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This is all I can get, which seems for older version N73 ( EZS) wiring diagram with baby 1.2Ah battery hidden inside the dashboard. Which facelift version has no such battery anymore.
pe54.21-p-2104-97daa - Wiring diagram for electronic ignition lock control unit (EZS
But the same wiring diag has facelift version of the CAN BUS E1....dugghhh
Either there is a newer wiring diag, or MB simply forgot to indicate the baby 1.2Ah circuit is for before facelift ?
Congrats MS! everything you touch is interesting
That's another bug you found in 2020-WIS regarding 2014 cars.
Do you think schematic error is going to get corrected 10Yr later??
Naming got changed EZS--EIS... is the solderless keyslot module.
EIS on both CAN-B+E...
I wonder what sort of work EIS is doing on CAN-E??
It's not supposed to act as gateway...
> ODD WIRING RESEARCH...
-- I find it quite interesting that both CAN-bus are showing a Z37 splices!! EIS is networked like a special unit... what does that say about others modules connections abilities to disfunction?
-- I was under the impression every bus was homerun straight to X-distribution blocks. Actually NOT SO!!
-- I've seen that some VIP's are networked off of the N10/1 SAM itself and not homerun to X-Blocks.
-- Schematic is showing an error: both splice and X-bar.
> I think the cars wiring itself is actually screwed up more so than just schematic mistake: WIRING MISTAKE is my next target.
-- MB is doing something special with this local network splicing. (why not splice RFK into nearby N10/2)
Normally CAN is networked as a star shape from X-Bars with 60R termination redidtors (instead of 120R)
Last edited by CaliBenzDriver; Dec 12, 2024 at 01:30 PM.
This is all I can get, which seems for older version N73 ( EZS) wiring diagram with baby 1.2Ah battery hidden inside the dashboard. Which facelift version has no such battery anymore.
pe54.21-p-2104-97daa - Wiring diagram for electronic ignition lock control unit (EZS
But the same wiring diag has facelift version of the CAN BUS E1....dugghhh
Either there is a newer wiring diag, or MB simply forgot to indicate the baby 1.2Ah circuit is for before facelift ?
Any help will be much appreciated.
Thanks
Although I don't understand the connection between baby battery and CAM E1, the CAN E1 is connected to EZS ( mainly for drive authorization data within the engine ECU) for pre and facelift as is clearly stated in your document.
- 02/13 means "under 02/13 and 03/13 - means after, so available for both variants
Although I don't understand the connection between baby battery and CAM E1, the CAN E1 is connected to EZS ( mainly for drive authorization data within the engine ECU) for pre and facelift as is clearly stated in your document.
- 02/13 means "under 02/13 and 03/13 - means after, so available for both variants
what do you think happens when N73 looses power that forced MB to add a special baby in-dash AUX battery power supply... is that a source of "X-mas tree" ?
We know the bigger in-trunk AUX is to feed VIP power during crank ECO cycles.
Last edited by CaliBenzDriver; Dec 12, 2024 at 01:38 PM.
Although I don't understand the connection between baby battery and CAM E1, the CAN E1 is connected to EZS ( mainly for drive authorization data within the engine ECU) for pre and facelift as is clearly stated in your document.
- 02/13 means "under 02/13 and 03/13 - means after, so available for both variants
When we want to troubleshoot or learn of the system, we need to make sure we have the correct wiring diagram....right ?
The CAN BUS CAN-E of pre-facelift only has CAN E and no CAN E2 of the facelift. Pre-facelift equivalent CAN E2 was then called CAN G if I recalled.
What got me confused is, why would MB did not state or using its famous dotted box, to indicate that a facelift car March 2013 and up, no more has the 1.2Ah battery they called G1/7.
The facelift start stop model get the AUX 12Ah not so small battery at the trunk called G1/13.
Imagine a techie first experience with a facelift W212 and he uses this diagram pe54.21-p-2104-97daa - Wiring diagram for electronic ignition lock control unit (EZS)
and the Eco Start Stop wiring diagram because there is a warning of AUX battery malfunction. He will surely tried to locate the 1.2Ah battery inside the dashboard too.
N73 module uses splices as STAR connection for the CAN E1 and CAN B.
