AUTOCOM

[Ruslan79]

Активировалось нормально, без всяких,сразу, но самнеопробовав, а с отзовов поставил рун дату, так как обд неактив писали,пока вроде работает, ну а спарки как не видел так и не видит, только sim k234 спарк 1,25л. подключаится, но и показания неверные, хочу мотордиговский опус попробовать как он с ними будит, хотя лучше спросит у кого есть, как он с этими моделями, там сириус д42.

[zamj]

Все тоже самое!Только активатор бесплатно!Базы одни и те же! Чуда ждать не стоит!Хоть мотордиговский ставь типа!Будет одно и тоже!

Изменено 26 ноября, 2016 пользователем zamj

[Ruslan79]

Все, понял, значит всетаки спарки которые там есть, это старые матизы, а новые спарки которые в Уз. выпускают, типа авео/соник, но и там тоже неконект, только еобд и все, про доп функции и механизмы, даже не заикаюсь, и вообще както с корейцами и шевролетами слабенький,правдо с каптивой с140 и киа спотридж, превзожол в отличии от СМ2, ошибки нашол и функционал по обширнее.

А, кстати доп лицензии нестоит прописывать, турбо макс, турбо ченджер? последняя попытка их прописать, закончилась плачевно, долго ждал от китайцев активацию.

[zamj]

Доп функции ни к чему! Единственное на делпши можно прописать турбо ченджер (расширенная диагностика турбины и то в виде графиков) Турбо макс это интернетовская база по дизелям,отсюда может быть зависоны!

[zhuks]

день добрый может подскажите где можно взять дополнительные лицензии на 14,3,2 финал

 доп. лицензии  сгенерировал  один товарищ я стащил с  VK ..

Autocom CDP+ 100251 CARS 

 

HW QBGIGRITVACE 

DieselMax DZKNZBHNWGGQ 

MaxModule TVAXHXOSJLZY 

RTDLogger CLINOXDFDHBA 

TurboCharger BIQHKNVBSIJJ 

TimeLock RWKMKPGTVGGA 

GWM ORHIZQXZSBPL 

GWM_MAX AJXFYGTVRBCD 

 

Autocom CDP+ 100251 TRUCKS 

 

HW RQZBKKZPIZSM 

DieselMax CCKPJMLXFSVR 

MaxModule BEGIUYEXEQNM 

RTDLogger WGZHXFORHWGJ 

TurboCharger YKQHGHFUFIIM 

TimeLock IEQWKTMRRKMD 

GWM BOINXZBSAFYV 

GWM_MAX ISMGKINTTVZV 

 

Delphi 100251 CARS 

 

HW EGDFZJFAVQED 

DieselMax VZVCLFFUKLQG 

MaxModule SBVUFKTHNLTS 

RTDLogger JIEJPEZBQHIO 

TurboCharger QILXRZJEVNKK 

TimeLock CMKWJXNPGHQR 

GWM VKBSITYCQJRC 

GWM_MAX RHHCHOAXCAWS 

 

Delphi 100251 TRUCKS 

 

HW XYVRVNHAGEHD 

DieselMax OQUGYPAQGATY 

MaxModule FNLIXUWUSUDE 

RTDLogger LQYYZOSJVZJQ 

TurboCharger VBZKGWTKNRXX 

TimeLock RXQPDBBOZDPF 

GWM OVVVYUHCWWYI 

GWM_MAX RCCMSDHUZZPO

[dr.billy]

От же молодец какой, а теперь скачиваем генератор для 2013.3 и удивляемся

 

 

[kirpitsch]

если кому надо активатор для автоком делфи 2015

[fixic]

Спасибо!

[rangel1]

А где скачать 2015Р3

Изменено 28 ноября, 2016 пользователем rangel1

[vova-salavat]

если кому надо активатор для автоком делфи 2015

 а чем он отличается от активатора 2014.1 от луиза(загляните в свойства,подробно,)вес один,исходное названия файла одно,название поменяли...

Изменено 28 ноября, 2016 пользователем vova-salavat

[fakk6]

От же молодец какой, а теперь скачиваем генератор для 2013.3 и удивляемся

 

Screenshot (23h 33m 02s).jpg

Так там еще прикол заключается в том, что Delphi эти доп. лицензии принимает. Autocom тоже вроде как принимает, но после этого нерабочим стает.

[kirpitsch]

вроде бы только название поменяли, а 2014 не активирует файлы 2015го,и на оборот тоже .

там файл приклеплен

[1Евгений]

если кому надо активатор для автоком делфи 2015

Я понимаю что может это и наглость ,но не будите ли вы столь любезны подсказать где саму программу  рабочую  скачать.Я просто несколько не в теме.

