Master Manual - Amazon S3...Figure 9: Bosch Narrowband O2 Harness (M-90 Only) The narrowband Bosch O2 sensors connect on the passenger side and driver’s side of the engine at the

Master Manual:

Mast Motorsports Installation and Operation

Manual

For use with the following parts:

Mast Motorsports: M90 & M120 Control Packages & Performance

Packages

It is advised to read this Installation Manual THOROUGHLY before

proceeding with installation!!!

Master Controller Manual v2.0

2

Table of Contents

Overview........................................................................................................ 3 Requirements for Successful Engine Installation and Operation............................ 3

a) Wiring……………………………………………………………………. 3

Physical Fit of Harness .................................................................................. 4-9 Harness Installation ................................................................................................ 4

Fit and Finish of Installation………………………….………………….............. 8

Fitting Drive by Wire Foot Pedal………………………………………………… 9

Getting Your Engine Running..................................................................... 9-12 Getting System Power ............................................................................................. 9

Ignition Switch........................................................................................................ 11

Clutch/Park Lockout Switch.................................................................................... 11

Fuel Pump Wiring ................................................................................................... 11

Engine Cranking Checklist……………………………………………………….. 12

Break in Procedure................................................................................................... 12

Accessory Wiring and Setup......................................................................... 13-16 Electric Gauge Wiring…....……………….............................................................. 13

a) Tachometer Gauge Wiring………………………………………………... 13

b) Oil Pressure Gauge Wiring………………………………………………... 13

c) Engine Coolant Temperature Gauge Wiring……………………………… 13

d) Malfunction Indicator Lamp Wiring……………………………………… 14

e) Gauge Driver Calibration Procedure……………………………………… 14

CAN Accessory Wiring……................................................................................... 15

a) Mast Motorsports CAN Gauges………………………………………….. 15

b) Automatic Transmission Control Using TCI Control Unit………………. 16

Operating Instructions……………………………………………..….….. 18 Power Reduction Mode........................................................................................... 18

Troubleshooting ........................................................................................... 19-21

Appendices………………………………………………………………….. 22-25 Appendix A: Mast Motorsports Dash Harness Wiring Diagram………………... 22

Appendix B: Mast Motorsports Suggested Fuel System Plumbing Diagram…… 23

Appendix C: Mast Motorsports A/C Compressor Control Wiring Diagram……. 24

Appendix D: Mast Motorsports CAN Gauge Fuel Sender Diagram……………. 25

Notes............................................................................................................... 26


3

Overview

Congratulations on the purchase of your Mast Motorsports ECM/Wiring Harness Package or Mast

Motorsports Crate Engine! Now that you have the parts in hand, it is time to begin the installation process.

Before we begin, Mast Motorsports suggests some practices that you may want to employ during your

install. In order to have your vehicle running reliably for years to come, it is necessary to ensure that the

quality of wiring craftsmanship not be compromised throughout the installation. Spending extra time to

ensure that a wiring job has the integrity enough to withstand years of service can potentially save great

amounts of time down the road. This is a situation where two minutes can literally save two days of

troubleshooting.

Preferred Wiring Procedure

The best way to ensure robust wire connections is with the purchase of a WeatherPack wiring kit and their

corresponding crimpers. When used correctly with the appropriate crimpers, WeatherPack connectors can

make OEM quality wire connections that will last the life of the vehicle. Additionally, they are available in

multi-pin configurations and their quick connect nature makes for easy disassembly should it ever be

required. A 1-pin as well as a 3-pin WeatherPack connector is shown in Figures 1 and 2 below.

Figure 1: One Pin Weather Pack Connector Apart and Assembled

Figure 2: Three Pin Weather Pack Connector Apart and Assembled

Alternative Wiring Procedure If WeatherPack connectors are not an option, a splice with a touch of solder can be made to work. Mast

Motorsports recommends using a butt splice (if applicable) that has been soldered to ensure connection


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integrity. BE SURE NOT TO GET THE WIRE TOO HOT WHILE SOLDERING!!! Excessive heat can

cause the wire to become too hot which will lead to eventual brittle fracture. After soldering is complete,

cover the splice with heat shrink tubing. It is good practice to protect the splice connection from excessive

movement and vibration by installing a non-metallic stiffening device. A toothpick or two has been found

to work well in this situation.

