Jacks Professional Problem Solver Guide. "JPPSG"

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Jack@European_Parts

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Baby FOD Image to be used going forward to not blind people!

When you see this image extreme thought & care should be taken!


 
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Jack@European_Parts

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Follow up to aftermarket, salvage or reconstructed OEM FOD, Safety concerns & warranty coverage under CARB and the CAA while the JPPSG collective grows strength!

Always document your concerns or patterns seen at NHTSA for safety!

https://www-odi.nhtsa.dot.gov/VehicleComplaint/

https://forums.ross-tech.com/showthread.php?17567-Multiple-Oxygen-Sensor-codes-P0131-P0130-P2251

A fun thread above making a key point that could help anyone, with say any emissions device or AECD & that is responsible or damaged by or causes damage to another system, could be a free or a reimbursable repair now huh & if documented by the right licensed professional to seek consideration?

Is it possible that a VCDS system could be reimbursed & if documented to a specific VIN record, hmmm I wonder being these systems seem to share interrelated subsystems that qualify for extended AECD's and share a network or MIL call ups & are not, I repeat, are "NOT" OBD2 addressable with a standard CAA/CARB specification generic scanner forcing a purchase of a pass-thru device or tester such as VCDS? :rolleyes:

It would be an interesting question to ask when any reason the MIL comes on & scanned with VCDS as part of your documentation & say for a engine or a transmission AECD and any part of a zero emissions system such as EVAP arises is warrant-able now isn't it?


SUBJECT: Emissions Warranty and Manufacturer Responsibilities under the Clean Air Act Dear Manufacturer:



SUBJECT: Emissions Warranty and Manufacturer Responsibilities under the Clean Air Act

Dear Manufacturer:

Over the past several months EPA has received numerous inquiries from the public regarding emissions warranty claims which have been denied. This letter is not intended to establish or alter any legal requirements, but to remind manufacturers of their responsibilities under the Clean Air Act and EPA regulations to honor emissions warranties and of the limited circumstances under which warranty claims may be denied.We would also like to update the EPA contact information which is required to be included in the owner’s manual/warranty booklet per 40 CFR §85.2109(a) (6). The following provisions apply to light duty vehicles and light duty trucks.

State Warranty Requirements Which Differ from the Federal Emissions Warranty EPA has received several reports from vehicle owners stating that their warranty claims have been denied based on the age or mileage of their vehicle exceeding the California year/70,000 mile warranty period.State motor vehicle emissions warranty provisions are in addition to, and do not void or eliminate, the federal emissions warranties under §207 of the Act. A vehicle that is within the federal warranty period and subject to regulations issued under §202 is the reforecovered by the federal emission warranties, notwithstanding valid adoption by a state of separate warranties. Under this situation, the Federal and California warranty provisions are concurrent, and all vehicles, even those sold in California, are subject to Federal warranty provisions. Therefore the Federal 8 year or 80,000 mile warranty period for the specified major emission control components applies to all vehicles, including those sold in California.

Vehicles with Salvage or Branded Titles EPA has received several reports from vehicle owners stating that their warranty claims have been denied solely based on the fact that the vehicle has a salvage title.While EPA acknowledges that a manufacturer is not responsible for damage to an emissions related component caused by improper use or maintenance, EPA’s regulations prohibit a manufacturer from denying an emissions performance warranty claim based on improper use or maintenance which is not relevant to the reason the vehicle failed (40CFR 85.2104(h)(3)). Additionally, as stated in EPA’s guidance on allowable maintenance (CD-85-11), EPA’s long-standing policy is that a manufacturer may only deny a defect warranty claim if it can show that the part failure was due to improper or neglected maintenance and not due to a defect. This principle applies to improper use(e.g. an accident or flood damage) as well.

The fact that a vehicle has a salvage title, by itself, is not evidence that a defect or emissions failure was caused by previous damage outside the responsibility of the manufacturer. Therefore a manufacturer may not deny an emissions warranty claim based solely on the fact that a vehicle has a salvage title. The following restrictions apply to all light duty vehicles/trucks whether or not they have a salvage or branded title.a) Defect Warranty A manufacturer may not deny an emissions defect warranty claim because of previous damage (e.g. an accident or flood damage), unless the manufacturer is able to show that part failure was due to the previous damage and not due to a defect.b) Performance Warranty A manufacturer may not deny an emission performance warranty claim because of previous damage (e.g. an accident or flood damage) which is not relevant to the reason the vehicle failed. In other words, a manufacturer must show a direct causative effect between the previous damage to the vehicle and the failure of the vehicle to comply with emission standards.