I have posted about this many years ago in the CAN BUS TOPO thread.
CAN B
.
.
CAN E1
.
Why I asked if N73 wiring diagram has new version is :
I was thinking to have fun with tracing this super oldie issue, a STORED DTC issue since day 1 I own the car.
Usually its more often COM issue with N73 EZS , rather than COM issue with A1 - Instrument Cluster
Its always STORED and never CURRENT. Usually after few months I did not scan the car, next scan I will see STORED : COM to N73 issue, aka U016887
So CAN B seems to be the common denominator for A1 and N73.
.
.
The CAN B Z37/7z2 ( Low ) and Z37/6z2 ( High) splices is hidden inside dashboard.
.
One thing I do not know is, is the above specific to LHD car or also for RHD car ?
I guess it is specific to LHD car, because A1 Instrument Cluster and N73 - EZS is following steering wheel location.
So I probably will have to follow where the steering wheel is ,because the wire harness source is N10/1 Front SAM connector 11C.
Probably those 2 splices hidden where I placed the "?"
.
I think you have removed your A1-IC too , yes Cali ?
Were there any other wire harness visible inside that cavity when A1 removed ?
When we want to troubleshoot or learn of the system, we need to make sure we have the correct wiring diagram....right ?
The CAN BUS CAN-E of pre-facelift only has CAN E and no CAN E2 of the facelift. Pre-facelift equivalent CAN E2 was then called CAN G if I recalled.
What got me confused is, why would MB did not state or using its famous dotted box, to indicate that a facelift car March 2013 and up, no more has the 1.2Ah battery they called G1/7.
The facelift start stop model get the AUX 12Ah not so small battery at the trunk called G1/13.
Imagine a techie first experience with a facelift W212 and he uses this diagram pe54.21-p-2104-97daa - Wiring diagram for electronic ignition lock control unit (EZS)
and the Eco Start Stop wiring diagram because there is a warning of AUX battery malfunction. He will surely tried to locate the 1.2Ah battery inside the dashboard too.
.
The correct image orientation.
I agree with you almost 100%, all your statements here are completely true.
Although, a techy with experience will never start to search the aux battery from Wiring Diagram as he can follow the Xentry/DAS steps to understand if the battery is dead or old or not connected and he will use the documents under the "Remove/Install additional battery". Here at 54.10 there is 2 documents "as of" and "up to"..
N73 module uses splices as STAR connection for the CAN E1 and CAN B.
I have posted about this many years ago in the CAN BUS TOPO thread.
CAN B
.
.
CAN E1
.
Why I asked if N73 wiring diagram has new version is :
I was thinking to have fun with tracing this super oldie issue, a STORED DTC issue since day 1 I own the car.
Usually its more often COM issue with N73 EZS , rather than COM issue with A1 - Instrument Cluster
Its always STORED and never CURRENT. Usually after few months I did not scan the car, next scan I will see STORED : COM to N73 issue, aka U016887
So CAN B seems to be the common denominator for A1 and N73.
.
.
The CAN B Z37/7z2 ( Low ) and Z37/6z2 ( High) splices is hidden inside dashboard.
.
One thing I do not know is, is the above specific to LHD car or also for RHD car ?
I guess it is specific to LHD car, because A1 Instrument Cluster and N73 - EZS is following steering wheel location.
So I probably will have to follow where the steering wheel is ,because the wire harness source is N10/1 Front SAM connector 11C.
Probably those 2 splices hidden where I placed the "?"
.
I think you have removed your A1-IC too , yes Cali ?
Were there any other wire harness visible inside that cavity when A1 removed ?
Thanks
Let me try to help,
Park is on E (E1) on older models and on E2 for facelift.
Your stored fault code is related with Park.
I would not loose any energy over the CAN B for this matter, as it seems obvious that a SW update for Park should be tested before any complicated repairs.
CGW does not use "splices". This monitor, multiplex extract or add messages from one network to another.
CAN E is 500kb/s and CAN B is 125kb/s. There is enough room.for all, the CGW is never "busy", as this is the job.
Yes I agree with you, those are what I call robot techy.
They do work without needing to know a bigger picture of the wiring diagram totality, because they want the job done fast as per WIS.
That is mentality of a paid staff. Many techs in my country is like that, simply follow the book to the dot and such techy personally do not progress very far.