After the wiring job has been completed, secure the wire in an area that as free of heat, sharp objects, and

moving objects as possible.

While the M-90 ECM and wiring harness are very robust, it is good practice to protect electrical

components from excessive heat, vibration, and the elements. This will ensure many years of a smooth

running electrical system. It is acceptable to mount the ECM and fuse block in the engine compartment;

however, as stated earlier, it should be mounted AWAY FROM EXCESSIVE HEAT, SHARP EDGES, AND

VIBRATION!

Placing Engine in Vehicle

Now it is time to physically fit the engine in the vehicle. While it is sometimes possible to install the

engine with the wiring harness in place, it is advised that the harness be removed during installation to

avoid possible damage.

Wiring Harness Installation

Once the engine is mounted, it is recommended that the harness be installed to determine where the ECM

and fuse block will be mounted. NOTE: If mounting ECM and fuse block inside the vehicle, it may be

beneficial to cut firewall hole and feed harness through the firewall from inside the vehicle. In some

applications, this can reduce this size of the hole necessary for this style installation. The M-90 ECM

Package wiring harness and components can be seen below in Figure 3.

Figure 3: M-90 ECM/Wiring Harness Package

Figure 3 (Pg 6) shows the ECM Package from a view that would be seen if one was standing in front of the

vehicle. It can be seen that the ECM and fuse block run out of the harness on the driver’s side (By US

Standards). Other than the Injector/Ignition banks, Knock Sensors, and engine start wire, the connectors on

this harness will not fit the wrong sensor. Therefore, if looking from the position shown above is what is

seen when standing at the front of the engine…your harness is installed correctly. A quick check to see if

the harness is installed correctly is to check that the Red main power cable is on the passenger side (By US

standards) of the engine, where the starter motor mounts.

The main wiring harness is the nervous system of the engine both sending and receiving signals from

various locations on the engine and vehicle. Our main wiring harness uses only marine grade TXL wire and


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ultrasonic welds for OEM quality connections. The main wiring harness connects our 90 pin M-90 ECM to

all the various engine sensors, fuse/relay box, and auxiliary wiring harnesses.

Figure 4: M-90 ECM

The Mast Motorsports main wiring harness comes with a complete fuse/relay box. This is not the three

relays and four fuses that most aftermarket fuel injection systems supply with their wiring harnesses. The

fuse/relay box is populated with nine mini fuses, three maxi fuses, five 35 amp relays, and one 50 amp

relay for complete circuit control and protection. The relays control the fuel pump, starter, electric fan, A/C

compressor, ignition power, and Variable Valve Timing (VVT) camshaft phaser. This makes for a full

stand alone engine wiring system that allows less chassis wiring than normally necessary.

Figure 5: M-90 ECM

Figure 5 above shows the M-90 ECM. As you can see, the M-90 is mounted on vibration damping mounts.

In order to ensure that these mounts achieve their intended purpose, it is imperative that the M-90 be

mounted rigidly. This will help avoid problems and damage for the life of the ECM.


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Figure 6: MAP/IAT Harness

The MAP/IAT harness allows for various means of calculating the air flow into the engine. The method

used on our crate engines is Speed Density. The ECM uses engine speed, intake air temperature, and

manifold air pressure to calculate the amount of air going into the engine. The connection for this harness

is made between the fuel pump harness and the main wiring harness on the driver side of the engine at the

rear of the cylinder head. The ECM relies on the IAT sensor to provide information concerning the air that

the engine is being fed. The IAT sensor should be mounted in the air stream that feeds the engine, which

should be from an outside cold air source. FAILURE TO MOUNT THE IAT SENSOR IN COLD AIR

CAN LEAD TO POOR ENGINE PERFORMANCE.