Cost of Diagnostics EPA has received several reports from vehicle owners stating that they were charged for the cost of diagnostics for a warranty claim.The regulations of 40 CFR §85.2106(g) state: “The vehicle manufacturer shall incur "all costs" associated with a determination that an emission performance warranty claim is valid.” This means the owner cannot be charged a diagnostic fee related to a valid warranty claim.


Warranty Enforcement:

EPA would like to remind manufacturers that failing or refusing to comply with the terms and conditions of the emissions warranties is a prohibited act under §203(a)(4)(D) of the Clean Air Act and may be subject to a civil penalty of to up $37,500 for each offense.Acts constituting such a failure or refusal shall include, but are not limited to, the following:(1) Failure to honor a valid warranty claim,(2) Performance of a warranty repair in a manner which cannot reasonably be expected to allow the vehicle to meet applicable emission standards for the remainder of its useful life(3) Failure of a manufacturer to reimburse a dealer or other designated agent for performance of a warranty repair(4) Charging the vehicle owner for any portion of a valid warranty claim including any related diagnostic fee.(5) Failure of a manufacturer to supply a part necessary to perform a warranty repair within a reasonable period, unless such failure is for a reason not attributable to the vehicle manufacturer or the warranty repair facility (for a performance warranty claim, a manufacturer generally must supply a part necessary to performs warranty repair within 30 days (40 CFR §85.2111(b)(4)).EPA would also like to remind manufacturers that if a warranty claim is denied, an owner can request a written explanation of the basis upon which the claim is being denied. For a performance warranty claim, failure to notify an owner within 30 days (unless the delays attributable to the vehicle owner or events which are beyond the control of the vehicle manufacturer or the repair facility) shall result in the vehicle manufacturer being responsible for repairing the warranted items free of charge to the vehicle owner.

EPA Contact Information:

Please include in each vehicle’s owner’s manual or warranty booklet an explanation thatan owner may obtain further information concerning emission warranties or that anowner may report violations of the terms of the emission warranties by contacting:

U.S. Environmental Protection AgencyOffice of Transportation and Air QualityCompliance Division, Light-Duty Vehicle Group
Attn: Warranty Complaints2000
Traverwood DriveAnn
Arbor, MI 48105
Email: complianceinfo@epa.gov









https://iaspub.epa.gov/otaqpub/displ...d=35121&flag=1

Links for charts for emission tiers and helpful data to show extensions of added possible AECD warranty :

https://en.wikipedia.org/wiki/United_States_emission_standards

https://en.wikipedia.org/wiki/California_Air_Resources_Board

https://www.epa.gov/emission-standards-reference-guide

https://www.law.cornell.edu/cfr/text/40/86.1813-17

https://www.law.cornell.edu/cfr/text/40/86.113-15

https://www.arb.ca.gov/msprog/zevprog/zevregs/1962.2_Clean.pdf
 
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Jack@European_Parts

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FACTS TO KNOW!

CAA CARB EPA IM Readiness Monitor FRAUD FOD! and how to help detect it!

VCDS or the OBD2 data as a generic scanner can or can't see is very important to consider and therefore limited to what is reported by a respective controller!

You must pay close attention to block values and qualify a controllers ability to actually report data or as tested and which is helpful in identifying FOD!

An example would be the ladder for readiness explained or for example:
Such as logging boost requests, versus actual; If boost is being requested outside the scope or above the values in the RTFB the car is indeed modified!
If car is being asked to request less boost this maybe due to someone trying to cheat installing a new turbo or waste-gate repair.
If a car is actually making less or more boost on a mechanical gauge, however, reporting as specified tampering should be investigated in programming or a defeat device such as a resistor etc.

There should be no substitution for cross checking the values with aid of the RTFB, a DVOM, Decade box or actual mechanical tests to diagnose and repair a condition & to only be verified by quality check of the JPPSG!




