Dicktator Transmission Controller Rev3.0

Contents
1. Installation Guide ...................................... 3

 Computer Requirements ................................................................3
 Installing the PC Interface for Dicktator Transmission Software......3
 Find the icon to start the Dicktator Transmission Software .............4
 Connect the Dicktator Transmission Controller to the PC software .4
2. Using the PC Software.............................. 6
 Initial Setup of the transmission controller ......................................6
- Number of gears: .......................................................................................... 6
- Enable Torque Lockup: ................................................................................. 6
- Road Speed Setup: ....................................................................................... 7
- Manual Setup: ............................................................................................... 7
- Gear Ratios: .................................................................................................. 7
- Engine Setup:................................................................................................ 8
- Calibrate TPS: ............................................................................................... 8
- Special Cases: .............................................................................................. 8
- Torque Converter Teeth: ............................................................................... 8
- User Interface:............................................................................................... 8
- Firmware Version: ......................................................................................... 8
 Solenoids .......................................................................................9
- On/Off Solenoids: .......................................................................................... 9
- PWM Solenoids:.......................................................................................... 10
 PWM Solenoids ............................................................................10
- Line Pressure: ............................................................................................. 11
- Accumulator Pressure: ................................................................................ 12
 RPM Shift .....................................................................................15
 Input Setup ...................................................................................17
- Gear Lever: ................................................................................................. 17
- Driving Mode: .............................................................................................. 19
- Disable Overdrive: ....................................................................................... 19
- Low Range & Lockup gear: ......................................................................... 19
 Oil Compensation .........................................................................21
 Error Log ......................................................................................23
 Economy Map ..............................................................................24
 Sport Map .....................................................................................26
 A650E .......................................................................................... 27
 Special Features ..........................................................................29
3. Connecting the Controller Inputs .......... 30
 Gear Lever ...................................................................................30
www.dicktatortransmissioncontroller.co.za Page 1
Gear Lever Position Switches ............................................................ 31
 Selectors S2, S3 and S4 .............................................................. 32
 Speed signal.................................................................................33
 Torque converter signal ................................................................ 33
 RPM signal ...................................................................................34
 Oil temp signal..............................................................................34
 TPS signal ....................................................................................34
 Tiptronic signals ...........................................................................34
Input Pin Positions .............................................................................35
4. Connecting the Controller Outputs ....... 36
 Solenoids .....................................................................................36
Solenoid Connectors .........................................................................36
..........................................................................................................37
Output Solenoid Positions..................................................................38
5. Minimum Requirements ......................... 39
 Four Speed (A340E).....................................................................39
o Signals Required for proper operation: .........................................39
o Signals not required for proper operation:.....................................39
 Five Speed (A650E) .....................................................................40
o Signals Required for proper operation: .........................................40
o Signals not required for proper operation:.....................................40
1. Installation Guide
 Computer Requirements
The PC interface software for tuning the controller requires a PC

running Windows:
 XP.
 Windows Vista.
 Windows 7.
 Windows 8.1.
 Windows 10.
Minimum Requirements:
133 MHz processor

16 Mb of RAM memory
20 MB of free Disk space
VGA colour display 800 x 600
Recommended:
Dual-Core 2 G or above processor.

2 Gb of RAM memory
20 MB of free disk space
DVI colour display 1024 x 768
 Installing the PC Interface for Dicktator Transmission

Software
There is no need to install the software. Simply copy the EXE file
to you current Dicktator directory. It should be located at
C:\Program Files\Dicktator\
If you do not have previous Dicktator software installed, you can
manually create the folder.
Right click on the EXE file and press “Send To” Select “Desktop
(create shortcut)”
You now have a shortcut on your Desktop.
The Software will use the Dicktator folder to store all relevant setup
files, maps and Logs.
 Find the icon to start the Dicktator Transmission Software
 Connect the Dicktator Transmission Controller to the PC

software
All you need is a standard RS232 serial communication cable. If

you don’t have a cable and want to make one, it’s still a simple job.
You need a male and female DB9 pin connector. Get a 3 core wire
and connect pins 2-2, 3-3, 5-5 like in the diagram below.
Once you have your cable, plug it in to the PC and transmission

