Diagnostics & Re-Flashing with J2534
And why you need to know about it. Presented by Alh. Lukman Garu CEO Garu Technologies Ltd.
September 29th- 30th, 2012
•Why Learn about J2534?
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•The discussion related to a programming started around 1994,
•SAE (society of automotive engineers)J2534 was adopted as the recommended standard for Pass-Tru reprogramming.
•EPA (environmental protection agency) legislation officially signed into law 6/27/03 What requirement needed for reprogramming with J2534, and a provision that will require OEMs to comply with SAE starting from 2004.
•Some manufacturers offer many capabilities beyond re-flashing
•Many issues can only be fixed with a re-flash.
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•What is Pass-tru?
Passthru :
*Application programming Interface (API)
*Software from manufacturer that must run on windows using J2534 Hardware and must be cheap and accessible to any one.
*Hardware which must be compatible with the 16pin OBD port. Possibly from third party company but must be compatible with different vehicle protocols.
•Why passthru?
Software posed hard challenges.
In November 2006, SAE (society of automobile engineers) predicted in the SAE engineering magazine, that software will amount to 10% of the cost of vehicle up from 5% then.
1,000,000 lines of code amount to about 21,739 pages of data with 12 point? Engineer predict more than 10,000,000 not far away, today it has exceeded that margin.
Software are been developed across the globe
Engineers are pressed to develop system faster than ever.
However mistakes and bugs are likely to occur, which makes reprogramming inevitable.
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•Capabilities of J2534 beyond Re-flashing
Module software update
New module reprogramming
Re initialisation of system
Solve recall problem.
Variant coding: All euro vehicles
Anti theft or immobiliser Issues / Key programming.
VIN No. modification.
Solving some Emission problems without the need for hardware change.
BCM initialisation- GM
Firmware support for new accessories or parts
•Future off OEM Scan Tools
•Many manufacturers are planning on using J2534 as the interface for their next generation of OEM tools.
•Legislation in Europe makes OEM’s to provide re-flashing for ALL ECU’s on their vehicles. This is trickling over into the U.S.
•Handful of OEM’s already providing DEALER LEVEL software for use with a J2534 interface.
•A brand of ECU hardware can be used for lot of vehicle brands with a unique firmware and files.
•Opportunity
Programming in inevitable, vehicle programming continues to expand at rapid rate which makes it important to every shop. Because it must be done anyway:
Send customers to the dealers (looses your customer)
Take the vehicle to the dealers or another shop, (all the risks lie on you )
Call a mobile repair technician with programming capabilities. ( pay for other charges)
•Diagnostics with J2534
Who offers Dealer level tooling?
– Toyota – Techstream.
– Volvo – VIIDA
– Jaguar//Land Rover – IDS SDD
The above three also allow access to security modules and key functions with a NASTF SDRM
Who offers near dealer level tooling?
– BMW – IISTA
•Toyota TechStream
Case study.
•Mongoose / MCVI and Toyota TechStream
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•What does this mean for me?
*Gain access to OEM tooling that may have been un-accessible or too expensive previously.
*Save time and money by keeping the job in house.
*As profits grow, so does access to more OEM software subscriptions.
*More subscriptions allow you to bring more vehicles into the shop.
*Get the TSB as fast as it is released from the manufacturers.
*Getting information about the new vehicles features, functions and modifications
*Access to training materials, PDF , videos and other documents
•Expanded Business Potential
*One tool can cover multiple brands for both flashing and diagnostics.
*Have access to OEM level tools with affordable short term subscriptions
– no need to buy yearly updates.
*The more brands you can confidently service, the more cars you can bring for the bigger tickets, and more in-depth services.
•How do i know which vehicle needs reprogram.
Research, Research and Research
TSB
OEM sites.
Tool manufacturer sites.
Internet.
Forum.
Alldata, Mitchell on demand , and many more…
Note:
Research prevent mistakes
Research improve efficiency
•Who Offers Re-Flashing with J2534?
*All manufacturers who sell more than 5000 cars per year in the U.S
*Must provide update capability for emissions controllers, i.e.. Engine & Transmission.
*All vehicles sold in the U.S. since 2004.
*Coverage for previous vehicles before 2004 is voluntary.
*Euro 5 requires all module flashing through J2534 for 2010 and newer vehicles.
*Diagnostics developed at the same time. This means more OEM level subscriptions will be available in the U.S. in the near future.
•Many issues can only be fixed with a re-flash.
ECU issues.
Some issues can only be fixed with Flashing
*Certain TSBs don’t call for any parts, simply an update to the software in the ECM.
– Always check TSBs first.
– Many drivability issues addressed by a re-flash.
*Industry Experts say as many as 7 out of 10 vehicles on the road have outdated calibrations.
*Re-flashes addressing various issues were found for nearly every vehicle we searched for using a popular service information resources
•TSB Examples
The following TSBs show different cases where re-flashing is required to solve an issue..
– Re-flash due to problem with DTC information.
– Re-flash to solve idle issue.
– Re-flash to cure poor running condition due to changes in fuel quality.
_ Re-flash to add additional function in vehicles.
•Alternatives to Re-flashing
Outsource re-flash (dealer, mobile jobber)
lost business
Buy OEM tooling
Turn the job away
Physical issues may be fixed by calibration update only – fixing only physical parts may result in vehicle returning to shop.
•Getting started: Logical Process
•Research, Research, Research.
•Perform initial check.
-Visual inspection is needed.
•Diagnostics –What is wrong with the vehicle?
•Module status networks by first using your diagnostics tools.
•Check trouble code definition and TSB.
