – Indicates
whether the Lockup Clutch is engaged (green) or not engaged (grey).

UP – Indicates
whether the UP-Shift button is pressed (green).

DOWN – Indicates
whether the DOWN-Shift button is pressed (green).

Solenoids –
Indicates which of the shift solenoids in the transmission is activated at the
time.

Profile Indication
– Indicates which Profile is active as well as if overdrive is active.

7. Driver Operation of the Transmission

The driver has
different options of how he wants his transmission to operate. There may be two
different hardware setups for Profile options and different indication LED’s.
The two basic firmware groups for the TCU are as follows.

With the 4 Way Profile Switch

This Option has a
rotary switch with four positions. Each position has a complete new Tuning Map
that is loaded into the TCU. With this feature the user can set different
operational settings for the TCU for different uses of the TCU like Automatic,
Tiptronic, Towing, Racing, Off Road and Low range for example.

It has two
selection Push buttons which can be used for one of two options selectable
between Profiles.

1. Selecting Automatic with or without the
overdrive enabled.

2. Shifting gears up or down in Tiptronic.

Two function LED’s
which can indicate one of two selectable functions.

1. Green LED indicates Drive mode (On),
Overdrive Mode (Off) or Tiptronic Mode (Flashing) and Red LED indicates Lockup
Clutch Engaged.

2. Green LED indicates if Shift Solenoid 1 is
engaged and Red LED indicates if Shift Solenoid 2 is engaged.

No Profile Switch

Two Profile
options can be selected by press and holding a button in for 4 seconds. The
Down shift button will change to Profile 2 and the Up shift button will change
to Profile 1. The TCU will always start in Profile 1.

It has two
selection Push buttons which can be used for one of two options selectable
between Profiles.

1. Selecting Automatic with or without the
overdrive enabled.

2. Shifting gears up or down in Tiptronic.

Two function LED’s
which can indicate one of two selectable functions.

1. Green LED indicates Drive mode (On),
Overdrive Mode (Off) or Tiptronic Mode (Flashing) and Red LED indicates Lockup
Clutch Engaged.

2. Green LED indicates if Shift Solenoid 1 is
engaged and Red LED indicates if Shift Solenoid 2 is engaged.

7.1 Operation with the 4 way Profile Switch.

If Tiptronic is
off then the Up & Down buttons will select or deselect the overdrive gear.
The Up button will select overdrive while the Down button will select drive. If
the LED Function Mode is selected, the Green LED will be off when overdrive is
active and on when overdrive is deselected. If you cruise in traffic or town
and are in drive and not yet fast enough to select overdrive, you may force
overdrive by pressing the Up button. If you are too slow or under load the TCU
may shift back to drive. Overdrive is normally the highest gear.

If Tiptronic is on
then the Up & Down buttons will shift gears up or down, if the shift
criteria on the gear maps are met. If the LED Function Mode is selected, the
Green LED will flash indicating Tiptronic Mode.

The Profile switch
may be selected between Profile 1 & 2 while driving. This is useful to
change shift patterns in traffic or mountain driving. Profile 3 & 4 will
only change to or from if the vehicle stands still. This is useful for off-road
especially in low range where different speed setting will force the TCU to
shift. It will also protect the driver if he accidently turned the button to
far and prevent the TCU from shifting to lower gears.

7.2 Operation without a Profile Switch.

If Tiptronic is
off then the Up & Down buttons will select or deselect the overdrive gear.
The Up button will select overdrive while the Down button will select drive. If
the LED Function Mode is selected, the Green LED will be off when overdrive is
active and on when overdrive is deselected. If you cruise in traffic or town
and are in drive and not yet fast enough to select overdrive, you may force
overdrive by pressing the Up button. If you are too slow or under load the TCU
may shift back to drive. Overdrive is normally the highest gear.

If Tiptronic is on
then the Up & Down buttons will shift gears up or down, if the shift
criteria on the gear maps are met. If the LED Function Mode is selected, the
Green LED will flash indicating Tiptronic Mode.

If the Down shift
button is pressed for 4 seconds Profile 2 will be selected and if the Up shift
button is pressed for 4 seconds Profile 1 will be selected. The TCU will always
start in Profile 1 when the ignition is switched on.

These Profiles can
be selected during driving. Make sure that a Profile change does not force the
ECU to shift gears while driving. For low range selection rather buy the Profile
switch to be safe.

8. Startup
Procedure

This is a very important procedure to prevent damage to the
TCU and Transmission. If at any time the clutches slip, back off the TPS
immediately and increase the line pressure or check if fluid levels are
correct. Do not continue like this because the clutches are very delicate and
can damage in seconds.

