Gm e78 ecm pinout

I have tried to list all possible wires that will show up If I show a wire, and your harness does not have it, you probably don't need it anyway.

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For more info about the o2 sensor differences click here. Note: Removing all of these will result in a non-emissions friendly harness. If requirements are for 4 oxygen sensors, EVAP system, then you will not want to remove those components. I have been asked to identify the wires for electronic auto trans controls that can be removed if you are not going to use electronic automatic transmission.

Here they are, the Pin will be highlighted in RED. If removing trans, pay attention to BLUE connector pin Some harnesses are different based on type of o2 sensors you have. Some this pin goes to trans only, some harnesses, there is a splice, and this pin goes to coolant temp sensor AND transmission.

Click Here! Truck 5. Wire Color. Circuit No. PCM Ground. LT GRN. Injector 3 Control. Injector 2 Control. Not Used. LT BLU. Knock Sensor Signal Rear. Crankshaft Position Sensor Signal. Requested Torque Signal NW7. DK BLU. Transmission Fluid Pressure Switch B. Transmission Fluid Pressure Switch C. PCM Ignition Supply.

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PCM Battery Supply. Crankshaft Position Sensor Ground. Sensor Ground EGR. Engine Coolant Level Switch. TCC Brake Switch.The challenge every good tuner has—and one we constantly work to overcome when teaching our students how to tune—is the variety of changes that these ECMs have experienced over the years. This article will focus on helping you understand the differences, strengths and weaknesses of these computers, so if you want to get better educated on these computers, read on!

It models the airflow for the computer to calculate fuel. The VE values in the table represent a ratio of how full of air the cylinders are, compared to their theoretical maximum. The computer uses this information to calculate the correct amount of fuel required.

This really means that the computer takes real inputs like RPM and MAP, but then based on other inputs such as camshaft position and manifold runner position, it calculates a value. This is a much more robust system that was required when the engines evolved to include features such as variable camshaft controls.

The changes made are using the HP Tuners Virtual Volumetric Efficiency Table Editor, which makes your job much easier by graphically displaying the table as you see it, instead of as coefficients, which are much harder to work with for the typical tuner.

The first in the line was the P01, which was used through aboutwith the best models denoted as anusually pronounced, oh-four-eleven. This specifically references the P01 computers from to These modules are the more desirable versions of the preceding P01 due to a processor upgrade performed by GM. It will require the re-pinning of a few wires in the harness, but that is something done with relative ease. The next GEN 3 module to be released was the P59 control module.

Flex Fuel gives the computer the ability to determine the Ethanol content in the fuel via a sensor placed in the fuel line supplying the engine. The computer can then seamlessly change the fuel output and spark advance on the fly to instantly compensate for a change in Ethanol content. This attribute is desirable to performance enthusiasts with the increasing popularity of E85 as a race fuel alternative. The last hoorah for the GEN 3 computers is the E40 control module. E40s are strictly found in and LS-powered cars.

This makes the Pontiac GTO one of the most prime examples for this computer. With this module came a glimpse of the future and what was to come from GM as they headed towards GEN 4 computers. The E40s are essentially a hybrid, a testing ground for GM to start experimenting with features and controls that would eventually become the GEN 4 computer. There are several weird and quirky things that GM was trying out in this computer that only lasted a few years.

For example, the Mass Airflow Table was split in half. The MAF defines how much airflow is drawn into the engine by measuring the electrical resistance needed to keep a wire a specific temperature inside the air intake; this is called MAF Hertz. The computer knows that at a given Hertz value, a specific amount of air is being drawn into the engine. The E40, on the other hand, splits the table into two with the first table reading from 1, to 5, Hertz while the second table reads from 5, to 12, Hertz.

Another example is the dreaded Injector Flow Rate Limit. The injector flow rate table defines how much the injectors flow. With that information, the computer knows how long to open the injector to get a desired amount of fuel out of it. Upgrading fuel injectors to something with a higher flow rate is a must in most performance applications.

gm e78 ecm pinout

This is more than enough for almost every application. However, when the E40 was released, it introduced a flow rate table that has a limit of 64 pounds per hour. It is not hard to exceed this limit when installing aftermarket injectors for larger horsepower applications and requires some unique tune changes in order to get them to work properly. This pound-an-hour limit hung around for quite a few years until being raised to pounds per hour in roughly These computers were not phased out until E38 computers were the most common among naturally aspirated factory engines, but forced induction factory engines LSA, for example were equipped with the E67 typically, a cousin to the E The early E38s mirrored some of the bad habits from their E40 GEN 3 predecessor, but by the idle, fuel and spark controls were some of the best GM had created to date.A popular option for Sand Rails, buggies, and anything else you can set a 4cyl into, Swap offers premium Harnesses and ECMs to get the job done.

