Bob Cerullo

bcerullo@motor.com

Trade Secrets

As far back as 1990, while many ofus were still earning our boneswith on-board computers, I re-member wishing for somethinglong before OBD—the possibili-ty that we would one day be able

to reprogram on-board computers in the shop.We were used to watching analog voltmeterpointers bounce to get a trouble code. Then wemoved on to digital fault codes read on a scanner.When OBD II arrived, it seemed like we haddied and gone to heaven. For the “mechanics”who refused to learn about OBD, much lessOBD II, it was more like they had died and goneto hell.

As any serious tech now knows, my dream hascome to pass. We’re facing the need, and havethe tools, to flash reprogram powertrain controlmodules (PCMs) for several different reasons.You might need to flash reprogram when repair-ing an antilock braking system, correcting anemissions problem, performing security-key cod-

ing, doing suspension or transmission repairs andperforming collision work. Or you might be re-quired to flash reprogram when a vehicle’s drive-ability problems lead you to a faulty computerthat might have been fried by high voltage.

The need for flash reprogramming hit autobody repair shops first because the problemsthey encountered were not warranty-related.Body shops are now familiar with just how costlyOBD repairs can be, and repair shops are learn-ing fast. If an air bag deploys in a collision, it’spossible that mandated repair procedures wouldcall for replacing sensors, wiring harness connec-tors, clock springs, air bags, the windshield andseat belts, and reprogramming a new PCM. In-terestingly, the high cost of those mandated re-pairs has made more and more new-car collisionstotal losses, when in years past they were re-pairable.

The good news is that flash reprogrammingmakes it possible to correct a software problemor update a PCM without costly replacement.The EPA mandated that starting with all 2004model vehicles, OEMs must support the SAEJ2534 standard. And there are some pretty strictrules that force the carmakers to make it easierfor technicians to get into flash reprogramming.The bad news is that you’ll have to invest in a fac-tory reprogramming tool or a J2534-compliantaftermarket device. But even that has a silver lin-ing in that the government says it and the sup-port data have to be available at “reasonablecost”—although I have to wonder what “reason-able cost” means, coming from some people whothink $10,000 for a toilet seat is reasonable.

In the bad old days, when computers werebeing stolen out of cars at an alarming rate,some techs got into the dangerous game ofswapping any computer that fit to see if itworked, emissions standards be damned. Fortu-nately, we’ve come a long way since then, butthere’s still a long way to go. One remanufac-tured computer supplier told me that half thecomputers coming back to the factory are not de-fective. That means one thing: There are still

It’s going to become increasingly difficult to ‘take a pass’ on pass-

through reprogramming. It’s time to learn about this technology, and

decide how you’ll integrate it into your shop’s service efforts.

8 August 2009

The Pass Thru Pro II from Snap-on Diagnostics allows techs to doflash reprogramming on OBD systems. Such J2534-compliant toolsare available from a number of other manufacturers as well.

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of companies to consider before youmake the final purchase: Actia, ATS,Blue Streak, Bosch/Vetronix, CAR-DONE, DG, Delphi, Drew Tech,EASE, EEpod, Neuspeed, Snap-onand SPX/OTC. Undoubtedly, therewill more as time goes on. A vital partof reprogramming is to make sure youhave the latest updates and to beaware if there are any further relearn-ing procedures that need to be doneon the vehicle you’re repairing.

Right now is a good time to startlearning how to reprogram even ifyou’re currently farming that work outor simply have not yet had the need.To find out more or to download thelatest software or purchase a CD, goto the nonprofit National AutomotiveService Task Force, located atwww.NASTF.org. You’ll find all sortsof good information there. Snap-onhas a new website where you can learna great deal about reprogramming aswell. Even if you’ve never given athought to reprogramming, it would beworth your time to go check out the web-site (http://sadiagnostics1.acrobat.com/ptpiicustomer/) and spend an hour or solearning about J2534 reprogramming.You can be sure the manufacturers ofother J2534 reprogramming deviceswill be offering similar training. Checkwith the equipment supplier of yourchoice for details and take the time toview those sites as well.

The Trade Secret is to learn toadapt to today’s fast-changing world oftechnology. Just like other profession-als, automotive techs have to periodi-cally go back to school to learn thenewest diagnostic and repair proce-dures. It’s the wise tech who sets asidea part of every work week to keep upwith the latest advances in technology.Continuing training is as much a partof the job of being an automotivetechnician as is repairing cars. You ei-ther know for sure the computer is de-fective and what needs to be done toreprogram a replacement or you don’t.If you don’t, you’ll surely pay thepenalty when you guess wrong and re-place unneeded parts that don’t solvethe problem. If you do know, youmight consider doing reprogrammingfor other shops as well as your own.

10 August 2009

techs who either don’t know how ordon’t take the time to actually diag-nose a faulty computer. Certainly,codes like P0600 through P0610would point you to a defective com-puter, but further testing is neededbefore you actually replace one. Thepresence of those codes indicates theneed for additional diagnostic tests, asrecommended by OEM diagnosticcharts. Since we know voltage over-loads and water are two of the majorenemies of any computer, it wouldmake good sense to eliminate those asa cause of the failure before replacinga PCM. Rule one is to disconnect thebattery when replacing a PCM. Youcan expect the PCM to go through arelearning process after reinstallation,so be sure to road-test the car and getit up to at least 35 mph.

An interesting aspect of flash repro-gramming is that, while reprogram-ming updates will be called for by ve-hicle recalls, some dealers will adver-tise their exclusive technique to get“their” cars running better than a non-dealer repair. Once you know how andwhere to get the information, you canbe competitive with new-car dealersfor performance updates.

On those newer cars where youneed to reprogram for any of the rea-sons stated previously, you’ll need aPC or laptop, a good internet connec-tion, an OEM tool or a J2534 tool, aspecial battery charger/tamer orjumper pack and a subscription to anOE website where you can purchasethe correct download or CD.

As you can imagine, getting set upto flash reprogram PCMs is a littlepricey and complicated. Many shopowners I spoke to are resorting to flashreprogramming specialty shops. Theirposition is that until they see enoughdemand, they’ll farm out the repro-gramming. Eventually, any tech whoworks with OBD systems will have tolearn flash reprogramming. Even ifyou don’t anticipate doing your ownreprogramming, you should know howit’s done and why. You may want tostart researching what type of deviceyou’d buy to handle reprogramming.There are a gang of J2534-compliantreprogramming tools from a number

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