This is what you should know before automobile ecu programmer.
Would you believe flash reprogrammable PCMs have been in vehicles for over a decade? The first such application was the 1990 Geo Storm.
Why a humdrum car like the Storm would be the first to receive a flash reprogrammable computer system is unknown.
You’d think GM would have chosen a more high profile vehicle like a Cadillac or Corvette to usher in the new technology. But they didn’t.
The choice probably had more to do with production scheduling and new model introductions than profile or image.
GM knew OBD II was coming and that it would require a new generation of PCMs that were faster, more capable and able to be programmed electronically.
Up to this point, Program Read Only Memory (PROM) chips held all of the PCMs vital calibration information and operating instructions.
GM pioneered the replaceable PROM chip as a way of programming a limited number of basic PCMs to fit a wide range of GM makes and models.
A replaceable PROM chip also meant the PCM could be “retuned” if necessary to correct certain kinds of emission or driveability problems.
It also meant that if a bug was later discovered in the original factory programming, it could be corrected in the field by simply replacing the original PROM with an updated corrected PROM (a tactic GM has successfully used over the years to fix many factory flaws).
Performance enthusiasts also liked replaceable PROMs because the chip could be replaced with one that provided more spark advance, fuel enrichment, a higher rev limit, etc., to squeeze more power out of the engine.
But replaceable PROMS had a serious drawback: there were too many of them! Every model year and every running change meant another PROM had to be created. Every field fix or recall for an emissions or driveability problem created more part numbers to keep track of.
We’re talking thousands of different PROMS. The General Motors PROM Identification manual that OTC used to provide with their Monitor scan tool and Pathfinder software contained over 362 pages of GM PROM numbers!
Enter the flash reprogrammable EEPROM (Electronically Erasable Program Read Only Memory) chip. PCMs built with EEPROM chips can be reprogrammed in a matter of minutes without having to remove the PCM or replace a single chip. It’s all done digitally with the proper access codes and input data.
Following the Geo Storm, GM began phasing in PCMs with flash reprogrammable chips in a variety of cars and trucks.
By 1995, most GM models had the flash reprogrammable PCMs. Ford and Chrysler were also doing the same thing as OBD II arrived on all cars and light trucks in model year 1996.
Today, almost all PCMs have reprogramming capabilities so changes and upgrades can be made if needed.
That’s over 100 million vehicles that have been built since 1996.
As we said earlier, PCMs may need to be reprogrammed for several reasons. One is to fix factory bugs.
Every time Windows OS or a new phone for example, comes to market, it they always turns out to have bugs and security holes that were somehow missed but must be fixed by downloading and installing the latest patch. It’s a never ending cycle of upgrades and patches.
Fortunately, it isn’t that bad yet with automotive PCMs, but it has become a crutch for automakers who rush products to market that aren’t quite ready.
This philosophy of “build it now and fix it later” creates a lot of unnecessary recalls, but at least it gives technicians a way to fix factory mistakes without having to replace any parts.
A reflash may also be required if the factory settings for the OBD II self-diagnostics turns out to be overly sensitive — especially after a few years of operation.
The same goes for driveability. What works fine in a brand new car many not work so great after 50,000 or 100,000 miles or real world driving.
Changing the fuel enrichment curve, spark timing or some emission control function slightly may be necessary to eliminate a hesitation, spark knock or other condition that develops over time.
For example, on certain GM vehicles the Check Engine light comes on and sets a code P1406 that indicates a a fault in the position of the exhaust gas recirculation (EGR) valve.
Cleaning or replacing the EGR valve and clearing the code does not fix the vehicle because the code usually returns. The real problem is the OBD II programming in the PCM.
When the PCM commands the EGR valve to open to check its operation, it isn’t allowing enough time for the valve to respond.
A brand new valve takes only about 50 milliseconds to open but an older valve may take up to 350 milliseconds or longer — which isn’t long enough to cause a real NOX emissions failure but is long enough to trip a fault code.
The fix in this instance is to reflash the PCM with new instructions that allow more time for the EGR valve to respond.
