J 2534 ReFlashing

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J 2534 Re-Flashing

• Presentation for AMRA/MAP
• April 7, 2009
• Presented by
• Mike Cable, Charlie Gorman, Brian Herron

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• What is Reprogramming?
• The official term for re-flashing is
  Reprogramming
• All computers come with a chip on board commonly
  known as the BIOS chip.
• This Chip contains the program that tells the
  computer what equipment is on the computer
• Sometimes this program needs to be changed.
  Change is accomplished by erasing the old memory
  and installing new memory.
• This process is called flashing or reprogramming.
  
• It doesnt matter if the changes are major or
  minor the whole calibration is changed when the
  module is reprogrammed. So even if only one
  small parameter needs to be changed, the whole
  calibration has to be removed and replaced with
  a complete new one.

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How Reprogramming is done
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• Why Reprogram?
• Reprogramming has become a tool just like any
  other tool.
• Service procedure leads you to reprogram a
  control unit.
• maintenance considerations. Most reprogram events
  are called for as part of a Technical Service
  Bulletin (TSB).
• perform reprogram events as part of regular
  maintenance,

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• Why Reprogram? Cont.
• Some customer-reported problems can be fixed just
  by updating the ECU calibration
• Many service procedures must be completed by
  reflashing an ECU
• Replacing an ECU often requires flashing it to
  the latest version and flashing the other modules
  in the vehicle so their software matches.
• Some repair shops check TSBs and offer
  calibration updates as a preventative maintenance
  service
• Repair shops that do not have reflash ability
  in-house have to turn the customer away or have
  the vehicle taken to the nearest dealership
• Because J2534 can also be used for diagnostics,
  some shops use their J2534 tool for OBD2
  diagnostics

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• What systems are affected?
• All systems that have a reprogrammable control
  unit.
• Anything from the ECU (most common) to a heated
  seat module
• Most calibrations pertain to the engine and
  transmission.
• ECM, TCM, PCM
• the most scrutinized by the government.

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• Examples of J2534 use based on automotive
  specialty
• Body Work Replacing modules after a collision
  that need to be flashed
• Suspension Replacing ABS modules and systems
• Exhaust and Emissions Update Calibrations to
  meet OBD2 tests.
• Transmissions Update calibrations to correct
  shifting problems or to replace TCU
• Engines Update calibration for performance
  problem or to replace ECU
• Locksmiths Reprogram Security keys
• Diagnostics Update calibration to fix
  drivability problem

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• Reprogramming can be required for
• Warranty, safety, performance, emissions and/or
  convenience reasons
• Reprogramming required for safety and Emissions
  can come in the form of a recall.
• OEM
• emissions or safety not compelled by NHTSA,
  CARB, or EPA to do so
• the instruction will come in the form of a TSB
  or a Campaign.
• replacement calibration for convenience reasons,
• will usually be found as a procedure in the
  official repair manual.
• example of a reprogram for convenience
• change daylight headlight options, or changing
  from MPH to KPH on a digital dash.
• Although it is possible that an OEM might release
  a calibration that will improve performance, it
  would be because there is something in the old
  calibration that is causing the vehicle to run
  below original specification.
• Most performance calibrations are offered by
  aftermarket companies and are not authorized by
  OEMs.
• Reprograming (Performance) should never be
  installed on engines still under factory warranty
  because the warranty will be voided.

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• How is Reprogramming performed?
• Calibrations must be made available through some
  sort of Electronic Media.
• CD
• DVD ROM
• internet download.
• Calibrations program,
• provided by the OEM,
• runs on the PC.
• program is referred to as the API or Application
  Programming Interface.
• This same program also communicates
  bi-directionally via serial port or USB port to
  the vehicle through a device that translates PC
  Protocol into one of the many vehicle protocols.
  A link is established. Communication is verified
  and reprogramming can begin. There are usually
  several steps in between needed to verify that
  the right calibration is going into the right
  vehicle.
• time to reprogram a vehicle can vary widely from
  one brand of vehicle to the next.
• from just a few minutes up to an hour.
• There are some vehicles that take even longer.
• Some BMWs for example can take almost a whole
  day.
• This is because when any reprogramming is
  required every module gets reprogrammed,
  including the entertainment and GPS modules which
  can contain several gigabytes of information.

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• How does one get the information required to
  reprogram?
• identify the information needed
• necessary equipment
• OEM charge for the calibration
• All of this information can usually be found on
  the OEMs website.
• OEM websites can be found on the National
  Automotive Service Task Force (NASTF) website
  WWW.NASTF.ORG
• look for TSBs

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How Does J2534 Work

• Technician buys the J2534 tool
• Technician installs the tool on their PC or
  laptop.
• From that PC or laptop, the technician navigates
  to the OEMs website and buys a subscription
  service from the OEM to reprogram that car.
• Once the service is purchased, the Technician has
  to either use a website, download software, or
  order a CD with the reprogramming information to
  complete the job.
• Each OEMs service works differently and has
  different costs.