Fuel Pump Wiring

The fuel pump harness utilizes 14 gauge yellow/red and a black wire going to a six terminal connector. The

yellow/red and black wires are simply connected to the end users fuel pump and the circuit is controlled by

the ECM through a 35 amp relay. The fuel pump is programmed to prime the fuel system at key on and it is

turned on continuously as soon as the starter relay is triggered by the end users ignition switch. The fuel

pump will also stop whenever the engine is stopped for safety and convenience reasons. The fuel system

prime feature ensures easy starting without the fuel pump being turned on continuously when the ignition

switch is turned on. This is a great, safe feature for hot rods and street vehicles that have loud or high

amperage fuel pumps. If the end user needs the ignition switch on for lights, A/C fan, radio, or any other

reason; the fuel pump will not run continuously.


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Figure 8: Wideband O2 Sensors (M-120 Only)

The wideband O2 sensors connect between the main wiring harness and the NTK lab quality wideband

sensors on the passenger side and driver’s side of the engine at the rear of the cylinder head. These sensors

will allow for high level engine tuning and closed loop fuel control for ALL engine operating conditions or

allow adaptive learn functions in the ECM.

Figure 9: Bosch Narrowband O2 Harness (M-90 Only)

The narrowband Bosch O2 sensors connect on the passenger side and driver’s side of the engine at the rear

of the cylinder heads. The end user is able to utilize inexpensive O2 sensors for low RPM closed loop fuel

control or adaptive learn functions in the ECM.


8

Fit and Finish of Installation

During harness installation, make sure that wires are away from headers, heat sources, sharp edges, and

moving parts. This is especially true for the heat shielded wires that run to the Main Power on the Starter

Post, Ground Wires, Knock Sensors, Camshaft Position Sensor; etc. that run toward the bottom of the

engine. These wires should be fastened back away from headers using a “P-Clip” or other reliable solution.

Figures 12, 13, and 14 below show a great strategy for using P-Clips to retain wires away from exhaust

heat. FAILURE TO KEEP WIRES AWAY FROM HEAT AND MOVING PARTS

COULD RESULT IN CATASTROPHIC ENGINE DAMAGE!!!

Figure 12: Passenger Side P-Clip Installation

Figure 13: Driver’s Side Front P-Clip Installation

Figure 14: Driver’s Side Rear P-Clip Installation


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Drive-By-Wire Foot Pedal Installation

Drive-By-Wire (DBW) throttle actuation requires that a DBW foot pedal be installed. The foot pedal

should be rigidly mounted to a sufficient structure such as the firewall on most vehicles. This will ensure

that the driver has reliable and predictable control of the throttle at all times, making the vehicle safer.

Getting Your Engine Running

Getting System Power

Getting system power on a Mast Motorsports Crate Engine or ECM Package is very straightforward.

Below is the procedure for connecting your package to your vehicle’s 12V DC battery power. DO NOT

APPLY BATTERY POWER TO THE SYSTEM UNTIL THE INSTALLATION IS COMPLETE!!! Applying battery power before installation could potentially cause damage to components. The ECM and

fuse block get their power from the large, red (RD) battery cable ring terminal located near the starter

motor.

Positive Battery Power

In order to get power, slide the large ring terminal over the starter post.

Then, run a battery cable from positive side of the battery to the starter post. (Again do not connect

this cable to the battery, you should only connect the cable to the starter post at this time.)

If running your alternator wire directly to the battery you can connect this cable now.

If you are running your alternator wire directly from the alternator to the starter post, slide that

terminal over the starter post at this point. (NOTE: For those racing (NHRA, IHRA, etc.), the

alternator directly to the starter post will cause the engine to run off of the alternator independent

of the battery. Therefore, in a racing application the alternator cable should be run to the battery

cutoff switch. This will ensure that the car is in line with the intent of the safety regulations.)

Secure all cables to the starter post using starter nut.

The installed power terminal is shown below in Figure 15 below.

Figure 15: M-90 Power Terminal Installation


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The ECM and fuse block grounds are the two large ring terminals on black (BK) cables that run to the

front, driver’s side of the engine. They are secured with an M10x1.5 bolt on the front of the engine. This

bolt hole is located just above the oil pan and just right of the front engine cover.

Battery Ground

In order to get battery ground, run a cable with ring terminal from the negative side of the battery

to the front of the engine.

Then, run a second cable with ring terminal from the vehicle chassis to the front of the engine.

