REPROGRAMMING: REPROGRAMMING:

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J2534 REPROGRAMMING: No Flash in the Pan BY BOB PATTENGALE ‘Flashing’ a vehicle control module may be the only way to repair a specific driveability or emissions issue, which is why J2534 reprogramming is vitally important to your shop’s future.

Photo Illustration: Harold A. Perry

2534 is the Society of Automotive Engineers (SAE) standard identifier for “Recommended Practice for PassThru Vehicle Programming.” The standard was developed because industry professionals working on diagnostic standardization recognized that vehicle manufacturers were moving toward on-board ECM reprogramming to correct driveability and emissions issues. In the past, if a driveability- or emissions-related issue was determined to be ECM-related, the only solution was ECM replacement. The cost of replacing thousands of ECMs would be significant. Reprogrammable memory technology embedded within the ECM allows the vehicle manufacturer to reprogram or recalibrate the ECM and correct issues that may have been unforeseen when the vehicle was originally manufactured. How does this change in service procedures impact aftermarket repair facilities? If ECM reprogramming could be performed only with factory scan tools, aftermarket shop owners and technicians would be required to purchase those tools. This would negate all the benefits provided by the OBD II generic scan tool standard—J1962. As a result, both the U.S. Environmental Protection Agency (EPA) and California Air Resources Board (ARB) passed legislation that mandated vehicle manufacturers meet J2534 standards for all emissions-related systems, starting with 2004 model year vehicles. Aftermarket equipment manufacturers use this standard to develop generic passthru reprogramming tools that should work on all J2534-compliant vehicles. Reprogramming a control module may be the only way to repair specific vehicle issues, which is why J2534 is so important to the future of vehicle repairs in your shop. Are you going to spend hours, days or even weeks attempting to solve a driveability issue, only to learn that an ECM recalibration or reflash could correct the problem in a few minutes? Here’s an example: A customer with a 2003 Nissan Altima V6 complains of a high idle speed—approxi-

mately 25 rpm higher than normal. Most of us would be inclined to say a 25-rpm idle speed shift would be acceptable, but the customer insists the vehicle just is not right. How you choose to resolve this issue could make all the difference in the world. Technician A performs a visual inspection, checks the throttle body for carbon deposits, looks for vacuum leaks with a smoke machine, uses a generic scan tool to check for diagnostic trouble codes (DTCs), uses the scan tool to look at related diagnostic parameters—including engine coolant temperature (ECT), fuel trim data, mass air flow sensor (MAF), oxygen sensors, etc.—and finally verifies the actual idle speed against the manufacturer’s recommendations. The target idle speed specification for this vehicle is 700 ±50 rpm. In this case, the idle speed is 775 rpm, so according to Nissan, the idle speed is too high. No problems were noted during Tech A’s diagnostic procedure. What should he recommend at this point? Additional diagnostics? Fuel injector cleaning? Replace marginal components? This is a tough call. Technician B takes a different approach. His first step is to use a scan tool to check for DTCs and verify the customer complaint. According to the Nissan specification, we have established that the idle speed is too high. The technician researches the customer concern by checking technical service bulletins (TSBs), as well as Identifix and iATN, etc. During his research, he finds Nissan TSB NTB05-067: “Engine Controls - Engine Idle Speed 25 RPM Too High.” The TSB describes a condition where the “in-use” learned idle (IAVL) may be higher than normal due to vacuum leaks, idle speed control issues or, in some cases, after throttle body deposits have been removed. One of the actions listed for 2002 and 2003 Nissan models is to check for newer engine control module (ECM) calibrations. If a newer calibration is available, the ECM should be reprogrammed. Also, if a newer calibration is not available, the TSB still recommends reprogramming the ECM to clear the IAVL

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J2534 REPROGRAMMING: NO FLASH IN THE PAN

The factory Nissan Consult II scan tool and the Vetronix ES6510 J2534 device are two options for reprogramming Nissan vehicle controllers. Most technicians will not be able to purchase the factory scan tool, so the J2534 device offers an alternative. This is the reprogramming matrix from the www.nastf.org website. Its purpose is to document the level of reprogramming available from each vehicle manufacturer. Some manufacturers do not offer reprogramming at this time.

