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Master Manual:

Mast Motorsports Installation and Operation

Manual

For use with the following parts:

Mast Motorsports: 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!!!

Master Engine Manual v2.0

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Table of Contents

Overview........................................................................................................ 4-6 Requirements for Successful Engine Installation and Operation............................ 4

a) Fuel System Requirements………………………………………………. 4

b) Gasoline Requirements…………………………………………………… 4

c) Oiling…………………………………………………………………….. 4

d) Wiring……………………………………………………………………. 5

Physical Fit of Engine .................................................................................. 6-12 Harness Installation ................................................................................................ 6

Fit and Finish of Installation………………………….………………….............. 10

Fitting Drive by Wire Foot Pedal………………………………………………… 11

Getting Your Engine Running..................................................................... 11-14 Getting System Power ............................................................................................. 11

Ignition Switch........................................................................................................ 13

Clutch/Park Lockout Switch.................................................................................... 13

Fuel Pump Wiring ................................................................................................... 13

Engine Cranking Checklist……………………………………………………….. 14

Break in Procedure................................................................................................... 14

Accessory Wiring and Setup......................................................................... 15-16 Electric Gauge Wiring…....……………….............................................................. 15

a) Tachometer Gauge Wiring………………………………………………... 15

b) Oil Pressure Gauge Wiring………………………………………………... 15

c) Engine Coolant Temperature Gauge Wiring……………………………… 15

d) Malfunction Indicator Lamp Wiring……………………………………… 16

e) Gauge Driver Calibration Procedure……………………………………… 16

CAN Accessory Wiring……................................................................................... 17

a) Mast Motorsports CAN Gauges………………………………………….. 18

b) Automatic Transmission Control Using TCI Control Unit………………. 18

Operating Instructions……………………………………………..….….. 21 Power Reduction Mode........................................................................................... 21

Service……………….................................................................................... 21-24 Replacement Parts .................................................................................................. 21

Accessory Drive Belt.............................................................................................. 21

Changing Oil .......................................................................................................... 21

Maintenance Schedule ........................................................................................... 22

Engine Maintenance Log........................................................................................ 23

Engine Storage ....................................................................................................... 24

Prep After Storage…………………………………………………………..…… 24

Troubleshooting ........................................................................................... 25-27

Appendices………………………………………………………………….. 28-31 Appendix A: Mast Motorsports Dash Harness Wiring Diagram………………... 28

Appendix B: Mast Motorsports Suggested Fuel System Plumbing Diagram…… 29

Appendix C: Mast Motorsports A/C Compressor Control Wiring Diagram……. 30


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Appendix D: Mast Motorsports CAN Gauge Fuel Sender Diagram……………. 31

Notes............................................................................................................... 32

Warranty Registration Form....................................................................... 33-35


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Overview

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

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

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

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

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

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

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

troubleshooting.

Requirements to Successful Engine Installation and Operation

Fuel System Requirements

Your Mast Motorsports engine boasts the latest in fuel injection technology. In order for your engine to

operate properly, it must have the appropriate fuel volume and pressure supplied to the fuel rail. It has been

found by Mast Motorsports that a 255 LPH (67GPH) pump is sufficient to supply most of our LS series

crate engines. The engine is required to have 58.5 psi gauge pressure to the fuel rail. For those using a Mast

Motorsports Fuel Pressure Correction Kit, the Mast Motorsports calibration software should read

approximately 73.2 psi absolute pressure. (i.e. 58.5 psi (from fuel pressure) +14.7 psi (from atmospheric

pressure) = 73.2 psi (absolute pressure) If you are not using a Mast Motorsports Fuel Pressure Correction

Kit, it is highly suggested that fuel pressure by verified by some other method. SUPPLYING IMPROPER

FUEL PRESSURE TO YOUR ENGINE CAN RESULT IN CATASTROPHIC ENGINE FAILURE!!! There are many ways to achieve 58.5 psi of fuel pressure, depending on the vehicle or chassis type. Mast

Motorsports suggests using the Fuel System Plumbing Diagram located in Appendix C as a general outline.