Readiness: 0000 0000
<<<< When this is seen set as always ready & after a DTC reset or without tests to qualify an AECD, that's indeed a problem!


WHEN REVIEWING AN AUTO-SCAN!


The first part of the repair or OBD2 diagnostic process & since it is impossible to know what is in every consumers car, we must as professionals become familiar with and first qualify the car tampered for FOD! & to see all the benefits that come with OBD to detect it?


It'a as simple as this, if you have the above result & for any of these monitors set as zero, unless an unsupported test for the SMOG tier in the USA since some regions of world dont support readiness.
It is impossible to
achieve this before running any of the AECD DCY tests & that are part of the required emissions tier, for example before even starting the engine and or immediately after a DTC reset, your car is indeed tampered and FOD! if the tests show as ready.

Some tuners are also deploying time clocks and EEPROM flip terminal 15 & to reset or to deploy on the next power up cycle too so watch for it.
Tuners are also manipulating all MODES and for example 3, 7 or 9 CAL ID AND CVN data should be observed against VCDS in the VAG proprietary modes.




NOTE:
There are indeed tuners which will set readiness ready on the VAG side and negate doing it on the EPA CARB CAA OBD2 generic side........

Example of what not to dismiss.
https://forums.ross-tech.com/showthread.php?13502-2000-Audi-TT-MAF-code-after-changing-MAF-and-O2-sensors-No-Boost
 
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   #44  

Jack@European_Parts

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https://www.warrantyweek.com/archive/ww20190207.html


[h=2]Service Contracts and the Magnuson-Moss Warranty Act:[/h][h=3]This article, by two expert attorneys, is intended to help readers navigate the subtle boundaries between the Magnuson-Moss Warranty Act and the service contract laws of the U.S. states, and to help explain the key differences between product warranties, service contracts, and insurance.[/h]
 
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Jack@European_Parts

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A scan tool is not a substitute nor should it be relied on to perform "mechanical tests" or "work procedures" unless part of the written work procedure in the RTFB & or required during a calibration.

Better than half the problems today with failure to diagnose a condition have become a reliance on OBD2 quasi tests with replacement of a component because it has a DTC and often mechanical or electronic DVOM tests or work operations are now being ignored or forgotten because of stupidity and laziness or too pay attention to basics or design and function familiarity of details!

Mechanical tests in the end will always show the FOD too!

 
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Jack@European_Parts

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WHY JPPSG?

Why it's important to pay attention to type of emissions warranties and how it adds to coverage to related sub systems, such as an instrument cluster or climate controller for example & because the MIL resides there or is influenced by the AECD component?

For example:

This means you get a cluster that doesn't function one day right or AC for faulty climate controller that helps assist with alleged MPG savings technology , nothing zip? and the car meets the criteria for warranty extension & in any of the States that subscribe to comport with the CARB conformity, are indeed under warranty for a free diagnosis & repair?

Even salvage or flood cars?
https://forums.ross-tech.com/showth...uot-JPPSG-quot&p=156577&viewfull=1#post156577

California Emissions Warranty Laws
California Emissions Warranty – Under the California Emissions Warranty, vehicles certified for sale in California, and those states like Vermont that have legally adopted California Emissions Standards and Warranty Provisions, have additional coverage beyond that required under Federal law. Under the California provisions, all emissions related parts are covered for 3 years or 50,000 miles*, and a vehicles specific list of more expensive emissions related parts is covered for 7 years or 70,000 miles*. In addition, the 8 year or 80,000 mile* coverage for the catalytic converter and engine control unit required by Federal law applies. Also, some models, designated as California Partial Zero Emission Vehicles (PZEV), have 15 year or 150,000 mile* emissions warranties covering essentially any component that causes the Check Engine Light to illuminate. These California Emissions Warranty provisions cover vehicles up to 14,000 pounds GVWR. * whichever comes first.


I'm getting excited again!
I wonder how this would apply to a "WET KESSY" or any "CONTROLLER" taking on water that is MIL related on the CALL UP?
 
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   #50  

Jack@European_Parts

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Highly recommended for reasonable money and actual performance!

