scoubix

Well, hadn't used Pscan in a while as my T4 is more often used, but today, I had to program a new genuine remote to a Pektron SCU on a friend's TF. New fob had XPart label on the PCB and was sold through Rimmer Bros, came with the barcode. Fired up the T4, programming was successful with all 22 digits but the new fob wouldn't operate, the earlier one would still. Attempted a 2nd programming with T4 but came with an error suggesting this barcode was already registered with the SCU (make sense), still wouldn't operate.
Figured I'd try PScan...1st attempt, programmed with the 21 digits (omitted the checksum), PScan came up with the same checksum as on the barcode, programming successful and new fob operates as expected (older one too of course).
Goes to show how useful PScan is even for those of us with a T4. Have yet to understand though why programming with T4 did seem to work yet didn't, and how PScan could program a barcode that was already stored in there, if we are to believe T4...I did program a Pektron before with T4 and had no issue then.

Roverlike wrote:

EKA do exist on cars with infrared fobs. I have it. Maybe not with all of them, and not all models, but it is there. I do not know if early 200/400 would have EKA implemented, but I would expect it is implemented starting 1994 forward.

EKA does exist on 'some' cars with infrared, but not the 200/400 R8 generation, that's for sure. They only implemented EKA when RF fobs and 5AS was introduced for MY 94.5.
Cars that have EKA with infrared are the Rover 600 and 800, 800 only starting from VIN 194916. That is when they started pairing the CCU with the engine ECU (only with MEMS, not PGM-FI cars). Cars prior to that VIN don't have EKA (I own a 800 with VIN below that number and it doesn't have EKA at all). From VIN 230967 (96 MY), they moved to RF fobs as well.
Rover 600 had EKA from VIN 144845. When they moved to RF starting from VIN 246797, they removed the need for EKA : a transponder was inside the key itself.

Passive immobilisation is extension of EKA code to further securtiy measure. To stop the car being started if the car was even unlocked by the fob, but left open and unattended. Without the fob you will not be able to start it. Honda engined cars can have passive immobilisation implemented in the same way EKA code is implemented.

Still, I don't see technically how this can relate to ECU pairing between the 5AS and the engine ECU, which you implied was mandatory for passive immobilisation. The Honda PGM-FI has never been technically capable of being paired with the 5AS. So if passive immobilisation was available on those cars, it would mean it's just a timer that starts when you stop the engine and triggers immobilisation after 30 seconds, instead of just waiting for a fob signal.

I'll send you a PM for further discussion

Roverlike wrote:

YWC103630 is not an alarm. You cannot code anything to it. It is specific type of relay, nothing more.

Let me set some facts strait. EKA code is used in case that you forget you fob, or loose you fob to be able to get your engine starting. It does not mean you have to pair your alarm ECU with the engine ECU. EKA existance does not mean that alarm ECU is paired with engine ECU. Once EKA is entered you will be able to start the engine numerous times without entering it each time.

If you have passive immobilisation feature then you have alarm ECU paired with engine ECU.

If you want more info on this subject I am willing to provide it, but not on the open forum, since I have Honda engined Rover with EKA code.

I may have worded my comment poorly but I didn't mean that EKA was there because of engine-5AS pairing. I only meant that since the Honda ECU couldn't be paired to the 5AS unit, there was no need, in my opinion, for EKA coding on these cars. The purpose of EKA, as you mentioned, is to be able to start the car. On MEMS cars, since the MEMS is paired to the 5AS, there is a need for some sort of code when the fob is missing, since the 5AS is sending out an unlock code to the MEMS when the fob is used. When there's no pairing, and no communication between the 5AS and the engine ECU (PGM-FI in the Honda case), what would the EKA code be there for? I may accept your comment that it does exist, but what's the point really? There's no technical need for it. Unlocking the car with the key should be enough to get it started, as was the case with those cars before 5AS was introduced and when they used infrared fobs...there was no EKA then.

When you mention that passive immo then you have pairing between the 5AS and the engine ECU...then it means that on the 200/400 R8 cars, which had passive immo added in late 1994, there never was that feature on Honda-engined and diesel cars...since no pairing on these?

I'm about 99.9% sure that the Honda 216 and diesel-powered cars that use the RF transmitter (starting from 94.5 MY, ie all cars who have BD as their last letters in the VIN) don't have any form of EKA. Their engine ECUs were not as "advanced" as MEMS and are not paired to the 5AS (you could actually replace those engine ECUs with one from any similar donor car with no need for reprogramming). A friend of mine with a 94.5 MY 216 SLi not long ago had his fob out of sync with the car, I told him how to sync it again by pressing down on the fob 4 times but in the interim when he only used the key, he never had to use any form of EKA to get the car started...the car has the 3-round plug with green cap in the engine bay.

In fact, the 94.5 MY diesel and Honda-engined cars, which again use the same RF fobs, have a specific immobilizer unit, one used in many other Rover cars, such as 600 and 800, its part number is YWC103630 and it looks like this. It's a Lucas 3TH unit. The K-Series engined 94.5 MY and beyond cars don't use it.

The 5AS can be accessed (and the EKA read) even if the car has been unlocked with the key only. It's only the later Pektron unit that would need unlocking (either with remote or known EKA) to be accessed. At least that's what the T4 would allow you to do, never had the chance to test with pscan but I would imagine it's the same since this is down to the ECU internal coding to allow access or not based on car lock status.
You mention your car is a 1995 216. Do you mean an early mk3 Rover 200 (bubble) or a late mk2 (R8) 216 with the Honda engine? It is my understanding that the Honda-engined cars never had any form of EKA.

I have added the feature of testing outputs to very few ECUs.  It's something that I should do but so few people ask for it.

For KV6 engines, testing the proper functionality of the VIS motors is really a must. I'm sure all KV6 owners would love to have that...

what would be the best translation of these words in French?

 

Hello Philip

Would translate best to "Echec de communication: l'interface n'est pas alimentée. Veuillez la brancher sur le véhicule".

I'm native French and bilingual so can help you with the translation stuff. If you want to provide a text file with all of your strings, I can review existing translations and add those not yet translated.
By the way, I hadn't used pscan for a long time until today, I've owned a couple of T4s including a mobile USB one for some time and pscan has since been left aside most of the time, but today I couldn't get my T4 to successfully communicate with a 45 V6 a friend has just bought, so I fired up pscan thinking "worth a shot"...and I could successfully connect to the EMS2000, the 5AS, the Bosch ABS...reminded me how useful pscan can be even for those of us with T4 (which, especially the T4 Mobile USB one, is rather buggy).

I would love for you to be able to add features to the EMS2000 such as testing outputs, especially the VIS motors, one thing that is always useful on T4 to check if they're still functional. Or maybe it's already there in BMW mode, I only tested in ISO mode...