For us, at least me a DIY, I want to know more and learn more.
Wrong wiring information of N73 has no excuse, it is bad. But good if we know ahead of time
Yes I agree with you, those are what I call robot techy.
They do work without needing to know a bigger picture of the wiring diagram totality, because they want the job done fast as per WIS.
That is mentality of a paid staff. Many techs in my country is like that, simply follow the book to the dot and such techy personally do not progress very far.
For us, at least me a DIY, I want to know more and learn more.
Wrong wiring information of N73 has no excuse, it is bad. But good if we know ahead of time
Sir, you are in little error,
Tech in my country when they doing their job, they do based on their training and experience, Even if they are smarter than the trainer...any piece of schooling is helpful. Not to mention about the schooling that's expensive.
So depending of their ability to learn, some has better results than others.
Like in any job, in fact it's about level of knowledge.
For example, why use YouTube or why to remove Cluster to find the "Z" connection for CAN bla, bla? If you highlight or press the blue "Z" in WIS, you will find the exact "Location" and even the schematics of the "Z".
Or why to start any complicated repairs if you still does not study enough the "ambient " data from where, when, how, etc the fault code happened? This data is available under the"+" from the fault code description.
Even if this data is"wrong", "stupid " or non existent, there is always a path - kind of non available for a DIY'er, like TSB, Tips and if those are not sufficient, there is also another path named XSF....an electronic ticket that the trained techy can open at a higher level....as is always about the level.
Instead of being sad, I will always choose to learn even if I am the most beautiful guy in the world.
P.S. I have the impression that the EZS document is not wrong....
Park is on E (E1) on older models and on E2 for facelift.
Your stored fault code is related with Park.
I would not loose any energy over the CAN B for this matter, as it seems obvious that a SW update for Park should be tested before any complicated repairs.
CGW does not use "splices". This monitor, multiplex extract or add messages from one network to another.
CAN E is 500kb/s and CAN B is 125kb/s. There is enough room.for all, the CGW is never "busy", as this is the job.
This is how N73 wiring diagram should be, to be NOT WRONG.
Trigital wrote : For example, why use YouTube or why to remove Cluster to find the "Z" connection for CAN bla, bla? If you highlight or press the blue "Z" in WIS, you will find the exact "Location" and even the schematics of the "Z".
How do you think this image below comes about ?
If we see/use the WIS above to find Z37/7z2 , does the above image exactly tell us* where the wire harness is ? *For someone who never work on this wire harness before
AA. Is it under the wiper cowling ?
BB. Is it behind the A1 Instrument Cluster ?
CC. Or is it somewhere else hidden under the dashboard ?
- If the region is a Right Hand Drive car, that WIS does not state at all if the information is specific for LHD car only , but we can only assume as LHD specific, because LHD car is the biggest market.
Where is the location of Z37/7z2 according to your eyes seeing the provided image by WIS ?
-----------------
Please find item no 1 : Z25/1 , if you have so much faith in WIS wiring diagram.
Item 2 in pink circle: the 35mm wire going to Z25/1, that also does not exist, at least for my RHD car.
You will never find Z25/1, as it technically does not exist on my car.
The correct diagram should be below, and delete the first short 35mm wire I marked NIL, take Z25/1 as the battery terminal connector I labeled 1.
Imagine one thinking that Z25/1 interconnect is located between the battery towards the starter motor for engine M276.8 and RHD, he would not find it even till 30th February, if such day even exist.
One my engine M276.820 , the 35mm cable from PyroFuse F63 I labeled no 2 in green circle is a non stop cable direct to starter motor.
Some lazy WIS editor and/or technical writer at MB forgotten that M276.8xx Turbo uses 4 fuel lobes camshaft and not 3 fuel lobes camshaft of M276.9 3.5NA.
So WIS even with VIN number applied, will link an M276.8 engine to M276.9 document and thus the error. Not all M726 documents can be shared between M276.8 and M276.9
========
I am sure your background is/was MB tech of some kind because you are very knowledgeable for MB stuff and seems up to the higher level ones,
hence you don't like it when I stated the N73 wiring diag is "wrong" and whatever other comments you may find unpleasant.
I am being honest for my region, and it may not apply for your region.
