mitsubishi mut 3 reprogramming pc software

Search Method Selection

Select Special Function

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Select ECU Reprogramming

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Select an appropriate button:
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– Automatic Reprogramming (K-line): – Automatically searches appropriate Reprogramming data stored in PC.

– Database File Display (K-line): Shows the list of Reprogramming data stored in PC.

– Reprogramming Data Selection: Allows to select Reprogramming data in arbitrary drive and directories.

– Search: Allows to search the target data by ECU No., ROM-ID, etc.

– Automatic Reprogramming (CAN) : Automatically searches appropriate Reprogramming data stored in PC.

– Database File Display (CAN): Shows the list of Reprogramming data stored in PC.

– Memory card transfer: Transfer of stored Reprogramming data to Memory card.

Connect PC and V.C.I., and prepare following steps.

Connect Mitsubishi MUT-3 Main Harness B or A to V.C.I. securely.
After verifying the ignition switch position at LOCK (OFF), connect the M.U.T.-III Main harness B or A to the vehicle’s data-link-connector.

Turn Ignition switch on, and turn V.C.I. main switch on. (Do not start engine)

Data Search & Transfer (PC –> V.C.I.)

(a). Automatic Data Search

(b). Database File display

(c). Reprogramming Data Selection

(d). Search

(a). Automatic Data Search

Mitsubishi mut-3 Automatic reprogramming by K-LINE

Verify the connection of V.C.I. and harness

Applicable reprogramming data is searched from database installed in PC automatically

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Result of the search appears.

Start transferring the data into V.C.I. memory.

After completing the data transfer, ECU reprogramming will start sequentially

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(b)Database File display

Press Database File Display (K-line)

-Reprogramming data files in the hard disk are listed.

-Select an appropriate data file

-After completing the data transfer, ECU reprogramming will start sequentially

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(c)Reprogramming Data Selection

To select the reprogramming data from arbitrary directories

Press Reprogramming Data Selection

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Note:

-The displayed data as default is in the folder shown below.

C:¥Program Files¥MUT3¥RPGDATA

This directory is the default reprogramming data pool of M.U.T.-III.

-After completing the data transfer, ECU reprogramming will

start sequentially.

Data selection

Select a drive on the left chart, and the directories in the drive are displayed on the right chart.

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(d)Search

To search the reprogramming data by inputting ECU Part No., ROM-ID, or Data No.

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Note:

To input, 2 ways can be taken.

-By PC keyboard

-By virtual keyboard

Some info need to be a combination with the other info for

data search

– Current ECU P/N & ROM-ID need to be together.

– Data No. needs no other info.

Results

Select appropriate data
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Reprogramming ECU (V.C.I. –> vehicle ECU)

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Mitsubishi mut-3 Reprogramming by CAN Communication

Special function – ECU reprogramming – function options

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Automatic Reprogramming (K-line)

Database File Display (K-line)

Reprogramming Data Selection

Search

Automatic Reprogramming (CAN)

Database File Display (CAN)

Memory card transfer

in detail..

(a)Automatic Reprogramming

Press Automatic Reprogramming (CAN)

Vehicle choice

-Selected Model year and Model Code of the vehicle are indicated.

-Select a system (ECU) and loading option

Check all equipment properly

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Data search

Searching the target reprogramming data

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Data check

-The appropriate reprogramming data is indicated

Reprogramming data check

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Reprogramming on board ECU starts.

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Reprogramming completed

-Reprogramming is completed properly.

-Reprogrammed ECU Part No. and S/W Part No. are indicated.

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(b)Database File display

Press Database File Display (CAN)

NOTE:

Can’t possible update at select data from data list.

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How to Use CG100 Prog to Read & Write 93C66 Chip

Here CnAutotool.com show you a test report on CG100 Prog read and write 93c66 chip.It is very convenience and fast to operation.

What you Need?

CG100 Programmer

CG100 ATMEGA Adapter

Procedures:

Install 93C66 chip on EEPROM adapter,and install EEPROM adater on ATMEGA adapter

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Connect ATMEGA adapter to CG100

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Run CG100 software,and click “Programmer”

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Select “Serial Flash”àSelect “93C66”

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Click “Read” button to read

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Reading succeeded
How - to - Use - CG100 - 6 How - to - Use - CG100 - 7

And before operating writing,please save the original 93C66 data file on you compute in case data damaged.

How - to - Use - CG100 - 8

Now we change digits from 00000000 line to 00000010 line to “00”,then click “Write” button to start writing

How - to - Use - CG100 - 9 How - to - Use - CG100 - 10

Writing succeeded

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After then you can try to read the 93C66 data again to check if the writing operation successfully.

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Done!

Possible to use AppCar FCA software with Mircropod 2?

Topic: Can you use AppCar FCA software with Mircropod 2?

