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ECM_Manual

VIEWS: 14 PAGES: 17

  • pg 1
									     Installation Manual:
Mast Motorsports M-90 ECM/Wiring Harness
                Package


             For use with the following parts:


      Mast Motorsports GM Crate Engine Packages
 General Motors: LS2, LS3, LS7, L92, L76, and LY6 Engines




 It is advised to read this Installation Manual THOROUGHLY
             before proceeding with installation!!!




                   Released: 4/30/2008
                  Table of Contents

                      Section 1: Overview
I.      Installation Overview

              Section 2: Physical Fit of Engine
II.     Physical Fit of Engine
        a. Harness Installation
        b. Fitting the Drive By Wire Foot Pedal
        c. Fit and Finish of Installation

         Section 3: Getting Your Engine Running
III.    Getting Your Engine Running
        a. Getting System Power
        b. Ignition Switch
        c. Clutch/Park Lockout Switch
        d. Fuel Pump Wiring
        e. Break in Procedure

                 Section 4: Accessory Wiring
IV.     Electronic Gauge Wiring
        a. Tachometer Gauge Wiring
        b. Oil Pressure Gauge Wiring
        c. Engine Coolant Temperature Gauge Wiring
        d. Malfunction Indicator Lamp Wiring
V.      CAN Accessory Wiring
        a. Mast Motorsports CAN Gauges
        b. Automatic Transmission Control Using a TCI Control Unit
VI.     A/C Compressor Control Wiring

                    Section 5: Appendices
VII.    Appendix A: Mast Motorsports Dash Harness Wiring Diagram
VIII.   Appendix A: Mast Motorsports A/C Compressor Control Wiring
        Diagram



                                                                     2
Section 1: Overview

Installation 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 so that you may enjoy your project. 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 Figure XXX below.


Insert Pictures Here


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 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 and
moving objects as possible.


Pictures of Soldering Job


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
AND VIBRATION!




                                                                                                       3
Section 2: Physical Fit of Engine

Physical Fit of Engine
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 1.




                          Figure 1: M-90 ECM/Wiring Harness Package

Figure 1 above 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. 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. Figure 2 below shows the M-90 ECM.




                                        Figure 2: M-90 ECM


                                                                                                        4
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.

The dash harness connects into the main harness in close proximity to the fuse block with a 40-
pin locking connector. This harness contains the connectors for the drive-by-wire foot pedal, the
diagnostic connector for those using a Communications Cable, and several groups of flying lead
wires. The dash harness should be run into the driver’s compartment in order to reach the
devices they operate.

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 safe.

Fit and Finish of Installation
During harness installation, make sure that wires are away from headers, heat sources, 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. FAILURE TO KEEP WIRES AWAY FROM HEAT AND MOVING
PARTS COULD RESULT IN CATASTRPHIC ENGINE DAMAGE!!!

It should be noted that all ground connections should be clean, free of paint, and secured
sufficiently. Ensuring that grounds are properly connected can eliminate potential hours of
troubleshooting throughout the build process.




                                                                                                      5
Section 3: Getting Your Engine Running

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.

       At this point, if you are running your alternator directly to battery power or not using the
        starter post for your alternator cable; secure these cables by fastening the starter post
        nut.

       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.

       Secure all cables to the starter post using starter nut.



 The installed power terminal is shown below in Figure XXX.




Insert Pictures Here



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 all four ring terminals onto the front of the engine.

The installed ground terminals are shown below in Figure XXX.



                                                                                                       6
     Insert Pictures Here




     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.

     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. At this
     point, do not connect the battery cables that have been run to the battery. That will be done later
     in this section.

      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.

                                  Ignition Switch Wiring Table
                                                                          Mast            Mast Motorsports
Ignition Switch
                                    Wire Function                      Motorsports         Dash Harness
      Post
                                                                       Wire Color              Cavity
12V Power             Supplies 12V to Ignition Switch                      RD/BK                   A4
Switched Ignition     Supplies 12V to ECM and Other Connected
Power                 Subsystems                                         PK/D-BU                   C6
Starter Activation
                      Activates Starter Motor
Wire                                                                       Y-RD                    B7
                      12V Output for Chassis Accessories (if
Accessory Power       applicable)                                          NONE                  NONE
                                             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.



                                                                                                         7
Fuel Pump Wiring

The fuel pump wiring harness connects to an 8-pin connector on the main harness. This
connector is located on the driver’s side rear of the engine, behind the cylinder head. 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.

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 filled, plumbed correctly, and checked to ensure hoses are tight
       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
       Battery Cables connected to Battery
       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.

