V

ehicle control unit re-

programming is here,

J2534
now. Virtually every new
vehicle on the market
supports some level of
reprogramming or reini-
tialization. Rapid expansion in electronics
has led to a software explosion. Software

REPROGRAMMING:
engineers are faced with the demand to
create reliable software in increasingly
shorter periods of time, so programming
mistakes are bound to happen. Repro-
gramming in the field can correct the
unforeseen problems created by these
software errors. Are you ready to per-
form this service, or will you have to send
these customers to another shop?
My December 2006 MOTOR article,
“J2534 Reprogramming: No Flash in
TIME TO GET ON BOARD?
the Pan,” discussed the evolution of
J2534 reprogramming and provided an
BY BOB PATTENGALE
overview of the reprogramming process.
If you know nothing about this subject,
it would be helpful to review that article.
Visit www.motor.com to download a
copy. This article will focus on changes
to the SAE J2534 standard and explain
how to justify the cost of reprogramming
and reprogramming equipment. It will
also answer some frequently asked ques-
tions on the subject.
The SAE J2534-1 standard has not
changed since December 2006. How-
ever, additional vehicle manufacturers
now offer J2534-1 reprogramming ca-
pability on their vehicles, and more af-
termarket tool companies have made
J2534-1 devices available.
As a reminder, J2534 reprogramming
was included in the amendments to the
Clean Air Act of 1990 and focuses on
emissions-related powertrain control
module (PCM) and transmission con-
trol module (TCM) reprogramming.
J2534 was designed to provide a low-
cost reprogramming solution to the af-
termarket and covers 2004 and newer changes in the future. The SAE J2534 Chrysler is attempting to develop an
vehicles. Reprogramming access for Standards Committee has implemented aftermarket reprogramming solution for
non-emissions-related modules and old- an optional standard called J2534-2, non-emissions-related modules using
er vehicles is not mandatory. The EPA which is designed to cover non-emis- the J2534 interface. If successful, the
has added language to the Clean Air sions-related systems and engine con- specifications for this solution would be
Act suggesting that vehicle manufactur- trol systems that do not fit into the made available in the J2534-2 standard.
ers provide reprogramming coverage J2534-1 standard. How will this help? In theory, providing no internal hard-
back to 1996 model vehicles, if possible. Currently, Chrysler offers only PCM ware changes to your reprogramming
Ford, Chrysler, GM and others do pro- and TCM reprogramming via J2534-1, equipment were necessary, you should
vide coverage for these older vehicles. but dealership technicians are able to be able to perform a reprogramming or
What about non-emissions-related reprogram many other modules using software update via an existing J2534 in-
modules? This is where you’ll see some factory diagnostic tools. terface, which would then make that

54 March 2008

It may not be a universal panacea, but
J2534 reprogramming capability should
have a place in any forward-thinking
shop’s diagnostic arsenal. The argument
gets even more compelling as access
to more non-emissions-related
modules becomes available.
toool also capable of reprogramming
the Chrysler non-emissions-related
modules. Unfortunately, most J2534 de-
vices will require hardware upgrade or
replacement to accommodate the new-
er vehicle communications protocols.
GM already uses portions of J2534-2,
which allows all vehicle modules to be
reprogrammed via a J2534 device using
the TIS2Web software.
Prior to the Automotive Service As-
sociation’s CARS convention held this
purchase the TIS Techstream software
and interface separately. The current
answer is No. However, the company
went on to say it’s working through a
process of validating the TIS Tech-
stream software with generic J2534 de-
vices. If successful, Toyota could make
TIS Techstream software available sep-
arately. Wow! Do you get the picture
here? After purchasing one generic
J2534 interface device and a software
subscription, you’ll have the equivalent
of the factory Toyota/Lexus diagnostic
and reprogramming tool.
Too good to be true? Let’s look at an-
other emerging technology. In 2002, the
Association for Standardisation of Au-
tomation and Measuring Systems
(ASAM) and the International Organi-
zation for Standardization (ISO) created
a joint Open Diagnostic Data Exchange
(ODX) expert group, which initially in-
cluded vehicle manufacturers Daimler-
Chrysler, Volkswagen, Audi, General
Motors and BMW, as well as tool suppli-
ers T-Systems, Softing, Vector Infor-
matik and DSA. The original group of
nine members has since grown to 19.
The initial goal was design: “An XML-
based standardized format to exchange
diagnostic data between participants in
Photos: SPX/OTC, Wieck Media & Jupiter Images
the diagnostic process in a digitally
processable manner.” What does this
mean? In a nutshell, the goal was to cre-
ate global diagnostic software and hard-
ware standards that anyone in the world
could use, not just for vehicles sold in
North America. The official standard is
ISO 22900-2, which includes the Modu-
lar Vehicle Communication Interface
(MVCI) and D-PDU API interface stan-
dard. This enables vehicle manufacturers
to design their systems to one standard,
and aftermarket tool manufacturers can
build tools to that standard.
Is this technology available today?
past Fall in Las Vegas, several vehicle Yes. The photo on page 56 (upper
manufacturers demonstrated the capa- right) shows two similar-looking in-
bilities of their new PC-based diagnos- terface devices built by Bosch Diag-
tic systems. The new Toyota TIS Tech- nostics. The blue device on the left is
stream diagnostic system uses an indus- the GM Multiple Diagnostic Inter-
try-standard laptop and a vehicle inter- face (MDI), which is already being used
face module similar to a J2534 inter- in dealerships as an all-modules repro-
face. If you wanted to purchase the Toy- gramming device. In 2009, GM will be-
ota tool right now, the price is $7995 gin phasing in vehicle diagnosis on this
and includes a Panasonic Toughbook platform with vehicles that have multiple
and accessories. CAN buses wired to the J1962 connec-
Toyota was asked if it was possible to tor. Next-generation networks will incor-
March 2008 55
 J2534 REPROGRAMMING

