Awesome video and great way to see a pragmatic approach to tracking down multiple issues. Would love to see the rest and maybe show the process for programming 1 of the modules?
It has been over 12 years since I have done a split search electrical diag, but those kinds of tools were never available to us onless you paid out of pocket, and before you know, they become shop tool's because everyone wanted to borrow. So, to keep the peace, you will never acquire keep up the good work
I had to rewatch this one, I like this video man! Don't you just love how they make all their changes depending on RPO's I really love when they don't tell you specifically in SI too 😂 ohhhh...😂😂...GM You forgot the trailer lighting control module and/or the Trailer Brake Control Module 😂❤ Watching your vin scan reminds me of watching our national debt😂... Like I said man this is an amazing video!
Of course keep on filming. What are your guesses on what took out all the modules and that BCM was smoked bad! I assume CAN is 12V tolerant, but could someone maliciously hit it with 24V or more? Welding done on the truck, lightning, alternator go nuts? What industry is the owner and truck involved in? Did he just come out one day an no start? So many questions.... Common link so far is the HS CAN, but not sure about LIN bus modules yet.
Thank you for your time. Couple months ago I check a similar truck. Almost same issues, I am a mobile technician. The shop did not provide me with any info other than a start stall engine. After running several test, I found a BCM staying on all the time, and a PCM not seeing a wake up signal voltage (btt volt). Well it was my first time seeing two modules faulty. I did not fixed, the customer took it to the dealer. At the end I feel comfortable for knowing and learning on all this TH-cam channels. Thank you very much SR...
Just by the title, this should be good. Simple and effective approach to check bus integrity and potential shorts. A lot of modules down - doesn't look good, if powers and grounds check. Got horrified after seeing the BCM (reverse polarity jump attempt?). Great job unraveling this pile of problems, Jake! If you keep working on it, it should be interesting to see how far the carnage went 🙂
Great video, can bus -still working on understanding it. Definitely want to see more of this one. You are one of my favorites along with Pinehollow, South Main auto and super Mario diagnostics.
great video and diag , lot of blown modules !!!!!! ya customer sure has the right man on this job...... good job Jake , be good to see the follow up .. cheers
I'm sure you told the customer about the high cost of replacing many modules now and possible intermittent electrical problems in the future with the harnesses and other components. This video and the next will make for some great diagnosing. I just hope the customer understands the costs and possible future costs.
Great video, as always! Customers not always say the truth.. I got Volvo with issue - power windows not working.. In reality, they didn't tell, that drivers door was replaced.. I figured it out only by missing wires in door harness.. 😂
Definitely the whole story. Especially the Lin bus. That ECM was definitely beyond repair. It really looks like a lightning strike car/truck. What else could cause such destruction? Thx for sharing!
I'd jump up on the bed real quick and look over the roof and the hood and see if it has any burn marks in the paint. Because it definitely seems like it got struck by lightening-- or maybe someone hit this truck with a welder somewhere and had their ground in a bad spot and pulled some juice through all the modules somehow. IVAN had a car like this not long ago, and it was from a welder burning through a hole under the seat (from under the vehicle) and hitting some wires with his welding rod. Fried a bunch of modules just like this one. crazy stuff.
Hey Jake, I love the channel! @4.02 how did you figure out that you had a short to ground using ohms on the DLC and monitoring the canbus lines? Thank you in advance, Jake I really appreciate the hard work you put into these videos!
