Pete,
Somewhat more complicated then I expected, I'm using an AVT-853 using virtual com software (yes this does work with pcm hammer for uploading and downloading) My AVT didn't originally come with the ATD but Mike from AVT has helped me out with what is required to get it operational so I will go down that path for now.

I have the ADX file version 1.6 that was posted on PCMhacking website that supports the AVT CH1 input so I'll try it on my test bed in the next few days.
I have the Bosch LSU 4.9 O2 sensor, I'm not sure what sensor type the ADX was written for, the older sensor that I'm led to believe is not as good is the bosch LSU 4.2 but hoping someone can help me out with which wideband the ADX file is written for.

I was originally going down the path of having the wideband permanently installed using the 0-5v inputs on the pcm for the wideband as it saves wiring back to the AVT and is more a temporary installation doing it this way. (but that bas before you've highlighted the work required to do this)

Thanks for the info

 

Stevie,
If you type into google search engine " offboard programming harness 12200411" you will get a few images showing wiring up a bench harness.
This is the wiring from pcm to the diagnostic connector and power arrangement needed to fire up the pcm.
Do you also need the wiring diagram from the AVT-85x 15 pin connector to the diagnostic connector on the pcm?

 

Actually just checked ebay, there are a couple of guys selling a bench harness very cheap. As I have neither connector available....that's probably best option.

I havent yet purchased any "programming" cable for this. As over this side of the world...still undecided as to which will be the cheapest or easiest option.

The OBD SXLink seems to be available in the UK ok. Although I do have what I believe is a legit ELM327 cable if that is an option ? It's been lying in my garage for must be 10 years or so.
I've a few other cables/adapters relating to VAG a friend dumped round years ago too, havent a clue what they are really though.

 

It's a long shot, but it can't hurt to try a read and a test write with it. If both of those go smoothly, you should be fine.

Also, just FYI, the OBDLink LX is considerably faster than the SX. In the US, the prices around $50 for the LX and $30 for the SX, and I think the extra $20 for the LX is money well spent.

 

I didn't look to see how much more the LX was, but oh well, I don't mind the extra wait time as the cable is for personal use (or maybe help a local LS swapper delete VATS).. I just didn't want to pay $300 just to delete VATS..
Later on (when I feel more comfortable) I'll try and get as much out of my stock LS as I've heard that they detune the trucks more than the cars..

 

Looks like I need a new pcm, I thought I grabbed one from an 02, but it may of been a 2000, I ordered my SX cable, should be here soon.

Stampede.

 

I don't see why that won't work??
Vortec 4.8 / 5.3 / 6.0 changes over the years: 1999-2002 mostly cable drive throttle. Computers used were 09354896 from 99-00, and 12200411 from 01-02. Both of these had red/blue computer connectors. Both the 99-02 PCM's will work with early DBW or DBC. Drive by wire throttle bodies 99-02 had two electrical connectors, one on each side (2 pin on passenger side, 6 pin on drivers side) I have seen drive by wire in some SUV's in 2000-2002 5.3 and 6.0 applications. 2003 ALL Pickup trucks and SUV's switched to Drive By Wire throttle, and the throttle body changed to a single 8 pin connector on passenger side. The computers used 2003 - 2007 had green/blue connectors. Express van's started getting the Vortec Gen 3 family of engines in 2003, and stayed with CABLE throttle through 2006. See below list of computers from 2003 to 2007 by Service. No. located on white sticker on PCM.

I got that from here: http://www.lt1swap.com/identify_vortec_engine.htm

 

That 896 PCM will work just fine but it's very unlikely you will find an XDF for the OS on it. The 99/00 OS's were rather.....odd and lacked a lot of the tables the 01/02 OS's used. As far as changing the OS goes for all purposes it's exactly the same as the 0411 and will directly interchange in place of one with out any issues.

 

I kinda figured that there wouldn't be much support for 99/00 pcm(s), and the 411(s) are the go to, just have to pick up another one.

Thanks.

 

You must have misread what I was saying. The OS's found on the 896 are unlikely to have any XDF support but the 896 PCM is the same as the 0411 for all purposes. You simply change the OS on your 896 PCM to the OS for an 01 or 02 that does have support for the OS with the features your looking for.

 

Now a teaser pic......I still don't have an ETA but I'll say this is VERY close to being ready for release now. I had a **very** small batch produced for some final testing and to take a first hand look at the quality of what a machine assembly board was going to look like. Having these manufactured as opposed to hand building them is not a cheap way to go about this....that's for sure. The build quality does appear to be excellent and the amount of time these things take to build by hand is almost unreal at this point. This is not how we planned for this to work out but at the end of the day the only way we were going to find time to build these was by having them assembled.


Of course I have not installed the USB port or a BT module on these yet. Those parts will still have to be done by hand on each board....machine assembly on parts like those is crazy unless your getting extremely large quantity done.

 

Ok, so, all I have to is find the same xdf, with whatever os, that has features I need, like e85, 4l80e, ect?
And what is the board for, and what will it do?

Thanks.

