View The Full Version : Lancia Lybra 1.9 jtd Ecu Locked Aiutooo
Hello to all and I hope very much (but much) you can help me in this situation.
are the second remapping and I stuck the unit
Lancia Libra 1.9 jtd 81 Kw 110 cv 2001.
I did the reading without any problems few days ago with Kess in the serial.
I posted the file that is read in the data bank .the gold of this portal.
following recommendations to close the egr I be amended as in the annex (egr off)
today I went to write on the ECU, I chose to write TOTAL (I believe he was wrong about them)
there made about 3 minutes and says: turn off picture - write successfully completed -
then with the ignition switched off, the last ok, the software has made the debuffering (or something similar ).
I turn on the framework and remains light yellow key (code) is on, temperature light is red and lancettra about 130 degrees and the car is not starting.
I tried writing to the old file bed, but Kess is giving me error alarm.
I have tried reading the file loaded and nothing to do always error alarm.
I tried to use the function recovery (despite not having the slightest idea how it functions) but even with that one (tried two or three times without turning off the framework) I don't remember the error but crashed.
I tried to be able to make the diagnosis, but now not even the program of the diagnosis that the use is not located in the control unit.
Help me please.
I don't think it's a problem of writing the total, and also because the your file is complete, I think it is more a problem of the writing of the tool, or of the ecu, ( it happened to me on 147 with the same ecu family, she died while I code, and more shooting) what do you must do if the recovery is to open the ecu unsolder the FLASH AND RIPROGRAMMARLA TO the DESK WITH THE FILE ORI, or to the limit with the modified file but correggendogli before the cks.
Aia..., sn in M*** * * * if this is the only way... I have only the Kess V2
thanks Ugoboss for the timeliness of the response...
how successful or how not successful I don't think count for much.
maybe I would be easier to replace the ECU but the code?
it is part of the map with golds that I posted here and I can upload it (provided that the tool is not the problem, and go to block another possible second ecu!!!)
I'll add a couple details
the file .mod I had amended with the ecm 2001 and not with the titanium (but if you have not noticed problems I don't think counts)
the only other ecu that I had written, I remember that the software of Kess before writing asked me to insert a file comparison. in this scripture, instead, is not he asked me do you think I can trust my clone? it may be that the 2001 does not automatically corrects the checksum, and I had to do it on the file .mod before uploading it?
ahhh...the file egr Lybra 1.9 egr off.mod when I wrote it, it was named without the extension... only "Lybra 1.9 egr off"
can be this the cause of the problem?
Sorry ugoboss, I assumed that Kess can not do the operation that you told me, am I wrong?
But have you tried to write the file to Ori?
in the file you posted, the checksum is not correct..
Now I read better, I see that you have tried to write it. I would say try it again by forcing the writing.. otherwise try in Boot Mode by first reading and then rebuild the file if necessary with the reading ori that you read from the serial
what would be the procedure to force the writing?
I tried already to read, nothing to do, error alarm says.
Boot mode I don't know how it works, I have tried the recovery but fails to make the reading even in that way.
I seem to have received erore wake-up also only in the tentatre l' ID.
what would be the procedure to force the writing?
I tried already to read, nothing to do, error alarm says.
Boot mode I don't know how it works, I have tried the recovery but fails to make the reading even in that way.
I seem to have received erore wake-up also only in the tentatre l' ID.
You must not read it but write to the file Ori.. I don't know Kess but other tools will allow you to start writing without making ID, etc., by forcing the scriptures, even in Recovery
with regard to the Boot Moode search on the web you will find all the information necessary..
ok, I figured out how to work the boot mode. I will try this way first as indicated by ugoboss.
I found the description of the procedure for put in boot mode the edc15P (but only in English)
I ask you to confirm that it is the same also for the edc15C7 and if I understand right the to do
1 with maximum delicacy I open the lid
2 the port to the pin 24 of the flash (should be a chip BT400) the mass by a resistance at least 1 Kohm
3 turn on the picture disconnected the ground to pin 24, and try to read/write
....the ecu should maintain the boot mode for a couple of hours, or at least the time of the reading with the various power/spegimenti of the framework required by the software
I said, right?
ok, I figured out how to work the boot mode. I will try this way first as indicated by ugoboss.