Another example are rich codes that may appear on some late model GM vehicles. The problem here is that the original OBD II self-diagnostic programming doesn’t allow enough leeway for changes in intake vacuum that occur as the engine ages.
After 60,000 miles, intake vacuum isn’t as high as in a new engine which can create a rich fuel condition. The cure is to flash reprogram the PCM to compensate for the drop in vacuum.
When vehicle manufacturers calibrate the onboard diagnostics to meet federal emission standards, they have to draw the line somewhere as to what operating conditions might cause emissions to exceed federal limits 1.5 times.
That’s the threshold where a fault code must be set and the Check Engine light must come on. It doesn’t mean emissions really are over the limit, but it is possible based on laboratory dyno testing and field experience.
Depending on the application, the vehicle manufacturer may even set the limit a little lower just to be safe because the last thing any OEM wants is an expensive emissions recall.
Unfortunately, vehicle manufacturers don’t always tell us their diagnostic strategies or even their operating strategies for their computerized engine control systems.
Some service manuals include a fair amount of system background information but others provide almost nothing beyond a basic diagnostic flow chart.
Maybe the engineers who design this stuff think technicians only need flow charts and assembly instructions to fix vehicles today.
But it often takes a much deeper understanding of the system operating logic to figure out what’s setting a particular code — especially when the cause isn’t obvious.
The best advice when confronted with a troublesome code that keeps coming back or seems to set for no apparent reason is to check for any Technical Service Bulletins (TSBs) that may have been published. Changes are it might be a programming issue that requires a reflash to fix.
Something else to keep in mind with respect to all late model flash reprogrammable PCMs: if you replace the PCM for any reason, the replacement unit must be reflashed before it will start the engine! If the PCM is not programmed, it’s just a dumb box like a PC without an operating system.
Some remanufacturers who supply reconditioned PCMs now flash program PCMs for specific vehicle applications.
But to do this, they need three critical pieces of information: the vehicle identification number (VIN), the type of transmission (manual or automatic) and the emissions type (federal certification or California). Your other option is to flash reprogram the PCM yourself.
NOT JUST DEALERS ANYMORE
Until recently, car dealers were the only ones who had access to the tools and software needed to reflash PCMs. Thanks to the passing of Senate Bill 1146 in September 2000, vehicles manufacturers must now make this technology available to independent repair shops at reasonable cost.
Starting in 2004, flash reprogramming procedures must also conform to SAE J2534 standards which allow the use of aftermarket scan tools or similar pass-through devices.
Reflashing PCMs requires three things: a scan tool or J2534 pass-through device that is flash capable, a Windows 98 or higher PC with a modem and internet access for downloading the flash software from the vehicle manufacturer’s website, and a subscription to the manufacturer’s database so you can access the automotive eeprom programmer.
Other items that are needed include a cable to connect the PC to the scan tool or J2534 pass-through device, and a cable to connect the scan tool or J2534 pass-through device to the OBD II connector on the vehicle.
For GM applications, you need a Tech 2 scan tool or Vetronix Mastertech.
For Ford applications, you need a Ford New Generation Star (NGS) scan tool.
For Chrysler applications, you need a Diagnostic and Reprogramming Tool (DART). Chrysler dealers use the Mopar Diagnostic System (MDS2) and DRB III scan tool.
For import applications, you need whatever factory scan tool the dealer uses, an aftermarket scan tool with reflash capabilities for that vehicle, or a J2534 pass-through device that will work on the vehicle.
Yearly and monthly access fees to OEM databases tend to be very pricey for the average shop, but one day or short term access fees are typically available for $20 to $25. The cost can and should be passed along to your customers. After all, it’s their PCM that’s being reflashed so why shouldn’t they pay the OEM software access fee?
The flash procedure usually takes only a few minutes and is similar to installing new software into a computer. The only difference is that you’re downloading the new software through a modem and scan tool into the vehicle’s PCM through the OBD II diagnostic connector.
GM FLASH UPDATES
On GM vehicles, a list of flash updates that are available can be found on GM’s Vehicle PCM Calibration Information website at http://calid.gm.com.