Last, secure the ground ring terminals onto the front of the engine.

Installed ground terminals are shown below in Figure 16.

Figure 16: M-90 Ground Terminal Installation

It should be noted that if using 1998-2002 GM F-Body alternator mounting bracket a long bolt and nut may

be required to secure ground cables on the back side of the mounting point shown above. Additionally,

ground wires may be secured to the side of the engine block if the end user chooses to do so.

NOTE: ALL GROUND CONNECTIONS SHOULD BE CLEAN, FREE OF PAINT, AND SECURED

SUFFICIENLY!!! This will ensure that grounds are properly connected and can eliminate potential hours

of troubleshooting throughout the build process.

Now your ECM/Wiring Harness is grounded to the engine and the engine is also grounded to the chassis.

On most vehicles, this should make for a common ground for the entire vehicle.


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Ignition Switch Wiring

There are many different configurations that may be used for wiring the ignition/start switch. The most

commonly used configuration is a tumbler style ignition switch that is found on road cars. These switches

commonly have four posts/connections. The functions of these posts are 12V Power, Ignition Power,

Starter Activation, and Accessory Power. Table 1 shown below describes the wire in the Mast Motorsports

Dash Harness that corresponds to each of the posts/connectors.

Table 1:

Mast Motorsports Ignition Power Wire Connection Chart

Clutch/Park Lockout Switch

The White and Pink (WH/PK) Clutch/Park Lockout switch wire is a safety feature integrated into the M-90

ECM/Wiring Harness Package. This disables the user from activating the starter motor unless this switch is

grounded. Therefore, this wire should be placed on a switch that grounds whenever activated. This switch

should be activated whenever the clutch is fully depressed to the floor or the vehicle is in Park. Many

vehicles are equipped with one of these switches already and the Clutch/Park lockout can be spliced into

this circuit. If your vehicle is not equipped with a Clutch/Park Lockout switch, it is possible to ground this

wire and have the vehicle start with no Clutch/Park Lockout. However, Mast Motorsports highly

recommends that a Clutch/Park Lockout switch be fitted to the vehicle in the interest of safety. To fit a

Clutch/Park Lockout switch to a vehicle that does not have one, rigidly mount a switch in a position that

will allow the switch to be activated when the clutch is fully depressed to the floor or the vehicle is in Park.

Wire the (WH/PK) Clutch/Park Lockout wire to one side of the switch and the other to a ground. Now you

are ready for safe vehicle operation.

Fuel Pump Wiring

There are two wires in the fuel pump harness. They are to be run directly to the fuel pump. The

Yellow/Red (Y/RD) wire goes to the positive side of the fuel pump and the Black (BK) wire goes the

ground or negative side of the fuel pump. Your fuel pump fuse and relay is integrated into the Mast

Motorsports Wiring Harness. During operation, a Key On status the fuel pump will prime the fuel system

for approximately 5 seconds at which point the pump will shut off. Whenever the key is turned to the Start

position the fuel pump will turn on again to feed fuel to the engine. This OEM style operation is integrated

into the ECM/Wiring Harness Package.

Ignition Switch Wiring Table

Ignition Switch

Post Wire Function

Mast

Motorsports

Wire Color

Mast Motorsports

Dash Harness

Cavity

12V Power Supplies 12V to Ignition Switch RD/BK A4

Switched Ignition

Power

Supplies 12V to ECM and Other Connected

Subsystems PK/D-BU C6

Starter Activation

Wire Activates Starter Motor

Y-RD B7

Accessory Power

12V Output for Chassis Accessories (if

applicable) NONE NONE


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Engine Cranking Checklist

Before your engine is cranked it is essential that the following checklist be completed and then rechecked.

___ Engine Oil Added and to proper level

___ Engine Cooling System is filled, plumbed correctly, checked to ensure hoses are tight, and

free of air.

