Holden/Buick V6 Ecotec
The GM/Holden/Buick ECOTEC V6 engine
Haltech ECU Options
ECU Model | Plug In Available | OEM Functions Not Supported | Suitable Installation Type | Support Sequential and/or Direct Fire Ignition | Auto Transmission Control |
Platinum Sport GM | Yes (VN-VP Only) | Not suitable for VR-onwards | Plug In | No | VN-VP |
Elite 550 | No | Idle Control, A/C, and Serial body control | Piggyback | No | No |
Elite 750 | No | Idle Control and and Serial body control | Piggyback | Yes | No |
Elite 950 | No | Idle Control,Sequential Fuel and Serial body control on VR-onwards | Piggyback | No | No |
Elite 1000 | No | Sequential Fuel and Serial body control on VR-onwards | Standalone | No | Yes |
Elite 1500 | No | Sequential Fuel and Serial body control on VR-onwards | Standalone | No | Yes |
Elite 2000 | No | Serial body control on VR-onwards | Standalone | Yes | Yes |
Elite 2500 | No | Serial body control on VR-onwards | Standalone | Yes | Yes |
Recommended ECU Models
VN-VP
The Platinum Sport GM is the easy option here as these older generation motors do not have technology present that required a more capable ECU.
VR-Onwards
Elite 2000 or 2500 are the recommended ECU models to use for full engine control. They both allow sequential control of the fuel, direct fire ignition should the owner want to remove the DFI module, and they support the stepper motor idle control system.
An Elite 750 can be used if the installation is piggyback with the OEM ECU, where the fuel and ignition control can be taken over by the Elite 750 and all other functions left to the OEM ECU.
General Information
Australian Market
For more common configuration in which to find these engines is in the Holden Commodore VN through to VX.
Cylinders | V6 90 deg |
Displacement | 3791cc |
Firing Order | 1,6,5,4,3,2 |
Cylinder Orientation (from drivers seat) | Left Bank 1,3,5 Right Bank 2,4,6 |
Differences
VN-VP
These models use a MAP sensor for engine load. They do not have a MAF or Cam Position Sensor. They use only 2x injector outputs fired together with a Delco OEM ECU.
These models are compatible with the Haltech Platinum Sport GM plug in ECU. https://www.haltech.com/product/ht-051100-platinum-sport-plug-in-gm/
VR-Onwards
These models use a MAF sensor for engine load. They have a cam position sensor and use Sequential Injection with a Delphi OEM ECU.
Sensor Information
Crank Sensor
The sensor unit itself contains two sensors, one for the 18x and one for the 3x crank trigger
Haltech does not currently use both crank sensors at the same time. The installer need to select either the 18x (preferred) or the 3x at the time of installation.
| Pin | Description |
A | 3x |
B | 18x |
C | Signal Ground |
D | 12V+ |
Cam Sensor
Hall Effect type
Not found on early VN-VP models
Pin | Description |
A | Signal |
B | Signal Ground |
C | 12V+ |
Ignition (DFI Module)
Pin | Haltech Connection |
A | Ignition Output 1 |
B | DPO1 - 5V Pullup High State |
C | N/C |
D | Trigger + |
E | To Tacho |
F | Home + |
G | N/C (To Crank Sensor 18x) |
H | N/C (To Crank Sensor 3x) |
J | N/C (To Cam Sensor 1x) |
K | N/C |
L | Trigger Signal Ground |
M | To Crank and Cam Sensor Ground |
N | To Crank and Cam Sensor Power |
P | 12V+ Power Source |
Throttle Position Sensor
Pin | Description |
A | 5V+ |
B | Signal Ground |
C | Signal |
MAP Sensor
The vehicle comes with a 1-Bar MAP sensor, meaning it reads only atmospheric pressure and not any boost pressure.
Pin | Description | Haltech Connection |
A | Signal Ground | Signal Ground (Black/White) |
B | Signal | Spare AVI (AVI-9 Yellow) |
C | 5V+ | 5V+ (Orange) |
Calibration: Use "MAP - GM 1 Bar.cal"
Idle Valve
This engine uses a 4-wire Stepper Motor idle contol system.
Pin | Haltech Connection |
A | Stepper 4 |
B | Stepper 3 |
C | Stepper 2 |
D | Stepper 1 |
See base maps for configuration information
Coolant Temperature Sensor
Uses common EV1 connector
Wiring is not polarity sensitive
Calibration: Use "Temperature - Holden VP V8 Coolant Sensor.cal"
Created for Haltech ECUs using a 1k pullup to 5V
Air Temperature Sensor
Uses Delphi connector that requires the wire to be fed through the connector first, the pin crimped, and then pull back to lock the pin in place
Wiring is not polarity sensitive.
Calibration: Use "Temperature - Holden VP V8 Air Sensor.cal"
Created for Haltech ECUs using a 1k pullup to 5V
OEM ECU Information
VN-VP
VR
VR V6 Auto ECU Wiring Diagram
VS - VX
VS V6 Auto OEM ECU
VS V6 Auto ECU Wiring Diagram
VT V6 Auto ECU Wiring Diagram
Unique Information
Ignition System
These engine use a DFI module ignition system. What makes them unique is that the ignition system will actually still fire a spark to each cylinder without an ECU being present. When an ECU is present it switches to Bypass mode (sends a 5V signal to the Bypass input on the module) where the ECU is then given a crank sensor signal and will send back a timed signal to the module to fire the spark, thereby controlling ignition timing as every other common ECU ignition system works. The module when not in bypass simply does this by "edge-firing" off the 3x crank signal. The module also handles all sequencing of the ignition to send it to the correct coil to fire, which means the ECU only sends a "distributor" style signal down a single output wire. It is why the Ignition Mode should be set to Distributor on a Haltech ECU when running the DFI Module.
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