Hi guys. I did the pcmforless tune a few weeks ago. When they sent the loaner, there was also a small plastic cap included that I can't for the life of me figure out where it's supposed to go. It has a yellow sticker on it stating '"do not recalibrate" and "this vehicle requires custom calibration". So what do put this cap on? Thanks.

 

Umm my guess would be the port where you would connect the tool to get the codes etc.. So no one reprograms it. However I do not know where that is as I've never looked at mine.

 

yes that cap covers up the obd port so incase you take it to the dealer they will be forced to remove and read it. last thing you want it some half brain tech reflashing your pcm after you had it custom calibrated. plus it comes in handy keeping any would be dirt and mud outta it.

 

It doesn't work that way! When diagnostics are performed for a driveability issue, and no problems found, yet there is a tsb stating an update is available, the shop has to purchase the software and charges the customer + labor to install it($100.00-$200.00).
The customer makes the decision and pays for the flash update, to correct the driveability issue.

Flash reprogramming PCMs takes a considerable investment in equipment, paying OEM subscription fees to get flash updates on a CD or online, plowing though pages and pages of charts and tables and TSBs to figure out whether or not the calibration software in a vehicle's PCM needs to be updated, and then plunging ahead with the update itself

Yet PCM flash reprogramming is becoming more and more necessary as vehicle modules get smarter and more complex. General Motors estimates that they have released flash updates for as many as 70% of 1995 and newer GM vehicles

PCMs may need to be reprogrammed for several reasons. One is to fix factory bugs. Every time Bill Gates rushes yet another version of Windows to market to perpetuate the Microsoft revenue stream, it always turns out to have bugs and security holes that were somehow missed but must be fixed by downloading and installing the latest Windows "service pack." It's a never-ending cycle of upgrades and patches. Fortunately, it is not that bad yet with automotive PCMs, but it has become a crutch for automakers who rush products to market that aren't quite ready. This philosophy of "build it now and fix it later" creates a lot of unnecessary recalls, but at least it gives technicians a way to fix factory mistakes without having to replace any parts.

A reflash may also be required if the factory settings for the OBD II self-diagnostics turn out to be overly sensitive - especially after a few years of operation. The same goes for driveability. What works fine in a brand new car many not work so great after 50,000 or 100,000 miles of real-world driving. Changing the fuel enrichment curve, spark timing or some emissions control function slightly may be necessary to eliminate a hesitation, spark knock or other condition that develops over time.

For example, on certain GM vehicles the Check Engine light comes on and sets a code P1406 that indicates a fault in the position of the exhaust gas recirculation (EGR) valve. Cleaning or replacing the EGR valve and clearing the code does not fix the vehicle because the code usually returns. The real problem is the OBD II programming in the PCM. When the PCM commands the EGR valve to open to check its operation, it isn't allowing enough time for the valve to respond. A brand new valve takes only about 50 milliseconds to open but an older valve may take up to 350 milliseconds or longer - which is not long enough to cause a real NOx emissions failure but is long enough to trip a fault code. The fix in this instance is to reflash the PCM with new instructions that allow more time for the EGR valve to respond.

Another example are rich codes that may appear on some late-model GM vehicles. The problem here is that the original OBD II self-diagnostic programming does not allow enough leeway for changes in intake vacuum that occur as the engine ages. After 60,000 miles, intake vacuum isn't as high as in a new engine, which can create a rich fuel condition. The cure is to flash reprogram the PCM to compensate for the drop in vacuum.

When vehicle manufacturers calibrate the onboard diagnostics to meet federal emissions standards, they have to draw the line somewhere as to what operating conditions might cause emissions to exceed federal limits 1.5 times. That is the threshold where a fault code must be set and the Check Engine light must come on. It doesn't mean emissions really are over the limit, but it is possible based on laboratory dyno testing and field experience. Depending on the application, the vehicle manufacturer may even set the limit a little lower just to be safe because the last thing any OEM wants is an expensive emissions recall.

Unfortunately, vehicle manufacturers don't always tell us their diagnostic strategies or even their operating strategies for their computerized engine control systems. Some service manuals include a fair amount of system background information but others provide almost nothing beyond a basic diagnostic flow chart. Maybe the engineers who design this stuff think technicians only need flow charts and assembly instructions to fix vehicles today. But it often takes a much deeper understanding of the system operating logic to figure out what's setting a particular code - especially when the cause isn't obvious.