controller. Turn on your ignition and start the PC software. Go to
“Main Setup” of the PC interface and enter your COM port, press
“Connect” and “Read/Stop”. You should see the green TPS bar
moving when pressing the accelerator pedal.
Almost all new Laptop computers come without a “COM” port. The
solution is a “USB to Serial converter”. There are various makes
on the market. However, ensure than you only use one with a
“FTDI “ or “Prolific “ chipset. The most recent drivers for these
chips are included on the installation CD. The Prolific driver
software looks something like this:
“PL2303_Prolific_DriverInstaller_v1.14.0_20160802.exe”. When
you are using a Prolific cable on a WIN 7 PC and the
communication is problematic, try the following procedure:
Right click on the “exe” file, Select “Properties”, choose the
“Compatibility” tab on top. Select the “Run this program with
compatibility mode for:” check box. Select “WINDOWS XP” and
reinstall the driver.
Once the drivers are installed and the cable is ready to use, right
click on the “Computer” icon, select “Manage”, then select “Device
Manager” and look for “Ports (COM & LPT)”. You will find the
number of your communication port. The number must be used for
the COM port setting in the PC software.
2. Using the PC Software
 Initial Setup of the transmission controller
Start up the transmission controller PC interface software, connect

it to the transmission controller and turn the ignition on. Go to the
Main Setup page. Here you tell the transmission controller the
important settings it needs to work with your type of transmission.
Here is a description of all the settings.
- Number of gears:
Select the number of gears for you transmission.
- Enable Torque Lockup:
Make a tick in this box if the torque converter on your transmission

has a Lock up function and you wish to use it.
- Road Speed Setup:
 Tire Size (mm) – This is the width of your tire, measured in

millimetres.
 Rim Size – This is the diameter of your rim in inches.
 Aspect Ratio % - This is the profile of your tire, measured in
percentage
 Final Drive Ratio – This is the gear ratio of your differential
 Pulses Per Revolution – This is the number of teeth on the
trigger wheel that supplies the transmission controller the road
speed
 Transfer Case Ratio – This is the ratio of your transfer case on
4 x 4 vehicles
- Manual Setup:
 Maximum RPM after gear down – This is the maximum RPM

allowed after a gear down. The Controller calculates what the
RPM will be after a gear down before it performs a gear down.
It will prevent a gear down if the calculated value exceeds this
value.
 Min RPM after gear up – This is the minimum RPM allowed
after a gear up. The Controller calculates what the RPM will
be after a gear up before it performs a gear up. It will prevent
a gear up if the calculated value is less than this value.
 Gear down when RPM < – When the RPM is less than this
value, the controller will force a gear down.( This feature has
not been implemented on this controller)
 Gear up when RPM > – When the RPM exceeds this value,
the controller will force a gear up.
- Gear Ratios:
This is the actual gear ratio for each individual gear. The info can
be found inside your owner’s manual or on the Internet. The
correct values must be inserted here as these are used to
determine RPM after the next shift.
- Engine Setup:
Number of pulses per rev x 2 – This setting is used by the

controller to calculate engine RPM. The reason we multiply the
number with two, is to make provision for three and five cylinder
cars.
- Calibrate TPS:
This is used to calibrate the TPS. Simply press the 0 % TPS when
the throttle is fully closed and the 100 % TPS when the throttle is
fully opened and the TPS is calibrated.
- Special Cases:
When the A650E tick box is ticked, the controller will apply settings
that are unique to the TOYOTA A650E transmission. (In future,
more cases will be added)
- Torque Converter Teeth:
This is the number of teeth on the input shaft of the transmission.

The correct value is important to ensure smooth and correct shifts.
- User Interface:
Enable user tips – When this checkbox is checked, some user tips
are shown when you hover over a control with your mouse.
- Firmware Version:
This is the Version of the Firmware that is currently on your

transmission controller.
 Solenoids
There are two types of solenoids. Digital On/Off and PWM. Every
gear has a specific sequence of solenoids. The last four entries,
EB 1st – EB 4th are used when a gear lever is selected to a lower
gear. (D4 – D1). Some transmissions have different settings for
normal “D” and D4 – D1 to enable engine breaking. If you are
going to use the D1 – D4 feature, the tick boxes must be ticked
even if the solenoid selection is the same as normal “D”.
- On/Off Solenoids:
The On/Off solenoids are used to select a specific gear. There are
5 On/Off solenoids to choose from and they all have a 12V positive
output. (Solenoids Channels 1 - 5)
- PWM Solenoids:
There are 4 PWM solenoids. (Solenoids Channels 6 - 9) The PWM

solenoids are used to control Line Pressure, Accumulator Pressure
and the torque converter Lock-up. They can also be used as a
PWM shift solenoid.
Note that only PWM solenoids can be used for Line Pressure,
Accumulator Pressure and the torque converter Lock-up. Also note
that channel 9 has not been activated for this controller.
 PWM Solenoids
When you open the PWM Solenoid tab, you will find a tab for every
PWM solenoid. Choosing a tab will automatically select a graph
according to the selections made on the Solenoids page.
- Line Pressure:
The Line Pressure is controlled according to throttle position. High