The actual reprogramming procedure for a typical GM vehicle goes as follows:
1.Check the calibration history of the vehicle — Go to the GM web page athttp://calid.gm.com and see what latest program is for the vehicle using the vehicle’s VIN number. If the programming has been updated to correct a problem, it will be listed on the website
2.Connect your PC to the Tech 2 scan tool with a RS232 cable pass-through device.
3.Start the GM recalibration software program on your PC and enter the vehicle application information (year, make, model, etc.).
4.Connect the Tech 2 scan tool to the diagnostic connector on the vehicle (located under the dash near the steering column).
5.Switch the Tech 2 scan tool on and wait for the Start Screen.
6.Validate the vehicle VIN number.
7.Choose the operating system, engine, fuel system, speedometer or transmission.
8.Select “normal reprogramming” or “VCI” (special modifications).
9.Choose the update bulletin/recalibration number from the menu.
10.Start the transfer of data. The reprogramming procedure takes about three minutes, and can be done with the computer in or out of the vehicle. The PC screen will display a blue progress bar as the software is uploading to the vehicle.
NOTE: The mdi gm scan tool setup won’t allow the same calibration to be reinstalled over itself. Only an updated calibration can be loaded into the vehicle computer.
When the software has finished loading, the message “PROGRAMMING COMPLETE” will appear.
The scan tool can now be disconnected from the vehicle (turn ignition off first), and any subsequent relearning procedures that may be needed such as the crankshaft position variation relearn procedure can now be performed to finish the update.
For sake of comparison, here’s the flash reprogram procedure a Chrysler dealer would use. This one happens to be for a recall Chrysler issued for 1999 California Dodge Ram Pickups and Vans with 5.9L engine (“Z” engine code in the 8th VIN position), automatic transmission and California emission control system (code NAE).
The OBD II catalyst monitor on these vehicles may not detect a catalyst failure so the PCM programming had to be revised to comply with California’s regulations.
The dealer accesses the latest software through the modem connection in the Mopar Diagnostic System, and feeds it through the DRB II scan tool into the vehicle’s PCM via the OBD II connector.
The process begins by turning the ignition key on (engine off) and allowing the scan tool to “auto connect” with the PCM. Once the lines of communication are open, the vehicle VIN is displayed on the scan tool. He can now press the “OK” button to proceed with the reflash procedure.
The first thing he does is select “Read Part Numbers From Vehicle” and click “Show Updates” on the MDS2. If somebody has already reflashed the PCM, the screen will say “Part number is up to date and does not require any new updates.”
The software number should be compared to the latest version to verify the numbers match just the same. If the PCM has not yet been updated, the technician clicks OK, selects the new software part number and clicks “Update Controller Software.” From that point on, the process is automatic — but there’s a hitch.
During the flash reprogramming procedure, the PCM loses communication with other modules on the vehicle which may set a number of “false” trouble codes for the transmission module, ABS module, body control module, etc.
This does not indicate a problem and the codes can be erased after the flash reprogramming procedure has been completed. The technician is also supposed to attach a label to the PCM with the reflash part number and date indicating the PCM has been reflashed.
NOT WITHOUT RISK
So what happens if something goes wrong during a reflash procedure? Anyone who has ever experienced a crash while installing new software on a PC knows it can really screw things up. Chrysler issued a TSB (18-32-98) that deals with how to recover from a flash reprogramming failure.
The bulletin says, “Occasionally a flash update procedure may not complete properly and/or the diagnostic equipment may lock up during the procedure.”
Common causes of flash errors include poor cable connections between the PC, scan tool and vehicle, loss of power to the diagnostic equipment while the flash procedure is underway, turning off the vehicle ignition switch before the flash procedure is complete, unfamiliarity with the procedure (pushing the wrong buttons), or low vehicle battery voltage.
If the process crashes, recheck all the cable connections to assure good communications and reinitialize the flash procedure. In other words, if at first you don’t succeed, try, try again.
