Hi.
Since ecm is broken in my car and it needs to be replaced. What do I need to know before programming ? As preparations.
I know I need:
- IDS 118.5 with vcm1 or WDS
- Battery maintainer with suplly/program mode.
- Correct part number from the vcat list.
- In IDS car needs to be typed in correctly
- Both car keys with different transponder codes. Meaning not copied. I do not have green key.
- Working keyfobs

What else ? Does vcm need battery cable when programming x308?

 

An IMMOBILIZATION SETUP does not require key transponder configuration.

Navigate to IMMO SETUP and in a few seconds the setup is complete.

 

Okay. I'm taking keys with me just in case. Everything else was correct?

 

> Battery maintainer
I am not sure, what a battery maintainer is. If you mean a battery charger for the Jag: Then YES.
But also very important: Connect your laptop to the grid (and not on battery, because if the laptop shuts down, you will be equally buggered).
Obviously, on those same lines: Make sure that your laptop is not on any battery-saving-mode, where the laptop shuts down after a while.

There are different versions of IDS and SDD. I just know that SDD 131 or 131.03 should do - and when using SDD 131 the laptop should NOT be connected to the internet and set the clock of the laptop to August 2012.

 

Maintainer is a word that I learned from dudes from this forum. I'm talking about a charger that tries to keep voltage constantly at 13.2V despite the load change. This kind of charger is specifically made to car programming and diagnosis. Yes laptop needs to be in grid and not in battery mode nor made to shut down in 4minutes or so.

I have the battery cable between vcm and battery. Same type that wds has too.

I think I'm good to go.

 

A battery maintainer is generally used to keep a battery charged over time. They
generally have very low amperage output as they are not intended for a user to
try to charge a dead battery or start a vehicle with a low existing charge.

 

What is the deal in ecm part number letters ? Mine is AF and every other letters are easily found.

 

Your initial post sounded so confident. I thought you are sure of the things you are doing, which is why I did not want to say anything...:
I don't know, if I am mixing up things now, but the ECM might be a module, which can't be reprogrammed coming from another car. But I might be really wrong there: Motorcarman did not have any concerns (post #2 above), hence, you might be fine.
Today somebody explained to my how to swap the BCM of the Ford Fairlane - that seems to be easier than on Jaguar.

Anyway, about your AF question - I can give you only a general answer:
Jaguar of that time used the Ford part number system:

1.) there is a prefix (about 4 characters) and this stands normally fir the model - in this case probably the X308.

2.) then there is the base number - that is the longest part of the complete P/N - and it describes the actual part

3.) followed by the suffix, which has 2 characters (a third character would be a colour-code, where applicable). Your mention AF: A would describe the part in more detail. A, B or C, etc. would be totally different things, most likely not compatible. And F is the Update-level: A gets replaced by B (during the development of the part over time), and B by C, and C by D and so on. So, in general the latest letter is the most "thought thru" version of the part.

 

My best estimate on ECM part numbers for AJ27 (I assume AJ27, since your signature shows 2000 XJR RoW):

All AJ27 ECMs seem to have the part number format LNx1410yz, where meaning of x,y,z are guessed below:

'x' progresses over the years from E > F > G > J, and seems to be software/firmware related to the updates in the fuel calibration algorithm/parameters
(which similarly progresses from V6D > V9CA (although seems out of order?) > V98 > V9B > V9D > VB8 > VB9 > VBA > VBB )

'y' is the major software/firmware version, which for 4.0 liter non-supercharged seems to be B (and a couple of D?), for supercharged 4.0 is A, and for 3.2 liter is C
'z' is the minor software/firmware updates which progress from A > J

So LNE1410BC is an early 4.0 normally aspirated X308 or X100, and LNJ1410DA is a late 4.0 N/A X308/X100

However, the good news is that all AJ27 variants appear to use the same compatible hardware module, so you can use any AJ27 ECM to reflash to your required firmware/software variant
(even though there was a minor processor change during the production run from Y5 to Y6 variant, but Denso/Jaguar masked this with appropriate reflash tools and loads)

For example, my 'development' ECM which I have currently installed in my 2002 XKR (which uses LNG1410AG), is an LNJ1410DA from a scrapyard XJ8

IDS does not seem to include all the different firmware loads, but only a subset (presumably this set updates with different IDS variants)
For SDD 130 which reverts to IDS for AJ27, the supercharged variants included seem to be:
- LNF1410AG (for model year '00 [I assume non-US model year?], VIN F00103 - F20644 (X308), A00084 - A11050 (X100) )
- LNG1410AG (for model years '01 onwards, VIN F20645 - F59525, A11051- A30644) - this is the load I use to play around with on my '02 XKR
Presumably IDS automatically selects the appropriate load for reflash after you have entered your VIN during setup.