Line Pressure will result in a firm gear change and a low pressure
will result into a smoother change. A higher duty cycle on the
solenoid will cause a lower line pressure.
On the Y axis of the graph is the PWM percentage that will be
output according to the throttle position as indicated on the X axis.
The lower the throttle position, the higher the PWM value and the
lower the Line Pressure.
All the points on the graph can be dragged around with the mouse
to change its values. It is recommended to make only small
changes at a time.
- Accumulator Pressure:
The Accumulator pressure is activated during every gear shift to

soften the shift. A lower pressure will result into a smoother shift. A
higher duty cycle on the solenoid will cause a lower Accumulator
pressure.
The graph on the left has multiple adjustments. The blue line
which is measured on the left hand Y axis determines the time it
will take to complete the sequence at different throttle positions.
The brown line which is measured on the right hand Y Axis is a
modifier. It determines the percentage of the PWM that will be
applied to the solenoids at different throttle positions.
𝑃𝑊𝑀 (𝑓𝑖𝑛𝑎𝑙 ) = 𝑃𝑊𝑀 (𝑔𝑟𝑎𝑝ℎ) × 𝑚𝑜𝑑𝑖𝑓𝑖𝑒𝑟
The modifier if set at full 100, which is 100% will equate to a factor
of 1.00 and have no effect on the above equation.
Note: Modifier is not available on version 1.3 of firmware.
The graph on the right is a visual representation of the PWM signal

that is applied to the accumulator solenoid. All the points on the
graphs can be dragged around with the mouse to change its
values.
Torque Converter Lock-up:
All modern transmissions have the ability to lock the torque

converter at certain speeds and conditions. The torque converter
is locked to prevent slip in the torque converter and thus increase
the efficiency. The torque converter is controlled by a PWM signal
and will lock at high PWM values.
The graph on the left have multiple adjustments. The blue line
which is measured on the left hand Y axis determines the time it
will take to complete the sequence at different throttle positions.
The brown line which is measured on the right hand Y Axis is a
modifier. It determines the percentage of the PWM that will be
applied to the solenoids at different throttle positions.
𝑃𝑊𝑀 (𝑓𝑖𝑛𝑎𝑙 ) = 𝑃𝑊𝑀 (𝑔𝑟𝑎𝑝ℎ) × 𝑚𝑜𝑑𝑖𝑓𝑖𝑒𝑟

Note: Modifier is not available on version 1.3 of firmware.
The graph on the right is a visual representation of the PWM signal

that is applied to the torque converter solenoid. Al the points on
the graphs can be dragged around with the mouse to change its
values. The minimum PWM on the torque converter will be about
20% according to this example. Some A340E transmissions are
more sensitive and requires 0% when the torque converter lock is
disabled. Simply ensure that the PWM percentage is set at 0% at
0mS as shown in the following example.
 RPM Shift
The controller uses road speed as primary input to determine

appropriate gear. The road speed is calculated by using a sensor
located on the transmission, the differential or a wheel. The wiring
that connects the speed sensor to the controller might get
damaged in various ways. E.g. rubbing against the propeller shaft
or hot exhaust pipe. A lost speed sensor will result in a zero speed
indication and force the controller into gear one. Even though
some transmissions have a freewheeling first gear, this doesn’t
sound like fun at 80 mph.
Before every gear change the controller verifies if everything is still
in order. If it detect that the speed signal was lost, it will do one of
two things:
o If RPM is less than 2500 it will prevent any gear shift.

