1 | P a g e

Version 1.1

Mast Motorsports

Engine Display Interface Software Manual

2 | P a g e

Version 1.1

Table OF Contents A. Overview ........................................................................................................................ 4

B. Software Installation ...................................................................................................... 7

C. Software Log-In ........................................................................................................... 11

D. EDIS MENU FUNCTIONS......................................................................................... 14

I. File Menu Functions .................................................................................................. 15

II. Page Menu Functions ............................................................................................... 20

III. Flash Menu Functions ............................................................................................. 21

IV. Com Port Menu Functions ...................................................................................... 23

V. Plot/Log Menu Functions......................................................................................... 24

E. Pages ............................................................................................................................. 29

1. MAIN ........................................................................................................................ 29

2. PHI GASOLINE ....................................................................................................... 31

3. CAM TIMING .......................................................................................................... 33

4. CLOSED LOOP........................................................................................................ 35

5. GOVENORS ............................................................................................................. 37

6. GAUGE DRIVER ..................................................................................................... 39

7. BASE SPARK GASOLINE ..................................................................................... 41

8. VE CALIBRATIONS ............................................................................................... 43

9. USER CONFIGURABLE OUTPUTS ..................................................................... 45

11. BASE SPARK OFFSETS ....................................................................................... 47

12. HIGH OCTANE SPARK ....................................................................................... 49

13. STARTING ............................................................................................................. 50

14. TRANSIENTS ........................................................................................................ 51

15. FUEL....................................................................................................................... 52

10. DIAGNOSTIC TESTS AND FAULTS.................................................................. 54

3 | P a g e

Version 1.1

Table OF Figures

Figure 1: EDIS Installation Files ........................................................................................ 7

Figure 2: Installation Directory ........................................................................................... 8

Figure 3: Start Installation .................................................................................................. 8

Figure 4: Installation Progress ............................................................................................ 9

Figure 5: Installation Complete .......................................................................................... 9

Figure 6: Password Login ................................................................................................. 11

Figure 7: Password Error Prompt ..................................................................................... 12

Figure 8: Incorrect Serial Number Message ..................................................................... 13

Figure 9: EDIS Header (Not Connected) .......................................................................... 14

Figure 10: EDIS Header (Connected) ............................................................................... 14

Figure 11: Variables Tagged for Calibration Save ........................................................... 16

Figure 12: Load/Save Progress ......................................................................................... 17

Figure 13: Load/Save Progress ......................................................................................... 17

Figure 14: Standard Application Download ..................................................................... 18

Figure 15: Begin Programming ........................................................................................ 18

Figure 16: Programming Progress .................................................................................... 19

Figure 17: Programming Complete .................................................................................. 19

Figure 18: Select Active Pages ......................................................................................... 20

Figure 19: Commit Dirty Page .......................................................................................... 21

Figure 20: Release Dirty Page .......................................................................................... 22

Figure 21: Com Link Stat ................................................................................................. 23

Figure 22: Tagged Variables ............................................................................................. 24

Figure 23: Plot Tags .......................................................................................................... 25

Figure 24: EDIS Snapshot Function ................................................................................. 28

Figure 25: EDIS Log ......................................................................................................... 28

Figure 27: Main Page Display .......................................................................................... 29

Figure 28: Phi Gasoline Page Display .............................................................................. 31

Figure 29: Cam Timing Page Display .............................................................................. 33

Figure 30: Closed Loop Page Display .............................................................................. 35

Figure 31: Governors Page Display .................................................................................. 37

Figure 32: Gauge Driver Page Display ............................................................................. 39

Figure 33: Base Spark Gasoline Page Display ................................................................. 41

Figure 34: VE Calibrations Page Display ......................................................................... 43

Figure 35: User Configurable Outputs Page Display ....................................................... 45

Figure 36: Base Spark Offsets Page Display .................................................................... 47

Figure 37: High Octane Spark Page Display .................................................................... 49

Figure 38: Starting Page Display ...................................................................................... 50

Figure 39: Transients Page Display .................................................................................. 51

Figure 40: Fuel Page Display ............................................................................................ 52

Figure 41: Diagnostic Test and Faults Page Display ........................................................ 54

4 | P a g e

Version 1.1

A. Overview

The Mast Motorsports M-90 engine control module (ECM) is a calibration and development tool for various applications of gasoline engines. The engineers at Mast Motorsports spend countless hours on dynamometers calibrating and developing high performance engine applications. We believe that we provide our customers the most highly refined engine calibrations along with the most robust engine controller in the aftermarket industry. Our turnkey crate engines are supplied with calibrations that are specific for engine bore, stroke, compression, cylinder head, camshaft, intake manifold, throttle body, and injectors. ECM packages also include calibrations for many stock specific applications, and applications that are paired with various performance upgrades. Extensive time is spent on calibrating Knock Sensors, optimizing Air to Fuel ratios, and developing spark maps so that calibrations can be very aggressive for all grades of pump gas without sacrificing reliability. However there are many instances when it is necessary for an engine builder, tuner, or race shop to make or modify calibrations. We wanted to engineer an interface software that was extremely versatile to take advantage of our ECM’s capabilities, but that was easy to use. We want to give engine builders vast capabilities to customize their engines, but provide an interface that even novice engine tuner could utilize. Mast Motorsports engineers try to do as much of the work possible to make installations as easy as possible. Every M-90 ECM that is sold comes pre-loaded with all sensor information so that installation usually only consist of supplying fuel pressure, wiring up an ignition switch, clutch switch, power, and ground to get the engine to run. It is from this point on that this manual should be used by engine builders, tuners, and race shops to utilize our interface software to customize their specific application.

Mast Motorsports took the same approach designing wiring harnesses as interface software. Every M-90 sold comes paired with a complete wiring harness with a fuse/relay box. Our wiring harnesses are engineered to make wiring as simple and easy as possible on the end user. Mast Motorsports also included many auxiliary functions and future developments into the wiring harness design. Auxiliary functions include electric fan control, fuel pump control, A/C compressor control, alternator control, and starter control. Other auxiliary functions include max speed governors, oil temperature input, analog gauge outputs, and malfunction indicator lamp. These functions also include Cruise Control, Cruise Indicator, CAN Gauges, and data logging outputs. Each M-90 ECM is shipped with separate wiring instructions depending on the application. Please refer to wiring instructions and wiring diagram references when installing a M-90 ECM Package. This EDIS Manual Outlines:

Installation of the EDIS interface software onto a computer (PC)

5 | P a g e

Version 1.1

Software login and password functionality General functionality of each EDIS interface page Fault and Diagnostic Trouble Code (DTC) interaction EDIS menu functions

Examples and snapshots of the EDIS are used in this manual in order to aid the end user in understanding the text. Mast Motorsports will be constantly updating and adding pages to the EDIS as we develop new capabilities and functions. In addition to providing a calibration interface, the EDIS also provides other functions. The software capabilities include reading and extracting a calibration from an ECM, loading a calibration to an ECM (Partial Re-flash), re-flashing an ECM with a MOT file (Full Re-flash), real-time graphical strip chart display, graphical strip chart data acquisition, and display/retrieve fault code information.