Mast Motorsports offers a Universal Fuel System Kit that is designed to keep your engine running at the

proper 58.5 psi of fuel pressure. This fuel system closely models the configuration shown in Appendix B.

After fuel system installation, check to ensure that the fuel system lines and components are away from

excessive heat, sharp edges, vibration.

Gasoline Requirements

WARRANTY NOTICE: Damage caused to the engine through the use of improper gasoline, low-quality or

gasoline with an octane rating below the minimum requirements listed below, is considered misuse of the

engine. Such damage is not covered by the Mast Motorsports Engines warranty.

NOTICE: Most Mast Motorsports Fuel Injected engines are calibrated to operate on 92 octane fuel and

maximum performance is obtained when using this fuel. Some applications may require a higher octane

fuel. These particular applications will be noted. If a slight pinging is heard during acceleration and the

proper octane fuel is being used, it is considered normal. If a constant, heavy knock occurs, the engine

should be evaluated by Mast Motorsports.

Oiling

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


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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

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!)

Preferred Wiring Procedure

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

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

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

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

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

Figure 1: One Pin Weather Pack Connector Apart and Assembled


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Figure 2: Three Pin Weather Pack Connector Apart and Assembled

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

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

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

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

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

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

to work well in this situation.

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

moving objects as possible.

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

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

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

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

VIBRATION!

Placing Engine in Vehicle

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

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

avoid possible damage.

Wiring Harness Installation

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

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

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

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

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

Figure 3: M-90 ECM/Wiring Harness Package


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

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

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

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

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

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

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

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

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

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

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

Figure 4: M-90 ECM

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

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

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

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

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

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

Figure 5: M-90 ECM

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

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

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


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Figure 6: MAP/IAT Harness

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

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

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

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

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

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

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

CAN LEAD TO POOR ENGINE PERFORMANCE.

Fuel Pump Wiring

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

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

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

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

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

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

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

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

reason; the fuel pump will not run continuously.


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

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

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

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

allow adaptive learn functions in the ECM.

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

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

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

control or adaptive learn functions in the ECM.


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Fit and Finish of Installation

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

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

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

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

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

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

COULD RESULT IN CATASTROPHIC ENGINE DAMAGE!!!

Figure 12: Passenger Side P-Clip Installation

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

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


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Drive-By-Wire Foot Pedal Installation

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

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

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

Getting Your Engine Running

Getting System Power

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

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

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

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

motor.

Positive Battery Power

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

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

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

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

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

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

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

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

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

Secure all cables to the starter post using starter nut.

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

Figure 15: M-90 Power Terminal Installation


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

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

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

Battery Ground

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

to the front of the engine.

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

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

Installed ground terminals are shown below in Figure 16.

Figure 16: M-90 Ground Terminal Installation

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

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

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

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

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

of troubleshooting throughout the build process.

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

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


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Ignition Switch Wiring

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

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

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

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

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

Table 1:

Mast Motorsports Ignition Power Wire Connection Chart

Clutch/Park Lockout Switch

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

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

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

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

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

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

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

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

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

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

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

are ready for safe vehicle operation.

Fuel Pump Wiring

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.

Ignition Switch Wiring Table

Ignition Switch

Post Wire Function

Mast

Motorsports

Wire Color

Mast Motorsports

Dash Harness

Cavity

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

Switched Ignition

Power

Supplies 12V to ECM and Other Connected

Subsystems PK/D-BU C6

Starter Activation

Wire Activates Starter Motor

Y-RD B7

Accessory Power

12V Output for Chassis Accessories (if

applicable) NONE NONE


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Engine Cranking Checklist

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

___ Engine Oil Added and to proper level

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

free of air.

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

___ Air Filter Installed and Secured

___ Starter Installed and Secured

___ Accessory Drive Belt Installed and Secured

___ Exhaust System Installed and Secured

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

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

___ Battery Cables connected to Battery

___ Knock Sensors torqued to 14 Ft.-Lb.

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

hood temperatures

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

Break in Procedure

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

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

your high performance engine.

PCV Systems

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

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

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

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

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

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

Fuel System and Tuning

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

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

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

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

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

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

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

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


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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.