o If RPM is greater than 2500 it will go into RPM Mode.
In RPM Mode, the transmission will change gears according to
RPM. There are two lines on the graph. If the dot is to the right of
the solid line, an up shift will follow. When the dot is to the left of
the dashed line, a down shift will follow. Ensure that there is
sufficient space between the two lines to prevent the dot falling to
the left of the dashed line after an up shift or to the right of the solid
line after a down shift. It will cause hunting between gears if the
lines are too close together.
The controller will stay in RPM Mode until the ignition is switched
off and on again. If the road speed is still lost, RPM Mode will be
enforced as soon as the RPM exceeds 2500RPM.
 Input Setup
This page is used to setup the following Inputs:

o Gear lever
o Driving mode selector
o Overdrive selector
o Low Range & Gear Lock selector
- Gear Lever:
o P – Park
o R – Reverse
o N – Neutral
o D – Drive
o 4 – Drive mode with gear limited to 4th gear
o 3 – Drive mode with gear limited to 3rd gear
o 2 – Drive mode with gear limited to 2nd gear
o 1 – Only first gear available
The Gear lever input makes use of a voltage input. Some gear
selectors come standard with a voltage output. However some
popular transmissions come with a gear selector that powers a
different input pin on the controller for every different gear. Your
transmission controller is supplied with a little converter board. All
the inputs from the gear selector are connected to the board and
the output is connected to the gear lever input.
Setup procedure: Click on the “Start” button. Note that the caption
on the “Start” button changes to “Skip”. With the gear lever in the
Park position, click “Set”. Move the gear lever to the Reverse
position, wait for the display to update and click the “Set” button.
Move the gear lever to the Neutral position, wait for the display to
update and click the “Set” button. Move the gear lever to the Drive
position, wait for the display to update and click the “Set” button.
The D4 – D1 positions are all the same. If you do not require a
certain position you can click the “Skip” button and it will skip that
function.
- Driving Mode:
o E – Economy
o S – Sport
o M – Manual
The procedure to setup the Driving mode, is similar to that of the

Gear lever. Any mode can be skipped if not required but if this
feature is not used, the Economy map must be selected as a
minimum requirement.
- Disable Overdrive:
o O – Overdrive
There is just one setting for this selector. Similar to the other
selectors, you press “Set” when the Overdrive is selected.
In the dropdown box on the right hand side, you can select at what
gear you want to limit the transmission. There is also an additional
setting. The momentarily checkbox is check if the overdrive button
doesn’t latch. In this case the button must pull the signal to
ground. The overdrive button is pushed once to activate overdrive
and once to deactivate it. If you are using the momentarily setting,
the “Set” button must still be used.
- Low Range & Lockup gear:

o 1 – Low Range
o 2 – Low Range & Lock gear
o 3 – Lock Gear
o 4 – Normal
The “Low Range” button is used on 4 x 4 vehicles with a speed

sensor on a wheel or in the differential. It multiplies the differential
ratio with the transfer case ratio when Low Range is selected to
correct the speed calculation.
The “Low Range & Lock gear” button is used when you want to
lock the transmission in a specific gear and you use the “Low
Range” function as above. This setting is used for rock crawling or
extreme off road conditions.
The next setting, “Lock gear” is used when only the lock gear
function is used.
The last setting, “Normal” is for normal driving.
 Oil Compensation
The “Oil Compensation” page is used to setup the oil temperature

compensation. The viscosity of the automatic transmission fluid
changes with changes in temperature. This change has a direct
effect on the hydraulic pressure inside the transmission. The
following control signals can be adjusted to compensate for oil
temperature variations:
o Accumulator Pressure
o Torque Converter Pressure
o Line Pressure
The graph on the Left hand side of the page is used to setup the
temperature sensor. Manufacturers normally make use of a
“Negative Temperature Coefficient” sensor. The graph shows
typical setting for such a sensor. Your sensor can be calibrated by
moving the dots around with your mouse. Once again, try to make
only small changes at a time. Additional help is in the form of the
“Set Curve” button. When you press this button, the red line will be
copied over the green line. It is then easy to make small changes
and see the effect of your changes.
The graphs on the right hand side are used for actual calibration.
There is also a “Set curve“ button that can be used to fine-tune
your graph. It is important to note that only one graph should be
selected and set at a time. Once you are finished with your
graphs, select all the signals that you want to compensate and
press the “Transfer“ button. If a checkbox is not checked, Zero
values will be entered and there will be no compensation for that
signal.
When setting up this page press the “Start Reading” button to get
live feedback from the controller. This will ensure you know what
temperature the controller is currently calculating and the
compensation. Both calculated temperature and compensation are
shown in the dashed lines of same colour on the right hand side
graph.
 Error Log
Whenever you “upload map from Chip”, the error log will be
populated if any errors occurred since the codes were cleared a
previous time.
#1 – Torque converter speed lost
#2 – RPM signal lost
#3 – Speed signal lost
#4 – Up shift prevented, RPM too low
#5 – Down shift prevented, RPM too high
The “Clear Codes” button is used to clear all current fault
codes.
 Economy Map
This is where the controller is “Tuned”.

