Quote:
quote:Originally posted by 3BarBoost
Welcome to the land of on-board diagnostics (OBD). The Mopar stuff isn't as picky, despite what you might think....
|
Yes; OnBoard Diagnostics - managing engine operation with EPA compliance the #1 concern.
How can the Mopar PCM be any less picky and still be OBD Based? [:I]
Sounds like a paradox to me... Personally, as long as the PCM properly manages the engine, I could care less how "picky" it is. I am glad that the Stage I firmware is optimized for the stock engine. At this point, with a relative new engine setup, and relatively new firmware routines; it is good to have a standard platform available to eek out common results for future firmware updates. The more widely varied the operating platform is, the less consistent the reactions will be, and the less likely we will have future firmware updates to address common issues.
With that said, I still want to be able to log data and be able to fill in the gaps of my understanding of how it is working; and I must admit the gaps are rather large at this point. [:I]
Anyway, some other information about the DaimlerChrysler-specific PCM, and how it has been noticed by others; specifically SAE. This will let others read and decide for them selves.
SAE has a paper issued by their Vehicle EE SYstems Diagnostic Standards Committee. titled
"Serial Data Communication Interface"; Document number J2610 - Issued April 2002. It addresses the need to fully define the Serial Data Communications Interface (SCI) used in the reprogramming of emmission-related powertrain control units (PCM), specifically in DaimlerChrysler vehicles.
A brief of this paper can be found here:
http://www.sae.org/servlets/productD...D=J2610_200204
This paper was issued at the same time (April 2002) that SAE superceeded their February 1998 document(J1962), which is now titled:
"Diagnostic Connector Equivalent to ISO/DIS 15031-3: December 14, 2001". This document relates to the standardization of the OBD diagnostic port in terms of electrical and functional requirements.
A brief of this paper can be found here:
http://www.sae.org/servlets/productD...D=J1962_200204
Both of these documents are s precursor to the SAE J2534 (
Recommended Practice for Pass-Thru Vehicle Programming - J2534 Date Published: February 2002) standard for Pass-Thru Programming, using a Windows-Base API (Application Programming Interface). The EPA has mandated that all 2004 model cars must support the J2534 standard.
A brief of this paper can be found here:
http://www.sae.org/servlets/productD...D=J2534_200202
An excellent article explaining this standard - the whats and whys can be found here:
http://www.etools.org/files/public/All_about_J2534.htm
In a nutshell, J2534 requires that all 2004 model vehicles have a diagnostic connector, communications protocol and programming procedure (communications protocol, initilization sequence, etc.), that will allow for the aftermarket to produce code scanners and programming equipment that is available to the consumer, independent garages, as well as the dealership. EPA is forcing the car manufacturers to release software that updates the firmware on their cars. This software must run on WIndows and use the J2534 API to talk to the car. It must be availalble to anyone, and must be sold for a 'reasonable price'; which they estimate to be "a few hundred dollars".
For a better understanding of just what changed between the 2.4L NA engine and the 2.4L Turbocharged engine, SAE offers a paper:
2003-01-0410 : Turbocharging the Chrysler 2.4l Engine
A brief of this paper can be found here:
http://www.sae.org/servlets/productD...D=2003-01-0410
Somewhere within the text of thes