![]() From exhaust and vacuum leaks to misfires, VCM Scanner can scan and read powertrain DTCs when that check engine light pops up on your dash. Scan for Diagnostic Trouble Codes (DTCs).The plan is to install the 24x reluctor, LS coils, P59 and DBW. My van is 0411 swapped, but I haven't done a 24x crank trigger yet and I haven't installed A/C yet. I'd try it but I don't have a vehicle to test on. It's probably less than $.02 worth of components. I'm still surprised that they weren't all populated the same. I think there's a very high probability that adding those components will enable the functionality. The 3k is a pull down and the 100k resistor and capacitor are probably for debounce. To sum up, if one were daring, one could populate the missing 3k and 100k resistors, find out the value of the missing capacitor, and replace the 10k resistor with the cap to restore ac request functionality to the pcm's without that capability.My guess is the resistor that is in place of the the capacitor is there just to keep the unused input low. Without a data sheet, which I could not find, I have no idea what the function of that chip is but it has the same foot print of the 11124 466 chip which is apparently a "datalink controller" at this PCM hacking link. It goes a chip labelled "203 466", pin (I think) 8. I was able to find the "destination" of the C2 pin 17. I also added the actual circuit for analog AC request as I now know it. Updated my document a bit to clarify a little. If there is a hardware difference, it could be as simple as a few omitted components that could be added to regain that functionality, as is the case with the IAC driver. I'm not saying that is the case, but until I see it for myself, I'm not ruling anything out. It is possible that the input is there, and the difference is in software, and the information is out of date. It seems unlikely to me that GM would omit hardware for an input, unless they wanted to repurpose that pin as an output. In any case, I think I have a PCM that should work from the hardware perspective, now it's just a matter of the programming aspect.Sometime in the (probably distant) future, I'd like to examine the hardware, and verify that there is in fact a difference. Meaning IAC equipped is a good predictor of analog AC equipped. My reading of various forums says that there is at least a significant overlap. I'm not sure that there is a 100% correlation between IAC and analog AC request hardware installation in the Blue/Green PCM's. Would I need to segment swap something in for the transmission as well? Complete newbie here, so. Really prefer the DIY approach using community-based tools!īy the way, my follow up question was going to be, once I swap in the 12587603 OS, would I need to segment-swap in the engine calibration from the original donor PCM, or is the new OS likely to run the LM7 just fine? I will also use the 4l60E. But no, I don't have any HP Tuners hardware or software. ![]() I'd already figured that was going to have to happen. The vehicle that provided the PCM with the IAC driver is a 2003 Avalanche 4x4 also with the ls 5.3 LM7.Īnd thanks for your suggestion of just swapping in the complete 12587603 OS. The vehicle that provided the engine was a 2004 Sierra 4x4 with ls 5.3 LM7. In any case, I think I have a PCM that should work from the hardware perspective, now it's just a matter of the programming aspect.
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