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[Tolak]

Where do the messages shown on the central display come from?  
Is there one ECU that sources all of the information?
If it is the engine ECU, do all the fault messages displayed also have a fault code from the paperclip?

I'm looking at the "Automatic Gearbox" message that I'm getting, and so wondering if the engine ECU knows about it, but may not be producing a fault code.
Thanks,
Tom

[TheBoy]

Where do the messages shown on the central display come from?  
Is there one ECU that sources all of the information?
If it is the engine ECU, do all the fault messages displayed also have a fault code from the paperclip?

I'm looking at the "Automatic Gearbox" message that I'm getting, and so wondering if the engine ECU knows about it, but may not be producing a fault code.
Thanks,
Tom

the ecu on the display sources info from various areas.  in case of auto gearbox, directly from gearbox ecu

[Tolak]

the ecu on the display sources info from various areas.  in case of auto gearbox, directly from gearbox ecu

Excellent. Thanks for that. This means that only one ECU is responsible for that mesage, and I can trace down this potentially major fault. (I hope it is also the source of the Engine limitation... )
Next step is to interrogate the Gearbox ECU.  Should I be able to read the Gearbox ECU fault codes through the standard test connector under the steering wheel? And do I have to use a Tech2, or is there a different sort of "paperclip" that I can use?

[TheBoy]

the ecu on the display sources info from various areas.  in case of auto gearbox, directly from gearbox ecu

Excellent. Thanks for that. This means that only one ECU is responsible for that mesage, and I can trace down this potentially major fault. (I hope it is also the source of the Engine limitation... )
Next step is to interrogate the Gearbox ECU.  Should I be able to read the Gearbox ECU fault codes through the standard test connector under the steering wheel? And do I have to use a Tech2, or is there a different sort of "paperclip" that I can use?

gearbox ecu will need a reasonable code reader.

also, need to fix throttle sensor first!

[Tolak]

gearbox ecu will need a reasonable code reader.

also, need to fix throttle sensor first!

Apparently the car was working OK, no reported faults, and then (following an abrupt stop) the gearbox warning came on and the engine speed no longer responded to the pedal.
Is it likley that two completely separate systems would have failed at the same time? Or more likley that (say) the gearbox fault forces a degraded engine operation?
I'm with Mark's DTM Calib, to see if the throttle position is reported correctly by the Engine ECU.  Unless you happen to know if the 'box ECU fault causes the Engine ECU to go into degraded mode by overriding the supply signals to the two position sensors (hardware solution that would override any software faults).  In which case, the Engine ECU is correct in its report, but the cause is still not the actual sensor but the excitation for the sensor.
(Happy to go fully into the technology on this; I work with electronic controllers in the avionics industry.  Just don't know the logic/ground rules for the automotive versions)

My main problem is that I don't have access to a code reader or diagnostic monitor for the ECUs, so can neither monitor the throttle position nor read the gearbox fault codes.  So I'm guessing from the outside.

Unless I can swap in components from the Petrol V6 Auto (same year) to assist diagnosis.
Oh, yes, still waiting for Haynes Manual, too, so anything special to vehicle is outside my knowledge.

[TheBoy]

The gearbox can tell the engine to go to reduced power, but not that much reduced power!  Far more likely the throttle sensor fubar, preventing engine revving. Gearbox also reads this signal (used as part of gearchange map), hence could be valid reason for throwing g/b fault

[Tolak]

The gearbox can tell the engine to go to reduced power, but not that much reduced power!  Far more likely the throttle sensor fubar, preventing engine revving. Gearbox also reads this signal (used as part of gearchange map), hence could be valid reason for throwing g/b fault

Thanks for that; the relative scale of protection is not something I'm used to at an automotive level.
Would the accelerator pot be the same item on the V6 as the TD?  So can I swap them around? Not sure the V6 is DBW, but also was surprised to find that the TD is DBW.

And, whilst recognising your comments elsewhere that only a Tech2 will do all the tasks required, would I get any value out of a ELM327 or similar to read the ECU data?  Sounds like a neat bit of kit, but I'm hoping that I won't be getting the use out of it....

[TheBoy]

The tractor engine is DBW.

Very few cheap readers will read anything other than engine, and some can only code read, and not show live data streams.

[Tolak]

The tractor engine is DBW.

Very few cheap readers will read anything other than engine, and some can only code read, and not show live data streams.

Would the V6 be DBW? So would it have a TPS pot?

Presumably the deciding factor for the functionality of the reader is the software, which is always the expensive bit.  After all, the interface chip (in this case, ELM327) is standard across a range of products.  Ah, but I suppose it depends if they clock it and buffer it correctly... Never mind; the answer is Tech2, unless you get lucky.

[tmx]

i have an idea but i require a real comport opelscan egay lead

work have got special software that can interface with most interface chips

but i dont want to pay £££ for one

[Dave DND]

work have got special software that can interface with most interface chips

So have we, but interfacing with the chips is not the problem . .

Communicating in the correct protocol is the real issue here.  

Tech2 is the only viable solution, and much cheaper than any development work trying to reproduce one.

[TheBoy]

The tractor engine is DBW.

Very few cheap readers will read anything other than engine, and some can only code read, and not show live data streams.

Would the V6 be DBW? So would it have a TPS pot?

Presumably the deciding factor for the functionality of the reader is the software, which is always the expensive bit.  After all, the interface chip (in this case, ELM327) is standard across a range of products.  Ah, but I suppose it depends if they clock it and buffer it correctly... Never mind; the answer is Tech2, unless you get lucky.

All Omegas have TPS, as ecu needs to know throttle position, and speed of movement.

Cabled v6 engines have it on TB, so very unlikely to be same, not sure if dbw v6 will use same type as tractor - I'd guess not.

[tmx]

this software has millions of different protocols!!!!!!!!!!!!! can attempt auto detection aswell its used for interfacing with telecomms equipment but it reckons it has a fair few obd protocols on it