Yep you read correctly. I was doing some editing of the VE today in class and went to flash it back to the PCM and it ran through its thing and was getting ready to start writing it when all of a sudden it says "MODE 1 FAILURE". Car does nothing now. No fuel, no spark. Does anyone have any ideas? I have done nothing different. I have contacted HP Tuners.


3400 SWAP DONE. 187WHP 212TQ (NA) 240WHP 310TQ (N2O)

Nitrous Nate wrote:Yep you read correctly. I was doing some editing of the VE today in class and went to flash it back to the PCM and it ran through its thing and was getting ready to start writing it when all of a sudden it says "MODE 1 FAILURE". Car does nothing now. No fuel, no spark. Does anyone have any ideas? I have done nothing different. I have contacted HP Tuners.

so immediately you blame HP tuners...

id wait for their response before saying they fried your pcm. they didnt touch your car.



Edited 1 time(s). Last edited Monday, March 17, 2008 7:51 PM

LOL well it was HPT but the problem is fixed now. I guess when the write process gets interrupted the PCM will not do anything. So I did a "write entire" instead of just a "write calibration" and it worked finally. Whats the difference between those 2 anyway?


3400 SWAP DONE. 187WHP 212TQ (NA) 240WHP 310TQ (N2O)

Everytime I see a post bashing HP Tuners it has turned out to be user error. We are lucky to have such an awesome tuning device.


Equipt with Replacement for Displacement components

Nitrous Nate wrote:LOL well it was HPT but the problem is fixed now. I guess when the write process gets interrupted the PCM will not do anything. So I did a "write entire" instead of just a "write calibration" and it worked finally. Whats the difference between those 2 anyway?

every time i have ever used it i write entire. not sure the difference but when ive talked with keith ever about it he told me to always write entire.

if I sell you a gun and you shoot yourself using the gun is it my fault?



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+1 to write entire... I click the button, don't set high speed mode and go for a quick smoke break or something.

Sarcastic BS comments arnt needed. HPT had an error so it was something with HPT. So STFU. Dont say anything if its not relevant.


3400 SWAP DONE. 187WHP 212TQ (NA) 240WHP 310TQ (N2O)

And I quote right from the email from Bill at HPT "it is not recommended performing a write entire unless in extreme cases or when changing operating systems"



3400 SWAP DONE. 187WHP 212TQ (NA) 240WHP 310TQ (N2O)

Nitrous Nate wrote:And I quote right from the email from Bill at HPT "it is not recommended performing a write entire unless in extreme cases or when changing operating systems"

Yup, I heard the same thing from HPT.





2010 Subaru Impreza WRX Limited
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2007 Honda CBR 600RR
2005 Honda TRX450R

write calibration changes what you change in the small categories. write entire completely reflashes. keep in mind those PCMs arent designed for constant reflashing, that is why it is not recomended.



My car may run 18s, but I can do your taxes in 10 seconds flat.
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Nate, I coulda swore I saw a post in the tuning forum with the same topic. I didn't find it on a quick search (maybe it was in a different forum?), I thought it had a bit of info on some possible solutions.

Quote:

keep in mind those PCMs arent designed for constant reflashing, that is why it is not recomended.

Yeah, but as long as some people have had HPTuners and made different tweaks in comparison to how long Nate has had it I really doubt that he's close to the limit on the flash write cycle.

Suggestions:

Something doesn't seem right here. You should STILL have spark even with a dead PCM. There's a 5 or 6 pin connector on the ICM..... try unplugging it. You should get spark from the ICM wether or not there is a PCM present.

Under 400rpm your ICM is in control of ignition. At 0* advance, but you'll still get spark. After you hit 400rpm the PCM will send an override signal, and then it will be in control of ignition timing. If you're not seeing spark, then there's either A) Some sort of electrical problem or B) A bad crank sensor. If the PCM doesn't see a crank pulse, it won't give any cranking pulses to the injectors.

Does your fuel pump still turn on when you turn the key?

The problem is fixed now but no there was no fuel pump. I guess when HPT was writing the PCM it encountered an error and stopped writing it. This Im guessing caused the program to be like "half written" and so the PCM didnt know what to do. I did a write entire and it fixed the problem. I have no idea why it did this and neither does HPT. I almost had a heart attack for a while until i fixed it. It wouldnt even recognize that it was plugged into the DLC until I did a write entire. When I would just do write calibration it kept saying " VCM cannot be found". Im glad its working now.


3400 SWAP DONE. 187WHP 212TQ (NA) 240WHP 310TQ (N2O)

Nitrous Nate wrote:Sarcastic BS comments arnt needed. HPT had an error so it was something with HPT. So STFU. Dont say anything if its not relevant.

The only time I've flashed mine is when I made drastic changes (full trans edits + fan/ac/speedo + a few others not related to timing), so IMO write calibration would not have been a good option.

At least you got it working.

Ya im just glad its working.


3400 SWAP DONE. 187WHP 212TQ (NA) 240WHP 310TQ (N2O)

Nate I agree that to jump on here and say HPT fried your ECU was incorrect, because it did not.
I always write Cal only. Even when changing lots of things that I always use that.



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