One thing that is very important to understand is how the EDIS software handles calibration files before we discuss how calibrations are made. There are two types of files that are used to configure an ECM, a MOT file and a CAL file. The functions of these two files are described below: Calibration File (.cal) Calibration files (Partial Re-Flash) contain static variables to define part of an engine’s calibration. A CAL file is a calibration overlay that DOES NOT contain the ECM’s entire calibration. CAL files are used for saving a calibration from an ECM that can be reloaded later. This case includes times when a special calibration is to be used under certain circumstances, or an engine tuner is developing calibrations. MOT File (.mot) Binary files (Full Re-Flash) contain the FULL calibration along with embedded software algorithms that are application specific. The Mot file is the one file necessary to completely configure an ECM. MOT files cannot be viewed or configured on a computer.

All M-90 ECM’s come shipped preprogrammed with an application specific MOT File. This MOT file cannot be changed or modified by the end user. End users can only create, save, and load Calibration Files (.cal). CAL files include all operating tables such as VE, Spark, Spark Offsets, Air to Fuel Ratio, Starting, Closed Loop, Spark Offsets, and Transients. Some examples of functions that cannot be changed include the O2 sensor configuration. If the M-90 ECM is configured to read a Wideband Oxygen Sensor (UEGO), it cannot read a Narrowband Oxygen Sensor (HEGO) and vice versa. Also MOT files are configured to control specific Drive by Wire throttle bodies, and read certain crank and cam signals. Mast Motorsports will develop custom MOT files so that engine builders, tuners, and race shops are free to develop calibrations and

6 | P a g e

Version 1.1

applications for their customer’s specific needs.

7 | P a g e

Version 1.1

B. Software Installation

The installation software contains the five (5) files that are shown in Figure 1. In order to install the software, all files must be contained in the same folder.

Figure 1: EDIS Installation Files

Installation Instructions 1. Start the Windows Installer by double-clicking the following installation file.

setup.exe

2. Follow the instructions for installation in Figure 2 through Figure 5.

8 | P a g e

Version 1.1

Figure 2: Installation Directory

Figure 3: Start Installation

9 | P a g e

Version 1.1

Figure 4: Installation Progress

Figure 5: Installation Complete

NOTE: Once installation has been completed the installation files may be

10 | P a g e

Version 1.1

permanently deleted if desired. NOTE: If there is a previous version of the software already installed, the uninstaller will remove the previous version and then exit. You will need to start the installer again in order to install the new version. 3. Once installed, the software can be accessed from Start Menu → Programs → Mast GCP Display → Mast GCP Display

11 | P a g e

Version 1.1

C. Software Log-In

After the EDIS software has been opened by clicking on the icon; the password and dialog box is displayed which can be seen in Figure 6. User login can be accomplished by the user entering in the provided ‘Single S/N Password’ and corresponding serial number of the end user’s ECM. A Single Serial Number password is only applicable for the specific ECM serial number it applies to. The serial number and corresponding unique password is included with each M-90 ECM package. The serial number can also be found on the reverse side of the physical M-90 ECM. Please keep the serial number and password in a safe place for future reference. If problems persist during a log-in please contact Mast Motorsports directly for assistance.

Each user password is 16 characters in length, alpha-numeric, unique to

each end user, and determines which pages and their displayed variables are visible through the software. It also determines which ECM calibration variables can be modified by the user. Passwords also determine the functionality granted a user, including loading calibration files and reprogramming the ECM. Passwords can be used to provide full or limited access to as many or as few pages and variables as needed for each ECM package. This allows the software to be customized specifically for the engine builder, tuner, or race shop. It also aids Mast Motorsports in providing technical support for each specific application.

Figure 6: Password Login

Figure 2: Password Dialog Box for Single Serial Number Access

Functions:

Clear Password Button: Erases the entered password from the field

12 | P a g e

Version 1.1

Paste Password Button: Allows the user to copy a 16-character password from any word processor and paste it into the password field.

Single Serial Number Access Checkbox: Check this box to tell the

software that the password is applicable for single serial number access.

Serial Number Field: Entry field MUST BE populated for the 6-digit serial number for which the Single Serial Number Access password applies.

Save Password and S/N Checkbox: Retains the password and serial

number for the next time a user decides to login. If an invalid password is entered, an error prompt shown in Figure 7 will be displayed and the software will not load. This prompt means the following:

The Single S/N password is incorrect for the Single Serial Number entered

The Single Serial Number password is valid, however, the Single Serial Number Access Checkbox is not checked

If the Single S/N password entered is correct for the software but does not

match the entered S/N of the targeted ECM, the prompt in Figure 8 will be displayed.

Figure 7: Password Error Prompt

13 | P a g e

Version 1.1

Figure 8: Incorrect Serial Number Message

14 | P a g e

Version 1.1

D. EDIS MENU FUNCTIONS

The menu header shown in Figure 9 is displayed above the active page and is accessible from any page of the EDIS. Included in the header is the menu bar, page toggle buttons, communication status window, and active page header. Functions, such as file transfer, plotting, and flash committal are selectable from the menus located in the menu bar. The communication status window, which is located at the far right of the screen, displays real-time information regarding ECM to PC communication. If the PC is connected to an ECM, the ignition switch is on, and the proper password has been entered the communication status window will show that the computer is connected and that communication has been established. Figure 10 is an example of the header once communication has been established. Toggle buttons may be used to advance to the next page or go back to the previous page based on the active page list order. This function may also be accomplished by using the Page Up/Page Down buttons. The F9 key is a shortcut to toggle between the last page visited and the current page.

Figure 9: EDIS Header (Not Connected)

Figure 10: EDIS Header (Connected)

Menu bar Menus

File Menu: Used primarily to load and save calibration files as well as reprogram the ECM with a CAL or MOT file.

Page Menu: Used to select the active page the user wishes to see and

configures which pages are visible to the end user.

Flash Menu: Commits updated (Modified) calibration variables from the ECM’s random access memory (RAM) to its flash memory or releases/clears updated (Modified) calibration variables from the ECM’s RAM without flashing the ECM. Flashing an ECM permanently saves a variable or set of variables to the ECM.

Comm Port Menu: Selects the PC’s active serial communication port

15 | P a g e

Version 1.1

and displays communication statistics.

Plot/Log Menu: Graphical strip chart data acquisition of variables that have been tagged for plotting that can be saved to a PC.

Help: Provides general information about EDIS and defines shortcuts for

use in the software.

I. File Menu Functions

All of the calibration file management functions are accessible from the File menu. The file menu also allows you to Clear Tags or Print a Panel. These functions include:

Save Calibration to Disk: Saves all calibration variables (.cal), accessible from the display software, from the ECM’s flash memory to the PC.