NOTE: It must be understood that every internal combustion engine will use a certain

amount of oil during operation to act as a lubricating and cooling agent, especially during

the break-in period. Oil consumption should decrease and become stabilized after

approximately 100 hours of operation.

Accessory Wiring and Setup

Electric Gauge Wiring

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

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

separate sender to provide gauge signals.

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

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

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

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

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

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

Tachometer Gauge (Tach) Wiring

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

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

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

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

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

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

SGI-8 Universal Tachometer Interface Module or equivalent)

Oil Pressure Gauge Wiring

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

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

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

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

Engine Coolant Temperature (ECT) Gauge Wiring

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

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

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

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

your gauge.


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Malfunction Indicator Lamp (MIL) Wiring

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

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

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

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

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

Electric Gauge Calibration

Oil Pressure and Engine Coolant Temperature (ECT) Gauge Calibration

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

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

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

this manual.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

proper values highlighted in red.


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

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

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

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

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

procedure to obtain Oil Pressure Duty-cycle values.

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

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

decreasing trend.

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

accurate reading over the entire gauge range is obtained.

Controller Area Network (CAN) Accessory Wiring

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

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

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

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

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


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Mast Motorsports CAN Gauge Wiring

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

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

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

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

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

Motorsports CAN Gauges.

Mast Motorsports CAN Gauge Wiring Table

Wire Function

CAN Gauge

Wire Number

Mast Motorsports Wire

Color

Mast Motorsports Dash

Harness Cavity

12V Power Supply 1 L-BU/RD A5

Ground 2 BK C7

CAN1 High 3 L-BU/BK D1

CAN1 Low 4 L-BU/WH D2

Illumination 16 Connect to Vehicle Light Switch Power Source

Ignition 17 PK/D-BU C6

Roadspeed Input 1 19 Connect to Vehicle Speed Sensor Signal

Roadspeed Ground 26 Connect to Vehicle Speed Sensor Ground

Table 2: Mast Motorsports CAN Gauge Wire Connection Chart

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

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

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

Figure 17: Mast Motorsports CAN Gauges

Automatic Transmission Control Using a TCI Control Unit

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

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

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

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

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

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

transmissions with a simple two wire hookup.

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


19

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

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

installation.

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

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

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

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

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

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

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

Section 1.0

Powering the TCU

TCU 12V Ignition Source

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

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

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

Harness Diagram)

TCU Ground

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

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

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


20

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

Harness Diagram)

TCU CAN Signals

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

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

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

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

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

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

TCU harness as shown in Table 3 below.

CAN1 High

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

(See Appendix A for Dash Harness Diagram)

CAN1 Low

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

(See Appendix A for Dash Harness Diagram)

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

Wire Function/

Purpose

TCI Wire

Color

Mast Motorsports Wire

Color

Mast Motorsports Dash

Harness Pin

12V IGN POWER PINK PK/D-BU C6

GROUND BLACK BK B6 OR C7

CAN1 HIGH YELLOW L-BU/BK D1

CAN1 LOW GREEN L-BU/WH D2

Table 3:

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

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

hookups per TCI instruction manual.


21

Operating Instructions

Power Reduction Mode

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

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

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

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

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

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

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

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

speed operation until the problem is corrected.

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

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

Service

Replacement Parts

Use of replacement parts (i.e. automotive, aftermarket, etc.) in the electrical, ignition and fuel systems,

which are not Mast Motorsports approved, could cause a fire or explosion hazard and should be avoided.

Always use Mast Motorsports approved replacement parts in any repairs or maintenance being performed

on your engine(s).

Accessory Drive Belt

Inspect the drive belt for excessive wear, shredding or missing sections. Inspect the drive belt for contamination from excessive dirt, oil, coolant or other substances that may affect the drive belt operation. If a problem is found, replace the belt after inspecting the following items:

• All pulleys and tensioners for signs of Misalignment • All pulleys and tensioners for signs of rust or other damage • Bent pulleys or tight bearings in the engine water circulation pump, and alternator

Changing Oil

Refer to the MAINTENANCE SCHEDULE for oil change intervals. The engine oil should be changed

prior to placing the engine into storage. IMPORTANT: Change the engine oil when the engine is warm

from operation. Warm oil flows more freely, and allows more foreign material and impurities to be

removed.

