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US Shift Quick 6 Transmission Control System

Call to Order Your Quick 6 System

Featuring REVolution Architecture

Supports 2011+ Ford 6R80 Transmissions

Common source vehicles are 2011 and newer Mustang GTs and Ford F150s (equipped with the 5.0L V8)
More transmissions will be supported in the future, such as the new GM and Ford 10 speed units. Other clutch-to-clutch transmissions under consideration are the GM 6L80, GM 8L90, Ford 6R140, and possibly the Ford 5R110. We will select our next transmission applications based upon customer demand, so please contact us if you are interested in a particular transmission application.


Quick 6 further builds on the advanced REVolution firmware architecture of Quick 4 to deliver the most advanced stand-alone clutch-to-clutch transmission controller in the industry. It utilizes a unique self-tuning process (patent applied for) that greatly simplifies setup and tuning, while maximizing adaptability to many different applications, vehicles, and power levels. The self-tuning capability and refined adjustment process enables an installation, setup, and tuning experience that is comparable to, or even easier than, a four speed transmission such as a 4L80E or 4R70W.

Quick 6 is the first US Shift product to feature our new, enhanced internal user interface. The new interface is more intuitive, more powerful, and easier to use, making setup and adjustment quick and easy. The Quick 6 has unparalleled shift quality with the ability to perform smooth light-throttle shifts and quick full-throttle shifts. Quick 6 provides shift quality customization capabilities that surpass what has previously been possible in the industry. If the low first gear utilized in most 6-10 speed transmissions is not suitable for your application, it is possible to start in second gear, which will effectively create a close ratio 5 (or more) speed transmission.

The shift algorithms (patent pending) are intrinsically safe, offering integrated protection against tie-up due to tuning errors or other issues. Extensive self-monitoring and diagnostic capabilities provide an additional margin of safety and will invoke fail-safe mode if a potentially unsafe condition is detected. Exclusive Power-On Solenoid Check (POSC) provides a full test of all solenoids at power-ups as an enhancement to self-monitoring and as a valuable aid to diagnostic troubleshooting.

Along with all of the new capabilities of the Quick 6, it also has a long list of features carried over from the Quick 4, such as...

  • Advanced algorithms provide the highest level of shift control and synchronization, allowing you to maximize the performance of your combination.
  • The most advanced torque converter clutch control available, with several actions available during shifts.
  • Accushift ™ learning capability for the most accurate WOT shift points possible.
  • Adjustable throttle lift delay, overdrive shift delay, and ballistic throttle effect.
  • Burnout mode prevents upshifts while "pedaling" the throttle.
  • Up to 4 pre-loaded shift calibrations able to be selected on the fly.
  • FLEX-SHIFT ™ Shifter re-mapping capability with enhancements for modern transmissions.
  • Metric Support.
  • Transmission slip detection.
  • 100hz high-resolution data logging.
  • Dedicated 4wd options and features.
  • Compact size gives you the freedom to install in tight areas (4.165 x 2.8 x 1.1 inches)
  • And many more cutting-edge features seen here.

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Quick 6 System with 6R80 Wiring Harness
$1249


Additional Prices

Wiring Information

Why Should You Choose US Shift?



Quick 6 Installation Manual

We believe that the more you know about US Shift products, the more you will like them, so we encourage you to download and inspect our manuals and tuning software before you buy our products. Feel free to contact us with any questions you may have.



How the Quick 6 Easy Setup and Self-Tuning Work for You

Until now, setting up and tuning a clutch-to-clutch transmission has been a very time consuming and difficult process. This is due to the fact that, unlike earlier electronic transmissions, the valve bodies in these modern transmission designs no longer internally manage clutch apply rates and the timing of shift events. These new-generation valve bodies mainly consist of a set of pressure regulator solenoids that directly control the hydraulic pressure applied to each clutch. During a shift, the pressures of the on-coming and off-going clutches must be controlled and synchronized by the transmission controller in real time.

