AutoDiagCart.com

Thanks go out to Adam of Leader Automotive in Arvada, CO.
Adam is Mercedes factory trained and so is his second technician.
He called inquiring about the procedure after a collision for the headlights to work again.
They had two in the last month that they could not complete.
Research, lead me to a post on a great forum called MHH.
I called Adam the next day and explained the new LED has a tag with a bar code.
MB has a part # for the bar code reader. It is expensive and many users could not get it to work.
The advise was to get the free application from Google called Scan Life, it reads the code and you can then input that code to get those headlights working well.

We just got this from Drew Technologies on Friday the 13Th!
Luke from Sterling Service in Littleton, Colorado called us, we have exclusively provided diagnostics for that shop now for more than 15 years.
They recently bought the Universal scanner from Taiwan and the diagnostic PC, an $11,000 package from us. (Thanks)
He has a 2006 BMW E60 with the AMPT module that was intermittent On/Off.
TSB advised software update.
We tried to use a Cardaq + that is no longer supported by Drew Technologies.
Installed all drivers that Drew still had up on that site. NP
Installed ISTA-P on a WIN 7 64 bit running 8 GGB’s of RAM. NP
Followed all advice on the BMW site for a successful install including the BMW PTT. NP

We could not get the Cardaq to pop in the VCI connection manager of the ISTA-P. Problem

We fought it remotely long enough to decide we needed to roll out with the ICOM NextA around 10:30 AM.
I got to the shop close to noon.
We worked on the software long enough without success to call Drew Tech support.
We where quickly connected, spent about two minutes with the support agent.
He explained what we all know as real in the after market shops.

BMW is legally mandated to provide J-2534 access, so they do, when they get around to it.
J-2534 is NOT high on their “to be done soon” list’s as no dealer uses this device.
All BMW Dealers use the factory ICOM! That is their top priority.

BMW updated the main software, they did not bother to update or test the BMW-PTT drivers and they do not currently work with the ISTA 3.5+.

Now we can go back to the E60 and flashing that AMPT.
Once connected with the ICOM we flashed it and it failed.
Called the Dealer parts and checked stock.
Superseded part number, 10 + in stock, the fail all the time, hence the new part.
$1200 later and now its 4:30, John comes back with the new part.
Thirty minutes later and the car is very happy, no DTC’s.

Are you still wondering about buying a J2534 or an ICOM?
Not if you have a brain!

Is the newest BMW factory connector, the ICOM Next A, and the B and C parts!
Why?
Fast, secure data transfer.
BMW Minimum system requirements are way too low. (BMW advice on processor speed has not changed in 3-4 years)
That is why BMW has to say ICOM detection may take as long as 15 minutes!
Buy the fastest system that you can put Win 7, SVC Pack 1 Ultimate/Professional/Enterprise.
Run MAX RAM
A J-2534 box for programming BMW’s works, slowly and with risks. Cost is about $1800 for a good J box.
The J box transfers large amounts of data like a small diameter water pipe, it trickles data, and will get the job done if it is not interrupted. If interrupted, good luck, car might need to go to the Dealer. The dealer can usually recover that module.
This warning is copied from BMW OSS doc’s online.
Attention!!!
A wireless connection between the PTT and PC must not be used!!!! A momentary interruption of traffic can cause irreparable damage to ECUs!!!!
E31, E34, E26 (318i) will not connect with J2534, if you want these cars, you need the ICOM.
With the BMW factory connector, the ICOM Next A, you have a huge pipe, and the ICOM is like a reservoir, data accumulates in the ICOM and ISTA-P executes the command releasing it to the car, when it is best.
So, ICOM is best, BMW wants you to buy this from API International, last quote I got from them was $4259.45 for A, B, & C. That was in 2011.
At that time they where Out Of Stock on the B and C.
There are currently STILL Out Of Stock on B and C.
We have stock. Good stock, on REAL BMW ICOM Next A hardware.
Why not buy a Chinese one? Because you are charging a $100+ an hour and a bad one can turn a $1200 Siemens module into a Siemens brick with 1 flash.
Call us and we can get you a real BMW factory ICOM Next A and all the rest for under $3000!

