This car came to me with dpf removed from exhaust and no power, dtc is for dpf and I have also this error dtc253f61 engine oil dulition,
can someone make dpf off and off these dtc dtc253f61
Hello everyone, I would like to ask if iprog clone can support original scripts.
I have an iprog clone, can I buy an original script and make it work in my clone?
good day, I have a problem with my Opel movano 2020, the car came to me with an AdBlue fault and a range of 300 km ... I reset the tank and now it says fill up AdBlue before 2400 km and the message cannot be deleted. no faults
Yanhua Mini ACDP Module 35 for Toyota R7F7014xx Buick BCM NEC3558 Mileage Correction
Price: €199
Module functions:
1. Support toyota semi-LCD meter mileage correction with chip model R7F701441.
2. Support toyota full LCD meter mileage correction with chip model R7F701401.
3. Support Buick BCM mileage correction with chip model NEC3558.
Supported car models:
Support Buick(17-22), Toyota(21-24)Levin, Corolla, Camry, RAV4, Frontlander, Sienna, Alphard, Vellfire and so on…
Module features:
1. Using a quasi-blind plug-in interface board, No soldering, No need to pry up the chip pins, No capacitor removal, No soldering required to read and write data without damage.
2. The third generation PCB interface board locking technology independently developed by YanHua Tech makes the interface board locking more accurate and firm.
3. The software comes with pin detection function, making data reading and writing saferand more reliable.
I started an engine swap project for a T3 transporter. I am thinking about a solution to switch between the codeblocks witn a manual switch, for example with an custom electronics (arduino with K-line communication) and use for axample an economic and a power mod. What do you think about this idea?
Thanks a lot!
any have software for GM that can read cluster IPC flashing them ect using j2534 pass-thru or anything please trying to find something that can do this please
Hi all,
Not sure where to post it, I made two scripts (attached) that compare both the measurements and coding HTML files generated by vediamo, and do output another HTML file with the comparison and differences marked in yellow.
Nothing crazy but helps a lot when working on retrofit and comparing modules after / before swaps.
Hello everyone
I have a BMW 118i from 2016 with new wheels which don't have tire pressure sensors. So the light keeps always on.
Does anyone know how I can remove this so the car not have this message for tire pressure anymore?
Thanks!
I almost ready to install my engine swap project to my T3 transporter. I modified an AHU engine from a Seat Alhambra (~1997). I activated the CC in the engine control unit, but I would like to understand the logic behind the CC inputs. Tested all the inputs already. Would you be so kind to explain me what is the logic behind the inputs? I would like to make a custom switch setup for the CC. I attached the pic from the reads in VAG-COM. I also attached two schematic. What is the difference? The ECU also read the input in T68/58 and T68/66. I uploaded the pics from the input tests.
Hello, who can disable the TVA intake throttle on a Kia? It has an error code P2111. I want to do a test to see how the car runs with the throttle disabled and mechanically open.
Driver:
KIA
TC1766 - Hyundai Kia
EDC17 C08
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This isn't my first rodeo with F30-style instrument cluster. As is usual, car comes in for severe battery drain, overnight battery dead. 15WUP line on cluster shorted, keeps the car awake. Unplug cluster, car goes to sleep and no more battery drain. So the usual way is to virgin cluster, swap and program and send it out. I never had any problems until now.
2015 BMW 428i grand coupe (4 door with slope tailgate opening like a hatchback). Accident, ambient temp sensor shorted, shorted cluster, battery drain.
Get used instrument cluster out of a 2014 BMW 328i (both clusters are 6WA). Remove 160DQWT chip, read with hextag, set km to 0, FF long VIN and two short VIN in the same eeprom, write back. 24C16 eeprom had no information, so that was left alone.
Installed cluster, program with autohex, failed. Program with VVDI BMW tool, success. It pulls mileage from FEM, it pulls VIN, all is good. Except for tamper dot.
I thought maybe the 160w chip had the ID information, so I swapped in the 160W chip from original cluster to donor. Same tamper dot. Swapped 24c16 eeprom, no change.