From an automotive electronic module design stand point, module power is protected against electrical overstress (spikes due to induction), ESD and reverse battery connection or reverse jump, and sometimes double battery jump. How robust the protection is relative to the specific type of fault is what is usually not known, except for ESD (ISO 10605) which is strictly tested. In my experience the weakest link is double battery jumps (24V jump). However, I think reverse battery is not strictly protected on all vehicles. So, installing the battery backwards may damage modules. But, there is a lot here that does not make sense from a systems design standpoint. For example, you would think that the most robust module would be the gateway/BCM. But, many times the BCM will be one of the first to fail. In my long career, I have not worked on a car that actually had a known lightning strike which resulted in an electrical failure. But, I suppose it is possible to damage modules this way. If we look at the HSCAN network, the Module Engineers had to make a choice about how to daisy chain the HSCAN network; on the harness side with a splice at the module connector, or inside the module, which takes two extra pins on the connector (both male and female) and requires cross connect routing on the module PCB. From a generic network architecture having essentially CAN in and CAN out is flexible in routing the harness because you can add external termination to the end module which ever it happens to be without using splices in the harness. If you have a bad module pin on one of the CAN signals (CAN in or CAN out) you will lose bus termination and the network may not communicate. If a harness splice was used it would not matter if a module pin was bad. Having modules (and mating connectors) underneath a vehicle without a secondary enclosure to protect it from the elements is crazy. Having wiring harnesses underneath the vehicle is also crazy, but a harness can be sealed and routed in such a way to minimize salt spray intrusion. If we look at the modules in the rear of the truck in the video, the connector wire input harness side faces towards the front of the vehicle, which again, is crazy. Modules and harnesses underneath a vehicle will not survive long in the salt belt. Which seems to be rather stupid from a GM truck standpoint, because there is a truck plant in Pontiac Michigan and the GM Tech Center (Engineering Center) is in Warren Michigan, and Michigan is most certainly in the rust belt and a place where salting the roads is extreme. I don't really use traditional bulb test probes or custom bulb test lamps any more (I don't like the inrush current and the inexact current load at steady state), except when troubleshooting bulb circuits. Instead, I use my Fluke DMM on DC Volts with custom low inductance resistive dummy loads of 22 Ohm and 6.2 Ohm, which provide a known load of approximately 550mA and 2 Amp with a 12.4VDC main voltage respectively. The power resistors are mounted on a small heatsink and mostly covered in heat shrink tubing to allow for heat dissipation. If I know the load, which I do, and I know the voltage, which I do, I also know the current. In automotive testing you will see as a trend to use a small load when testing power feeds and grounds this is to determine if there is a high impedance connection which you will not see with just a DMM due to its high input impedance. In my career, I see two basic groups when it comes to bulb testers vs. DMM testing. If you start as a diagnostic technician at a high end dealer or an Automotive OEM you will not see bulb testers much, because they are not issued and sometimes banned (like at an OEM), generally you will have access to (or maybe get issued if you are lucky) a DMM, usually a low end Fluke, like the 115 for example. Many senior techs will have a Fluke 88V. I purchased a Fluke 87 which I used for about 10 Years and replaced the LCD screen once. I also had on my bench a used Fluke 8050a which I repaired and still have today. I really like the old 8050a for a basic bench meter. I know this may sound stupid but if you are working with other high paid techs, it is better to pull out a Fluke 88V to do testing than a bulb tester. If you work by yourself, do what ever you want. If you are working around OEM Module Engineers never use a bulb tester.
Well Jake it looks like that severely burned up circuit board has taken out just about every other circuit. Hopeless what ever caused the board to burn up doesn’t happen again and burn up all the new modules . Did the work order say there was a strong Oder of smoke? From the looks of it I’m surprised there weren’t flames. Thanks for sharing and keep an extinguisher handy Lol. 👍
Interesting case. If you're planning to dive in further, please put it out on TH-cam. The amount of damage in the BCM is very impressive. If lightning did that, then would be great to find out how it found its way to the BCM. Maybe there's still markings of that hit, somewhere on the body of the car. Or does this car belong to somebody who does lots and lots of tinkering with the electrical system, knowing that his modules are well protected by fuses from the eBay Special automotive fuse assorti super heavy duty long life 500pcs for $4.99 with free shipping?