Load Calibration from Disk: Loads a partial calibration (.cal) on the

PC to the ECM’s flash memory. Only variables for which the end user has write access will be updated.

Clear Cal Tags: Removes all calibration tags from EDIS memory

during software use.

Reprogram Target: Reprograms the ECM with a MOT file that contains both a full calibration and embedded software control algorithms.

Print Panel: Sends a snapshot of the active EDIS page to a printer.

Figure 11 is an example of a calibration table that has been tagged for a calibration save. A variable is tagged for a calibration save by combining the shift key with a right-click of the mouse, thereby highlighting the calibration variable or table in blue. This allows for specific calibration variables to be saved to disk without having to know the variable’s name. Please note that tables are not automatically saved with their corresponding independent axes, therefore if you have changed an axes it should also be tagged.

16 | P a g e

Version 1.1

Figure 11: Variables Tagged for Calibration Save

Save All Calibration Variables: This saves all of the end user’s password accessible calibration variables from ECM Flash to the PC that are accessible in the EDIS software package

Save Tagged Cal Variables: Saves any end user’s password accessible

variable from ECM Flash to the PC that has been tagged in the display software. Example of tagged variables can be found in Figure 11.

Save CAL Variables with Available Access: Saves all calibration

variables from ECM Flash memory to PC for which the end user’s password allows write access. Saves any password accessible variable from ECM Flash memory to the PC that is selected from the list of accessible variables. Multiple variables may be selected by single left-click of each variable.

Update Existing CAL File: Update an existing calibration file on the PC

with the same variables from the connected ECM. Used to update a partial calibration with updated variables from an ECM.

17 | P a g e

Version 1.1

Calibration Tag (shift & right-click): Selection of static calibration variables to save to PC disk. Example found in Figure 11.

These additional functions are also available from the File menu:

Load Calibration from Disk: Uploads a calibration from a partial calibration file (.cal) stored on disk to ECM flash memory for the variables the end user password has write access. Figure 13 shows the prompt for a successful calibration file load.

Figure 12: Load/Save Progress

Figure 13: Load/Save Progress

Reprogram Target: Reprograms the ECM’s microprocessor with a MOT

file that contains the full calibration and embedded software control algorithms. This file can only be generated by Mast Motorsports. Situations in which a MOT file should be used are only when Mast Motorsports is creating custom calibrations for the end user, or the end user has requested a different calibration.

18 | P a g e

Version 1.1

When reprogramming an ECM, the prompts shown in Figure 14 through Figure 17 will be displayed in sequence. Figure 14 is the first prompt, asking if you desire to perform a standard application download. Select “Yes” to proceed with the reprogramming sequence. Selecting “No” will exit the reprogram sequence. During the reprogramming sequence, the serial communication baud rate will change from the preset communication baud rate to 57600 bps to permit faster downloads. A status indicator will be displayed during reprogramming to display the download status. Successful completion of a reprogrammed target will generate the prompt in Figure 17 and the software will automatically revert back to the preset communication baud rate.

Note: Answering “No” to the prompt in Figure 14 indicates a

“nonstandard application” download that is only used by Mast Motorsports and is not available to the end user. Also canceling a Target Reprogram during the reprogram process will cause the ECM to be locked. A locked ECM will require an Override password from Mast Motorsports in order to begin a new code download. Never cancel the reprogramming process.

Figure 14: Standard Application Download

Figure 15: Begin Programming

19 | P a g e

Version 1.1

Figure 16: Programming Progress

Figure 17: Programming Complete

20 | P a g e

Version 1.1

II. Page Menu Functions

The Page menu is used to configure which pages that the end user wishes to use. Functions accessible from the Page menu are listed below:

Pages: Configures which pages will be selectable from the Page menu. Figure 18 shows an example of the Page Configuration Interface. Selecting a page for use is accomplished by a single left-click next to the page name. Pages available for display are password dependent. Pages may be retained for software re-entry by checking the ‘Save pages setup for startup’ checkbox. This allows the end user to only view pages that they wish to, and remove pages that are not used.

‘Page_Name’: Selects the active page for display.

Figure 18: Select Active Pages

21 | P a g e

Version 1.1

III. Flash Menu Functions

The Flash menu contains the two functions that transfer or release updated variables from ECM RAM to ECM flash. These functions are described below.

Commit Dirty Page: Transfers updated calibration variables from ECM RAM to flash memory. Committing variables to flash will permanently store the variables from a flash page which will allow variables on different flash pages to be updated. A ‘Dirty’ (Modified) page refers to a flash page that has updated calibration variables in RAM that have not been updated in Flash. This is the case where the end user has changed a value in a table, but has not yet committed the ‘Dirty’ (Modified) value. If a page is ‘Dirty’ and battery power is removed from the ECM updated variables revert back to values stored in Flash. Once a page has been flashed, the page is no longer ‘Dirty.’ A ‘Dirty’ page must be committed before changes can be made on a separate page. Changes in the calibration do change the calibration in real-time. However these changes are not saved unless the ‘Dirty’ page is committed. Also as stated earlier there are situations when a calibration has been changed on one page and the user moves to another page to make more changes. Under these situations the EDIS software will not allow the calibration to be changed unless the previous ‘Dirty’ page is Committed. Upon selecting Commit Dirty Page, the prompt in Figure 19 will be displayed.

Figure 19: Commit Dirty Page

NOTE: DO NOT commit a flash page when the engine is operating at high engine speeds as the engine may briefly stall during the flash committal process. Please only commit flash pages when the engine is idling or when the engine is not running. The same circumstance applies to saving a calibration.

22 | P a g e

Version 1.1

Release Dirty Page: Deletes updated calibration variables from ECM

RAM and reverts back to the calibration stored in flash memory. Prior to releasing the updated variables from RAM, the prompt in Figure 20 will be displayed.

NOTE: Updated variables that have not been committed to flash memory are retained during ignition key-off cycles; however, they are erased if battery power is removed from the ECM. Be careful to commit ‘Dirty’ pages once a modification has been made to a calibration.

Figure 20: Release Dirty Page

23 | P a g e

Version 1.1

IV. Com Port Menu Functions

The Com Port menu allows the user to select the PC’s active serial communication port and provides information about communication statistics. The functions available from this menu are detailed below:

Automatic (Default): Permits the software to cycle through available RS-232 serial communication ports until a connection is established with a target. This usually insures a quick connection.

COM1, COM2, etc.: Specifies which communication port to connect

through for a given software session. This setting is not retained once the software has been exited.

Show Stats (Ctrl + S): Displays communication statistics between the PC

and ECM once a connection has been established. Some statistics include serial baud rate, transmit and receive loads, and time information. An example of available data is presented in Figure 21.

