Wouldn't it be easier to convert back to OBD-I and regain control of the engine, fuel management, turbo and ignition system?
This seems to be the first step taken at a lot of speed shops (in other vehicles - to bypass problems introduced with OBD II).. I realize that this is slightly outside the law, but no more so than Stage I is at present (ever heard of being "kinda pregnant"?).
Personally, I wouldn't take the risk, but at least you would be able to start with a known subset and apply proven changes.
As it is now, all we can do is wire it up, put our fingers in our ears and twist it's tail.
Not exactly a scientific approach, but when you are workinmg with a proprietary system, running top secret firmware (not even entrusted to the dealers who service and maintain warranty), through an ever-evolving diagnostic connector topology... well, you get the drift......
Back to the subject, I don't know if the SKIM will allow a VIN mismatch to prevail. According to the Service Manual (and past experiences with early Stage I VIN SNAFUs), after 3 attempts the SKIM puts the PCM to "sleep". Each attempt would result in 20 seconds of running time before ASD. However, having mentioned that, with the hidden SKIM error code that comes stock with Stage I, maybe this has been addressed in firmware to disable this security feature....
I had theorized that the firmware had evolved past the available memory of the PCM, and some the SKIM routines had been removed to allow needed calibration routines - but, that, like everything else, is merely a WASG (guess), since no information is available to the public about how Stage I and NGC controllers actually do what they do.[xx(][xx(][xx(]
At some point, a set of criteria that support past findings and confirm current operating parameters will emerge, and give some insight into actual operations. Until then, we will have to alternate our thumbs between our ears and other areas as we continue to try to discover what makes the thing tick. [:I]
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