http://www.bgperformancepcm.com/#nostaligia
Supposedly the only ones that can remove the anti theft. From what i have been told the guy that owns the place use to be a Chrysler engineer.
As for the FCM it indeed can be used for data communication. I want to be able to use factory diagnostic tools if necessary and the FCM is what stores fault codes and acts as a central gateway for all the other modules that may be used in a car to channel that info to the data link connector. It will also be able to control the cooling fans, ac and headlights if i want to take it that far. As for the NAG that is what is really holding up digging into the wiring. i need to make up my mind if I want to go with the hassle or just stick with the 904 I use to run in the car. If I decide to go with the 904 then I will send out the factory computer and have the trans and security flashed out of it. If iI keep the security in it it will make a nice little anti theft deal. keep the key in the module for when I want it and take it with me when i don't want the car to go anywhere. A sure way to keep my son form taking it out one night when my wife and I aren't home.
I can't find the link where I got the FSM from but PM me your email and I will see if it will email. It is a pretty large file though.
Here is a little blurb out of the FSM about it's operation.
The Diagnostic CAN-C bus is also capable of 500 Kbps communication, and is
sometimes informally referred to as the CAN-D system to differentiate it from the other high speed CAN-C bus. The
Diagnostic CAN-C is used exclusively for the transmission of diagnostic information between the Front Control Module/
Central GateWay (FCM or FCMCGW) and a diagnostic scan tool connected to the industry-standard 16-way
Data Link Connector (DLC) located beneath the instrument panel on the driver side of the vehicle.
The FCM is located on the Integrated Power Module (IPM), which is located in the engine compartment near the
battery. The central CAN gateway or hub module integral to the FCM is connected to all three CAN buses. This
gateway physically and electrically isolates the CAN buses from each other and coordinates the bi-directional transfer
of messages between them.
OPERATION
The Controller Area Network (CAN) data bus allows all electronic modules or nodes connected to the bus to share
information with each other. Regardless of whether a message originates from a module on the low speed CAN-B
bus or on the high speed CAN-C or CAN-D bus, the message structure and layout is similar, which allows the Front
Control Module/Central GateWay (FCM or FCMCGW) to process and transfer messages between the buses. The
FCM also stores a Diagnostic Trouble Code (DTC) for certain bus network faults.
All modules (also referred to as nodes) transmit and receive messages over one of these buses. Data exchange
between nodes is achieved by serial transmission of encoded data messages. Each node can both send and
receive serial data simultaneously. Bus messages are carried over the data bus in the form of Variable Pulse Width
Modulated (VPWM) signals which, when the high and low voltage pulses are strung together, form a message. Each
node uses arbitration to sort the message priority if two competing messages are attempting to be broadcast at the
same time.
The voltage network used to transmit messages requires biasing and termination. Each module on the bus network
provides its own biasing and termination. Each node terminates the bus through a terminating resistor and a terminating
capacitor. There are two types of nodes on the bus. The dominant node terminates the bus through a 1
KW resistor and a 3300 pF capacitor, typically resulting in about a 3300 ohm termination resistance. However, this
resistance value may vary somewhat by application. The FCM (or FCMCGW) is the only dominant node in this
network. A non-dominant (or recessive) node terminates the bus through an 11 KW resistor and a 330 pF capacitor,
typically resulting in about a 10800 ohm termination resistance.
