Lockin4u

I'll just drop this here.
2002 Jeep Grand Cherokee Type 2 Immobilizer & PCM Swap.pdf

That, I don't know. But there are actually 2 of those processors. The one you see above and this one here. I believe they contain the same data. It's difficult to desolder and resolder that one without also desoldering the flat cables that hold the 4 different circuit boards together.

If bladed ignition, keys are self learning.
If EIS plastic key and ignition, W210, the processor is a Motorola 64 leg HC05.
Here's your huckleberry.

I usually try not to read anything 9s12 with the vvdi. Too many errors and issues, especially with the bmw system.  My burnt l current go to is the smok. Which I'm pretty sure your carprog is the same thing.  I would try and read the flash with that. 

Why are you eeproming that ECU and why would you pick IC003?

I don't remember whether the tech person said that 2005 or 2006 was the cut-off point. But definitely not 2007.
With Abritis through the DLC or on the bench?

Follow-up. According to the experts at Ross-Tech, VAG COM will not perform this procedure on the 2007 Audi A4.
I finally got the VVDI2 working again, only to fail after reading & saving the EEPROM data and attempting to write it to the donor cluster. I contacted VVDI "tech support" through their Whatsapp number on May 6. I explained the situation and they replied with "one moment". That's the last I've been able to extract from them. I've attempted 2 more times since to elicit an answer. They have read all of my messages (it shows that on Whatsapp) but they've ignored the conversation. I'm pretty sure that Xhorse in Chinese actually means Horse Shit.

Customer says the car runs with the original cluster. But the body functions weren't working, windows, electric locks, radio, etc. He did a scan and said the data lines for that module were screwed up. He got a used cluster out of the same y/m/m while he was at the junkyard. With the new/used cluster plugged in, everything that wasn't working is now functional. Of course the car won't start because it's a mismatched cluster. Hoping it's possible to transfer the necessary data to the new/used one or otherwise marry it to the car.

If bladed ignition, keys are self learning.
If EIS plastic key and ignition, W210, the processor is a Motorola 64 leg HC05.
Here's your huckleberry.

I had a customer call with a 2013 GLK350 that they put a used trans in and wondered if I could program it as it wouldn't move. I have diagspeed pro so I was able to reset it and I used autel elite to code the trans when all said and done car moved.   Easy money. Dealer wanted 11k.  They have less than 3k in I would bet

These three pictures pretty much show what you need to know to find the Frequency hub...

I'll just drop this here.
2002 Jeep Grand Cherokee Type 2 Immobilizer & PCM Swap.pdf

This one is going to prove to be...interesting. I went through some diagnostics with the VCDS and ended up talking with their tech support while having my hand held through some of the processes. I thought AE Tools has pretty good tech support. The guy I talked to at Ross-Tech was absolutely outstanding! I was on the phone with him for quite some time. He gave me his name at the beginning of our conversation but I had forgotten it by the time we wrapped it up. I'm terrible with names. He knows the tool inside and out but is also extremely knowledgeable about VW vehicle diagnostics.
As I stated, the problem with the car is the ambient temperature is reading about 7 degrees Celsius and won't allow the A/C to engage. He told me exactly where to find the temperature sensor, took me through some tests, and determined that the issue is actually in the cluster.
When I arrived at the vehicle I saw that the original cluster was in the dash but loose. The donor cluster was in the passenger seat. The shop had swapped them out to see if that's where the problem was. In doing so, they created another problem. Which causes me to point to another current topic of discussion here on KP, while reiterating its crucial importance.
Toward the end of my conversation with the gentleman at Ross-Tech he began explaining that many times, when swapping in a new/used cluster on a late model VW, it will wipe all the data from the ABS module. As he was explaining this, I was sitting in the driver's seat with the original cluster installed and the vehicle running, while staring at a flashing ABS light. He emphasized the importance of running a full module scan on the vehicle and save the data in a file on your computer. A feature that the VCDS has built in.
Now that the ABS module had been wiped, there are two choices in that regard. Send it to the dealer or perform the same vehicle module scan and send the file to Ross-Tech and have them recompile the correct data for the ABS module. Which I did. The VCDS software has the form built in as well to send the file through their website. He said it would be a couple days to generate.
You get 1 year or 15 sessions free tech support with the purchase of the tool. Tech support with Ross-Tech after the first year is normally $40 per session or you can purchase a 10 pack of sessions for $300. The VCDS Pro kit costs about $900 but they don't charge for updates. Since this was the first time I had called since buying the tool several years ago, he didn't charge me for this session. I thought that to be awfully decent of him.
Now the issue with this vehicle is going to be figuring out how to transfer all the necessary immobilizer data, including mileage over to the donor cluster. I hooked up the VVDI2 for the first time today and was somewhat disappointed in how little I was able to accomplish in regard to reading the critical data from the original cluster through the DLC, using a programmed key in the ignition. In fact, after quite a bit of searching through the less than intuitive software, I wasn't able to find how to do that at all. Time to regroup and consider alternatives.

As far as the VVDI2, You will need to know which dash and EEPROM it has to read the data.
If you have the cluster, you can just look at the thing typically there is a sticker. It is prolly one of the NEC selections.
If not, go to key learn, let it auto detect. It will tell you what type it is 90% of the time.
 
Next go up to the Immo drop menu - VW - Type 4 - select the appropriate cluster.
 
From that screen you should be able to read/write the EEPROM, Flash and IMMO info from the cluster with a working key.
 
 
As far as coding the ABS - I have not had to do one that new with it but I did an 08 Audi ABS module 100% with my autel MS908p. When you go to the appropriate screen for coding it literally walks you through it. You just have to know the options for the vehicle - most are not that hard to figure out IE AWD vs RWD, etc. No idea if it will do it to one this new.

Vehicle year is always determined by the 10th character of the VIN, not the build date.

James is correct. That ECU part# is for a 2004. Immobilizer is standard equipment and programmable via OBD port (4D67 chip). 

Is it possible its an 04 and can be done by OBD?
 
Try programming it as type 2 with a D chip key and see what happens.

I'll just drop this here.
2002 Jeep Grand Cherokee Type 2 Immobilizer & PCM Swap.pdf

I'll just drop this here.
2002 Jeep Grand Cherokee Type 2 Immobilizer & PCM Swap.pdf

I'll just drop this here.
2002 Jeep Grand Cherokee Type 2 Immobilizer & PCM Swap.pdf

I'll just drop this here.
2002 Jeep Grand Cherokee Type 2 Immobilizer & PCM Swap.pdf

I'll just drop this here.
2002 Jeep Grand Cherokee Type 2 Immobilizer & PCM Swap.pdf

I'll just drop this here.
2002 Jeep Grand Cherokee Type 2 Immobilizer & PCM Swap.pdf

Bottom line, you are going to need OEM diagnostic capabilities for the manufacturers, years and models you intend to service. That may mean OEM tools, a good J2534 device and appropriate software and/or subscriptions, or most likely a combination of both.
Aftermarket tools will cover some of those duties. But I certainly wouldn't want to step off into that abyss without the catch net of the proper OEM tools underneath me. Not to mention some solid training.

Bottom line, you are going to need OEM diagnostic capabilities for the manufacturers, years and models you intend to service. That may mean OEM tools, a good J2534 device and appropriate software and/or subscriptions, or most likely a combination of both.
Aftermarket tools will cover some of those duties. But I certainly wouldn't want to step off into that abyss without the catch net of the proper OEM tools underneath me. Not to mention some solid training.