Fig. 1

This is another reprogramming matrix from that website, focusing on J2534 reprogramming information for each manufacturer. You can use this matrix to determine whether J2534 is available for a specific manufacturer and if the information is available on the free portion of the manufacturer’s service information website.

Fig. 2

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Photos courtesy Nissan (left) and Vetronix (right)

Technicians A and B followed what most of us would consider good diagnostic strategies. The difference is Technician B took the time to re-

search the issue after verifying the customer complaint and may already have found a solution to the problem. He’ll still need to perform the steps recommended in the TSB, but in the end, if all the actions check good, Technician B can perform the recommended ECM reprogramming, which may correct the issue. Technician A basically has reached a dead end and might have started guessing at a solution. Researching the issue can save you significant time and money. This is just one example among hundreds of similar issues that reprogramming can correct. TSBs should always be checked early in the diagnostic process. The ECM reprogramming we discussed above can be performed with the factory Consult II scan tool or a J2534-compliant reprogramming tool (photo above left). The focus of this article will be on J2534 aftermarket reprogramming and the key decisions leading up to ECM reflashing or reprogramming.

An Evolving Standard

Screen captures: Bob Pattengale

learned value. Once the reprogramming is complete, the ECM starts the idle speed relearn procedure without the old idle adaptive information.

As soon as J2534 was finalized, aftermarket equipment manufacturers began implementing it and developing tools. Along the way, issues were identified and the standard was revised to J2534-1. The J2534-1 standard can be used to reprogram most applicable 2004 and newer emissionsrelated control modules. Some vehicle manufacturers wanted to reprogram vehicles that were built prior to 2004, as well as nonemissions-related control modules. For example, General Motors UART and GMLAN single-wire CAN protocols did not meet the J2534-1 standard. Rather than overhaul that standard, an optional J2534-2 standard was created to cover these vehicle applications. Why is this important? If you’re looking to purchase an aftermarket J2534 reprogramming tool and need to reprogram GM vehicles, make sure the tool you select is both J2534-1 and J2534-2 compliant. ECM reprogramming has not been implemented by all vehicle manufac-

J2534 REPROGRAMMING: NO FLASH IN THE PAN

Fig. 3a

These screen captures from the Ford and Toyota websites are related to J2534 reprogramming. These manufacturers list the aftermarket J2534 devices that have been validated to date. This information is useful in deciding which J2534 device is best suited for your shop.

Fig. 3b

turers at this time. One of the best When making a purchase decision, this website address to your favorite sources for J2534 reprogramming inyou’d be well advised to choose a bookmarks and check for updates formation is the National Automotive J2534 device that has been validated from time to time. Service Task Force (NASTF) at by as many manufacturers as possible. Reprogramming Tools www.nastf.org. From the NASTF You may have noticed that Snap-on, home page, select the “Tools Matrix” How do you know if a J2534 tool will Vetronix and Cardone were not on option. This will take you to the work on vehicles from a specific manuboth lists in the previous example. “Equipment Information Availability facturer? Some vehicle manufacturers This does not mean they won’t work Matrices for Each OEM” screen. have developed a validation process to on Fords and Toyotas, only that they There are two options in the center answer this question. Figs. 3a and 3b haven’t been validated by these manuof the screen: above are screen captures from the free facturers at this time. SPX/OTC cur1. For a general reprogramming staside of the Ford and Toyota service inrently offers J2534 tools for GM vehitus summary document (Click Here). formation websites. Note that Drew cles only, which explains why they 2. For access to the J2534 OEM Technologies, Actia Corp., EASE Diagweren’t included in our example. Information Chart (Click Here). nostics and Blue Streak Electronics Changes are ongoing, so you’ll need to The first document (Fig. 1 on page have been validated by both makers. periodically check with the J2534 tool manufacturers for updates. 40) defines which vehicle manIn recent conversations with ufacturers use OEM proprivehicle manufacturers, an imetary reprogramming and J2534 portant version control issue software calibrations. The second document (Fig. 2) prowas brought to my attention. vides specific J2534 reproYou’ll notice that Actia Corp. is gramming information. shown on both lists in Figs. 3a and 3b. The Ford table shows For example, if you want to DLL Version 2.05c and Firmknow if a Subaru vehicle can ware Version 2.05c. The Toyota be reprogrammed, the first table shows DLL Version 2.01 column lists the OEMs and the and Firmware Version 2.01. second column answers this The DLL and firmware versions question: Is J2534 application validated by Ford are newer software available from this OEM and can J2534 reprothan the versions validated by Toyota. gramming be performed using Ford provides this footnote: a non-OEM J2534 device? Fig. 4 In this case, the note from This screen capture from the Vetronix ES6510 J2534 DLL and firmware versions Subaru indicates that it does Pass-Thru Reprogramming tool displays the current may be superseded by the denot offer proprietary or after- DLL, Firmware and API versions. This information is vice manufacturer. Contact market reprogramming at this important when following the vehicle manufactur- manufacturer if you are unable time. You might want to add er’s reprogramming recommendations. to find the version listed above.