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What is Appcar DiagFCA:

Appcar DiagFCA is a professional diagnostics & programming software for Chrysler, Dodge, Jeep and RAM vehicles

The Appcar DiagFCA software allows you:

Read and erase all DTC Fault codes from all systems available on the vehicle,
Read identification data from all vehicle systems, such as part numbers and software versions, VIN numbers recorded in each module,
Show Live Data – current parameters available on each of the systems ,
Test and control of selected actuators such as valves, relays, lighting and more,
Programming and configuring some unique features,
Activation and deactivation of selected vehicle equipment.

what-is-Appcar-DiagFCA-2

What is Mircropod 2:

Mircropod II is the same diagnostic and programming tool the dealerships are using. It replaces your StarMobile, StarScan, and wi-TECH POD, and enables technicians to increase their productivity and provide world-class diagnostic services to users/owners. It offers 100% CAN coverage for Chrysler, Dodge, Jeep, and Fiat vehicle

MOPAR MicroPOD II Features:

Support all the latest technologies and vehicle platforms including the latest Chrysler and Fiat Vehicles.

Work as a direct replacement for the wiTECH POD

Work with the current wiTECH software

No smart cables required but PC-based

AppCar FCA Software and Mircropod2:

Because i work with FCA diag software on a daily basis i can share some experience.

There is a standard adopted by most automakers in 2002? So just about any cheap chinese obd tool (if it supports the appropriate communications protocol) can read basic trouble codes populated on the databus. But that’s all.

To dig deeper into other control units, make adjustments and programming you need more sophisticated devices

When talking about OEM tools, then for almost anything up to 2005 (some dodge trucks up to 2007) you need a DRBIII
WiTech DRB Emulator is NOT a 100% replacement for a real DRB Scan tool.
From 2007 up to 2009 you can use StarScan or StarMobile. basically the same device with the same capabilities. The only difference ist that Starscan is a standalone handheld unit with color LCD and Starmobile uses the VCI pod as an interface and needs a PC as a desktop client. Now obsolete, no FCA support nor flash files anymore.
Still both work pretty well in standalone mode, you can do almost anything dealer can, except flashes.

WiTech (or WiTech1) – can use the same communication interface as starmobile did. Or can use the new Micropod. Can work in standalone mode. Supports vehicles up to 2015. Again, can do just about anything the dealer can, including flashes (if you have paid access to techAuthority service). Lot of clones on the market, also same used units from closed dealerships…
BUT!!! You go online and play with FCA and do not have registered micropod or VCI pod it will be rendered locked and useless.

Today state of art is Witech2.
This is online only solution. No standalone software or application. Works with just about any internet browser or operating system (win, apple, unix, linux android…..) Does not work without internet connection.
Uses the same micropod2 bud you need an utility to change firmware. this can be done only once. So if you still plan to use Witech 1, you need another micropod which will be dedicated to Witech2 only.
Then you need a $$$ subscription from FCAWitech. In USA it is also available for an aftermarket shops, in Europe it is a dealer-only option.
Works also with some clones, but it is a hit/miss. Good clones which work run about $500 in the net. Not cheap, but still better than $1800

Regarding the AppCar FCA software – it works. I know who made it and have a multi license version (not single vehicle). can do a lot but not everything.
But in some cases it can go beyond the capabilities of dealer tools.
You can change gear ratios, tyre circumference/size, enable/disable TPMS, program DRL, program voltages for PWM (good for LED headlamps) and a lot of other stuff.

quite long post, but hope someone finds this info useful.

GM MDI 2 Genuine vs. China Clone

Look here: GM MDI 2 what’s the difference of the genuine and the china knock-off?

compared with GM MDI 1, what’s good of MDI2? Should you buy a new one?

gm-mdi-vs-mdi2-01

Conclusion:

The MDI 2 genuine and china clone share the same functions.

They are different in the price and operating system only!

For a GM garage, you can buy the genuine to use with relief!

For personal use, the price of clone is good and it’s worth the money!

MDI 2 comes with GM software in a HDD that people don’t have to install software themselves and will have no installation issues!

Is it necessary to have a MDI 2 if you have a MDI already?

It depends.

If you are the one pursuit security and efficiency, it’s necessary to have a new MDI2 interface.

in detail… (all information below works for the original MDI2. for the china clone, it’s for reference only!)

The next generation of the J2534 GM Multiple Diagnostic Interface, MDI 2 (Fig. 1, right), offers increased processing power and security than the original MDI (Fig. 1, left) for faster programming speeds on current Global A vehicles as well as future Global B vehicles. The compact communication module is required in order to manage the transfer of data between a vehicle’s onboard network and a service technician’s PC.

gm-mdi-vs-mdi2-1

Fig. 1

Both original and clone MDI 2 are now available in the market.

Both MDI 2 supports diagnostic applications — GDS 2, Data Bus Diagnostic Tool, and Tech2Win — as well as Pass-Thru programming applications — TIS2Web–SPS.

Enhancements to the tool were based on technicians’ feedback on how they use the MDI and how to improve it. It replaces the first generation MDI, introduced in 2007, for Pass-Thru programming on current GM models. The MDI 2 is backward compatible, so it can be used to perform Pass-Thru programming on all vehicles built since 1996.

The MDI 2 connects to the vehicle via the J1962 connector using a new DLC cable. Connection between the MDI 2 and the PC running the Global Diagnostic System 2 (GDS 2) software can be accomplished via standalone (USB), through a new Point-to-Point wireless Wi-Fi interface feature (a simple plug & play), or through the dealership network (Ethernet or wireless).

