Cardaq Plus 3

As a multi-protocol Pass-Thru vehicle interface, MaxiFlash Elite is a fully compliant SAE J2534-1 & SAE J2534-2 (March 2006) device. Specially designed to provide users with convenient PC communication and ECU reprogramming capabilities on any modern vehicle diagnostic bus, MaxiFlash Elite offers the most significant features desired by OEM customers: reliability, fast performance and flexibility.

Mongoose Pro Toyota 2 — мультифункциональный адаптер второго поколения от компании DrewTech (США), предназначенный специально для работы с дилерским диагностическим программным обеспечением Techstrem. Благодаря поддержке протокола J2534 прибор может использоваться и для работы со сторонним ПО.

Mongoose Pro JLR — мультифункциональный адаптер от компании DrewTech (США), предназначенный специально для работы с дилерским диагностическим программным обеспечением SDD Jaguar и LandRover. Благодаря поддержке протокола J2534 прибор может использоваться и для работы со сторонним ПО.

CarDAQ-Plus 3 — прибор нового поколения от Drew Technologies (США), предназначенный для работы с дилерским диагностическим программным обеспечением и поддерживающий протоколы SAE J2534-1 и J2534-2, а также CAN FD, 4 CAN Channels, v05.00 API и DoIP. Кроме того, для подключения к ПК в адаптере имеется высокоскоростной USB порт.Поддержка указанных устандартов также позволяет использовать адаптер для работы с программным обеспечением для программирования блоков от сторонних разработчиков (aftermarket software), таким как: PCM Flash, MMC Flasher, Openbox, Chiploader, Combiloader, BitBox или любым другим, для выполнения работ по чип-тюнингу. Скачать нужную прошивку адаптера и последнюю версию ПО J2534 Toolbox всегда можно с официального сайта производителя.

MongoosePro ISO/CAN 2 — мультифункциональный адаптер второго поколения от компании DrewTech (США), предназначенный специально для работы с дилерским и сторонним ПО, поддерживающим стандарт J2534. Прибор позволяет работать с большинством современных Европейских и Японских автомобилей.

Достаточно подключить прибор к автомобилю и к компьютеру на котором установлена дилерская программа и J2534 Toolbox, для того, чтобы можно было начать работать. Производитель имеет официальные договора на применение прибора вместо или наряду с дилерским сканером с некоторыми автопроизводителями, среди которых BMW, VW/AUDI, Volvo, Toyota, Opel, GM, Honda, Jaguar, Land Rover. Успешно поддерживает некоторые другие бренды, например, Mercedes Benz (включая программирование и кодирование), Renault, Peugeot, Citroen, Kia, Hyundai и другие.

Mongoose®-Plus Ford2 – профессиональный интерфейс для программирования и диагностики автомобилей Ford. Успешно протестирован для работы с автомобилями данной марки и одобрен компанией Ford для использования с дилерским софтом Motorcraft Ford Module, включая обновления ПО всех блоков, работу с ключами иммобилайзера, а также базовые диагностические функции.Mongoose-Plus® Toyota3 — мультифункциональный адаптер второго поколения от компании DrewTech (США), предназначенный специально для работы с дилерским диагностическим программным обеспечением Techstrem. Благодаря поддержке протокола J2534 прибор может использоваться и для работы со сторонним ПО.

OEMs globally trust Drew Technologies and approve the tools for their dealerships as well as their engineering uses, such as: testing, software development, EOL testing, and more. Drew Technologies fully tests our devices for compliance and meet all of today’s SAE J2534 standards.

Mongoose-Plus ISO/CAN 3 is a multifunctional second generation adapter by DrewTech (USA) designed for working with dealer and third-party software supporting J2534. The adapter allows to work with most of modern European and Japanese vehicles and is ideal for OEM designing and development as well as for use by amateur users.MongoosePro Nissan is our low-cost, high-performance reprogramming diagnostics interface for Nissan vehicles. It harnesses the capabilities of Nissan’s Consult III Plus R2R with full API 05.00 support, proving you don’t always have to go big to succeed!