Today is the 25TH year of my analysis of these PTFE compounds & further being used for all seal surfaces.
This in all VAG products and with a superior bond and seal over pretty much everything from coolant flanges & that are plastic without damage, metal surfaces, sensor threads, intake gaskets of all types and in diesel turbo chargers VNT on exhaust to EGR valves that sometimes leak.

Additionally have used in all engine ATF & farm hydraulic oil and fuel systems using discretion of application and am extremely impressed.

Can be applied with gaskets and o-rings & wipes clean on all surfaces.
Great for outside edge of seals, oil pans, VC, PCV, and high pressure or return lines of all fluid types & without floaters and deviating in system causing a contamination issue.

"Hylomar" and "Seal Lube" also very good stuff












 
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   #51  

Jack@European_Parts

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If these tools are not in your box yet & in today's day in age, than you are lost!

ALL CAN BE HAD CHEAP TOO, NO EXCUSES!



TONE GEN SET:



LOAD & LED LIGHT



DECADE BOX + DVOM

 
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Jack@European_Parts

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TIME TO STOP FOD & ISOLATE ABILITY TO COM



Okay now no one can whine I don't have a WD when I say JPPSG and go find pins and manually connect with ECU.


Also see this thread & Go play with Don and Dr. Z : https://forums.ross-tech.com/showthread.php?5918-Testbench-setup










MED 17


5 : +12V ( term.15 )
1 : GND ( term. 31 )
87 : +12V ( term. 30 )
92 : +12V ( term. 30 )

68 : CAN High
67 : CAN Low



MED 9



3, 5, 6 : +12V ( term.15 )
1, 2, 4 : GND ( term. 31 )
87, 92 : +12V ( term. 30 )
86 : K Line
68 : CAN High
67 : CAN Low

EDC16

[h=2]EDC16U1, EDC16CP34, EDC16U31[/h]

5 : +12V ( term.15 )
1 : GND ( term. 31 )
18 : +12V ( term. 30 )
72 : K Line
89 : CAN High
66 : CAN Low


ME7.1.1 add T81/PIN 62 B+ for Terminal 30 for ME7.5



3 : +12V ( term.15 )
1 : GND ( term. 31 )
2 : GND ( term. 31 )
21 : +12V ( term. 30 )
43 : K Line
60 : CAN High
58 : CAN Low





[h=2]BOSCH EDC15, EDC15V, EDC15xx & P[/h]

2 : +12V ( term.15 )
5 : GND ( term. 31 )
16 : K Line
37 : +12V ( term. 30 )
82 or 7 : CAN High
83 or 6 : CAN Low
 
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Jack@European_Parts

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WARNING!

Do not just change parts or controllers due to a DTC or being burned up!

Verify circuit tracks and why a burn down happened!

Widespread misdiagnosed problems with controllers not being needed & for negated wire testing or repairs on LIN or PWM & due to wiring being insufficient in size or inadequate shield.

Time to sharpen your pencil & because places are going to steal your money and compound your problems for inability to do proper repairs or transfers with inoperable vehicles!

Shielding and ground plus ability to attenuate signals over a wire are very important!

Verify critical wires are sufficient in diameter and can carry current or signals through connection T points.

NostraJackASS Has Spoken!

MERRY XMAS!

Good reading!

https://www.machinedesign.com/mecha...le/21833014/eliminating-emi-in-motion-systems
 
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   #54  

Jack@European_Parts

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Come get your Factory FOD lunch tray!





https://www.vwmpgsettlement.com/



Fuel Economy Settlement for Gasoline-Powered Audi, Bentley, Porsche, and Volkswagen Vehicles


MakeModelEngine CapacityModel Year(s)
AudiA8L4.0L2015
AudiA8L6.3L2013 – 2016
AudiRS74.0L2014 – 2016
AudiS84.0L2013 – 2016
BentleyContinental GT4.0L2013 – 2017
BentleyContinental GTC4.0L2013 – 2014
BentleyContinental GT Convertible4.0L2015 - 2017
BentleyFlying Spur4.0L2015 – 2016
BentleyFlying Spur6.0L2014 – 2016
PorscheCayenne3.6L2013 – 2014, 2016
PorscheCayenne GTS3.6L2016
PorscheCayenne GTS4.8L2013 - 2014
PorscheCayenne S3.6L2015 – 2016
PorscheCayenne S4.8L2013 – 2014
PorscheCayenne Turbo4.8L2013 – 2014
PorscheCayenne Turbo S4.8L2014, 2016
VolkswagenTiguan 4MOTION2.0L2017
VolkswagenTouareg3.6L2013 - 2014



https://www.vwmpgsettlement.com/



Fuel Economy Settlement for Gasoline-Powered Audi, Bentley, Porsche, and Volkswagen Vehicles
 