MDI 2 Full Kit

The EL-52100 MDI 2 kit includes:

MDI 2 Unit
SAE J1962 DLC Cable (Fig. 2)
10-ft. USB A to USB B Cable (Fig. 3)
Ethernet Cable
D-Link Wireless USB Adapters (Dongles) (Optional; for wireless connection) (Fig. 4)

gm-mdi-vs-mdi2-2

Fig. 2

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Fig. 3

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Fig. 4

A DLC Cable Self-Test Loopback Adapter (Fig. 5) was sent to dealerships as an essential tool in December. It’s compatible with the MDI and MDI 2. It’s also sold separately through GM Dealer Equipment.

The adapter is used to test the DLC cable for open wires when used with the MDI Manager software. The adapter also can be used to power the MDI or MDI 2 on the workbench.

gm-mdi-vs-mdi2-5

Fig. 5

GM MDI 2 Connections (Fig. 6)

USB Port Type A
DB26 Connector (DLC Cable)
USB Port Type A
USB Port Type B – PC Connection Port
Wireless Adapter (Dongle)
Ethernet Port

gm-mdi-vs-mdi2-6
Fig. 6

New Features

Wi-Fi Connection– The USB Wi-Fi adapter uses a USB dongle that enables Point-to-Point connections without the need for Wi-Fi SSID information or a wireless router.
USB Connection– Uses a new, more secure Type B connector and Ground Offset Failure protection. A wired connection is recommended for longer programming events.
Power Source – The MDI 2 is powered from the vehicle battery via the DLC Cable. It may also be powered over USB to perform firmware updates only using a PC.
Power Backup– Internal batteries that were used in case of a power interruption have been removed, which eliminates the possibility of old batteries corroding over time and damaging the unit. Capacitors maintain power during engine cranking, so operation is maintained.
Firmware Download– Uses USB 2.0 for faster firmware downloads instead of a separate AC power supply.
Future Expansion– Additional USB ports, an SD memory card slot and Function buttons are built into the unit for future enhancements.
Operating Temperature Range– The temperature range has been extended to -20° to 70°C (the MDI range was zero to 50° C).
DLC Cable– The DLC cable is twice as long as the previous cable and connects at the top, making it easier to use. The cable only connects to the MDI 2. A self-test adapter (accessed through the MDI Manager) can be used to test the integrity of the cable.

MDI Manager Software

The MDI Manager must be installed on the PC in order to configure, update and run diagnostic applications targeted for the PC.  Initially, use the MDI Manager software to set up the configuration of the MDI 2. The MDI Manager is also used to update the firmware on the MDI 2. Visit the TIS2Web/GlobalTIS website to determine if a newer version of MDI Manager software is available.

Wireless Dongle Setup

The first time the MDI 2 is used, the point-to-point USB dongle must be paired with the PC, which will install the necessary drivers on the computer. One dongle should be plugged into the PC and one into the MDI 2. (Fig. 7) The dongles are identical. Use either one for either connection. Remove the bottom dust cover to access the port.

TIP: Do not plug the dongle into a USB hub. It must be plugged directly into the computer.
gm-mdi-vs-mdi2-7

Fig. 7

Connect the MDI 2 to the PC via the USB cable. After starting the MDI Manager, the Point-to-Point connection is automatically configured. The USB dongles are intended to stay plugged into the PC or laptop at all time. If it must be removed, safety eject it by right-clicking on the Windows USB icon in the bottom right toolbar on the computer.

Dealerships considering new purchases should look into the MDI 2 for its many new advantages The original MDI will continue to be supported, but will not work on future Global B models.

– Thanks to Chris Henley

USA 2018 Jeep Compass read PIN, Erase & Program Proximity with Obdstar X300DP PLUS

This is a test report from CnAutotool.com. How-to: bypass pin code and program a new smart key on a 2018 Jeep Compass from the U.S.

Two proximity keys to Compass:

obdstar-2018-jeep-compass-proximity-1

Jeep USA-CANADA in OBDSTAR key master dp:

obdstar-2018-jeep-compass-proximity-2 obdstar-2018-jeep-compass-proximity-3

It’s 2018 Jeep Compass USA

Immobilizer – Compass (2017-2018)- proximity
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VERY IMPORTANT: pls confirm your internet connection is good, coz server connection is required for the functions below

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Step 1: Read pin code

Step 2: Read key number

Step 3: Erase a key

Step 4: Program a new key

in detail…

Step 1: Read pin code

X300 DP PLUS is gonna to read PIn codes

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Confirmed that your network connection is good

Switch ignition off and press the emergency flasher switch

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Read Pin success

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Step 2: Read key number

Obdstar key master dp will read keys

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2 keys available

Step 3: Erase a key

X300 DP PLUS will erase a key

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Make sure that your network connection is good

Switch ignition off and press the emergency flasher switch

Make sure there are no wireless devices close to the prox key

Make sure all doors are closed

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The procedure will disable all prox and then program one prox

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Obdstar fill in pin automatically

Just press enter to continue

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Put the smart key to be added in the central control position

press and release the unlock key once within 30 seconds (3 times)

obdstar-2018-jeep-compass-proximity-14

Now, only 1 key available

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Finish

Step 4: Program a new key

Obdstar X300 DP PLUS will program a smart key

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Make sure:

– your network connection is good

– Switch ignition off and press the emergency flasher switch

– Make sure there are no wireless devices close to the prox key

– Make sure all doors are closed

The procedure will add a new key without erasing the ones previously programmed

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Enter pin

Pls add to the smart key in the central position

30 seconds

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press the unlock button repeatedly until the door lock moves

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2 keys now!