720-291-7724

Straight from www.BMWtechinfo.com;
3/1/2016 2:01:13 PM
Subject: Important Information regarding DME Replacements in X5 and 3 series vehicles with the N55 Engine
Due to an internal software issue in replacement DME modules for the X5 and 3 Series with the N55 engine it is not possible to program the new DME with ISTA/P. This problem affects both dealer and independent workshops. While a solution is being developed for those vehicles any DME replacements can only be completed at a BMW Center by having a field engineer come in to complete the work. We apologize for this inconvenience and are working to resolve the issue as quickly as possible.

I hear this from our repeat customers often.
They say, “at least you always call back!”
We get a lot of calls, we always try to help.
Yesterday was a typical day. It actually started Wednesday afternoon with a call from Doug Schuck.
Doug has a great restoration shop called Cars, Remember When? It used to be Mitchell Motors.
He finally got a Rolls Royce in and wanted to use the new Omitec tool for Bentley and RR that he got from us.
They wanted a little help, I said, “See you in the morning!”
First thing in the morning my phone goes off, it’s Jimmy Ramos from Automotive Imports.

He say’s their VW-Audi ODIS laptop is acting up and they cannot find the fuel tank Purge valve test or the fuel tank vent test after the most recent update on the Land Rover Jaguar PC.
I stopped by early AM and we got connected to the 04 Land Rover and scanned, then went to recommendations and BAM! There they where, the POS passed the purge valve test, failed the 1st tank venting test. LRJ software showed an expected value of 27MA and no load on the running pump valve display, we repeated and this time it showed but never met the expectations. NICE!
Jimmy handed me the old CF-28 Toughbook to look at, it will not boot completely anymore.
I got to Doug’s place, connected to the Rolls Royce car and pulled 4 DTC’s using the Hand Held Device.
We concluded that the Bentley parts guy did not correctly order the Hand Held Tester and a Bentley setup disc, we only got the tool.
So I have that on order for Doug.
When that arrives I will go back down and complete the setup as well as meet a 2004 Bentley to hook up with an OFFLINE version of the newest Bentley ODIS factory software for demonstration purposes.
Next I went to Taylor Automotive and visited with Steve and Jon. Jon asked if I could help with his wife’s TDI.
He say’s after 3000 RPM there is very little power
I will bring the VCDS system over to demonstrate on that car. I will also have the VW-Audi Factory software to hook up to that as well, let’s see what Guided Fault Finding will show!

SUMMARY:
When you consider your next diagnostic tool or system, buy it from someone that can help! Or call me, I will help.
Paul Callanan, Postmaster@AutoDiagCart.com
720-291-7724

This came from MHH, user: Whwsha
No wonder we replace so many of these!