1. With the engine at normal operating temperature, place oil drain pan beneath drain plug on oil

pan. Remove drain plug and let oil drain completely.

2. Remove the oil filter by turning it counterclockwise, using an oil filter wrench if necessary.

Discard the old filter and sealing ring.


22

3. Coat the sealing ring, on the new filter, with a light coating of clean engine oil. Install the oil

filter securely by hand. DO NOT overtighten.

4. Fill the engine with the recommended oil, see OIL REQUIREMENTS, through the oil fill

location on the valve cover.

Maintenance Schedule

Location & Service

Check

Daily

After 1st

25 Hrs of

Operation

Every 50

Hours of

Operation

Every 100

Hours of

Operation

Once

Each Year

Check coolant level X

Check oil level – Engine Crankcase X

Engine Assembly (Complete-Check for

obvious leaks, water, oil, fuel and exhaust)

X

Throttle and Steering System-Check for

proper operation

X

Cooling system-Check condition and

tightness of all hose clamps

X

X

X

Exhaust System-Check for leaks at

manifold

X

Ignition system and Spark plugs-Clean and

inspect condition

X

X

X

Engine Assembly (complete)-Check for

loose, missing or damaged parts

(especially engine mounts, starter and

alternator mounting fasteners.

X

X

X

Change engine oil and filter X X X

Engine Alignment-Check and adjust if

necessary

X

X

Battery – Check electrolyte level and

specific gravity. Inspect case for damage.

Check cables and connections.

X

X

X

Electrical System (complete)-Check for

loose or dirty connections and damaged

wiring.

X

X

Hoses(all)-Inspect for cracks, swelling,

weather checking or other signs of

deterioration

X

X

Fuel Filters-Service or replace X X X


23

Engine Maintenance Log

Date Maintenance/Repair Operating

Hours


24

Engine Storage

1. Fill the fuel tanks with gasoline (that does not contain alcohol) and add a sufficient amount of

gasoline stabilizer, such as STA-BIL™ fuel stabilizer, to prevent the formation of fuel gum and

varnish. Follow the instructions on the container.

IMPORTANT: If the engine is to be placed into storage

with fuel containing alcohol in the fuel tanks, the engine

fuel system must be run dry at idle RPM. Fuel tanks

should be drained completely and fuel conditioner, such

as STA-BIL™, added to any fuel remaining in the tanks.

2. Run the engine and allow it to reach normal operating temperature. Shut down the engine and

change the oil and oil filter (See ENGINE MAINTENANCE).

3. Operate the engine at a fast idle speed (1000-1500 RPM). Use an aerosol-type fogging solution

and spray sufficient amount, into the throttle body assembly bores, to treat internal surfaces of the

engine. Refer to the instructions on the fogging solution canister. Turn the ignition switch to the

OFF position.

4. Cover the throttle body assembly, to prevent the possibility of the water and debris entering the

engine through the throttle body assembly, during storage.

5. Close the fuel shut-off valve (if equipped).

Engine Prep after Storage

When re-commissioning the engine after storage, the following items should be checked:

• Check all the cooling system hoses. Be sure they are properly connected and all the hose clamps

are tight.

• Install the fully charged battery. Be sure that all the connections are clean and free from

corrosion. Coat the battery terminal connections with an anti-corrosion battery terminal spray.

• Refer to the OPERATING INSTRUCTIONS (PG 23) section and perform all the safety checks

before starting the engine.

• Start the engine and closely observe the instrument panel. Allow the engine to reach normal

operating temperature. Inspect the engine carefully for fuel, exhaust, oil and coolant leaks.

• Check the steering and throttle controls for proper operation.


25

Troubleshooting

Malfunction Possible Cause Corrective Action

Engine will not crank

with the start motor, or

cranks slowly.

Note: Battery voltage

must be AT or ABOVE

10 volts while the

engine is cranking.

Transmission not in

Neutral position

Blown ignition fuse

Loose and/or dirty

wiring connections

Dead battery

Position transmission in

Neutral position

Replace the fuse

Check battery cables

and starter circuit

wiring. Clean and

tighten all connections.