The CarDAQ-Plus 3 is the next generation Drew Technologies fully supported SAE J2534-1 and J2534-2 device with even more advanced support including: CAN FD, 4 CAN Channels, v05.00 API and DoIP. In addition, there is a high speed USB port to connect to a PC.The support of these standards also allows you to use the adapter to work with the ECU programming software by third-party developers (aftermarket software), such as: PCMFlash, MMC Flasher, Chiploader, Combiloader, BitBox or any other, to perform chip tuning. You can download the adapter firmware and latest version of J2534 Toolbox software from the manufacturer’s website.

The CarDAQ-Plus 3 allows you to emulate any dealer diagnostic device whose software uses the protocols mentioned above to communicate with the adapter. Nowadays this software is available for most car brands. Thanks to its wide range of adapter and API capabilities, the device supports all the features of the original dealer software, including key programming and reprogramming of control units.Mongoose-Plus GM 3 is a multifunctional adapter by DrewTech (USA) for GM vehicles diagnostics. It supports GDS2, TIS2WEB for module reprogramming as well as Tech2WIN for diagnostics. It is a perfect alternative to the more expensive GM MDI interface.The diagnostic scanner for the whole range of VAG (VW, Audi, Skoda, Seat) passenger vehicles. Mongoose Pro Volkswagen works with ODIS official dealer software and is recommended for use at all VAG dealer stations all over the world.

Multifunctional diagnostic scanner Mongoose Pro JLR by DrewTech (USA) has been produced to replace the out-of-date VCM model. Approved by Land Rover and Jaguar, MongoosePro JLR is used as a full-featured dealer tool for ECU diagnostics, coding and reprogramming in Land Rover and Jaguar vehicles.Multifunctional diagnostic scanner Mongoose Pro Toyota 2 by DrewTech (USA) has been produced to replace the out-of-date Toyota Intelligent Tester II. Mongoose Pro Toyota 2 maintains the functionality of its predecessor and performs high quality diagnostics of Lexus, Toyota and Scion vehicles from 1996 up to now. The tool operates correctly with vehicles produced for Japanese, American and European markets. Toyota Motor Corporation officially approved MongoosePro Toyota 2 (MFC) as a supported interface and is going to promote it for Toyota, Lexus, Scion to dealer centres and aftermarket specialists under Techstream Lite brand. The tool provides full functionality of a dealer diagnostic scanner including coding, ECU adaptation, software update, VIN change and key programming.

SAE J2534-2 defines optional features for a device that performs ECU reprogramming on other non-emission ECUs as well. It also offers a way for an OEM to reprogram all ECUs on their vehicles “using J2534” by releasing and publishing necessary protocol information about non-emission ECUs.Each OEM is required to make available their ECU reprogramming calibrations on their own service information web sites. If ECU reprogramming is practiced in the dealership, then it is the responsibility of each OEM to maintain and update their own sites, and keep current calibrations available for download. Note that a fee set by the OEM may apply.

Each OEM is required to make available their ECU Reprogramming Application software on their own service information web sites. If ECU Reprogramming is practiced in the dealership, then it is the responsibility of each OEM to maintain and update their own sites, and keep current applications available for download. Note that a fee set by the OEM may apply.

The programming time varies among vehicles based on communication speed of the protocol used, calibration file size, total number of calibration files, the number of ECUs to reprogram, and Internet connection (latter is dependent on OEM). Newer vehicles with CAN protocol may be as fast as 2 minutes, while vehicles with CAN that have a lot of data to download will take well over an hour. Older vehicles without CAN can take anywhere from 15 to 60 minutes.

J2534 pass-thru reprogramming is only required for emissions based ECUs (eg. Powertrain, Engine, Transmission, Throttle Controller) and is mandatory on all vehicles from model year 2004 and forward. Additional support of reprogramming Chassis and Body ECUs will be dependent on each individual manufacturer’s reprogramming application software capabilities.

Mastertech VCI, Flasher Pro, and Flasher LT support aftermarket reprogramming functions offered by OEM reprogramming application software. The General Motors MDI can also be used in the aftermarket although its intended use is with GM TIS.Only those Powertrain ECU’s which are emissions-related and are Flash reprogrammable may be reprogrammed. Plus, the OEM will have to be performing reprogramming in its dealership on the particular Powertrain ECU as well.