Be careful with them aftermarket scan tools on these newer one's too brother; because even with Techline/MDI Factory Scan Tools, we all know, that somtimes, DTC'S don't like to clear, ESPECIALLY during a system wide dump...unless you ACTUALLY go into the module through GDS2 and clear them...silly but true story! You probably know this I just wanted to let you know or anyone else out there to be aware. Don't forget you can always do a global too, To allow that car to fully power down and discharge...then go drive it and see.?. That's my thoughts Curious to see your approach Proper programming,..SDM setup and configuration, as well as, immobilizer learns, and power down is critical as well. They have made improvements in their instructions on that🎉🎉🎉🎉😊
Another great diagnosis , I enjoy seeing these problem cases, have you tried to use RLS website that Sean Tipping talked about in his podcast to know for sure if that truck has a transfer case module, why I'm asking I can't find the RLS website he was talking about
It's a ground problem , most likely the ground strap for the cab has failed. This has become a common problem...it's located down under the passenger side of the cab in the engine bay right behind the right front wheel.
I had a 09 Chevy pu in the shop with lightning strike the tip of the antenna was melted back looked about like that one I think I priced all but possible one module insurance co totaled the truck
As an automotive locksmith I get these calls a lot. I turn everyone of them down. "My key needs to be reprogrammed". I explain there is no such thing. I tell them to take it to their mechanic or dealer for a proper diag. I tell them I am 99% sure a new key isn't going to fix their issue plus they won't pay me after it doesn't fix the issue. They argue and argue but I refuse 100% on them.
@@autodiagyt I only send my guys out on lost keys or lockouts. If the key isn't lost and something else is going on other than a steering wheel being locked or car not in park lol we send them. Back in the day we took ignitions apart replaced them rekeyed them but not any more. If it needs a diag or repair they don't need a locksmith.
Just a quick interjection, and I noticed you [weren't required to?] inspect/document all the BCM's circuit integrities B4 installing a new one? But forget about that for a moment! and I'll get back to the point: Considering the condition of the BCM, internally, and the fact that the 'wake-up' signal *initiates* from the bcm on this vehicle, couldn't you just loop-in/out all the BCM bus circuits -- leave no bcm installed -- then jumper in your own wake-up voltage to that circuit and see who else might be able to respond to a scan? Oh yeah -- awesome work, keep it coming! Quick edit: if you backprobe the wake-up wire on (a good vehicle), on (any of the vehicle devices that receive that signal from the bcm), just sticking the key in the ignition lock cylinder will trigger a 12 volt wake-up signal, you don't even need to turn it on. Sometimes it comes in handy. 👍
In this particular instance you could trigger the wake-up line but not all modules will have a dedicated wake up line. In a lot of vehicles modules are sent a wake-up over the network. Like for example the radio has a constant power and ground and woke up with network activity. Usually what I see is dedicated wake up circuits are used in vehicle operation required modules. But also most manufacturers just use an Ignition voltage to do this function.
It's high.. You have to pay for the diag that finds ONE module (maybe two if he's being nice). Then you have to buy the expensive module (like $1k for most of them). Then you have to pay again to have it programmed. So this bill is getting crazy high right now. I hope this guy has insurance. :)
Yes I would like to see how many were bad I would have never thought of a lightning strike to kill modules on aircraft you have lightning arresters but you have to look for rivets blown out
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Imagine working at a dealership getting paid .3 hours to diagnose this problem. The perfect Monday morning vehicle to work on.
I learn a lot from you, you are truly a teacher
👍 keep filming! Anything you share is golden. Probably not too many techs that could figure that one out. Thanks for sharing.
Awesome video and great way to see a pragmatic approach to tracking down multiple issues. Would love to see the rest and maybe show the process for programming 1 of the modules?
This is better than any soap opera I’ve ever seen! Cliffhanger, can’t wait for Episode 2!
