Remote Start Troubleshooting - SOLVED

[j91z28d1]

gm makes and has calibrations for "upgrades" you just have to message with them and tell them what you are trying to do, you need a paid vin of course and the part number of the module being added.
obviously they made these with different trim levels, so all they have to do is edit the calibration file they provide (upon request) to work with your vin.
all they have to do is look up the part number being added, find the associated calibration file. attach your vin to that file and save it.
then they just give you the calibration file number that you enter into sps to program your vehicle
that's my basic assumption of how that works, I do not know if they charge "extra" for that or not.
I know it can be done because there are gm service bulletins on "how to" that have been provided to dealers when dealing with upgrades
I didn't know this until after I had tried the radio upgrade and started looking into why it didn't work like I expected it to and that point I just said f-it I already was past doing it and made something else work.

I had no idea they would do that for you. that sounds like what it would take.

almost sounds to good to be true. gm isn't usually very helpful. what phone number would you call for something like that?

 

[Doubeleive]

I had no idea they would do that for you. that sounds like what it would take.

almost sounds to good to be true. gm isn't usually very helpful. what phone number would you call for something like that?

there should be a technical support phone number for techline or a option to message or email from your account
i know that once you do a calibration it gives you a case # and related information if you have a problem afterwards
1-800-828-6860 I would imagine support is for paid vin slots and they likely are not going to just answer random questions but I could be wrong.
probably going to need a account number when calling

 

[j91z28d1]

maybe worth a call with the case swap. tell them what you got and what you need. by scanning a working 2 speed truck and get the software #.

can't hurt to try. amazing if it worked.

 

[DaveO9]

maybe worth a call with the case swap. tell them what you got and what you need. by scanning a working 2 speed truck and get the software #.

can't hurt to try. amazing if it worked.

Yeah, I'm going to have to think on this one for a day or two. Talk of bricking the whole thing does cause a little concern for me. Another concern I have is using my Chinese Tech 2 as a pass-through. I could just see there being some kind of GM prevention for that kind of thing.

Starting to wonder if aftermarket might be the way to go. This unit seems promising: https://fortin.ca/en/products/evo-rs-t-harness-included-kits/evo-gmt4/ Before buying I would try to get some clarity from them if their system would be affected by the ECM crank abort flag I'm seeing. (To answer your earlier question - yes, the whole problem comes down to the T-case swap. For some reason, the new TCCM is causing an ECM crank abort)

Is it even worth trying a local dealer for this? I'm guessing they would have to go through the same thing with tech support and getting a special upgrade calibration.

 

[DaveO9]

I didn't really read thru the thread. is it a fault code from the new t case that's keeping it from auto start? if so, the other work around is if it's an option you might be able to use hptuners to disable that fault code reporting so that it doesn't set and prevent auto start.

I don't know forsure that would work, just a thought since I've used it to disable codes from few different sensors before.

I asked the local tuner I've used many times about this. He uses TunerCATS, but he thinks he might be able to help. He's asking about the fault code number:

"TunerCats might be able to disable the fault code, if you know what the "P" or "U" code number is.
Possibly there is an option in the System Parameters for Transfer Case Type that can be changed?"

Any thoughts on how I could get the fault code number? Would this be a "P" (powertrain) or "U" (network) or something else? If something else, he's saying he thinks the BCM would have to flashed.

 

[Doubeleive]

I asked the local tuner I've used many times about this. He uses TunerCATS, but he thinks he might be able to help. He's asking about the fault code number:

"TunerCats might be able to disable the fault code, if you know what the "P" or "U" code number is.
Possibly there is an option in the System Parameters for Transfer Case Type that can be changed?"

Any thoughts on how I could get the fault code number? Would this be a "P" (powertrain) or "U" (network) or something else? If something else, he's saying he thinks the BCM would have to flashed.

IF there is one the tech2 should be able to see it after a failed autostart

 

[j91z28d1]

you'd read the fault code with a scanner. like a tech 2 or something that can read the full list not just the ecm.

give him that code and see if it's in his list that can be disable. or he might be able to request it he added if his software is supported like that. I don't know anything about tuner cats.


I would guess he has a scanner in his shop that can read it for you too.

 

[mikez71]

What year transfer case module did you replace yours with? I read something about about a change in protocol around '09.
Here is the info that made me think of you, from 'blindsquirrel' on hptuners forum.. Not sure if it applies to transfer case modules..

"You will need a TCM OS that's from the late side of the CAN comms breakpoint, your ECM is the late 127lb IFR variety. It won't talk to any TCM OS that was used with the earlier 63lb limit ECMs. Generally the breakpoint is 2009 for the early/late switch, but there is some bleedover depending on platform; 2008 anything is definitely an early and 2010 anything is definitely a late, but 2009 could be either."

 

[Doubeleive]

What year transfer case module did you replace yours with? I read something about about a change in protocol around '09.
Here is the info that made me think of you, from 'blindsquirrel' on hptuners forum.. Not sure if it applies to transfer case modules..