Finished!
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Test the new key

Worked!

(Solved) 2015 Chevy Express 4500 – no start

Car models: 2015 Chevy Express 4500 with a little over 18,000 miles.

Symptom – When trying to start engine, turn key , dash goes dark and nothing happens, the engine does not turn over. Stop turning key and “SERVICE AIRBAG” is displayed and dash chimes 33 times. I used a Snap-on Solus Ultra to read the codes.

Current Codes that are showing up:U0100,U0140,U0073,C0055

Troubleshooting so far:
Battery is good. Checked all fuses in engine compartment and under drivers seat. All test good. Looking for ideas on what to check next.

Analysis 1:

– No EBCM fault will cause no start condition, so you can safely ignore the C0055 for now.
The three U codes are important and most likely have one common cause. The ECM, BCM, TCM modules are unable to communicate with each other. Finding the reason could be tricky, time to study that electrical diagram posted above and verify power, ground to the modules, disconnect those C100 and C101 connectors and check for continuity on the data wires. Automotive electrical troubleshooting experience required.
As a side effect, PRNDM1 indicator on the instrument cluster will not be illuminated while no communication is present. So when it lights up you know you found the problem.

Reply:

I do not see a C100 or C101 connector in the Body Builders service manual.

The PRNDM1 indicator is illuminated and seems to work when shifted. The head lights and FTP and brakes lights all seem to function properly as well.

Troubleshooting 1/18/19:
I disconnected the connector to the Airbag control module under the drivers seat. I got different symptoms when I tried to start the vehicle. I then reconnected it and disconnected the EBCM on the drivers side rail under the vehicle. When I tried to start the vehicle, I got the same exact symptoms as when it is connected. I measured 12 volts on both pins 1 and 11 and 18 and 28 on the EBCM connector K17. The ground was good to the ECBM as well.

I am going to hook a oscilloscope up to the CAN bus data pins and see if the correct signal voltages for proper bus communications are present.

Troubleshooting 1/19/19:
I hooked the scope to pins 6 and 14 on the OBD2 interface under the drivers side dash. I turned the ignition on. I saw the expected wave forms with no strenuous signals. I tried to start the vehicle and this time the started engaged and the engine turned over but it still did not start. The “Service Airbag” message was no longer displaying. I disconnected the connection to the OBD2 connector. I tried to start the engine again and it turns over but did not start. I tried again and the “Service Airbag” message re-displayed. I reconnected the OBD2 connector to the scope and was able to get the “Service Airbag” message to go away again.

With the engine wanting to turn over, I disconnected the EBCM connector again. I got the same exact symptom as when it is connected, engine turns over but does not start.

Next step, I am going to try to see if there is any data on the SAE J1850 bus pins on the OBD2 connector.

Troubleshooting 1/20/19:
I connected the scope to pis 2 and 10 on the OBD2 connector to measure data. I did not see any signals on those pins.

I disconnected the battery so I could measure the resistance of the High speed bus, pins 6 and 14 on the OBD2 connector. I read 60.4 ohms which is the correct resistance.

Analysis 2:

DTC U0100: Lost Communication With ECM/PCM “A”
DTC U0140: Lost Communication With Body Control Module (not Brake Control)

Check continuity to them.

Action

I started to look at the BCM. The BCM for my vehicle is NOT located behind the right driver side knee like the documentation states. It was located in front middle of the passenger knee bottom plastic plate. I took the BCM out of the holder. I pulled the X3 connector that has the data bus connections on it. Tried to start the vehicle with the connector removed. No PRNDM1 indicator and no crank. I plugged X3 back in, cycled the key and now it starts! I reinstalled all of the things I disassembled. It starts up every time. No codes are on the ECU now. I am kind of worried that this issue is going to come back to haunt me one day, but at least I know where to start looking. Thanks again for everyone’s help!

Not fixed yet! Ugh!
This Chevy Express 4500 is a RV cutaway for a Coachmen Freelander 21QB. During the troubleshooting I accidentally stripped the brass positive cable screw. I replaced the stripped battery terminal yesterday and connected the house battery’s back in and hooked back up the RV charging relay. The problem reappeared. It failed to turnover and the service airbag message appeared again. I unhooked the relay and after many tries was able to get it to start again. Seems to be very intermittent. I am looking back at the pictures of the scope screen for the CAN- low level. I noticed interesting voltage levels on the CAN Low bus line. Not sure if that is impacting the bus or not. I attached the picture so you can see that the low part of the CAN-Low line signal has a couple of different voltage levels. The CAN-High signaling seems to look fine. I will attempt more troubleshooting again tonight to see if I can create a fail/good start scenario to help a little more in finding the source of the issue. I wish I had a digital scope with 2 inputs and CAN bus decode, but I only have an older analog one right now with a single input.

hs_gm_lan_2015_express_1

CAN – low signal

Advise continue to check:

You’re goanna have to probe deeper. Use continuity mode on your DMM. Probe the data bus pins between module and module to make sure they have a good connection. Check power supply and ground connections too.