 

I'm not first time programming a car. But I haven't done so to x308. That is why first post was confident. It just raised the letter question when I was "shopping" ecm s yesterday evening. Chirpys answer helped a lot.

 

Thanks chirpy for the comprehensive questimate. It is aj27 and signature car. I have tried to update firmware to my ecu when it was working. Just not pressed "play" when it asked to be sure. It found out correct ecu firrmware. This was done on wds with latest software.

 

This is what we did for the early MY X100/X308 when a customer complaint was received.
The SERVICE ACTION describes the procedure for the PDU but WDS/IDS is the same basic instruction.

 

Just 2 notes of caution to 'cover my ***'

- I can't guarantee that all AJ27 hardware is the same - but I have about 6 of them from various X308 and X100, and apart from the processor change (which is made 'transparent' to the software), I have not found any differences so far
- I don't know if IDS checks anything car/model specific on the hardware before allowing a re-flash, and blocks some operations depending on the original car, since I use my own tool to do re-flashes on the bench (so I don't need a voltage maintainer, and it only takes about 90 secs)
- the ECU bootcode does read the flash erase count and the current software version ID, when powered up in re-flash mode - so Jaguar could have implemented version dependent IDS behavior if they wanted....someone more familiar with IDS would have to advise if there are any nasty surprises there

 

Okay. Let's see what happends. I odrderd ecm from 3.2 x308,. LNF1410CC instead of AF. Bob's pdf is great. But unfortunately it does not hit the spot here. Because AF ecm does not talk to the car at all. So it will be completely "new" ecm programming.

 

If you have a 2000 XJR, then you have a 4.0. I don’t think a 3.2 N/A engine will have the same size injectors in the “new” ECM in order to run your car.

 

Thats is correct. But when ecu software is replaced and hardware in ecm could be the same. It would not matter.

Funny thing is that wiring diagram tells that row vehicles do not use the right most connector at all. My car has that connector wired and maybe in use. I dont know that.

 

On my bold assumption that all AJ27 ECM hardware is the same, I agree that loading the new software flash image for the 4.0 SC engine will take care of things (similarly to me re-flashing a 4.0 XJ8 normally aspirated ECM to successfully run my 4.0 Supercharged XKR, for which the injectors are also different).

If by the right-most connector you mean EM85 (the one on its own), then checking the electrical guide indicates that for RoW model it carries the Upstream O2 sensor heaters and monitor, as well as the ECM cooling fan (and also for USA models the EGR stepper motor connections)

 

Yeah em85. Thanks about the info. I dunno how I understood that whole conector is unused in row vehicles.

 

Success LNF1410CD went in replacing LNF1410AF. WDS programmed it to LNF1410AG making it as upgraded to the original AF. It was not without an hassle though.

First I tried programming with VCM and IDS 118.5. Eventually it said that programming is done, pecus is written and everything is hunky dory. In reality it wasn't. I noticed that it did not program anything, it just did confiquring. Well, that doesn't work of course. I did not use battery cable to it. Ids did not mentioned anything about it. This may be the reason to failed programming.

Next with WDS. It was completely different experience. Wich is funny because the software is the same. Version of it is not. It is nice where wds turns poer on and of by itself via single click of the screen. It leaves out the correct amount of wait to shutdown and turn on propely. Wds actually programmed ecm to the correct software version, changed pecus and informed me to alter vcats list.
For the security input fault code, immobilizer set-up was needed as Bob said. I reseted the adaptations from the ecm and calibrated pedal sensor. Then it was nothing to do but start the engine and drive out from the garage.

There is U2500 fault code in ABS. I quess that is cured by updating the abs software since abs did not have bus related codes before. I'm planning to tacle this with vcm and use battery cable to it.

 

After winter storage with battery disconnected U2500 has not come back. Weird.