Repair or replace the

damaged wiring.

Recharge, test and

replace as necessary.

Engine Cranks – will

not start or is hard

starting.

No fuel – empty fuel

tank

No fuel to the injectors

Engine flooded

Ignition system

malfunction

Contaminated fuel

Check the fuel tank

level – fill tank. Open

fuel shut-off valve.

Plugged fuel filter

Plugged or kinked fuel

lines or plugged fuel

tank vent.

Faulty fuel pump-check

fuel pump wiring.

Open the throttle 100%

and crank the engine.

When the engine starts,

immediately return

throttle to idle.

Contact Mast

Motorsports

Check for water and

other contamination.


26


Engine Overheats

Loose or worn drive

belt(s)

Collapsed, kinked or

leaking hoses

Faulty thermostat

Faulty temperature

sending unit or gauge

Coolant level low

Adjust or replace belts

as necessary

Replace Hoses

Replace thermostat

Test and replace as

necessary.

Check cooling system

for leaks. Refill the

system.

Engine oil pressure low

Faulty oil pressure

sending unit or gauge

Oil level low

Crankcase overfilled

causing oil aeration

Diluted or improper

grade/viscosity of oil

Test and replace as

necessary.

Add specified oil. Check

engine for leaks.

Remove the required

amount of oil.

Determine the cause of

overfilled condition

(Improper filling,etc.).

Change the oil and

filter. Determine the

cause of dilution.

(Insufficient engine

temperature, excessive

idling, etc.)


27


Engine misses, runs

rough and/or backfires

Ignition System

Malfunction

Plugged fuel filters

Faulty Fuel Pump

Plugged or kinked fuel

lines or fuel tank vent

Contact Mast

Motorsports

Replace the fuel filters

Replace fuel pump

Repair or replace the

fuel lines


28

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

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

“Installation Guides”.

Appendix A: Mast Motorsports Dash Harness Wiring Diagram

http://www.mastmotorsports.com/


29

Appendix B: Mast Motorsports Suggested Fuel System Plumbing Diagram


30

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


31

Appendix D: Mast Motorsports CAN Gauge Fuel Sender Wiring Diagram


32

Notes


33

330 NW Stallings

Nacogdoches, TX 75964

WARRANTY STATEMENT, POLICY, AND PROCEDURES

Customer Name:______________________

Date:________________________________

Engine Combination:___________________

Engine Serial Number:__________________

ECM Serial Number:___________________

Congratulations on your purchase of Mast Motorsports Turnkey Crate Engine. The industries finest

fuel injected high performance Hot Rod and Muscle Car engine.

The following Terms and Conditions of Sale protect the purchaser/owner from defects in materials and

workmanship. It is important that the purchaser/owner provide their Engine with a favorable break-in, and

good maintenance in order to get the very best performance from this engine.

MAST MOTORSPORTS, LLC CONSUMER TERMS AND CONDITIONS OF SALE

GOVERNING PROVISIONS All sales of Hot Rod and Muscle Car Turnkey Crate engines, and engine parts ("Engines") by Mast

Motorsports, LLC ("MMS") to distributors, or consumers are made subject to these MMS Consumer Terms

and Conditions of Sale. No additional or different terms shall apply. If you do not agree to all of these

Terms and Conditions of Sale, do not place an order of any Mast Motorsports manufactured Engines.

You’re placing of an order for Engines from MMS, a MMS distributor, or any entity that sells MMS

Engines will confirm that you agree to be bound by all of these MMS Consumer Terms and Conditions of

Sale.

