servicing and the computer
- Thread starter birdseye
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Not likely, seeing as the software is bespoke to the BMW CG1 diagnostic hardware, licensed only to main dealers, and even if it was compatible with a laptop, you would need the dedicated cabling. I live in hope that one day somebody much cleverer than most of us will 'reverse engineer' the protocols used by the BMW canbus system and write their own diagnostic software in a similar fashion to VAG-COM, which is the system used by most home users for VW/AUDI group cars with CANBUS. Rosstech are working on Bim-COM for BMW cars, I will send them an email regarding the new 1200 series bikes use of CANBUS and see if they are planning any modules for it.
http://www.onboarddiagnostics.co.uk/vagcom/
http://www.ross-tech.com/products.html
http://www.onboarddiagnostics.co.uk/vagcom/
http://www.ross-tech.com/products.html
Mouse
Registered user
Hardware wouldn't be a problem, you can buy off the shelf CAN interface modules that connect to serial or USB ports on a standard PC. CAN (to be pedantic the system is called CAN, the "CAN bus" is the bit of wire that carries the signals) is an industry standard after all.
But as Pukmeister said, you need the software to interpret the protocol that BMW use, which is probably different to that used in their cars, just to be awkward
But as Pukmeister said, you need the software to interpret the protocol that BMW use, which is probably different to that used in their cars, just to be awkward
skywalker
Guest
You've more chance of platting fog !!birdseye said:
sjwb
Registered user
ALL cars by regulation have a J1962 socket which may be used by ANY person with a scan tool to read emission related error codes (DTC). It is illegal for a manufacturer to bar access to said codes, thus the commonality with all cars. Said codes are designated by standards whereby ALL manufacturers have to comply. For instance a code P1313 will mean the same for a Chrysler or Volvo - namely Misfire rate catalyst damage bank 1 (A).
Non emission related codes are not covered by said legislation, so without the aid of GT1 one could not determine let us say ABS codes / errors.
Quite how motorcycles get round this state of affairs is unknown to me, but I would suggest that the sctrictures placed on motorcycle emissions are not as tight as that for cars. However, I would suggest that the error codes are industry standard, but the access ports are not; hence no generic scan tools.
Regarding CAN, if I may clarify? The acronym stands for Contoller Area Network and does not relate specifically to the 'twisted pair' connecting harness. The CAN protocol allows connection of nodes to report to, or read from, the ECM. Nodes being hardware such as knock sensor, pedal demand potentiometer, IAT, AC compressor state, etc, which relate to each other as required by 'packets' of bytes. The ECM for instance needs to be aware that the AC compressor has engaged, thus requiring an increas in idle speed. The AC sends said signal on the network for all to see, but only the ECM is affected and acts on said state by opening the throttle to aquire the necessary idle speed (same thing happens when increased electrical load is placed on the system). This is why you have idle control valves on the 1200 GS to maintain the correct idle speed, thus a stable charge rate and emission output. Things will be much better when full 'fly by wire' is fitted.
My apologies if this sounds pedantic, but I hope that it may clear up some misconceptions.
Non emission related codes are not covered by said legislation, so without the aid of GT1 one could not determine let us say ABS codes / errors.
Quite how motorcycles get round this state of affairs is unknown to me, but I would suggest that the sctrictures placed on motorcycle emissions are not as tight as that for cars. However, I would suggest that the error codes are industry standard, but the access ports are not; hence no generic scan tools.
Regarding CAN, if I may clarify? The acronym stands for Contoller Area Network and does not relate specifically to the 'twisted pair' connecting harness. The CAN protocol allows connection of nodes to report to, or read from, the ECM. Nodes being hardware such as knock sensor, pedal demand potentiometer, IAT, AC compressor state, etc, which relate to each other as required by 'packets' of bytes. The ECM for instance needs to be aware that the AC compressor has engaged, thus requiring an increas in idle speed. The AC sends said signal on the network for all to see, but only the ECM is affected and acts on said state by opening the throttle to aquire the necessary idle speed (same thing happens when increased electrical load is placed on the system). This is why you have idle control valves on the 1200 GS to maintain the correct idle speed, thus a stable charge rate and emission output. Things will be much better when full 'fly by wire' is fitted.
My apologies if this sounds pedantic, but I hope that it may clear up some misconceptions.
DaveGSCymro
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Sorry for hijacking this thread, but does anyone do a lead to connect the bike to the Bosch KTS, Autodiagnos or Snap On scanner for the 1150GS 03 model?
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