The US EPA regulation mandates that automotive OEMs must comply with SAE J2534 pass-through reprogramming from model year 2004 and forward for their Powertrain ECU’s. If an OEM cannot comply with J2534 by model year 2004, they may request one year additional extension to become J2534 compliant. Additionally, the specification includes a provision that allows OEMs to use the J2534 reprogramming method on 1996 through 2003 model year vehicles as long as OEMs make all necessary additional hardware (i.e. vehicle connection cables for use with device and/or it’s auxiliary pin) available to the aftermarket. If an OEM cannot retroactively implement the J2534 pass-through reprogramming solution with or without special cables, they must make available to equipment and tool companies any information needed to develop aftermarket equivalents of their OEM-specific reprogramming hardware and software.

There a 3 key points that need to be followed for successful reprogramming. The vehicle’s system voltage must remain constant (specified by OE) during the reprogramming. The vehicle’s electrical system needs to be functioning properly (e.g. battery state of charge and state of health, cable connections and alternator charge performance). Note: Battery Testers can be a key addition to ensure these systems are up to the task of reprogramming. Follow the manufacturer’s reprogramming instructions in a step-by-step manner!Each OEM typically charges a fee for use of their site and/or for the ECU calibration download. These fees vary from OEM to OEM. Does the ECU reprogramming event utilize my Scan Tool? A J2534 compliant device for ECU reprogramming is considered a vehicle interface. A device requires a Windows-based PC (on which the reprogramming application software operates), with a USB or Ethernet port, and an internet connection (for Internet access to obtain reprogramming application software and calibration files).

A passthrough device is used in conjunction with a computer to reprogram vehicle control modules through the OBD-II/CANbus port. Each manufacturer has their own type, but SAE International standardized the J-2534 universal requirements in 2004, requiring all manufacturers to allow vehicles sold in the United States of America and Europe to accept powertrain reprogramming through specific universal parameters.SAE J2534 (also known as Pass-Thru) is a communications standard adopted by vehicle manufacturers. With J2534, independent repair shops can work on modern cars and have cost-effective access to information and OE programming downloads from vehicle manufacturers when required.

Opus IVS produces the most tested, validated, and accepted J2534 devices around the world used by technicians, dealerships and OEMs alike – with no need to purchase separate, expensive OE tools for each brand. Opus IVS has a suite of Pass-Thru devices to support your right-to-repair complex vehicles yourself. The OE-endorsed vehicle communication interface tools are backed by DrewTech’s market-leading J2534 technology. The connection between the J2534 hardware and the vehicle should be the SAE J1962 connector (Fig 2), also called the OBDII connector. The maximum length of the cable between the J2534 device and the vehicle is 5 meters. If the vehicle manufacturer doesn’t use the J1962 connector, necessary information for connection has to be provided.All messages sent from the PC application follow the same structure which consists of: protocol type (i.e. J1850, CAN, J9141), receive message status, transmit message flags, received message timestamp (microseconds), data size in bytes, extra data index (start position of extra data in received message i.e. IFR, CRC, checksum), and last but not least an array of data bytes (the received message). It is possible to send CAN messages longer than 8 bytes using ISO15765 commands if this feature was selected upon connection.The first command that is sent is the PassThruConnect which establish the connection between the PC application and the J2534 hardware tool. This command includes information about which protocol to use, standard or extended CAN identifier or if ISO15765 is used. The command also includes a channel identification which will be used for all following communication. If the connection was successful, a STATUS_NOERROR value is returned, which indicates that the function has been successfully performed. Before any messages can be sent an initialization has to be made, PassThruIoctl, where parameters like node address, baud rate or protocol specific parameters are set.Each manufacturer of a J2534 tool (hardware device) must have a DLL-file which includes functions and routines for communicating with the PC. The DLL-file is then loaded into the vehicle manufacturer’s application. The functions in the J2534 tool are linked to a corresponding function in the application. The DLL-file also includes routines for the connection (RS-232, USB etc.) between the J2534 tool and the PC. U.S. Environmental Protection Agency (EPA) and the California Air Resources Board (ARB) have been trying to get vehicle manufactures to support common emission-related services for the aftermarket. The Society of Automotive Engineers (SAE) created the J2534 standard, in 2002, to promote the EPA and ARB in their work. A vehicle repair workshop that wants to analyze and re-program vehicles from different manufactures must have an API for each. This API can be downloaded from the internet or installed from a CD or DVD. How this API is provided depend on the manufacturer, but they do charge the customer (repair workshop) ordering it. The price differs a lot between manufacturers, a one year subscription costs between $75 and $2500.This 3-part blog series introduces SAE J2534 (including it’s multiple editions), describes how to use the 2004 API, and then provides instruction on getting started with Kvaser and J2534.