8.1 Transmission and system preparation.

Before you connect the TCU do the following:

1.
If it is
a conversion, service the Transmission filter and oil. Make sure if the
Transmission uses ATF or synthetic oils. Check the oil level when the engine is
running in drive.

2.
First
ensure that the installation is correct according to the Hardware Installation
procedure.

3.
Test the
electrical wiring a multi meter according to the Excel Test Procedure file
provided on the CD.

8.2 Connecting the TCU for the first time

Now you can proceed with the following steps. If
any steps do not correlate with the TCU operation, stop and look for the
faults. Ensure that the TCU is earthed!!!

1.    Remove the solenoid fuses.

2.    Connect only the 12 way connector
leaving the 10 way connector open. Switch the Ignition on. Do not start the Engine.
The yellow LED on the TCU must come on. If the yellow LED does not come on
switch off immediately as there may be a short on the 5Volt output that will
damage the TCU.

3.    Ensure that the pins 1,4,6,7,8 &9 are broken out of the communications
connector if you are not using a Spitronics USB Converter cable.

4.    Now switch the Ignition off and
connect the Laptop to the TCU. Switch it on again. Start the PC software and
connect to the TCU. The Transmission data like the TPS and gear position should
be displayed.

5.
Start
with Profile 1 in automatic.

6.    Go through the setup page and ensure all the settings are
correct for the Transmission.

7.    Calibrate the TPS sensor and save the
calibration as described under active sensors. The TPS and speed sensor must be
calibrated in Profile 1.

8.    If you changed the RPM range value,
save the data to the TCU, close the PC software and start it again. Then the
new values for the graphs will be loaded to the correct scaling.

9.
Put
the shifter in different positions and see if the software recognize reverse
and drive as well as other positions which it is wired for.

10. Start the engine and make sure the rev
counter is calibrated.

11. Switch the ignition off and connect
the 10 way connector. Replace the fuse and start again.

12. Put the shifter in drive and the
software on the gear maps. Pull off in first and see if the speedometer works.

13. If the gears are slippery reduce the
line pressure value on the graph according to the tuning principles.

14. Calibrate the speedometer asking a
passenger to do the calibration value till it reads the same as the car
speedometer or a GPS.

15. See if all the gears select and gear
back.

16. Do fine tuning according to the tuning
principles.

17. Save the data for that Profile and
start tuning the other Profiles and functions.

9. Tuning Principles

These TCU’s
normally comes with standard maps preloaded onto them. These maps differ a lot
due to engine RPM and road speed differences for each type of vehicle. There is
a big difference between Petron and diesel engines and also 4x4 and two wheel
drive vehicles. It is recommended to start with a map that is more or less for
your configuration. Always start with Profile 1 in automatic mode as this is
the place to calibrate all the sensors so that it is the same for the other
maps.

9.1 Procedure of Tuning.

9.1.1 Standing Still

1.
First go through the setup and enter all the
relevant settings that you do know like the pulses per RPM and revolution of
the speed sensor etc. also calibrate the TPS sensor.

2.
Start the engine and calibrate the rev counter,
then save the data and switch the engine off.

3.
Switch the TCU on and do the following
settings while you are standing still.

4.
Start with the following option settings.

5.
Set the Gear Down Speed and the Kick Down
Speed for all the gears to 0 as in the block below.

6.

7.
Set the Gear Down Speed for first gear to 100
as in the block below.

8.

9.
This will disable the speed settings so that
you can set the RPM settings first. It will not work for Tiptronic as you do
need the required speed setting.

10. Now
set the Up Shift (Blue Line) High Dot to 90% TPS value, and to the maximum RPM
value allowed for that gear. Do this for each gear.

11. Now
set the Down Shift (Red Line) High Dot to 90% TPS value and half of the maximum
RPM value allowed for that gear. Do this for each gear. An example is if you
want a gear to reach 6000RPM under WOT, adjust the Down Shift High Dot to
3000RPM. This will be a save value to start with so that if kick back occur,
the engine will not overrev.

12. Now
set the Up Shift (Blue Line) Low Dot to idle RPM plus 400 RPM. An example is if
idle RPM is 800, set this Dot to 1200RPM. Do this for each gear.

13. Now
set the Up Shift (Blue Line) Middle Dot to 45% TPS value, and set the RPM value
to form a straight line between the Low and High Dot. Do this for each gear.

14. Now
set the Down Shift (Red Line) Low Dot to idle RPM plus 200 RPM. An example is
if idle RPM is 800, set this Dot to 1000RPM. Do this for each gear. This will
ensure that the gear does shift back when idling RPM is reached.

