Datatek
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Faults in electronic components can be temperature related
L322 keyfob signal not received
- Thread starter kermit_rr
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It's been all sorts of temperatures over the last couple of weeks.. it's very strange
Is it the first time since the first time you have been back to the "same spot"?
Seems funny same spot and both times everything fixes itself in the morning.
Try going back to "your" Bermuda triangle see if it does it again. Or just don't ever go there again
.
J
Seems funny same spot and both times everything fixes itself in the morning.
Try going back to "your" Bermuda triangle see if it does it again. Or just don't ever go there again
.J
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It was ok when i parked there last weekIs it the first time since the first time you have been back to the "same spot"?
Seems funny same spot and both times everything fixes itself in the morning.
Try going back to "your" Bermuda triangle see if it does it again. Or just don't ever go there again
J
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just been out in the car and the heater was working properly again.. this sounds like its a related canbus problem.. as thats what links the 2 but i've no clue where to start :/
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I think it's a software issue but whether or not software is the root cause it's not i have no idea
Just seems uncanny that other areas of the car like the heater don't always work properly.
Found out today the passenger front door window won't auto up, the others are fine but needed a reset after battery disconnect.
Dinner I've had the car, SDD has complained about the CCF, can't help but think it's all related
Just seems uncanny that other areas of the car like the heater don't always work properly.
Found out today the passenger front door window won't auto up, the others are fine but needed a reset after battery disconnect.
Dinner I've had the car, SDD has complained about the CCF, can't help but think it's all related
Datatek
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The benefits of the crazy system that has everything interconnected and thus interdependent.
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my other thread that may or may not be related
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L322 - LIN bus
I've got a couple of BCM errors, LIN bus B - bus off (B1088 type 88) which is currently historic and LIN bus A - short to power or ground (B1087 type 88) which is currently intermittent What is LIN bus and what does it do? There's reference to central junction box, left side steering wheel...
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i've read that voltage problems while writing to the car can cause all sorts of issue.
I know 'some garage' has written to my car to 'turn off'/'disable'/'fake' the dpf and i'm quite prepared to belive it was done on the cheap by someone who didnt care/didnt know
I know 'some garage' has written to my car to 'turn off'/'disable'/'fake' the dpf and i'm quite prepared to belive it was done on the cheap by someone who didnt care/didnt know
Datatek
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Not likely IMO to cause your intermittent problems though.
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fair point
Datatek
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Intermittent problems almost always come down to connection problems of one sort or another. Because so much stuff uses common data busses, the actual problem could be some way away from the module that is playing up.
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all the issues i've seen, in case it means something to someone or can see some correlation...
rear temperature control doesnt work (fan speed works) sometimes it blows hot, other times cold and the dial doesnt do anything.
front fan speed and distribution doesnt work on 'auto', (sets min fan and footwell distribution) wont maintain temperature (auto did work for a while after battery disconnect)
rear footwell vents dont work
cruise control wont hold set speed on an incline and wont accelerate if you increase the set speed on an incline. if you 'resume' on a flat road then acceleration to the set speed is woefully sedate. if you set a low speed (eg 30mph) when the TC is not locked, then the engine revs bounce between idle and 2000rpm
factory fitted towbar doesnt disable reversing sensors
rain sensor mostly doesnt work (will do very occasionally)
car thinks it does have a dpf with 12g soot measured, this value never changes - dont know if this is a normal way to deactivate the dpf?
and of course failure of communication to/from the keyless module (twice with no action taken to fix)
not bothered by most of these 'niggles' and no i'm not stressing about it either but all sounds inter related somehow
rear temperature control doesnt work (fan speed works) sometimes it blows hot, other times cold and the dial doesnt do anything.
front fan speed and distribution doesnt work on 'auto', (sets min fan and footwell distribution) wont maintain temperature (auto did work for a while after battery disconnect)
rear footwell vents dont work
cruise control wont hold set speed on an incline and wont accelerate if you increase the set speed on an incline. if you 'resume' on a flat road then acceleration to the set speed is woefully sedate. if you set a low speed (eg 30mph) when the TC is not locked, then the engine revs bounce between idle and 2000rpm
factory fitted towbar doesnt disable reversing sensors
rain sensor mostly doesnt work (will do very occasionally)
car thinks it does have a dpf with 12g soot measured, this value never changes - dont know if this is a normal way to deactivate the dpf?
and of course failure of communication to/from the keyless module (twice with no action taken to fix)
not bothered by most of these 'niggles' and no i'm not stressing about it either
but all sounds inter related somehow
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I agree, it's probably one module messing with the CAN and creating ramdom issues for other modules.
Unless you have the gear to do canbus analysis, you might need to try the "disconnect one at a time" approach. Problem with that method, is often the bus goes via some modules to the next one.
From the posts I've seen, @Graculus seems to have good knowledge of L322 ?
Unless you have the gear to do canbus analysis, you might need to try the "disconnect one at a time" approach. Problem with that method, is often the bus goes via some modules to the next one.