Programming of an emission related ECU using J2534 is done from a PC, preferably a laptop computer, with a Win32 operating system (Windows 95 or later).This application will have complete information of the ECUs that are supported by the application. This application also includes a user interface where choices can be made depending on the ECU and what action to perform.The J2534 hardware interface should be able to provide a supply voltage between 5 and 20 volts to the J1962 connector. The power supply should use one of the pins 6, 9, 11, 12, 13 or 14 of the connector and this choice should be selectable in the software. The maximum source current is 200mA and the settling time should be within 1ms.

J2534 is a concept that enables flash programming of an emission related ECU regardless of the communication protocol that is used by the ECU. The purpose is that only one tool (hardware device), often referred to as the pass-thru device, should be needed for all kind of ECUs. The connection between the J2534 device and the ECU is a SAE J1962 connector. The J2534 hardware device is to be connected to a standard PC which holds the Application Program Interface (API) from the vehicle manufacturer (Figure 1). The connection between the PC and the J2534 hardware device is up to the manufacturer of the tool, but USB is probably the most common. A J2534 API DLL is provided from the hardware tool developer which handles the communication to the PC. The J2534 document withholds requirements for the hardware and software of a J2534 tool. The communication protocols supported are; ISO9141, ISO14230 (KWP2000), J1850, CAN (ISO11898), ISO15765 and SAE J2610. In 2005 J1939 was also included.The intention is that every J2534 tool should to be capable of communicating with all protocols supported by the J2534 standard. The application provided by the vehicle manufacturers use commands described in J2534 standard to connect to a hardware tool (of any brand). The connection and initialization gives the hardware tool information of which protocol that is used. Thereafter it is up to the hardware tool to manage the connection to the vehicle with de desired protocol. The PC application will send messages in the earlier determined protocol format to the hardware tool which buffers the messages and transmits the messages in the order they were received.

The J2534 hardware interface should have enough memory to buffer 4Kb of transmit messages and 4Kb of received messages. And the processor must naturally be fast enough to process all messages so that no messages are lost.

The J2534 API DLL provides a linkage between the API functions and the hardware tool. Since the PC application should not have to care about which communication protocol is being used between the PC and the hardware tool. Each manufacturer of a hardware tool has a DLL-file with a unique name. This way it is possible for the software application on the PC to distinguish which hardware tool to connect. It is important that the developer of the firmware in the hardware tool follows the API and name the functions exactly as in the J2534 description. Otherwise it will be impossible for the PC application to find the functions in the DLL when performing the linkage.The connection between the PC and the J2534 hardware can freely chosen by the manufacturer of the device i.e. RS-232, USB or maybe a wireless interface. The vehicle manufacturers programming application is not dependant on the hardware connection. Therefore any device can be used for programming any vehicle regardless of the manufacturer.The J2534 API consists of a number of functions for communication which must be supported by both hardware tool and vehicle manufacturer application. For the PC application developer this means that all commands and messages must made with the functions defined in the API. See table 1 below.Some ECUs sends a lot of messages with short period of time between each message. The filter function, PassThruStartMsgFilter, can be set to either block or pass messages. This will decrease the messages needed to be sent between the hardware tool and the PC. The message is first “ANDed” with a mask which gives the opportunity to compare only some important bits of the identifier. Thereafter the “ANDed” message is compared to a specific pattern.

Vehicles become more and more complex and almost every function is controlled by an Electronic Control Unit (ECU). The ECUs are often connected onto a communication bus to be able to share data between each other. The most common protocol is CAN, but there are other protocols. There are many Vehicle manufactures and almost as many different communication protocols. Every vehicle manufacturer has a tool for analyzing and reprogramming their product, and this tool is often expensive. This makes it difficult for a car, bus or truck workshop to analyze and repair all kind of vehicles.

Each vehicle manufacturer will have an own API software used for analyzing and programming of their vehicles. If their vehicles only use i.e. ISO 9141, no other protocols have to be supported by the application. It is important that this application conform to the functions in the J2534 API.

