CAN i do the CAN CAN on a BUSS.. hahahahaha...

Alrighty chaps - USA spec 2000 XKR with Navigation but not-with Adaptive Speed Control - having sorted my O2 woes - now I have P1642 and P1797 with accompanying CEL and ABS lights as well as Trac/Stability warning messages. So far there's an occasional Restricted Performance popping in unpredictably just to keep things spicy. For an even further added dash of frustration-flavor last night after coming home from dinner and needing to move the car it went into Failsafe mode and the J-gate shifter locked preventing starting. I got past that by doing a manual-shifter-release and started the car from Neutral, but that was a new trick the car played... has not happened again... yet....

For further mystery I see some hand written notes from 2-owners ago in the center console about having replaced the Instrument cluster because of odd CAN messages - but that person has passed away so I cannot inquire deeper. Perhaps this has long been an issue that comes and goes with this VIN?

At any rate I read the CAN Buss X308.pdf, and have been studying Pg 132 (Network; Serial Data Links) of the year specific wiring diagram as well. I just quickly did the procedure for "CAN Network Integrity Check without WDS"

• Measured: 61.0 Ohms with Ignition Off - check resistance across pins 6 and 14 on the DLC (OBDII plug)
• Measured: 117.6 Ohms with Ignition Off - check resistance across pins 6 and 14 on the DLC (OBDII plug) when ABS computer unplugged under the hood
• Measured: +2.719 VDC on with Ignition On, but engine not running between DLC Pin 6 (CAN High) and Gnd (sourced from engine bay on upper shock mount stud inner)
• Measured: +2.388 VDC on with Ignition On, but engine not running between DLC Pin 14 (CAN Low) and Gnd (sourced from engine bay on upper shock mount stud inner)

Next up following "CAN Network Communications Functional Check" steps to see if that tells me anything new.

Any other advice? Am I getting to the point where I need Jag specific software to figure out if getting corrupt messages or back packets? Or are those resistances/voltages too-far off the target specification?

 

does the GSIM light up?

 

Info for you and things we dealt with at the dealer some decades ago.

You might call a dealer with your VIN to see if the recall has been performed.

 

@xalty what is GSIM, and where should I be looking?

 

@motorcarman Now that is mighty interesting! It just so happens that what I believe was the original IC came with the car! I just opened up the back and I would say that it is a text-book example of the condition the TSB is describing. In the interests of science and experimentation I'll fix the circuit trace per the instructions in the TSB before I swap it with the one that is currently in the car, since we don't know if it also has the same issue or not.


This is what I believe to be the original to the car IC. It is-not the one that is currently installed.

 

I'll be installing the original Instrument Cluster later today after having performed the TSB steps and confirming no continuity between the critical points.

What I found when opening the back of the IC. Definitely contact between the points.

Well that was waaaay easier than I was expecting. The excess solder was super easy to flake away with an Exacto knife. Checking with the Fluke DMM after there is no longer connection between the either of the two lower-points, and the upper point.

 

Well the IC in the car is one that did already have the update. The P1642 and P1797 codes appear to have been resolved as a function of fixing the solder connections in the ABS computer which I did at same time as checking the IC. So far 3 different 20+ mile test trips are running clean.