Tech in my country when they doing their job, they do based on their training and experience, Even if they are smarter than the trainer...any piece of schooling is helpful. Not to mention about the schooling that's expensive.
So depending of their ability to learn, some has better results than others.
Like in any job, in fact it's about level of knowledge.
For example, why use YouTube or why to remove Cluster to find the "Z" connection for CAN bla, bla? If you highlight or press the blue "Z" in WIS, you will find the exact "Location" and even the schematics of the "Z". Or why to start any complicated repairs if you still does not study enough the "ambient " data from where, when, how, etc the fault code happened? This data is available under the"+" from the fault code description.
Even if this data is"wrong", "stupid " or non existent, there is always a path - kind of non available for a DIY'er, like TSB, Tips and if those are not sufficient, there is also another path named XSF....an electronic ticket that the trained techy can open at a higher level....as is always about the level.
Instead of being sad, I will always choose to learn even if I am the most beautiful guy in the world.
P.S. I have the impression that the EZS document is not wrong....
That "+" is Freeze Frame data, yes I seen and use them. It is no use for my Park DTC because it shows nothing out of the ordinary and the DTC pops out not often and no Park system ever malfunction.
I would think your suggestion for newer software update in any .... is the best bet.
One thing for sure, MB engineers never would imagine that in my city, due the insane motor-bikes squeezing their ways between cars, the parking sensor can beep non stop till I got to kill it ,
otherwise I will puked from the beeps.
The MB software is a lot better than the true idiot Toyota Corolla Cross 2020 parking sensors ALGO.
This is how N73 wiring diagram should be, to be NOT WRONG.
Trigital wrote : For example, why use YouTube or why to remove Cluster to find the "Z" connection for CAN bla, bla? If you highlight or press the blue "Z" in WIS, you will find the exact "Location" and even the schematics of the "Z".
How do you think this image below comes about ?
If we see/use the WIS above to find Z37/7z2 , does the above image exactly tell us* where the wire harness is ? *For someone who never work on this wire harness before
AA. Is it under the wiper cowling ?
BB. Is it behind the A1 Instrument Cluster ?
CC. Or is it somewhere else hidden under the dashboard ?
- If the region is a Right Hand Drive car, that WIS does not state at all if the information is specific for LHD car only , but we can only assume as LHD specific, because LHD car is the biggest market.
Where is the location of Z37/7z2 according to your eyes seeing the provided image by WIS ?
-----------------
Please find item no 1 : Z25/1 , if you have so much faith in WIS wiring diagram.
Item 2 in pink circle: the 35mm wire going to Z25/1, that also does not exist, at least for my RHD car.
You will never find Z25/1, as it technically does not exist on my car.
The correct diagram should be below, and delete the first short 35mm wire I marked NIL, take Z25/1 as the battery terminal connector I labeled 1.
Imagine one thinking that Z25/1 interconnect is located between the battery towards the starter motor for engine M276.8 and RHD, he would not find it even till 30th February, if such day even exist.
One my engine M276.820 , the 35mm cable from PyroFuse F63 I labeled no 2 in green circle is a non stop cable direct to starter motor.
Some lazy WIS editor and/or technical writer at MB forgotten that M276.8xx Turbo uses 4 fuel lobes camshaft and not 3 fuel lobes camshaft of M276.9 3.5NA.
So WIS even with VIN number applied, will link an M276.8 engine to M276.9 document and thus the error. Not all M726 documents can be shared between M276.8 and M276.9
========
I am sure your background is/was MB tech of some kind because you are very knowledgeable for MB stuff and seems up to the higher level ones,
hence you don't like it when I stated the N73 wiring diag is "wrong" and whatever other comments you may find unpleasant.
I am being honest for my region, and it may not apply for your region.
.
Indeed, the Z37/7z2 is correctly displayed, sorry.
1 - behind the cluster and/or hidden under the dashboard....I never bother as the CAN B ( or any,) can be easy monitored with Xentry and measured even with multimeter, oscilloscope, etc.
2 - for Z25/1....here you can listen and learn from me, or not...as you can see WIS does not give you a "red link", meaning is not available for your model as the availability is clearly stated.
About N73, if you want I can explain why the schematic is perfectly OK. Anyway, your conclusions based on your knowledge and findings are also correct.
