Central locking,alarm and no start issues

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Phanc60844

Member
Posts
58
Location
Stoke on trent
Hi,
The D2 has been sat in the drive for about a month . Came to start it yesterday, first I couldn't open it on the fob ,then as soon as I put the key in the ignition the alarm went off and the starter won't turn. I can shut off the alarm by putting the key in the door and turning but as soon as I return it to the ignition the cycle repeats. The battery is good, changed the battery in the fob ,no change but the red light illuminated on the fob anyway before/after. I've tried to communicate with the BCU with Hawkeye, it starts the tests, then the interior light and dashboard lights go off /on twice, then reports it can't communicate there is a serial link fault. BCU faulty? Or something else? Any help greatly appreciated.
Paul
 
Hi, it's immobilised hence the BCU is locked for settings, you have to remobilise by unlocking with the fob or with EKA code to be able to use hawkeye on it, if the alarm doesnt react to the fob try with the second one if you have if not replace the RF receiver maybe you are lucky to be that cos it's plug and play, if it's not the receiver and you dont know the EKA code you'll have to replace the BCU anyway. I hope the battery is well charged though. Good luck
 
Last edited:
sierrafery said:
Hi, it's immobilised hence the BCU is locked for settings, you have to remobilise by unlocking with the fob or with EKA code to be able to use hawkeye on it, if the alarm doesnt react to the fob try with the second one if you have if not replace the RF receiver maybe you are lucky to be that cos it's plug and play, if it's not the receiver and you dont know the EKA code you'll have to replace the BCU anyway. I hope the battery is well charged though. Good luck



Cheers, New rf reciever ordered. I don't have the EKA code but we shall see what happens.
Click to expand...
Paul
 
Yeh, it's times like this that you realise that your V5 wasn't where you thought it was. I'm hoping I won't need it though. I had a look at the receiver and there was some corrosion on the earth tab and on the circuit board. Cleaned up but made no difference, new one due about Tuesday
 
I've been digging around and looking at the circuit diagram. There are 2 connections on the reciever, a live from the BCU and an earth. Now if the reciever is to be available at all times to recieve a signal from the key ,the signal or live wire and the earth need to be connected at all times? I've done a continuity check on the earth and I get nothing. The earth location drawing shows it is on the bulkhead (C0551)around the steering wheel somewhere? Anyone know where? If anyone thinks there's a flaw in my logic then let me know but tomorrow I'll locate the BCU and find the earth in/ earth out connections and see if its the BCU breaking the earth path?







Paul
 
The receiver has a permannent regulated power supply from the BCU on the pink/grey wire and direct earth on the black(if it's the old type), the black/brown wire is the signal input to the BCU, at C0551 is the BCU's main earth which has nothing to do with the receiver. The receiver should get earth through the eyelet connector at the fixing(that's important) beside the black wire in the plug which on newer modells is not even there, you dont have to chase the earth header, simply spice into the black wire with and earthed wire from the receiver's fixing if you think that's the problem but as long as it was well tigthened to the body i doubt it's that
 
OK, that's saved me going down a blind alley. Just been back to the RF unit and checked the pink line, nothing, zilch, Nada. I've checked a few fuses as the drawing seems to show a few to go at but I've not found anything blown. Can you confirm which ones I should be looking at?







Thank



P

The receiver has a permannent regulated power supply from the BCU on the pink/grey wire and direct earth on the black(if it's the old type), the black/brown wire is the signal input to the BCU, at C0551 is the BCU's main earth which has nothing to do with the receiver. The receiver should get earth through the eyelet connector at the fixing(that's important) beside the black wire in the plug which on newer modells is not even there, you dont have to chase the earth header, simply spice into the black wire with and earthed wire from the receiver's fixing if you think that's the problem but as long as it was well tigthened to the body i doubt it's that



aul
 
Check fuses F13 engine bay, F20 interior fusebox but make sure there is power on them too also there can be a contact/corrosion issue at C0485/0480 pin 7 where the pink/grey wire passes from the BCU to receiver but it's a whole mess in the diagrams cos the wire colours are not matching so chase the pink,grey wire there and see if you have power on it there

1696193093562.png
 
Phanc60844 said:
OK, that's saved me going down a blind alley. Just been back to the RF unit and checked the pink line, nothing, zilch, Nada. I've checked a few fuses as the drawing seems to show a few to go at but I've not found anything blown. Can you confirm which ones I should be looking at?