I found the description of the procedure for put in boot mode the edc15P (but only in English)
I ask you to confirm that it is the same also for the edc15C7 and if I understand right the to do
1 with maximum delicacy I open the lid
2 the port to the pin 24 of the flash (should be a chip BT400) the mass by a resistance at least 1 Kohm
3 turn on the picture disconnected the ground to pin 24, and try to read/write
....the ecu should maintain the boot mode for a couple of hours, or at least the time of the reading with the various power/spegimenti of the framework required by the software
I said, right?
I'm afraid that instead of solving the fry.
EDC15P VW and not center.. search on the web edc15c7 pinout the first image you find and the pinout..
the pin 24, and exact but still try to force the write in the serial with the file ori
to the recovery choose the protocol for your ecu, crush recovery, choose the file that you want to write (I suggest the original) do you write and follow directions in the video, sometimes the ec has to wait a bit, but then the writing, if not it may be as you said a problem of ecu, not necessarily caused by your tool.
to put another ecu you have to find an equal, then or dissaldi from the old to the e2prom and the risaldi to the new one (so you already have all the data keys), or you have to make a scodifica and put it on.
nada... nothing worked
the recovery I did as he told me ugoboss correctly, repeated more times but in the end I obtained the error / alarm clock
I tried to send the ecu in boot mode but zero results
maybe I used a resistor too big between the pin 24 and ground (10 Ohms I used)?
after attempting to boot mode cmq remained on light code
I have tried both writing the recovery but nothing
the boot mode if it had gone to a good end would last also x some other power-on after power-off of the painting?
I retried with resistance 1Kohm and even without resirtenza between ground and pin 24... nothing done
I have read that some units ask for a voltage greater than 13V to be flashing then I would like to try to the bench with a regulated power supply that I get from that voltage.
the problem is to use the low profile dell-Kess (the one with the led and the switch) I would not wrong the link because, apart from the black with the crocodile, and the gray, all the other wires give me a positive voltage to switch on.
even the green which I assumed had to be the one to connect to K-line.
I enclose the pictures of the low profile open because someone tell me which wire lead to the K-line (pin 48 ecu)
I retried with resistance 1Kohm and even without resirtenza between ground and pin 24... nothing done
I have read that some units ask for a voltage greater than 13V to be flashing then I would like to try to the bench with a regulated power supply that I get from that voltage.
the problem is to use the low profile dell-Kess (the one with the led and the switch) I would not wrong the link because, apart from the black with the crocodile, and the gray, all the other wires give me a positive voltage to switch on.
even the green which I assumed had to be the one to connect to K-line.
I enclose the pictures of the low profile open because someone tell me which wire lead to the K-line (pin 48 ecu)
Nothing to do, I brought up the green wire to pin 48 of the k-line, try to communicate, but all as before when I was present on the car from the obd. I was hoping that the voltage is greater than 13.8 V for the mount in the boot mode but it seems not. or, at least, serves no purpose.
before the last solution can be seen in the flash (that, however, would not have the tool to reschedule), I ask you, what do you think of a solution that I read around, that is:
desolder the eeprom you can read / write the flash. then you risalda the eeprom and it should work...
what do you think?
in this case (if they could write) the file .golds that I had read by obd I have to cut/work with or can I replace this and where?
if you was the spy code on means it was in the boot, the voltage that is higher in these ecu-not needed, remove the e2prom is used to read from and write to the ecu at the desk otherwise you get error with the key (which is not), your original file should be good to write at the desk on the flash welded, I hope to be able to resume it.
Get a galletto....this can save you in these cases!!!
The spy code on it is presented immediately after the first write by obd (the one that created the damage)....
I would like to try to write the flash with e2p welded but for as many images as I have tried I don't understand the e2p to remove. I attach a photo (not my ecu but it is identical), I read around chip eeprom 5P08C3 8-pin but on this there is.... can you tell me where is it and what is the chip e2p take off.
ok for the tip of the cock, that I can write the flash welded?
I forgot to attach the photo although I don't think is necessary.
it aprofitto to ask what the other programmer eeprom I could get, if the cockerel V54 wasn't suitable... I gave it a look but it seems to me that the Programmer willem G-Q4X is suitable for a chip with a max of 40 pins while the flash of the edc15c7 has 46
not I attach photos of the ecu, because is known that is covered by copyright, and I know that would be a problem.
however, it is certainly the ecu that I have said that I think you know already well how it is composed.
the e2prom on your is from the part below, from the side opposite of where the ec on the flash, read and write your flash is a G-Q4X but it takes the adapter, the rooster will not you need to read the e2prom, it should be welded, and read always with the G-Q4X with another adapter.