Introduction
On the BMW 1-Series, BMW 3-Series and on the BMW X5, the junction box assumes a central role in the vehicle. In the junction box, the power distribution box and junction box electronics form a unit. The junction box electronics is the central gateway in the vehicle.
> E70, E71:
> E81, E82, E87, E88, E89:
> E90, E91, E92, E93:
Brief component description
The junction box consists of the power distribution box and the junction box electronics.
– JBE: Junction Box Electronics
The junction box electronics unit combines numerous functions in a single control unit. The junction box electronics unit is connected via 4 plug connections. A 54‐pin connector is for the connection to the dashboard. Two further connectors are for the connection on the main wiring harness. These are 54‐pin and 47‐pin connectors. A 23-pin internal plug connection connects the junction box directly to the power distribution box.
– Power distribution box
The fuses and various plug-in relays are located in the junction box power distribution box. Depending on the vehicle equipment, the printed circuit boards of the power distribution box are fitted with different relays. There is an opening in the lower part of the junction box. The junction box electronics are connected to the power distribution box through this opening.
Note: For current details about the pin assignment and fuse assignment of the junction box electronics and the power distribution box, please refer to the diagnosis system
Different versions of the power distribution box are fitted, depending on the model series and Model Year measures.
For example:
The complete fuse assignment may change as part of Model Year measures.
– 03/2007 Model year measure (not E70, E71):
primarily changes to pin assignment
– 09/2007 Model year measure (not E70, E71):
primarily changes to fuse assignment
Depending on the vehicle equipment, various relays are mounted on the printed circuit boards in the power distribution box.
System functions
Numerous functions are provided in the junction box electronics (JBE). For example, the junction box electronics process multiple signals, which it makes available to other bus users on the vehicle electrical system. It also performs control tasks.
Depending on the model series and equipment, the following functions can be controlled or signals detected by the junction box electronics:
– Gateway
The junction box electronics enable a number of bus systems to communicate with one another. The junction box electronics unit provides the gateway function for the following bus systems:
• Body CAN
• Drive train CAN
• Diagnostic cable or D‐CAN (diagnosis‐on CAN)
The Suspension Controller Area Network (F-CAN) is connected to the junction box but is simply looped through. After wake-up, the gateway is ready to send messages over the relevant bus systems within 20 ms.
– Power window regulator
The footwell module (FRM) and the junction box electronics (JBE) control and monitor the power window regulators. The junction box electronics unit detects the following signals and makes them available to other bus users:
• Power window switch, front passenger door
• Power windows switch, right rear door
• Power window switch, rear door on driver’s side
• Hall effect sensor, rear door on drivers side
• Hall effect sensor, rear door on passenger side
The junction box electronics control the following actuators:
• Power window drive, rear door on passenger side
• Power window drive, rear door on driver’s side
– Wash/wipe system
The junction box electronics unit detects the following signals and makes them available to other bus users:
• Front reset contact
• Rear reset contact
The junction box electronics control the following actuators:
• Wiper relay for wiper stage 1 and 2
• Wiper relay for rear window
• Washer pump relay for headlight-cleaning system
– Central locking system
The junction box electronics (JBE) are the executing control unit for the central-locking system. The junction box electronics handle activation of all the central locking drives. The following control combinations are possible:
• Selective unlocking
• Double-unlock
• Locking
• Unlocking and deadlock release
• Deadlocking
The tailgate lock is activated with a separate output stage.

– Climate control
The junction box electronics (JBE) unit detects the following signals and makes them available to other bus users:
• Sensor for automatic air recirculation mode
• Refrigerant pressure sensor
• Rear stratification control
The junction box electronics control the following actuators:
• Auxiliary water pump
• Control valve for air conditioning system or magnetic coupling
• Water valve (depending on engine)
– Seat heating
For seat heating, seat-heating electronics or the higher-quality driver’s seat module can be installed. A seat module is always installed with seat memory. The junction box electronics (JBE) send a prompt to determine whether a seat module is installed. If the junction box electronics do not receive confirmation, the junction box electronics handle activation of the seat heating. The junction box electronics generate a pulse-width modulated signal. This signal activates the seat-heating electronics. If a seat module is fitted, the seat heating is activated directly by the seat module.
– Mirror heating and washer jet heating
The junction box electronics (JBE) control the following actuators:
• Basic version of the mirror heating
• Washer jet heating
If mirror memory is installed, the footwell module (FRM) controls it via the LIN bus.
– Bi-stable relay
The bi-stable relay is used to shut down the closed-circuit current cutoff relay if there is a standby current violation. Similar to the micro-power module (MPM), e.g. for E60 before 09/2005. The relay is only installed for certain optional equipment (e.g. CCC, M-ASK, TCU, ULF). If a bi-stable relay is fitted, an intelligent battery sensor is also fitted
– Functions for instrument panel
The junction box electronics detect the following signals for the instrument panel:
• Fuel level sensor 1
• Fuel level sensor 2
• Coolant level
• Parking brake switch
• Washer fluid level
– Lock for second row of seats
> E70
The junction box electronics (JBE) monitor the locking of the second row of seats.
A total of 5 micro switches are fitted in the second row of seats. The micro switches are used to verify that the second row of seats is correctly locked. The micro switches are wired in series directly with the junction box electronics.
When the second row of seats is correctly locked, a signal is sent to the junction box electronics. If the signal is not received, the second row of seats is not correctly locked. The junction box electronics sends a message on the body CAN. The instrument panel issues a Check Control message.

