Fvdi Repair

[Clint Callas]

Ihave FVDI 2015 full from fly company.

After correct connection I have error device not open and now the green led from fvdi is off and the red-green led from soft dongle (red dongle) blink together.

Changed to other usb cable same, tried and with second pc and I have the same error.

And my both pc cannot find the device as if it does not exist.

Hi all I am having trouble with a BMW 330d. It is I believe DDE6.2 which is also called Bosch EDC16cp34. I wonder if any one can help. The vehicle has been with me for a few weeks and initially had no crank/start and no communication with the engine ECU. It did not take long to find the ECU was full of water. A common problem. I opened the ecu and cleaned it up and dried it off but i could see damage on the board. A new ECU was priced but at 1400 the repair would be uneconomical. The customer asked if i could find a cheaper solution.

I found an ECU repair company that said that if they could not repair the old ECU they had a good replacement with the correct part number in stock and would be able to clone the Eprom/Flash data from the old one. It should be just plug and play. The customer agreed to proceed.

However with the replacement fitted the car will now crank over and communication is fully restored but it wont start. There is zero fuel pressure and the Piezo injectors are not being triggered. I have done a lot of tests now but I am unsure if there is an issue with the replacement ECU or a secondary fault. The company that supplied the module say they are confidant its not there ECU. However I spoke to a different BMW ECU repairer and he tells me that it is common for the data extracted from a water damaged ECU to be corrupted. But that could be a sales pitch. I have DIS and inpa and can see the new ECU has got the correct Vin stored in it. Also if i try the CAS to DDE re-sync procedure it says successful. That i believe resets the rolling crypto code. But i am suspicious the problem is still a mismatch. So It is obviously possible there has been more than one fault. The car was parked out side for two weeks from the initial no start. The low pressure pump runs at both its output speeds and the pressure after the filter and before the high pressure pump is 4.2 bar the spec i have says above 3.5bar.. there is no leak back from the injectors. The Inlet metering valve and the diesel regulating valve both make a good click if i give them an neg. The pressure sensor output is 0.5 of a volt with the ignition on. DIS says if the pressure sensor is faulty and causing a no start it should start if disconnected. The IMV and DRV duty cycle both go to around 30% on my scope and in live data while cranking. as the IMV i believe is driven closed to decrease pressure i think disconnecting it should allow it to run on the DRV. only That makes no difference.

I have checked the cranking speed and while it sounds good it could be a little slow at 180rpm. The cam crank sync changes from no to yes when cranking commences. and the cam and crank sensors look good on the scope. I have now noticed that if i crank it over and stop and then do it again after doing this three times the pressure rises both on the pressure sensor with the scope and in live data. At that point the pressure hits 420bar but the injectors still don't trigger although the parameter for fuel quantity per stroke also rises from zero to 30mg. And it then flags a fault code for all six injectors. 4767 Injector 1 activation.

If this is an immobilizer issue would it only stop the injectors or would it prevent pressure regulation as well. And why would the pressure rise after cranking three times? There are codes for 5 of the glow plugs that i assume are irrelevant. The other code that comes up every time is 4B90 Rail pressure monitoring.

Is there a way to prove this is not an immobilizer fault. I think that if there is no fuel pressure the injectors wont trigger. I don't want to start replacing parts with out proof. Please tell me what you think.

In cas do you see where it says key authorized or something to the effect of saying that immo has been authorized or not? We had an x5 with diesel fuel filling up dde through capilary action in wire harness,replaed dde with new BMW and programmed via ista and had no issues that way.

Thanks for letting me know. Glad you got yours sorted. So did the repairer test the ECU and prove it was faulty or did they just clone another one and let you try it ? I know using second hand parts can always give a risk of a faulty replacement and all the hassle that can cause.

Hi Alan, Hope you're back up to speed soon, Thanks for the update, interesting theory on the air not being bled off and sounds plausible, had you not known the history (ref corrupt ECU flash) it might have been easy to follow the fuel pressure (or lack of) route!ATBRob

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