Those Banana jack leads for your test lites look great! I did it for all my test lites, about 10 of them in different amperage ratings
It has been over 12 years since I have done a split search electrical diag, but those kinds of tools were never available to us onless you paid out of pocket, and before you know, they become shop tool's because everyone wanted to borrow. So, to keep the peace, you will never acquire keep up the good work
Moral of the story: if lightning strikes (or someone backwards jumps) your new computerized vehicle, just have it towed to the junkyard haha
This is just like the one you had Ivan. :)
I guess lightning can strike twice.
Not even a question man of course we want to see the whole thing
Wow! This is crazy for sure and filming makes it even harder!
Thanks for sharing and I'm sure everyone would love to see the outcome of this one.
I had to rewatch this one, I like this video man!
Don't you just love how they make all their changes depending on RPO's
I really love when they don't tell you specifically in SI too 😂
ohhhh...😂😂...GM
You forgot the trailer lighting control module and/or the Trailer Brake Control Module 😂❤
Watching your vin scan reminds me of watching our national debt😂... Like I said man this is an amazing video!
Please continue to film, learn a lot from your channel. Bless
Yes sir!! Please continue with the filming, your video is very interesting and very helpful
Of course keep on filming. What are your guesses on what took out all the modules and that BCM was smoked bad! I assume CAN is 12V tolerant, but could someone maliciously hit it with 24V or more? Welding done on the truck, lightning, alternator go nuts? What industry is the owner and truck involved in? Did he just come out one day an no start? So many questions....
Common link so far is the HS CAN, but not sure about LIN bus modules yet.
@@autodiagyt Ahhh ok. So no real history on it. But pretty crazy so far!
Thanks for sharing your diagnostic process! I would’ve given up. Yes please show the follow up!
Thanks God for that experience under your belt. Not an easy task. Great work, thanks for sharing. Am ready for part 2.of the great video.
Thank you for your time. Couple months ago I check a similar truck. Almost same issues, I am a mobile technician. The shop did not provide me with any info other than a start stall engine. After running several test, I found a BCM staying on all the time, and a PCM not seeing a wake up signal voltage (btt volt). Well it was my first time seeing two modules faulty. I did not fixed, the customer took it to the dealer. At the end I feel comfortable for knowing and learning on all this TH-cam channels. Thank you very much SR...
Gotta see part two. You make it look easy.
Just by the title, this should be good. Simple and effective approach to check bus integrity and potential shorts. A lot of modules down - doesn't look good, if powers and grounds check.
Got horrified after seeing the BCM (reverse polarity jump attempt?). Great job unraveling this pile of problems, Jake!
If you keep working on it, it should be interesting to see how far the carnage went 🙂
More please always great content. Could watch all day keep them coming
keep the camera rolling please. we are all hooked.
Great video, can bus -still working on understanding it. Definitely want to see more of this one.
You are one of my favorites along with Pinehollow, South Main auto and super Mario diagnostics.
Keep filming on the truck. Always appreciate your time , always an opportunity to learn from your experiences. Thank you
great video and diag , lot of blown modules !!!!!! ya customer sure has the right man on this job...... good job Jake , be good to see the follow up .. cheers
Excellent, cutting down the network then finding the P&G's, then dead modules galore. really interesting keep filming.👍
Nicely done. I'd say you and Pine Hollow Auto Diag have become my 2 must watch channels. Your channel is going to go to the moon, as they say.
Yes Jake keep going if the customer oks it!
Yep keep filming. This is a good one. Tks.
I learned something today. You're very good at this stuff. Your shortcuts are very interesting.
Page #2 waiting....can't wait...😊
I am looking forward to more on this one
Thanks
Brother, I would like to see this repair to the end , this trouble shooting is on point thanks
I'm sure you told the customer about the high cost of replacing many modules now and possible intermittent electrical problems in the future with the harnesses and other components.
This video and the next will make for some great diagnosing. I just hope the customer understands the costs and possible future costs.
I'm all for what ever you're willing to share. Every experience, virtual or otherwise, is still experience.
Great video, as always!