On the Chrysler applications, you may also have to identify which type of controller is on the vehicle (SBEC2, SBEC3, JTEC 96-98, JTEC+ 99, etc.) to get the system to accept the new programming. If you get an error message again, you probably selected the wrong controller type (try again!).
Doing your own flash reprogramming is not without risk. But for some shops it may be a more practical and profitable alternative to sending vehicles back to the dealer every time a PCM needs to be updated or replaced.
New software program come!2018.03 MB SD Connect C4 computer software (XENTRY/DAS) is verified to perform together with the sd c4 diagnostic tool without having problems. Here is definitely the test report of it.
This can be the functioning mercedes software 2018.03
256GB Full New SSD, Good quality!
Most current software program version: V2018.three
Help Windows 7 technique.
Do not download something towards the software program, don’t update something with the computer software, otherwise the computer software will break down.(Specifically browser for example Google Chrome)
Mercedes bus diagnosis & programming can be done via DAS only, NOT Xentry.
Computer software languages: Chinese, English, Croatian, Czech, Danish, Dutch, Finish, French, German, Greek, Hungarian, Italian, Japanese, Korean, Polish, Portuguese, Romanian, Russian, Spanish, Swedish & Turkish.
V2018.3 mercedes diagnostic tool MB SD C4 Software Functions:
1.1989~up to now Car, Bus, Truck, Sprint, Smart ;
2.All electric technique Diagnostic;(Do not include flash code)
three.reading trouble code
4.erasing trouble code
10.component location diagram
Bz ORIGINAL ANTI-THEFT
KEYZESS GO Technique
Product computer software includes: (Version: 2018 )
1. D-A-S / Xentry 2018.3: the automatically Diagnosis Assistance System
Concise interface and straightforward operation with IB M high-quality computer can realize the quick and accurate code reading and the whole car program testing
2. W-I-S net 2017.10: Workshop Information System
Supply the whole view from the wiring diagram in a car, component location diagram and maintenance method. What you do is to enter the chassis number, and then you will get the manufacture data, engine configuration and the car model -all in detail.
3. EPC.net 2017.10: Electronic Parts Catalog
4. ST Finder: Part Location Finder options: 2008 and 2016
5. STARUTILITIES : the movement management method and self-test
6. SDMEDIA 2014
7. PL71: 2016 Mercedes application with PL70
SD Connect C4 Mercedes diagnostic tool from
Note: there are many versions of sdconnect china clone; please check the PCB design and make sure your mux is operating with all the application before you wanna purchase the software program.
BTW:another verison:2018.three MB SD Connect Compact C4 Software HDD Version link
For users with GM Tech2 scan tools:
If you are wanting to system a module, you will find two solutions. One particular is pass-through as well as the other is employing the Tech two as a go-between.
In detail… look here:
The pass-through will be to use having a laptop inside the car and it just utilizes the Tech two as the connection involving. This is the quickest and easiest technique to do it.
That is certainly, the data are directly downloaded from the Pc towards the ECU inside the car.
While the tech2 diagnostic scanner is still necessary within the mode, the data entry as well as the download control is carried out directly at the pc. Altogether, the approach is more rapidly, and it really is advisable when a pc with TIS2000 computer software is inside 3m of a car.
1. Connect Tech 2 for the vehicle.
2. Connect Tech 2 for the Computer switch on Tech two.
3. Start off TIS 2000 around the Computer.
four. Choose the icon ‘Service Programming System’ (Fig. 1) on the TIS2000 get started web page.
5. Commence TIS 2000 on the Computer.
six. Around the screen ‘Select Diagnostic Tool and Programming Process’ (See image beneath) make a selection for
***the reprogramming of an ECU that was not exchanged or the replacement/programming of a new ECU
***the ECU place.
Then clock ‘Next’ button.
The go-between system is for once you can’t bring the laptop in to the vehicle and uses the gm Tech2 scanner as a go-between. You connect the Tech 2 to the vehicle and download the module facts which you wish to system. Then you definitely disconnect, run towards the personal computer running professional diagnostic tool Tis2000, connect it towards the laptop or computer and download the programming data for that module, disconnect once more and run back to the automobile, connect it and it automatically programs the module. It can take a lengthy time depending around the module (PCM will be the longest).