___ Fuel System Installed, provides 60 psi, and checked to ensure no leakage

___ Air Filter Installed and Secured

___ Starter Installed and Secured

___ Accessory Drive Belt Installed and Secured

___ Exhaust System Installed and Secured

___ Wires placed away from heat, sharp edges, and moving parts

___ All flying lead wires are taped at ends to ensure that shorting does not occur

___ Battery Cables connected to Battery

___ Knock Sensors torqued to 14 Ft.-Lb.

___ IAT sensor mounted in engine air inlet stream, which is cold air, free of high under

hood temperatures

___ Electric Water Pump activates upon engine start (if applicable)

Break in Procedure

Below is the Mast Motorsports break in procedure. Being that your engine is a high performance

application, it should be treated as such. Special care should be taken when breaking in and maintaining

your high performance engine.

PCV Systems

The LS-Series engines are prone to excessive crank case pressure build-up resulting in oil blow-by, oil

consumption, and oil wetting of the intake manifold. One of the first changes from GM to help resolve this

issue was the bay-to-bay “windows” placed in the main webs of the blocks. Any increase in cubic inches

places more demand on the PCV system, regardless of the engine type. GM has made several changes to

the PCV systems over the years and many consumers have a mismatch of parts and components. It is

imperative that you inspect your PCV system and make certain that it functions properly.

Fuel System and Tuning

It is imperative that you make every effort to have your fuel system in proper working order prior to engine

start-up. Inspection of the supply lines, return lines, filters, regulators, and proper fuel pressure are the

responsibility of the car owner and/or installer. It is extremely critical that you have an ECM calibrated for

the correct pressure and injectors before starting the vehicle. Any over rich condition existing for an

extended period of time during the initial start-up will cause piston scuffing, ring wear, and severely hinder

the ability for the rings to seat properly and may ruin the complete engine! It is the responsibility of the

owner and/or installer to calibrate the ECM or the carburetor to prevent internal engine damage.


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Accessory Wiring and Setup

Electric Gauge Wiring

The M-90 ECM has the ability to drive electric gauges if the end user chooses to do so. These can drive

gauges using a Duty-Cycle PWM signal or Resistance Simulation. This eliminates the need to have a

separate sender to provide gauge signals.

In the absence of gauge manufacturer’s calibration data, one method that customers often use is to create a

custom gauge calibration. This process consists of correlating the values on the Mast Motorsports

Calibration Software to the value shown on the gauge. This process is explained in detail below as well as

in the Mast Motorsports Calibration Manual. It should be noted that custom calibration of the gauge

drivers does require the customer to have a communications cable and software. (Mast Motorsports P/N:

302-101 or P/N: 302-102)

Tachometer Gauge (Tach) Wiring

Mast Motorsports ECM/Wiring Harness Packages have an integrated tachometer signal eliminating the

need to acquire a Tach signal through other means. This signal comes from the ECM and is transmitted

through the Red and Dark Green (RD/D-GN) wire in cavity C11 of the dash harness. This tachometer

driver uses an 8 pulses/revolution signal and is not custom configurable. Therefore, an 8 pulse/rev Tach

must be used for a direct connection of the RD/D-GN wire to the Tach. If you do not have an 8 pulse/rev

Tach, Mast Motorsports recommends using a tachometer signal converter. (Such as the Dakota Digital

SGI-8 Universal Tachometer Interface Module or equivalent)

Oil Pressure Gauge Wiring

On a typical oil pressure gauge there will be three wires. These wires are for switched ignition power, oil

pressure signal, and ground. In order to take advantage of the oil pressure gauge driver follow the gauge

manufacturer’s wiring instructions. When hooking up the oil pressure signal wire, use the Black and Dark

Green (BK/D-GN) wire in cavity C9 of the Dash Harness. Now you will be ready to calibrate your gauge.

Engine Coolant Temperature (ECT) Gauge Wiring

On a typical engine coolant temperature gauge there will be three wires. These wires are for switched

ignition power, ECT signal, and ground. In order to take advantage of the ECT gauge driver follow the

gauge manufacturer’s wiring instructions. When hooking up the ECT signal wire, use the Light Green and

Dark Green (L-GN/D-GN) wire in cavity C10 of the Dash Harness. Now you will be ready to calibrate

your gauge.

