VXDIAG Tech2win Diagnose Corvette C6 Radio Circuit Current Draw

Got down to investigating a current draw on the car (Chevrolet Corvette C6 2005 – 2013 ) and narrowed it down to the OBD circuit and radio circuit. I have a PAC RP4-GM11 harness that seems to be zapping away 45ma ,and a draw coming from the OBD port which has a dashlogic connected. For now the dashlogic is disconnected. I ordered a new pac harness that I'll be swapping out.

I plugged it in today and reset it, worked like a charm. I'm not going to worry about that until I figure out the current draw I have on my radio circuit. I think it might be the PAC module but I can't tell for certain. I replaced the module and the harness today and the 45ma current draw on the radio circuit persists. There is currently no radio in the car, and the harness is not powering anything other than the module. I also removed the xm module that I discovered is powered on the radio circuit, and I unplugged the rdclr module — no change.

I ordered a vxdiag vcx nano gm obd2 scanner to see if any of the modules aren't going to sleep. Not sure I have any ideas outside of that.

Trying to understand the rdo/s-band/vics circuit. From what I can gather, it powers two things — the head unit and the xm module. Just need to rule out the possibility of something else on this circuit drawing power. In the car right now the head unit and xm module are both removed from the vehicle. Adding the RP4 GM11, the circuit shoots up to 45ma. On the phone they stated 10ma is what it should draw.

Spoke with PAC support and they told me the draw is consistent with the module not going to sleep, and it relies on the BCM to do so. They suspect the BCM isn't going to sleep. My VCX Nano just arrived so im going to try to get everything set up and find out what's what.

Update. Got tech2win going, was pretty easy. Tried to learn as much as possible about it since last night. I cleared all DTCs, charged the battery overnight and hooked it all up today. Driver door module and switch have a couple DTC. No other DTC set on anything else. Module status goes to inactive after a few seconds on all active modules and they do not wake up again until the tech2 loses communication with the car after about 5 minutes and the system power mode goes to *. Does this mean the modules are working properly? Is this normal behavior? I still have a power draw under these conditions. Going to keep trying to install TIS2000 in case I need it, but it's giving me a run for the money.
Driver Door Module U1301 Class 2 data link high
Driver Door Switch U1301 Class 2 data link high
Driver Door Switch B1009 EEPROM Checksum Mismatch

Update again.

Everything was looking OK on the tech 2. I tried two RP4 GM11s that both had the same issue so this time I tried an RP5 GM11 and I tested the circuit after radio shutdown — power on that circuit gradually falls all the way to zero within 15 seconds of radio shutdown. I think that should fix it. Just wondering now if the DTCs set by the driver door module are anything to care about.

VXDIAG Solve GM Volt Gen1 "Reduced Propulsion Power" Error

Vehicle: GM Volt 2012 or other Gen1 models

Symptoms:

I experience the "reduced propulsion power (PPP)" message if I make a stop after switching to the ice on my way home.

Solution:
The message that required the update was "service high voltage charging system". The range change was instant, immediately following the update。

To enable hardware replacement, the Hybrid Powertrain Control Module 2 can be placed into a fast learn mode with the scan tool.

Here is the fix for this problem. ( Gen 1 Volt )
Purchase a used HPCM2 module from Ebay or an auto wrecker the same year as your Volt.

You can use another year Volt providing the used HPCM2 module has the same part number as stamped on your existing HPCM2 module label.

Next, purchase a vxdiag vcx nano programmer from the following web site:

https://www.vxdiagshop.com/wholesale/vxdiag-vcx-nano-for-gm-opel.html

Download the free software to run the VXDiag programmer into your laptop running Windows.

Disconnect your 12 volt battery, ( in the trunk compartment ) and swap in the used HPCM2 module ( module is located under the passenger front seat ) it is easier to remove the 2 torx bolts and lift the seat out of the way to swap the HCPM2 module out.

Reconnect the 12 volt battery. Power up your Volt. Next plug in the VXDiag programmer into your OBD2 port ( under the steering wheel ), run the downloaded program ( from VXDIAGSHOP website ) and "reset" the HCPM2 module in the menu. ( You need to scroll down the various menus to find this "reset" option )

Once you reset the HCPM2 module, turn the Volt off and back on again. Now charge your Volt. Your battery range will come back to the original 10.3kwh ( or whatever it was before the GM dealership HPCM2 firmware update ) per full charge range.

This method works 100% because I successfully performed this on my 2012 Chevy Volt car after a GM dealership reprogrammed my HCPM2 module and subsequently I lost 1.2kwh per full charge. ( 9.1kwh ).

Will VXDIAG VCX NANO Work with VDASH?

VIDA isn't the only application that can make use of these adapters. A Czech company called D5T5 offer a separate app called 'VDASH'. In addition to some basic diagnostic abilities VDASH can also (for a fee) perform various coding tasks (enabling features etc.) along with selling flash remaps that can be applied at home.

DiCE is preffered and fully supported for programming. All other J2534 devices are supported for diagnostics and sometimes experimental programming.

VDASH is primarily for personal Volvo vehicles and specifically for their diagnostics along with installing softwares using an OBD II socket. VDASH is fully compatible with the DiCE Volvo cable and some original or really good J2534-based interfaces, for example: vxdiag.