[АlСhеr]

подскажите,крайняя рабочая версия 2015.3 или 2016.1?
 

Изменено 29 ноября, 2016 пользователем АlСhеr

[Lena0912]

2014.3.2

[vova-salavat]

 и Opus 2.14.3.2 md.exe который активирует сам мотордиг

Изменено 30 ноября, 2016 пользователем vova-salavat

[v0d0ley]

кто может подробнее рассказать про эти лицензии???

DieselMax 

MaxModule 

RTDLogger

TurboCharger

TimeLock

GWM

GWM_MAX

[dr.billy]

 

кто может подробнее рассказать про эти лицензии???

DieselMax 

MaxModule 

RTDLogger

TurboCharger

TimeLock

GWM

GWM_MAX

 

Using Delphi DieselMax and Turbocharger extra modules

 

Delphi software package provides additional modules that enhance the use of diagnostic tools.  Some of the Delphi software package extra modules are:

 

MaxModule

DieselMax

TurboCharger

RTDLogger

GWM

GWM_MAX

DieselMax module

 

The Diesel Max software package for the DS100E/DS150E provides workshops with the unique offering of in-depth diesel diagnostics on Delphi equipped vehicles combined with comprehensive systems diagnostics across a massive range of the modern European vehicle parc.

 

There are now more than 5 million vehicles on European roads equipped with Delphi Common Rail diesel injection systems. If a garage or workshop is to offer service on these vehicles they need a diagnostic tool that is not only a fault code reader – it must also give the capability to write to the ECU.

 

Each Hi-Tech Delphi Common Rail injector is allocated it’s own special coding (or ‘C2I’ coding) to ensure maximum performance. The features of the Diesel Max package will include the capability to read/write C2I codes on Common Rail applications, the facility to drive actuators and the ability to identify ECU’s. This 16 digit number relates to the specific characteristics of each injector and must be programmes into the ECU when the injector is fitted onto the vehicle. Therefore, if a workshop replaces a Delphi Common Rail injector they must own a diagnostic tool that is capable of writing the C2I code to the ECU. The DS100E/DS150E with the Diesel Max software Package is the only OE recognized tool targeted at independent garages and workshops that can provide this capability.

 

In addition to this unique ‘diesel’ capability, the Diesel Max package also offers full diagnostics across other vehicle electronic systems including petrol engine management, ABS, airbag, instrument panel, air conditioning, gearbox and immobiliser systems. The user will be able to read and erase fault codes as well as read real time data relating to these systems.

 

Turbocharger module

 

Delphi Turbocharger Software for specific fault diagnosis of the induction system and emission-related components. This new module allows technicians to accurately diagnose and repair emission-sensitive technologies like turbochargers, diesel particulate filters (DPF), exhaust gas recirculation (EGR) valves, select catalytic reduction (SCR) systems and sensors.

 

Turbocharger

 

A turbocharger improves an engine’s efficiency forcing a greater mass of air into the cylinders on each intake stroke. It consists of a small centrifugal pump driven by the energy of the exhaust gases. Turbochargers have decreased in size over the years, for quick spool-up during different engine loads and speeds. The bearing shaft can reach 200,000-240,000 rpm. The tips of the compressor and turbine wheel will reach the speed of sound during full acceleration. The lifetime of a turbocharger is normally equal to that of the engine, but after around 250,000 km there is risk of reduced efficiency. The most common problems with turbochargers are:

 

Dirt on the turbine and compressor wheel.

Imbalance and excessive noise.

Faulty variable turbine geometry (stuck, dirty).

Oil leakage due to excessive crankcase pressure (blow-by gasses).

Main bearing shaft and thrust collar wear due to oil impurities, lack of lubrication, too long service intervals or diesel fuel in the oil.

Over speed, excessive temperature, worn out compressor wheel, turbine and compressor wheel touching the housing.

A slow turbocharger spool-up can increase PM emissions and black smoke during accelerations. A dirty, malfunctioning variable turbine geometry can provoke:

 

DTCs for boost pressure, lack of power (poor engine performance), engine protection mode (electronic limitation).

Turbocharger noise (galloping).

Diesel Particulate Filters (DPF)

 

‘Full-flow’ DPFs have a very high efficiency under favourable conditions. Evidence of this can be found by examination of the inside of the exhaust pipe, which can be clean even after many kilometres of operation. Up to 95-98% of all particles produced by a diesel engine are removed by the DPF, and subsequently burned to ash, CO and CO2 inside the filter. A certain amount of ash stays inside during the lifetime of the filter life.

 

During a free acceleration test on a diesel vehicle equipped with a DPF there will tend to be hardly any increase in the k value (opacity) over the background. If the k value does increase during the test – as would be the case for a vehicle without a DPF – it is likely that the DPF is faulty (monolith broken or removed). The inside of the exhaust pipe is also likely to be completely black.

