I've noticed as the weather has got colder I'm experiencing the surging issue when the car isn't warmed up. I fixed this on my old X350 by having the gearbox software updated and reset at the dealer, but where I live now none of the dealers have the correct software, they all have the newer SDD system.

Am I correct in thinking I just need to buy a standard OBDII cable and a cheap copy of the IDS software from ebay, plug it into a Windows XP laptop and I'll have the same functionality as a dealer? How easy is it to do the gearbox update and reset through IDS? Having looked at videos of SDD it looks very easy to use, but as my Jag is a 2003 model I'll need the IDS instead and there seems to be a lot less information about that online.

Thanks

 

Yes, in principle you can reset the TCM with IDS-SDD.
But to do it safely you better use a genuine VCM instead of a cloned Mongoose, and that is not so easy to source and a lot more expensive (programming a TCM is more challenging for your system than just reading and clearing codes).
Also I believe that SDD (not only IDS) should also be functional on an X350, if that is your car.

 

Agree that both SDD and IDS will work. Also agree with paydase that you're better off getting OEM VCM and software.

Cambo sells them and he tests them before they go out the door. I am a satisfied customer of his.

The upfront costs are worth the long term investment of this tool. IMO it will usually pay for itself after a few uses.

Mine works on windows 7 64 bit. I have a dedicated laptop and did a fresh install of Windows 7, after which the software was installed and works without issue.

I would first use it to check for specific DTC's as there may be something else going on. I would only reflash on the recommendation of the IDS/SDD software or as a last resort.

 

You can perform a 'GEARBOX CLEAR ADAPTATIONS' but sometimes the software will also want to update the ECM.

Depending on the software version installed in the modules, you will be instructed if this is required. Please make sure you have a battery charger (or maybe another car RUNNING with jumper cables connected to your battery?) as it takes a while to erase and install the software for both modules. Low voltage will make your life miserable if the procedure fails because of this.

Lots of info on the forum as paydase and Sean W have stated.

bob

 

If your 2003 is an X350, SDD should work. If it is an X308, you'll probably need IDS.

I have two versions of SDD installed on my dedicated laptop, and the earlier one, v131.03, will revert to IDS when communicating with a car that cannot interact with SDD, such as an X308 or X100.

My installation of v134 will attempt to boot IDS when needed, but apparently the IDS files are missing from this package because IDS never boots. Whether this is true of all the v134 packages available, I don't know, but if you do acquire SDD, v131.03 might be a good choice.

By the way, standard OBDII cables typically lack at least two of the connector pins utilized by Jaguar, thus the need for a Ford VCM or genuine Drew Technologies Mongoose cable.

Cheers,

Don

 

IDS/SDD needs a J2534 device which ordinary OBD tools are not.

 

More precisely, VCM's are not J2534 devices but are compatible with most versions of IDS/SDD
whereas an augmented Jaguar specific J2534 passthrough device like the Drew JLR Mongoose
is compatible with most recent versions of IDS/SDD.

A generic J2534 device will not expose all functions of IDS/SDD because it will be missing
the particular augmentations of the Jaguar flavour of a J2534 device.

While a genuine VCM is very desirable, they are difficult to acquire except through such
sources as Cambo. For most users, a genuine Drew JLR Mongoose is a more practical choice.

 

That's interesting - a lot of people told me SDD definitely wouldn't work, but perhaps they were confusing my car with the X308 as it is quite an early X350.

I'll send Cambo a message later and see what he says. Have people successfully performed this procedure with a genuine Drew JLR Mongoose?

 

I have been using the "package" supplied by British Diagnostics for a couple of years. The original Mongoose cable died after a year+. I bought a new one from Drew Technologies at a discount so hopefully it will not die.

I have only used it for diagnostics purposes on a dedicated laptop. I would use it for an update as a last resort with adequate battery back up. I dread a bricked module.

 

The SDD will revert to Legacy IDS if your VIN is early.
My Drew Tech Mongoose Pro (version 130) always reverted to Legacy IDS when connected to my X308 XJ8s.

The SDD might revert if the function required is only found in IDS.

bob

 

If true, Jaguar are not obeying the law. Or, aren't once the change became active law.

Last time they failed to do that they got a big fine AND had to put right what they did. I'm doubtful they'd make such an error twice...

