Professional_Tool_And_Equipment_News_August_2019 - 64

Programming for
the future

The practice of recording information before and following a repair is not new,
but the methods and technology to do so have improved over time.

By Scott Weaver, Contributing Editor
gonzosae@aol.com

omputers and data signals are now the norm in vehicles, and
communication between a vehicle's electronic pathways and
mechanical components must be maintained and upgraded
from time to time. It's not like your phone's apps, which seem
to require an upgrade every time you turn around. For vehicles,
new situations arise and new procedures are developed that need to be
entered into the vehicle's matrix. That, of course, is the reason for updates to
vehicle software.
When we talk about "programming"
electronic injection system. This vehicle
it is usually associated with the replacehad no service port either, and like the
ment of a computer or component in the
Cadillac, most diagnostic work was based
vehicle. Other times, the update may
on reading the three basic electrical prinhave to do with a TSB. Some programciple players - amps, volts, and ohms - at
ming is only required if you've made
various test points or connections.
some major changes, such as replacing
the transmission.
THE CHIP AND THE CAR
So, how does one enter new updates
By the early 1980s, the first aluminum
and information? Is this something a
boxes were prevalent in nearly every
vehicle. The ECM age was upon us.
DIYer can do, or is this something that
needs to be handled professionally? First,
These early systems were more of a 'look
let's discuss where all of this began.
and tell' monitoring system. The check
engine light was introduced, as well as
THE BEGINNING OF THE
the service ports for the technician. Back
then the ECM could be disconnected and
ELECTRONIC AGE
The first vehicle manufactured in the
tossed in the trunk to be forgotten about,
U.S., with what we might consider a true
because it only watched for trouble and
did not evaluate or correct faults. It still
computerized system, would have been
the 1979 Cadillac. Looking back, it was a
left the vehicle with a moderately responrather crude attempt at the sophisticated
sive engine and transmission system. But
systems we have today. Nevertheless, this
that was about to change.
model did use a TPS and a 'revolution
At one time, the microchip was the
counter' (today, we would refer to it as
mainstay of vehicle electronics. Again,
a crank sensor). Still, the '79 Cadillac
this chip in comparison to today's syslacked an interface point where a techtems was rather simple in its operation.
nician could gain access to the comThe basic rhythmic patterns of the fourputer signals. Basically, there was no
stroke engine could be mapped out on a
ALDL port.
chip, which allowed timing and fuel to be
Even before the 1979 Cadillac model,
compensated at various engine loads and
import vehicle manufacturers (which
speed requirements. These chips became
tended to have about a 10-year head
the basis for the first 'updates' regarding
start in technology changes compared
engine performance.
As time went on, the need for a more
with domestic models) had introduced
in-depth system of checks and balances
the 1974 Type 4 Volkswagen with an

PTEN

AUGUST 2019

www.VehicleServicePros.com

for the emissions - as well as security -
was on the horizon. Things for the technician were about to change again.

A NEW ERA OF PROGRAMMING

By the time the industry broke away
from a physical chip in the vehicle, the
modern technician was well on their way
to relocating their wrenches one drawer
lower to make room for the scanner.
These sophisticated machines became
the linchpin of programming, reflashing, downloading, and upgrading the
software on a vehicle's computer.
At first the upgrades were on discs,
and you merely transferred the data
from the disc to your scanner and then
entered it into the vehicle. Over time, this
changed to pulling the needed information from manufacturers' websites.

DIAGNOSTIC OPTIONS

Today, reprogramming choices are once
again on the rise. We've moved from
programming a single chip and snail
mailing the replacement chip to the
repair shop (as I've done in the past), to
instantly receiving manufacturer data via
the internet. The method has changed,
as have basic requirements for shops to
do this type of procedure. Now technicians must upgrade scanners, as well as
a vehicle's internal information. It's not
uncommon to arrive at the shop in the
morning and turn on the scanner only to
find it needs an hour of solid downtime
to load the latest software.
Technology changes so often that it
might be a good idea for some shops to
investigate alternatives for their programming needs. Partnering with a
mobile technician that specializes in
keeping his or her scanners up to date or

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