Customers not always say the truth..
I got Volvo with issue - power windows not working..
In reality, they didn't tell, that drivers door was replaced..
I figured it out only by missing wires in door harness.. 😂
Crazy case study for sure. I would love to see the resolution to this one.
Definitely the whole story. Especially the Lin bus. That ECM was definitely beyond repair. It really looks like a lightning strike car/truck. What else could cause such destruction? Thx for sharing!
😅 Wonderful. Let's see it through to the end.
Great stuff, please keep going.
Yes, keep filming
Definitely want to see more of this. I would have been too chicken to tackle this. If possible, I'm curious of the cost of the repair.
Keep em coming! Great videos
Keep on filming. Love the crazier ones
glad it was you and not me good job please bring us back for the final fix
Good job, i do diags as well on my channel, that bcm was overdone for sure!
Keep them coming! Great content.. 👍🏻
Do post a video if they approve the further repairs. Thanks for sharing as always!
Hec yea I want to see more what a cliffhanger I am looking forward to the conclusion 1 out of Ivan’s play book 😂😂
Nice video and diagnosis. If you have time please share the rest. It would be nice to see it driving down the road after it’s fixed.
Oh no, somebody let all the magic smoke out of the bcm😲
Yes, I think we all need to see the final outcome........I gots ta know😊
Keep filming it was so good and well done....
Yeah keep going, we want to see the end.
Great video. Keep going!
Keep going
Excellent video jake.thanks waiting to see update.
32:46 haha, sums up this entire video, good work Jake 🙂
I'd jump up on the bed real quick and look over the roof and the hood and see if it has any burn marks in the paint. Because it definitely seems like it got struck by lightening-- or maybe someone hit this truck with a welder somewhere and had their ground in a bad spot and pulled some juice through all the modules somehow. IVAN had a car like this not long ago, and it was from a welder burning through a hole under the seat (from under the vehicle) and hitting some wires with his welding rod. Fried a bunch of modules just like this one. crazy stuff.
Sure Jake, I'd like to see you continue the autopsy on this vehicle.... : )
Hey Jake, I love the channel! @4.02 how did you figure out that you had a short to ground using ohms on the DLC and monitoring the canbus lines? Thank you in advance, Jake I really appreciate the hard work you put into these videos!
Has same question glad he answered 👊🏻👍🏻
Thank you Jake! ❤ Your videos!
Dont leave us hangin’
My God...this truck was plug in to wall socket to get fully charged 😂...man...that's some serious troubled truck 🚚...good luck with repairs....cheers
Great Video!
Yes definitely we need to see the end result of this truck...
From an automotive electronic module design stand point, module power is protected against electrical overstress (spikes due to induction), ESD and reverse battery connection or reverse jump, and sometimes double battery jump. How robust the protection is relative to the specific type of fault is what is usually not known, except for ESD (ISO 10605) which is strictly tested. In my experience the weakest link is double battery jumps (24V jump). However, I think reverse battery is not strictly protected on all vehicles. So, installing the battery backwards may damage modules. But, there is a lot here that does not make sense from a systems design standpoint. For example, you would think that the most robust module would be the gateway/BCM. But, many times the BCM will be one of the first to fail.
In my long career, I have not worked on a car that actually had a known lightning strike which resulted in an electrical failure. But, I suppose it is possible to damage modules this way.
If we look at the HSCAN network, the Module Engineers had to make a choice about how to daisy chain the HSCAN network; on the harness side with a splice at the module connector, or inside the module, which takes two extra pins on the connector (both male and female) and requires cross connect routing on the module PCB. From a generic network architecture having essentially CAN in and CAN out is flexible in routing the harness because you can add external termination to the end module which ever it happens to be without using splices in the harness. If you have a bad module pin on one of the CAN signals (CAN in or CAN out) you will lose bus termination and the network may not communicate. If a harness splice was used it would not matter if a module pin was bad.