LIMITED WARRANTY MMS warrants to the original consumer purchaser of each Engine for a period of 18 months for Mast

Turnkey engines and 12 months for Mast Complete engines from the date you purchased the Engine that

the Engine will be free from defects in materials and workmanship. A turnkey engine is an engine that

includes Mast ECM and usually has a part number with a prefix of 111. A complete engine is an engine

that does not include a Mast ECM and usually has a part number with a prefix of 117. Mast does not

warranty any engine that could be considered a long or short block. THE LIMITED WARRANTY ONLY

APPLIES TO ENGINES INSTALLED FOR THE PURPOSE OF RE-POWERING ON HIGHWAY

CARS, TRUCKS, MUSCLE CARS, OR HOT RODS FOR TRANSPORTATION USE. The limited

warranty is not an unconditional warranty against all hazards or failures. This limited warranty shall not

apply to defects or conditions caused by misuse, abuse, misapplication, mis-installation, modification, or

accident after you received the Engine. The limited warranty shall also not apply to any Engine that has

been installed in any application that is used or could be used for competition purposes. This includes but

is not limited to, Off-Road, Sand Car, Boat, Air Boat, Road Race Car, Pro Touring Car, and Drag Car. The

limited warranty shall not cover damages resulting from lack or lubrication or improper oil and/or lube,

overheating, oil starvation or pressure loss, engine over speed, excessive oil temperature, contamination

from element, environment, or auxiliary components, failures due to extreme weather conditions,

detonation or pre-ignition, including but not limited to melted or broken pistons, broken or scored rings,

damaged cylinder heads or gaskets, scoring on cylinder walls or piston heads. MMS’s entire liability and

your exclusive remedy under this limited warranty in the event of a breach during the warranty period will

be for MMS to either repair or replace (at MMS’s option and expense) the defective Engine, provided you

return the defective Engine to MMS at your expense. To make a claim under this limited warranty, please


34

contact MMS directly for a warranty claim form. Prior Authorization is required from MMS before

warranty work is begun. You must then return the alleged defective Engine via insured freight carrier.

MMS will process your return and, if there has been no violation of the warranty and the claim was made

within the warranty period, send your repaired or replacement Engine to you at MMS’s expense. THE

LIMITED WARRANTY SET FORTH ABOVE IS IN LIEU OF ALL OTHER EXPRESS

WARRANTIES. IN NO EVENT SHALL ANY IMPLIED WARRANTIES, INCLUDING BUT NOT

LIMITED TO ANY IMPLIED WARRANTIES OF MERCHANTABILITY, FITNESS FOR A

PARTICULAR PURPOSE OR NON-INFRINGEMENT, EXTEND BEYOND THE DURATION OF

THIS EXPRESS LIMITED WARRANTY. NO ORAL STATEMENTS BY ANY PERSON,

DISTRIBUTOR OR SALESMAN MAY MODIFY OR CHANGE THIS LIMITED WARRANTY. NO

TERM OF ANY PURCHASE ORDER OR OTHER FORM FROM THE PURCHASER OR

DISTRIBUTOR/SELLER SHALL MODIFY OR CHANGE THIS LIMITED WARRANTY.

Some states do not allow limitations on how long an implied warranty lasts, so the above

limitation may not apply to you. This warranty gives you specific legal rights, and you may also have other

rights which vary from state to state.

OWNER OBLIGATIONS AND PROCEDURES

Upon initial startup, ultimate purchaser/owner shall assure that a qualified mechanic inspects your engine,

which inspection should include, but is not limited to a change of oil and oil filter after the first (25) hours.

Carefully monitor coolant and oil levels for the first 100 hours as oil consumption may be higher during

this period. The owner and/or operator is responsible for checking and maintaining ALL fluid levels before

and during operation, for regularly monitoring gauges during operation. Change engine oil every 3,000

miles, 100 hours, or 6 months whatever comes first. Maintain a documented maintenance schedule

including the outfit

performing the services, corresponding receipts, and dates. Use only Valvoline Racing SAE 20W-50

Motor Oil. Allow the engines coolant and oil to come up operating temperatures before the engine is

placed in a high load or high RPM operating condition. DO NOT OPERATE MOTOR VEHICLE WITH

ABNORMAL OIL PRESSURE OR WATER TEMPERATURE. MMS recommends against the used of

full synthetic oils or non-detergent oils, the used of which by the purchaser shall void this Limited

Warranty. Due to the manufacturing techniques, the quality products used in MMS Engines, and the initial

break in performed at MMS, very few special requirements apply to break-in. After initial startup avoid

excessive RPM and vary engine RPM range for the first 5 hours of running time. High engine RPM

operation may damage your new engine through friction and high temperatures. Also avoid long periods of

idling. All motor vehicles should be equipped with gauges or lights to indicate engine temperature and oil

pressure. Mast Motorsports recommends using 91-93 Premium octane fuel only, however, in the event that

no 91-93 octane fuel is available, a minimum of 87 octane rated fuel is required for all Mast Motorsports

non hand built engines. However premium 91-93 octane fuel is required for all Mast Motorsports hand

built and blueprinted engines. NO EXCEPTIONS!!!