•Research the specific programming task. (Alldata, Mitchel, TBS, OEM info…)
•Research the equipment needed for a particular task and procedure.
-Different manufacturer with different procedure.
•Make decision – Do you have what you need
– Note that Re-flashing is only part of a repair process
•Is there a re-flash that addresses the problem?
•What is involved in the re-flash? (Extra procedures?)
– At time one tool may not finalised the process.
•Re-flash and complete any extra procedures
•Resolve any issue after programming.
•Vehicle repaired
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•State of Mind
•Re-flashing requires a clear state of mind
•Impatience, anger, anxiousness, etc. Can cause the technicians to have the highest rate of re-flash failure
•Be a continuous learner
•Take notes on new processes, software changes constantly,
•New vehicle technologies are emerging daily, Seek additional training, learn from experienced technicians and talk to other technicians who may have the same questions you do.
•A forum online will help a lot and information from the tool manufacturer and OEM sites.
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•Continued learning
Re-flashing is not a Plug and Play process
Different manufacturers have different re-flashing process seek out and attend a course tailored to re-flashing
*CarDAQ+ Drew Technologies, Inc. Dealers: GARUTECH/AUTOMEDICS
*Mongoose PWM + FEPS/Can Drew Technologies, Inc. Dealers: GARUTECH/AUTOMEDICS
*PassThru+XS ActiaCorp Sub-Dealers: GARUTECH/AUTOMEDICS
*Universal Reprogrammer EASE Diagnostics Dealers : GARUTECH/AUTOMEDICS
*FLASH2 All-Makes Reprogram CARDONE Industries
Many other re-sources are available online.
•J2534 Resources
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•J2534 Toolbox (software by drewtech)
•Specific OEM information
•Current OEM Issues
•How-to videos
•NASTF (National automotive service task force)
•Specific Manufacturer information
•Security Professional documentation, licensing, etc.
•J2534 Tool Manufacturers
•Provide tool Support
• Typically happy to pass information along yourself!
•Take notes on new processes
•Takes more time initially, saves exponentially more time in long run
•Technical support may not be available for something you have done in the past.
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•Re-Flashing Check list:
•There are thing you must prepare.
•Power Supply connected to Vehicle is very important.
•Current version off OEM software installed
•Pass thru tool updated with most current drivers
•Screen Saver Disabled
•Module ready to be replaced, New or used and what u need to do for the two.
•Security information//Keys available for possible re-learn.
•Battery fully Charged, power supply plugged in, Power management profile set to not power down, sleep or hibernate from lack off user actions.
•Internet connection stable for applications that require internet access
•Stable surface for laptop.
•Certain brands will give the opportunity to clear DTCs after re-flash as part off after programming procedure.
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•Case studies. By code.
•Vehicle: 2003 Toyota corolla S 1.8L , IZZ-FE 16 valves VVT-i 129,571 miles.
Fault code: P0420 Catalyst system below thresh-hold Bank1. (The PCM is flashed instead of converter to be changed.)
•Vehicle : 2003 GMC Envoy XL. Problem.
Fault code: P0483 Cooling Fan Rationality Check Malfunction. one TSB 04-06-04-090B Recommended a PCM reprogramming as a solution for the P0483.
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Others
•Toyota: P0120: Throttle Position Sensor/Switch (TPS) A Circuit Malfunction
•Opel: P0220: Throttle/Petal Position Sensor/Switch ‘B’ Circuit Malfunction
•Chevrolet: P1516: Engine Power Reduced
•Honda: P0135: Oxygen O2 Sensor Heater Circuit Malfunction (Bank 1, Sensor 1)
•FORD : P1518: Intake Manifold Runner Control fault – Stuck Open
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•More case study
•Chevy trail blazer 2002
•C0550 ECU malfunctions.
•Customers complain that the 4WD/AWD indicator light not working, or in operative, or 4wd light in illuminated, this is an intermittent problem.
•Technical service bulletin reference no 02-04-21-00E dated July 20,2006 illustrate the cause and correction.
•Cause.
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•The transfer control module (TCCM)has not receive a wakeup call during key up and has remain in sleep mode. And will not communicate with scanners most time for easy diagnostics.
Corrections.
•Try to communicate with TCCM, if you have connection failed. Remove the under-hood (ATCM or TREC) or simply the TCCM fuse. Wait for 30 seconds and put he fuse back . the module should wake up. Then u can communicate with scanners. If C0550 code is found the only way to finally solve this problem is to reprogram the module.
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•The Error affects these model of vehicles.
•Buick rainier 2004
•Chevrolet trailblazer 2002- 2004
•Chevrolet avalanche, Silverado , suburban , Tahoe 2002-2004
•GMC Envoy, Envoy xl 2003-2004
•GMC Sierra, Yukon , Yukon xl 2004
•Oldsmobile Bravada.
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•OEM Service Websites
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•The OEMs are the Original Equipment manufacturers. There are lot of advantage working with them, they also understand the fact that the aftermarket cannot be ruled out. We need to work together. The era where only the authorise dealer in a country only have access to technical and repair information from the manufacturer has gone with the J2534 system. You will learn a lot subscribing to some of this server. For example the last TST on ECU programming on Toyota in the regular Alldata every one is using was written in 2010, while there is new one on Toyota server written in 2012 with some new info.
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Some OEMs website for reprogramming and information.
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•OEMs Subscription charges As of January 2011
Note: This is a guide only. Prices may change without notice.
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Compiled by : Alh. Lukman Lawal Garu (Garutech)
08023190606, 08037153638
Lukmangaru@yahoo.co.uk
www.j2534.com.ng
www.garutech.net
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