The 'truth" is always based on a sum of elements that's available and understandable, it's always biased by circumstances and of course by the height from where you have the access to scan the surroundings. Till God, there always be someone else sitting higher with a better view than anyone else...
The WIS is a way to solve problems very quick, of course if you have enough time you can reverse engineering entire car and you can obtain 100 times more information's. I know that WIS has a lot of bugs, of course it has.
But WIS is not a User Manual, is not for "someone who never work...'"
N73 module uses splices as STAR connection for the CAN E1 and CAN B.
I have posted about this many years ago in the CAN BUS TOPO thread.
CAN B
.
.
CAN E1
.
Why I asked if N73 wiring diagram has new version is :
I was thinking to have fun with tracing this super oldie issue, a STORED DTC issue since day 1 I own the car.
Usually its more often COM issue with N73 EZS , rather than COM issue with A1 - Instrument Cluster
Its always STORED and never CURRENT. Usually after few months I did not scan the car, next scan I will see STORED : COM to N73 issue, aka U016887
So CAN B seems to be the common denominator for A1 and N73.
.
.
The CAN B Z37/7z2 ( Low ) and Z37/6z2 ( High) splices is hidden inside dashboard.
.
One thing I do not know is, is the above specific to LHD car or also for RHD car ?
I guess it is specific to LHD car, because A1 Instrument Cluster and N73 - EZS is following steering wheel location.
So I probably will have to follow where the steering wheel is ,because the wire harness source is N10/1 Front SAM connector 11C.
Probably those 2 splices hidden where I placed the "?"
.
I think you have removed your A1-IC too , yes Cali ?
Were there any other wire harness visible inside that cavity when A1 removed ?
Thanks
Many ppl are quick to hand out BS, fewer to help and even fewer hand out well deserved appreciation.
All good things in Team Surya happen only because MS! rocks.
>Rule No1: MS! knows where and why his digging what he feels like researching.
>Rule No2: MS! discovered the mystery pump solenoid and the many poor GND incarnations besides brakes, suspensions and infamous field trips downtown and up country hills.
>Rule No3: cut MS! some slack when needed using well earned credits with a rational mind.
>Rule No4: When MS! is not entirely right, he's still not entirely wrong either.
THANK YOU SURYA for your unequalled W212 contribution!
+++++++++++++++++++++++++
Here's a prime example of Rule No1... > CAN WIRING FOR N62/Park:
I think your parking sensor is an interesting case of poor CAN-Bus wiring.
It's interesting because many chassis sport this bug reproduced over and over. It contributes to overall poor networking performance that ultimately impacts ECU/TCU performance by way of CGW bottleneck.
This is Not a garden-variety random minor issue! We're going to cancel another biggie that's often quiet.
Personally I do not have "park assist" option but I recognize the exact same pickle with my RFK, failed from factory but working!
Failed and working in the same sentence relates to limited marginal CAN performance.
> NOT SO STORED...
Here we need to recognize misleading vocabulary. Status "Stored" is not the oposite of "Current".
Stored means part-time transient marginal operation. It simply is not a hard-fault.
This has the potential to solve a networking issue plaguing many-many-many MB, purposely.
> HERE'S WHAT:
Based on what I've gathered we're dealing with a disturbance that impacts networking.
Its either crossover glitches or significant line impedance.
The long story short... calls for rewiring CAN pairs with better conditions: path + shield.
> Clean cut or not:
The CAN transceiver chips used in most modules are self-adapting. They have ability to learn their environment to adapt a range of levels.
We need to work with that knowledge: result may be instant or not.
A little more research will give us a giant step for prestine CAN without handcrafted chaos.
> Heart of this mater:
courtesy MS! research!!
UNEQUAL STAR branches
this star distribution has super unequal branches with undersized noisy wires.
This disables chip adaptiveness!
Why is this "man-made chaos" because MB goes out of its way to artificially create a side sub-branch.
CAN branches with different impedance network on different voltage levels... Resulting in transient unable to communicate with XYZ but fine with ABC modules.
-- Transceivers can best communicate over one common level.
-- The star branches need to be improved towards equality.
How to best fix this with the most simplicity???
+++ IC with Halloween look...
