Once the wiring harness has been installed, the next step is to connect your computer to the ECU.  This process is detailed in the communication setup portion of this manual.  (Please refer to the Frequently Asked Questions section on RS-232 communication if you are unable to make your computer communicate with the ECU.)

Install the communication cable between the 'C-COM' connector on your wiring harness and a 9-pin serial port on your computer.  Some PCs manufactured today do not have a serial port.  They have what is called a USB port.  While the FAST ECU cannot be connected directly to the USB port, there are serial port to USB port adapters available that will allow programming of the ECU through the USB port.  An adapter is available from FAST; the part number is 30-7044.

From the factory, the ECU comes loaded with a calibration file that should be sufficient to get most engines started.  However, before attempting to start your car, there are a few parameters that must be set.  These include:

• Crankshaft reference angle.  This is set in the global setup parameters screen, which can be reached by pressing the F5 key or through the pulldown menus by selecting View/System Configuration.  Refer to the "Ignition Setup' section below for information on where to set your crankshaft reference angle.

• Engine firing order.  This can be accessed through the pulldown menus by selecting View/System Configuration.

• Engine displacement, MAP sensor type, number of cylinders, and injector flow rate.  These can be accessed through the pulldown menus by selecting View/System Configuration/Fuel Calc Parameters.

While the computer is connected and online, press the F9 key to display the main dashboard.  You should be able to read the following dashboard parameters with the engine not running and the ignition on:  

• The TPS reading at an idle should be relatively low, and should increase as you open the throttle.  If it doesn't go all the way from 0 to 100, that's OK.

• The MAP sensor should read approximately 100 kPa. 

• The air and coolant temperature sensors should read the approximate outside temperature, assuming the engine hasn't been run for some time.

• Battery voltage should be approximately 12 volts.

• An RPM signal should be present when cranking the vehicle.

In order for the ECU to properly control ignition timing, the crankshaft reference angle, as well as the actual ignition timing on the motor itself, must be set to the proper value.  This value should be the same for both; this serves as a reference point the ECU will use for controlling ignition timing.  Different types of ignition systems use different reference angles.

If you are using a magnetic pickup distributor or crank trigger ignition, set the crankshaft reference angle to 50 degrees.  Roll the motor over to 50 degrees BTDC on cylinder #1.

With this type of ignition setup, the ECU requires a 10 degree margin between the reference angle and the highest amount of advance you will run; this means that with a 50 degree reference angle, you can run up to 40 degrees of timing.  If you want to run more than 40 degrees of timing, you need to set the reference angle higher than 50.

If you are using the pickup in your distributor:
With the motor still at 50 BTDC, remove the cap and rotor and center one of the reluctor tabs with the magnetic pickup in the distributor.  If you have a phasable rotor, roll the motor to wherever you plan to run your ignition timing at the RPM where your engine produces the most torque (30 degrees, as an example).  Adjust the rotor position (WITHOUT rotating the distributor housing) until the rotor tip is directly lined up with the #1 spark plug terminal.  If you do not have a phasable rotor, you may need to reposition the reluctor wheel on the distributor shaft so that your rotor phase can be optimized without changing the 50 degree crank reference angle.

This ignition system typically uses a six degree crank reference angle.  Disconnect the bypass wire (pin C on HEI distributors with the coil in the cap, pin B on distributors with external coil) and crank the engine.  Adjust the distributor until spark advance is measured at 6 degrees with a timing light during cranking.

This ignition system uses a fixed crank reference angle of 10 degrees.  No calibration or modification of any ignition components is necessary.  However, small adjustments (1-2 degrees) may be necessary to get an exact match between programmed timing values and measured timing values.

This ignition system uses a fixed crank reference angle of 6 degrees.  No calibration or modification of any ignition components is necessary.  However, small adjustments (1-2 degrees) may be necessary to get an exact match between programmed timing values and measured timing values.

The correct crankshaft reference angle for FAST EFI systems with the Northstar DIS system may vary.  To determine the proper reference angle for your system, disconnect the bypass wire (Pin C4-D on the coil pack/module assembly) and crank the engine.  Observe the ignition timing during cranking with a timing light.  The observed timing value should be used as your crank reference angle.

This ignition system typically uses a 10 degree crank reference angle.  Disconnect the SPOUT wire and crank the engine.  Adjust the distributor until spark advance is measured at 10 degrees with a timing light.

This ignition system uses a fixed crank reference angle of 10 degrees.  No calibration or modification of any ignition components is necessary.  However, small adjustments (1-2 degrees) may be necessary to get an exact match between programmed timing values and measured timing values.