L36 to L67 power train swap and VATS/Passlock BCM - PCM data

[UserNameless]

I am no stranger to these GM anti-theft features, but there is an unknown presenting itself on my current project. I have a 2000 Impala LS (3800na) that is getting the engine, transmission, and PCM from a 2000 Buick Regal GS (3800sc). I need to know if the VATS/Passlock relearn procedure will work between the Impala BCM and the Regal PCM. The pinout for the Impala shows the BLUE (C1) plug PIN-15 (TAN) as circuit 800 -- UART Serial Data (unused pin on Regal PCM). The pinout for the Regal shows the BLUE (C1) plug PIN-58 (PURPLE) as circuit 1807 -- CLASS 2 Serial Data.

The differences noted:

2000 Impala LS PCM:
Service Number: 09361735 (CYMZ)
Hardware Number: 09357440 (CYMZ)

Impala PCM BLUE plug PIN-15 (TAN) - UART Data
Impala PCM BLUE plug PIN-58 (BLANK)
Impala PCM BLUE plug PIN-59 (GREEN WIRE) - INFO needed
----
2000 Regal GS PCM:
Service Number: 09380717 (CZZC)
Hardware Number: 09357440 (CZZC)

Regal PCM BLUE plug PIN-15 (BLANK)
Regal PCM BLUE plug PIN-58 (PURPLE) - Serial 2 Data
Regal PCM BLUE plug PIN-59 (BLANK)

I have pinouts from a few different year and model PCM to compare. PIN-58 and PIN-59 show both to be Serial 2 Data on one diagram.
I do not have the exact pinout for either of these 2 cars, but the details of my self-made diagram shows to be accurate and consistent with other PCM units from neighboring vehicles.

What I would like to know is more detail about the VATS relearn procedure between BCM and PCM.
Will this work?
Is a VATS bypass needed? If so, can it be accomplished with a bypass module from an aftermarket vendor?
Is a reflash of the PCM needed?
Will the Impala BCM communicate UART password to the unused pin on the Regal PCM?

Anyone know the answers? Thanks in advance!

[BillBoost37]

You may be better off keeping the impala pcm and importing the drivetrain from an L67/HD trans vehicle. There may be enough differences in the areas of your concern that the Regal pcm is possibly not going to make the various other modules happy.

[UserNameless]

You may be better off keeping the impala pcm and importing the drivetrain from an L67/HD trans vehicle. There may be enough differences in the areas of your concern that the Regal pcm is possibly not going to make the various other modules happy.

Hey there Bill Boost, I forgot I posted this question in this forum. I've got some feedback on this project for you.

I sent the Regal PCM to someone for nothing more than a VIN flash to match the Impala. The Regal programming remains untouched. The security relearn procedure was accomplished without error and the car started right up on the first attempt. There are a few compatibility issues as a result.

1: The A/C compressor won't engage -- This issue will be addressed in the near future after I rebuild the compressor and replace the A/C pressure switch, both of which are leaking. I can manually trigger the A/C system by using a simple toggle switch with direct connection to the compressor, but the ability to trigger from the dual zone HVAC controls have yet to be resolved.

2: I swapped the Impala Instrument Panel Cluster (IPC) with the Monte Carlo SS IPC and the oil pressure gauge is the only one not working. This is a recent change and I will be looking into a solution for this too.

3: The ONLY DTC code stored is U1000 which is a Class 2 Data Link code.

I really need to access a Tech-2 scan tool to resolve these issues. It would be nice to eliminate my aftermarket Oil Pressure Gauge and enable the A/C from the OEM climate controls.
-------------------------------------------------------
Some notes I found on the U1000 code from a post on www.justanswer.com
(link - http://www.justanswer.com/chevy/212o3-c ... u1000.html)

Expert: JOHN aka Eauto replied 7 years ago.
Subject: All GM Vehicles Using Class 2 Communications Diagnostic Strategy for DTC U1000 or U1255 - PIT3154 - (09/10/2004)
Models: (All GM vehicles using Class 2 communications)

The following diagnosis might be helpful if the vehicle exhibits the symptom described in the PI.

Condition/Concern:
DTC U1000 or U1255 set current or history, with or without other DTCs

Recommendation/Instructions:
DTC U1000 Class 2 Data Link
DTC U1255 Lost Communications

These DTCs set when the control module does not receive a message that it was expecting from another control module, and does not know which control module did not send that message.