Note:

Mongoose is not supported.

For other VXDIAG series (VCX SE and VCX DoIP you need to test by your side.)

D5T5 brings the support of generic J2534 devices into VDASH. There're plenty of various devices on the market, we started with affordable VXDIAG. The basic diagnostics seem to work, the DIM languages have been tested too. The overall functionality is briefly the same, but may slower than with DiCE, for example, P3 CEM pin decoding is 3-5x slower, also DIM loading is slower than usually, including all the reading functions. The best performance seems to be with the P3 cars (using industry standard ISO protocol, except the decoding functionality listed).

Currently (May-2020) only support the following J2534 hardware:

VXDIAG (VCM II) or VCX-NANO:
J2534 DLL version: 04.04.180926
J2534 FW version: 1.6.5.0 or 1.6.6.0, or 1.8.x

upgrade the firmware to the latest version using the downloads here:
http://www.vxdiag.net/managecenter/download/vxdiag.zip

We don't provide VDASH software. VDASH is publicly available on the d5t5 website.

Here is the instruction on how to decode CEM PIN with VXDIAG and VDASH.

To be able to apply a config change you first need to decode the PIN used by the cars 'Central Electronic Module' (CEM). On 2010 Volvo XC70 D5 AWD this can be done by the VDASH application. It's a one time task, I think the application essentially brute-forces it's way to the PIN by trying every single combination until it finds a match.

One of the tasks that VDASH can perform is to program additional keys to the car. My car only came with a single key. I don't really like owning a car with a single key – mostly because I suspect my toddler will lock himself inside with the key at some point, or hide it somewhere around the house. VDASH charge a very reasonable €22 to code a key, and blank keys can be picked up for about £25 on eBay.

So, the process should be simply a case of decoding the CEM PIN, then paying some money and running through the steps to code an additional key. Typically, a DiCE clone adapter seems to be able to decode the PIN in about 8hrs. VXDIAG takes more than this.

To perform the CEM decode the car needs to be left with the key in, along with a laptop, and a battery charger connected to prevent it from draining. So the first challenge was squeezing the car into my garage far enough to close the door and give me somewhere secure to leave it.

D5T5 state that you need at least a 12A charger to sustain the car.

After leaving the car connected for 48 hours it was still showing 11 days remaining. Thankfully, you can stop this process and pick up where you left off. I needed to use the car this weekend so I've stopped it at a rather depressing 14% completion. The internet seems to suggest that the ETA is inaccurate and it'll probably finish a lot sooner. I imagine that's because it only needs to run until it finds a match and 100% is probably the point that every possible combination has been tried, so unless I'm unlucky and no match is found until the final combination is used it should hopefully finish before then.

I'd run into a second issue the last time I attempted to crack the PIN. After about 48hrs of trying to charge a battery with a constant drain from the car my smart charger decided that the battery must be faulty and stopped charging, leaving the car to flatten itself. Thankfully, I caught it whilst it was still showing a little over 11v, and it charged back to a healthy state just fine once the adapter was removed.

I've connected a spare battery between the car and the charger this time to effectively give the car a larger battery. If nothing else it might buy me some extra time to notice that my charger has turned off and restart it. Far from an ideal solution, but I'm keen to use what I've already got to get through a process that I should only have to carry out once.

Got the adapter connected to an old Macbook running Windows 10 and VDASH. The software picked up from where the adapter had left off. I installed a VNC/Remote Desktop server on the laptop so that I could keep an eye on progress from the warmth of the house.

So VXDIAG VCX NANO with VDASH is slow but it got the job done over a weekend. You need to decode the CEM unit and keep the car charged or it will stop. Once the pin is obtained Vdash stores the pin to your account so it isn't needed if you have to change computers. From there you pay for your changes and program the car.

VXDIAG Update Benz C6 Driver for Xentry 2022.12

Allscanner VXDIAG released new Benz C6 driver to support 2022.12 Xentry.

2022.12.07 3.2.4.221207
UPD: Xentry Diagnosis 12/2022 new version support.

Connect vcx se benz or Benz C6 VCI with laptop

Run VX Manager

Update firmware- Update VCI and DoIP

Go to Diagnostic tab, Update Benz C6 driver

After update C6 driver, run Xentry recovery tool on the desktop to sync Xentry VCI.

Update firmware/VCI-> Update C6 driver-> Sync VCI

Don't mess up the order.

VXDIAG Xentry 2022.09 Won't Connect Any Car Solution

Problem:

One of our customers got the VXDIAG VCX SE and 2022.09 Xentry HDD but it won't connect to any Mercedes. Failed to communicate with 2005 w163, 2017 W205 and 2013 W212. Failed to read VIN or manual input along with error "initialization of the multiplexer has failed". Any solution?

Solution:

He got technical help from vxdiagshop.com via Teamviewer.

He didn't update the Benz C6 VCI driver.

Xentry 2022.09 requires the latest C6 driver upgrade.

Do the following:

1. Update Benz C6 driver in vx manager

2. Run Xentry recovery tool on the desktop to sync Xentry VCI.

NOTE: Don't sync VCI before update C6 driver. Always update C6 driver first.

3. Xentry 2022.09 is working fine. It will communicate with vehicle now.