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Jack@European_Parts

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MMApproximate Size In InchesExact Size In Inches
1mm1/25 Inch0.03937 Inches
2mm1/16 Inch0.07874 Inches
3mm3/32 Inch0.11811 Inches
4mm1/8 Inch0.15748 Inches
5mm3/16 Inch0.19685 Inches
6mmJust short of 1/4 Inch0.23622 Inches
7mmLittle over 1/4 Inch0.27559 Inches
8mm5/16 Inch0.31496 Inches
9mmJust short of 3/8 Inch0.35433 Inches
10mmLittle over 3/8 Inch0.39370 Inches
11mm7/16 Inch0.43307 Inches
12mmJust short of 1/2 Inch0.47244 Inches
13mmLittle over 1/2 Inch0.51181 Inches
14mm9/16 Inch0.55118 Inches
15mmJust short of 5/8 Inch0.59055 Inches
16mm5/8 Inch0.62992 Inches
17mmJust short of 11/16 Inch0.66929 Inches
18mmJust short of 3/4 Inch0.70866 Inches
19mmLittle under 3/4 Inch0.74803 Inches
20mmJust short of 13/16 Inch0.78740 Inches
21mmLittle over 13/16 Inch0.82677 Inches
22mmJust short of 7/8 Inch0.86614 Inches
23mmLittle over 7/8 Inch0.90551 Inches
24mm15/16 Inch0.94488 Inches
25mm1 Inch0.98425 Inches
[h=3][/h]
 
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Jack@European_Parts

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VOLUME AND PRESSURE ARE NOT THE SAME!



I have been pointing to these two videos for many years.

I strongly suggest you watch them and relate them to any fluid mechanics in anything!





Funny story this last weekend.
Recent posts are amusing me & disturbing me at same time how much basics are lacking.

That good old "Pressure versus Volume" & I'm always running my mouth about in aforementioned videos.

How does it affect fuel systems though?

https://forums.ross-tech.com/showthread.php?22955-2012-Audi-A8-4-2L-Intermittent-rough-idle-misfire

Can a car appear to run rich while being lean as a result?

Can a car run lean while appearing too operate rich as a result?

Can air leaks or sensors cause it or controllers?


Indeed it can....... the answer is yes to ALL!

Have a life long friend that called about a month ago, there are not too many that exist in this category!

He did all his basic tests, however, was missing something and he said he changed about everything under hood, now done listening to idiots.
Car starts runs smooth than seconds later goes to misfire and dumping fuel, no codes!

Now mind you this friend is not a dummy and knows what is what for most part.

He was extremely frustrated, even when I'm asking him questions, than replying with saying I'm thinking of changing the entire engine, I've already done everything or having programmed with code to ignore it.
I replied don't do that!, let me know when you want me to come by.

He was so frustrated by even me asking questions, "did you check this or that" & because he really did already change or checked it, .....he went dark.
I left him with some ideas, however, he indeed dismissed the volume test.

He dismissed this test because he was sure he had PSI from fuel pump on gauge and he even changed it, in addition to regulator + tests.
Well a few weeks later he changed the entire engine + other parts including, injectors, ECU & now it was driving him to a beyond defeated stance.
I called and said so what was the solution? He was like man I changed the whole motor and it still does it!

So I said let me come over and bring a bag and go over step by step and we will find it together.

Car ran rich pig rich & filled the sump rich.....misfire like crazy, than reported literally no data on either OXS or no DTC's. ( The no DTC's was killing him on this car )

Car would barely make it out of driveway no power down road bla bla.....

He is like can't be a fuel PSI problem we have tons of gas or so it would seem I changed everything! "Nope Changed it" Dismissed!