Built with only OEM connectors and TXL wire, we hand build each harness on an actual engine and test it on a dyno to assure proper fitment, function, and concept. The kits come complete with a weatherproof fuse and relay box that you can mount virtually anywhere, then, hook up the battery, key ign, and fuel pump all wires provided and your running!

ECMLink - Speed Density Setup

We can customize and build a harness to fit your project, just let us know if you have any questions. Have Questions? Call or Email us Now. Each harness we hand build comes with the following provisions built in, you can also have us customize it for you to better fit your needs-just give us a call!

Let the quality of your Harness reflect the quality of your project.

GM E78 ECM Programming Harness

Please let us know if we can help or customize anything for you! At Swap we are driven by the enthusiast and the unique projects that fill our motorsports community.

We strive to offer the best products for those projects at the best prices. We focus on the detail of every build making our products above market standard, you get more than you pay for, you get perfection……. Call or Email us Now Lead Times are Currently: weeks Choose your platform options below and let us know if we can customize anything for you!

If your choosing automatic, the auto must be one that came with your engine or cross reference to fit it. No Thank-you Yes Yours Mail it in. No Thank-you Yes Please. Standard Fusebox Large Fusebox. Standard Fuse box or Large Fusebox to incorporate entire vehicle with. No Yes. This order is subject to all Terms and Conditions found here: swapspecialties. Category: Harnesses and PCM's. Description Description Each harness we hand build comes with the following provisions built in, you can also have us customize it for you to better fit your needs-just give us a call!

Contact Swap Specialties. Follow Us. Useful Links. Our Mission. Call Us. Email Us. Scroll Up.This page describes the basic process for getting your car setup for speed density operation with ECMLink. If you need a more general speed density tutorial, then the Speed Density page may be what you're looking for. In fact, we're going to assume you already know everything off that page as we discuss items below.

So it might be a good idea to read over it even if you're already pretty familiar with SD in general. The basic process for getting a new SD system up and going is listed here. More details follow in the sections below. The first step is to connect your sensors to your ECU. The following two sections list the supported sensors. You can order them individually or you can get a bundled discount.

We also have a plug and play SD harness too. This is the only input that's compatible with the speed density logic inside the ECU. Or, more likely, you'll want to use those wires off the MAF harness under the hood since that's where the IAT sensor is actually being installed. The IAT sensor has two wires coming out of it.

The other wire should be connected to the ECU's sensor ground. This can also be pulled from the MAF connector under the hood. It is absolutely better to have one, no question about it. But if you find yourself in the situation where you simply can't get an IAT sensor installed but you need to enable speed density operation anyway, go ahead.

You wire up a pressure sensor much like you wire up any other aftermarket sensor for logging. The details of which can get complicated because there are several different inputs you can use and several different sensors.

Our Aftermarket Sensor Install page is a good starting point. That page links to several other useful pages, including this example install of a GM 3-bar sensor on the 2G MDP input. If you have our SD cable then, of course, you can just plug it straight up; no wiring or soldering required. But if you do not, then you'll have the green pigtail shown in this image.

The black wire needs to be connected to the ECU's sensor ground. The blue wire needs to be connected to the ECU's baro input.Below are the ECM Connectors for vortec 5. Should be similar for 4. Note: Removing all of these will result in a non-emissions friendly harness. If requirements are for 4 oxygen sensors, EVAP system, then you will not want to remove those components. J1 Connector or X1. Not Used. Brake Switch Signal. Open when NOT on the brakes.

gm e78 ecm pinout

Low Reference 4. Fuel Level Sensor Signal - Primary. Accessory Wakeup Serial Data. X C1. Fuel Tank Pressure Sensor Signal. X C4. X C6.