 

A faulty DPF can result in the following problems:

 

An increase in PM emissions.

DTCs (e.g. excessive backpressure, mass airflow sensor offset).

It should be noted, however, that some ‘partial-flow’ DPFs have a lower particle removal efficiency (up to 40-50%) than full-flow DPFs, even if they are in good condition. It is therefore important to know what type of DPF is fitted to the vehicle before doing the test, as with a partial-flow filter particles will still be present in the exhaust gas.

 

Exhaust Gas Recirculation (EGR)

 

Where there is an EGR-related fault, pollutant levels in the exhaust will depend upon the position of the EGR valve, i.e.:

 

Valve open: increased PM emissions.

Valve closed: increased NOx  emissions.

A permanently open EGR valve can result in the engine being difficult to start, poor and irregular engine idle, white smoke in the exhaust, engine cut-off during driving, lack of power, and various EOBD fault codes.  The EGR-valve function is subject to closed-loop control by the mass air flow (MAF) sensor or by the position sensor on the EGR valve (if mounted). Faulty EGR valves can cause OBD diagnostic DTCs from the EGR valve or the MAF sensor. An additional EGR valve function check is provided by the wideband oxygen sensor.

 

Select Catalytic Reduction (SCR)

 

The current technology of choice for reducing emissions of NOx  is selective catalytic reduction (SCR). In an SCR system the exhaust gas is mixed with a reagent (usually ammonia) and passed over a catalyst. SCR systems have been available on a large scale since the introduction of Euro IV and Euro V road vehicles. For road vehicles the use of ammonia itself has been practically ruled out due to safety concerns, and urea solution (CO(NH2)2  in water) has been selected by a number of manufacturers as the additive of choice for meeting the Euro V (2008) limit (2 g/kWh) for heavyduty engines.

 

The urea additive is stored in a separate tank near the diesel tank. It is important to ensure that there is always an adequate supply of urea solution in the tank. If a truck, bus or car with an SCR system is operated without the additive, then there is risk that the SCR system will be damaged andemissions will increase. The driver would also experience a loss of engine power until the additive is replenished. The quality of the urea is also important, and this is controlled by the DIN V 70070 standard.

 

А вот тут кое что на рус. есть http://www.automodern-msk.ru/prodazha-oborudovaniya/item/diagnostika-delphi

Изменено 30 ноября, 2016 пользователем dr.billy

[Ruslan79]

 

Using Delphi DieselMax and Turbocharger extra modules

 

Delphi software package provides additional modules that enhance the use of diagnostic tools. Some of the Delphi software package extra modules are:

 

MaxModule

DieselMax

TurboCharger

RTDLogger

GWM

GWM_MAX

DieselMax module

 

The Diesel Max software package for the DS100E/DS150E provides workshops with the unique offering of in-depth diesel diagnostics on Delphi equipped vehicles combined with comprehensive systems diagnostics across a massive range of the modern European vehicle parc.

 

There are now more than 5 million vehicles on European roads equipped with Delphi Common Rail diesel injection systems. If a garage or workshop is to offer service on these vehicles they need a diagnostic tool that is not only a fault code reader – it must also give the capability to write to the ECU.

 

Each Hi-Tech Delphi Common Rail injector is allocated it’s own special coding (or ‘C2I’ coding) to ensure maximum performance. The features of the Diesel Max package will include the capability to read/write C2I codes on Common Rail applications, the facility to drive actuators and the ability to identify ECU’s. This 16 digit number relates to the specific characteristics of each injector and must be programmes into the ECU when the injector is fitted onto the vehicle. Therefore, if a workshop replaces a Delphi Common Rail injector they must own a diagnostic tool that is capable of writing the C2I code to the ECU. The DS100E/DS150E with the Diesel Max software Package is the only OE recognized tool targeted at independent garages and workshops that can provide this capability.

 

In addition to this unique ‘diesel’ capability, the Diesel Max package also offers full diagnostics across other vehicle electronic systems including petrol engine management, ABS, airbag, instrument panel, air conditioning, gearbox and immobiliser systems. The user will be able to read and erase fault codes as well as read real time data relating to these systems.

 

Turbocharger module

 

Delphi Turbocharger Software for specific fault diagnosis of the induction system and emission-related components. This new module allows technicians to accurately diagnose and repair emission-sensitive technologies like turbochargers, diesel particulate filters (DPF), exhaust gas recirculation (EGR) valves, select catalytic reduction (SCR) systems and sensors.