15. Now
set the Down Shift (Red Line) Middle Dot to 45% TPS value, and set the RPM
value to form a straight line between the Low and High Dot. Do this for each

Preparation is now
done and the gearbox should shift and make the vehicle drivable. Save this to
the TCU.

9.1.2 Driving and Basic Settings

1.
Now start the engine and pull off in drive.
Calibrate the speedometer.

2.
The first setting to adjust is low throttle
pull off. Push the throttle to about 5 % TPS value and feel each gear when it
shifts forward. This is an important setting if you crawl in traffic. If it
shifts too quick to your liking, move the Up Shift (Blue Line) Low Dot more to
the right and vice versa. Do this for each gear.

3.
The next setting to adjust is low throttle gear
down. For this setting we use the Gear Down Speed setting. It is better to use
actual road speed for gear down than RPM’s. The reason is that torque converter
slip give a false sense of engine RPM al low RPM’s. There is also a difference
in RPM when the Torque Converter Clutch is engage or not. First you need to set
the Down Shift (Red Line) Low Dot to idle RPM minus 200 RPM. An example is if
idle RPM is 800, set this Dot to 600RPM. Do this for each gear.

4.
Enter a value for the Gear Down Speed setting
in, for all the gears except Gear 1. Leave it at 100 Km/h. use a value which
you thing it should gear down.

5.
Go to top gear and release the throttle. Now
feel each gear when it shifts back. If it shifts back too quick to your liking,
decrease the value and vice versa. Do this for each gear.

6.
The Gear Down Speed setting in Gear 1 is used
as a forward shift speed to second gear. This is handy when the vehicle starts
rolling on a downhill where the driver does not touch the throttle. When the vehicle
exceeds this speed, the TCU will automatically shift to second gear. This speed
must be higher than the second gear, Gear Down Speed setting, otherwise the
shift will hunt between the gears. On the Lexus gearbox this setting is
important as 1st and 2nd gear has a free running clutch
and no engine brake, which means that RPM stay at idle regardless of the speed
of the vehicle.

7.
Now to set the Up Shift (Blue Line) Middle
Dot, press the throttle in about 40% TPS value. Again feel each shift if it
takes place at the right RPM’s. If it shifts too quickly move the Dot more to
the right and vice versa. Do this for each gear.

9.1.3 Driving and Complex Settings

1.
Now to set the Down Shift (Red Line) High Dot
RPM value, you need to cruise in the gears higher than gear 1, and at an RPM
lower than this Dot value. Then kick the throttle in quickly to reach a value
higher than 90%. Now when the TCU shift the previous gear, feel if the RPM in
this gear is too high or too low. Adjust the Dot only left or right. This kick
back should occur at a RPM where the lower gear still have range to improve the
vehicle speed, without over revving the engine. It should also not be too low
so that the engine labor in higher gear and not be able to gear down under high
load conditions. Do this for each gear.

2.
To set the Down Shift (Red Line) Middle Dot
for gear down when Throttle is pressed is a bit trickier. You need to cruise in
each gear at low RPM. Then press the throttle in at certain depths and feel is
gear down occurs at the correct acceleration. Adjust this Dot till kickback
occurs at the correct throttle opening.

3.
The last shift setting to adjust is the Kick Down
Speed setting. This setting let the TCU gear down regardless in the Gear Shift
Time has lapsed or RPM value. It will also let the TCU shift back two gears at
a time. The TCU will gear down when the speed is below this value and the Throttle
is pressed to a value greater than the Down Shift (Red Line) High Dot value. To
start with a reasonable value, use 60% of the maximum speed for the lower gear.
Example if Gear 2 can reach a speed of 100 Km/h, use 60Km/h as a setting for
Gear 3. Do this for all the gears except Gear 1.

4.
Gear Shift Time is important to let the
transmission complete its hydraulic action before the TCU attempt its next
shift. A setting here is normally 2.5 to 3 seconds.

Save the Profile
in the TCU and also as on the PC as Profile 1.tcu.

Now select Profile
2 and load the file Profile 1.tcu from the PC into the TCU. Save it to the
flash in the TCU and then start editing from there.

Repeat the save
process and go to the next profile. For low range you may need to start over as
with Profile 1. This is due to the speed settings that will be different.

Now follow the
guidelines below for tuning.

10. Fault Finding

10.1 Faults and Remedies

10.1.1 The TCU yellow LED does not come on

1.    The ignition wire
does not have 12Volt

2.    There is a short
on the 5 Volt output from the TCU. The magnetic crank or distributor sensor,
TPS and MAP sensor use 5 volt. Check the wiring.

