One more thing, check the fuel flow and pulse while cranking and as it dies. If you had fuel and lost it as the engine dies, that could be an indication of the theft fuel disable. What kind of harness are you using on this project? If you can borrow the BCM out of the donor vehicle and do a simulated ignition PassLock signal, then the engine will start. Changing the VATS timer and attempt parameters will drastically reduce the time it takes to learn this simulated PassLock signal.
Al
"Trash that carb and get Injected!"
Is this is a real LBZ truck or a conversion?
Also, the first release of the LBZ calibration files did not disable VATS correctly, it was corrected in a subsequent update, I'm wondering if you have those calibrations.
Your .cal files need to be v7.03 or higher and dated 21st / Jan or later.
Cheers,
Ross
I no longer monitor the forum, please either post your question or create a support ticket.
I am using the calibration file v7.03 dated Jan 13 2007. Is there one newer?
The engine is installed in a test cell. I am using the engine harness from the vehicle. Yesterday I received the BCM from the same vehicle in which the engine and ECU were pulled. I'm trying to decide what wires need to be connected.
I plan on connecting the Serial 2 cable from the BCM to the ECU Serial 2. Supplying 12 volts to Ignition 1 & Ignition 0
Do I need to feed any voltage to the "key in ignition switch signal" ?
When the engine first cranks it makes proper fuel rail pressure and pilot/main fueling seem reasonable. Then after about a second they switch to zero fuel and fuel rail pressue goes back down.
Once I get all the wiring straighented out and can successfully start and run the engine I will post a wiring diagram of how to run an engine outside of the vehicle.
Last edited by thetallengineer; March 24th, 2007 at 06:29 AM.
Al,
Can you provide a few more details about the simulated ignition signal. If I have VATS truly disabled, would this still be necessary?
What would I need to do to fake out the signal?
If the PassLock system is truly disabled then no you don't need to "trick" it.
I found several diagrams online and some gadgets that learn and set it up for you. I would need take a closer look into the BCM schematics before recommending a relay resistor setup.
AL
"Trash that carb and get Injected!"
I guess one question that remains is,
Anyone successfully use EFILive to disable the BCM or Passlock on a LBZ?
Running an engine in a test cell works best with minimal wiring. So if there is a way to avoid the BCM and other unnecessary wiring then that is what I would prefer to strive towards. It would be great if you could order a dyno engine harness and ECU.
yes, there has been several installed into boats.Originally Posted by thetallengineer
Cheers,
Ross
I no longer monitor the forum, please either post your question or create a support ticket.
What version of EFI Live, version & date of cal files, and Flash Scan firmware are required to fully defeat VATS on a LBZ?
I have 7.3.3 (Build 475)
I am using the Cal files updated on Jan 13th and my flash scan firmware is 2.04.53
Last edited by thetallengineer; March 26th, 2007 at 01:29 AM.
They were too old I think, I've sent your modified file back to Andrew at support with the VATS turned off.
Cheers,
Ross
I no longer monitor the forum, please either post your question or create a support ticket.
What cal files should I be using? Is there a place on the EFI Live website that indicates what is the most current cal file?
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