Thanks ugoboss,
for the accuracy, can you tell me if the one circled in green, red or yellow in the attached picture.
to me it is the same thing happened to ugo boss with a 147 , I had to do what he said above hugo boss after attempting to write the file ori to make the forced and nothing the same.
I probably wrongly interpreted "The side opposite the flash," you mean that cans just below the flash on the other side of the sccheda (the one in this picture I circled in blue?)
lui93, have you tried writing a serial with the e2p removed?
I had taken one with those rims, is that to the right a little more in the bottom of the green one in the first photo.
is an eeprom marked 95P08 that must be replaced with a 95080.
is an eeprom marked 95P08 that must be replaced with a 95080.
sorry I wrong to write, it must be replaced if you need to reschedule, but if you only have to unsolder and then resolder it is fine for that.
Then Hague... I should have circled the right one now (please enclose)
I say aia because it is virtually unreadable the code fatigue read ....08C3
so in short... I have the strong fear that is burned this component...
unfortunately, I still have not found anyone who feels able to work on solder of this type.. tomorrow I attempts in two other places, the ones I have heard up to now insist that serves the station with compressed air.
but if as I fear the problem is the chip burned?
sorry as usual I had no attachment.
I would put a photo where you can see better the aesthetic conditions of the chip but I can take pictures so detailed, unfortunately.
if it was burned really like I notice it?
and in that case that solutions do I have?
but it could have burned just by having loaded the file .mod of the first page??
it seems to me absurd...
But how is it possible to burn out a component?
The first time that blocks the eprom I took her to a trainer for desolder, program, and resolder it took the beauty of 130 euro,I was left impressed!!!! The second time I took her to a service center for mobile phones, tablets, etc., Cost 10 euro to unsolder and resolder.the third time I had to throw ������ the chip is insane..........
I'm not sure that is burned.... it certainly doesn't look good given that in the part of the left you are deleted in the approval numbers and the black color will look more shiny (I am attaching the best photo I could do but I don't think you can understand from these).
the same problem I did, a programmer in the area is asking me to 150/180 ... and I explained to him the situation that I'm adddentrando in this industry and I have had is bad luck.
I tried day care centers, mobile phones, pc etc.. but nobody accepts to unsolder/solder saying that serves this station the stagnant compressed air. tomorrow I try the other two or three places that Saturday, they were closed.
with those money them a hot air station you buy it, however, the only and unsolder and put an e 2prom new with inside a file is safe (yours may be corrupted in reading) scodificato and you try it, I don't know where you are but it seems to me impossible that in the area there is nobody who works with these memories.
Ugoboss can you buy new so don't have to cost a lot of those from 512kb and is the procedure that you suggested!
the code of the eeprom is 5P08C3 not 95P08
the code may also be 5P0C3.
ok, but if I set a e2p virgin how does the programmazzione, that is,
the pond empty and rewritten with the kess-the-counter? or mounted on the car?
or without the one mounted before I write the flash and after I place the e2p?
or the e2p I have to program it anyway with the programmer of e2p type willem G-Q4X ?
the part of the file with the code is part of the file .golds that I have read from the serial? how should I go about to change for the scodifica?
I tried to recalculate with titanium the checksum of the file egr off .mod posted in the first page but give me error... does not compute.
I suppose that by modifying the part of the code (if it is in the file .golds that I have read) I would have the same problem...
the e2prom must be written on the bench before being welded on the ecu, and you that contains the key codes, and and she goes scodificata, my advice is to rely on someone who has already done it, otherwise you'll go crazy and solve little.
for now I have found a person who is a honest price you will unsolder and resolder the e2p.
I try to write flash with the Kess without e2p in the ecu and then I resolder the same e2p.
the writing (if that works) do I absolutely have to tour with the pinout without mounting the ecu on the car right?
was wondering in the first page if it is proper to use the green wire from the "low profile" of the kess to the tour, I had also posted the photos of the low profile open, but I have not seen a response.
I'll tell you why that wire to the switch on I from +12V... is this normal?
At this point the board will turn to the professionalchiptuning and send by courier and within two to three days you have the ecu, if you want with the map to Doc or to some member of the forum in your area.. where are you?
thanks for the proposal.
