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Good evening folks! I actually have the similar issue here but mine seems to be much more severe. I too have done what the OP stated and I have 2 BCMs, 2 PCM/ECMs but I have NOT replaced the ignition cylinder. The Recall was just performed and operation of the switch over class 2 was verified.. CAN also seems to be working between the modules. Same MO - stalls while moving (or can replicate the same way in park sometimes) and the security telltale flashes 4 times then it either restarts via high gear/rpm/tq conv lock, or I have to start it from neutral.
Im going through my own diagnostics here and I am about to start checking grounds. I was reading through the post and saw where it was mentioned that the CKP could potentially cause the problem.. .I am a certified Chrysler tech/electrician or whatever you want to call my use of time....
Can someone explain to me how the CKP would cause an issue relative to the VTD system? I am this close to replacing the sensor around the key ring and I literally bought and returned a CKP cause I know there's no way in Chrysler world, but GM world shows me a reason to want take a long walk off of a short pier.... very often
My stal conditions vary. No speed matters, no RPM matters (I've gotten a little enraged and pegged the rpm at 6k and watched it still stall out... then rage becomes pure depression and defeat) However, mine does what it wants. If I can reach 35mph+, the car generally can catch itself on the TQConverter and restart - otherwise, I'm in neutral and starting the motor (tired of my music being interrupted).. The really cool part is that even if it catches itself, 50 feet later, it stalls again.. I have counted 16 total stalls in a single 12 mile trip before. Most occur right after the other. Sometimes ill get a mile or two down the road. Then to top that all off, sometimes I get to work with 0 Stalls that trip. All show the 4 flashes of the telltale.
I saw this post in the beginning and I have followed every idea and step to the T with the exception of the CKP/CMP
Might I premise that my poor 2003 saturn vue 3L only has 64K original miles to this day... I have a beautiful motor that has a long life to live still..
WHY and HOW could the CKP be the problem... Please someone bang it into my head because I'm about to launch this thing off the Sunshine Skyway Bridge.
Any other suggestions? I have alldata access and all vehicle wiring.. I agree also with not wanting to bypass PASSLOCK with the resistor as I feel confident in that not being my issue. I think its a ground issue. It makes me default to thinking something is in an overcurrent state splt second and it fails the PCM/BCM signal. Almost like it thinks the key was turned off and back on. I can assure you that is not the case as I have tested that electrically and If you bump the key off/on while moving, the same effect happens BUT no telltale flashes so that test makes me think its not key cylinder... I did get the code ONE time as he stated about the P1629 (Theft Deterrent fuel enable signal not received) but I have not been able to rescan this as well I have 0 U/B codes unless I throw the BCM in that has not been RPO configured..
I beg of thee wise group, help this poor young poor souls fix this turd. I love her too much to let this be the reason she goes.
So I read back through the entire thread. Initially I didn't remember it, but as I got further into it, the PTSD kicked in pretty hard. I will help as much as possible, but I was not a security system nor BCM nor PCM expert back then, nor am I now. I tried to throw logic at things.
Everyone, please, dive in on this one (as if anyone needs permission around here to do anything)
I have had a verified ecm failure/ no start with this engine in my 2002 LW300. A used good ecm installed and 25k miles with no problems of any kind. I have read through this thread again and it seems the security issue before has been the ecm. If I were you buy another ecm from either a L300 or a 2002-3 vue with a big dent and try that.
I learned many years ago do not buy computer parts from cars with no severe body damage. I always trust mechanical and computer parts from wrecked cars, they were running and driving when wrecked.
So, I have a somewhat background in vehicle data systems, but Class 2 is a bit foreign to me. I am a level 2 Mopar tech, if that gives you any idea of my stupidity.
I am now in the middle of replacing grounds and have replaced the ground from the splice pack at the right end of the dash chassis and ran an 8G wire directly to the battery. It's only 8G as it's what I have lying around to use. I will reach out to the company who gave me the "PCM" to replace it - Before I do, I have found a module bolted to the rear of the engine (driver's side of the engine bay above the bellhousing). What is this module? It is physically bolted to the block/bell and has a few grounds attached to it.
I replaced the module that was just behind the battery/fuse box on top of the engine bay in clear open view in a plastic "brackoot". (sorry, I've lost all sanity) I was under the impression that this was the PCM? Engine Control Module? This is where the injector enable message goes to.
I plan to narrow this down rather than throw parts. Surely there is a reason as to why this suddenly started happening.
The module bolted the rear valve cover is the engine PCM. It controls only the engine, there is a body control module most likely inside the car. There is also a transmission control module somewhere. It is inside of the L series 3.0L cars. The L series 3.0 cars use a GM 4T45 transmission. I think the VUE uses a five speed automatic of some kind. All modules have to talk and agree with security for the thing to run.
I will grab a picture later on - There are 2 modules in the engine bay - I have a photo of the one I replaced, thinking this was the actual PCM that's controlling the injector enable functions.
At the time, my research called this the PCM as well and not just the TCM. this is mounted on the top of the engine bay just behind the fuse box facing the sky. I never noticed the module at the back of the motor.
If the module bolted to the valve cover is the actual PCM, that's my next attack point for grounds and such.
Alright, update, I have now replaced the actual PCM. Programmed the OE BCM back as well without issue! Back to 61K miles... I went a few miles and have not had the stall issue happen yet. I am really hoping this gets it and I will report after about 3-4 days if this was successful.
Then on to wheel bearings, control arms, tie rods, sway links, and an alignment.