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X C2. X C3. Fuel Pump Relay Control - Primary. Fuel Pump Relay Control - Secondary. Starter Enable Relay Control. X C5. Powertrain Relay Coil Control. X A7.Sometimes you just cant get to the car to reflash the ECM. Maybe you want to run a tuning business by mail or your like me and just looking to put something where it just doesn't belong.

Like swapping a new fuel injected motor into and old hot rod. This way I can flash a tune and leave the outside work for later I added an ALDL connector and a toggle switch for the ignition. In addition to power and ground I only wired pin 2 for the serial data since I only work on older GM stuff.

I added an alternate PCM connector. Its a 5 pin header that connects to a short cable with RS pins on the opposite end. If I get a good initialization I'll connect the hp interface next. Then flash a new tune and get it ready to be installed You can do a similar thing for the other modules from your car. It's been a while I see the post time, lol. Very interested in this for a side project. Can you email me more info? You mean a ls2 doesn't belong in a s10 blazer 4x4.

Dang I wish somebody woulda told me 2 years ago. By rjkorn Korn's Tidbits Follow. More by the author:.

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The author is not responsible for anything. One of these may end up in my golf cart Did you make this project? Share it with us!

gm e78 ecm pinout

I Made It! PickyDesignz 1 year ago. Reply Upvote. Nice write up.November 11, November 10, The challenge every good tuner has - and one we constantly work to overcome when teaching our students how to tune, is the variety of changes that these ECMs have experienced over the years.

Learn Your GM ECMs

This article will focus on helping you understand the differences, strengths and weaknesses of these computers, so if you want to get better educated on these computers, read on! It models the airflow for the computer to calculate fuel. The first in the line was the P01, which was used through aboutwith the best models denoted as anusually pronounced, oh-four-eleven. This specifically references the P01 computers from to These modules are the more desirable versions of the preceding P01 due to a processor upgrade performed by GM.

The s are also much more robust than their "fragile" predecessors which are easy to damage while writing tune files to them, rendering them permanently damaged. It will require the re-pinning of a few wires in the harness, but that is something done with relative ease.

The next GEN 3 module to be released was the P59 control module. Flex Fuel gives the computer the ability to determine the Ethanol content in the fuel via a sensor placed in the fuel line supplying the engine. The computer can then seamlessly change the fuel output and spark advance on the fly to instantly compensate for a change in Ethanol content. This attribute is desirable to performance enthusiasts with the increasing popularity of E85 as a race fuel alternative.

The last hoorah for the GEN 3 computers is the E40 control module. E40s are strictly found in and LS powered cars. This makes the Pontiac GTO one of the most prime examples for this computer. With this module came a glimpse of the future and what was to come from GM as they headed towards GEN 4 computers. The E40s are essentially a hybrid, a testing ground for GM to start experimenting with features and controls that would eventually become the GEN 4 computer.

There are several weird and quirky things that GM was trying out in this computer that only lasted a few years. For example, the Mass Airflow Table was split in half.

The MAF defines how much airflow is drawn into the engine by measuring the electrical resistance needed to keep a wire a specific temperature inside the air intake; this is called MAF Hertz. The computer knows that at a given Hertz value, a specific amount of air is being drawn into the engine. The E40, on the other hand, splits the table into two with the first table reading from 1, to 5, Hertz while the second table reads from 5, to 12, Hertz.

Another example is the dreaded Injector Flow Rate Limit. The injector flow rate table defines how much the injectors flow. With that information, the computer knows how long to open the injector to get a desired amount of fuel out of it.

Upgrading fuel injectors to something with a higher flow rate is a must in most performance applications. This is more than enough for almost every application. However, when the E40 was released, it introduced a flow rate table that has a limit of 64 pounds per hour. It is not hard to exceed this limit when installing aftermarket injectors for larger horsepower applications and requires some unique tune changes in order to get them to work properly.

This pound-an-hour limit hung around for quite a few years until being raised to pounds per hour in roughly These computers were not phased out until E38 computers were the most common among naturally aspirated factory engines, but forced induction factory engines LSA, for example were equipped with the E67 typically, a cousin to the E The early E38s mirrored some of the bad habits from their E40 GEN 3 predecessor, but by the idle, fuel and spark controls were some of the best GM had created to date.


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