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J2534 REPROGRAMMING: NO FLASH IN THE PAN Toyota provides this note: We do not recommend use of any other J2534 device, firmware, DLL or APS that is not listed here. What does this mean to you? If you’re reprogramming a Ford vehicle, you should use the 2.05c DLL and firmware versions. If you’re reprogramming a Toyota vehicle, the 2.05c DLL and firmware should be uninstalled and replaced with the 2.01 DLL and firmware versions. This is the recommendation of the vehicle manufacturer. The J2534 device manufacturer may suggest the newer software revisions will function correctly. You’ll need to decide how to proceed. How do you verify the firmware, DLL and API versions? Fig. 4 on page 43 is a screen capture from the Vetronix ES6510 interface software. Each J2534 device manufacturer provides similar information.

Identifying the Need How do you know if a vehicle needs to be reprogrammed? Each manufacturer uses a different process. In most cases, a TSB will point you to the need for reprogramming. Here are a few examples of where to find the data: •GM uses a simple process on the free side of its service information website. The VIN number is entered and all the calibrations for all modules are displayed. •Ford uses a Microsoft Excel spreadsheet that lists model, year, type and calibration part numbers. This list is used to locate the applicable vehicle and to determine if there’s a newer part number available. •Nissan uses a drop-down box on the home page of its service information website. Select the current ECM or TCM part number from the dropdown list and the software automatically displays the old and new ECM part numbers.

J2534 reprogramming tool, the reprogramming files also must be purchased. Most manufacturers impose the website daily access charge to allow you to gain access to the calibration files. For example, Nissan charges $19.95 for 24 hours of access to the latest ECM calibrations. However, Honda requires an annual software subscription of $300, which covers all applicable Honda and Acura vehicles. You’re now ready to reprogram an ECM. The most important advice is to follow the aftermarket device and vehicle manufacturer instructions to the letter! This cannot be overstated. Each manufacturer, vehicle, make and even model will have specific details. Don’t skip any steps. If you’re not sure about the procedure, get clarification prior to reprogramming. If you don’t feel 100% comfortable, don’t do it. Figs. 5a through 5f below illustrate a typical reprogramming sequence using the Drew Technologies J2534 device on a 2004 Toyota Prius. In

most cases, the vehicle-specific software will prompt you when to connect to the vehicle. Don’t rush; just follow the process. •The first screen capture (Fig. 5a) shows the Toyota Vehicle ECU Calibration Update Wizard. This screen shows the Model, Year, Engine Type and Calibration ID. •The second screen capture (Fig. 5b) describes the vehicle connection process. Follow each step as listed. This is where you select the specific pass-thru tool. All currently installed J2534 tools will be listed in this box. •The third screen capture (Fig. 5c) asks you to select the appropriate reprogramming device. In this case it’s the J2534 device. •The fourth screen capture (Fig. 5d) has one action item: Cycle the ignition key from key on, engine off to key off. •The fifth screen (Fig. 5e) shows the final preparation steps prior to reprogramming. Once again, follow the steps in order. The note in the center is