Now the ECU has a person who should already tomorrow get it to me without e2p.
then, as I said, I shall try to write with Kess bench (green wire to pin 48 (K-line).
let's see what happens... tomorrow, or however, as soon as I get the ECU back in hand, place the outcome of the attempt to rewrite the file .ori
Gentlemen... unfortunately, even with eeprom removed from the ecu did nothing.
in all probability not going in bootmode, or at least from what I have read in the forum, if it was in boot mode, the program of Kess should not more to ask for turn on/off the picture.
other attempts have been to measure the voltage on the K line to determine if there were changes to indicate the communication (and there are), removed the kess, clean the pins of the internal memory, read the memory on which they are actually saved all the logs of tests with error alarm end (both reading and writing recovery).
version the software on their computers 2.23, and tried with 2.08..
nothing done
I read here of the change of the diode but my kess is the version with fw 4.036, and the fact that it has made the reading and the writing the first time, and I do exclude that the problem is solvable with the diode
The only thing that I have not tried is to do the write is partial and not total... make sense?
(the file is a complete file for the total)
with the memory removed, write in bdm and solve the problem.. serial do little or nothing, I know..
with the memory removed, write in bdm and solve the problem.. serial do little or nothing, I know..
the right has no door, bdm, in each case without the e2prom if you connect the positive , negative, and k line, at the counter you have to read quietly without, and put it in the boot.
ahahahah.. I apologize.. I'm newbe to the work bench and accidentally often the nomenclature (bdm-pinout-boot).. sorry..
ok thanks to all... let's see if this mess that I've combined at least they seem to have something in the knowledge...
serial=obd
tour=pinout with the positive and negative to the various pins of the controller
boot= flash with a jumper in the right place of the pcb (at the right time) to bypass the protections of the
bdm= open the control unit ( and possibly fixed in some way ) place the pliers on the contacts (not present on all ECU's) that are specially dedicated to this function that are located in some where on the pcb
reading directly from the chip removed from the card and mounted on a programmer
the news is this: after that, as I have said in no way are able to communicate with the flash (even with the e2p removed), I gave the ecu to a programmer expert in the area that offered me an acceptable price in view of the situation and told me that I would have returned even with the egr off.
calls me and tells me BAD NEWS, I thought of e2p is corrupt, instead, I speak of ECU IN SHORT!!!
it tells me that the tour sees the absorption is always high (about the same value when it is in communication, reading or writing) only by connecting it to the power supply, that is, when the absorption should be very low, in the order of 0.02 To (correct me if I said a wrong value, which is what interests me).
I cannot explain how it happened, according to him, if the tool I have has defects might have caused this, also from serial. I was convinced that the maximum risk from the serial it would have been to block it...
obvious first thought was the courts that were created to tour with the pinout wrong but I was very careful...
careful, I was also in the to put in boot mode the ecu is open, the bridge to ground the pin 24 of the flash; so much so that I went directly to ground only after you have not obtained the results by interposing before a 10K resistor and 1K.
....boh... it will be the usual bad luck that sees us very well!
whatever happened to me has happened to the serial at the end of the first write, because the behavior of the ecu then has always been the same: unable to communicate to us and, if connected to the car, after 6/7 seconds temperature of 130, and the light is red the water turned on, and immediately, always-on light light code and design with the yellow flashing of the injector (the latter I had never told because convinced it was normal with the car off and tails on)
I've assumed that I'm the absorption could be the file corrupted in flash, but he excludes it, tells me that he has checked the flash with the pliers... ... ...
well, anyway, the by now too much time is the machine stopped, I was forced to spend some money from a demoman of the surroundings, I couldn't just wait for a shipment even if I would cost certainly less.
tomorrow I should pick up the ecu "new" from the person that I had unsoldered the e2p days ago and they will replace it on this ecu here..
yes, the good news is that the e2p is not corrupted.
Tomorrow I tell you if I put it in the bike or if I made a steal!
now post something on the discussion moto guzzi... if you want to give us a look maybe you can tell me if it can be an indication of launching in the channel to the instrument before doing any other damage
the car started with a unit of recovery on which it is mounted to the E2P from the old.
good working
ok, the car goes very well, should certainly be better than the first... the most powerful
I suppose that the centeralina that I mounted (that is, 2002) of both the 115hp
however, trying the machine of the horses seems to me to have parcchi more than before, not just 5.
I did the reading the ecu is mounted now.