What to do:

I measured the resistance between the CAN-H and CAN-L pins on the OBD2 port below the driver knee. I measured 60 ohms. If the data bus was open anywhere, I thought that I would get a different resistance but this is all new to me. All of the dash lights seem to function properly even during the no crank situation. The PRNDM1 seems to always work unless I disconnect the X3 connector. The battery is good and not a source of problem.

The issue seems to be intermittent. I can recreate a no start / service airbag display if I let the vehicle sit for a long period of time (so far I have only tried 24 hours); put the key in; turn the ignition to run; wait 1 sec; turn key to crank. The starter will engage for .5 seconds and the stop. All lights on dash go out. When I release the key back to run, the dash lights reappear and chimes 5 times and then I get 33 fast chimes with the service airbad message.

The engine will not start until I do the following. It I take the key out, open the drivers door, wait 10 seconds, put key in and turn to run; wait 4 seconds; then turn to start. The engine will then start and no messages are displayed. The engine will continue to start (most of the time) with any attempt after this and seems to function normally.

I need to figure out what sequences/sensor conditions in the computers will cause the “service airbag” message to appear with 33 chimes.

Question:

Can someone help me understand the CAN bus layout for my vehicle? The diagram show 3 x 120 ohm resisters instead of 2. Also, why do most of the modules have 2 connections to the CAN bus? I would think that it would only be one if the module was a node on the bus.

hs_gm_lan_2015_express_2

BODY BUILDER MANUAL FOR 2015 CHEVROLET EXPRESS/GMC SAVANA ELECTRICAL SECTION – page 120

I have an digital oscilloscope with CAN bus decode on order and will be posting captures hopefully soon.

Analyze:

I really think you are barking down the wrong rabbit hole. Analyzing the signals will be very time consuming, and ultimately unproductive towards solving your no-start.

If you checked to make sure the modules have good solid connections to each other, power, and ground, then the next step is to start swapping modules.

Reply:

I think I understand, 2 different transmission configurations with terminating resistors shown in the diagram. Thanks. Scope is due to arrive next Thursday. I will be able to plot voltages to the BCM while cranking as well as do a detailed signal inspection of the CAN bus. More to come.

Go on….

Based on my older scope analysis, I believe that I have a module that is corrupting the bus. Instead of randomly replacing modules, my goal is to capture the data of the offending module and gather the ID field of it. Then I will know what module is bad and replace it. I have seen others troubleshoot it by pulling fuses to the modules one at a time until the bus looks clean, but I am going to try this method first.

GM Tech2 needed:

if you really believe you have a module issue you need to borrow a GM MDI / GDS tech tool, it will allow you to determine/test the health of each system. Your van is too new to use the older Tech2 which is pretty common at local service shops (I have one myself and they are invaluable but my van is an 06).

What to do next:

Just a quick update. The engine starts every time I try now, I can no longer make it fail. I did not do anything to fix it that I know of. For additional troubleshooting, I purchased a “CANable” CAN to USB adapter. I was able to configure the adapter and connect it to a Raspberry PI 3 and run Wireshark to capture raw CAN bus packets. I was specifically looking for packets with the “error” bit set in the CAN header which would represent bus errors. I captured packets for an extended period of time and did not see a single error. I guess I will have to wait till this problem reoccurs to troubleshoot further.

Till next time…….

Finally solved.

Problem back. My vehicle is an RV so I went to use the vehicle last weekend for the first time since December and the same thing happened again. Turn key , dash goes dark and nothing happens, the engine does not turn over. Stop turning key and “SERVICE AIRBAG” is displayed and dash chimes 33 times. I then used the same method of getting it to start as before. Opened the drivers door and closed it. Waited for the mileage to disappear, turn the key to on, wait for 4 seconds and then start. It has started ever time after that. At least I think I have a work around and hoping it does not stick me on the road in some distant city.

Cylinder Cutout Test using Caterpillar ET Software

How to perform Cylinder Cutout Test using Caterpillar ET Software?

Purpose:
The cylinder cutout test allows one cylinder or multiple cylinders to be cut out. The cylinder cutout test is useful when troubleshooting poor engine performance or a suspected injector failure.
Test Operation:
The cylinder cutout test disables the injector by not providing the injector pulse to the solenoid. The cylinder cutout test can be performed on one injector or multiple injectors at once.

-Connect to CAT ET Software,
-Open Menu: Diagnostics – Diagnostic Tests – Cylinder Cutout Test

二张-1

-Click Start, then Select Cylinder Cutout Test
for Example: choose 1-Cylinder Cutout Test

二张-2

-Click Continue, then OK

二张-3

-Wait until All Cycle Test (Cylinder 1-6) finished, and look at the Results on Fuel Position tab, the smallest value than the others, indicates that could be damaged on Injector (for Example: Cylinder 1).

二张-4

NOTE:
1-Cylinder Cutout Test Conditions,
The following conditions must be met for the Automatic Cylinder Cutout Test
1) Engine Speed must be between 980 RPM and 1020 RPM (Engine Speed will automatically adjusted)
2) Engine Coolant Temperature must be 170 Deg F or higher
3) No Engine Performance related active diagnostic codes are allowed
4) No default Injector Serial Number (000000000000) allowed
5) Throttle position must not vary by +/- 5%

二张-5

for Example: 1-Cylinder Cutout Test Aborted

If at any time any of these conditions are not met, the test will automatically aborted.
-Ensure Transmission is in Neutral or Electrical Load is removed from Generator.
-Fan cycling, A/C compressor cycling, or changes in Engine Load will invalidate this test.
-If the fan is not controlled by the Engine ECM, please Enable the fan if possible.
-WARNING: If the ECM controls the fan, the fan will be turned ON automatically upon starting this test.
-WARNING: Please make sure the Compression Brake is in the OFF position. During the test, Compression Brake operation
二张-6

will cause the Engine to surge.
for Example: 1-Cylinder Cutout Test Aborted

Manual Cylinder Cutout Test
-Click on Change – Start – Stop tab, and look at Fuel Position value.