Photo courtesy Bosch Diagnostics

J2534 is based on an SAE standard that’s available to any
company interested in making a pass-thru reprogram-
ming box. These are just a few of the many pass-thru
tool options that are currently available for purchase.
Both of these vehicle interface devices were built by
Bosch Diagnostics to the ISO 22900-2 MVCI D-PDU API
standard. The blue interface is a GM-specific dealership
diagnostic tool, the green an aftermarket diagnostic tool
that can also be used for GM vehicles.

porate this communication architecture.
The green interface device on the
right is the Bosch Mastertech Vehicle
Communication Interface (VCI). Also
built to the MVCI and D-PDU API
ISO 22900-2 standard, this device will
perform the functions of the original
Vetronix Mastertech on 1996 and new-
er vehicles, has J2534 reprogramming
capabilities and will be capable of per-
forming factory diagnostics identical to
the GM MDI. Bosch Diagnostics is
not the only tool company producing
MVCI and D-PDU API ISO 22900-2
standard devices.
Is this generic interface concept start-
ing to sink in? What if you could pur-
chase an industry-standard PC and a
generic updateable interface device,
then buy vehicle manufacturer diagnos-
tic and reprogramming software as
needed. Is it possible to have a one-tool-
does-it-all solution? I believe the answer
to this question may very soon be Yes.
This concept could provide factory-level
diagnostics and reprogramming at a rea-
sonable price. The cost savings is based
on the concept that each vehicle manu-
facturer would no longer be required to
build a unique or custom diagnostic
platform because the vehicle interface
hardware and communication interface
standard have already been defined.
Wait, there’s more! What if once your
diagnostic scan tool was connected and
your diagnostic trouble code (DTC) re-
trieved, the related service information
and technical service bulletins were au-
tomatically available following a simple
mouse click. Toyota has demonstrated
this capability using the TIS Techstream
diagnostic solution. While this isn’t di-
rectly related to J2534 reprogramming,
it should give you an idea where vehicle
diagnostics is headed and how the in-
dustry is thinking ahead.
I receive calls about reprogramming
from technicians every week. The first
question I ask is, “What are you trying to
reprogram?” The term reprogramming
is generically used for many different
operations. For example, the operation
might be updating the existing module
software, initializing new components,
changing vehicle options, security sys-
tem lockouts, etc. The confusion comes
when you attempt to determine what
tool or process performs any given oper-
ation. Unfortunately, there’s no master
list that tells you what to do in every cir-
cumstance. There’s no confusion with
factory diagnostic scan tools because
they’re designed to handle all repair pro-
cedures, including reprogramming.
Let’s break down the different repro-
gramming operations, which will help
determine what tools might be needed
to perform specific operations.
Reprogramming or recalibration
generally refers to an existing module
that requires a software update to cor-
rect an issue. This operation is normally
Screen captures: Bob Pattengale

Fig. 1 Chrysler, Ford, GM and other service information websites provide a way to check for updated module software. Lo-
cating these website addresses is simple. Visit the NASTF website (www.nastf.org) for links and add the addresses to your fa-
vorites for quick access. If you're considering getting into reprogramming, use these sites to begin your feasibility research.