10.1.2 The Software does not Connect to the TCU with the USB to RS232
Converter

Pin 1,4,6,7,8 & 9 must be broken out to
operate. See RS232
Computer
to TCU interface

The Baud rate must be set to 19200 in the
Device Manager.

No Driver for this Device installed – The USB
converter must have a driver CD which has to be installed first.

Too high Comp Port allocation for the driver.
See  Changing
the USB Comport
in Windows Device Manager

Faulty USB converter.

11. Specifications

These specifications are for the advance TCU
combinations. This means that not all may be applicable to the standard and
intermediate TCU. See the Introduction different models for variation.

11.1.1 Inputs

2x Magnetic inputs or 2x Hall or Optic inputs or
combination of the 2 Groups

3x Analog TPS, POT + Spare input 0 – 5V

2x Digital Reverse + Spare Input

2x Digital Switches

1x General Input – Selectable for Tuning Pot,
Launch Button or Battery Voltage Correction

Software RS232 Connection

Programmer Connection

11.1.2 Outputs

6x 7A current Outputs +12V (Solenoid drivers)

2x LED+ Output

1x General Purpose Outputs 2A to Ground

5V Output for TPS & and Magnetic Pickups

11.1.3 Crank & Speed Sensors

The TCU can sense any magnetic, Hall or Optic
sensor. Do not connect it on coil
negative!

11.1.4 Load Sites

Lune Pressure Duty Cycle – 2% TPS divisions – 1% Duty
Cycle

7 Shift Solenoids

7 Gear Maps

12.Firmware Programmer

The firmware
programmer allows the agents or users to change the Firmware program in the SPITRONICS
TCU for different Transmissions. This is also used for upgrading to the latest
version of the manufacturers firmware. The programmer is bought optional and
not a requirement. It is very useful if the agent is far from the manufacturer.
The firmware software is free as it is developed. Read the Precautions below to
prevent damage.

12.1 NB! Precautions

·
Note however that you may not program
firmware into an EMU or TCU or TCU if it was not written for that specific
electronic hardware. The setup of the micro processors is different and you may
connect inputs to outputs that will damage the processor or the electronics. E1
Firmware is for EMU and E2 Firmware is for SPITRONICS TCU.

·
A Type 3 or Standard TCU can only take T3
firmware programs. If you load T11 or T15 in, the Yellow LED will flash twice
when you switch it on and will not allow you to save the data maps.

·
A Type 11 or Intermediate TCU can take T11
and T3 firmware programs. If you load T15 in, the Yellow LED will flash twice
when you switch it on and will not allow you to save the data maps.

·
A Type 15 or Advance TCU can take T15, T11
and T3 firmware programs. This will allow the user any combination as this TCU
is the top of the range.

·
Never press the

button in the
Programmer Software. This will erase the TCU ID Code and then it will not work.
The Yellow LED will flash three times
when you switch it on and hang the processor. This TCU will have to be
reprogrammed by the manufacturer.

·
Always disconnect the 10 Way output harness
from the TCU. When the programmer is connected all the outputs are switch to
the high state which means that coils and injectors will be switched on. This
may damage the coil drivers or coils and fill the Transmission with fuel.

·
Follow the Startup
Procedure to make sure that the right firmware and settings is
loaded to prevent damage.

12.2 Installation

On the CD in the Firmware
Programmer File run the setup file mcu_ide.exe to install the software
program. If you do not have the programmer software you may download the latest
version from the internet at the following link:

http://www.silabs.com/Support%20Documents/Software/mcu_ide.exe

Follow the onscreen instructions till you are asked for the
following. Click on Custom and uncheck Examples and Utilities.

You will not need
these and they will only take up unnecessary disk space. No harm if you install
the complete programmer. Connect the USB programmer to the PC only and start
the program at the start button, activate Silicone Laboratories and click on
Silicone Laboratories IDE.

Now click on
Options, Connect Options and select USB Debug Adapter and also C2 interface.
Click OK and you are all set to use the Programmer.

12.3 Operation

To program the SPITRONICS TCU first connect the
Programmer to the TCU Com Port. Connect only the 12 Way connector and earth the
TCU. Switch the ignition on. Click on the

button to connect.

The download

button will become
active, click on it.

Now use the Browse
button to select the correct HEX file on the hard disk or CD. Do not at any
stage press the Erase all code space button.

Select the Files
of Type to be Intel Hex (*.hex) then go to Look
in: to search for the correct file.

Click Open
when it is selected.

Click Download
to program the TCU.

Click the
disconnect

button when it is
finished and switch the ignition off. Disconnect the programmer and connect the
USB to RS232 Converter cable. Do not connect the 10 Way cable before you run
through the startup procedure. This will ensure that load the right firmware
and not to damage the TCU.