I hereby agree to accept the responsibility of operating and maintaining my Mast Motorsports engine

to the specifications and procedures stated above. __________(Initials)

IMPORTANT NOTICE - EMISSIONS AND OTHER REQUIREMENTS Federal, state or provincial laws, rules and regulations in the U.S., Canada or elsewhere may prohibit the

removal or modification of components that were installed on motor vehicles or engines by the original

equipment manufacturer in order to meet emissions requirements or to comply with safety regulations

applicable to engines or vehicles manufactured for use on public roads. Removal of such components and

installation of MMS Products may be illegal and considered to be emissions-related tampering under

applicable laws, rules and regulations.

IMPORTANT NOTICE - EFFECT ON OTHER WARRANTIES

Installation of MMS’s Products (or similar products from other manufacturers) on a motor vehicle may

void, reduce or otherwise adversely affect any warranties given by the manufacturer or seller of the vehicle,

engine or other component parts. MMS shall not be liable for any such adverse effect on such other

manufacturers' or sellers' warranties.


35

LIMITATION OF LIABILITY

IN NO EVENT WILL MMS BE LIABLE TO YOU FOR ANY INCIDENTAL, INDIRECT OR

CONSEQUENTIAL DAMAGES, INCLUDING BUT NOT LIMITED TO ANY DAMAGE TO YOUR

MOTOR VEHICLE, OR ENGINE OR ANY FINES OR PENALTIES, ARISING FROM OR OUT OF

THE INSTALLATION OR USE OF AN MMS PRODUCT, EVEN IF MMS HAS BEEN ADVISED OF

THE POSSIBILITY OF SUCH DAMAGES. IN NO EVENT WILL MMS’s LIABILITY FOR ANY

CLAIM, WHETHER IN CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY)

OR UNDER ANY OTHER THEORY OF LIABILITY, EXCEED THE AMOUNT PAID BY YOU FOR

THE PRODUCT. Some states do not allow the exclusion or limitation of incidental or consequential

damages, so the above limitation or exclusion may not apply to you.

RECEIVING

Please inspect the Products immediately after receiving your order. Any damages or evidence of tampering

on the outer packaging must be noted on the delivery receipt of the driver. ANY DAMAGES MUST BE

REPORTED TO MMS WITHIN 48 HOURS of your receiving the item -- no exceptions. Incorrect

shipments must be reported within 5 BUSINESS DAYS of receiving the Engine(s), as described in the

Incorrect Products Section below -- no exceptions.

RETURNING A PRODUCT

MMS does not accept any returns for any Engine. All Product sales are final after receipt of payment.

GOVERNING LAW

These MMS Consumer Terms and Conditions of Sale, and all sales of Products by MMS to consumers,

shall be governed by the laws of the State of Texas.

The customer will not be entitled to any special or consequential damages, including, but not limited to,

freight charges to and from our facility, trip expense, legal expense, or lost time as a result of the engine

failure.

I hereby agree that any litigation which may be deemed necessary on behalf of either party involved

must and will be filed in Nacogdoches, Nacogdoches County, Texas. __________(Initials)

THIS IS A LIMITED WARRANTY. MAST MOTORSPORTS MAKES NO WARRANTIES,

EXPRESSED OR IMPLED, OTHER THAN WHAT IS STATED ABOVE. STATEMENT MUST BE

SIGNED, DATED, AND RETURNED TO MAST MOTORSPORTS TO VALIDATE THIS

WARRANTY.

I, ____________________________, have read the above warranty statement. I understand and accept the

terms and conditions of this warranty statement.

Signature___________________________________ Date:_____________________________

Start Date:_____________________________________

End Date:__________________________

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