Malfunction Indicator Lamp (MIL) Wiring

The M-90 has the ability to power a MIL light so that the user can be notified of a potential engine

problem. Many lights can be used and, in some cases, an OEM light can be used. The MIL wire is Orange

(OR) and is located in cavity C12 of the Dash Harness. This wire will provide a ground when the ECM

sees a Diagnostic Trouble Code (DTC). Therefore, when wiring the MIL light, hook the wire up to the

ground side of the MIL light. The terminal on the light should have switched ignition power.

Electric Gauge Calibration

Oil Pressure and Engine Coolant Temperature (ECT) Gauge Calibration


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The Mast ECM contains the unique capability of fully adjustable Oil Pressure and ECT gauge drivers. This

allows customers to use virtually any electric gauge they choose without using a specific sending unit. The

ECM simply streams the information across the Oil Pressure and ECT wires listed above in Section 4 of

this manual.

The first step in calibrating is to wire your gauges following the procedures listed on page 17.

Once correct wiring is verified, the user needs to open the Mast Motorsports Software Package

and connect their laptop to the Mast ECM using a Mast Motorsports Communications Cable.

(Software Installation Procedures are located in the Mast Software Installation Manual.)

When the connection is active, the connection status bar in the upper left hand corner of the

software should read “Connected” and be illuminated in green. The gauge calibration interface can

be found on the GuageDrive page of the Mast Motorsports Software.

To begin calibrating, make sure that the ECT Gauge Driver Channel is set to Aux PWM 1 and the

Oil Pressure Gauge Driver Channel is set to Aux PWM 2.

Next, verify that the ECT and OilP Gauge Driver Control Types are set to Duty-cycle PWM. If

they are not already, set them to Duty-cycle PWM.

When connected to the ECM, with the engine off and completely cold, there should be one row of

values that are highlighted in dark red. This dark red value represents the current value in the ECM

for ECT or Oil Pressure. Figure 17 shows the GaugeDrive page connected to the ECM, with the

proper values highlighted in red.


15

Figure 17: GaugeDrive Page While Connected to the M-90 ECM

Adjusting the highlighted Duty-cycle value should change the gauge readout. Change the

highlighted Duty-cycle value to display the 16 different temperature values in the software on the

corresponding gauge, recording each one as you go along. It is helpful to use the graduations on

the gauge to verify that your values are close to what they should be. Once completed, repeat this

procedure to obtain Oil Pressure Duty-cycle values.

Enter the recorded Duty-cycle values into each of the ECT or Oil Pressure values that are

displayed in the software. Typically, these values will contain a numerically increasing or

decreasing trend.

Gauge calibration can be an iterative process and several attempts may be required until an

accurate reading over the entire gauge range is obtained.

Controller Area Network (CAN) Accessory Wiring

CAN is a means of data transfer that is commonly used in modern vehicle OEM, marine, and industrial

applications. This allows the transfer of large amounts of data over just two wires. Taking advantage of

this technology can greatly reduce the amount of wiring that is required to monitor certain parameters of an

engine. CAN also allows users to transmit data from the M-90/M-120 ECM to operate other devices such

as gauges, data loggers, and automatic transmission control units.

Mast Motorsports CAN Gauge Wiring

Mast Motorsports offers a CAN gauge package that allows the data transmission of many engine

parameters across two wires. There are master and slave gauges in this setup. The master is an 80mm

gauge and contains the major electronic circuitry. The slave gauges are 52mm and are completely plug and

play into the master gauge. A master gauge will come with a 26 wire harness to operate the gauges. In

most applications, only four to seven of these wires will be used. Table 2 shows wire connection for Mast

Motorsports CAN Gauges.

Mast Motorsports CAN Gauge Wiring Table

Wire Function

CAN Gauge

Wire Number

Mast Motorsports Wire

Color

Mast Motorsports Dash

Harness Cavity

12V Power Supply 1 L-BU/RD A5

Ground 2 BK C7

CAN1 High 3 L-BU/BK D1

CAN1 Low 4 L-BU/WH D2

Illumination 16 Connect to Vehicle Light Switch Power Source

Ignition 17 PK/D-BU C6

Roadspeed Input 1 19 Connect to Vehicle Speed Sensor Signal

Roadspeed Ground 26 Connect to Vehicle Speed Sensor Ground

Table 2: Mast Motorsports CAN Gauge Wire Connection Chart

Once the master Gauge is wired, the satellite gauges are a plug and play installation. Plug them into the

master and using the jumper harnesses supplied with the gauge package. If the master gauge is functioning

and wired properly the satellite gauges should be functioning as well.