二张-7

CG Pro adds Ford Kia Hyundai Kawasaki Suzuki etc Key Generation

Good news!!! CG PRO 9S12 programmer released a big update on June 5th, 2019.   CG-Pro V2.1.3.0 software adds lots of chip types, Benz EIS-906 (ST12) IMMO and lots of key generation models, i.e Ford,  Jaguar, Chevrolet, Hyundai, Kia, Mazda, Kawasaki, Mitsubishi, Subaru and Suzuki.
CG-Pro V2.1.3.0  NEW
(2019.06.05)
1.Add Benz Immobilizer
Benz EIS-906 (ST12)
2.Add Dashboard type
Ford FOCUS 5M5T10849ER
3.Add JLR Intelligent Computer
Jaguar / Land Rover RFA-SPC560B60L3(DFLASH)
Jaguar / Land Rover RFA-SPC560B60L3(SHADOW)
4.Others
Benz S350 – Left Backdoor Module
VW Golf-6 Radar module
5. Add following Chips
Motorola – 9S12
9S12XD64
9S12XD128
9S12XDG128
9S12XD256
9S12XDQ256
9S12XDT256
9S12XDG256
9S12XDT384
9S12XS64
9S12XS128
9S12XS256
9S12D32
9S12DP512
9S12DJ512
9S12DT512
Freescale – MAC7XXX
MAC7241
MAC7242
ST – SPC
SPC560B54L3
SPC560B60L3
Infineon
XC2361A-56F
XC2361A-72F
XC2336A-56F
XC2336B-40F
6. Add Chips decrypt (Automatic identification of whether decryption is required)
Motorola – 9S12
9S12H128 decrypt
9S12H256 decrypt
9S12K128 decrypt
9S12K256 decrypt
9S12XD64 decrypt
9S12XD128 decrypt
9S12XDG128 decrypt
9S12XD256 decrypt
9S12XDQ256 decrypt
9S12XDT256 decrypt
9S12XDG256 decrypt
9S12XDT384 decrypt
9S12D32 decrypt
9S12DP512 decrypt
9S12DJ512 decrypt
9S12DT512 decrypt
9S12C32 decrypt
9S12C64 decrypt
9S12C96 decrypt
9S12C128 decrypt
9S12GC16 decrypt
9S12GC32 decrypt
9S12GC64 decrypt
9S12GC96 decrypt
9S12GC128 decrypt
7. Add key generation models
Aston Martin DB9 _2004_77014
Ford Escape_2001(77014)
Ford Explorer_2004-(77014)
Ford Fiesta_93C56
Ford Fiesta_95P04
Ford Fiesta_2007(95160)
Ford Fiesta_2009(9S12)
Ford Focus_1998_95P04_DST40
Ford Focus_1998_77012_DST40
Ford Focus_1998_77014_DST40
Ford Focus_2007_93C56_DST40
Ford F_series_100_93C56
Ford Fusion_2007_93C56
Ford Fusion_2007(95160)
Ford Maverick_77014
Ford Mondeo_2000_77014
Ford Mondeo_2001_95P04
Ford Mondeo_2001_77014
Ford Ranger_93C56
Ford Taurus_2000_77014
Ford Transit_2000_95P04
Ford Transit_2000_77014
Ford Transit_2003_77014
Ford Transit Connect_95P04
Ford Explorer 2007 93C86
Ford Fiesta 2002…2008
Ford Fusion 2002 93C86
Jaguar S-Type_MC68HC11
Jaguar S Type MC68HC912
Jaguar X-Type MC68HC912
KTM 690 990 1190 9S12 DST40
LDV Convoy 2000 95P04
Renault Megane 2000 68HC705 4D 4E
Chevrolet  Epica  2003  68HC705
Chevrolet  Evanda  2003  68HC705
Chevrolet   Lacetti 2005 ST7
Lincoln LS 2000 MC68HC11
Chang’an benben 95040
Daewoo Lacetti 2006 ST7
FAW Group Besturn B50 95040
FAW Group Besturn B70 95040
Hyundai Accent 2004 93C56
Hyundai  Coupe 2005 93C66
Hyundai  Elantra 2005 93C66
Hyundai H1 2001 93C56
Hyundai H200 2001 93C56
Hyundai SantaFe 2006 93C56
Hyundai Sonata 2003 93C56
Hyundai Starex 2002 93C56
Hyundai Terracan 2001 93C56
Hyundai Trajet 2000 93C56
Hyundai SantaFe 2005 93C66
Hyundai Sonata 2005 93C66
Hyundai Tiburon 2005 93C66
Hyundai Tucson 2005 93C66
Hyundai Tuscani 2005 93C66
Infiniti Q45 2001 S29190
Isuzu KB250D 93C66 4D
Kawasaki Mitsubishi 21175-0079 24C04
Kawasaki Mitsubishi 21175-0158 24C04
Kawasaki Denso 21175-0046 93C66
Kawasaki Denso 21175-0053 93C66
Kawasaki Denso 21175-0097 93C66
Kawasaki Denso 21175-0098 93C66
Kawasaki Denso 21175-0109 93C66
Kawasaki Denso 21175-0173 93C66
Kawasaki Denso 21175-0170 93C66
Kawasaki Denso 21175-0227 93C66
Kawasaki Denso 21175-0220 93C66
Kawasaki Denso 21175-0272 93C66
Kawasaki Denso 21175-0341 93C66
Kawasaki Denso 21175-0363 93C66
Kawasaki Denso 21175-0356 93C66
Kawasaki Denso 21175-0789 93C86
Kawasaki Denso 21175-0811 93C86
Kawasaki Mitsubishi 21175-0017 24C02
Kia Rio 2001 93C46
Kia Sorento 2003 93C56
Kia Sephia 1999 93C46
Kia Sportage 2001 93C46
Kia Carnival 2002 93C56
Kia Magentis 2001 93C56
Mazda 2 2003 93C56
Mazda 2 2009 9S12 [DST]
Mazda 2 2009 93C66
Mazda 3 Dashboard 93C56
Mazda 3 Dashboard 93C66
Mazda 5 93C56
Mazda 6 93C56,66.24C02
Mazda 6 2005 93C86
Mazda B3000 ECU 2001 95040
Mazda CX-7 93C66,24C04 ID63
Mazda CX-9 93C66,24C04 ID63
Mazda  Demio 2009 9S12 [dst]
Mazda  RX-8 24C02
Mazda  Tribute Dashboard 2008 9S12
Mazda Tribute ECU 2004 93C56
Mazda Tribute ECU 2006 95040
Mitsubishi Fuso Canter 2009 93C66 4D
Mitsubishi Montero 2000 68HC805
Mitsubishi Pajero 2000 68HC805
Mitsubishi Pajero Sport 2000 68HC805
Mitsubishi Space Wagon 1999 68HC805
Nissan NATS-5
Scania R470
Subaru Forester 2004 24C01
Subaru Impreza 2004 24C01
Subaru Legacy 2005 24C01
Subaru Tribeca 2005 24C01
Suzuki Alto 2002 24C01 4D
Suzuki Ignis 2000 24C01 4D
Suzuki Jimny 2003 24C01 4D
Suzuki Motorcycles 32920-15H00 93C66
Suzuki Motorcycles 32920-15H30 93C66
Suzuki Motorcycles 32920-23H00 93C66
Suzuki Motorcycles 32920-37Hx0 93C66
Suzuki Motorcycles 32920-38Hx0 93C66
Suzuki Motorcycles 32920-47H00 93C66
Suzuki Motorcycles 32920-41G50 93C66
Yamaha Immo Moric S29190