56 March 2008
performed with a factory scan tool or a
J2534 reprogramming interface.
Initialization or variant coding gen-
erally refers to a new component or
module that’s being installed in a vehi-
cle and needs to be matched or initial-
ized for a specific application. This op-
eration is normally performed using the
factory scan tool or an aftermarket scan
tool with applicable software.
Antitheft or security system initializa-
tion generally refers to programming the
appropriate security release codes for ve-
hicle restart after a repair. Reprogram-
ming new keys also falls into this catego-
ry. The operation is normally performed
with the factory scan tool with restricted
codes, but might also be performed with
a J2534 reprogramming device.
Research is where the reprogram-
Fig. 2 The NASTF website (left above) has been updated to include a reprogramming requirements section. Simply click
on Service Information Matrix and select the vehicle manufacturer. As you can see, Honda/Acura provides a quick-look
reprogramming chart (right). The earliest models supporting reprogramming are the 2001 Accord and Insight.
ming process should begin. You must
fully research the procedure you’re try-
ing to perform. Don’t assume anything.
Also, you can’t rely solely on one source
of information when performing vehicle
reprogramming. If you’re using an af-
termarket information system and
something doesn’t make sense, spend a
few bucks and visit the factory website
for a second source of information.
Many technicians ask, “How much
will reprogramming cost, and can I get
a return on my investment?” The an-
swers are based on many factors, but
the bottom line is that you have to sell
reprogramming like any other service.
The first step is to figure out how often
you’ll be doing it or how many vehicles
you’ll have to reprogram to achieve an
acceptable return on investment (ROI).
One option is to look up vehicles on
the Internet, not a complicated process.
Simply list on a note pad the vehicle
manufacturers your shop services and
add lines to count individual models as
they come in for service. The primary
manufacturers will be GM, Ford and
Chrysler. Using the NASTF website
(www.nastf.org) as a starting point, visit
the GM, Ford and Chrysler websites
and bookmark the J2534 reprogram-
ming links (see Fig. 1, opposite page).
For GM you’ll need the complete VIN,
for Ford the year, make and model and
for Chrysler it’s nice to have the current
software part number, but you can look
up the vehicle by year, make and model.
At the end of 90 days, count how many
vehicles might have needed a reflash. In
my experience, virtually every 1996 and
newer domestic vehicle had at least one
reflash listed. Not all of these vehicles
will need a reflash. The point is, you
need to start somewhere.
To figure the return on investment,
we need to establish some base num-
bers. The average cost nationwide for a
reprogramming service ranges from $80
to $125. J2534 tools vary in price, but
for the purposes of this article we’ll use
$1700. Reflash software pricing is a lit-
tle more challenging to figure, because
delivery methods vary.
We’ll use Ford vehicles as our first
ROI case. Access to Ford reprogram-
ming software costs $24.95 for three
days, which means you could actually re-
flash more than one Ford vehicle during
that time period. The labor cost varies
around the country, but many shops pay
a technician for one hour of labor. For
this case we’ll use an hourly wage of $25.
If you charge the customer $100 for the
service, subtract $24.95 for the software
and $25 for labor, your gross profit is
$50. Dividing this figure into $1700 (the
price of the J2534 device) reveals that it
would take 34 reprogramming jobs to
break even. If your shop does three re-
programming jobs per month, you’ll
have recovered the cost of the equip-
ment investment in less than a year.
GM vehicles require a larger initial
investment, due to the $995 annual sub-
scription for access. But the ROI is only
two additional reflashes. To simplify this
case, we’ll combine the cost of the J2534
device ($1700) and the annual subscrip-
tion ($995), for a total of $2695. The la-
bor stays the same ($25) and the price to
the customer is the same ($100), which
means the gross profit is $75. It would
take approximately 36 flashes to break
even ($2695 divided by $75).
As you can see from these examples,
it would not take a lot of reflashes to
break even. If you combine the oppor-
tunities with Ford, Chrysler and GM,
the payback period should be even
more reasonable. There are some addi-
tional costs involved, such as Internet
March 2008 57
 J2534 REPROGRAMMING
access, computers, bay space, etc., but
most of these should already be figured
into your business model.
This is the key question: What are
you losing when a vehicle needs to be
reflashed and you can’t perform the ser-
vice? There are three basic options
when this situation arises: You can tell