Figure 21: Com Link Stat

24 | P a g e

Version 1.1

V. Plot/Log Menu Functions

The Plot/Log menu allows the user to graphically view a strip chart of variables that have been tagged for plotting/logging. In order to plot or log variables, the variable must be tagged. To tag a variable the end user must right click the mouse in the variable’s vicinity. The variable will be highlighted in green once it has been tagged for plotting/logging. Figure 22 shows an example of variables that have been tagged. There is a limit of a maximum of twenty (20) variables that can be tagged for logging, and a maximum of ten (10) variables can be tagged for plotting at any given time. Also the maximum achievable sample frequency period is dependent on the number of variables tagged.

Figure 22: Tagged Variables

Other functions available from the Plot/Log menu include:

Clear Tags: Releases all plot/log variables.

Plot Tags (Ctrl + P, or P): Graphically plot all tagged variables.

Load Plot Setup: Loads and tags variables for plotting/logging that have been stored in a plot file (.plt).

25 | P a g e

Version 1.1

Log Tags (Ctrl + L): Numerically log all variables that have been tagged

for plotting/logging. Once the Plot Tags menu item has been selected, a graphical view of a

strip chart appears. An example of a plot is shown in Figure 23. The capabilities of the graphical strip chart are outlined below.

Figure 23: Plot Tags

Start/Stop Button: Starts or stops the plotting of the selected variables.

Save Button: Saves plotted data displayed in the plot to a comm.-separated value file (CSV) on the PC hard drive. This format cannot be altered in order for the Load function to be used.

Snapshot Button: Converts the plot into a snapshot that may be panned,

zoomed, scrolled, or saved.

Close Button: Closes the EDIS plot strip chart interface.

26 | P a g e

Version 1.1

Load Setup Button: Loads tags from a previously saved plot (.plt) file so that similar plots can be obtained.

Load Plot Button: Loads a saved plot from the PC into the EDIS strip

chart interface.

Variable Selector Menu: Selects the active variable in order to scale its axis.

Single Shot Acquisition Checkbox: This box can be checked when the

plotter is not running. It does not allow the plot to scroll past the time interval in order to preserve the plotted data for post-processing.

Exclusive Serial Use Checkbox: This box can be checked when the

plotter is not running. It allows exclusive serial communication for the plot variables. The other variables on the active page are not updated.

Min Y Value Field: This can only be changed when the plotter is not

running. This specifies the minimum Y-axis scaling for the active variable.

Max Y Value Field: This can only be changed when the plotter is not running. This specifies the maximum Y-axis scaling for the active variable.

Sample Interval (ms) Field: This value can only be changed when the

plotter is not running. This defines the sample interval for recording and display.

Time Interval (s) Field: This value can only be changed when the plotter

is not running. This defines the total sample acquisition time for the plot.

One of the most useful tools incorporated in the plotter is the snapshot

function. This function allows data collected in a plot to be transferred into a second window for quick graphical post-processing. In the snapshot view the end user can zoom in/out, pan left/right, and move cursors along the signal traces to measure the variable values in virtual real-time. An example of a snapshot is shown in Figure 24. Any CSV file in plot format (.plt) may be loaded into the snapshot. Below the available hot key functions of the snapshot screen can be seen.

27 | P a g e

Version 1.1

Table 1: Snapshot Hot Key Functions

Command Function

<Single, left-click on trace> Snap closest cursor to data

<Ctrl + Up/Down Arrows> Move/pan plot along y axis

<Ctrl + Left/Right Arrows> Move/pan plot along t axis

<Ctrl+Shift + Up/Down Arrows> Zoom plot in and out in y axis

<Ctrl+Shift + Left/Right Arrows> Zoom plot in and out in t axis

<Ctrl + Home> Resize plot to default settings

<Ctrl + Page Up> Zoom out by 10%

<Ctrl + Page Down> Zoom in by 10%

<Page Up> Toggle to previous cursor

<Page Down> Toggle to next cursor

<Left/Right Arrow> Follow selected data along trace

<Up/Down Arrow> Follow selected data along trace

<Shift + Left/Right Arrow> Move 10 points along trace

<Shift + Up/Down Arrow> Move 10 points along trace

<Home> Go to first visible point on current plot

<End> Advance to last visible point on current plot

<Shift + Up/Down Arrow> Toggle between traces/variables

Another data capture function incorporated in the software is the EDIS

strip chart data acquisition. This tool serves as a PC data acquisition for any variable available in the ECM through the interface software. Figure 25 shows the interface display for configuring EDIS Log. The interface allows the user to create the file’s filename, set the sample rate for acquisition, set the time interval for sampling, and display the progress of acquisition. A maximum of twenty (20) variables may be tagged for logging. The amount of data stored is only limited by the available PC RAM.

28 | P a g e

Version 1.1

Figure 24: EDIS Snapshot Function

Figure 25: EDIS Log

29 | P a g e

Version 1.1

E. Pages

1. MAIN

Figure 26: Main Page Display

The Main page displays Mast Motorsports and end user configuration information. This includes the M-90 ECM part number, customer calibration MOT filename, and application displacement. This page also displays system states based on current operating conditions

Battery Voltage: Displays the battery’s real time voltage input into the ECM.

Oil Pressure: Displays oil pressure from the engines oil pressure sensor.

This gauge will be inoperable if the engine only has an oil pressure switch.

RPM: Displays current engine speed.

30 | P a g e

Version 1.1

Coolant Temperature: Displays engine coolant temperature.

MAP Pressure: Displays manifold air pressure in psi. Intake Air Temperature: Displays the temperature of the air entering the

engine.

A/F Ratio: Displays the engines air to fuel ratio read by the NTK wideband (UEGO) oxygen sensor.(If applicable)

Throttle Position: Indicates the instantaneous position of the throttle

blade on the throttle body.

Foot Pedal Position: Indicates the instantaneous position of the foot/accelerator pedal.

Fuel Pressure: Displays the absolute fuel pressure at the fuel rail.(Should

be approximately 73.2 psi for GM LS Series applications)

Oil Temperature: Displays the temperature of the oil in the oil pan sump.

UEGO Phi: Displays the actual F/A Ratio as read by the NTK wideband (UEGO) oxygen sensor.

Phi Command: Displays the F/A Ratio as commanded by the M-90 ECM.

Spark Advance: Displays the ignition advance being applied to the

engine at the engine’s current operating point.

Camshaft Timing: Displays the instantaneous timing of a VVT camshaft for engines with variable valve timing. Specifically Cam Timing is indicated for GM L92, L76, LY6, and VVT retrofits.

31 | P a g e

Version 1.1

2. PHI GASOLINE

Figure 27: Phi Gasoline Page Display

The Phi table is the desired Air to Fuel ratio over the entire engine operating range. Phi, or Fuel to Air ratio is used instead of Air to Fuel ratio and Lambda to help simplify the calibration process. Whenever the NTK wideband sensor is used, the A/F ratio is also displayed along with its corresponding Phi value. The Phi page is actually a 4D table that specifies the Air to Fuel ratio over the entire operating range of the engine based on load, engine speed, and engine coolant temperature. The three Phi tables include Phi Cold, Phi Transition, and Phi Base. The Phi Cold and Phi Transition help in tuning the engine in cold climates and during startup. The Phi Base table is the primary table in which the Air to Fuel ratio can be tuned. The Phi Base-Cold Ratio table determines the engine coolant temperature at which each Phi table will be utilized. Optimizing Air to Fuel ratio is very important for fuel economy, power, and knock retention.