OBDSTAR, Xtool and Autel which to Program Ford EcoSport Smart Key?

What for Ford EcoSport smart key programming?
Autel, OBDSTAR, XTOOL– which can make it?
Here are the tests:
Autel IM100: Failed!
Obdstar X300 Pro3: Success!
Obdstar X100 Pro: Success!
XTOOL X100 PAD2: Success!
Test 1: Autel Im100 failed to program Ford EcoSport smart key
obdstar-x100-pro-ford-ecosport-1 obdstar-x100-pro-ford-ecosport-2
Security access failed!
It’s 2014 Ford EcoSport
On a side note, IM100 now is Autel MaxiIM IM508
Test 2: OBDSTAR X300 PRO3 can make a Ford EcoSport smart key
obdstar-x100-pro-ford-ecosport-3
Get solution with x300.
Raoul Engoule Raoul tested it! It’s 2014 Ford EcoSport
Test 3: Obdstar X100 Pro has no problem with Ford EcoSport smart key program
obdstar-x100-pro-ford-ecosport-4 obdstar-x100-pro-ford-ecosport-5 obdstar-x100-pro-ford-ecosport-6 obdstar-x100-pro-ford-ecosport-7 obdstar-x100-pro-ford-ecosport-9 obdstar-x100-pro-ford-ecosport-10

obdstar-x100-pro-ford-ecosport-11 obdstar-x100-pro-ford-ecosport-13 obdstar-x100-pro-ford-ecosport-14

obdstar-x100-pro-ford-ecosport-17

obdstar-x100-pro-ford-ecosport-18
Done! It’s Ford EcoSport all keys lost
Note: you should have a pin code calculator like FMPC001 Ford incode calculator or VPC-100 for security codes.
X100 pro cannot get the code itself.
Test 4: Xtool X100 Pad2 can read security codes & add smart EcoSport keys
obdstar-x100-pro-ford-ecosport-19
obdstar-x100-pro-ford-ecosport-20
obdstar-x100-pro-ford-ecosport-21
obdstar-x100-pro-ford-ecosport-24

obdstar-x100-pro-ford-ecosport-26obdstar-x100-pro-ford-ecosport-27

obdstar-x100-pro-ford-ecosport-31obdstar-x100-pro-ford-ecosport-32
Success! X100 Pad2 can read security codes and add smart keys…all done on its own!
Conclusion:
For Ford EcoSport smart key program, you’d better have an Obdstar key master X300 pro3 or Xtool pad2.
Both can read PIN and program a smart key.
With Obdstar X100 Pro, you must have another tool for security codes read. Besides, it stopped production.
With Autel IM100 (IM508), you need luck! it’s good for auto diagnostic tests and key programming to some cars.