– DTC button
The junction box electronics unit detects signals from the DTC button.
– Parking brake switch
The junction box electronics unit detects signals from the parking brake switch.
– Roller sun-blind for the rear window
The junction box electronics (JBE) actuate the drive for the roller sunblind.
– Servotronic valve
On vehicles with Servotronic, the junction box electronics actuates the Servotronic valve (only on vehicles without option 217 “Active Steering”).
Line connection
As well as its electronic function, the junction box electronics (JBE) also have a connector function. Many of the cables in the 4 connectors connected to the junction box electronics are interconnected via the junction box electronics. The connections optimise the wiring harness. Here, the junction box electronics function as a nodal point.

Relay of the junction box electronics

The junction box electronics (JBE) have internal and external relays. The excitation coils on all relays are permanently supplied with a positive wire. The positive power supply for the external relays is provided via the load line which is to be switched through. The positive power supply of the internal relay lies on the secured supply line of the junction box electronics. All relays are controlled via the negative lead. All internal relays and the relay for wiper stage 1 and wiper stage 2 are located downstream of the fuse on the current path. All other external relays of the junction box electronics lie in the current path before the fuse.
Internal relays are:
– Relay for power window drive, rear
– Relay for the central-locking drive (except for tailgate)
The external relays are:
– Relay for electric motor, rear window wiper
– Relay for electric motors, wiper stage 1 and wiper stage 2
– Relay for headlight-cleaning system
– Relay for heated rear window
– Bi-stable relay (deactivation of standby current violation)

Home Features Articles Tech Feature: BMW and J2534 Pass-Thru Programming
Tech Feature: BMW and J2534 Pass-Thru Programming
■Features■Articles■Tech Topics■Diagnostics■News■zOld Categories■Tech Shop
by TechShop Staff Writers – Apr 06, 2009
0 2292
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By Peter David, Guest Writer

In the U.S., 8% of the cars on the road are European vehicles. OK, that doesn’t sound like much, but think of it this way: an average repair yields more dollars per repair than most domestic and Asian vehicles. In most cases, each repair pays better. Plus, the vehicle owners have more invested into the vehicle, so they want to spend the money to fix their vehicle correctly. That 8% of cars on the road can pack a powerful punch when it comes to automotive repair shops making money.

This leads us to how to properly tool a shop for the repair of these vehicles. There is a variety of aftermarket tools available. With the current aftermarket tools, you must remember to look at several things like, where the tool is made and how easy it is to update. Who will support the tool when things go wrong? Believe me, things will go wrong with any tool, aftermarket or OEM. So when purchasing aftermarket tools, don’t always go with the cheapest, as there’s usually a reason why it’s cheap. Go with the tool with the best support that fits the needs of the repair shop.

If the shop requires an OEM tool, the owner will need to contact the OEM directly to purchase the tool. There is, however, an exception: BMW. BMW does not offer an OEM tool for a reasonable price. Its stand-alone tool sells for in excess of $30,000 and its new system due out next year has a price tag starting at $60,000. Most shops can’t afford that kind of tooling, even though they may need it. BMW has become one of the most complex vehicles on the road to repair with up to five CANs (Controller Area Networks) in a vehicle and most components are a control module. For instance, on the newer 7 Series BMW (E65), the technician will have up to 15 modules to diagnose in order to see why the SRS light is on. Each airbag squib (or firing device) is a control module.
So how does a shop repair BMWs correctly without going into extreme debt?