So we hook up with his scanner, OMG so FFFFFing slow compared to VCDS. We start with the decade box checking the reactions of the sensors in ECU blocks & to verify harness.
We use a tone generator to track stuff quick & since we are in the field not in a shop, however, at least under a shade tree. Yeah I was sneezing from allergies & no AC, OMG not my fun work environment other than company,..... was well worth it, so I stuck it out, anyone that is truly my friend knows I'd die for them.

We back trace OXS and verify that harness isn't grounded making some anomaly for full rich fuel dump, nope all good and he drops the cat to down pipe at same time to check for plugged cat, nope good!
So I said hey I have an idea lets unplug the MAP sensor and plug it into one not in intake & so it doesn't see vacuum to force a condition in ECU.

Note: this is a field test I developed many years ago and works very well outside the scope of RTFB!

( Unplugging a map sensor from vacuum port and covering hole or plugging in a spare map sensor.
This is sometimes a great method of matching the BARO in ECU blocks and it permits a car that has inadequate delivery to usually run at idle to surmise a volume condition!)

( CRIMPING A FUEL LINE HOT & ENGINE RUNNING SHOULD NEVER BE DONE WITHOUT EXTREME SAFETY MEASURES IN PLACE IF NOT EVER! )


It starts and idles perfect even after a minute just wont take a throttle and rightfully so, however, trims pop up and so does OXS!
We cross check the map sensors they are all fine.

We wait for adaption and trims they eventually go red lean......still no DTC's.....?
I'm like here we go we have a volume issue, so did you know I convinced him to crimp the return fuel line & while running to see if we get a change and plug the map sensor on intake? Did you know it revs right up no miss no issues other than trims still red so now have to get other fuel pump?


Further investigation resulted in possible additional FOD TBD!

Triple FOD match ...... The vehicle can have 3 different fuel pumps, all look the same and each with a different volume output 190 LPH, another at 250 LPH and yet another at 350 LPH!

VOLUME AND PRESSURE ARE NOT THE SAME!

OBD DATA SHOULD NEVER BE TRUSTED EVER AND UNTIL UNLESS MECHANICAL/ELECTRICAL TESTS HAVE QUALIFIED IT!






SECOND NOTE:

JUST IMAGINE THE SITUATION IF HE WOULD OF PROGRAMMED WITH NEFARIOUS CODE TO IGNORE A PARAMETER!




 
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   #59  

Jack@European_Parts

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WHY A CVN AND CAL ID MATTER IN ADDITION TO TUNERS USING VIN NUMBER TO LOCK THEIR STUFF OR VIN ALTERING IN GENERAL
https://govt.westlaw.com/calregs/Do...ype=CategoryPageItem&contextData=(sc.Default)


(4.6) Software Calibration Identification


(4.6.1) On all vehicles, a software calibration identification number (CAL ID) for the diagnostic or emission critical powertrain control unit(s) shall be made available through the standardized data link connector in accordance with the SAE J1979 specifications. Except as provided for in section (g)(4.6.3), for 2009 and subsequent model year vehicles, the OBD II system shall use a single software calibration identification number (CAL ID) for each diagnostic or emission critical powertrain control unit(s) that replies to a generic scan tool with a unique module address.


(4.6.2) A unique CAL ID shall be used for every emission-related calibration and/or software set having at least one bit of different data from any other emission-related calibration and/or software set. Control units coded with multiple emission or diagnostic calibrations and/or software sets shall indicate a unique CAL ID for each variant in a manner that enables an off-board device to determine which variant is being used by the vehicle. Control units that utilize a strategy that will result in MIL illumination if the incorrect variant is used (e.g., control units that contain variants for manual and automatic transmissions but will illuminate the MIL if the variant selected does not match the type of transmission on the vehicle) are not required to use unique CAL IDs.


(4.6.3) For 2009 and subsequent model year vehicles, manufacturers may request Executive Officer approval to respond with more than one CAL ID per diagnostic or emission critical powertrain control unit. Executive Officer approval of the request shall be based on the method used by the manufacturer to ensure each control unit will respond to a SAE J1978 scan tool with the CAL IDs in order of highest to lowest priority with regards to areas of the software most critical to emission and OBD II system performance.