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• What equipment is needed?
• There are two basic kinds of reprogramming
  devices on the market
• OEM devices reprogramming capabilities are
  embedded into the OEMs factory authorized scan
  tool. OEM devices are usually more powerful than
  aftermarket tools
• they cover non-emissions-related reprogramming
  as well as emissions-related.
• these tools can be expensive and they only work
  on one brand of vehicle.
• Aftermarket devices SAE J2534-
• Most 1996 to current vehicles conform to this
  spec.
• All 2004 and newer vehicles must comply.
• advantage of J2534 devices is that they cover a
  wide range of vehicle brands and models.
• The disadvantage is that on most brands of
  vehicles they are only good for the
  emissions-related modules.

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Picking the right hardware

• Features
• J2534 Box Performance and technical features
• J2534-1, J2534-2, and J2534-3 support
• Helper programs to fill in OEM gaps
• Technical Capabilities
• What OEMs do they list as supported?
• Do the OEMs validate their hardware?
• Do they have technical support? Try calling for a
  presales question.
• Where is their business positioned?

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Do I want a J2534-2 box

• Current J2534-2 Feature Set
• GM Single Wire CAN and UART
• Honda
• Toyota
• VW TP2.0
• What does having that gain?
• How do I know if my box is J2534-2 compliant?
• What happens when the standard changes

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• SAE J2534-2
• This specification provides
• non-emissions-related protocols to be included
  in aftermarket reprogramming devices.
• provision for adding analog measurement
  capabilities turning it into a diagnostic tool.
• tool capable of reprogramming and diagnosing all
  systems on
• Conditions to beware of
• throttle position re-learn,
• VIN re-write,
• Security
• algorithm re-write.
• Sometimes a quick check on iATNs website can
  uncover any issues other technicians have run
  into.

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• Reprogramming Initialization Ford Module
  Programming is a software application that allows
  subscribers to program electronic modules on
  Ford, Lincoln and Mercury vehicles. It can be
  used for
• Vehicles built in the United States
• Reprogramming emission-related (OBDII) modules on
  some vehicles manufactured in 1995 and all
  vehicles manufactured from 1996 to the present
• Reprogramming or reconfiguring non-emission-relate
  d modules on many vehicles (UBP and Medium Speed
  MSCan not supported)
• In addition, module initialization (PATS)
  functions such as Keycode Erase/Reprogram and PCM
  Parameter Reset can be done using this
  application. The subscription includes
• Access to a downloadable software application
  that you can install on a PC.
• Access to Module Build Data (As Built), an
  application that provides the original settings
  for all electronic modules included on a specific
  vehicle. This application may be required when
  programming a module.
• Access to a list, arranged by vehicle, of the
  latest calibration information for
  emission-related modules.
• Access to downloadable Initialization (PATS)
  Information.
• Note You may be required to access Technical
  Service Bulletins (TSBs) when programming a
  module. A TSB subscription is not included, but
  can be purchased separately.
• http//www.motorcraftservice.com/vdirs/retail/defa
  ult.asp?pageidpubs_pcmgutsidpubs_pcmmenuIndex1
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GM Concerns

• VIN dates are very specific for certain programs
  on the same defect
• Example
• Reference GM Bulletin 02-01-39-005a
• (Poor HVAC system performance)
• The Bulletin references a vehicle with a range
  of build dates. In the bulletin is an exception
  that in one specific month there is need for
  additional software updates.
• Not obtaining this additional software will cause
  repair problems as in replacing parts w/o
  benefit

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Tech 2 needs upgrade prior to reflash

• Reference GM Bulletin 05-01-38-007
• (Control Head buttons dont respond)
• It requires the Tech 2 to be updated prior to
  implementation of reflash. W/O this update,
  control head will remain locked up and the new
  replacement head which is not needed but would
  be tried will not work either

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Reflash upgrades are only available via GM
techline to Tech 2

• Reference GM Bulletin 005544
• (On board diagnostic and system
  improvements new calibrations via GM techline)
• If battery voltage is low or downloading is
  interrupted, data failure wipes out ALL commands
  reprogram PCM from start

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HVAC Lock-up During Reprogramming

• Reference GM Bulletin 06-01-39-001
• ( Improper Programming can lock up HVAC
  system module)
• Employing the wrong sequence during reprogramming
  can lock up the a/c HVAC systemneed to be
  adequately trained and equipped to complete the
  task

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OEM Concern Insufficient knowledge of bulletins
and flash updates will lead to unnecessary
customer part replacement w/ no benefit to the
original complaint

• Reference GM Bulletin 07-01-39-001
• (Needless part replacement)
• Reference GM Bulletin 08-01-39-005
• ( Failure to clean up reflashing may cause
  technician confusion on subsequent repairs)

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Reflashing requires component/and or/ replacement

• Reference GM Bulletin 08-01-39-009
• ( sensor location MUST be changed)
• Reflashing alone will not solve problem. It
  requires changing location of pick up sensor
  after the reflash

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• What are the advantages / Benefits of
  reprogramming?
• Reprogramming is a growing repair service.
• Vehicle electronic complexity is growing
  exponentially. The need for reprogramming will
  grow right along with it.
• Shops that can perform this service will
  certainly have an advantage over those that
  dont.

