I’m actively wiring up an EMU Pro 8 and GDI Driver on our 65 Chevelle/LT1 project. Nothing fancy on it, all stock direct from GM.
I last asked about this in late June, and I’m wondering if there’s a base calibration or wiring information available now.
Many thanks!
Hi,
We have a Camaro running fully on EMU PRO. We are finishing an adapter and base map for the whole car.
Please write to tech@ecumaster.com
They will help you with the engine map and technical details.
We will officially publish the adapter information and the EMU PRO project file for the car, but it still needs some polishing.
I wrote to tech, but they tell me they can’t help until the official release date of the adapter. 
That’s probably because we don’t want to share all the measurements we’ve done for the pump and injectors.
We decided that when you select injectors measured by us, you won’t be able to see the actual calibration values. And for that, we need to make an update to EMU PRO. It’s a lot of work to measure everything precisely, and we don’t want to provide that data to everyone for free.
Do you need specific information that is blocking your work or something like that? Perhaps we can assist you with some information if you could specify what you would like to know at this time.
I’m currently struggling with how to wire the LT1 VVT. I know the four wires are called:
I think I need to use one of the half bridges, but I’m unsure exactly how to connect it up or how to calibrate the resulting PWM connection, if that’s what’s needed.
Many thanks!
Another question: how should I wire the coil reference wires (from pin 3 of the coils)? I collected the four on each bank into a single wire to the ECU. Does that go to digital ground? The coils themselves are grounded (pin 4 on the coil) to the cylinder heads.
GM calls these wires “Ignition Control Low Reference Bank x”.
Raising this back up: I’m still looking for a solution for wiring the VVT on the LT1, and I’m unsure of where to ground the Ignition Control Low Reference wires. Do they go to Digital or Analog ground? Many thanks!
Hi,
I forgot to get back to you. Thanks for the remainder.
The connector you are referring to is not VVT-specific.
It’s a general-purpose connector.
This is oil pressure control for the whole engine.
By default, the engine is running with normal oil pressure.
Grounding this signal switches to low oil pressure.
This is one of the VVT solenoid connections.
We control that through an H-bridge with a high-side level.
This is the second connection to the VVT solenoid.
In the OEM setup, it also goes to the ECU.
We connected it directly to the power ground.
This is the general ignition power that is routed around the engine.
Signal ground reference goes to the power ground in the ECU.
Awesome! Thank you. I’m literally wiring putting those pins in place today.
Followup Q: you wrote “goes to power ground in the ECU”. I am just now noticing that EMU_A has 3 power ground connections. Each of the other two connectors (B & C) have only 1. Are you saying to use 2 of the 3 power ground connections on the A connectors, one per bank, as inputs to the ECU for these coil references? Or, should I connect all the power ground wires including the coil reference wires to any suitable ground? Sorry if I’m pedantic… but I know how important these details can be!! Thanks!!
I am a little confused by your wording, so let’s go back to the fundamentals.
You have to make two current loops.
The control current flows from the EMU ignition output to the coil and must return to the EMU.
The same applies to the spark current, which flows from the ignition coil through the spark plug to the cylinder head and then returns to the coils.
The smaller the current loop, the better.
Ideally, the current should return along the same physical route it took to reach the load.
I am adding a quick schematic to visualize what I am saying.
Orange is the control current.
Blue is the spark current.
Thanks. I follow that, but I’m asking about where the pin3 coil wires actually connect. I was wondering if there were 3 power ground pins in connector A to accommodate something more like this:
Every power ground from the ECU must be connected to the main ground point.
Otherwise, you are limiting the current carrying capacity of the ECU.
Additionally, the coil signal ground must also be connected directly to the ECU connector.
That means you have to splice the ground connection at the ECU.
Like in my drawing.
Ok, thanks. I’ll wire it like that. I appreciate the help.
