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Discussion Starter #1 (Edited)
Edit:

At this point in time I suggest to not experiment flashing the entire car with this procedure until we have thoroughly done our post-flash analysis.

For now success is confirmed only for targeted flashing purposes within the same I-level as seen in the DME/EGS flash thread, but not for the entire car.

There are still unresolved issues with faults in the ACSM module.

It is the airbag/passenger restraint ECU and fiddling with resetting or initializing it without proper knowledge can cause trigger of the airbags.

Be patient.

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What would be the way to successfully flash the ZGW gateway module? It does not pass. Does it require a different process, it being the Gateway?

Do I need to use a 'Direct' connection? Maybe a different way to calculate the TAL for additional steps?

In normal TAL processing for flashing a module, the log begins like this (CAS example):

TAL execution started. [C205]
ExecutionID=2013/05/23-21:04:13.477
[] prepareTALExecution started
[] prepareTALExecution finished
[] prepareVehicleForFlash started
[] prepareVehicleForFlash finished
[CAS - 40] prepareECUforFlash started
[CAS - 40] prepareECUforFlash finished
[CAS - 40] authenticateECUforFlash started
[CAS - 40] authenticateECUforFlash finished
[CAS - 40 - swfl_0000074d-007_002_032] Transaction type: swDeploy; Message: TA started
[CAS - 40 - swfl_0000074d-007_002_032] Transaction type: swDeploy; Message: 0% progress on ECUId:CAS_0x40 [0% of swfl_0000074d-007_002_032]
[CAS - 40 - swfl_0000074d-007_002_032] Transaction type: swDeploy; Message: 0% progress on ECUId:CAS_0x40 [0% of swfl_0000074d-007_002_032]
[CAS - 40 - swfl_0000074d-007_002_032] Transaction type: swDeploy; Message: 0% progress on ECUId:CAS_0x40 [10% of swfl_0000074d-007_002_032]
[CAS - 40 - swfl_0000074d-007_002_032] Transaction type: swDeploy; Message: 0% progress on ECUId:CAS_0x40 [25% of swfl_0000074d-007_002_032]

etc. etc ......and finalizes fine.

But in the case of ZGW, there is a connection timeout to the ZGW module (0x10) immediately after vehicle preparation and consequently the rest of the car.

This leaves the car in a dreaded Transport Mode but is recoverable with esys by running another random TAL.

This is how a start of the log looks like for the failed ZGW TAL processing:

TAL execution started. [C205]
ExecutionID=2013/05/23-21:19:14.567
[] prepareTALExecution started
[] prepareTALExecution finished
[] prepareVehicleForFlash started
[] prepareVehicleForFlash finished
MCDDiagService id=36900, job=com.bmw.psdz.jobs.programming.zgw.MCD3_SwitchZGWToPS, service=RDBI_ADS - ReadDataByIdentifier ActiveDiagnosticSession, description=error: timeout, link=Physical request to ECU with address 0x10
[] finalizeVehicleFlash started
MCDDiagService id=230900, job=com.bmw.psdz.jobs.common.MCD3_FinalizeVehicleFlash, service=DSC - DiagnosticSessionControl, description=error: timeout, link=Physical request to ECU with address 0xdf
MCDDiagService id=230900, job=com.bmw.psdz.jobs.common.MCD3_FinalizeVehicleFlash, service=DSC - DiagnosticSessionControl, description=error: timeout, link=Physical request to ECU with address 0x6
MCDDiagService id=230900, job=com.bmw.psdz.jobs.common.MCD3_FinalizeVehicleFlash, service=DSC - DiagnosticSessionControl, description=error: timeout, link=Physical request to ECU with address 0x6

etc. etc. .....

Any ideas?
 

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Discussion Starter #3

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Well maybe try with the engine running? I heard the dealer programming session require the engine running.
 

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Discussion Starter #5
Well maybe try with the engine running? I heard the dealer programming session require the engine running.
That doesn't work with esys. Part of the TAL processing initiation step shoots out an error that the engine & transmission speeds are not zero, and actually kills the engine by itself before it continues..
 

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Discussion Starter #6
I have solved my problem flashing the ZGW.

In the Connection window, I selected the 'Connection via gateway URL' instead of via VIN, and use the car's IP address with the default port number 6801.

Passed with flying colors :thumbup:
 

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Discussion Starter #8
Congratulations! What are you trying to address by the update?
This was my final step to successfully update the entire car to a newer i-level using esys+psdzdata instead of ista-p with icom.
 

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This was my final step to successfully update the entire car to a newer i-level using esys+psdzdata instead of ista-p with icom.
miotoo,

Very impressive!

Please write a DYI for the rest of us. That would be very useful.

JEG23
 

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miotoo,

Very impressive!

Please write a DYI for the rest of us. That would be very useful.

JEG23
+1. Outstanding achievement.

Miotoo, which I-Step version are you on now?

Sent from BimmerApp mobile app
 

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Have you tried to flash DME?
Which e-sys / pszdata version are you using?
I know someone who flashed his entire car, but he used E-Sys with ICOM.

What I am wondering is will flashing with ENET work with DME and CAS.
 

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Discussion Starter #13
Thanks JEG

I'm still in the testing phase, reviewing the process results and trying to identify potential problems for different scenarios.

miotoo,

Very impressive!