the customer to go to the dealership,
you can take the vehicle to the dealer-
ship for the customer or you can find an-
other shop or a mobile repair technician
that can do the reprogramming for you.
How do you know when a vehicle
needs a reflash? In the easy cases, you’ll
come across a TSB that specifically rec-
ommends a reflash to correct an issue.
But let’s look at another possible sce-
nario. Suppose you’re working on a ve-
hicle with a driveability issue, have com-
Fig. 3 This screen capture from the NASTF website shows the Honda/Acura
reprogramming requirements section. This is a quick source for high-level
requirements. For additional details, you’ll need to click on the link, which
will take you to the Honda/Acura service information website.
pleted your initial diagnostic inspection
and have found no obvious repairs that
would correct the problem. You have a
few options here. You could keep work-
ing until you find the solution, and hope
to sell more diagnostic time to cover the
cost. You also might replace marginal
parts, hoping to find a solution. Or you
could tell the customer to wait until the
problem gets worse. This is where shop
efficiency and customer confidence can
suffer.
I’m not suggesting a reflash will re-
solve all your driveability problems, but
if you can’t find an obvious solution to
the problem and a reflash is available, it
should be considered a viable next step.
58 March 2008
It would be nice if we had a detailed list
of what’s corrected by each reflash, but
unfortunately, there’s no such list. The
option is always up to the customer. But
you can rest assured if a vehicle shows
up at a dealership, reflashing will be one
of the first procedures recommended.
What does it take to get started on
reprogramming? Again, it depends on
which manufacturer’s vehicles you want
to reprogram. The first step in the
process, again, is research. The best way
to get started is to visit the NASTF
website, which has recently been updat-
ed and includes a new reprogramming
section under the Service Information
Matrix section. Simply select the vehi-
cles you want to reprogram and review
the manufacturer’s requirements.
The screen capture on the right in
Fig. 2 on page 57 is from the NASTF
website and shows information related
to Honda/Acura vehicles. As you can see
from the matrix, 2001 and newer Hon-
da/Acura ECM/PCMs can be repro-
grammed. Fig. 3 is a screen capture
showing the J2534 Reprogramming Ca-
pabilities and Computer Requirements.
There are a few items of interest. First,
if you click on www.serviceexpress.
honda.com, you’re directed to the Hon-
da website for additional details and
subscription information. Second, the
subscription is based on a calendar year.
The annual reprogramming subscription
is $300 and is active from Jan. 1 to Dec.
31. So if you purchase the software on
Nov. 1, it would be good for only two
months. And third, the specified PC op-
erating systems are Windows 2000 or
XP Pro only—no Windows Vista.
Vehicle reprogramming procedures in
some cases can take longer than 30 min-
utes. The system voltage must be main-
tained at a specific level during the entire
process. Chrysler TSB 21-005-07 recom-
mends a battery charger be used and the
voltage maintained between 13.2 and
13.5 volts. It also states the charging volt-
age should not climb above 13.5 volts.
The next step is to check the vehicle
electrical system, which is critical to
successful reprogramming—specifically
the condition of the battery and cable
connections. One additional step using
a scan tool is checking the PCM voltage
via the enhanced engine data. Look for
keep alive or ignition voltage parame-
ters. Compare the scan tool voltage to
the voltage at the battery. The differ-
ence should be less than .5 volt.
The final recommendation is to fol-
low the vehicle manufacturer’s instruc-
tions to the letter. Do not skip steps or
overlook recommendations. If at all pos-
sible, do not leave the vehicle unattend-
ed during the reprogramming process.
J2534 is a work in progress for both
the carmakers and tool manufacturers.
Even if you follow every recommenda-
tion, it’s possible for a reprogramming
procedure to fail, due to either the vehi-
cle manufacturer software or the J2534
device. In some cases, everything will
go fine on the second try. In other cases,
the module might be damaged during
reprogramming. You should know that
vehicle manufacturers and J2534 tool
manufacturers do not accept responsi-
bility for reprogramming failures. If a
failure occurs, it’s important to let some-
one know. My recommendation is to
send detailed e-mails to the vehicle
manufacturer and J2534 tool maker, in-
cluding vehicle year, make, model, soft-
ware version, etc. There may be a fix for
the issue you identify.
Vehicle reprogramming is here to
stay. Do you have a plan to satisfy the
needs of your customers?
Visit www.motor.com to download
a free copy of this article.