RPM: Displays current engine speed.

32 | P a g e

Version 1.1

Coolant Temperature: Displays engine coolant temperature.

MAP Pressure: Displays manifold air pressure in psi.

EGO1 Configuration: Displays Present/Not Present Status of EGO1 sensor as well as the instantaneous raw volts of the sensor.

EGO2 Configuration: Displays Present/Not Present Status of EGO2

sensor as well as the instantaneous raw volts of the sensor. UEGO Configuration: Displays Present/Not Present Status of UEGO

sensor.

Commanded A/F Ratio: Displays A/F Ratio at which the ECM is commanding the engine to operate.

Commanded Phi: Displays Phi value at which the ECM is commanding

the engine to operate. Phi Global Offset: This input is a global offset that is applied under all

engine operating conditions. The input adds or subtracts a percentage of the current Phi, or fuel to air ratio. Positive percentages richen the mixture up and negative percentages lean out the mixture.

Spark Advance: Displays instantaneous spark advance at which the

engine is operating. (Note: This value may differ from the values on the spark table due to the following: knock retard, fuel based knock retard, Cylinder Head Temperature (CHT) spark offset, and Manifold Absolute Temperature (MAT) spark offset)

33 | P a g e

Version 1.1

3. CAM TIMING

Figure 28: Cam Timing Page Display

The cam timing table is only visible for applications that utilize variable valve timing (VVT), including General Motors L92, L76, and LY6 applications. The cam timing table is a 3D table in which the cam timing can be changed depending on load and engine speed. Optimizing cam timing can increase low end torque, broaden the power band, increase horsepower, and increase fuel economy if properly tuned. Under most circumstances Mast Motorsports has spent countless hours on the engine dyno optimizing the cam timing for our crate engine package. These values should only be utilized by the most experienced engine builder, tuner, or race shop. IMPROPER USE OF THE VVT PAGE CAN RESULT IN CATASTROPHIC ENGINE FAILURE!!! The page also allows for variable cam timing to be Enabled/Disabled, and for static manual cam timing values to be entered.

ICAM Timing Control: Logic switch that Enables/Disables the variable valve timing control.

34 | P a g e

Version 1.1

ICAM PWM Mode: Logic switch that changes the variable valve timing between manual and automatic control.

ICAM Open Target: This is the target value for the installed center line

ICL of the intake lobe that is interpolated from the 3D Cam Timing table.

ICAM Open Actual: This is the actual value of the installed center line (ICL) of the intake lobe. This value is read by the cam sensor off of the cam reluctor wheel.

35 | P a g e

Version 1.1

4. CLOSED LOOP

Figure 29: Closed Loop Page Display

The closed loop gasoline table displays bank to bank adaptive tables, and a closed loop enable 3D table. Primarily the Bank 1 adaptive table is used as the only table for a single UEGO or HEGO sensor. However for some IAC applications Bank to Bank HEGO sensors are utilized. This page allows the end user to Enable/Disable both the closed loop and the adaptive fueling functions. There are also values that can be used to specify how fast the M-90 ECM will learn.

EGO1 Configuration: This switch enables or disables the HEGO1 Sensor. The MOT calibration determines which type of O2 sensor is used for Closed Loop Control. However each can either be turned off or on depending on the application.

EGO2 Configuration: This switch enables or disables the HEGO2

Sensor. The EGO2 sensor is primarily used only on IAC applications when Bank to Bank mode is enabled by the MOT file.

36 | P a g e

Version 1.1

UEGO Configuration: This switch enables or disables the NTK UEGO

Sensor. When the UEGO sensor is enables actual Phi and actual A/F Ratio can be read and logged using the EDIS. This is an essential tool when mapping VE and tuning an engine.

Adaptive ON/OFF: This switch enables or disables Adaptive fuel control.

Gasoline CL Control: This switch enables or disables Closed Loop

control.

UEGO Phi: This is the actual Fuel to Air ratio. This value is the inverse of Lambda (1/Lam). This value is the best value to use when mapping VE since VE and Phi are directly proportional. A 1% increase in VE will increase Phi 0.1.

Commanded Phi: This is the Phi value that is commanded over the

operating range of the engine by the 4D Phi tables found on the Phi Gasoline page.

UEGO A/F Ratio: This is the actual air to fuel ratio read by the NTK

UEGO sensor. This value is more recognizable for the American Aftermarket industry so it was added for tuning purposes.

Commanded A/F Ratio: This is A/F value that is commanded over the

operating range of the engine by the 4D Phi tables found on the Phi Gasoline page. This value can be referenced when mapping VE.

37 | P a g e

Version 1.1

5. GOVENORS

Figure 30: Governors Page Display

The governors page can be used for setting up max speed governors, min speed governors, user configurable governors, and cruise control. All speed governors are throttle position controlled in DBW applications. Throttle position controlled governors are much smoother than spark and fuel cut governors. The user configurable throttle controlled governor is much smoother than conventional governors for repeatable launches at the track. The user configurable max speed governor that replaces current spark cut rev limits will be a evolutional jump in the control and tuning that can be done at the starting line.

Min Governor: The Min governor is the absolute minimum engine speed that the ECM will allow the engine to run. This value is usually overridden by the ECT/IDLE table on the starting page for engine idle.

Max Governor: The Max Governor is the absolute maximum engine

speed that the ECM will allow the engine to run. This value can be set to

38 | P a g e

Version 1.1

any value that is within the absolute maximum value that is hidden in the MOT file. This value is usually set on an application basis.

Roadspeed Control: The Roadspeed Control functions will not be

enabled with the initial release V1.0 of the EDIS.

User Configurable Governor: The user configurable governor is a governor that can be enabled/disabled, set, and modified in the software. This max speed governor is enabled by a momentary switch that the end user wires up in their vehicle. When enabled, or when the switch is depressed, the Drive by Wire throttle will limit the engines maximum speed to whatever the end user has set in the software. Therefore the end user can put the pedal to the floor yet the engine speed will stay at the constant RPM set by the end user. At the instant the momentary rocker switch is released, the governor is canceled and the throttle position reverts back to the foot pedal. If the pedal is to the floor the throttle will go from the governed speed to WOT at the instant the rocker switch is released. Wiring information for the rocker switch can be found in the wiring harness supplement.

39 | P a g e

Version 1.1

6. GAUGE DRIVER

Figure 31: Gauge Driver Page Display

The gauge driver page allows the end user to drive analog gauges using the M-90 ECM. The gauge drivers are already preset to output Engine Coolant Temperature and Oil Pressure to analog gauges. The resistance emulators can be modified for various gauge applications. A PWM duty cycle can also be chosen for PWM gauges.

