ECUMaster EMU PRO

Applies to: IOcan · Standalone controller. What this means

You have a ZF 8HP, a BMW DKG or a Porsche PDK to run and an ECUMaster EMU PRO (PRO-8 or PRO-16) managing the engine. Most of the EMU Black integration carries over. The part that catches people is CAN 1, whose bitrate is fixed at 1 Mbps and cannot be changed to suit the transmission side.

This page covers the ECU side. The transmission side — which controller to add and which transmission preset to pair — is on the per-transmission pages (8HP · DKG · PDK).

Choosing between devices? Which device do I need? settles it in one question, and compares the IOcan CAN gateway with the standalone transmission controller.

For the EMU Black and EMU Classic, see ECUMaster EMU Black.

Start here: most of the EMU Black integration carries over

ECUMaster kept the EMU PRO's CAN data structure the same as the EMU Black's, for backward compatibility. The stream layout you already know is the stream layout you get.

That makes the EMU Black page the working reference for channel content, and this page the list of what differs.

Compatibility summary
Preset name in the app Start from the ECUMASTER EMU black preset — same data structure
Torque broadcast No — none is known on any firmware. Treat this as a calculated-torque integration
Injector pulse width Yes
Recommended torque method Fuel + Air (arbitrated)
Byte order Little endian, all multi-byte values

The differences that matter

CAN 1 is fixed at 1 Mbps

This is the one that costs an afternoon. The EMU Black's stream is commonly run at 500 kbit/s and every EMU Black guide says so. On the EMU PRO, CAN 1's bitrate is not adjustable — it is fixed at 1 Mbps.

So either set the device's bus to 1 Mbps to match CAN 1, or put the transmission device on CAN 2 and set both ends to whatever suits the rest of the bus. Decide this before building the harness, because it also decides what else can share the bus.

Configuration is done in EMU PRO Client

Not the EMU Black software. The CAN configuration lives under the transmit and receive frame editors, which are more capable than the EMU Black's fixed stream plus one user frame — you can build normal or compound frames, and there is a live capture preview that shows the stream in real time while the device is connected.

Use the live capture. It turns "did my frame arrive" from a guess into something you can watch.

Predefined streams import directly

EMU PRO Client accepts .CANX and .DBC files. If you have a stream definition for the device, import it rather than hand-entering byte positions.

Reserved CAN IDs

EMU PRO reserves a set of CAN IDs for its own use. Check that list before choosing frame IDs for the transmission link — a collision presents as intermittent data rather than as no data, which is much harder to diagnose.

Wiring

  • One CAN bus between the ECU and the device.
  • Bitrate must match — see the CAN 1 note above.
  • Termination: exactly two 120 Ω terminators, one at each physical end. The device's is software-switchable, so enable it only if the device sits at an end. See CAN bus diagnostics.
  • Twisted pair, routed away from ignition and injector wiring.

Setup

  1. In EMU PRO Client, enable the EMU stream on the bus you are using and note the base ID.
  2. Add a CAN bus in the device configuration at the matching bitrate.
  3. Add the ECUMASTER EMU black preset to that bus and confirm the channels arrive as expected — the data structure is shared, so they should.
  4. Add transmit and receive frames in EMU PRO Client for anything the preset does not cover, and for the gear, cut and blip signals going back the other way.
  5. Assign the preset's signals to the inputs your controller needs.
  6. Supply the mandatory signals the preset does not carry — see the EMU Black page for that list.
  7. Choose a torque calculation method.
  8. Set a Timeout and Timeout mode on every input feeding the torque estimate. UsePrevious holds a stale value forever and is the wrong choice on anything safety-relevant.

Torque signal setup and validation

The EMU PRO does not broadcast an engine torque value, so the device must calculate it.

Recommended, in order:

  1. Fuel + Air (arbitrated) — injector pulse width is available, and this method cross-checks it against an air model, so an over-reading injector signal is caught.
  2. Air Model — if the injector signal proves unreliable.

Both need the engine parameters and, for a good estimate, the VE tables. The full method reference, the correction maps and the all-or-nothing VE table warning are on Engine torque estimation.

Validate before driving. The torque value sets clutch pressure, nothing checks whether it is plausible, and under-reporting is the direction that slips and overheats clutches. On a gateway it also sets the depth of every shift cut, because the TCU's requested torque limit is rescaled against it.

Verification checklist

  • [ ] Bus bitrate matches at both ends — 1 Mbps if you are on CAN 1.
  • [ ] Frame IDs do not collide with EMU PRO's reserved range.
  • [ ] RPM tracks the ECU's own RPM channel.
  • [ ] TPS reads zero closed and full scale at wide-open throttle.
  • [ ] MAP is plausible at idle and tracks load.
  • [ ] Every mandatory signal the preset does not carry is present from its alternative source.
  • [ ] Engine torque is present, changing, and passes the verification points.
  • [ ] No mandatory-input faults are active.