This page consists of a graph with throttle position on the Y
axis and road speed on the X axis. There is however a lot
more info on this page. Firstly it indicates the current speed and
throttle position on the graph in the form of a red dot. It also
indicates the speed (km/h) and throttle position (%) in a text
box. It shows you the currently selected gear. All four the
selectors are shown. Gear lever, Driving mode selector,
Overdrive selector and Low Range & Gear Lock selector. The
engine and torque converter RPM is also shown.
The controller is “Tuned” by dragging the dots with the mouse.

There are solid and dashed lines on the graph. Each line
colour represents a different gear. When the red dot crosses a
solid line from the left to the right, an up-shift will be executed.
When the dot crosses a dashed line from right to left, a down
shift will be executed. It is permissible to have a solid line from
a gear crossing a dashed line from another gear. It is also
permissible to have two lines on top of each other. The above
example will cause a downshift from 3rd to 1st when the throttle
is less than 15% and the vehicle is decelerating. The software
prevents you from setting the shift point at a lower throttle
position higher than a higher throttle position. It also prevents
you from setting the shift point at a higher throttle position lower
than a lower throttle position.
On the right hand side of the graph, are four more text boxes.
These boxes are populated when you drag the dots around on
the map. The “Info Box” will show you which gear the line
represents and if it is an up or down shift. The throttle and
speed boxes will indicate the exact throttle position and speed
on the map. The last textbox will indicate what the engine RPM
will be at that gear change. Keep in mind that it takes some
time to complete a gear shift and that one should probably
initiate the shift a bit earlier than the ideal shift point. By
minimising the Accumulator Pressure at full throttle, these times
can be considerably reduced.
The black line represents the torque converter lock-up and

unlocking. When the red dot is to the right of the solid black
line, the torque converter will lock-up. When the red dot is to
the left of the dashed black line, the torque converter will
unlock.
As per the example above, the torque converter will unlock
when at 0% throttle. If the solid line is pulled right to the
bottom, the torque converter will stay locked up at 0% throttle.
Below the graph are two buttons with arrows on them. You can
press these buttons to scroll the graph to the left or the right if
need to.
 Sport Map
The Sport map is identical in features to the Economy map.

Note on the example the 1st to 2nd line is crossing the 3rd to 2nd
line. It is permitted and the vehicle will drive normally.
 A650E
The A650E is a 5 speed transmission that is utilised in some

Lexus vehicles. It was utilised with the versatile 1UZ-FE, 3UZ-
FE and the 2JZ-GTE engines. Lots have been said about
these transmissions.
It uses a unique philosophy. The torque converter signal is
utilised to control the shift into and out of second gear. Get it
wrong, and you have either a jerky or a lumpy shift. To make
matter worse, it is very sensitive to ATF temperature changes.
However we believe that we have tamed the beast and
workable maps are available for download from the Dicktator
web site.
It requires different PWM levels at different throttle positions.
The first two columns on the A650E page are for 0% and 100%
throttle positions. A PWM value will be calculated by
interpolating the throttle position. If, after a preprogramed time,
the gear shift into second gear is not completed, the PWM will
be increased until it reaches the 100 % throttle value. If you
have a lumpy shift, simply increase the PWM values. If the
shift is jerky, decrease the values.
Similarly, a PWM value will be calculated for a gear shift out of
second gear. The PWM will however decrease after the
controller senses that the gear change is completed. If it feels
as if the transmission is braking the vehicle during a second to
third shift, the initial PWM value is too high and must be
reduced. If you can hear the RPM increasing during the
second to third shift, increase the PWM value.
The values in the third column “Accumulator” is applied to the
accumulator solenoid while the shifts into and out of second
takes place. The values in the fourth column “Ratio” is the
actual gear ratio that the controller is looking for to confirm that
a gear shift is completed.
The “TPS < 10%” values are used when the throttle is less than
10% open and a down shift is initiated. This strategy is used
because the transmission is utilising freewheeling clutches in its
lower gears and it is impossible to determine when a gear shift
is completed. Note that the OEM A650E controller prohibits a
3rd to 2nd shift when decelerating. To ensure a smooth ride,
apply the settings as per the example on the “Economy Map”
page and shift down from 3rd to 1st.
 Special Features
The controller has some special features, it allows the user to