Aux Voltage 1 Gauge Driver: This gauge driver can be selected instead of ECT or Oil Pressure Gauge. This allows some the end user some customization of their gauge drivers. The resistance or PWM map must be provided by the gauge manufacturer.

ECT Gauge Driver: This gauge driver drives an analog ECT Gauge.

Most aftermarket gauges use resistance sensors to read temperature and pressure. This gauge output allows the end user to simply hook up one wire from the Dash Harness instead of installing a redundant ECT sender for the gauge.

40 | P a g e

Version 1.1

Oil Pressure Gauge Driver: This gauge driver drives an analog Oil Pressure Gauge. Most aftermarket gauges use resistance sensors to read temperature and pressure. This gauge output allows the end user to simply hook up one wire from the Dash Harness instead of installing a redundant Oil Pressure sender for the gauge.

Fuel Level Input Config: This switch selects the channel in which the

fuel level signal is to be sent across. The following items are to be used in conjunction with Mast Motorsports CAN Gauges. See M-90 Installation Manual for details.

Fuel Level Sender Type: This switch allows the user to choose what

type sender is being used.

Fuel Level Standard Excitation: This input allows the user to specify the voltage sent to excite the sender.

Fuel Level 0% Voltage: This input should indicate the fuel level voltage

with an empty fuel tank.

Fuel Level 100% Voltage: This input should indicate the fuel level voltage with a full fuel tank.

Current Fuel Level Voltage: This displays the voltage at the current

level of the fuel sender.

Current Fuel Level: This displays the current fuel level.

41 | P a g e

Version 1.1

7. BASE SPARK GASOLINE

Figure 32: Base Spark Gasoline Page Display

The base spark table is the base spark timing under all operating conditions based on load and engine speed. This is the spark table that is used exclusively when adaptive octane is turned off or if the adaptive octane is at 0%. The 3D table is based upon engine speed and manifold air pressure. The page also displays all spark modifiers that are embedded into the ECM, and individual cylinder spark modifiers. The Adaptive Dwell time for each individual cylinder is displayed in ms. For smart coil applications the dwell time is the same for all cylinders, but is dependent on battery voltage. This page also displays the status of the Knock Control System and the Fuel Based Knock Control System.

Knock Control System: This switch enables or disables the knock control system on the ECM. Mast Motorsports has spent an immense amount of time mapping out knock on our crate engine and ECM packages. However if the end user wishes to disable the knock control system they are able to do so.

Fuel Based Knock Control: This switch enables or disables the fuel

42 | P a g e

Version 1.1

based knock control system. This system richens the fuel mixture when a knock event is encountered by the knock control system to try to control amount of spark retard.

UEGO Phi: Displays the actual F/A Ratio as read by the NTK wideband

(UEGO) oxygen sensor.

Phi Global Offset: This input is a global offset that is applied under all engine operating conditions. The input adds or subtracts a percentage of the current Phi, or fuel to air ratio. Positive percentages richen the mixture up and negative percentages lean out the mixture.

Global Advance Offset: This input is a global offset that is applied under

all engine operating condition. The input either advances or retards the spark depending on the value input by the end user. Positive numbers advance the spark timing and negative numbers retard the spark timing.

Adaptive Dwell: Displays the ignition coil dwell.

Spark Modifiers: Displays all instantaneous spark values and modifiers.

43 | P a g e

Version 1.1

8. VE CALIBRATIONS

Figure 33: VE Calibrations Page Display

Mast Motorsports software maps out the engines exact volumetric efficiency and models manifold air temperature to calculate the mass of air entering the combustion chamber. The manifold air temperature is a model based on various calculations and sensor readings including intake air temperature, cylinder head temperature, air velocity at the intake ports, and cylinder wall temperature corrections. Air mass flow at the port and at the throttle is displayed on the VE page. Once the air mass flow into the cylinder is known, the desired fuel to air ratio under every operating condition can be achieved using the target Phi page.

Phi Global Offset: This input is a global offset that is applied under all engine operating conditions. The input adds or subtracts a percentage of the current Phi, or fuel to air ratio. Positive percentages richen the mixture up and negative percentages lean out the mixture.

UEGO Phi: This is the actual Fuel to Air ratio as read by the NTK

44 | P a g e

Version 1.1

wideband sensor. This value is the inverse of Lambda (1/Lam). This value is the best value to use when mapping VE since VE and Phi are directly proportional. A 1% increase in VE will increase Phi 0.1.

Commanded Phi: This is the Phi value that is commanded over the

operating range of the engine by the 4D Phi tables found on the Phi Gasoline page.

UEGO A/F Ratio: This is the actual air to fuel ratio as read by the NTK

UEGO sensor. This value is more recognizable for the American aftermarket industry so it was added for tuning purposes.

Commanded A/F Ratio: This is A/F value that is commanded over the

operating range of the engine by the 4D Phi tables found on the Phi Gasoline page. This value can be referenced when mapping VE.

Fuel Pressure: This is value is either the actual fuel pressure when a fuel

pressure sensor is utilized or the target fuel pressure when there is not a fuel pressure sensor being used. This value should be approximately 73.2 for General Motors LS Series applications.

EBP VE Correction: This value is the exhaust back pressure VE

Correction. This model corrects VE depending on the mass flow rate of air through the engine at an operating condition. This value is not modifiable by the end user.

MAT VE Correction: This value is the manifold air temperature VE

correction. This model is dependent upon intake air temperature, cylinder head temperature, and the port velocity. This value is not modifiable by the end user.

ECT VE Correction: This value is the engine coolant temperature VE

correction. This model is dependent upon the engine coolant temperature. This value is not modifiable by the end user.

Overlap VE Correction: This value is the cam overlap VE correction.

This model corrects for the cam overlap of the engine. This value is set for Mast Motorsports Crate Engine Packages and M-90 ECM Packages.

45 | P a g e

Version 1.1

9. USER CONFIGURABLE OUTPUTS

Figure 34: User Configurable Outputs Page Display

The outputs page is the page that controls how auxiliary outputs are controlled including the electric fan and A/C clutch. Auxiliary outputs can be controlled using a variety of triggers. These triggers include engine speed, manifold air pressure, engine coolant temperature, oil pressure, battery voltage, and a digital switch. The auxiliary output turns on if the conditions are met for longer than the specified time. The auxiliary output turns off if the conditions are met for longer than the specified time.

Configurable Output: Behavior with Key Off: This switch specifies weather or not all auxiliary outputs are off whenever the key is off or under the engine stopped state.

Engine Stopped State: The engine stopped state switch determines the

state of the switch when the engine is stopped. If the switch is turned to on, the auxiliary output will turn on when the engine is stopped.

46 | P a g e

Version 1.1

Conversely, if the switch is turned to off the auxiliary output will turn off when the engine is stopped. When the switch is on the automatic setting the auxiliary output will be either be turned on or off depending on what the conditions are at the time.