The CarDAQ-Plus 3 is the only pass-thru that offers the following features in a single device.The CarDAQ-Plus®3 is the next generation Drew Technologies fully supported SAE J2534-1 and J2534-2 device with even more advanced support including: CAN FD, 4 CAN Channels, v05.00 API and DoIP.

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Доставка товаров с аукциона eBay и интернет-магазинов США в Россию (Москва, Санкт-Петербург, Новосибирск, Екатеринбург, Казань, Нижний Новгород, Челябинск, Красноярск, Самара, Уфа, Ростов-на-Дону, Омск, Краснодар, Воронеж, Волгоград, Пермь и другие города).Не беда, мы вам его быстро напомним. Достаточно лишь указать адрес электронный почты или телефон, с которого вы всегда заходили, и на него будет отправлена ссылка, пройдя по которой для Вас будет сгенерирован новый пароль.В данном разделе представлены товары бренда Cardaq Plus 3, купить которые можно в нашем интернет-магазине по доступным ценам с доставкой из США (Америки) в Россию. Even if the engine warning light isn’t on, some other signs of a faulty ECU include a lumpy or misfiring engine, poor engine performance, lower fuel economy (lower miles-per-gallon) and a car that won’t start. If you’ve ever wondered just what’s going on under the bonnet, we’re here to help. In this essential guide to your car’s ECU, we describe what an ECU is, how it works, the different types of ECUs, and what happens should your ECU fail.

The cost to repair or replace your ECU depends on the nature of the fault you’re experiencing and your car. If it’s possible to repair your ECU, this could cost as little as £200.Before we start, we should warn you that remapping your car’s ECU isn’t a job for an amateur and isn’t a straightforward process. We won’t go into a description of how to remap an ECU (because it’s long and technical), but we can list some of the pros and cons if you’re considering it.

It’s free to join and you’ll receive money off your MOT, a free car health check and a welcome voucher that can be spent on any Halfords product or service.

An ECU remap should take a specialist around an hour and cost between £150 – £500, depending on your car and the complexity of the job. If you are considering it, understand the implications of ECU remapping and only use a professional ECU remapping firm to carry out the work.If your ECU is failing, the first thing you’re likely to notice is the orange engine management light appearing on your dash. This can make your heart skip a beat as you imagine thousands of pounds draining from your account, but that’s not always the case.

An Engine Control Unit (ECU) is the engine’s digital brain, monitoring and managing the essential systems that keep your car safely on the road. Your ECU controls everything in your engine, from idle speed to ignition – and everything else in between.The ECU controls everything in the engine, including the wheel speed, braking power, ignition timing, idle speed and the air/fuel mixture. Whether you’re taking the car to the shops or to a track day, your ECU is working in the background to ensure your car’s engine is working as efficiently and is as environmentally friendly as possible.

The ECU map inside your car’s ECU is designed to adhere to all emissions regulations and to perform in all conditions, temperatures and altitudes. The ECU fitted to your car’s engine provides the best all-round performance for your car’s engine, not the optimum speed or torque.As your engine is running, sensors feedback information to the ECU on how the engine is running. The ECU takes data from several sensors in your car’s engine, coolant system, exhaust and fuel injection system. It makes millions of calculations every second, comparing the information it gathers to performance maps inside it. If it spots a problem, it makes the necessary adjustments to ensure the smooth and efficient running of the engine. As your car is driving, the ECU can detect whether your car’s engine is running too rich (having too much fuel) or too lean (not receiving enough fuel). In a split second, it can accurately adjust the balance, improving performance and energy efficiency while reducing emissions. The cost of a replacement ECU isn’t just the part, but it’s the cost of removing the old one, slotting in the new one, and ensuring it’s tested and working. If your ECU needs to be replaced, then you should expect to pay around £1000, although this could be more or less, depending on the make and model of your vehicle.