use the transmission for purposes that was probably never
envisaged by its creators. It has a Tiptronic mode, Gear Lock
mode and the ability to be used with a transfer case selected to
“Low Range” when measuring speed at the differential or on a
wheel.
Because most automatic transmissions utilise freewheeling
clutches in its lower gears, smooth down shifting during
deceleration is quite tricky. Because of this, the Dicktator
transmission controller uses the downshift pattern of the
Economy Map for down shifts when the throttle position is
below 10% and the vehicle is decelerating. There is no need
for the driver to gear down when coming to a stop. Just take off
when the light goes green and you are again in full control of
the gear shifts. The driver can override this feature by using
the “Gear Lock” selection. By using this selection, the user can
select a gear in manual mode and the controller will keep it in
that gear.
The “Gear Lock” mode is disabled when the gear lever is in the
Drive position. When the gear selector is in the D1 – D4
position, the “Gear Lock” can be selected to prevent a down
shift. The “Gear Lock” mode is only available in Manual mode
and D1 – D4 modes.
The “Low Range” mode is used on 4 x 4 vehicles with a speed
sensor on a wheel or in the differential. It multiplies the
differential ratio with the transfer case ratio when “Low Range”
is selected to correct the speed calculation. Note that the
vehicle should be stationary when changing Range.
Another possibility is to use this feature to quickly move the
complete shift map left or right to create an additional map.
3. Connecting the Controller Inputs
 Gear Lever
The Gear lever input makes use of a voltage input. Some gear
selectors come standard with a voltage output. However some
popular transmissions come with a gear selector that powers a
different input pin on the OEM controller for every different
gear. Your transmission controller is supplied with a little
converter board to be used when your selector have the
separate output pins. All the inputs from the gear selector are
connected to the board and the output is connected to the gear
lever input. You need to supply the selector switch with a 5V or
a 12V supply and a ground wire.
Some voltage type selectors need a pull-up resistor to pull the

signal up to 5V. The pull-up resistor is provided and you only
have to connect the pull-up wire (pin 5 of the 20 pin plug) and
the signal wire together on these applications.
Normally the “Park Neutral” switch, which prevents the vehicle

from being started in gear, is incorporated in the gear selector
plug.
Gear Lever Position Switches
Connector Plug as viewed from Pins Connector Plug as viewed from Pins Connector Plug as viewed from Pins
6 3 5 4 3 9
9 8 4 7 5 2 1 6 3 2 9 10 8 7 2 8 7 5 6 4 1
Ground Gear Position 5 V Ground Gear Position 5 V Ground Gear Position 5 V
 Selectors S2, S3 and S4
The three selectors also determine selection by using a
different voltage for every selection. The inputs are internally
connected to 5V positive and the ground via two identical
resistors. Connect the controller and open the “Input Setup”
page. Find the wire for Selector 2 or “Drive Mode” Note the
“Drive Mode” position indicator bar. When the wire is
disconnected, the bar is in the middle. The bar moves all the
way to the left when it is grounded and to the right when
connected to a 5V source. Note: Never connect any signal
wires directly to a 12V source.
A three way switch can easily be connected to give you three
different voltages or different selections.
Internal External
+5 Volt
3 Way Switch
4.7 kΩ
+5 Volt
To Processor
4.7 kΩ Ground
Ground
Two separate switches can also be used. A good example is

when you want to use the OEM gear lever on a vehicle to
select “Manual” and a separate switch to switch between
“Economy” and “Sport”. The OEM lever switches to ground
when you select “Manual”. The other switch will switch to 5V
when you select “Sport”. Take care not to create a short circuit
when “Manual“ and “Sport” are simultaneously selected. Below
is a connection diagram that will prevent a short.
Internal External
+5 Volt 2.2 kΩ
4.7 kΩ +5 Volt
To Processor 2 x 2 Way Switches
4.7 kΩ
Ground
Ground
 Speed signal
The controller has the required hardware to accept either a

magnetic or a hall signal. The user has the choice to either use
the magnetic or the hall speed input. When using the magnetic
input, connect one side of the sensor to the input and the other
side to the provided ground. When using a hall sensor,
connect the sensor to the 5 V output, the ground and the signal
to the hall input.
 Torque converter signal
The controller has the required hardware to accept either a