I did remove IC to inspect it's build grade.
Yes harness bundles run on the inside at least for facelift.
We don't need to be concerned with the splice quality until we decide to unsplice individual members... a little too extreme for now.
This game of unequality I am sure MB uses it elsewhere like INJECTORS + COILS. Our honest interest being cylinders equality with equal voltage and GND. We know these lines are pulsed for multishots. Wires need to pass the top current of pulse spike not only the average in undersized skinny wires.
+++ AMAZIN' FOR MANY CAN's:
The purposely unbalanced branches are used on CAN-B + CAN-C + CAN-E... This increasingly screws up bandwidth for VIP's where it matters most.
I propose to test counter measures on CAN-B first then deploy on VIP CAN afterwards.
Watch transient disappear and premium GDI performance soar courtesy of Team MS!
> MB W212 Recipe:
As evidenced with solderless VIP's:
+ YoYo : unstable Voltage
+ solderless pins : unstable connections
+ painted GND : unstable power
+ unbalanced CAN star : unstable networking
= transient ECU/TCU data : unstable timings
= moody powertrain performance!
+++ Transceiver REBOOT...
The learning adaptation of module transceiver chips is exactly what gets reset during reboot. Temporarily good until level adaptation fails to meet the wide adaptability of artificially unbalanced star.
The repair task is to rebalance normal branches that are troublesome. That means those hanging of SAM:
X-Bar > F-SAM> Z-Splice MS! is trying to locate.
I think were on the same page.
Last edited by CaliBenzDriver; Dec 13, 2024 at 05:27 PM.
The N62 PARKtronic thingy will be next year exercise after I am done with the rear suspension. Mine is the simple Code 235 variant.
I never yet mess with grounds for passenger side kick panel, where my N62 module supposedly located at, it will be a good time to take a look.
The N62 PARKtronic thingy will be next year exercise after I am done with the rear suspension. Mine is the simple Code 235 variant.
I never yet mess with grounds for passenger side kick panel, where my N62 module supposedly located at, it will be a good time to take a look.
I was just gonna ask where's your Parktronic: passenger footwell - That's exactly where's my DistronicPlus is located.
We know everything inverted/mixed up: LHD vs. RHD.
Distronic+ I believe operates on a different CAN not subject to the regular network disruptions [may well be worth emulating then!]
MS! perhaps your original GND posts in passenger footwell explain your really productive yo-yo. I used to get my YOYO after over 45mn drive.
Personally I can't wait to go forward with a simple solution. I am seeking stable timings with zero randomness.
I am positive we're going to discover something about the special CAN branch attached to N10/1 away from shared X-bus!
Seems the couple VIP modules attached to SAM are made "HARD TO REACH" on both our chassis
kill-switch on a countdown timer
[BTW, while on the EIS/KG CAN topic: want a hidden hi-jack kill switch on a 99¢ AliExpress timer board?? ]
> STAR PIECES...
Thank God, the small number of components limits our scope. We just want an honestly balanced star architecture.
F-SAM/CGW interacting with a pair of Bus bars per CAN.
#1: I don't know what's going to happen (better/worse) when I move the local branch away from F-SAM back onto X-Bar like all modules.
#2: connecting left side to right bus-bars with a better twisted pair. I'll be curious to find improvement there.
#3: check if MB is using CAN 60R/120R resistors to upset necessary branches balance.
I foresee the solution to involve basic rewiring.
Last edited by CaliBenzDriver; Dec 13, 2024 at 11:46 PM.
N62 Parktronic Code 235 is using CAN E2, same with A1 Instrument cluster .
The Code 641 Dynamic LED headlight is also on CAN E2, but you won't find it on the X30/26 CAN E2 distributor block.
One must find 641 LED wiring diagram or use Front SAM N10/1 wiring diagram to see 641 LED is using CAN E2.
N62 Parktronic Code 235 is using CAN E2, same with A1 Instrument cluster .
The Code 641 Dynamic LED headlight is also on CAN E2, but you won't find it on the X30/26 CAN E2 distributor block.
One must find 641 LED wiring diagram or use Front SAM N10/1 wiring diagram to see 641 LED is using CAN E2.
