If my mapping is correct that puts my school smack in the middle. I don't think he'll go for it though. I used to know a guy with a tech 2, but he works fro kia now and no longer has access to one. I guess I'll have to bring it to the dealer before inspection since they'll fail you for a check engine light here, all that assuming the truck runs with the new PCM.MAY03LT said:I'm down in the sticks by seaford. Put it this way I'm so far down it takes me an hour and a half to attend our Delaware meets lol. You're welcome to stop by if you're in the area just give me a heads up.
Do you mean ask? Hehe, yea it'll probably need a case relearn though, but for now, it runs and doesn't have a cel, so it won't fail inspection automatically. Commercial vehicles need to be done every year, and its a full safety inspection. Regular passenger cars just get the gas cap and the plug in the OBD port for emissions.MAY03LT said:I don't have the service info for that truck and their site doesn't specify what has to be done (if anything). For peace of mind I'd axe them.
We're going to go for a nice drive today and see how things settle in. I'll keep the OBD scanner on hand and monitor things. Then I'll report back. [emoji106]Mooseman said:For sure the 4.2 i6 uses camshaft/crankshaft angle correlation and needs a CASE relearn when the PCM is replaced. This is due to the complexity of the VVT system and variable exhaust camshaft angles. The V8's don't have VVT and may not need such a relearn. The camshaft angle is static compared to the crankshaft.
Thats what I'm thinking, cause it happened instantly. But before the tune it was put to the floor probably ten times in the same day and never showed any symptoms of this. Does the tune command a further opening of the throttle body that may do this? Is this an unheard of incident or has this happened before. I'm really bugged by this.Sparky said:WOT causes direct short in throttle body that sends power surge to PCM that fries it.
Maybe?
Throttle body is 90 I believe??? Mark has his wiring guy looking into this though. I'm seriously considering going to stock.Mounce said:Sounds pretty unheard of, to me, at least.
At this point I'd get a stock tune lol. So, how much does a throttle body for it cost? I guess if that's a known failure point then that could be it..I'm still unsure of why it would kill PCMs though.
By the time I'm done with three I could've tuned the Trailblazer twice though. Lol, I am sitting on a nice stack of cores right now.Mounce said:I guess give his guy some time to research things and see what they say, then decide if you wanna try tuned again or go back stock.
If you go tuned again and it kills another, I'd definitely throw in the towel and get a stock tune.
Maybe third times the charm though.
Exactly, but these trucks will go into reduced engine power mode with a weak battery. I need to find a guy with a tech 2, when the pcm fault code sets, the data is stored of exactly what is happening.Sparky said:Never heard of a dead battery killing PCMs but hey...
*frown*littleblazer said:It's time to take it to a dealer this is way beyond me.
DTC U0107 sets if the battery voltage is low. If the customer's concern is slow cranking or no crank because battery voltage is low, ignore DTC U0107. Clear any DTCs from memory that may have set from the low battery voltage condition.
DTC U0107 sets when there is a short to B+ on the TAC module ground circuit. Inspect the fuses for the circuits that are in the TAC module harness-i.e. cruise, brake. An inspection of the fuses may lead you to the circuit that is shorted to the TAC module ground circuit.
DTC U0107 sets if the TAC module ignition feed circuit is shorted to a B+ supply circuit. The TAC module stays powered-up when the ignition switch is turned OFF. When the ignition switch is turned ON, the TAC module is powered-up before the PCM. DTC U0107 sets because no communication is detected by the TAC module from the PCM. Inspect related circuits for being shorted to a B+ supply circuit.
Inspect the TAC module power and ground circuits and the TAC module/PCM serial data circuits for intermittent connections.
Inspect the TAC module connectors for signs of water intrusion. If water intrusion occurs, multiple DTCs may set without any circuit or component conditions found during diagnostic testing.
When the TAC module detects a problem within the TAC system, more than one TAC system related DTC may set. This is due to the many redundant tests run continuously on this system. Locating and repairing an individual condition may correct more than one DTC. Remember this if you review the stored information in Capture Info.
For an intermittent condition, refer to Intermittent Conditions