Engine Cranking State: The engine cranking stopped state switch

determines the state of the switch when the engine is cranking. If the switch is turned to on, the auxiliary output will turn on when the engine is stopped. If the switch is turned to off, the auxiliary output will turn off when the engine is stopped. When the switch is on the automatic setting, the auxiliary output will be either be turned on or off depending on what the conditions are at the time.

Engine Running State: The engine running state switch determines the

state of the switch when the engine is running. If the switch is turned to on, the auxiliary output will turn on when the engine is stopped. If the switch is turned to off, the auxiliary output will turn off when the engine is stopped. When the switch is on the automatic setting, the auxiliary output will be either be on or off depending on what the conditions are at the time.

Current Output State: This box indicates whether or not the auxiliary

output is turned on or off.

47 | P a g e

Version 1.1

11. BASE SPARK OFFSETS

Figure 35: Base Spark Offsets Page Display

Mast Motorsports not only provides a base spark table, but also spark offsets to keep the engine running at peak performance under various operating conditions. Temperature based offset 3D tables allow for the engine to perform on the razors edge of performance while keeping knock under control. Both a Cylinder Head Temperature (CHT) vs. MAP and Manifold Air Temperature (MAT) vs. MAP tables modify the base spark table under a variety of operating condition. Total spark timing is also dependent on Knock retard, Cylinder Wall Temperature retard, and Adaptive Octane offset.

CHT-MAP Offset: This value is the current offset for the cylinder head temperature and manifold air pressure offset. A positive value advances spark and a negative value retards spark.

MAT-MAP Offset: This value is the current offset for the manifold air

temperature and manifold air pressure offset. A positive value advances

48 | P a g e

Version 1.1

spark and a negative value retards spark.

49 | P a g e

Version 1.1

12. HIGH OCTANE SPARK

Figure 36: High Octane Spark Page Display

The high octane spark table is the high octane spark timing under all operating conditions based on load and engine speed. This is the spark table that is used exclusively when adaptive octane is turned on and the adaptive octane is at 100%. When the adaptive octane is at a value between 0% and 100% spark timing is based on an interpolated value between the base spark and the high octane spark. For instance if the base spark advance was 28 degrees, the high octane spark was 32 degrees, and the adaptive octane rating was at 50% the actual spark advance would be (28+32)*0.50=30. There are two adaptive octane settings. One is single point and another is table based. The single point octane setting is usually used for on road vehicles because the transient nature of shifting gears is not the best way to estimate octane. The current setting is always displayed in the Current Octane Rating box on the Closed Loop page. If table based adaptive octane is used the adaptive octane is dependent on the engine rpm and manifold air pressure. This is usually only used on applications that see constant engine loads such as marine engines.

50 | P a g e

Version 1.1

13. STARTING

Figure 37: Starting Page Display

The starting page contains calibrations for both spark and fuel during starting conditions. A 3D spark table which is dependent on manifold air pressure and engine coolant temperature is used during cranking. The fuel calibrations consist of a cranking fuel multiplier during startup and an after start liquid fuel enrichment which determines how long the engine runs rich after initial startup. A starting initial speed schedule table that is dependent on engine coolant temperature with variable rates of decay is found on this page along with a starting idle schedule that determines idle speed. The idle speed is also dependent on engine coolant temperature.

51 | P a g e

Version 1.1

14. TRANSIENTS

Figure 38: Transients Page Display

The transient page allows the end user to finely adjust fuel enrichment and enleanment during transient conditions. Transients are calculated using a model based on a cylinder head temperature and cylinder wall wetting. Although the model is complex the user input is simple. Higher values will provide more fuel mass during enrichment conditions and lower fuel mass during enleanment conditions. Lower values will provide less fuel mass during enrichment conditions and high fuel mass during enleanment conditions. The CWW Speed-CHT Attenuation is a table which multiplies the Wall Wetting Calibration under specific conditions.

52 | P a g e

Version 1.1

15. FUEL

Figure 39: Fuel Page Display

The fuel page contains a 3D table to determine fuel injection timing depending on engine speed and manifold air pressure. The fuel page also allows for fuel pressure compensation to be turned on or off depending on whether a fuel pressure sensor is used.

Fuel Rail Pressure Enable: This switch enables/disables fuel pressure compensation when a Mast Motorsports fuel pressure sensor is used. This option will compensate for the real time actual fuel pressure in the fuel rail. This way changes in fuel pressure during transient conditions, or when base fuel pressure is changed will not change the values in the VE table.

Fuel Pressure Units: This value switch selects the fuel rail pressure units

between absolute or gauge pressure.

Fuel Rail Pressure Target: This value is the target fuel rail pressure.

53 | P a g e

Version 1.1

This value can be changed to the user specified fuel pressure.

Fuel Pressure Correction: This is the fuel pressure correction value that is based on the actual fuel pressure input from the fuel pressure sensor.

54 | P a g e

Version 1.1

10. DIAGNOSTIC TESTS AND FAULTS

Figure 40: Diagnostic Test and Faults Page Display

Both the diagnostic and fault information is managed through the Diagnostic Tests and Faults page. Functions such as viewing fault messages, downloading fault data, and erasing faults from memory are available.

55 | P a g e

Version 1.1

Faults are separated into two different categories, Active and Historic. Active faults are active in real-time and historic faults are faults that have been generated at some instance in time. Once a fault has become active, it is immediately logged as historic fault. Figure 40 shows an example of the fault page when an active fault has not been generated. If the fault is present in both the active and historic lists and the malfunction indicator lamp (MIL) will be illuminated.

Accessing the fault information is accomplished by a simple double left-click of the fault LED in the historic fault list. This produces the Historic Fault Information interface shown in Figure 41. The interface displays the diagnostic trouble code (DTC) message, identifies whether or not the fault occurred during the current key cycle, identifies if the fault caused the engine to shutdown, determines how many key cycles have occurred since the fault was last active, clears selected or all historic faults, and views snapshot data. Table 5 outlines the options displayed in the Historic Fault Information screen. Historic faults are not overwritten if the same fault becomes active, storing data from the original active fault.

Figure 41 is an example of a fault snapshot after View Fault Snapshot is selected. Data is presented in two columns, base and custom variables. Once retrieved, the FSS data may be saved to the PC in text format with an .fss extension. A FSS saved to a PC may be reviewed in any ASCII based software program.

Figure 41: Fault Snapshot

Fault Description Message Box: Customized text that references the

DTC flash code and describes the fault.

56 | P a g e

Version 1.1

Fault During Key Cycle Checkbox: Displays weather the fault occurred during the current key-on event.

Fault Caused Engine Shutdown Checkbox: Displays weather the fault

caused the engine to shut down.

Key Cycles Since Fault Active Indicator: Displays the amount of key-on events since the fault was last active.

Clear This Fault Button: Erases the selected historic fault from the

ECM.

Clear All Faults Button: Erases all historic faults from the ECM.

