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Lockin4u
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Posts posted by Lockin4u
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34 minutes ago, dvdtrmbl said:
I think some are encrypted and some are not. I have done this with ABRITES. It may have been an earlier year I guess.
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?
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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.
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Update: The 2 processors do not contain the same data. Probably why it didn't work, just swapping out the processor containing the key data.
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9 hours ago, ivebeenthere said:
For curiosity sake, is it possible to swap the original chip to a used module?
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.
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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.
- Jim Hetchler and Singh
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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.
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I have a service shop customer with the above vehicle and bad Bosch cluster. They have a used one they would like to swap into it. Has anyone done this or have an idea what it would take to accomplish this?
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6 hours ago, Keyhole - Eugene said:
Would it have been possible to complete the job, on the bench by EEPROM / Soldering?
The thought had occurred to me to swap the processors. I'm not sure what or if anything else would need to make the journey from the donor to the original clusters. But the customer was getting anxious for it to be done. I really wasn't up to diving into another rabbit hole with a customer on my back. So I decided to leave it in a running condition and told him to take it to the dealer, where they can address all the issues.
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12 hours ago, Goalie309 said:
So I guess the help u were talking about from the rosstech people went nowhere or was that a pay option?
When I said "this one went nowhere", that had nothing to do with the support from Rosstech. It was in reference to the fact that I wasn't able to complete the job, due to the fact that I could not successfully write the data I copied from the original cluster to the donor cluster and restore the vehicle to a running condition with the donor cluster installed.
The help I got from Rosstech was useful in determining that the problem with the ambient air temperature reading was actually in the original cluster. They also generated and emailed the coding to restore the ABS module. Had I been able to get the cluster to work, I would have used that to complete the job.
The VCDS is a diagnostic tool capable of OEM type diagnostic functions. Unfortunately that doesn't include capabilities outside of OEM type diagnostics, such as matching a used cluster to a vehicle. But apparently, neither does the VVDI2 in this case. Or if it does, I wasn't able to find it.
Although I had purchased the VCDS several years ago, the guy at Rosstech was kind enough to spend quite a while on the phone, helping me track down the source of the problem at no charge. I posted their normal support terms above.
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Well, this one went nowhere. These were VDO/NEC clusters. I tried everything I could to write the data from the old cluster to the donor but it wouldn't take. Using the VVDI2, I read and saved all the info from the original cluster, immo, EEPROM, and mileage. At first the VVDI2 wouldn't allow me to work with the donor cluster at all without a "working key". So I used the ZF to program a key on the bench. Then I connected the donor cluster to the vehicle and using the key I programmed, turned on the ignition and wrote each of the files to it. I turned the ignition off, disconnected the tool, turned it back on with the original key. The odometer displayed Error and the car would start, then shut off. I tried several more times to write the data, with the same result. At that point I threw in the towel and called it quits.
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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.
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2 hours ago, Keyhole - Eugene said:
VVDI2 should be able to read the Immo data, Flash and EEPROM of the original by OBD with an existing key. Save them, swap clusters and write over them
Thanks! I might give this a shot Monday. I'll post results here.
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I've got a customer who changed the cluster in a 2013 Passat keyed ignition because the ambient air temperature sensor was reading too low and wouldn't allow the A/C to come on.
Obviously now the car won't start with the owner's keys. What needs to be done to return the car to normal? Read the old processor and dump it onto the donor?...
I have Orange5, AR32, Wellon VP290, VVDI Prog, etc., to EEPROM with. Also VVDI2, SuperVAG, VCDS, ZF, MaxiSYS, APP, etc., to program with.
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46 minutes ago, Black22 said:
Build date is 04/03.
Vehicle year is always determined by the 10th character of the VIN, not the build date.
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Non-transponder.
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One biscuit for Bill!
The vehicle VIN is displayed in the ASCII window.
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These vehicles remain popular with the off-road/rock crawling crowd. I have a feeling we'll continue to be asked to match components on these heaps for a few more years. I had 2 last week. This one and another with a replacement PCM that I VIN matched.
An extra dog biscuit for the member who can tell me what KP rule I unwittingly broke and subsequently corrected in the PDF...
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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.
- dmbrownson, Singh and michaeleschmidt
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If the PCM came from a donor vehicle that was immobilizer equipped, you will need all related immobilizer components from that donor vehicle to create a running vehicle on your end. Nothing you can do to that PCM will revert it to non-transponder. Add the cost of transponder keys, labor, and programming, of course.
As an aside, I've had a couple of shops call me that have installed boneyard columns on non-transponder Chrysler vehicles. The replacement columns they sourced, came with SKIM modules from transponder equipped vehicles. They unwittingly made all the available connections and attempted to start the vehicle.
At that point, what was once a non-transponder PCM, was instantly and irreversibly transformed into an immobilizer PCM.
To any naysayers who may question the validity of these statements, I realize this may sound preposterous. But yes, it's entirely possible and completely factual. If still in doubt, I implore you to conduct your own field tests and report back here with your results.
Edit: When I said, "you will need all related immobilizer components from that donor vehicle". I meant that you will need the remainder of the immobilizer system components. Not necessarily those components directly from the PCM donor vehicle...
- AnthonyT, JeffEilenberger and Pop-a-Lock
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36 minutes ago, bondedlock said:
I also bought an Aoyue 868a after using that in eeprom class last year. I have been disappointed and will try something else when I buy a new one. The tip on the soldering iron pooped out, it doesn't heat up well. Probably just mine, the one I used in class seemed great. Oh well.
It's not just yours. These aren't high end stations. I owned one for about 6 months until the matching hot air station crapped out. I replaced the hot air unit with a Xytronic LF-852D. It's been working very well for several years now.
I also purchased a JBC CD-1BB soldering station at the same time. I can honestly say that I had no idea what it was like to use a good solder station until I used the JBC unit. There is a marked difference that becomes instantly apparent when used the first time.
I have these mounted in the van and use them in the field for the bulk of my SMD rework.
I also have the same Xytronic hot air station as well as a Xytronic 988D soldering/desoldering station in the shop. I bought them as a package. While it seems to be a quality unit and it does hold temp better than the Aoyue, as well as having the added feature of the desoldering gun, it still does not compare to the JBC for soldering.
One of the features about the JBC unit that I like best, besides the stellar temperature retention, is the quick change, hot swappable, hands free tip change design. No waiting for the iron to cool down to change tips.
One word about that though. Do not have the unit powered on and think you can get a tip, held in your hand, inserted before it burns the living crap out of your fingers... You won't. It heats that fast.
I also use a handheld Denon SC-7000Z desoldering tool in the van for through-hole devise removal.
http://www.howardelectronics.com/- bondedlock, petersouthern and Wes
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You can't go wrong with JBC.
The vehicle VIN is displayed in the ASCII window.
Interesting Ford Used PCM Swap Using IDS
in Module Repair/Swapping
Posted
Same here. Just never seen it done with IDS.