VATS Thread

[Caleditor]

I hope this thread ends all of the misinformation and allows tuners to properly turn off VATS.

I currently have a PCM from a guy that had attempted unsuccessfully had is VATS disabled by 2 other tuners. One of them I would consider a friend in the tuning market of mine. I have worked with this tuner and have NEVER seen an issue on one of his tunes. This tuner offers the same services that we do including the dealer program.

I hope to take this to a new level

And
YES it will be in HEX

I don't have all of the answers, but I hope that we can compile information in this thread

[steveo]

its all pretty simple, they either give you a flag that's compared and a branch that jumps over the injector disable stuff, and if that doesn't work, you just patch the jump so it always jumps (or doesnt or whatever).. or insert a jump somewhere?

not sure how much more "properly" you can do it?

[Caleditor]

If that was the case then VATS or PK2, PassLock and PK3 all work the same way. This is not the case.
.

[Caleditor]

I am going to use a 1998 V6 calibration

I was away from my laptop and was unable continue earlier. I have a document I will share at some point in this that I have created about GM's VATS also. It is not completed yet

From what TT has made public we know these parameters for this VDF

intDevID	txtCalToolParameterName	txtHexAddress	txtCalParameterTitle	txtCalParameterDescription
25-2	KE_VTD_IS_DISABLED	0007C948	VTD Is Disabled	This determines if VTD is disabled on this vehicle application. The value TRUE disables VTD. The value FALSE enables VTD.
25-2	K_VTD_Auto_Learn_Timer	0007C956	VTD Auto Learn Timer	Time allowed for auto learn procedure.
25-2	K_VTD_Auto_Learn_Counter	0007C95E	VTD Auto Learn Counter	# of cycles to complete for auto learn procedure

[Caleditor]

We know a little bit more than that.

KE_TCS_CAT_TEMP_FOR_NO_BOOST	0007C7F4	Catalyst_Protection_Boost_Shutoff	If Catalyst temperature exceeds this value, then open Boost Solenoid to prevent catalytic converter overheating situation.
KE_SF_PULSES_PER_MILE	0007C93A	Pulses_Per_Mile	The pulses per mile variable is used to calculate the MPH of the car. Adjusting this variable allows you to adjust for tire size variations.
KE_VTD_IS_DISABLED	0007C948	VTD Is Disabled	This determines if VTD is disabled on this vehicle application. The value TRUE disables VTD. The value FALSE enables VTD.
K_VTD_Auto_Learn_Timer	0007C956	VTD Auto Learn Timer	Time allowed for auto learn procedure.
K_VTD_Auto_Learn_Counter	0007C95E	VTD Auto Learn Counter	# of cycles to complete for auto learn procedure
KE_MAX_PRESSURE	0007CCEC	Max_Shift_Pressure	Max allowable force motor pressure used for limiting calculations.

[Caleditor]

In the orange is the VSS PPM. After that is VATS and the green is a table way before the Max Shift PSI.
My point is we are lacking information

[Caleditor]

These are all 1998 V6 PK2 and not PassLock

YES I ran 0's on the first line
This is 100% OE for a 1998 Riv


This is 100% OE Olds 88


This is 100% OE LeSabre



This is 100% OE Camaro and the PK2 is different on the F-Body's

[Caleditor]

This is a PassLock that is also Serial Data instead of Circuit 229 or PWM

This is 100% OE Olds Intrigue with PassLock. The Fuel Enable password is sent over the Class II serial data line


I will post up a 100% OE Grand Prix PassLock that has a 229 PWM fuel enable circuit in the morning

[Caleditor]

We also know that the RPM enable parameter is at 0007C962. This is at line 00000030 in the other pictures. We also know that we have a timer setting some place. I need to find it in my information. We also know that the LS1/GEN3 512kb PCM's have 20 parameters. All we have between TC, TT, and DHP is 4 paremeters

[Caleditor]

This is an example of some is the bad information that has been posted in the past.

I have turned off hundreds of PassLock systems on V6 cars. Yes Hundreds. I work at a GM dealership and have been asked to disable a lot of them that come in for repeat PassLock sensors failures. We also have a Buy Here Pay Here (BHPH) department and when they have a failure they won't then turned off and not fixed.

I had a 2003 Impala 3.4L come in (towed in). It was a BHPB vehicle. I was asked to turn off the VATS.

This is how it was from the factory





I did what I have done what works for me most of the time.
I left the type on 1 --> set the injector time to 0 --> set the DTC's to X type

The car got towed back in just over 2 months later

I then set the type to 0 and let it go.

The car got towed back in 8 months later. Come to find out the car would not CRANK when the issue was present.

Guess what GM did. Some PassLock vehicles also have PCM controlled starters. This is one of them and when the PassLock sensor fails the PCM will not allow the car to crank.

I set the Type to #2. I have tried 2 in the past, but the vehicles would start and run poorly, maybe on 3 cylinders. That was not the case on this vehicle

Well it has been about 6 months and the car has not returned yet


Just a little more to think about. The VATS Starter Enable is also in that part of the code

[EagleMark]

We also know that the RPM enable parameter is at 0007C962. This is at line 00000030 in the other pictures. We also know that we have a timer setting some place. I need to find it in my information. We also know that the LS1/GEN3 512kb PCM's have 20 parameters. All we have between TC, TT, and DHP is 4 paremeters

There's a lot of things that have been found and documented in some of our old dissasemblies so I added them to the definition and have never used them. Sometimes it's better to not have them and confuse people or let them make adjustments not needed that cause issues.

All the LT1 of 94-95 era have VATS which disables fuel. Seems most also have a Starter relay tied into VATS, VATS Fail and no crank as well. The 9C1 Police car has VATS but no starter relay!

[lionelhutz]

You seem to be comparing a lot of different systems, which obviously won't be the same, so I'm not sure what you're tying to find by comparing them.

I'd think all the '98 MY you mentioned but the F-Body have a theft deterrent module controlling the starter interlock (when it exists) as well as the security light and also sending a PWM signal to the PCM. The Intrigue oddly enough has a starter enable output from the PCM that goes to the TDM which then controls the relay. The F-body has a BCM controlling the security light and starter interlock relay with a PWM signal to the PCM. The '98 Corvette is similar but has a serial enable signal instead of the PWM signal. Then, you get into the newer vehicles with the BCM creating a serial VATS signal to the PCM which controls the starter interlock relay. I'm not sure what controls the security light in these systems since it's often run from the serial bus so either the BCM or the PCM could signal it to turn on.

[kur4o]

The test for properly disabled vats will be to start the engine with bcm disconnected.

From what i found out there is two different Fuel enable signal

Digital signal send over class 2 serial network from bcm to pcm.
Analog Pwm signal send over single wire from bcm or theft modul to pcm.

In the software settings there is switch to tell which system the pcm will use

set to 0 is analog pwm system
set to 1 is class2 serial network system


In class2 serial system it is not only the fuel enable password, every 2 seconds the bcm send message to pcm that is online. if that messge is not recieved the engine will not start even with disabled dtc-s

[steveo]

The F-body has a BCM controlling the security light and starter interlock relay with a PWM signal to the PCM.

94-95 had a seperate theft deterrant module and a starter enable relay

then in 96-97 they went to a bcm, but the starter enable relay appears to be built into that box (they kept that with LS1 f-bodies afaik)

[Caleditor]

I have seen a few time that changing the settings to something that has worked in the past --> the car will start and idle, but it runs like crap. Possibly cylinders shut off