Fig. 5a-Welcome Screen

Fig. 5d-Vehicle Preparation Screen

Welcome Screen

Fig. 5b-Tool Selection Screen

Fig. 5e-Prepare For Reprogramming Screen

Fig. 5c-Reprogramming Device Screen

Fig. 5f-Flash Calibration Update Screen

Obtaining Reprogramming Files Most manufacturers make the calibration and reprogramming files available via the Internet. Toyota uses a different process, which requires you to purchase a CD with the latest calibrations. In addition to the purchase of the

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This sequence of screen captures illustrates a typical reprogramming process using the Drew Technologies J2534 device. The process will be similar for most vehicle manufacturers. The most important thing to remember is to follow the instructions—including those from the vehicle maker—to the letter.

important. Toyota wants you also an OBD II generic scan to review the TSB for any tool. It’s possible to retrieve specific instructions. Finally, DTCs, check monitor status, review the CAUTIONS, retrieve Mode $06 data and then click Start to begin the more with these tools, so you reprogramming process. get two tools for the price of •The final screen capture one. Refer to Fig. 6 for an (Fig. 5f) shows the Estimatexample. ed Time and Remaining Your Shop’s Liability Time. The vehicle must not be disturbed during the What happens if something process. goes wrong during the reproIf you’ve followed the recgramming process? There ommended process, the reare two areas of concern that sult should be positive. The need to be addressed: only way to get comfortable •Damage to the ECM durwith reprogramming vehiing reprogramming. Fig. 6 cles is to start reprogram•Unexpected changes This screen capture from the Vetronix Bosch Shop Foreming vehicles. The cost to man Pro software illustrates some of the additional capa- that affect the customer’s get started is reasonable and bilities of the company’s J2534 device. It’s equipped to per- perception of how the vehithis will keep you from form basic J1962 OBD II diagnostic functions, including re- cle performs. Regarding possible ECM sending the vehicle to the trieve DTCs, check I/M monitors, view Mode $06 data, etc. damage, Toyota provides this dealership. important note: It is possible to permaOne additional note about selecting plete J1962 OBD II generic scan tool nently damage a vehicle controller dura J2534 reprogramming device: Some mode in their J2534-compliant devices. In other words, the J2534 device is ing the flash reprogramming process. manufacturers have included a com-

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J2534 REPROGRAMMING: NO FLASH IN THE PAN It is especially important to understand that once started, the reprogramming process must not be interrupted, reprogramming devices must not be disconnected and PCs must not be allowed to go into standby, hibernation or similar power management modes. The information provided herein is intended expressly for use by qualified professional automobile technicians. To prevent damage to your customer’s vehicle and ensure safe service practice, read these materials completely and thoroughly before servicing the vehicle and be sure to follow all instructions. Most vehicle manufacturers have issued similar statements. If you choose to reprogram ECMs, it is possible that at some point you’ll damage a controller. Are you prepared to accept the risk? The vehicle manufacturer and the J2534 device manufacturer are not responsible. You’ll want to review your shop’s specific policies prior to making a J2534 device purchase

and reprogramming customers’ ECMs. The second issue concerns what happens after the ECM has been reprogrammed. Vehicle manufacturers do not provide detailed information related to reprogramming and calibration changes. You may be following a TSB that mandates reprogramming to correct a false DTC issue and unknowingly adversely affect vehicle performance. The customer may be happy that the malfunction indicator light is fixed, but displeased with how the vehicle operates after reprogramming. One example of this situation involves some Dodge trucks, which were reprogrammed to reduce automatic transmission failures, in part by changing the spark timing advance. A performance-minded customer might sense that the new calibration made the vehicle feel sluggish and be disappointed. The bad news is the reprogramming cannot be reversed. Shop owners should consider devel-

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oping a disclaimer document that explains the how, what, when, where and why of reprogramming. The document should explain that reprogramming is recommended by the vehicle manufacturer, and that the shop does not control the content of the calibration files. The future of reprogramming is clear. All vehicle manufacturers will be using this technology, if they aren’t already. On the aftermarket side, J2534 pass-thru reprogramming is a work in progress that will continue to improve. The issues and limitations of J2534 were discussed at length during the fall NASTF meeting recently held in Las Vegas. The EPA and vehicle manufacturers are committed to working out solutions to these issues. If you’re performing emissions and driveability repairs, this is a must-have tool. Visit www.motor.com to download a free copy of this article.