At Halfords, we’re here to provide you with the best value for all your motoring needs, from engines to MOTs. Join the Halfords Motoring Club today to access a range of amazing benefits and discounts that are designed to keep you moving, keep you safe and keep you saving.While all cars are different, the warning signs are usually the same. A solid amber light means that there’s an issue with the emissions system. If the EML flashes, it’s indicating that your engine has a misfire that needs attention. If it’s a solid red colour, then there’s a serious fault that needs to be looked at immediately.ECU remapping is the process of overwriting the existing software and performance maps within your car’s ECU with new software and processes. Remapping, also called chipping or chip tuning, is a popular aftermarket mod that drivers do to get more performance from their engines.Thanks to the SAE J2534 Pass-Thru device, you can connect to the vehicle via the manufacturer’s diagnostic software, re-flash, and, in some cases, diagnose vehicles with factory functionality.All you need to do is connect the device, e.g. CarDAQ-PLUS 3, to the car and the computer on which the Dealer’s software is installed (access to the Dealer’s software must be purchased directly from the car manufacturer) and open the application dedicated to the J2534 tool (e.g. J2534 Toolbox for CarDAQ Plus 3 ) to start working.

Sounds hard? It’s not. Developers and automakers say to always keep everything updated to the latest version unless a message warns you otherwise. This makes taking 15 seconds to scan the help topics or news section of the website very important. Most of the time the automaker site will have warnings posted where you have to work to miss them.I may not have convinced you to begin programming, but I will ask this: If now is not the time, when will it be? There are mountains of repair procedures that cannot be completed without a flash or recode. If you wait until it is a part of every operation, the big question, “When will I make money with this?,” will be replaced with, “How much money am I losing by not doing this?

The name itself is an SAE (Society of Automotive Engineers) number assigned to a project, protocol or standard. In reality, J2534 is all of the above. It has five different iterations intended to perform different functions when applied to an OBDII-equipped vehicle. That is as deep as I am going to go into SAE for this article.To help relieve your trepidation with J2534, let’s first start at a high level and talk about what it can do. Our industry has lots of gurus on this topic and, in my experience, they assume a high level of understanding on the part of technicians when they talk about the topic.

I cannot stress enough how important it is to read the TSBs and procedures for the vehicle in advance of starting a repair. Very few reflash operations will result in a “bricked module” that you have to pay for should something go wrong, but the process can go from five minutes of turning the key off and on while you hit enter on the computer, to a very time-consuming process. The reason that we are not fully universal lies in all the variations of hardware and some legacy protocols that exist on vehicles. With that said, the requirement was for 2018 and beyond models to be fully compliant. Some automakers, for example, Ford, Hyundai and Kia, had such a big change to make that they decided to create a completely new tool to meet the criteria. Others have been working on J2534 for some time and are backward compatible for many years of vehicles —Toyota, GM, BMW, Jaguar/Land Rover, to name a few. A car or truck comes into your shop with a complaint of poor heater performance. The driver complains that on cold mornings the heater will blow cold during the drive to work in rush hour traffic. The car is not overheating and the air is coming from the correct ducts. The first time is always the worst time. You may have to enter a license, as in the aforementioned Techstream, or you may have to install various drivers (another one of those terms) or updates to them. I figure it takes me about 30 minutes to set up a J2534 package for most automakers. It will go much better if you read all of their documentation prior to attempting it. The original intended use for J2534 protocols was to create a standardized way to update software (firmware) on the powertrain control module on OBDII vehicles. The problem back then, and still present in your bays today, is that the vehicle development cycle was already in motion when J2534-1 was moving from infancy to usefulness. This means that you have some brands that could not support this type of programming well into the early 2000s. There are workarounds for that group of vehicles, but let’s say they are not very user friendly. In those situations, a factory scan tool is pretty much the only solution.Take the word Firmware, for example. This is tricky because technically the “reflash file” you install is firmware, but, generally, when the term is used in a 2534 setup, it is talking about the software version that is on the VCI device itself. To make all of these things talk to one another, you have to match up the OE software, the PC operating system, the plug-ins (Java, web browsers and a few OE specific plug ins) and the VCI firmware. Outdated or incompatible versions can put the brakes on the whole communication.

Производимое фирмой Drew Technologies оборудование пользуется доверием оригинальных производителей оборудования, которые одобряют выпускаемые фирмой автосканеры для дилерского использования и выполнения тех. работ: тестов и разработки софта, диагностирования и определения поломок, перепрограммирования всевозможных блоков и пр. Фирмой Drew Technologies проводится тестировка всех приборов и гарантируется всецелая совместимость с SAE J2534 стандартами.