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Thank you Hamed. So, I could stop working on that CCF part. I will check, if I already have these rar-files. And I will go for reconfiguration :) .

GWM is the Gateway Module. Placed directly beneth the RJB. Labeled with GWM. GSM is the Gearshift module. BCM (Body control module) is the name in SDD for the CJB (central junction box). BCMB (body control module B) is the name in SDD for the RJB (rear junction box) in the trunk. Horrifying!! :) Why do they have 2 or 3 names for one module?

Dirk
In terms of terminology.. it's a flipping nightmare isn't it!!.. almost like nobody was in control/had any authority/cared...
 
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Discussion Starter · #162 ·
In terms of terminology.. it's a flipping nightmare isn't it!!.. almost like nobody was in control/had any authority/cared...
I would delete "like" :) It is this way. Believe it or not. I see things like that in every new project I am involved. It is horrible. In the end you always have 2 or 3 different names
for a product and its components. And we only sell simple actuators :)

Dirk
 
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Jobs today:
I carried out the service function Immobilizer antenna unit functionality test -> Like the description in the manual from Hamed. I didn't succeed. The car didn't switch on the ignition :(
I wonder if perhaps someone has had the panel with the transceiver out and it's been left unplugged. ( As it's like the old transponder in key systems, and just compares the rfid with data stored in the instrument panel, so shouldn't care about the CJB etc )

I'd be tempted to check the ignition controled power feeds from the CJB to GSM / ECM, and if they're down to de-pin the wire from the CJB, and feed power into that wire BUT I don't know what current limit/fuse would be sensible. Then maybe the modules would be active to complete the immobilizer function even if ignition is not officially on.
 

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I design electronic modules for JCB, CAT, etc. I once opened the parking module of my Jag to see the design and the level of electronic protection against transient voltages was shocking! Just very basic reverse and over-voltage up to 35v. I know regulation for passenger cars are looser than industrial ones but still outdated for their age.
 

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In terms of terminology.. it's a flipping nightmare isn't it!!.. almost like nobody was in control/had any authority/cared...
It's partly standards to blame, since they are required to use certain names in the diagnostics in order to comply with californian laws I believe. But even that doesn't really excuse them using three names.
 

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GWM is really what it is called. I connects different parts of the CAN bus system with different baudrates and some other bus systems like LIN bus (generator :) ).
And it is part of the PATS system. So it might hold the keys too in its eeprom.

Dirk
It also holds the BMS data, and can send module shutdown commands on HS/MS CAN buses if quiescent current draw remains high.
The instrument cluster is also on both buses and gateways traffic.
 

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Reading Onotole’s post, it seems he could reprogram the keys but they were lost after disconnecting the battery. I guess the eeprom was corrupted before you started this job and it only showed up this time after you have disconnected both batteries. Probably it’s been long time since you have disconnected both batteries together.
As the job started with a failing/failed alternator it seems there's a good chance the battery got too low and caused the corruption then before the disconnect. ( if that is indeed the fault. )
 

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As the job started with a failing/failed alternator it seems there's a good chance the battery got too low and caused the corruption then before the disconnect. ( if that is indeed the fault. )
Yes those are covered by many standards. They should survive all those fluctuations in voltage during crancking, jump starts, faulty alternator, disconnection of alternator etc. either individually or by help of a central protection system.
 

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Yes those are covered by many standards. They should survive all those fluctuations in voltage during crancking, jump starts, faulty alternator, disconnection of alternator etc. either individually or by help of a central protection system.
Yeah they should, and Jaguar should stand by their product and offer free repair / replacement of the CJB when it's emulated eeprom stops functioning ( if it in fact turns out to be the SoC makers fault, then it's up to them to attempt to recover there costs from them ). Mistakes like this in the design can happen, it's how they deal with them that is really disappointing ( especially so for a premium brand). After all if MoJo88 and Onotole can re-flash the CJB to fix it, it should be a doddle for Jaguar to do. It's like the car equivalent to Dell/HP etc making a computer that when you get a power cut the OS might be so corrupt it would not longer boot, but locking it so you couldn't reinstall the OS, and refusing to re-install it for you and telling you that you need to buy a new motherboard and new ssd.
 

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Discussion Starter · #171 ·
I agree with you. If you consider the lack of ressources in world, it should be worth to repair instead of exchange. In such cases. But it is not efficient enough. It is only because of loss and profit calculation. I really dislike this attidue.

Dirk
 
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Discussion Starter · #172 ·
Does anybody have an idea what I could check to decide wether my GWM is the root cause for my ignition problem or a corrupt BCM (CJB)? But maybe I really have to do the BCM eeprom thing first. Just wanted to ask.

This GWM fault is really not new. The date is not correct. I see this DTC since 1.5 years.

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Dirk
 

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Discussion Starter · #173 ·
I wonder if perhaps someone has had the panel with the transceiver out and it's been left unplugged. ( As it's like the old transponder in key systems, and just compares the rfid with data stored in the instrument panel, so shouldn't care about the CJB etc )

I'd be tempted to check the ignition controled power feeds from the CJB to GSM / ECM, and if they're down to de-pin the wire from the CJB, and feed power into that wire BUT I don't know what current limit/fuse would be sensible. Then maybe the modules would be active to complete the immobilizer function even if ignition is not officially on.
Thanks Phil. It is easy and worth to check that. Will do it this evening.