(4.7) Software Calibration Verification Number


(4.7.1) All 2005[SUP]2[/SUP] and subsequent model year vehicles shall use an algorithm to calculate a calibration verification number (CVN) that verifies the on-board computer software integrity in diagnostic or emission critical powertrain control units. The CVN shall be made available through the standardized data link connector in accordance with the SAE J1979 specifications. The CVN shall be capable of being used to determine if the emission-related software and/or calibration data are valid and applicable for that vehicle and CAL ID. For 50 percent of 2010 and 100 percent of 2011 and subsequent model year vehicles, one CVN shall be made available for each CAL ID made available and each CVN shall be output to a generic scan tool in the same order as the CAL IDs are output to the scan tool to allow the scan tool to match each CVN to the corresponding CAL ID.


(4.7.2) Manufacturers shall request Executive Officer approval of the algorithm used to calculate the CVN. Executive Officer approval of the algorithm shall be based on the complexity of the algorithm and the difficulty in achieving the same CVN with modified calibration values.


(4.7.3) The CVN shall be calculated at least once per driving cycle and stored until the CVN is subsequently updated. The stored CVN value may not be erased when fault memory is erased by a generic scan tool in accordance with SAE J1979 specifications or during normal vehicle shut down (i.e., key off, engine off).


(4.7.4) When a CVN request message is received by the on-board computer, the stored CVN value shall be made available through the data link connector to a generic scan tool.

(A) Except as provided below in sections (g)(4.7.4)(B) and (C), when a CVN request is received, the on-board computer may not respond with negative response codes (i.e., may not use delayed timing in sending the CVN and may not respond with a message indicating the CVN value is not currently available) and may not respond with a default value. Default value is defined as any value or space holder that is not a valid CVN value.


(B) If the CVN request message is received within the first 120 seconds of vehicle operation after a reprogramming event or a non-volatile memory clear or within the first 120 seconds of vehicle operation after a volatile memory clear or battery disconnect, the on-board computer may respond with a negative response code directing the scan tool to wait or resend the request message after the delay. Such responses and delays shall conform to the specifications for transmitting CVN data contained in SAE J1979.


(C) If a communication malfunction is preventing access to a CVN value for reporting in response to a scan tool request, a default CVN value may be reported in lieu of a valid CVN value provided that:

(i) a pending fault code is stored or a confirmed fault code is stored with the MIL commanded on pinpointing a communication fault for the module that is unable to report a valid CVN, and


(ii) the default CVN value used cannot be mistaken for a valid CVN (e.g., all zeros or all question marks for the default value).




(4.7.5) For purposes of Inspection and Maintenance (I/M) testing, manufacturers shall make the CVN and CAL ID combination information available for all 2008 and subsequent model year vehicles in a standardized electronic format that allows for off-board verification that the CVN is valid and appropriate for a specific vehicle and CAL ID. The manufacturer shall use the most recent standardized electronic format detailed in Attachment E: CAL ID and CVN Data of ARB Mail-Out #MSC 06-23, December 21, 2006, incorporated by reference. Manufacturers shall submit the CVN and CAL ID information to the Executive Officer not more than 25 days after the close of a calendar quarter.


(4.8) Vehicle Identification Number:


(4.8.1) All 2005 and subsequent model year vehicles shall have the vehicle identification number (VIN) available in a standardized format through the standardized data link connector in accordance with SAE J1979 specifications. Only one electronic control unit per vehicle shall report the VIN to an SAE J1978 scan tool.


(4.8.2) If the VIN is reprogrammable:

(A) For 2012 and subsequent model year vehicles not included in the phase-in specified in section (g)(4.8.2)(B) below, all emission-related diagnostic information (i.e., all information required to be erased in accordance with SAE J1979 specifications when a Mode/Service $04 clear/reset emission-related diagnostic information command is received) shall be erased in conjunction with the reprogramming of the VIN.


(B) For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent model year vehicles, if the VIN is reprogrammable, in conjunction with reprogramming of the VIN, the OBD II system shall erase all emission-related diagnostic information identified in section (g)(4.10.1) in all control modules that reported supported readiness for a readiness bit other than the comprehensive components readiness bit.


 
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