 

Turbocharger

 

A turbocharger improves an engine’s efficiency forcing a greater mass of air into the cylinders on each intake stroke. It consists of a small centrifugal pump driven by the energy of the exhaust gases. Turbochargers have decreased in size over the years, for quick spool-up during different engine loads and speeds. The bearing shaft can reach 200,000-240,000 rpm. The tips of the compressor and turbine wheel will reach the speed of sound during full acceleration. The lifetime of a turbocharger is normally equal to that of the engine, but after around 250,000 km there is risk of reduced efficiency. The most common problems with turbochargers are:

 

Dirt on the turbine and compressor wheel.

Imbalance and excessive noise.

Faulty variable turbine geometry (stuck, dirty).

Oil leakage due to excessive crankcase pressure (blow-by gasses).

Main bearing shaft and thrust collar wear due to oil impurities, lack of lubrication, too long service intervals or diesel fuel in the oil.

Over speed, excessive temperature, worn out compressor wheel, turbine and compressor wheel touching the housing.

A slow turbocharger spool-up can increase PM emissions and black smoke during accelerations. A dirty, malfunctioning variable turbine geometry can provoke:

 

DTCs for boost pressure, lack of power (poor engine performance), engine protection mode (electronic limitation).

Turbocharger noise (galloping).

Diesel Particulate Filters (DPF)

 

‘Full-flow’ DPFs have a very high efficiency under favourable conditions. Evidence of this can be found by examination of the inside of the exhaust pipe, which can be clean even after many kilometres of operation. Up to 95-98% of all particles produced by a diesel engine are removed by the DPF, and subsequently burned to ash, CO and CO2 inside the filter. A certain amount of ash stays inside during the lifetime of the filter life.

 

During a free acceleration test on a diesel vehicle equipped with a DPF there will tend to be hardly any increase in the k value (opacity) over the background. If the k value does increase during the test – as would be the case for a vehicle without a DPF – it is likely that the DPF is faulty (monolith broken or removed). The inside of the exhaust pipe is also likely to be completely black.

 

A faulty DPF can result in the following problems:

 

An increase in PM emissions.

DTCs (e.g. excessive backpressure, mass airflow sensor offset).

It should be noted, however, that some ‘partial-flow’ DPFs have a lower particle removal efficiency (up to 40-50%) than full-flow DPFs, even if they are in good condition. It is therefore important to know what type of DPF is fitted to the vehicle before doing the test, as with a partial-flow filter particles will still be present in the exhaust gas.

 

Exhaust Gas Recirculation (EGR)

 

Where there is an EGR-related fault, pollutant levels in the exhaust will depend upon the position of the EGR valve, i.e.:

 

Valve open: increased PM emissions.

Valve closed: increased NOx emissions.

A permanently open EGR valve can result in the engine being difficult to start, poor and irregular engine idle, white smoke in the exhaust, engine cut-off during driving, lack of power, and various EOBD fault codes. The EGR-valve function is subject to closed-loop control by the mass air flow (MAF) sensor or by the position sensor on the EGR valve (if mounted). Faulty EGR valves can cause OBD diagnostic DTCs from the EGR valve or the MAF sensor. An additional EGR valve function check is provided by the wideband oxygen sensor.

 

Select Catalytic Reduction (SCR)

 

The current technology of choice for reducing emissions of NOx is selective catalytic reduction (SCR). In an SCR system the exhaust gas is mixed with a reagent (usually ammonia) and passed over a catalyst. SCR systems have been available on a large scale since the introduction of Euro IV and Euro V road vehicles. For road vehicles the use of ammonia itself has been practically ruled out due to safety concerns, and urea solution (CO(NH2)2 in water) has been selected by a number of manufacturers as the additive of choice for meeting the Euro V (2008) limit (2 g/kWh) for heavyduty engines.

 

The urea additive is stored in a separate tank near the diesel tank. It is important to ensure that there is always an adequate supply of urea solution in the tank. If a truck, bus or car with an SCR system is operated without the additive, then there is risk that the SCR system will be damaged andemissions will increase. The driver would also experience a loss of engine power until the additive is replenished. The quality of the urea is also important, and this is controlled by the DIN V 70070 standard.

 

А вот тут кое что на рус. есть http://www.automodern-msk.ru/prodazha-oborudovaniya/item/diagnostika-delphi

Ну брат ты и выдал, пока доконца долистал, две упаковки поп корна схомячил, короче, к легковым авто этими доплицензиями можно не заморачиватся.

[leonss]

Ребята подскажите,как сделать откат даты для аутокома,чтобы получить расширенный функционал.Скачал прогу с сайта http://autocom.ucoz.com/down.html,но там нету четырёх файлов а только два.RunAsDate.chm и RunAsDate.exe а RunAsDate.cfg и RunAsDate_lng нету.Подскажите что к чему.Спасибо