Have entertaining in tech 2 for sale programming!
Is clone GM MDI interface possible to work with Ford IDS without limitations?
Also is there anyway to convert MDI to a VCM II by flashing it? They seem to be very similar. But how to?
Look here and know how mates experienced talk about it…some say yes, some no, some possible…
Reply 1: As i know, GM MDI and Ford IDS are two different scanners.
The GM MDI can’t work with Ford IDS
Reply 2: Possible but not easy…Requires editing of the Dynamic link library files and more.
i have had MDI Working with it for a long time for personal use
Since version 97.xxx it is easier than say 96.01 because when they changed things to block clones in this version, they basically changed the file structure to that of an MDI.
Reply 3: My dilemma is deciding to get rid of my MDI clone that I purchased 1 year ago (I sold my GM car and bought a Ford so I don’t need it anymore) or try to use the MDI on a Ford vehicle. I don’t have the money to purchase a genuine VCM II and I don’t want to buy a clone either.
I just want to update a few things on my Ford since the warranty is over.
I need to update the GPS module and activate the digital speedo. Looks like I’ll just leave it alone before I screw things up.
Reply 4: I have the same mdi and try flash the sd card put it in recovery mode with ford manager and don’t work when I try back to gm the tool never responding again the hardware damage and leds turn on red beeping so I think you sell that mdi and then buy a vxdiag vcx nano for ford I have one and working
Reply 5: There must be a way to flash the FPGA to a VCM. Once that’s done you can probably recovery the SD card.
The SD cards can also be copied using a tool called USB Image Tool so I’m sure you can recover your MDI.
I just don’t want to bother with it because I don’t know if it will work.
I might sell it and buy another clone. I haven’t decided yet. The MDI clone looks so much better than the VCM clone.
Reply 6: GM MDI and Ford VCM II are made by Bosch ETAS as well as Alliance VI+ or as many OEM tools now
But this one are a little bit different architecture.
So as we discussed many times and Nr. Vag Vag already confirmed in the forum you can use VCM II with Tech2Win and GDS2 but not fully
You can use VCM II with nissan consult ii scan tool pus but also hot full
Well I didn’t checked GM MDI with Ford IDS but I’m very sure tgat you are waisting your time for the moment.
When IDS will cover J2534 tool then you maybe will be happy to us the GM MDI with IDS but for the moment forget about
I changed the SD card in VCM II clone because this one was defective ( so a fresh untouched sd card – just formated ) and I only put it in Recovery Mode and I fix it. But I’m not sure that you can do it the same with a GM MDI.
You can try it.
Reply 7: Well I suppose that you need an account/subscription
But if you know what exactly calibration you need you can download it from Obd2tool.com
Reply 8: Forscan as you can see it can works with a simple tool ELM327 or with a Passthru J2534 tool
Gm Mdi it is a J2534 tool that’s why is working
Ids is different.
CGDI Prog Mercedes Benz key programmer review on what works, very nice CGDI MB tool ??
1. CGDI MB tool adds only key with the option “with key”.
2. CGDI MB tool program new key with the option “without key” when all keys lost.
3: CGDI MB tokens
4: CGDI MB tool VS Xhorse VVDI in PCB
5. CGDI MB update
1. CGDI MB tool adds only key with the option “with key”.
– W220 first test, Read Blank Key, Read Write Erase key OK, read EZS and Password from Key…works
– Tested on W212
Read EZS —> OBD work Fine
Calulating PW from EZS —> Work fine Online Server
Key Calculating —> v041 & v051 Work fine online Server
– Mercedes W212 2010 e250 Petrol Automatic works
– Mercedes W221 2010 Facelift S600 V12 works
– W207 on bench OK, 11 minutes
– W203 2004 spare key making takes about 13 minute when begining to programming new key. Read pass NEC key by IR and calculate PSW
Key still working after get PSW.
2. Program new key with the option “without the key” when all keys lost.
– test all keys lost on w164 need gateway.
– Tested w212 ALL KEY LOST !!! In car, done by OBD
Work really good!