If the DTC U1000 or U1255 is set in history with other DTCs set current or history, diagnose the other DTCs first.
If the DTC U1000 or U1255 set current, this usually indicates a module that is currently not communicating or a configuration issue. For example, if the control module is configured for an option (ie: Onstar, Keyless Entry, Memory Mirrors, etc.) that the vehicle does not have, it may expect to receive a message regarding this missing feature. This would usually occur due to the control module being recently replaced and incorrectly setup.
When the DTC U1000 or U1255 is current, the module that is not communicating may not even be listed on the Tech 2 on the Diagnostic Circuit Check/Class 2 Message Monitor list.
If the DTC U1000 or U1255 has set in history without other DTCs, replacing the control module setting the DTC is most likely NOT the solution. The module that has set the code is looking for an input from another module that is not communicating. Since the module did not receive an input that it is expecting to see, it sets a U1000 or U1255 which indicates there was a loss of communications. Look at the customer's complaint (ie: intermittent, erratic tachometer operation); this will probably be a better indication of the control module that is the source of the concern. Please follow this diagnosis process thoroughly and complete each step. If the condition exhibited is resolved without completing every step, the remaining steps do not need to be performed. If these steps do not resolve the condition.

DTC U1000
CIRCUIT DESCRIPTION
Modules connected to the class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. When a module receives a message for a critical operating parameter, the module records the identification number of the module which sent the message for State of Health monitoring. A critical operating parameter is one which, when not received, requires that the module use a default value for that parameter. When a module does not associate an identification number with at least one critical parameter within 5 seconds of beginning serial data communication, DTC U1000 is set. When more than one critical parameter does not have an identification number associated with it, the DTC will only be reported once.

The class 2 serial data line on this vehicle is a star configuration, with the body control module (BCM) and powertrain control module (PCM) each have a second class 2 serial data line between them. The following modules communicate on the class 2 serial data line:

The audio amplifier
The body control module (BCM)
The driver door module (DDM)
The driver seat module (DSM)
The electronic brake control module (EBCM)
The inflatable restraint sensing and diagnostic module (SDM)
The instrument panel cluster (IPC)
The HVAC control module
The HVAC control module-auxiliary
The liftgate control module (LGM)
The passenger door control module (PDM)
The powertrain control module (PCM)
The transfer case shift control module (TCSCM)
The radio
The vehicle communication interface module (VCIM)

CONDITIONS FOR RUNNING THE DTC
Voltage supplied to the module is in the normal operating voltage range of 9-16 volts .
DTCs U1300, U1301 or U1305 do not have a current status.
The vehicle power mode requires serial data communication to occur.

CONDITIONS FOR SETTING THE DTC
A node alive message has not been received from an unidentified module within the last 5 seconds after establishing class 2 serial data communication.

ACTION TAKEN WHEN THE DTC SETS
The module uses a default value for the missing parameter.

CONDITIONS FOR CLEARING THE DTC
A current DTC clears when the malfunction is no longer present.
A history DTC clears when the module ignition cycle counter reaches the reset threshold, without a repeat of the malfunction.

DIAGNOSTIC AIDS
When a malfunction occurs while modules are communicating, a lost communication DTC is set as a current DTC. When the modules stop communicating the current lost communication DTC is cleared but the history DTC remains. When the modules begin to communicate again, the module with the open fuse will not be learned by the other modules so U1000 is set current by the other modules. If the malfunction occurs when the modules are not communicating, only U1000 is set.

TEST DESCRIPTION

The numbers below refer to the step numbers on the diagnostic table.
Steps 1-5
Steps 6-13
Step 14

A DTC U1001 - U1254 Lost Communications with XXX with a history status may indicate the cause of U1000.
The modules not communicating are the likely cause of U1000. The modules that are available on the class 2 serial data circuit are listed in the Circuit Description.
The module which was not communicating due to a poor connection to the class 2 serial data circuit may have set DTC U1001 - U1254 Lost Communications with XXX for those modules that it was monitoring.
The modules which can communicate indicate the module which cannot communicate. You must clear the serial data communication DTCs from these modules to avoid future misdiagnosis.
If all modules are communicating, the module which set U1000 may have done so due to some other condition.
The module which set U1000 is the likely cause of the malfunction.