Please write a DYI for the rest of us. That would be very useful.

JEG23
 

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Discussion Starter #14
My car shipment is 11-03-502. It is now on 12-03-512.

+1. Outstanding achievement.

Miotoo, which I-Step version are you on now?

Sent from BimmerApp mobile app
 

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Discussion Starter #15
The upgrade from 11-03-502 to 11-09-507 was the 1st round of testing I did.

That included 2xSWFL & 2xCAFD updates to the DME.

I have used esys 3.22 and psdzdata depending on the version going to.

Have you tried to flash DME?
Which e-sys / pszdata version are you using?
 

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Discussion Starter #16
I used ENET only.

The sequence & prerequisites are crucial for this process to work hence my baby-step research.

ZGW must be done 1st as it is a prerequisite for almost all modules, and flashing it worked for me using the gateway URL connection rather then VIN.

I had no problem flashing the DME as long as DSC, EKPM were upgraded before.

CAS should be done last.

I know someone who flashed his entire car, but he used E-Sys with ICOM.

What I am wondering is will flashing with ENET work with DME and CAS.
 

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May you write the procedure and the sequence?
I never update the firmware for any ECU.
My interest is to try to flash my DME to fill in the 528i 6 cyl. Petrol into my 523i (that has the same engine, with sw downgrade).
In my hopynion changing in the FA the engine type (from mine Mt11 to those for 528i, MY51), after calculated FP without errors (maybe esys check the vin with engine type... i hope not) i would try to flash DME.
If i understand well your post, i need to flash other ECU to make that work !!
I used ENET only.

The sequence & prerequisites are crucial for this process to work hence my baby-step research.

ZGW must be done 1st as it is a prerequisite for almost all modules, and flashing it worked for me using the gateway URL connection rather then VIN.

I had no problem flashing the DME as long as DSC, EKPM were upgraded before.

CAS should be done last.
 

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Discussion Starter #18
The procedure you are looking into needs further analysis in order to understand what are the risks and whether failures are recoverable.

Even that esys calculations show no errors, I would 1st confirm that ALL the modules in your car vs the same one from same production date but only different engine designation (528i vs 523i) would have the same hardware revisions. This can be done using realoem/ETK.

I can try to help you out but I rather do this via PM as to not confuse readers of the forum into doing something that is not well tested yet.

May you write the procedure and the sequence?
I never update the firmware for any ECU.
My interest is to try to flash my DME to fill in the 528i 6 cyl. Petrol into my 523i (that has the same engine, with sw downgrade).
In my hopynion changing in the FA the engine type (from mine Mt11 to those for 528i, MY11), after calculated FP without errors (maybe esys check the vin with engine type... i hope not) i would try to flash DME.
If i understand well your post, i need to flash other ECU to make that work !!
 

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thank you very much in advance.
Yes, your help will be appreciate. I will write in PM.
However i'm studying this matter for a year, at least. fxx 523i and 528i have same engine, same dme, same exhaust system. Nothing change (i studied ETK until the last screw, until the last bolt).
Nothing except intake manifold with DISA valves.
On 523i there is one stage intake manifold, instead on 528i there is a three stages intake manifold.
About on 2800 rpm starts the second stage to give more air to cylinders and after 4000 rpm starts the third stage to give the best volume of air.
Only changing intake 523i may take about 10/12 hp. Filling 528i sw into DME engine may take other 40/42 hp.
This isn't extra power but 523i its own power that bmw erased downgrading DME sw (i think that sw in 528i increases cylinders lift valves).
I will write you in PM.

The procedure you are looking into needs further analysis in order to understand what are the risks and whether failures are recoverable.

Even that esys calculations show no errors, I would 1st confirm that ALL the modules in your car vs the same one from same production date but only different engine designation (528i vs 523i) would have the same hardware revisions. This can be done using realoem/ETK.

I can try to help you out but I rather do this via PM as to not confuse readers of the forum into doing something that is not well tested yet.
 

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thank you very much in advance.
Yes, your help will be appreciate. I will write in PM.
However i'm studying this matter for a year, at least. fxx 523i and 528i have same engine, same dme, same exhaust system. Nothing change (i studied ETK until the last screw, until the last bolt).
Nothing except intake manifold with DISA valves.
On 523i there is one stage intake manifold, instead on 528i there is a three stages intake manifold.
About on 2800 rpm starts the second stage to give more air to cylinders and after 4000 rpm starts the third stage to give the best volume of air.
Only changing intake 523i may take about 10/12 hp. Filling 528i sw into DME engine may take other 40/42 hp.
This isn't extra power but 523i its own power that bmw erased downgrading DME sw (i think that sw in 528i increases cylinders lift valves).
I will write you in PM.
To flash a factory installed ECU using PSdZData is not a challenge, rather it is quite simple.

Where it becomes complicated is when the ECU is not factory installed, and that ECU's I-Step Shipment from Donor Car is unknown and differs from current car, as E-Sys may be expecting a different ECU part number than what it detects, and it won't be able to flash it.

The other complication is what you want to do, which is flash firmware intended for another Model, even if the DME ECU is the same part number. This will certainly involve a) manual manipulation of the VO to have E-Sys create the Flash TAL automatically, b) manual creation of Flash TAL, or c) creation of a custom DME PDX package in place of the PSdZData.
 
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