(Even so, for reflashing important modules you want a working, reliable, device which some of the clones are not.)

 

If I'm not mistaken, the OBDII standards allow individual manufacturers to incorporate additional proprietary diagnostic functionality into the DLC's communications as long as the generic Powertrain codes prescribed by law are available at the DLC and can be read by generic scanners. The law does not specify that manufacturers' dealers must use a specific type of scan tool or protocol, only that generic scan tools must be able to read the statutory P codes.

Many manufacturers take advantage of this enhanced functionality, and in addition to SDD/IDS for Jaguars, I have scanners that can read some or all of the extended data from BMW/Mini, Honda, Ford, GM, Chrysler, Toyota, and others.

Cheers,

Don

 

The OBD II ones do but the other laws require J2534 passthru (as the USA calls it) and that in turn rules out various car makers attempts to subvert the law and lock owners into the expensive dealer network.

The law is there to allow non-dealers to have full access to the OE diagnostics etc, i.e. a LOT more than emissions stuff (OBD II).

The law even specifies non-predatory pricing - again because car makers have played anything but fair and the lawmakers are fed up of their previous bad behaviour.

Unfortunately, the "non-predatory" is not aimed at DIY owners so can be - for us - quite expensive.

I wish the lawmakers had gone further and helped DIYers. Maybe they will.

 

Old thread but still relevant.

I have had a P0730 code which is a "permanent" DTC.

So plan on checking the trans fluid level and topping up if necessary then to use v131.03 of JLR SDD to do a TCM reflash.

I have had to order a copy of JLR SDD v131.03 as mine has been corrupted some how.

I have a genuine Drew Tech Mongoose cable as well as a battery back up supply.

Anything I am missing?

How long should this take?

 

Your good.

If system does not ask for ECM to be reflashed the clear adaptions and TCM reflash should take about 15 - 20 mins. If ECM is reflashed then add about another 10 - 15 mins.

The above is based on recollection

 

John,

In addition to having the battery maintainer connected, keep your laptop plugged in to its power supply as well. You don't want the laptop battery to run down in the middle of the flash.

Also, if you opt to conduct the adaptations drive cycle after the flash, it is very helpful to have another person to either drive or monitor the bar gauges on SDD to get each solenoid to satisfy the tests 3 times. Completing all of the steps can easily take an hour or more. One of our members said a shop quoted him two hours to do the drive cycle.

Cheers,

Don

 

Thanks Don. Oh wow thats a long time! The issue there, while driving, is making sure the laptop stays powered up. I usually do have it plugged in to power when running diagnostics etc in the garage.

I read somewhere that an upgrade to one of the trans solenoids could be helpful when producing more engine power than standard?

A prospect that I am faced with if my SDD adaptations/ reflash does not cure the issue is replacing trans components.

When I check the fluid level I will be looking at the fluid color. It was completely changed only about 7,000 miles ago.

When this fault occured I had just been sitting idling for about 30 minutes and the engine temp, on my autool gauge, went up to about 214 degrees. Higher than normal especially when outside temp was relatively cool.

Also the fault occured when under moderate acceleration going round a sharp bend.

Dont know whether any of that is relevant.

 

Hi John,

I just had a chance to look up P0730 and here's what the DTC Summaries say:


Since transmission mechanical failure is rare (though not impossible), have you looked into the possibility of a problem with the ECM torque signal? The torque signal originates with the MAFS - any indication of a problem there? Another thought is that oil in your transmission electrical connector could interfere with the torque signal to the Mechatronic.

Cheers,

Don

 

I did see the possible causes except for the torque converter! Also did not know about the electrical connector possibility.

I plan on getting the car up today. It will have to do this in phases as I somehow have twisted my ankle.

First I have to dig out the appropriate tools....always the longest part of any job I do!!!

 

Not the torque converter, the torque signal, which the ECM calculates from the MAFS signal and communicates with the Mechatronic/TCM via the CAN. So if you have any DTCs related to the MAFS, that could be related to your transmission malfunction. It would be worth cleaning the MAFS if you haven't done so already in all the other work you've done. Oil in the transmission electrical connector can interfere with communications between the ECM and Mechatronic so that's why I suggested checking the connector.

I hope your ankle is feeling better soon!

Cheers,

Don