Today’s Oil and What You Need to Know

Motor oil has had several significant changes in the last ten years and more importantly in 2004 a
decision was made to reduce the sulfur and the zinc-phosphorus compounds (ZDDP). The ZDDP
is used as the primary anti-wear agent for internal engine components. Beginning with the 2004
model of new vehicles, the Federal Government has asked auto manufacturers to warranty
catalytic converters for 120,000-miles.
Most catalytic converters eventually fail from harmful gases emitted thru the exhaust, and two of
these are the phosphorous and sulfur which were a prevalent make-up of our older motor oils. All
engines will consume some oil thru the exhaust! While in most cases this is only a very small
amount, the automakers decided it was time to change the chemistry of motor oil rather than
adding to the cost of catalytic converters.
This change in engine oil has had a significant impact on the performance engine world,
specifically engines with forged pistons and/or flat tappet camshafts. The lack of the zinc-
phosphorus compounds has been a primary cause of premature failure in flat tappet camshafts
and lifters. Current oils for gasoline engines have the ZDDP compounds reduced by 20% or
more. We have seen an overwhelming increase in piston scuff and premature ring wear. We have
torn down performance engines with less than 1500-miles and seen piston scuff and ring wear
that looked as if the engine had 100,000-miles! All caused from super low viscosity oils with poor
anti-wear characteristics and a lack of following proper break-in procedures.
If you have purchased a custom built short block with forged pistons and a performance ring


                                                                                                   8
package, then we have taken every precaution to coat the cylinder walls, pistons, and rings with
an anti-wear agent. However, it is imperative that you choose engine oil with a significant amount
of ZDDP and we require the addition of GM Engine Oil Supplement (EOS) for a minimum of the
first 90-minutes. For forged pistons with moly rings or HD steel rings and engines with flat tappet
camshafts we suggest an engine oil with a minimum ZDDP content of the following;
Approximate Percentage by Weight
Zinc – 0.120
Phosphorus – 0.115

Suggested Oils:
Shell Rotella-T 15W40 API Specification CI-4 Plus
Valvoline NSL Racing Oil 10W30 (Conventional Motor Oil, excellent for break-in!)
Pennzoil 25W50 Racing Motor Oil

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. If you are using a factory PCV system it is required that you use
a new “fixed orifice” PCV valve for routing your pressure relief hose from the valve cover. This
valve is included with all custom Mast Motorsports LS-Series short blocks and engines. The GM
part number for this item is #12572717.

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 a 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.

Engine Break-In

Use the correct engine oil with the addition of GM Engine Oil Supplement (EOS)!! We
recommend two 45-minute break-in periods allowing ample time between each for a complete
cool down of the engine. Each period should consist of varied RPM and load with a limit on the
RPM of 4500. Avoid extended duration of constant RPM! After the 90-minute period you should
drain the oil and inspect the filter. Replace with a new filter and use one of the recommended oils
from the list above or one that you have verified that has the proper amount of ZDDP. If you have
purchased an engine with forged pistons it is imperative that you always use oil with sufficient
ZDDP for the entire life of the engine! We do not recommend a change to Synthetic oil until a
minimum of 5000-miles to insure proper ring seating.
Mast Motorsports does not warranty any application with the use of power adders i.e. –
turbochargers, superchargers, nitrous. If it is determined that premature ring wear, ring sealing, or
piston scuffing, and/or engine failure is the result of improper tuning, incorrect oil, improper
installation, and/or the use of power adders, then all repairs, parts, materials, shipping expenses,
and labor will be the sole responsibility of the purchaser.




                                                                                                     9
Section 4: Accessory Wiring

Electronic Gauge Wiring
The M-90 ECM has the ability to drive electronic 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 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: E1464100)

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.




                                                                                                   10
Controller Area Network (CAN) Accessory Wiring
CAN is a means of serial 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
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
                             CAN Gauge         Mast Motorsports       Mast Motorsports Dash
       Wire Function         Wire Number          Wire Color              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.




                                                                                                 11
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: TCU
(P/N: 301002), TCU Harness (P/N: 301427), and TCU software.




             =

Figure 3: Mast Motorsports/TCI Parts Required for Automatic Transmission
                                 Control




                                                                                                12
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 Figure 2
below.

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/      TCI Wire      Mast Motorsports          Mast Motorsports
           Purpose           Color           Wire Color             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



                                                                                                13
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. The following text is
 an adaptation of the TCI Instruction Manual that was to be read before this installation began. It
 depicts connector end views and contains useful pinout information. If you have completed the
steps above, you may skip sections 2.2.2 and 2.2.4 that pertain to Throttle Position Sensor (TPS)
and Engine Speed (RPM) wiring respectively. Follow other hookups per TCI instruction manual.

A/C Compressor Control Wiring
See Appendix B for detailed instruction.




                                                                                                14
Section 5: Appendices




                        15
Appendix A: Mast Motorsports Dash Harness Wiring
Diagram




                                                   16
Appendix B: Mast Motorsports A/C Compressor Control
Wiring Diagram




                                                      17

								
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