W212 is from 2012
Read ezs About 30mins
Read eis info
Paste key password
Then key calculation
– Automotive key programming CGDI MB tool works good to do W207 W204 lost keys on bench.
W204 get data: About hour
PSW W204: 11minute all key lost in bench with VVDI cable
had VVDI and CGDI,CGDI is faster and no problem to get PSW:
Question: when we have CGDI tool working all by OBD why lads want the tool to work on the bench???
Answer: For example if car is some further from workshop and you must spent time driving to the car or customer is just TOO far to drive, so then he can sent EIS or drive by himself bringing EIS it with him at workshop. It’s time saver and what if tool will not work via OBD? You will loose many time driving ex. 30 miles x2. If you have on bench, you can work at your place without risk of wasting time. Also calculating psw at the place of car might last 30 minutes, 1 hour in all keys lost? It’s much time to sit in the car + you have to take care of battery charger. If you have on bench, you can drink a coffee or a beer if you want and enjoy the waiting time
Still no tool which can do all merc by OBD anyway…
– W203 with W209 EZS all keys lost, done in the car about 70mn: Successful.
– Calculation PSW always the first time, never fail.
-Plug USB to computer, software recognizes at once. So I take 2 used BE key put in and read. Software say need 12V.
So I plug 12V and read and reset to unused quickly. Will test on bench W209 as key lost later.
CGDI MB Feedback
1. generate a password in Sprinter W906 2017 year.
2. Password calculation for w212 – done.
3. CGDI reset very well BE key,BE key is after market chinese key.
4. CGDI Mercedes Benz Programmer can work to any car FBS3. Procedure:Read EZS, choose with or without key, query for key password, save. Load dump with psw, calculation key dump, write key with unused key track.
5. W211 2004 YEAR add key ,10 min job!
6. W164 EIS type all keys lost possible only after 2009
7. I did key x164 GL 2012.
All done in 10-12 mn.
8.Actual CGDI cannot work with old Kline ELV, only 204 207 212 ELV or emulator.
Processing, read, get erase PSW, renew. 204 need read ezs data, erase psw, and wipe ezs. After load data EZS and sync
9.Can renew ELV for w212
Yes 204 207 212, but if fatal error, not possible for now.
Need change NEC chip or use emulator
CGDI MB tested failure and explanation from CGDI engineer:
CGDI work not on all by OBD
W906 Sprinter don’t work (CGDI Supports W906 only CAN BUS not K-line)
W230 SL55 AMG 2006 dont work (CGDI supports W230 CAN BUS, you can send EIS and CGDI MB tool to factory to add K-line)
3: CGDI MB tokens
1. CGDI Prog MB can calculate the password twice free each day for the first half year (from the day you activate device)
2. It will cost usd70 for another half year tokens, and after you pay for it, you can calculate online two times per day too. (to get new authorization for tokens, it will take about 12hours after you pay usd70 to us)
What’s more, if you have CG100 PROG III Airbag Restore Devices or CGDI Prog BMW MSV80, you can pass us serial number to bundle them together and you can have two more tokens each day, which means 4 free tokens per day.
CGDI calculation counter
4: CGDI MB tool VS Xhorse VVDI in PCB
CGDI MB tool is not VVDI clone, open CGDI and you can see the PCB is complete other than from VVDI and MCU is other than from VVDI !!! CGDI is cheaper than VVDI that’s right!
5. How to update CGDI MB key pro?
Update on http://www.cgprogcar.com/, click column “Download” for the newest update package.
6.CGDI Mercedes Benz Key programmer: the FBS4 key reading work
7.CGDI Mercedes Benz programmer: how to connect at w210 without obd
To sum up:
After reading these positive reviews, I am sure you can trust CGDI MB key programmer is decent tool to own.
Where to buy one CGDI best auto key programmer
There are not only one seller supplys this tool, but I think www.uobdii.com is a trustworthy place to buy
Your car has been producing this kind of rattling sound for a long time, yet you can’t remember the exact time when it starts. Knowing the causes of these common car noises and getting them fixed sometimes can save you a lot of trouble and also much cost.