The best advice when confronted with a troublesome code that keeps coming back or seems to set for no apparent reason is to check for any technical service bulletins that may have been published. Chances are it might be a programming issue that requires a reflash to fix.

Something else to keep in mind with respect to many late-model flash reprogrammable PCMs: if you replace the PCM for any reason, the replacement unit may have to be reflashed before it will start the engine! Some modules are plug-and-play, and are preprogrammed by the dealer so they can be installed ready-to-go. But many need vehicle specific calibration information to run properly. This may require downloading old calibration information from the original PCM (if possible) and reloading it into the replacement PCM, or getting updated calibration information from the vehicle manufacturer to install in the new module.

Some remanufacturers who supply reconditioned PCMs now flash program PCMs for specific vehicle applications. But to do this, they need vehicle information such as the vehicle identification number (VIN), the type of transmission (manual or automatic), the emissions type (federal certification or California), and other options thqat may affect the calibration of the PCM. Your other option is to flash reprogram the PCM yourself.

Until recently, car dealers were the only ones who had access to the tools and software needed to reflash PCMs. Thanks to the passing of Senate Bill 1146 in September 2000, vehicle manufacturers must now make this technology available to independent repair shops at reasonable cost.

Starting in 2004, flash reprogramming procedures must also conform to SAE J2534 standards that allow the use of aftermarket scan tools or similar pass-through devices.

Reflashing PCMs requires three things: a scan tool or J2534 pass-through device that is flash capable, a Windows 98 or higher PC with a modem and Internet access for downloading the flash software from the vehicle manufacturer's website, and a subscription to the manufacturer's database so you can access the software or get the software updates on CDs. Other items that are needed include a cable to connect the PC to the scan tool or J2534 pass-through device, and a cable to connect the scan tool or J2534 pass-through device to the OBD II connector on the vehicle.

For GM applications, you need a Tech 2 scan tool or Vetronix Mastertech.

For Ford applications, you need a Ford New Generation Star (NGS) scan tool, or their new IDS scan tool.

For Chrysler applications, you need a Diagnostic and Reprogramming Tool (DART) or a Chrysler DRB III scan tool. These tools are available from OTC Div of SPX Corp.

For import applications, you need whatever factory scan tool the dealer uses, an aftermarket scan tool with reflash capabilities for that vehicle, or a J2534 pass-through device that will work on the vehicle.

Yearly and monthly access fees to OEM databases tend to be very pricey for the average shop, but one-day or short-term access fees are typically available for $20 to $25. These costs are usually passed along to he vehicle owner when a shop has to access online information.

On GM and Chrylser applications, flash updates are supplied on CDs once you pay a subscrption fee. With Ford, the softare is downloaded from their website via an internet connection. The software is then loaded from the CD to your PC. From here, the software may be copied to a flash card which is then plugged into a scan tool for transfer to the vehicle, or it is copied through the J2534 pass-thru box or scan tool to the vehicle. With Ford, you have to keep a live internet connection for the duration of the procedure because Ford loads the software into the vehicle directly from its own server.

The flash procedure can takes from a few minutes up to an hour depending on the file size of the softare you are installing. The newer and more complex the vehicle, the longer it typically takes to flash the PCM.

 

Another example are rich codes that may appear on some late-model GM vehicles. "The problem here is that the original OBD II self-diagnostic programming does not allow enough leeway for changes in intake vacuum that occur as the engine ages. After 60,000 miles, intake vacuum isn't as high as in a new engine, which can create a rich fuel condition. The cure is to flash reprogram the PCM to compensate for the drop in vacuum."

THATS MY HOLE POINT...'FLASH REPROGRAM' . bringing it back to factory original settings. i never said anything about costly updates.
technician sees somthing is off, like what you stated above, and reflashes the pcm back to the original settings.
doesnt the tech have a way to see that the pcm ( if reprogrammed by pcmforless) isnt operating on factory settings?
for one reson or another,they felt is was necessary to send that cap with those instructions on it. one can only assume they had an issue with techs reflashing with out asking customer first. we all know dealerships are eager to pad the bill.

 

NOT original settings, flash updates compensate for wear.

"The cure is to flash reprogram the PCM to compensate for the drop in vacuum."

Regardless, if I diagnose a driveability issue and after checking everything out, I find that the solution is to reflash, it is up to the customer to make the decision if they want that service performed, or not. Yes, flashing wipes the computer clean and updated software is installed, so it is up to the customer: The pcm tune, or a vehicle without driveability issues.