Thank



P

The receiver has a permannent regulated power supply from the BCU on the pink/grey wire and direct earth on the black(if it's the old type), the black/brown wire is the signal input to the BCU, at C0551 is the BCU's main earth which has nothing to do with the receiver. The receiver should get earth through the eyelet connector at the fixing(that's important) beside the black wire in the plug which on newer modells is not even there, you dont have to chase the earth header, simply spice into the black wire with and earthed wire from the receiver's fixing if you think that's the problem but as long as it was well tigthened to the body i doubt it's that



aul
Click to expand...
Right, new RF reciever fitted, BCU back from callrova and we have started! The only issue I have now is that there are 2 persistent faults showing on the ECU, 3018 coolant high temp and 3034 coolant temp fault active. My hawkeye is reading a coolant temp that is steadily rising whilst the engine is running, it doesn't seem like a faulty sensor but that's what it's saying. Any ideas?
Paul
 
Phanc60844 said:
The only issue I have now is that there are 2 persistent faults showing on the ECU, 3018 coolant high temp and 3034 coolant temp fault active. My hawkeye is reading a coolant temp that is steadily rising whilst the engine is running, it doesn't seem like a faulty sensor but that's what it's saying. Any ideas?
Paul
Click to expand...
If the coolant temp sensor fails the ECU works with the fuel temp sensor's signal so what you see on live data can be that, unplug the ECT sensor and measure resistance with multimeter across the pins when the engine is cold then the coolant temp should be very close to the ambient temp shown by a thermometer and based on the table below you can figure out if it's OK or not

1697126496747.png
 
sierrafery said:
If the coolant temp sensor fails the ECU works with the fuel temp sensor's signal so what you see on live data can be that, unplug the ECT sensor and measure resistance with multimeter across the pins when the engine is cold then the coolant temp should be very close to the ambient temp shown by a thermometer and based on the table below you can figure out if it's OK or not

View attachment 299877
Click to expand...
OK, it's showing 3.6k with the replacement at 10 degrees, the old one was 2.6k. Changed it, still can't clear the fault. I've looked at the wiring diagram and it shows the connections to the ECU plug c0158 on pins 7 and 18. I've checked back from there,I've got continuity of 0.1 ohm on each line, no continuity to negative on each and when the sensor is plugged in show the sensors 3.6k ohm. So the ECU is connected to the sensor ,the sensor seems to be reading correctly yet I can't clear the fault??? Any ideas, just it just need a running and some time on it before it will clear?
Paul
 
BTW, before it was immobilised everything worked OK and no code? is it the original ECU on the vehicle? i've seen cases when this permannent ECT fault was present if the ECU had a wrong fuel map without any problems on the ECT path
 
Callrova had it with the BCU to check that they worked together but didn't report any issues with it. Would a Nanocom be able to reset it rather than the Hawkeye?
 
Phanc60844 said:
Callrova had it with the BCU to check that they worked together but didn't report any issues with it. Would a Nanocom be able to reset it rather than the Hawkeye?
Click to expand...

I'm quite sure they cheked only the BCU-ECU relation for immobilisation not the engine management side of the ECU. Hawkeye is the most reliable with the engine management, if it can't clear that code while the sensor and it's circuit were both ruled out then most probably the probem is with the ECU
 
OK, I just tried an experiment. You said that if the sensor is faulty, the ECU reads the fuel temp instead? I disconnected the coolant sensor cable and connected it to the old sensor in a cup of warm water. From cold the hawkeye live data read 38degc, Plugged it back into the one still on the engine (cold)and it read 18 degrees. So it's still pulling live data through even though the hawkeye says the sensor is in fault. Is this a hawkeye fault and there's nothing wrong with the ECU???
 
Phanc60844 said:
So it's still pulling live data through even though the hawkeye says the sensor is in fault. Is this a hawkeye fault and there's nothing wrong with the ECU???
Click to expand...
it's 99.9% the ECU... it would be the first time to see such Hawkeye glitch, especially that you said this fault was not there before it remained immobilised, IMO something happened with the ECU too at that moment, is it Eu2 or Eu3 engine? can you tell what p/n is on the ECU?
 
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