CGDI MB OBD adds New Keys to Mercedes 2000-2019

Look here: CGDI MB key programmer reviews and tests report on Mercedes 2000-2019

VVDI-MB-TOOL-full-package-1

CGDI MB reviews collection:

Part 1: CGDI MB and Mercedes all keys lost

Part 2: CGDI MB and Mercedes spare key add

Part 3: CGDI MB and Mercedes FBS4

in detail…

Part 1: CGDI Porg MB and Mercedes all keys lost

2009 W164:

W164 EIS type all keys lost possible only after 2009

2012 W212:

Work really good!
W212 is from 2012
Read ezs About 30mins
Upload data
Query
Password given

Read eis info
Paste key password
Save
Then key calculation

Part 2: CGDI MB Programmer and Mercedes spare key add

2000 G500:

BENZ G500 year 2000
Just done a Benz G500 imported from Dubai

2004 W203:

W203 2004 spare key making:
Total time about 13 minute when beginning to programming new key. Read pass NEC key by IR and calculate PSW
Key still working after get PSW.
Done in car.

2004 W203:

W203 2004 spare key making takes about 13 minute when beginning to program a new key.

Read pass NEC key by IR and calculate PSW
Key still working after get PSW.

2004 W211:

W211 2004 year add key ,10 min job!

2005 W203:

Class C W203 2005 adding key on car.
Spare key made in under 10 minutes.

2006 W164:

ML350 W164 2006: Read EZS, add key, write BE key all done in 17mn.

Really fast and i’m happy with the first try on car. Use late software 2.0.0.0
I just plug in the OBD, put key and turn ignition ON and read.

After this step, CGDI will ask only put in EZS and in CGDI.

Just all. PSW query is more longer than 209, about 12mn to get PSW.

2007 W221:

Add Key on W221 2007, i was complete in ~12min. CGDI is very fast
Upload collect data after 2 or 3 min show me PW

2007 w221:

Add key on bench
First try I use VVDI MB
But 2 time upload also failed cannot get pass
So I was change device CGDI from VVDI
1 time upload successful
Good and very fast 10min got pass

2008 W219:

Add key also 15mn OK

2009 W164:

2009 W164 ML450
Key add work
Cgdi 15min
Very good speed!!

2009 W164:

w164 after 2009
I did for testing 2 types of programming _ have got EZS with both programmed keys because customer claimed sometimes EIS works sometimes doesn’t – I have found that connector for immo aerial was desoldered from PCB so when I fixed it – EIS became fully working again – and then I started testing CGDI and made 2 types of programming (all programming on bench – EZS + GATEWAY EMULATOR)
1) programming in case one key is available and adding spare key – ALL OK!
2) programming in case of ALL KEYS LOST – ALL OK!

spare key programming was pretty fast
AKL scenario takes circa 80minutes to get data from EIS and You have to plug in and out emulator key every 5 seconds – I have bought VVDI POWER ADAPTER to pass all hassle on to adapter so You don’t have to watch whole process and move key in and out manually – but it doesn’t work with CGDI – seems adapter works only with VVDI MB and software drives it by adressed pin to switch connection off and on between ezs and key emulator – maybe CGDI TEAM could write a code to their SW and make VVDI POWER ADAPTER useful for all their customers.

2010 W207:

C300 W207 2010 spare key without problem and in 2 minute

(exiting key is BE, so no need server query PSW)

2010 W204:

W204 2010 adding key on bench
Total time about 15mn.

2014 W246:

W246 2014 FSB3: Add key successful in 15mn

2017 W906:
generate a password in Sprinter W906 2017 year.

Part 3: CGDI MB and Mercedes FBS4

No tool can do FBS4 key?

No.  With genuine xentry and daimler fbs server.  Makes FBS4 every day via OBD very fast and easy.

Diagspeed announced the dates of FBS4 solution. But not confirmed yet. The Diagspeed has the reputation of being the best in the Mercedes world to make keys, Reset ECU’s and trouble shoot problems that a normal scan tool can not.  It is worth to take a gamble.

CGDI MB can read FBS4 keys and knows if it’s in a working status or key is damaged

VVDI-MB-TOOL-full-package-2 VVDI-MB-TOOL-full-package-3

Conclusion:

CGDI MB is a good Mercedes key programming tool, as good as VVDI MB TOOL.

It can do a lot for Mercedes like key programming, EIS/EZS functions, key data generation, infrared key abilities, etc.

And it covers many models, including

Obd mode:

W164 / W216

W164 / W221 (-2009)

W16 / W197 / W212 / W212 (old)

W169

W172 / W204 / W207 / W209 / W211

W202 / W203 / W208 / W210 / W463 / W639

Platform mode: (quick collect)

W164 / W216

W164 / W221 (-2009)

W172 / W204 / W207 / W209 / W211

W202 / W203 / W208 / W210 / W463 / W639

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Note: More will be updated here…