I ask you if you know how to identify what type of file it is... it could be the ori of the 115 hp, I don't know however if it has already been changed, or with the egr off bit switch ( the phase of injection is identical to that of the ori previous egr open), or for what reason the car push so well.
ecm offers me as a driver, one of 105 hp or the 115 hp, the ecu is a 2002 I'm attaching .zip with the previous reading (ecu 2001 110 hp) and the one present in the control unit currently mounted, the text of the demoman was Lybra 2002, but I don't know... the label seems to be built January 2001.
unfortunately, I have not thought to photograph it before mounting it.
anyway I'm attaching also the id with the hw and sw read by Kess
the file is absolutely original, is only another sw, and maybe work better than your old one.
Thanks ugoboss,
can you tell me even if it is 110 or 115 Kw?
it aprofitto to correct a heresy that I have said. I said that he remained on light injectors flashing but I thought a "one with the code"... there is no light and the injectors... it was the yellow one above in the code with designed an airbag that opens on to a child seat, mounted opposite, the side passengers.
Hello everyone,I resume this discussion because I happened to repeat, for the first time after replacing the ecu, the diagnosis in this car.
diagnostic tool AUTOCOM softawre delphi, same as these used about a year ago on the same car with ecu original.
remember, of course, that diagnosis could read many values from the engine rpm perssioni or various pedal position the egr etc etc... in short, all the controls that normally allows this unit...
today absolute zero parameters, ok, reading, and erasing errors but no parameters.
the only voices that appeared as a choice (and which stupidly I did not even tried to do) were serial of construction and other items of identification.
I summarize briefly the history of this car :
lancia lybra 2001, which has been replaced the ecu in the original because planted in an attempt to write to the serial kess mod file.
mounted unit lybra-2002 with the same n hd on which was welded to the E2P of the ecu to the original.
functioning car other than the ecu the previous one that had curves mapping to be slightly different.
verified that it is still the map ori x lybra 1.9 jtd
I don't see the reason why now I can not see the parameters.... at the moment I've resolved however, the problem that he had, and deleted the dtc and then to the limit amen...
can anyone tell me what can be the reason and if is there a solution?
Hello,I have read all the post,I'm sorry for what happened...
to begin with I wanted to give you some advice:
Never read the backup files from the serial,the read hole in the bench,same goes for the writing
The new ecu that you have fitted-are you sure it is always edc15c7?
A question ,if I understand it you have a kess master with fw4.036 right?
Have you read-also written other ecu with that?
in the meantime, try with another diagnosis.
you may find that another diagnosis (also a cable elm) is able to read the parameters.
I exclude, however, 100% is a problem in that that I used because on the same car before the gearbox ecu was reading all the values even if, and I say this as a matter of fact, some were not accurate. I remember perfectly that the number of rounds was 1/4 of the real one; that is, remember that the minimum indicated about 220 g/min... I do not exclude that also other values could not be true but at the time I did pay attention only to the pressures in the turbine and the suction that seemed relevant.
in each case the tool is the same, the software idem (I never version, updated, or made no change to diagnosis) and now the parameters do not appear even among the selectable choices.
I repeat is not essential for me (at least today) to be able to read the parameters but I'm quite puzzled, I looked for an explanation from someone who has a deeper knowledge of this sector.
I have hypothesized that there may be a break of the pin maybe in the obd and screen-printed in the ecu but unless you tell me otherwise, this ecu communicates to the diagnosis only through the k-line for dtc for the parameters and, if so, this hypothesis does not stand.
2 may be mapping different from the first, the cause? I know that some ecus will allow the readings and interventions in the diagnosis, others do not allow or only allow using some more specific tools. I don't know according to which logical functions this diversity of communication (whether HD or SW)... this second hypothesis is, in my ignorance, to me the most likely.
The two maps you can find them both in previous posts and if someone want to look into, and perhaps explain some more details about this possibility I can only thank you for the opportunity to learn something alrto.
3 that there may have been a defect in the e2p risaldata on this ecu?
Andreamap you say right, the instrument, and one (clone of course).
I read without problems a opel corsa on which it was closed mechanically with a flange egr and rewritten a mod file in an attempt to turn the light off... the writing was good but the light is still on.
I read a ford fiesta td without problems and I just... I have not yet done so.
I tried reading the serial a moto guzzi with a constant error alarm. there was apparently a problem of pin-out, and I remember that the voltage detected by the k-suite was very low compared to the actual battery. couldn't reach the 12v only by connecting also the "jack extra" cable (extra-fine, blue) input to the serial plug of the kess. there is a post where I describe what happened... the same ecu I have tried to read it to the bench with the same kess, but even them don't come out.
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