View Snap Shot Data Button: Retrieves a data “snap shot” from the ECM for variables defined in the base and custom snapshot variable definition list.

View Flight Data Recorder Data Button: Retrieves a 10 second data

strip chart from the ECM for variables defined in the base and custom flight data recorder definition lists.

Close Button: Exits the Historic Fault Information interface.

Figure 42: Fault Snapshot Data

The Diagnostic Tests and Faults page also contains useful tests for troubleshooting engine issues. These include individual coil and injector “kill” and “fire” tests. A kill test will kill the selected component and a fire test will

57 | P a g e

Version 1.1

excite the selected component. Additionally, the pre-startup teeth and post-startup teeth are indicated for the last known engine start event. Sync-loss events represent a failure to sync the necessary crankshaft and camshaft signals necessary to run the M-90 ECM’s sequential injection capabilities.

Spark Kill Command: Selects which coil (in firing order) to be killed.

Spark Kill Test Status: Displays spark kill test status.

Spark Kill Timeout: Input for duration of spark kill test.

Spark Fire Test Command: Selects which coil (in firing order) to be fired. Spark Firing Test Status: Displays spark fire test status. Spark Firing Test Permission: Switch for permissions of spark firing test.

Spark Firing Test Duration: Input for duration of spark kill test.

Injector Kill Command: Selects which injector (in firing order) to be killed. Injector Kill Test Status: Displays injector kill test status.

Injector Kill Timeout: Input for duration of injector kill test.

Injector Firing Test Command: Selects which injector (in firing order) to

be fired. Injector Firing Test Status: Displays injector fire test status.

Injector Firing Test Duration: Input for duration of injector fire test. Default Injector Firing Test Duration: Input for default duration of

injector fire test.

Injector Firing Test Engine Clearing: Input for number of revolutions to clear fuel from tested cylinder after injector fire test.

The engine hour meter, cumulative starts output, and speed-load histogram are located on the Diagnostic Tests and Faults page as well. The speed-load histogram is a unique feature of the M-90 ECM. This table indicates the amount of time the engine has spent at specific load and RPM conditions. The sum of the speed-load histogram should correlate to the hour meter. These are useful tools for determining the duty history of an engine.

58 | P a g e

Version 1.1

F. Engine Calibration Mast Motorsports has strived to enable users to make calibrating engines easier while increasing the accuracy of the calibration. Below is a brief description of the fundamentals of engine calibration using the Mast Motorsports M-90 ECM. The Mast Motorsports Calibrated M-90 ECM Packages and Crate Engine Packages come already tuned for most applications. However, some customers may choose to create a custom engine combination that requires additional calibration. For these situations, it is essential to use a wideband sensor to ensure accurate calibration. The Mast Motorsports NTK Wideband Sensor Kit provides lab quality Fuel/Air Ratio data for calibration purposes, excellent closed loop control over a wide range of Fuel/Air ratios, and excellent data logging capabilities. The main advantage to the Mast Motorsports Wideband Kit is that since the wideband capability is embedded in the controller, it does not require an external wideband control unit. It is essential to use the Mast Motorsports NTK Wideband Sensor Kit or some other wideband O2 sensor to ensure and accurately mapped VE (volumetric efficiency) table. By matching the Target F/A Ratio to the Actual F/A Ratio (as shown by the wideband sensor) VE can be mapped accurately under all operating conditions. For engines already calibrated, the Bosch HEGO Sensor Kit is excellent for running a stoichiometric F/A Ratio strategy, especially at moderate RPM’s and loads. Each user, engine builder, tuner, and race shop will develop their own calibration strategy. It is important to understand that utilizing partial calibrations and various MOT files can streamline the process of taking a completely uncalibrated engine and calibrating VE and Spark that can run reliably in open loop. VE (Volumetric Efficiency) The most accurate way to map VE is by utilizing the NTK Wideband O2 Kit to match the Target F/A Ratio to the Actual F/A Ratio under all operating conditions in open loop. When these two values converge and read the same (within approximately 3% of one another), VE is mapped correctly. If the M-90 ECM was purchased with the NTK wideband upgrade kit the ECM will be programmed to accommodate this sensor. If your M-90 ECM was not programmed with the NTK wideband upgrade kit, a specific MOT file containing the letters “UEGO” to enable the NTK Wideband Sensor can be supplied by Mast Motorsports. The ECM is to be reprogrammed with this MOT file. If you have already made changes to your base calibration, make sure and go to File-> Save Calibration to Disk-> Save All Cal Variables. This will ensure that your calibration changes are stored on the hard drive of your PC. Once you reprogram the ECM you will need to go to File-> Load Calibration From Disk to re-load your saved calibration.

59 | P a g e

Version 1.1

A good way to keep up with VE tables is to create partial calibrations of just the VE table and name them accordingly. This will help keep track of the changes that are made. FOR A TRULY ACCURATE VE TABLE THE CORRECT FUEL INJECTOR MODEL AND FUEL PRESSURE MUST BE UTILIZED!!! Make sure and match F/A ratios under normal engine operating conditions, especially operating temperature. Once VE is mapped the F/A ratios can be modified using the Phi table without further modification to the VE table. Spark Timing Spark timing is by far the most difficult engine parameter to map due to the tools usually needed to detect a knock condition. In most cases in the aftermarket, calibrations are either very conservative and underpowered or over aggressive and lightly (inaudibly) knock frequently without the user ever knowing. Mast Motorsports undertook a tremendous effort to supply an extremely capable wideband Knock sensor calibration that can detect light knock to heavy knock on engines with forged rotating assemblies and aggressive valve trains. In-cylinder pressure measurement was used to determine knock conditions for common engine and valvetrain combinations so that the end user can trust the integrity of the M-90 ECM’s Knock Control System. When the Knock Control System is enabled the knock retard will be displayed during engine operation. Under steady state conditions the spark table can be adjusted up to MBT or the knock limits by observing engine power output and spark retard. Timing should be such that the knock retard reads zero under all operating conditions. Mast Motorsports suggests to never turning off the Knock Control System. IF YOUR KNOCK SENSORS ARE PULLING TIMING IT MEANS THAT YOUR ENGINE IS KNOCKING AND YOU NEED TO RETARD YOUR SPARK TIMING…NOT TURN OFF THE KNOCK CONTROL SYSTEM!!! Mast Motorsports provides the user with octane learn control. This allows the user to tune separate spark tables for 87 octane and 93 octane fuels. With the octane learn enabled, the system will slowly increase the octane level between the two tables until a knock event occurs. If no knock event occurs, the M-90 ECM will know that a higher octane fuel is being used. Once octane learn has reached 100% the timing is running solely off the high octane spark table. Conversely, if the octane learn is 0% then the timing is running solely off the base octane spark table. This is the best situation for keeping hot rods, marine applications, and daily drivers running properly with various fuels. For competition vehicles that ONLY run high octane gasoline, the high octane spark table should be placed in the base spark table and the high octane spark table should not be used.