Having modules (and mating connectors) underneath a vehicle without a secondary enclosure to protect it from the elements is crazy. Having wiring harnesses underneath the vehicle is also crazy, but a harness can be sealed and routed in such a way to minimize salt spray intrusion. If we look at the modules in the rear of the truck in the video, the connector wire input harness side faces towards the front of the vehicle, which again, is crazy. Modules and harnesses underneath a vehicle will not survive long in the salt belt. Which seems to be rather stupid from a GM truck standpoint, because there is a truck plant in Pontiac Michigan and the GM Tech Center (Engineering Center) is in Warren Michigan, and Michigan is most certainly in the rust belt and a place where salting the roads is extreme.
I don't really use traditional bulb test probes or custom bulb test lamps any more (I don't like the inrush current and the inexact current load at steady state), except when troubleshooting bulb circuits. Instead, I use my Fluke DMM on DC Volts with custom low inductance resistive dummy loads of 22 Ohm and 6.2 Ohm, which provide a known load of approximately 550mA and 2 Amp with a 12.4VDC main voltage respectively. The power resistors are mounted on a small heatsink and mostly covered in heat shrink tubing to allow for heat dissipation. If I know the load, which I do, and I know the voltage, which I do, I also know the current. In automotive testing you will see as a trend to use a small load when testing power feeds and grounds this is to determine if there is a high impedance connection which you will not see with just a DMM due to its high input impedance.
In my career, I see two basic groups when it comes to bulb testers vs. DMM testing. If you start as a diagnostic technician at a high end dealer or an Automotive OEM you will not see bulb testers much, because they are not issued and sometimes banned (like at an OEM), generally you will have access to (or maybe get issued if you are lucky) a DMM, usually a low end Fluke, like the 115 for example. Many senior techs will have a Fluke 88V. I purchased a Fluke 87 which I used for about 10 Years and replaced the LCD screen once. I also had on my bench a used Fluke 8050a which I repaired and still have today. I really like the old 8050a for a basic bench meter. I know this may sound stupid but if you are working with other high paid techs, it is better to pull out a Fluke 88V to do testing than a bulb tester. If you work by yourself, do what ever you want. If you are working around OEM Module Engineers never use a bulb tester.
Well Jake it looks like that severely burned up circuit board has taken out just about every other circuit. Hopeless what ever caused the board to burn up doesn’t happen again and burn up all the new modules . Did the work order say there was a strong Oder of smoke? From the looks of it I’m surprised there weren’t flames. Thanks for sharing and keep an extinguisher handy Lol. 👍
Of course I want to see more! Lol!
Keep them coming
Appreciate your knowledge keep going
Interesting case. If you're planning to dive in further, please put it out on TH-cam. The amount of damage in the BCM is very impressive. If lightning did that, then would be great to find out how it found its way to the BCM. Maybe there's still markings of that hit, somewhere on the body of the car. Or does this car belong to somebody who does lots and lots of tinkering with the electrical system, knowing that his modules are well protected by fuses from the eBay Special automotive fuse assorti super heavy duty long life 500pcs for $4.99 with free shipping?
Be careful with them aftermarket scan tools on these newer one's too brother; because even with Techline/MDI Factory Scan Tools, we all know, that somtimes, DTC'S don't like to clear, ESPECIALLY during a system wide dump...unless you ACTUALLY go into the module through GDS2 and clear them...silly but true story!
You probably know this I just wanted to let you know or anyone else out there to be aware. Don't forget you can always do a global too, To allow that car to fully power down and discharge...then go drive it and see.?.
That's my thoughts
Curious to see your approach
Proper programming,..SDM setup and configuration, as well as, immobilizer learns, and power down is critical as well.
They have made improvements in their instructions on that🎉🎉🎉🎉😊
Please continue on part 2. Really crazy case study. What was the reason for all these failures?
