Flash Mobile Diagnostics & Programming inc.

2000 Toyota 4 Runner:
Customer Replaced Ignition Switch with 2 New OEM Keys and only had 1 Valet key available Programming of these older Toyotas Requires a Master Key to add additional Keys so this job quickly became a job for the Bench.

Easy work when you have 20+ years of Electronics repair Experience!
Have a late 90’s early 2000’s Toyota and need this service?
Lost all your keys and the dealer told you that you would need a New ECM and 2 New Keys?
Flash Mobile Diagnostics & Programming Inc. Can Help!

We want to wish everyone a Merry Christmas from the Flash MDP inc Family!!!

Brand New Nissan VI2 Interface. Delivered yesterday and used today for programming a New Blank TCM on a 2008 Pathfinder. another happy shop added to my customer base!

Another New OEM Tool added to the Flash MDP Lineup. Volvo VOE Ethernet adapter late model 2016 and newer Volvos.

A Brand new Ilco Silca Futura Auto Laser Key Machine to take the place of my A7+ and add some features I didn’t have with the old one.

New toys to add to my rolling diagnostic & Programming toolbox.

Kinda forgot to post this when I got it back in January, the Newest Nissan OEM interface added to the Flash MDP inc Tool lineup. Brand new RNM VI3 Supposed to be coming to the Nissan NA market later this year or early next year.
Why buy all OEM diagnostic equipment? Because a J2534 just doesn’t cut it when you want it done Correctly the first time!

Flash Mobile Diagnostics & Programming would like to wish everyone a successful Happy New year!!!

Flash Mobile Diagnostics & Programming inc. Would like to wish everyone a Merry Christmas!!!

2006 Nissan Sentra 2.5L
Vehicle was towed into a customers shop as a
Crank no start, fault DTC for cam sensor circuit.
Shop replaced Cam sensor and pigtail with a new OEM sensor.

Shop stated the vehicle would crank and not start unless they pulled the cam sensor out of the engine and then it would run ok even after the cam sensor was reinstalled, and the only fault that would return was for the Cam Sensor Circuit. I noticed non OE silicone on the front timing cover and a little blue edge of the new Cylinder head gasket, I set the engine to TDC via the crank pulley markings and pulled the Valve cover to inspect the cam lobe phasing, which appeared to be out of time so I pulled the upper front timing cover access off which verified that the timing was indeed off 1-1/2 links.

Advised the customer to remove the front timing cover and correct the cam timing.
Customer reported back all faults gone and vehicle starts as it should. Another happy customer!!!

Another brand new OEM tool added to the FlashMDP lineup Bosch MDI 2.
For all GM vehicles!

New tool added to the Flash MDP tool lineup, which will take care of all late model CAN based Fiat Chrysler Dodge Jeep Ram programming and diagnostics on a OEM dealer level!

So I have another interesting diagnostic find.

(This one was already started by another person before i started doing work with this local shop and they were unsuccessful with it)

The vehicle a 2004 Honda Accord Lx v6 ULV
The concern the vehicle owner was reportedly driving and the D light began to flash (Honda’s way of showing the transmission is in limp home mode)
The shop found a 15a Fuse # 18 which supplies several sensors and solenoids with B+ blown, upon replacing the fuse the D light would stop flashing and the car would drive for a short while before causing the fuse to blow again.
And if the fuse was replaced it would repeat the symptom again (along with letting some magic smoke out of the PCM)

I get the car after many hands have already been involved and the floor board was full of good and bad fuses all from while they were testing... and also 3 burnt PCM’s in various condition some with matching keys. And a good part of the interior pulled apart.
So I get started and try to locate the actual problem, I have an SST I made for assisting with short circuit diagnostics “an H4 light bulb along with wiring to substitute a Fuse”
I put the SST in place of fuse 18 along with an AMP Clamp to measure the current and install one of the already burnt PCM’s and turn the ignition on and start the car to try and find a sensor or solenoid that has a high current draw the draw is limited by the H4 bulb but still ranges between 1.4amps and 6.5amps depending on different situations so I start unplugging solenoids that are easy to get to from the top and after about 10 minutes the already damaged PCM begins to smoke again but the amperage draw on the circuit (F18) is around only 2 amps and the PCM is open and very visible which part is damaged/smoking.

I informed the customer I’d like to get a new (used) PCM that is the correct for the car and ohm out the damaged Transistor and wire trace to find where it makes connection to the engine harness as I’m almost certain it’ll make quick work of finding the culprit, (the original was destroyed and the other 2 PCM’s did not have a connection from the transistor to a terminal at the Connector).

So today was a week later after ordering the correct used PCM from eBay and it arriving
I get to locate where the transistor does indeed connect to a terminal on the PCM harness connector, so I back probe at the Harness (PCM unplugged) and find that circuit for the VSV shorted to B+ (which is supplied by F18) and I put the vehicle up in the air unplug the VSV and retest the circuit at the PCM connector no more short.
So I install the new (used eBay) PCM and perform the programming required. And start the Engine it runs great and only has a DTC for VSV circuit open. I let the customer know my diagnosis inform him to order a new OEM VSV w/filter housing and write up the job.

Total time in the job was around 2.5 hours including both visits and now I have another happy customer!

Original PCM on the RH (burnt bad) and 2 others that were used for testing before I got to look at the car and you can see how far in the wrong direction the other guys went to not find a problem....

I love when new tools arrive!!!
Mazda OEM BSM / Radar calibration stand and accessories. Has been on order since May. 1/2 made in Germany 1/2 made in Japan. 100% happy with this addition.

Have something to share with my automotive diagnostic friends,

Had a call regarding a 2003 Dodge Grand Caravan.

Customer replaced the Catalytic Converter and both O2 sensors on this vehicle due to most of NC having inspection and OBD2 must have all but 1 readiness monitor completed.

Afterwards a P0132 Fault for B1S2 sensor circuit short to B+
So digging into the Fault DTC as if I’ve never diagnosed that fault before i went to service information and read everything provided concerning that fault DTC so I proceeded to look at data,
After reviewing the Data PID’s and seeing the B1S1 O2 signal Voltage would not achieve the required below 0.50V before the 120seconds the computer allowed before the fault was set.

My next thing was to verify the data that was displaying on the Computer was the same as was at the sensor. It was in fact the same.
The next thing I did was unplug the O2 sensor to check the connectors as I see improper front side probing during testing, and it was right there when I seen green corrosion in the engine harness connector, Ordered a new pigtail replaced it cleared all the fault codes and test drive the vehicle, problem solved. And the customer informed me after around 100 miles all the readiness monitors completed and the vehicle passed inspection.

On to the next one!