From the posts I've seen, @Graculus seems to have good knowledge of L322 ?
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ok a bit of an update.. checked for error codes again and started a new session in SDD instead of continuing the old one like normal.
it immediately complained the vechile config was invalid and asked if i had electrically operated headrests before letting me continue
this has to be some/all of the problem. in my (undeducated) opinion
it immediately complained the vechile config was invalid and asked if i had electrically operated headrests before letting me continue
this has to be some/all of the problem. in my (undeducated) opinion
I've not really delved into this thread - can you send me your latest session files? I'll PM you an email address The way to generate them is to close the session then when it asks if you want to export for use on another system click yes, then either use a USB stick to capture the zip file or let it default to your C:\ and email it from there. can you also screenshot the CCF 'page' where it shows the state of the master, backup & 'as-built' from SDD, you may also need to refresh the downloaded config files using the system menu.
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A bit of an explanation of 'how it should function' - now I've dug out the correct circuit diagram!
There are two RF receivers, one active (button press, connects to the KVM by a serial data connection from the antenna module {top edge of tailgate IIRC}) this is the lock/unlock activate interior sensor and trigger alarm as required. Communication is on the MS-CAN. The other passive system is the immobiliser which works on a push-pull NFC system, this is the one where you need to place the key against the dash to re-sync the codes and connects directly to the CJB, which in turn broadcasts the status on HS-CAN.
One of the differences between MS & HS-CAN is that MS-CAN can operate 'single-legged', that is, should you lose one side of the pair of wires to damage, corrosion or a short to ground or +ve, the other will continue to broadcast, so it's actually quite a resilient communication method. HS-CAN requires (mainly due to the greater bandwidth & error detection / rejection) both 'legs' to be operational, therefore the transceivers will shut off either side of the fault, but continue to operate either side of it, where possible, some modules will also keep working as 'standalone' controllers, generally with reduced performance or abilities.
Now down to the reason for the above explanation - it's very unlikely to be either network due to the amount of data that would be potentially corrupted with an unbalanced MS-CAN fault, there would be several DTC's set, although the integrity of that network is only monitored for a full open/short type event. So the remote unlock problem is likely to be receiver power, data, or ground, KVM problem (unlikely as no DTC set) or CJB (possible as there is an unexplained / unusual CCF issue) Likewise, the immobiliser issue also relates to the CJB in terms of physical connections but also processing of received signals and onward transmission.
Intermittent issues would indicate an internal defect with the hardware being affected by temperature or moisture, it's possible I suppose (not my area of experience) that a failing processor and memory in the CJB would also affect how it processes inputs & outputs if the coding is corrupted. As usual with 'black box' modules, you have to test the input & output devices and wiring for correct operation in order to condemn or otherwise the suspected module (CJB in this case). It's not an easy thing to do where you're looking for variations in CAN & Serial signals to indicate reaction to inputs - it doesn't matter what the signal 'says', you're just looking for a reaction to input.
There are two RF receivers, one active (button press, connects to the KVM by a serial data connection from the antenna module {top edge of tailgate IIRC}) this is the lock/unlock activate interior sensor and trigger alarm as required. Communication is on the MS-CAN. The other passive system is the immobiliser which works on a push-pull NFC system, this is the one where you need to place the key against the dash to re-sync the codes and connects directly to the CJB, which in turn broadcasts the status on HS-CAN.
One of the differences between MS & HS-CAN is that MS-CAN can operate 'single-legged', that is, should you lose one side of the pair of wires to damage, corrosion or a short to ground or +ve, the other will continue to broadcast, so it's actually quite a resilient communication method. HS-CAN requires (mainly due to the greater bandwidth & error detection / rejection) both 'legs' to be operational, therefore the transceivers will shut off either side of the fault, but continue to operate either side of it, where possible, some modules will also keep working as 'standalone' controllers, generally with reduced performance or abilities.
Now down to the reason for the above explanation - it's very unlikely to be either network due to the amount of data that would be potentially corrupted with an unbalanced MS-CAN fault, there would be several DTC's set, although the integrity of that network is only monitored for a full open/short type event. So the remote unlock problem is likely to be receiver power, data, or ground, KVM problem (unlikely as no DTC set) or CJB (possible as there is an unexplained / unusual CCF issue) Likewise, the immobiliser issue also relates to the CJB in terms of physical connections but also processing of received signals and onward transmission.
Intermittent issues would indicate an internal defect with the hardware being affected by temperature or moisture, it's possible I suppose (not my area of experience) that a failing processor and memory in the CJB would also affect how it processes inputs & outputs if the coding is corrupted. As usual with 'black box' modules, you have to test the input & output devices and wiring for correct operation in order to condemn or otherwise the suspected module (CJB in this case). It's not an easy thing to do where you're looking for variations in CAN & Serial signals to indicate reaction to inputs - it doesn't matter what the signal 'says', you're just looking for a reaction to input.
I'll have a brief look later - lots going on at home and work in the last few days so it may take a couple of days to give it my full attention, if there's any immediate red (or green!) flags, I'll let you know.
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