magnetic or a hall signal. The user has the choice to either use
the magnetic or the hall torque converter speed input. When
using the magnetic input, connect one side of the sensor to the
input and the other side to the provided ground. When using a
hall sensor, connect the sensor to the 5V output, the ground
and the signal to the hall input.
 RPM signal
The controller can only accept a 5V square wave signal for the
RPM input.
 Oil temp signal
The oil temp measurement makes use of a NTC sensor. The

sensor has one or two wires. Connect one wire to the signal
input and the other to the signal ground. If it has only one wire,
the ground connection is on the body and will connect to
ground when it is screwed into place.
 TPS signal
If there is already a TPS sensor connected for the engine

management, you can tie into that signal and calibrate it. If not,
you will have to supply the TPS with 5V positive and ground
from the signal ground.
 Tiptronic signals
The two inputs must be grounded to initialise an Up shift or a

down shift when in “Manual” mode.
White
Green
Yellow
Purple
Red/White
Blue / Black
White / Black
Yellow / Black
Yellow / Green
20 19 18 17 16 15 14 13 12 11
INPUT 2
INPUT 4 INPUT 1 GEARBOX ROAD
SHIFT SHIFT SPORT ENGINE
5V LOCK_GEAR GEAR OIL TEMP RPM SPEED
DOWN UP LOW_RANGE ECONOMY POSITION RPM
MAGNETIC MAGNETIC
MANUAL
10 9 8 7 6 5 4 3 2 1
To Ignition INPUT 3 GEAR GND FOR GEARBOX ROAD
Input Pin Positions
TPS
GND Switched DISABLE POSITION SPEED RPM SPEED
Signal
+12V OVERDRIVE PULL UP INPUTS HALL HALL
www.dicktatortransmissioncontroller.co.za
Black
Black
Black
Blue/Grey
Red/Black
Red/White
Yellow / Red
Yellow/Black
Page 35
4. Connecting the Controller Outputs
 Solenoids
All the solenoid outputs on the Dicktator transmission controller

are active HIGH. (The controller supplies the positive to the
solenoid and the other end should be grounded) Some
solenoids are grounded inside the transmission and others are
connected to ground externally. Below are examples of both
internally and externally grounded solenoids. Ensure that all
solenoids are connected to a good earth. The positive wire on
the solenoid plug must be connected to positive 12V.
Solenoid Connectors
Channel Channel Channel Channel Channel Channel Channel

8 7 6 4 3 2 1
Oil Temp LINE ACC L-UP SOL4 SOL3 SOL2 SOL1
1 2 3 4 11 5 12 6
7 8 9 10
Internal Ground Connector Plug as viewed from Pins
External Ground
Solenoid Connections for Five Speed Transmission A650E
Channel Channel Channel Channel
7 6 1 2
Oil Temp ACC L-UP SOL1 SOL2
1 6 7 4 8
5 2 3
Internal Ground
Connector Plug as viewed from Pins
External Ground
Solenoid Connections for Four Speed Transmission with Temp Sensor

A340E
Channel Channel Channel Channel
7 6 1 2
ACC L-UP SOL1 SOL2
4 5 3 6
1 2
Internal Ground
Connector Plug as viewed from Pins
External Ground
Solenoid Connections for Four Speed Transmission without Temp

Sensor A340E
Output Solenoid Positions
SOLENOID
To Ignition
Switched
+12V
12
6
Blue\Orange Red\Black
6
SOLENOID
To Ignition
Switched
+12V
11
Blue\Yellow 5 Red\Black
5
SOLENOID
To Ignition
Switched
+12V
10
4
Brown\White Red\Black
4
SOLENOID
SOLENOID
3
9
Brown\Red Not used yet
3
9
SOLENOID
SOLENOID
2
Brown\Green Blue\White
2
8
SOLENOID
SOLENOID
1
Brown\Yellow Blue\Red
1
5. Minimum Requirements
 Four Speed (A340E)
o Signals Required for proper operation:

 Gear Position Switch
 Economy Map selected (If not connected, set Economy
Map selection on default voltage on Inputs Setup)
 Engine RPM input
 Road speed input
 Throttle position input
 All the values on the Main Setup Page must be completed
correctly except the “Torque Converter Teeth”
 When using the “2” or “1” selection on the Gear Position
Selector, the “EB1” and “EB2” must be completed on the
Solenoid Page.
 Selector 4 (Lock-Gear, Transfer Case) must be set on
option 4 on default voltage on Inputs Setup
o Signals not required for proper operation:

 Oil Temp
 Torque converter speed and “Torque Converter Teeth”
 Selector 2 (Economy, Sport, Manual)
 Selector 3 (Disable Overdrive)
 Selector 4 (Lock-Gear, Transfer Case)
 Tiptronic Up and Down
 Five Speed (A650E)
o Signals Required for proper operation:

 Gear Position Switch
 Economy Map selected (If not connected, set Economy
Map selection on default voltage on Inputs Setup)
 Engine RPM input
 Torque Converter RPM
 Road speed input
 Throttle position input
 All the values on the Main Setup Page must be completed
correctly
 When using the “2” or “1” selection on the Gear Position
Selector, the “EB1” and “EB2” must be completed on the
Solenoid Page.
 Selector 4 (Lock-Gear, Transfer Case) must be set on
option 4 on default voltage on Inputs Setup
o Signals not required for proper operation:

 Selector 2 (Economy, Sport, Manual)
 Selector 3 (Disable Overdrive)
 Selector 4 (Lock-Gear, Transfer Case)
 Tiptronic Up and Down

Dicktator Transmission Controller Rev3.0

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Contents

1. Installation Guide ...................................... 3

The PC interface software for tuning the controller requires a PC

133 MHz processor

Dual-Core 2 G or above processor.

 Installing the PC Interface for Dicktator Transmission

 Find the icon to start the Dicktator Transmission Software

 Connect the Dicktator Transmission Controller to the PC

All you need is a standard RS232 serial communication cable. If

Once you have your cable, plug it in to the PC and transmission

 Initial Setup of the transmission controller

Start up the transmission controller PC interface software, connect

Select the number of gears for you transmission.

- Enable Torque Lockup:

Make a tick in this box if the torque converter on your transmission

 Tire Size (mm) – This is the width of your tire, measured in

 Maximum RPM after gear down – This is the maximum RPM

Number of pulses per rev x 2 – This setting is used by the

- Torque Converter Teeth:

This is the number of teeth on the input shaft of the transmission.

This is the Version of the Firmware that is currently on your

There are 4 PWM solenoids. (Solenoids Channels 6 - 9) The PWM

The Line Pressure is controlled according to throttle position. High

The Accumulator pressure is activated during every gear shift to

𝑃𝑊𝑀 (𝑓𝑖𝑛𝑎𝑙 ) = 𝑃𝑊𝑀 (𝑔𝑟𝑎𝑝ℎ) × 𝑚𝑜𝑑𝑖𝑓𝑖𝑒𝑟

The graph on the right is a visual representation of the PWM signal

All modern transmissions have the ability to lock the torque

𝑃𝑊𝑀 (𝑓𝑖𝑛𝑎𝑙 ) = 𝑃𝑊𝑀 (𝑔𝑟𝑎𝑝ℎ) × 𝑚𝑜𝑑𝑖𝑓𝑖𝑒𝑟

The graph on the right is a visual representation of the PWM signal

The controller uses road speed as primary input to determine

o If RPM is less than 2500 it will prevent any gear shift.

This page is used to setup the following Inputs:

The procedure to setup the Driving mode, is similar to that of the

- Low Range & Lockup gear:

The “Low Range” button is used on 4 x 4 vehicles with a speed

The “Oil Compensation” page is used to setup the oil temperature

This is where the controller is “Tuned”.

The controller is “Tuned” by dragging the dots with the mouse.

The black line represents the torque converter lock-up and

The Sport map is identical in features to the Economy map.

The A650E is a 5 speed transmission that is utilised in some

The controller has some special features, it allows the user to

Some voltage type selectors need a pull-up resistor to pull the

Normally the “Park Neutral” switch, which prevents the vehicle

Ground Gear Position 5 V Ground Gear Position 5 V Ground Gear Position 5 V

Two separate switches can also be used. A good example is

To Processor 2 x 2 Way Switches

The controller has the required hardware to accept either a

 Torque converter signal

The controller has the required hardware to accept either a

 Oil temp signal

The oil temp measurement makes use of a NTC sensor. The

If there is already a TPS sensor connected for the engine

The two inputs must be grounded to initialise an Up shift or a

All the solenoid outputs on the Dicktator transmission controller

Channel Channel Channel Channel Channel Channel Channel

Solenoid Connections for Five Speed Transmission A650E

Solenoid Connections for Four Speed Transmission with Temp Sensor

Solenoid Connections for Four Speed Transmission without Temp

 Four Speed (A340E)