I pulled the 160w and reread it. Mileage is updated correctly, all the long and short VIN in the eeprom is correct and not corrupted. Am I doing something wrong?
Or does perhaps the F32 (grand coupe) have a unique PN for the instrument cluster?
Hello,
Need help with Mazda 6 - automatic - 2014year - SH06 dpf off with good solution.
HW: SH06-188K1-B
SW: SHYJ-18881-B
VIN nr.: JMZGJ622821137220
SW ver.: SH06-18881-J
Hi guys ! can someone help me out with an EGR/DPF/ADBLUE delete ?
Ive got a partial solution but it doesnt seem to be a good solution, white smoke and adblue i believe still not off in this solution.
Ive attached both the ori file and the solution ive got.
Hi, I got a 2013 328i that will not crank, power windows do not work as well.
The car sends no signal to the starter relay, however, if I have someone try to start the car and manually short the starter, the car will start and run just fine.
I'm trying to figure out whether this is an issue inside the FEM or just corrupted software.
If that's something corrupted, does anybody have a solution? If it's a physical problem, can anybody share what the issue is?
I am an independent Porsche technician, been a member around here for years, usually quietly looking for interesting files that may come up for old Porsche and VAG diagnostic computers.
Anyway, my speciality is certainly not S-Tronic transmissions, but I have a good customer with a Macan 3.0 TDI, and it seems to have an interesting problem.
Came to me with a massive amount of faults logged, many involving control units complaining they can't talk to to the DME or the Transmission control unit.
Most of these can clear, but some occasionally come back, these do not have me massively concerned, what has me concerned is that the main reason it came in was because the car can not get reverse, and it has a fault which in VAG terms is a P17D7, clutch 2 pressure too high, and a few related codes which just are agreeing with the clutch pressure being too high (such as faults of the car being in park, but clutch two being active.)
I have seen lots of posts all over the internet about faults like this being due to solenoids, valves or even leaks between the valve body slices, but in these situations the live data seems to have the pressure in the clutch being just a little bit high....
With this one, with the engine switched off over night, so you would expect the clutch pressure to have bled off, the live data with just switching on the ignition without the engine running is reporting clutch 2 pressure sensor is seeing 20 Bar!!
With the engine running and the transmission upto temperature, still exactly 20 Bar.
Clutch one pressure sensor is reporting the kinds of pressures that I would expect to see, such as zero bar with the engine not running and cold.
Obviously not able to activate that clutch to see what it's running pressure is, as of course the TCU will not let that happen because it thinks that clutch 2 is not only engaged, but engaged with what I think are crazy high pressure of 20 bar.
The live data never changed, or even fluctuates, rock steady 20.0 Bar with a PIWIS3 plugged into it.
My hunch is maybe the pressure sensor for clutch two is dead, and it's failure mode would be for the TCU to interpret its reading (or lack of) as being 20 bar?
I have been looking around through manuals and the internet to see what the system and control pressures are in these transmissions, to see if 20 bar is even possible.
So my questions to the S-Tronic wise people in here....
* Has anyone seen a failure of the TCU pressure sensors, which I belive are part of the TCU within the mechatronic, and if so, do they have a failure mode that reads this high?
* Anyone know of other issues or faults which cause the TCU to report mad high pressure?
* Is the physical fault that would cause high pressure like this that would not bleed off at all even if the car is left parked in the workshop over night?
I have read more about this transmission type than I ever wanted to, I am an old school Porsche mechanic with 35 years on the tools, so I am more of a fan of manual transmissions than PDK/DSG boxes... But this one has become a puzzle for me now, and I would like to get to the bottom of it, rather than firing the parts cannon or jumping to any conclusions.
Anyway, hope someone has some thoughts and experience of this kind of thing.
I have received my full backup from femto on my G80 M3. I have an unlocked 2020 X3M ecu which I want to write my clone backup to. Which tool is able to do this as femto doesn't offer the service anymore?
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