I just installed a four-injector embedded lockers ECM into my 1993 Fleetwood. I have a 383 Vortec in the car so I think this ECM setup should be pretty good for my needs.

I crossreferenced all of the pins several times, changed the pins around in the connectors as required, verified the grounds, switched power, and the battery leads. I also made sure I had the fuel pump relay wires correctly by closing the circuit at the connector.

I've not started the engine yet, or tried. I'm so used to there being a two second fuel pump prime when I put the key to 'ignition hot' that I'm not sure what to make of this silence. The fuel pump does not prime with the ignition hot and the engine not turning.

Also - nothing coming through the serial data running directly from the ECM. Not even a malfunction indicator.

It might be that the engine needs to be turning for anything to work. I'm just so used to the Cadillac's old ECM doing things or the newer functionality of my LS1's PCM, so I might just be concerning myself over nothing.

So here's the short question after I made you read all of that: how do I know if the EBL is connected correctly and ready to run? Do I just wing it and hope?

Bob has been extremely helpful by email, so I figured I'd try and give him a break. Please advise if you can!

 

Any ecm, once powered up (as in ignition key in on/run position), should be able to communicate. If you aren't getting anything, you likely have a wiring problem.

 

Should the Embedded Lockers prime my fuel pump? That alone is telling about the condition of the ECM, or the tune it is holding. The wiring for the power, grounds, and fuel system is all 100% absolutely correct. The wiring for the serial data is the same. I am very confident in the remainder of the wiring but did not check all of the others with the multimeter. I've installed several GM ECM's before and I've always used the fuel pump as the initial check of functionality. I know this one has been modified so I don't know what to make of it.

There is a possiblity that I have my laptop's COM port incorrect for reading the serial data input stream, but that seems an off-chance. I'm using COM1 for the RS232/RJ11 adapter setup included in the kit. This is the only one that doesn't throw me an error message. However, I'm not getting anything.

I'm using an Ostrich for holding the tune. I do know that the Ostrich works, I ran my previous ECM on it. Could there be some issues here I might be able to check?

So you're saying I should absolutely have serial data communication, thats good to know

 

Using the EBL my car primes as it did when ran by the stock ecm. It primes and then shuts off after a couple of seconds if no oil pressure is read as in if not trying to crank. As far as the data you should be able to get the WUD to read just by connecting and turning the key to the on position and not even cranking. HTH

 

Thanks for the relplies, they have been helpful.

Bob has emailed me some other things to look for, throttle position sensor should work and all, fuel pump should prime, SES/CEL indicators should blink on dash, etc. None of that is happening, which limits the possibilities a good deal.

I'm going to have to run on the assumption that the logic is just not getting there and the ECM is just acting like an electronic paperweight. Either I messed up loading the Ostrich, which I suppose is possible but highly unlikely. The other would be that the Ostrich came loose or something ridiculous like that

I'll check tonight when I am able to work on the car again.

 

If you are not getting anything from the WUD, then you ough to have to have an issue with GND, BATT or IGN. The WUD is completely divorced from the the ECM from an Osterich / EPROM perspective.

 

I have verified the grounds, battery +, and ignition a third time now. All measured at the prescribed connector pins from the EBL documentation (then I confirmed those pins against an email from Bob), and all with a multimeter. I truly believe they are fine and placed correctly in the connectors.

Just curious - what kind of EBL functionality can I read through the serial data connection that is divored from the PROM? Perhaps I can check for those functions specifically?

Thanks.

 

I connected the laptop to the ECM. Still nothing.

But I really an getting nothing. The PROM Id, the number of cylinders, all that is at the default zero values.

How do I know whether or not I have a dead ECM on my hands?

 

You could send it back to Bob and have him check it out.

 

Bob checks out each unit before he ships, which I was happy to hear about.

He spent over an hour on the phone with me tonight, and we found a faulty ignition circuit is likely causing the issues. This would be the problems caused when the previous owner had TWO alarms installed by Best Buy.

We'll see if that's going to fix it.

 

Yes, he mentions that on his website. Since you indicated that you triple-checked the wiring, I was simply suggesting the possibility that it may have been damaged during shipping. Having just received mine, I see that Bob does an excellent job packaging the hardware.

 

I got it to wake up today - the female connector terminals seem to be fitting too loosely on the male pins on the ECM. Err something... When I put the multistrand jumper wires into the battery positive and the ignition switched, the fuel pump primed for two seconds, the "Pass Key" error bulb lit up, and unfortunately I couldn't see the SES blink he was telling me about (a single flash to confirm the PROM is being read) but I'll have a helper with me later for that.

The only significant issue other than requiring the jumper for a solid connection is that I'm floating 10V on the 5V reference as well, which creeps me out. It's not working 100% yet and I hope it's something simple.

I'll keep playing with it. The ECM is alive, though. I'm very impressed with Bob's service through this. Apparently not many people use this ECM on the Cadillacs, but the ECM appears to be just as easy to swap into place as my '8625 was.

 

How are you measuring the 5V reference (I assume this to be the sensor reference voltage)? It has it's own ground circuit that you must make your voltage measurement with reference too.

 

I observed that the connector at the throttle position sensor has three wires, including one gray 5V reference and one black ground wire. I was just measuring between those two, is that correct to do? That is where I was seeing 10V.

 

Yes. Between the gray and black wires on the TPS connector is the right way to measure the 5V reference.