Well, BMW of North America has a unique answer for this question, J2534 Pass-Thru Programming. BMW offers a subscription-based website (www.bmwtechinfo.com) where you can access a wide variety of tools to help repair shops properly service these vehicles. This site has all wiring diagrams, technical bulletins, repair information, training information, parts catalog and two applications for the use of a J2534 Pass-Thru Programming device to diagnose and program all control modules from 1997 to present. Most other OEMs offer J2534 Pass-Thru Programming, but they only offer the ability to program emissions-related control modules. BMW opened this up to the complete car. So a shop can replace an ABS or SRS control module and program it correctly to the vehicle.

In addition to programming any module in the vehicle, BMW has an online diagnostic tool that can help the technician perform a fault code test plan. With this tool, if a technician gets into trouble with a fault code, he or she can log on to BMW’s website, use an approved J2534 device and BMW’s online diagnostic tool to trace fault codes with fault code functional descriptions, wiring diagrams of the affected area and a fault code tracing to walk the technician through the test plan for the correct repair.

This setup sounds like the best thing since sliced bread, right? Well, of course with all good things we have some bad points too. For instance,
• BMW’s website works well only with Internet Explorer 6; Internet Explorer 7 can work but not constantly and takes twice as much setup.
• The setup is complex and can take up to five hours (this includes setting up one’s laptop and downloading all module firmware).
• The technician must be connected to the Internet in order to do programming or online diagnostics and the process can be slow.
• I’ve found that a dedicated laptop works the best.
• BMW locks out Car Key Memory, which means you can’t customize keys for a vehicle.
• The technician must do his or her homework to use this site to its capability.
• This system works with BMW’s approved J2534 devices. Other devices can work, but not 100%.
These seemingly negative points aren’t as bad as they seem. Of all the BMW-recommended devices, look for a company that can help the repair shop with the setup and training. The sting of the bad points can be relieved with that service.

Which type of repair shop would be the best candidate for this type of tooling?

Any shop that’s tired of sending BMWs to the dealer for repairs that their tooling is not able to handle. A shop that is not able to crack the $10,000+ nut for proper tooling. Any shop that won’t be afraid to get over the learning curve of this tool. In other words, a repair shop that strives for dealer-level tooling at a very reasonable price. The J2534 devices can be sold to any shop with no tooling or as an aftermarket tool to fill all gaps. No matter what scan tool a repair shop has, these devices make a great enhancement to any existing tool.

J2534 Pass-Thru Programming is a great idea that is taken to a higher level by BMW. You might be asking yourself, why did BMW apply J2534 in the manner they did? It’s not because they’re necessarily nice guys; it’s because of the way the newer vehicles are designed. All BMW vehicles with I-Drive (newer 3, 5, 6 and 7 series — identified by the round, silver knob in the middle of the dash that controls the center LCD) have control modules that are designed to run on the latest level of software.

In other words, if you replace a transmission control module, you can’t just program that module. The BMW programming application will examine all the modules in the vehicle and see if they’re at the same software level as the transmission module you’re replacing. The ones that are not at the same level will be automatically updated when you program the transmission module. That’s why BMW had to open it up to the complete vehicle. If you replace an emissions module, all other modules also must be updated. Older non I-Drive vehicles don’t require complete programming. You can still program modules individually. This is a win-win situation for the aftermarket.
For a list of BMW J2534-recommended devices, go to http://www.bmwtechinfo.com/tiscode/downloads/cip/J2534%20Diagnostics%20and%20ReprogrammingV3.htm.

Note: The editorial staff does not endorse or disprove products mentioned in our Guest Editorials. They are for industry education purposes.

Peter David has been in the automotive industry for 25 years — the first 12 years as a technician at various dealerships such as Aston Martin, Jaguar and Mercedes-Benz, and five years as a shop foreman for an independent repair facility. The last eight years were spent as the designer of scan tools for Assenmacher Specialty Tools and now for ProgRama Scan Tools. He is also an author of an OBD II diagnostics book.