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Figure 17: Mast Motorsports CAN Gauges

Automatic Transmission Control Using a TCI Control Unit

The Mast Motorsports M-90 ECM is capable of running GM 4L60-E/4L80-E series transmissions through

the use of a TCI transmission control unit (TCU). The TCU requires a TPS and RPM signal from the

engine controller for proper operation. These signals can be communicated by tapping into the TPS and

RPM signal wires on the engine wire harness, however, Mast Motorsports prefers to communicate these

signals through the M-90’s CAN Bus capabilities. Choosing to link the transmission and ECM in this way

replaces the sometimes unreliable cutting and splicing of wires normally required to run these

transmissions with a simple two wire hookup.

It is highly recommended that the CAN Bus method of linking the ECM and TCU be used. This method

eliminates splicing into the critical TPS and RPM signal wires making for a much cleaner and more reliable

installation.

It is recommended that the transmission controller function be verified before any wires are cut to length

and the TCU mounted in its permanent position. If you purchased you transmission controller from Mast

Motorsports, skip to Section 1.0 now and begin your installation. If you did not purchase your TCU

through Mast Motorsports, it will be necessary to request an update file from the Mast Motorsports

Engineering Department at (936)560-2218. After receiving this file via email, load this calibration file onto

the TCU per TCI instructions. Shown below is the TCI EZ TCU Kit. TCI (P/N: 30282-KIT).

http://www.mastmotorsports.com/images08/photos/CAN-Gauges.gif


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Figure 18: Mast Motorsports/TCI Parts Required for Automatic Transmission Control

Section 1.0

Powering the TCU

TCU 12V Ignition Source

The TCU requires a switched ignition power to run. This must be a voltage source that is activated

whenever the vehicle key is in the ON position. Mast Motorsports suggests tapping into the Pink wire with

Dark Blue striping (PK/D-BU) in pin C6 of the Dash Harness connector. (See Appendix A for Dash

Harness Diagram)

TCU Ground

The TCU also requires a ground to the chassis or engine block. It does not matter which grounding point is

chosen as these should be made a common ground through the use of a ground strap that connects the

engine and chassis. Mast Motorsports suggests using one of the Black (BK) ground wires in the dash

harness. These are located in pins B6 or C7 of the Dash Harness Connector. (See Appendix A for Dash

Harness Diagram)

TCU CAN Signals

These two wires carry signals that allow the ECM and TCU to communicate using a digital “language.”

There are two connectors, one male and one female, that contain the CAN Bus wires. They are two pin

connectors and eventually splice into each other later in the harness. If you purchased your TCU from

Mast Motorsports, wire the CAN Bus signals as shown in Figure 2. If you did not purchase your TCU

from Mast Motorsports, it is recommended that one of the connectors (male or female) be cut and plugged

into the opposing connector. Then, splice the CAN wires from the Mast Motorsports Dash Harness to the

TCU harness as shown in Table 3 below.


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CAN1 High

This wire (L-BU/BK) carries the high side of the CAN Bus and is located in pin D1 of the Dash Harness.

(See Appendix A for Dash Harness Diagram)

CAN1 Low

This wire (L-BU/WH) carries the low side of the CAN Bus and is located in pin D2 of the Dash Harness.

(See Appendix A for Dash Harness Diagram)

Table 3 below shows the TCI wire description and its corresponding Mast Motorsports wire.

Wire Function/

Purpose

TCI Wire

Color

Mast Motorsports Wire

Color

Mast Motorsports Dash

Harness Pin

12V IGN POWER PINK PK/D-BU C6

GROUND BLACK BK B6 OR C7

CAN1 HIGH YELLOW L-BU/BK D1

CAN1 LOW GREEN L-BU/WH D2

Table 3:

TCU to M-90 ECM Wire Connection Chart At this point, the connection to the M-90 ECM is complete; however, there are a number of wires

remaining in the TCU harness that are required for proper driving operation. Please follow other wire

hookups per TCI instruction manual.