What is that rattling? Is it serious? We all can get a little paranoid about a new sound our car is making. Those sounds can certainly be annoying, but what people don’t realize is sometimes those sounds may be linked to something more serious.
About 7 percent of car crashes are caused by some kind of vehicle failure, with tire degradation and brake system failures topping the list, according to the National Motor Vehicle Crash Causation Survey from the National Highway Traffic Safety Administration. But tire and brake failure aren’t the only types of vehicle problems that can lead to accidents – engine, steering system and suspension failures also cause crashes.
“Getting your oil changed, tires rotated and brake pads checked regularly not only helps keep your car running smoothly, but it also helps keep you and your family safe,” says Matt Myers, senior vice president of claims with Erie Insurance. “It’s also important to check your car’s transmission fluids and get the 50,000-mile and 100,000-mile checks. It might sound like a lot, but regular preventative maintenance is the best way to keep those strange car noises – and accidents – to a minimum.”
Here are six common car noises people hear and what they could mean:
Humming or Groaning
When you hear humming while driving at faster speeds, it’s a sign there probably is some wear on your tires, which can lead to serious issues. It could be located on the insides of your tires, which is hard to diagnose on your own, but not having it checked is a risk, because the steel belts in the autel diagnostic tool might be coming apart.
This noise could change or even go away when you turn the wheel, but it is usually caused by a defective front wheel bearing. The change in noise could be a result of the shift in the weight of the professional diagnostic tool as you turn.
Whining and Creaking
You might hear these noises backing up or turning. It could be the result of a ball joint or tie rod seizing up.
This can be a high-pitched, steady annoyance that lets you know it’s time to get your brake pads checked or replaced.
This sound means two pieces of metal are touching when they shouldn’t be. This sound could be a multitude of things: brakes, powertrain, suspension or something else. Whatever the case, a grinding sound means you need to get your car checked out as soon as possible.
A hissing sound might occur after you turn off your ignition and can sometimes be followed by smoke from under your hood.
The next time you hear strange noises coming from your key programmer, don’t just turn up the radio to drown them out – get them checked by a mechanic. Ignoring those noises today could lead to a dangerous and expensive situation tomorrow.
Autel MaxiSYS MS906 review
The Autel MaxiSYS MS906 is a state-of-the-art Automotive Diagnostic and Analysis System, and is the next generation version of the massively successful Autel DS708. This scanner allows you to scan for a wide range of problems on cars from over 80 manufacturers, both foreign and domestic, including Mercedes Benz, Audi, BMW, Ford, Chevrolet, and Dodge.
The scanner allows you to do a whole lot more than scan your car and diagnose problems. For instance, you can reprogram keys as long as you get the key code from the dealer. It also allows you to reset many systems, from your check engine light to your ABS. Should you want to reprogram certain ECU settings, you are able to do so; however, this feature is only available for certain models.
The MaxiSYS MS906 has a wonderful 8.0” LED touch screen display that has a 1024x768P resolution, which is very clear and leaves you no doubt about what you are reading. It runs an Android operating system and can connect to the internet via WiFi to facilitate updates. It can also connect directly to your computer via USB, and comes with 32GB on board memory, meaning you are not going to have to worry about running out of space to save your diagnostic information.
The Maxisys comes with its own built in battery, so you do not have to worry about it draining your vehicle’s battery as you use it. This battery is not only used to power the device, but also the 8 mega pixel rear camera that comes with a flash light. This is ideal for taking pictures and uploading them to the web, where an online community of Autel MaxiSYS owners and Autel technicians will be able to help you fix any problem you may have with the system or indeed with your car.
Unlike the other products on this list, this is the most professional of them all. In fact, it is so close to the diagnostic tools used by mechanics at major manufacturers that they say it does 85-100% of the work that their machines do. The GUI is clear and concise and you will find it hard to get confused using the system. It comes with AutoVIN technology, which means that it will automatically read and store your vehicle’s VIN number. This is a very useful feature, as many of the car scanner on the market today do not have this feature, and the VIN numbers must either be read via a barcode or manually entered so that the machine can record them. The fact that the MaxiSYS runs on an android operating system allows for multi-tasking, which allows you to carry out multiple tests at once, meaning you can save time on your diagnostics.