Here is a link to the original article;
http://www.techshopmag.com/tech-feature-bmw-and-j2534-pass-thru-programming/

I found this list while Google searching two DTC’s for my buddy LT of LT’s Foreign Car repair in Virginia!
LT has Universal scanner from Taiwan and is getting a PC from us very soon!

Thanks and all credits go to skysurfer, for his post on http://www.bimmerfest.com/

BMW Error Codes

29CD 10701 Misfire cylinder 1
29CE 10702 Misfire cylinder 2
29CF 10703 Misfire cylinder 3
29D0 10704 Misfire cylinder 4
29D1 10705 Misfire cylinder 5
29D2 10706 Misfire cylinder 6
29D9 10713 Misfire in case of tank filling low
29DC 10716 Cylinder injection switch-off
29E0 10720 Fuel Mixture Control 1
29E1 10721 Fuel Mixture Control 2
29E2 10722 Fuel injection rail, pressure sensor signal
29f3 10739 Fuel pressure sensor, Electrical
29F4 10740 Catalytic converter 1 inefficiency
29F5 10741 Catalytic converter 2 inefficiency
2A17 10775 DMTL diagnosis module tank leakage, system failure
2a2d 10797 Differential pressure sensor, suction pipe: adaption
2A80 10880 Inlet-Vanos variable cam control test, input signal
2A87 10887 Outlet-VANOS variable cam control test
2A85 10885 Outlet-VANOS variable cam control test
2A94 10900 Crankshaft sensor, signal
2A9A 10906 Camshaft sensor inlet, signal
2aa1 10913 Camshaft sensor outlet, signal
2AAF 10927 Fuel Pump Plausibility
2ABC 10940 Charging pressure sensor, electrical
2ABD 10941 Intake pressure sensor, re-running
2AD0 10960 Gear Control
2C2B 11307 lambda probe in front of catalytic converter, system check
2c2c 11308 lambda probe in front of catalyic converter 2, system check
2c31 11313 Lamba probe in front of cat 1, trimming control
2c32 11314 Lamba probe in front of cat 2, trimming control
2c33 11315
2c3c 11324 lambda probe in front of catalytic converter, not plugged
2C3D 11325 Lambda probe in front of catalytic converter, control failure
2C62 11362
2c6a 11370 lambda probe behind catalytic converter, muddled
2c6b 11371 2C6B Lambda probe behind catalytic converter, system check
2C3E 11372 Lambda probe in front of catalytic converter 2, control failure or cable transmission failure?
2c73 11379
2c74 11380 Lambda probe behind catalytic converter 2, signal
2c7b 11387 Lambda probe behind catalytic converter, signal
2c7c 11388 Lambda probe behind catalytic converter 2, signal
2c7e 11390 Lambda probe behind catalytic converter, trimming control
2C7F 11391 Lambda probe behind catalytic converter, trimming control
2cab 11431 2CAB Lambdaprobe 2 before catalyst, temperature
2ca7 11435 2CA7 Lambda probe heating in front of catalytic converter 2, function
2D18 11544
2D1C 11548 Accelerator pedal module, pedal sensor signal 2
2D2E 11566 Angle of throttle valve- intake pipe underpressure, correlation
2D25 11557 Mass Air Flow Excessive – External Tuning Box Detected
2D2E 11566
2D58 11608 DME digital motor electronics, internal failure: control nominal torque?
2D5A 11610 Control motor torque limitation
2DC3 11715 Control clamp 15
2DC3 11756 Power management, battery control
2DED 11757 Power management, standby current control
2e84 11908 Electrical cooling pump, communication
2E8D 11917 Intelligent battery sensor, signal transmission
2EE0 12000 Coolant temperature sensor, signal
2F0D 12045 Radiator blind, input signal, (GLF)
2F4F 12111
2F6C 12140 Exhaust fumeflap, input signal
2F8F 12175 Accelerator pedal module and brake pedal, plausibility
2C6B 11371
2EE0 12000 Coolant temp sensor, signal
2EE3 12003 Coolant temp sensor, plausibilty
2F30 12080
2F9E 12190 Termic oil level sensor
2FA3 12195 Coding Missing
2FBE 12222 Fuel pressure after motor stop
2FBF 12223 Fuel Pressure at Injection Release
2FC7 12231
30BE 12478 Injector, calibration plausibility
30CF 12495 Wastegate, input signal
30F1 12529 Glow ignition: cylinder 5
30F2 12530 Glow ignition: cylinder 6
30FC 12540 Exhaust fume turbocharger, Density
30FE 12542 Exhaust fume turbo charger, high pressure side
30FF 12543 Exhaust fume turbocharger low side
3100 12544 boost-pressure control, deactivation
5088 20616 Sensors gear selector switch
51B0 20912 DSC Signal not plausible: Brake pressure signal
5DE0 24032 DSC-ECU: ECU-internal: Plausibility of the VASP-U_Bit versus Uz power supply_clamp_15.
5DE1 24033 DSC-ECU: ECU-internal: Clockstatus of the SP interface shows missing clock.
5E1A 24090 DSC-ECU: ECU-internal: Serial-Peripheral-Interface (SPI): Transmission failure multi IC
5E40. 24128 Wheel speed sensor rear right: Signal edge missing(RDF-Typ11i).
5E5B 24155 Stability control – Wheel speed sensor general: Long-term (several seconds) error suspicion of 3-4 RDF led to error mode.
A092 41106 SHD Standardization 0xA092
A0B0 41136 Ecu input brake lights
A0B4 41140 Fault engine start starter
A375 41845 Communication with airbag ECU disturbed(Error_IBUS_CONNECTION_FAIL)
A3AD 41901 CAN ID 1D0 error: Engine data
A3AE 41902 CAN ID 0AA error: Idle engine speed
A554 42324 Alive telephone
A559 42329 Clamp 30g_f cutoff
A8B6 43190 Error will not cause a warning light
D354 54100 PT-CAN: Message TORQUE_1 (ID 0xA8) not received or wrong message length (DLC). [transmitter: DME]
D355 54101 PT-CAN: Message TORQUE_2 (ID 0x0A9) not received or wrong message length (DLC). [transmitter: DME]
D356 54102 PT-CAN: Message TORQUE_3 (ID 0xAA) not received or wrong message length (DLC). [transmitter: DME]
D904 55556 K CAN wire error
E717 59159 CAN message: Dates of engine
E71A 59162 CAN message: Torque 3