Another great diagnosis , I enjoy seeing these problem cases, have you tried to use RLS website that Sean Tipping talked about in his podcast to know for sure if that truck has a transfer case module, why I'm asking I can't find the RLS website he was talking about
@@autodiagyt thanks I'll try that
Love this...❤
Love it
Great job keep filming👍
Keep filming 👍
Keep going!! Im on the hook now lol
Take us along!
Lightning or welder are the first things that come to me after looking at that smoked module.
The damage is catastrophic.
was there any welding done. thanks for video
Definitely have to finish the repair on video for us curious to know if it fried every module
It's a ground problem , most likely the ground strap for the cab has failed. This has become a common problem...it's located down under the passenger side of the cab in the engine bay right behind the right front wheel.
I wish all modules got smoked like that BCM, makes it way easier to call it a problem haha
Great troubleshooting and approach!
What ended up fixing the start stall issue? Did you have to set up the Key in the SDM?
yes please
👍👍
What is the identification in HVAC module..? Keep up the good work 💪..!
Keep on going this old boy is going to have to rob a bank to paid to get it right .your right I bet he hooked up the battery jumpers wrong.
Yes let’s see what happens
Keep Going Please...
I had a 09 Chevy pu in the shop with lightning strike the tip of the antenna was melted back looked about like that one I think I priced all but possible one module insurance co totaled the truck
As an automotive locksmith I get these calls a lot. I turn everyone of them down. "My key needs to be reprogrammed". I explain there is no such thing. I tell them to take it to their mechanic or dealer for a proper diag. I tell them I am 99% sure a new key isn't going to fix their issue plus they won't pay me after it doesn't fix the issue. They argue and argue but I refuse 100% on them.
@@autodiagyt I only send my guys out on lost keys or lockouts. If the key isn't lost and something else is going on other than a steering wheel being locked or car not in park lol we send them. Back in the day we took ignitions apart replaced them rekeyed them but not any more. If it needs a diag or repair they don't need a locksmith.
Just a quick interjection, and I noticed you [weren't required to?] inspect/document all the BCM's circuit integrities B4 installing a new one? But forget about that for a moment! and I'll get back to the point:
Considering the condition of the BCM, internally, and the fact that the 'wake-up' signal *initiates* from the bcm on this vehicle, couldn't you just loop-in/out all the BCM bus circuits -- leave no bcm installed -- then jumper in your own wake-up voltage to that circuit and see who else might be able to respond to a scan?
Oh yeah -- awesome work, keep it coming!
Quick edit: if you backprobe the wake-up wire on (a good vehicle), on (any of the vehicle devices that receive that signal from the bcm), just sticking the key in the ignition lock cylinder will trigger a 12 volt wake-up signal, you don't even need to turn it on. Sometimes it comes in handy. 👍
In this particular instance you could trigger the wake-up line but not all modules will have a dedicated wake up line. In a lot of vehicles modules are sent a wake-up over the network. Like for example the radio has a constant power and ground and woke up with network activity. Usually what I see is dedicated wake up circuits are used in vehicle operation required modules. But also most manufacturers just use an Ignition voltage to do this function.
Wow that is a chain of faults , I am wondering how much time have you invested so far in this crazy diagnostic
@@autodiagyt I am wondering what they did to create that mess
Yes continue filming and give us an estimate of how much it cost on just the MODULES
It's high.. You have to pay for the diag that finds ONE module (maybe two if he's being nice). Then you have to buy the expensive module (like $1k for most of them). Then you have to pay again to have it programmed. So this bill is getting crazy high right now. I hope this guy has insurance. :)
I'd like to see the rest if you get the OK
Don't leave us hangin! Melting my brain into goo is not complete yet
yes keep recording please.
Hey Jake when you first started the truck it said issue with trailer brake, wouldn't you start there?
Please do a follow up filming!
Yes I would like to see how many were bad I would have never thought of a lightning strike to kill modules on aircraft you have lightning arresters but you have to look for rivets blown out