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What benefits do the customer get from J2534

• Many times J2534 reprogramming is REQUIRED to
  complete a repair
• Along with the vehicle repair, the customer is
  also benefiting from newer software in their
  vehicle. Changes could include
• Improved fuel economy
• Increased performance
• Cleaner emissions
• Prevent premature parts failure
• The newer software may alter the driving
  characteristics of the vehicle. If a customer
  becomes concerned, remind them that you delivered
  the latest program directly from the OEM. All of
  the benefits listed above outweigh any small
  drivability changes the customer may notice

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Alternatives to investing in J2534

• Purchase OEM scan tools for vehicles you most
  commonly repair
• Partner up with one or more local shops to share
  in the J2534 tool and training costs
• Tow the vehicles back to the dealership when they
  require reprogramming
• Turn down work that requires reprogramming

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• Reprogramming vs. hard parts replacement
• There have been some examples where an OEM has
  solved a problem by reprogramming rather than
  recommend a part replacement. This is especially
  appetizing to OEMs during warranty periods. If an
  OEM has problem with a particular sensor failing
  too often they now have more than one way to go.
  They could redesign the part stock up on the
  replacement, issue a TSB and install the part as
  necessary. Of course under warranty this
  procedure is common and expensive. But, what if
  it is determined that the part could be
  eliminated from the equation altogether? What if
  the OEM is able to change the software so that
  other sensors take over the work of the weak
  part? The sensor would not need to be redesigned.
  It would not have to be manufactured, stocked, or
  sold. Instead the only cost would be the labor to
  write the work around software and install the
  new calibration. Lots of money could be saved. As
  more and more sensors are added to vehicles, this
  kind of repair will become more and more
  prevalent.

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• Concerns and Liabilities and Responsibilities
• In some makes and models, reprogramming
• can actually render a module useless.
• Some OEMs do not allow you to easily replace an
  ECU with another one.
• The new module can be flashed, but the new module
  can only be initialized by a dealer.
• The OEM rents a special black box to initialize
  the module.
• Some J 2534 Devices give a HelperTool to assist
  in Module replacement
• Mercedes Benz considers these parts to be
  Theft-Related
• will not allow aftermarket facilities to
  initialize these parts under any circumstances.
• The car either must be towed to a Mercedes Benz
  Dealership,
• or a dealer may elect to dispatch a Mercedes Benz
  technician to the aftermarket facility.

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• OEM Issues
• OEMs are concerned at two levels.
• That aftermarket
• reprogramming devices have not implemented the
  SAE J2534-1 properly.
• if modules are destroyed / Damaged
• improperly flashed with the wrong calibration,
• They may be found to be liable.
• aftermarket shops
• will not properly follow reprogramming
  instructions damaging hardware or rendering the
  vehicle inoperable.
• Again, making them liable in some way.

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• Aftermarket Issues
• Device manufacturers are concerned about
  liability
• They are concerned that the OEMs
• may not have implemented the J2534-1 spec.
  correctly. ,
• concerned that an aftermarket repair facility may
  not follow directions correctly.
• End users are concerned about several things
• What if reprogramming doesnt fix the problem.
• What if it fixes the problem, but creates
  another.
• This is not uncommon. If a car company solves an
  emissions problem through reprogramming,
  performance and/or mileage can sometimes suffer.
  The worst part is that most reprogramming events
  cannot be reversed. You cant return the vehicle
  to its original state.
• Also concerned that they will not be able to
  complete what they started.
• This is a new frontier for many shops and there
  is a certain amount of apprehension out there.
• Some OEMs require aftermarket shops to subscribe
  to their web service for a minimum for one year.

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• Possible UICS condition's
• check TSBs whenever a vehicle comes in for
  service.
• most reprogramming events are called for as part
  of a TSB
• maintenance related activity.
• UICS should recommend that manufacturer's
  recommendation regarding reprogramming should be
  followed as part of regular maintenance schedules.

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Can I make money with J2534?

• Capital Investment
• Tools 2000
• Training 500 per technician
• ROI
• Average fee charged for repair 120 for flash
  service diagnostics fees
• Average cost for OEM subscription passed thru
  to customer
• Average time needed for reprogramming service
  30 minutes
• Net Profit per repair 100
• Frequency of this service 10x per month
• Revenue Generated each month from flash
  programming 1000
• Cost of Towing
• Accounting for lost business and other repair
  services
• Up-selling a research service to look at TSBs

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Differences in J2534

• There are three different J2534 specifications
  that are currently active
• J2534-1 has been published and is incorporated
  into regulations. This specification details the
  requirements for reprogramming emissions-related
  controllers. It is unlikely to change
• J2534-2 is constantly evolving, and allows OEMs
  to add features for their own use. This
  specification contains information on how to
  implement optional features in a standard way.
  Future technologies could bring new requirements
  in both hardware and software
• J2534-3 is the compliance test for J2534-1. It
  makes sure that a J2534-1 device has a high
  probability of working with an OEM application.
  In the future, regulators may require that
  devices pass this test before they can be
  marketed and sold as J2534-1 compliant devices

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Questions?