Operating Instructions

Power Reduction Mode

The ECM monitors engine oil pressure and engine coolant temperature whenever the engine is running. If

either one of these inputs indicate an abnormal reading the system will go into “Power Reduction” mode.

This will be followed by the illumination of an indicator lamp and/or sounding of the warning buzzer (if

equipped). This is a feature that will help protect the engine during an over temp or low oil pressure

condition. When in “Power Reduction” mode, the ECM will allow normal engine performance up to 2000

RPM. Above 2000 RPM, the ECM allows fuel delivery through only half of the fuel injectors. Once the

RPM is brought down below 1200 RPM, normal engine operation is restored until the RPM exceeds 2000

RPM. The feature allows maneuverability of your vehicle while removing the possibility of high engine

speed operation until the problem is corrected.

NOTICE: If it is not possible to safely shut off the engine, return the engine to idle speed. Once

returned to idle, the ECM will allow the engine to operate normally below 2000 RPM.


19

Troubleshooting

Malfunction Possible Cause Corrective Action

Engine will not crank

with the start motor, or

cranks slowly.

Note: Battery voltage

must be AT or ABOVE

10 volts while the

engine is cranking.

Transmission not in

Neutral position

Blown ignition fuse

Loose and/or dirty

wiring connections

Dead battery

Position transmission in

Neutral position

Replace the fuse

Check battery cables

and starter circuit

wiring. Clean and

tighten all connections.

Repair or replace the

damaged wiring.

Recharge, test and

replace as necessary.

Engine Cranks – will

not start or is hard

starting.

No fuel – empty fuel

tank

No fuel to the injectors

Engine flooded

Ignition system

malfunction

Contaminated fuel

Check the fuel tank

level – fill tank. Open

fuel shut-off valve.

Plugged fuel filter

Plugged or kinked fuel

lines or plugged fuel

tank vent.

Faulty fuel pump-check

fuel pump wiring.

Open the throttle 100%

and crank the engine.

When the engine starts,

immediately return

throttle to idle.

Contact Mast

Motorsports

Check for water and

other contamination.


20


Engine Overheats

Loose or worn drive

belt(s)

Collapsed, kinked or

leaking hoses

Faulty thermostat

Faulty temperature

sending unit or gauge

Coolant level low

Adjust or replace belts

as necessary

Replace Hoses

Replace thermostat

Test and replace as

necessary.

Check cooling system

for leaks. Refill the

system.

Engine oil pressure low

Faulty oil pressure

sending unit or gauge

Oil level low

Crankcase overfilled

causing oil aeration

Diluted or improper

grade/viscosity of oil

Test and replace as

necessary.

Add specified oil. Check

engine for leaks.

Remove the required

amount of oil.

Determine the cause of

overfilled condition

(Improper filling,etc.).

Change the oil and

filter. Determine the

cause of dilution.

(Insufficient engine

temperature, excessive

idling, etc.)


21


Engine misses, runs

rough and/or backfires

Ignition System

Malfunction

Plugged fuel filters

Faulty Fuel Pump

Plugged or kinked fuel

lines or fuel tank vent

Contact Mast

Motorsports

Replace the fuel filters

Replace fuel pump

Repair or replace the

fuel lines


22

Wiring Schmatics: Schematics can be downloaded via www.MastMotorsports.com for

better viewing. Once at our website go to “Customer Info Center” then

“Installation Guides”.

Appendix A: Mast Motorsports Dash Harness Wiring Diagram

http://www.mastmotorsports.com/


23

Appendix B: Mast Motorsports Suggested Fuel System Plumbing Diagram


24

Appendix C: Mast Motorsports A/C Compressor Control Wiring Diagram


25

Appendix D: Mast Motorsports CAN Gauge Fuel Sender Wiring Diagram


26

Notes

Documents

Master Manual - Amazon S3...Figure 9: Bosch Narrowband O2 Harness (M-90 Only) The narrowband Bosch O2 sensors connect on the passenger side and driver’s side of the engine at the