However, like all systems, it does have a few downsides. For instance, it can take a long time to backup, and though this may not sound like such a major problem, if you are on a deadline, or have urgent work to do, you do not want to be sitting around waiting for your scanner to update information.
It also has had a few problems reprogramming keys, especially for some of the European car manufacturers. Jaguar and Ford Europe have been singled out as some of the problem manufacturers. However, only a handful of complaints have been made about this issue, so it should not really be troubling.
All in all, this is the perfect tool for any car enthusiast that makes it into our Best Car Diagnostic Tools list. It is great for enthusiasts interested in knowing how their car is running. It is also the perfect tool for technicians and mechanics who want a light, handheld system that is not going to break their banks. Most car diagnostic that carry out almost exactly the same work cost about $10,000. However, this device comes in at a reasonable $1099.00* from Amazon, and for the functions that it can carry out, this is literally a steal.
Hello to everyone. Today I want to talk about Tech 2 memory card. I don’t fully understand how to test. In fact, not often but sometimes get a bad card, visually for him not to say anything, even putting them in the Tech 2 they will be loaded. But on some menu Tech 2 Scanner will just restart. I have it booted from the menu on the device, specifically in the Hardware version. With 99% probability he would hang in the engine block Engine Data 1…3. Not always, but sometimes he wrote ADDRESS ERROR – PROCESSOR HALT. Later I bought another card, it didn’t hang, then I copied the software to both had the same version, eventually worked correctly only 1 card, or other periodically rebooted the device or just all hung, helped turn off – turn off the car diagnostic scanner Tech 2.
Here is a photo of my bad card may still try to solder, who knows things worse for it clearly will not. Yes, and to override the card is best to use any laptop or desktop computer with PCMCIA, as the Tech2 Scanner this is often time consuming, and pieces not entirely successful cases.
Hello to everyone.
Today I will share my experience pack software using Tech 2 rs232 and TIS.
Some write that they cannot fully record your memory card through TIS.
And so I decided to try it, because yesterday I wrote them through the laptop, looking ahead would only say that a laptop is much more faster event, rather than via Tech 2 from Obd2tool.com. Yes and before you write need to remove the old soft.
As in my laptop with no DB9 I used the adapter. Also found a Bulletin in which there is an adapter, which recommends itself BOSH.
One photo from the series is not enough, I forgot to do, where the choice of what you want to write to the card, and what it is now.
So someone wrote that his Professional Diagnostic Tool Tech 2 does not see the GM card. If you are sure that you map all right, then I would recommend you to try to ReWire the element on the main Board under the number U32 he is the same as U33.
And so, you came to your device, and you hold it in your hands. First of all, after you have made sure that it is intact, no need to go write a review or to complete the transaction, depending on where you bought it. Unpack Tech2 Scan Tool , the first thing we need to insert it in the Tech 2 memory card, no matter what the slot. To find the power supply from the network, plug rs232, as in the photo below, and the cover on the main cable.
Now insert the plug GM 3000098 in the Tech 2 from Obd2tool.com , turn on the unit to the network and device connector is nearly blank. The first thing you will see is a POST test . Next to the menu and select tools options -> self test. Insert our rs232 plug and select Automaited test main board and VCI.
Here rs232 indicates that without our help, your GM Tech2 cannot communicate with the computer. Rs 485 nothing serious. But this is enough to Main PCB Self Test Fail. This isn’t a problem, because it is removed very simply, if errors are gone, and you still cannot connect to the computer, it is also just corrected. HBCC IGNORED’s OK too. But if mistakes will be much more, it is best to make sure you get the Tech 2 back, or you sent the new modules from him.
Next you need to test Candy , unfortunately I do not have a photo, but we havent nothing complicated, perhaps later I will make a short video like 5 minutes to test. Later I will try it’s clear to tell you how to resolve certain problems.