Soon you will have a PC with all Autologic Assist plus brands installed.
What is the best choice of connector? From Autologics perspective it is the Drew Technologies Cardaq + 2.
Drew Technologies is the best choice for Volvo and JLR brands. It is actually better than the Volvo DiCe or the Jaguar Land Rover MDI.
For VW and Audi, the J2534 works fine, the original and wireless VAS 5054A head works better.
VAS 5054A by Softing has real processing going on, in the head! The Cardaq does not do this in the same way.
This is like the old “buffer” in a PC, or a reservoir in a city water supply.
That maybe is not as important on VW cars as it is for Audi’s.
BMW’s recommended connector is the ICOM, another real processing head.
These processors accumulate the data in the head and the diagnostic software commands functions occur in the device.
In this way, minor Internet disruptions are allowed for and will not require a restart of your programming session.
People have heard the 4-5 year old stories about 30 + hour programming sessions on BMW’s, those stories where probably true, definitely involved a J2534 connection.
That was a long time ago. Internet speeds have greatly improved. ISTA has been reconfigured without the slow Apache and older components. The newer ISTA for programming is much faster! Jay Mathes from All Imported Auto reports doing 15 modules in 10 minutes! The wireless ICOM A2 is sturdy and the only satisfying choice for BMW professionals. BMW ISPI next was supposed to allow removal of modules from test plan, we think it will soon!

Autologics EU Tech support is the best in the world, so use them to help you go from fault to fix, fast, if your mechanics need help.

Use us to do the PC installs and OEM software support economically!
Thanks
Postmaster@AutoDiagCart.com
720-291-7724