X-Block to SAM Splice
I see similar issue on all other CAN:
local member modules have a hard time networking with the special pool spliced off of F-SAM. It's allegedly a connection straight through the SAM.
-- Footwell Parktronic reports networking transient fault to EIS 3FT away
The least we can say is the SAM local Z-splice is not providing network stability.
-- Meaning it adds difficulties swapping data... spreads extra chaos over said bus.
-- For some odd reasons... they are made hard to reach despite being super close by.... so that's interesting: why so & how to cancel this
> Bigger Boo-Boo: solderless modules collection
All members of the local SAM splice are... solderless: ESP + HL1+ HL2
> Hidden in plain sight:
this is the amazin' feature that's tanking CAN-B, CAN-C, CAN-E not quite straight through !?!?
-- schematic is showing straight through that is not directly connected through SAM-IN to SAM-OUT
-- Is there some type of logic level boost, correction or reformatting like in fiber repeaters
-- Perhaps undersized circuit traces are used to introduce lossy connection... what's the purpose of routing twisted-pair line through SAM PCB
Last edited by CaliBenzDriver; Dec 14, 2024 at 06:42 PM.
============ ISO 11898-3, also called low-speed or fault-tolerant CAN (up to 125kbit/s), uses a linear bus, star bus or multiple star buses connected by a linear bus and
is terminated at each node by a fraction of the overall termination resistance. The overall termination resistance should be close to, but not less than, 100 Ω.
============
All these beyond my skill , but it is good to read them and be NOT totally blind on the physical layer side of CAN BUS.
===========
On yachts navigation system , CAN BUS is also used but none is STAR topo, they stick to the high speed version like below :
Example : https://www8.garmin.com/manuals/webh...D77AFB288.html
If a device uses small power, the backbone wire does carry power too aside from CAN BUS. If the device uses big power, it then use stand alone power source.
The marine version NMEA 2000 networking cable and connector is of a very good quality, unlike cheapo ones on cars.
----------------------
Here is an interesting case study where Jeep ( Chrysler ) being MB ex wife follows much of what MB does with CAN BUS physical layer.
This forum or maybe YouTube does not allow me to link a search page. You go to YT and search : can bus star connector issue
Last edited by S-Prihadi; Dec 15, 2024 at 04:18 AM.
Reason: typo
============ ISO 11898-3, also called low-speed or fault-tolerant CAN (up to 125kbit/s), uses a linear bus, star bus or multiple star buses connected by a linear bus and
is terminated at each node by a fraction of the overall termination resistance. The overall termination resistance should be close to, but not less than, 100 Ω.
============
All these beyond my skill , but it is good to read them and be NOT totally blind on the physical layer side of CAN BUS.
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On yachts navigation system , CAN BUS is also used but none is STAR topo, they stick to the high speed version like below :
Example : https://www8.garmin.com/manuals/webh...D77AFB288.html
If a device uses small power, the backbone wire does carry power too aside from CAN BUS. If the device uses big power, it then use stand alone power source.
The marine version NMEA 2000 networking cable and connector is of a very good quality, unlike cheapo ones on cars.
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Here is an interesting case study where Jeep ( Chrysler ) being MB ex wife follows much of what MB does with CAN BUS physical layer.
This forum or maybe YouTube does not allow me to link a search page. You go to YT and search : can bus star connector issue
very interesting diggings MS!
They call 1Mb/s highspeed... not 1Gb/s.
Our chassis working well below that and having a hard time at it.
We definitely have a twisted version of the basic Star distribution.
It's gonna work a whole lot better once the artificial pool off SAM is merged appropriately... I'm dealing with that.
Unstable CAN (/B/C/E) is definitely impacting ECU timings: simple reboots are effective against that! My motivation to root this mess.
Jeep... a brain child of MB utilizing excellent Bosch technologies
Jeep Gladiator has an "active sway bar module"... disfunctioning you guessed it.
Unfortunately their wipers are not LIN so non-stop wiping.
Keyless IGN bad to so engine unstopable (fuel pump fuse!!)
Mercedes SLR McLaren 722 S Is Extremely Rare Example Modified by McLaren
Slideshow: A one-of-one U.S.-spec Mercedes-Benz SLR McLaren Roadster became even rarer after a factory-backed transformation at McLaren's headquarters.