"You will need a TCM OS that's from the late side of the CAN comms breakpoint, your ECM is the late 127lb IFR variety. It won't talk to any TCM OS that was used with the earlier 63lb limit ECMs. Generally the breakpoint is 2009 for the early/late switch, but there is some bleedover depending on platform; 2008 anything is definitely an early and 2010 anything is definitely a late, but 2009 could be either."

that's interesting info, sounds like the canada version of the light switch (they have no option to turn off drl's, but a simple switch change to a american switch enables it again)

 

[mikez71]

Interesting, the autosync configurator lists these DRL options..

Either way, glad I don't have Canda spec, eh?

 

[Doubeleive]

Interesting, the autosync configurator lists these DRL options..

View attachment 445141

Either way, glad I don't have Canda spec, eh?

ya it's a interesting tid-bit for those northerners that want to be rebels

 

[mikez71]

Looking at ebay, the sellers sell VIN programmed units, 07-14. So probably do just need VIN programmed.

 

[Doubeleive]

Looking at ebay, the sellers sell VIN programmed units, 07-14. So probably do just need VIN programmed.

I replaced mine once because the backlights were burned out, it was plug n play, but ya I am sure it's just a calibration file they used on the canadian ones

 

[mikez71]

Oops, I meant Dave09's X-fer case module probably needs VIN programmed.

 

[swathdiver]

"You will need a TCM OS that's from the late side of the CAN comms breakpoint, your ECM is the late 127lb IFR variety. It won't talk to any TCM OS that was used with the earlier 63lb limit ECMs. Generally the breakpoint is 2009 for the early/late switch, but there is some bleedover depending on platform; 2008 anything is definitely an early and 2010 anything is definitely a late, but 2009 could be either."

What does all this mean?

The single speed transfer case was introduced in 2010 MY. So the 2009s used the MP3023 2-speed case. The 2007-2008s were still using the New Process transfer case.

 

[mikez71]

What does all this mean?

The single speed transfer case was introduced in 2010 MY. So the 2009s used the MP3023 2-speed case. The 2007-2008s were still using the New Process transfer case.

That was regarding someone trying to get a 09 ECM to talk to an earlier transmission.
I thought since maybe there was a change in comms, it might affect his xfer case module, but apparently not. so NVM!

 

[swathdiver]

That was regarding someone trying to get a 09 ECM to talk to an earlier transmission.
I thought since maybe there was a change in comms, it might affect his xfer case module, but apparently not. so NVM!

Thanks for the clarification. I learned something new today!

 

[petethepug]

Does your aftermarket radio tie in to any of your trucks diagnostics to display codes or vehicle engine data?

If the shop tied into a data / canbus line it may be showing as a radio fault.

 

[DaveO9]

IF there is one the tech2 should be able to see it after a failed autostart

Yeah, I played around with the Tech 2 for a while last night, I think you were right in capitalizing the IF - I'm not seeing a code. The only evidence of a fault is the one line that says "ECM Crank Abort = True" So trying to disable the fault in the tune may be a dead-end?

What year transfer case module did you replace yours with? I read something about about a change in protocol around '09.
Here is the info that made me think of you, from 'blindsquirrel' on hptuners forum.. Not sure if it applies to transfer case modules..

"You will need a TCM OS that's from the late side of the CAN comms breakpoint, your ECM is the late 127lb IFR variety. It won't talk to any TCM OS that was used with the earlier 63lb limit ECMs. Generally the breakpoint is 2009 for the early/late switch, but there is some bleedover depending on platform; 2008 anything is definitely an early and 2010 anything is definitely a late, but 2009 could be either."

Hmmm, very interesting. I just looked in my ebay order history, and the listing didn't show donor vehicle specifics. It just said 2007-2014 Silverado. I know you and James were discussing the transfer case change around 2009, but maybe they used the same modules? If my module actually came from a 2009 or older could it still explain the issue?

Looking at ebay, the sellers sell VIN programmed units, 07-14. So probably do just need VIN programmed.

I just looked at ebay and some sellers do offer VIN programming. Double the price of a non-programmed one. Theoretically I should be able to VIN program the module I have with my Tech 2 as a pass through and the $45 GM SPS subscription? I'm still wondering if I had a module that for sure came from 2010 or later if I'd need to worry about it.

Does your aftermarket radio tie in to any of your trucks diagnostics to display codes or vehicle engine data?

If the shop tied into a data / canbus line it may be showing as a radio fault.

No, I don't think so. I installed the radio myself and it doesn't show any vehicle diagnostics. I do get a DTC in the tech 2, though, since it says it lost comm with the factory radio. I don't think that's what you mean, though?

 

[mikez71]

.. seen this calibration procedure for Dorman on ROCKAUTO

https://www.rockauto.com/info/167/599-192_TN.PDF

Different than OEM? no mention of VIN programming.
Same part number for a 09 tahoe vs 13 silverado.

I am GUESSING maybe bad module, OR need VIN programming like other GM modules?
(is the fuel pump module normally a VIN programmed part? but not the Dorman?)

Since there are no codes, I don't think it's anything a tuner can disable. (looking through the DTC's, most xfer case module codes are set to 'no error reported' except for loss of communication with transfer case module on the ECM side, which is 'MIL on second error'...