 

That's what it looks like inside the cables for flashing the ECM's, except that's his version with Bluetooth.. Looks like he's naming it OBD XPro

 

There is only 1 OS that can do E85 if your planning on using a flex fuel sensor on the P01 ECU so that really narrows it down for you, The tricky part would be the 4l80E aspect of it...I know people are using the 4l80E with the OS but I have no idea what they got the transmission segment from and as far as I know the OS was never offered with anything but the 4l60E. It just so happens to be the same OS HP Tuners uses for their 2 bar OS so it's possible they ported in the 4l80E segment with their custom OS but that's a bit outside of my area of expertise. Even if there is no 4l80E segment there are ways to run the 4l80E using a 4l60E segment so that it works fine it just requires a bit of work on the wiring externally. You basically just invert the logic on one of the relays and and move a few wires so shift solenoids match up with the 4l60 pins in the PCM. There are a few write up's on how that;s done online....and I'm not even sure if that's a road you would need to go down.

Of course if your just going to run....just E85....and only ever E85 and don't plan on using a flex fuel sensor then any OS will work....you'll just need to tune accordingly.

 

Ok, well running e85 with a flex sensor would be nice, but when, or more like if I ever run e85 it will only be e85 or 93. As for the 80e, I've heard of people adding in the segments in, and I've heard of people doing a changing the wiring. I will just change the wiring, I thought you had to do both, this makes more sense, but the most important thing now is, getting vats turned off, maybe add some fuel and timing.

Stampede.

 

Is there a PC version to read and write the GPs PCM?? I currently have the OBDLink SX and an ELM327 cables..
Oh, BTW, Way off LS topic.. Would either of these cables work with the wife's other car (2006 Dodge Charger)??

 

I'm sorry but at this time the PCM Hammer only works on the LS Pcm's. There are no "Free" programs to read and write the V6 stuff I'm aware of that wok on a PC. I may be wrong as they are not something I'm all that into but I have never come across anything.

On the Charger it depends on what your wanting to do. That car should just be HS CAN I'd imagine so the SX would be able to handle it but I'd check what protocol it used first to be sure. And I would never suggest a generic Elm327 for any reason. There are simply to many issues and clones on the market these days to really know what your getting.

 

If this helps:
GM vehicles plus light trucks make use of SAE J1850 VPW (Variable Pulse Breadth Modulation).
Chrysler items and all European & most Asian imports utilize ISO 9141 or even KWP2000 circuitry.
Fords utilize SAE J1850 PWM (Pulse Breadth Modulation) communication patterns.
CAN is used by all 2008 plus newer model year vehicles.

From what I read from your last post, does "I'm sorry but at this time PCM Hammer only works on the LS Pcm's" mean that PCM Hammer "might" support other PCM's in the future??

 

I think PCM Hammer could be extended to support other PCMs that use the same CPU chip (V6, E40, maybe others). Someone else will have to take the lead on modifying PCM Hammer's flash kernel to work on those PCMs - but if someone does that, I'll make sure the rest of the app does whatever they need.

I really want to get it to support P59 PCMs though, and I think it's really close. For starters I need to work with the usbjtag.com guy to figure out how to unbrick my P59s.

 

GM Trucks used J1850 VPW from 1996 to mid way though 2007(2007 Classic only, all new body trucks were CAN). Gm RWD Cars officially used J1850 VPW from 1996 to early 2004(Corvette only for early 04). They then switched to the E40, as far as flashing goes it was a CAN based PCM but it had CAN and J1850 VPW data lines. In 2007 every thing but the Silverado Classic officially switched to stickily CAN for the primary data bus but traces of J1850 VPW can be see in some systems up until around 2013 in some cases but it's not part of the primary data bus.

Most Chrysler vehicle started using CAN in 2006. Prior to this the vast majority of Chrysler vehicles from 2002-2005 used what was refereed to as PCI bus and is an off spec version of J1850 VPW with a much different message and header format then GM used. Chrysler was all over the place with bus types over the years.

1. CCD ( Chrysler Collision Detection, 7812.5 Bps )
2. PCI ( Programmable Controller Interfacer : SAE J1850 VPW, 10.4 KBps )
3. SCI ( Serial Communications Interface : J2610, 62.5 KBps )
4. ISO9141 ( 10.4 KBps )

now as far was what I suspect your getting at... asking if PCM Hammer will support other PCM's. For Gm Pcm's sure maybe....if someone else wants to pick it up, write a flash kernel and alter the read/write routines for another type of pcm they are more then welcome and the vast majority of whats already there would work with the GM V6, 4 cycl and even the LB7 duramax computers with out a significant amount of change in the actual read/write algorithm. The biggest changes needed would be alternative Seed/Key formulas and needing completely new flash kernels or a good rework on the existing kernels....but there are very few people that understand how Pcm hammers kernels work since they are created with a much different method they a kernel would typically be made.

If the PCM were to use CAN like the E40/E38 then the person would be in for an amazing amount of work....as pretty much nothing in the PCM hammer would be compatible so they would pretty much have to start all over again and the only tools suited for flashing would go back to being the AVT and J2534. It took a long time to figure out how to make the ODBLink tools work for flashing with J1850, the Elm protocol becomes an even bigger hindrance once your dealing with CAN so just finding methods to make the tool suitable would be a project on it's own with out even addressing the changes that PCM hammer would need to work with a CAN message format.


And if you were in ANY way hinting that in the future this might be expanded and flashing added for stuff other then GM computers then you must be dreaming..... unless you plan on doing it yourself because your talking about years worth of work to do something like that.