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6th December 2018, 21:23 | #31 | |
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75 Contemporary SE Mk II 2004 Man. Sal. CDTi 135ps, FBH on red diesel, WinCE6 DD Join Date: May 2010
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Quote:
The driver's door window (only this window) is fitted with a rubber strip along the top and front edge. Compression of the strip is the sensing device. I would assume that compression alters its conductivity.
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Harry How To's and items I offer for free, or just to cover the cost of my expenses... http://www.the75andztclub.co.uk/foru...40#post1764540 Fix a poor handbrake; DIY ABS diagnostic unit; Loan of the spanner needed to change the CDT belts; free OBD diagnostics +MAF; Correct Bosch MAF cheap; DVB-T install in an ex-hi-line system; DD install with a HK amp; FBH servicing. I've taken a vow of poverty. To annoy me, send money. |
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6th December 2018, 23:34 | #32 |
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75 CDT Tourer,2.5 Launch Saloon, Omipro MG/Rover (T4) Join Date: Jul 2007
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As Harry says above the Anti trap is fitted to the drivers side window only.
The problem with enabling the others with TOAF is that that safety feature isn't there on the other windows and could potentially cause injury. Those window motors do produce enough power to break fingers or even chop them off especially if it were a child or an elderly person. I found out this the hard way because I was fitting a drivers door catch on a car with lazy lock and vent enabled. The window opened all the way down before I could get my fingers out of the way and ended up breaking two of them. Whenever I change a drivers door catch now I make sure the connector to the window motor is unplugged Russ
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Replacement Key Service http://https://the75andztclub.co.uk/...d.php?t=244732 Full T4 Testbook diagnostics available. Diesel ECU repair and replacement. Options enabled or disabled as required. Diesel X-Power 135 and 160bhp, Rover 1.8T 150 to 160 MG 160 V6 to 177 upgrades available P.M. for details. |
7th December 2018, 13:17 | #33 |
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Just a quick question for Russ/Brian
Is it definitely the missing ambient air temperature signal thatinhibits the HRW? Given the behavior in the car, (HRW disables a short time after you stall the engine) would the more likely data between ECU and HEVAC unit be the engine RPM? (so HRW does not operate if engine is turned stopped)? Obviously the same symptom in the even of a failed ECU, but seems to fit closer to observed behaviour with a working ECU.
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Now offering T4 services in the Fareham area Replacement keys programmed / supplied / cut Diesel 135 upgrade available IPK virginisation and T4 matching available Sorry, due to a big change in home circumstances, I am unable to do any large jobs at present, but can still offer evening time diagnostics. |
7th December 2018, 17:34 | #34 | |||
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Rover 75 2.5 Connoisseur Auto (1999) Dealer launch model. Join Date: Mar 2007
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RAVE does say that the ATC [HEVAC] ECU receives "vehicle speed" data from the IPK and "main" K-bus. That seems to be misleading Brian because the IPK sends "Engine speed/road speed" to the HEVAC & BCU on the K-bus (Body Electrics Workbook 1999 page 60) which it gets from the ECM on the CAN bus. "Ignition switch status" is also sent by the IPK on the K-bus to all ECUs. I have also been puzzling over this part of Brian's explanation: Quote:
Significantly, RAVE says that the ATC ECU receives "Ambient temperature from the ambient temperature sensor in the bumper via a hard wired connection to the instrument pack and the main K bus". Any comments on that Brian? The second thing that is interesting about Brian's account is this: Quote:
IPK > HEVAC [ATC] ECU > BCU. The wiring diagram and RAVE explain that the ATC [HEVAC] ECU uses a special K-bus line called "K-bus 2" for communication with the BCU. The control signals listed are: 1. Fresh/recirculated air intake flap servo motor. 2. Air conditioning compressor. 3. Diagnostics and ... 4. HRW! It would appear that the purpose of this is when defrost mode is selected and the ATC ECU instructs the BCU to activate the HRW. Simon
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"Whatever is rightly done, however humble, is noble." Sir Henry Royce. Last edited by SD1too; 7th December 2018 at 18:21.. |
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7th December 2018, 18:36 | #35 | |
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It is the data from the latter which is transmitted back to the IPK via the CANBUS from the ECM Brian |
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7th December 2018, 21:17 | #36 | ||
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Quote:
Now, you seem to have forgotten to respond to Chris' highly relevant question concerning engine speed: Quote:
Simon
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7th December 2018, 21:44 | #37 | |
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Quote:
Yes i made the assumption it was the normal ambient air temperature sensor. Goes to show how complex the data busses on the cars are. Chris
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Now offering T4 services in the Fareham area Replacement keys programmed / supplied / cut Diesel 135 upgrade available IPK virginisation and T4 matching available Sorry, due to a big change in home circumstances, I am unable to do any large jobs at present, but can still offer evening time diagnostics. |
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8th December 2018, 00:45 | #38 | |
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Quote:
It is fed to VIA the IPK gateway to both the HEVAC ecu, along with the Webasto Thermotop ECU. You appear to think also by quoting from obscure MGR text makes you seem all knowledgeable too, sadly not always, because in a lot of cases things that would have been believed impossible in to achieve in 1999, or indeed in 2018 are inherently possible, provided you have the relevant knowledge One of those things was the fact once programmed it is impossible, even using T4 to reconfigure a diesel ECM to another car it was not originally configured too, and questions regarding both this and other things, such as the reasons behind why new model replacement DDE4 diesel ECM units produced by Bosch for Rover couldn't be programmed to the car, something neither Bosch or Omitec Instrumentation could provide an answer too. The OP has provided a fault scenario, the reason for the fault has been explained along with the cure for the problem. It has also been explained in depth, that the component that has failed on the PCB of the DDE4 is no longer available, that means that his original ECM CANNOT BE REPAIRED. He has also been advised as to the easiest recourse to resolve the issue he has with his car, so in the interests of other people who don't feel the need to wear highly polished brown shoes along with strange coloured jeans, please stop trying to make me look as if I don't have the first idea about the interactions between the various electronic modules in the car. Brian |
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8th December 2018, 07:55 | #39 | ||
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Brian, could you clarify a few matters of imprecision please because, as you know, I am Mr. Logical. So let's look at Chris' last post if we may:
Quote:
Quote:
Simon
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8th December 2018, 09:19 | #40 | |
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Quote:
On diesel models there are two sensors, one for use as in the petrol models, and the second is utilised by the ECM, and the data transmitted on the CANBUS to the multiplex in the KMB for onward transmission on the K-Bus to the HEVAC and Webasto Thermotop ECU. I hope this clarifies the situation, and also the differences between the diesel and petrol models. Brian |
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