Dirk
 

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Well when I had a skoda, my aircon failed. I decided to take it to a specialist I had used before as it would probably be cheaper than having the main dealer do it. The aircon specialist replaced the compressor ( fancy variable capacity thing which I guess was a pretty new idea at the time. ) Around a month later the compressor failed again, specialists got a leaflet through from the maker of the compressor essentially trying to blame uneven running on the engine or the specialists for not removing all debris from the system. So had a word with my skoda dealer to check engine was ok ( it was ), but they stated that there was a known issue with the compressor shearing the safety joint on the shaft too easily, and they always change the condenser, and flush the system with acid to remove debris when the compressor fails so it doesn't fail again. But as it was a known issue with the compressor skoda would have provided the parts free ( despite the car being old enough to be out of warranty). I'd still have had the labour to pay but perhaps that would have been different if I'd bought the car from the skoda dealer.
Best dealers I've ever had to deal with, I guess they're trying to make a name for themselves, but called in on my way to work one morning as the airbag light had come on, they took it in for a look straight away ( just after 8 in the morning ), and they diagnosed it, found the broken wire, fixed it, and I was on my way by 9.15
Another time, ( different skoda ), the turbo actuator failed, called in when passing, they diagnosed it ( straight away without having to book), ordered parts, booked me in for the next morning ( with courtesy car ) and had it fixed by 3pm.
Also I never once had to go back because something they fixed was incorrect or reoccurred, which is more than I can say for any dealer for any other make I've dealt with ( ford, vauxhall, and jaguar included ) A pity they don't service other makes or I'd definitely be taking my car there!
It's a real shame skoda only do DSG ( dual clutch ) auto boxes or they would definitely have been my next car ( and probably my current car too ).
 

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Does anybody have an idea what I could check to decide wether my GWM is the root cause for my ignition problem or a corrupt BCM (CJB)? But maybe I really have to do the BCM eeprom thing first. Just wanted to ask.

This GWM fault is really not new. The date is not correct. I see this DTC since 1.5 years.

View attachment 193117

Dirk
Looking at https://static.nhtsa.gov/odi/tsbs/2013/MC-10072243-0699.pdf the GWM fault probably isn't a concern ( though that doc it for range rover )
As far as I understand it, if you try and read the eeprom with Xprog-M and it refuses to read, but is able to read p-flash/d-flash it shows eeprom corruption ( if they can't be read either it's probably not connected properly. )
Maybe you could find a local BMW specialists that has a tool, as it seems they run into this issues with their FRM a lot.
 

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Discussion Starter · #176 ·
Looking at https://static.nhtsa.gov/odi/tsbs/2013/MC-10072243-0699.pdf the GWM fault probably isn't a concern ( though that doc it for range rover )
As far as I understand it, if you try and read the eeprom with Xprog-M and it refuses to read, but is able to read p-flash/d-flash it shows eeprom corruption ( if they can't be read either it's probably not connected properly. )
Maybe you could find a local BMW specialists that has a tool, as it seems they run into this issues with their FRM a lot.
Thank you, Phil. Sounds plausible. Would lead me to the BCM eeprom as the root cause. I heard that from BMW. Is worth to check it. Specialists for such BMW issues are easier to find in Germany as the ones for Jaguar :) .

How do you sort out that is the BCM (CJB) and not the BCMB (RJB)? Both are involved in the ignition enable process.

Dirk
 

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Thank you, Phil. Sounds plausible. Would lead me to the BCM eeprom as the root cause. I heard that from BMW. Is worth to check it. Specialists for such BMW issues are easier to find in Germany as the ones for Jaguar :) .

How do you sort out that is the BCM (CJB) and not the BCMB (RJB)? Both are involved in the ignition enable process.

Dirk
I've never heard of the BCMB failing. Just speculating but perhaps it has a different SoC that doesn't have the issue.
Pretty sure I read somewhere that if you get new BCM you must flash the BCMB with up to date firmware ( perhaps just matching the BCM firmware you're going to flash) first though, otherwise flash fails and totals the new BCM.
 

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I'm pretty sure that I've read of the RJB failing but only when due to getting soaked with water in a Sportbrake with a leaking right hand tailgate strut?..

As I recall Onotole 'merely' programmed my new CJB to my car, i.e. VIN and 'as built' config possibly, and then he set to getting the keys to work.. but my memory is vague and we (read: he.. ) had a bucket load of other nonsense going on with the car at the same time causing great headaches..


P.S. He eventually got everything sorted with the exception of having nothing coming out of the speakers, 'let it sleep overnight and we'll see' he said, fair enough..

20 minutes later I moved the car out of the garage, and seconds later the full force of the Meridian 825 at FULL volume burst into life!!.. :eek:

To say that I Damn near pooped myself is a massive understatement!!...
 

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Immobilization....that's it. Get this function to work and your car will start. Don't go chasing other avenues. Use my three points that I gave you before.

or

Send me a PM and I'll have a quick look for you. Change your SDD/Windows to English first though.
 
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