This is a stark contrast to earlier four-speed designs, where the transmission controller commanded a shift by simply turning a solenoid on or off, leaving the coordination of on-coming and off-going clutch pressures, as well as clutch apply rates (shift feel) to a series of valves, springs, orifices, and accumulators in the valve body. Since it's impractical to implement complex functions with hydraulic valves, the shift timing and shift feel control of earlier transmissions always involved compromises. Shifts were often either too soft or too firm, while clutch apply and release timing during shifts often erred on the side of overlap (dragging the off-going clutch or band excessively as the on-going clutch was applied). The simple nature of hydraulic valving meant that a perfectly timed shift event was more a matter of luck than precision, making it very difficult to properly compensate for changes in engine power, friction materials, etc. These compromises usually led to diminished performance or reduced transmission longevity, and as more speeds were added, this familiar method became increasingly impractical, necessitating a new approach.

The move to real-time control of clutch pressures has placed intense new demands on transmission controllers, while dramatically increasing the complexity of their tuning. The up-side of this change is that new levels of shift quality, performance, and transmission durability are now possible. Unfortunately, the increased tuning complexity and consequences of tuning mistakes rendered this new technology unapproachable to all but the most hard-core tuners, at least until now. In order to create a practical, safe, and easy-to-use system, we knew that a simple, automated tuning method was mandatory. We felt that a clutch-to-clutch transmission controller would be of no value to the performance and racing market if it required special training, hours of data analysis, and adjustment of hundreds of data points in order to work properly. Releasing such a product had the potential to frustrate customers and would not improve our image as a company.

Because of this, we avoided the temptation to rush a clutch-to-clutch transmission controller to market and instead focused on building an intelligent system that would finally enable enthusiasts and builders to install these great new transmissions in any vehicle. The selection of a very capable and powerful micro-controller architecture made such an intelligent system possible. Months of research, experiments, and countless hours of data log analysis followed, all aimed at gaining a solid understanding of the requirements for ideal automated clutch-to-clutch transmission tuning. Once the process was well understood, we manually tested various algorithm ideas, coding them once success was achieved.

The automated process ended up being so effective and unique that we decided to file our first patent to protect our investment in this technology, allowing us to reveal more of its inner workings to customers. Had we elected to hide this technology as a "trade secret", it would have forced us to suppress a lot of vital information from data logs and customer documentation. We felt that suppressing important details and data would complicate troubleshooting and limit our customer's understanding of the system. So we opted to forgo the "black box" option, instead pursuing a more open approach with patent protection.

The automatic tuning process is straightforward and involves minimum effort. Once an appropriate calibration is loaded into the controller (normally done before shipment) and the throttle position sensor is calibrated, an initial learn procedure is run. With the engine running and the brakes applied, the transmission is placed in drive and the learning process is started from the setup menu. The procedure only takes about one minute and is then repeated in reverse. Once the initial learn is completed, and the transmission is warm, the vehicle is driven, first at light throttle, then with increasingly more throttle to perform dynamic learning. As the vehicle is driven, shift quality will steadily improve as the controller learns more and refines the calibration. For best results, the vehicle should be driven until the transmission reaches full operating temperature and shift quality is ideal. After learning, additional adjustments can be made to shift firmness, if desired.

Initial learning is used to determine the pressures at which each clutch begins to engage and release, as well as the time that it takes them to apply and release, and is used as a baseline. Dynamic learning is primarily a monitoring process, similar to analyzing data logs after a drive, and then making adjustments based on the data. As each shift is performed, it is analyzed in real time. Once the shift is completed, the actual data is compared to the expected performance and adjustments are made, as needed. Adjustments are made to on-going clutch pressure to match the needs of engine torque at each load point, while off-going clutch pressure is adjusted to provide adequate holding pressure without flare or bind during the shift. This process essentially creates a custom tune tailored to the exact vehicle, engine, and transmission combination, while automatically accounting for all modifications and variations within. The learned data is permanently stored in flash memory and will not be lost if the battery is disconnected or goes dead.

With this enabling technology, these durable, modern transmissions can finally become the clear choice for most builds, enabling performance levels that were previously unimaginable. Many of these new transmissions, such as the Ford 6R80, are far superior to earlier options and present exciting, revolutionary potential for power handling and performance.