One for UKOBD - Page 2

UKOBD · 07-31-2009, 09:37 AM

Quote: Originally Posted by p2psmurf

Ukobd, Can you explain how the codes on the FCX-3 are displayed for the engine?
Especially for the diesels with 4-digit P-codes and that on a 2-digit lcd.
I am interested to find out what you display for say a DDE 5 with 776 possible codes.
Or even a simple MS45 with 318 possible codes.

The FCX-3 is supplied with a code book, and displays first details of what code table to look in, and then a reference which relates the the actual error code, and its BMW fault code.

e.g. 14 15 displayed sequentially means table 14, code 15 which is output-VANOS-late valve.

Hope that this helps Smurf.

Gareth

Enforcer · 07-31-2009, 09:46 AM

Quote: Originally Posted by UKOBD

It doesn't necessarily help you anyway in honesty, the 20pin socket is an underbonnet diagnostic socket - ok for diagnostic, not realistic for a permanent install

Is there an issue with having something connected to the 20 pin connector all the time?

UKOBD · 07-31-2009, 10:16 AM

Quote: Originally Posted by Enforcer

Is there an issue with having something connected to the 20 pin connector all the time?

Yes, the connector is on top of the engine, and you would have to run the cable over the top of the engine....

p2psmurf · 07-31-2009, 10:21 AM

Too much hassle for me. I'll just use a scanner that gives me the actual BMW code and description. The advantage of the actual code is that you can look it up if factory documentation, online, ask the dealer etc. Your codes don't mean anything but a reference to a page in a book.

p2psmurf · 07-31-2009, 10:23 AM

Quote: Originally Posted by UKOBD

the connector is on top of the engine

Well, actually it is mounted on one of the inner wings. It is to close to the hood to drive with a connector permanently attached.

Enforcer · 07-31-2009, 10:58 AM

Quote: Originally Posted by UKOBD

Yes, the connector is on top of the engine, and you would have to run the cable over the top of the engine....

Quote: Originally Posted by p2psmurf

Well, actually it is mounted on one of the inner wings. It is to close to the hood to drive with a connector permanently attached.

So there is not an electronics issue just a physical issue.

Hmm, maybe time for a bonnet bulge then.

UKOBD · 07-31-2009, 11:09 AM

Quote: Originally Posted by Enforcer

So there is not an electronics issue just a physical issue.

Hmm, maybe time for a bonnet bulge then.

Could be interesting! There are some jumpers inside the cap also, so there may be some consequences to long term running that would need to be investigated.

Enforcer · 07-31-2009, 12:22 PM

I'm thinking (dangerous) if the ECU is compliant, it might be possible to retrofit the US OBDII wiring.

Hmmmm.

p2psmurf · 07-31-2009, 12:58 PM

Ukobd, one more question about the FCX-3.
According to your websites it can also read codes on diesels.
I just downloaded the manual for the FCX-3 from peakresearch.com, but I cannot find any table for a diesel. It seems they are all for petrol models.
Whcih tables are used for the diesels?

UKOBD · 08-01-2009, 04:45 AM

Quote: Originally Posted by p2psmurf

Ukobd, one more question about the FCX-3.
According to your websites it can also read codes on diesels.
I just downloaded the manual for the FCX-3 from peakresearch.com, but I cannot find any table for a diesel. It seems they are all for petrol models.
Whcih tables are used for the diesels?

Smurf you have already stated that you prefer a different tool, and don't like the idea of codes and books.

There is no point in entering into pointless dialogue on this.

Take another look through the manual, there are errors such as 2Eb9 which is BSD message from glow ECU missing - a diesel code.

We also have a European spec code booklet which has many more codes - remember that Peake are a US company, and diesels are not supplied to that market.

Let's try and keep discussion positive and useful shall we?

Gareth

p2psmurf · 08-01-2009, 05:02 AM

Oh, you mean the message in table 22.
That's the one that also has these messages:
2E24 Spark coil cylinder 1 thru 2e2B Spark coil cylinder 8.
And 2D70 DME Internal Error.
You don't really believe this is a diesel engine, or do you.
Probably never had complaints about this?

What I like is the untranslated German descriptions like:
9c Aussetzer katbeschaedigend cyl 1 in tables 27 and 61.
But I take it you had never complaints about that to.

And you call this the best tool for the job, I don't think so.

Enforcer · 08-01-2009, 08:50 AM

Can we not turn this into a slanging match and keep all posts related to the topic, ie E36 and possible OBDII.

Cheers

p2psmurf · 08-01-2009, 09:12 AM

Did some research on the topic and found the following:
The first (petrol) cars compliant with EOBD in Europe are of model year 2000.
You wouldn't need a converter cable as these then have the 16-pin J1962 connector.

Here's a link to the website of a German reseller of scanner equipment.
They have a database of actual tested vehicles (with or without converter cables).
It's a bi-lingual page and all you have to do is select BMW and the model year.
http://www.obd-2.de/tech_kom.php
They couldn't find any car that works in 1996 - 1998. They found some 1999 (build) cars that did work.

This is the experience of a UK user who actually tried the converter cable:
http://www.thebmwforum.com/bmw-3-ser...bd-ii-t142.htm

I am afraid that for purposes of reading with generic scanners this cable is useless.
Why are these cables produced then?
Some professional scanners like the Carmanscan are default equipped with the 16-pin J1962 connector. To connect to other sockets they use a converter. Probably because it's cheaper that way.
To provide people with a cheap interface for unauthorised software like BMW's INPA.