Properly program replacement components for optimum performance

If no one is sitting in the front passenger seat, than right-side deployment is halted. If a child weighing less than 46 lbs. is sitting in the front seat, there may be no deployment of an airbag. In this particular case, there was someone above a small child's weight class sitting in the front passenger seat, so the car had a laundry list of items that were deployed on both sides of the vehicle (Fig. 1). The driver and passenger front and knee airbags were deployed, as well as all of the seatbelts. It is not uncommon for a manufacturer to deploy rear seatbelts if no one is sitting in the rear passenger seats. This could be an industry default safety feature because I have seen many rear belts deploy even if they are not buckled. As part of the hit list, the crash book recommended to also change the front crash sensors, airbag control module and the driver clockspring. After replacement of these parts, the airbag control module needed to be reprogrammed.

I proceeded to hook up my Audi factory ODIS scan tool to the vehicle. The software I use is registered through the Audi server and will only function when I enter my username and password each time I encounter a new vehicle or perform different procedures for the same vehicle. The scan tool has the ability to scan the entire vehicle for error codes stored in memory, perform functional procedures or program control modules. I selected the Software Version Management menu of the tool and directed the tool to program the new airbag control module. The tool is automated and will check the Audi server against the vehicle information to retrieve the proper programming file for the module. I waited for the server to finish its search, but it came back with an error message that it was unable to locate the correct file (Fig. 2). I was then directed by the tool to contact Audi software support.

Apparently the airbag control module on certain newer Audi vehicles cannot be automatically programmed by the servers like most of the other control modules onboard this particular vehicle. There is a special Software Version Management part number that had to be retrieved from the electronics parts manual from the dealer who sold the part. I had the shop call the Audi parts counterperson and he was very helpful in providing a special 10-digit alpha-numeric number, which I entered into the scan tool (Fig. 3). Once this number was entered, the Audi server was able to locate a specific file attributed to the airbag control module that was purchased for the vehicle and the scan tool proceeded to program the module.

This job was far from over because the scan tool alerted me that this airbag control module was in component protection lockdown until the Audi server would allow this part to be married to the vehicle (Fig. 4). You must subscribe and be registered as a security professional by the National Automotive Service Task Force, and they will provide you with a Locksmith Identification number. Then your security information must be sent to Audi so they can allow you to perform security functions with their scan tool. Once the scan tool validates you, again using your username and password, it will proceed to unlock the airbag control module and marry it to the vehicle. During the security process, the Audi server wanted to validate that I even had keys to the vehicle so I was instructed place the vehicle key next to the key antenna prior to marrying the airbag control module to the vehicle (Fig. 5). Once I did this, the scan tool proceeded to finish the module installation procedure. I then cleared out all lingering codes and performed another scan to make sure there were no underlying problems I could not see.

Just when I thought I was in the clear, the scan tool discovered three more issues (Fig. 6). It turns out that the clockspring was not your everyday clockspring, but rather part of a steering control module that had to be programmed. A lot of manufactures are now combining airbag clocksprings with steering angle sensors and steering wheel controls. It would make sense to combine everything into a unified steering control module to reduce manufacturing costs. Post procedures with the installation of these modules will also have to include the calibration of the steering angle sensor. There are some manufactures that will not allow the horn to function to alert you that the module needs to be programmed. This could only create confusion for the installer who may think that there is a problem with the horn circuit.

The second issue was that the front seatbelt pretensioners were not your everyday basic pretensioners. These were "smart" seatbelt pretensioner and control module assemblies that worked with the collision avoidance system to self-tension during moderate braking. Seatbelt pretensioners are usually deployed during an accident, but they also function normally to mechanically self-tension on moderate braking. This vehicle had electronic control modules attached to the pretensioners that worked with the collision avoidance system on the vehicle network and could be commanded to self-tension under certain moderate braking situations or prior to an avoided accident.

The third issue was that the body shop never told me that they had changed the left radar control module and sensor assembly. The original part was destroyed in the accident. This part would not be a problem to program, but the calibration process for the radar system was out of my hands because this vehicle required a special Audi target board (VAS 6430, Fig. 7) to realign the radar sensors to aim correctly down the road. The target board is about the width of the vehicle and incorporates laser-measuring devices to properly align both radar sensors equipped on the left and right front of this particular vehicle.

I went back into the Service Version Management system to program the radar, steering column and left and right seatbelt pretensioner control modules. The seatbelt control modules were also locked down by component protection so I had to go into the security menu to marry both of these devices to the vehicle. Audi is very keen on locking down many of their onboard controllers to prevent vehicle theft of parts. Once they are tied to one vehicle, you cannot swap them into another vehicle without putting that particular vehicle online with their server. So without having the factory scan tool, you will be very limited to performing many procedures on these newer Audi vehicles.

It is so amazing to me how advanced the technology is in the vehicles of today. There are so many electronic parts that are installed by a body or repair technician without any thought to what these parts actually do. It is no longer a quick install of an electrical component that you believe is an easy plug-and-play operation. There are certain procedures that must be followed that require special equipment to perform the installation process. Then there are the post procedures that must be followed to finalize the tweaking criteria. If these procedures are not performed, then you may see a light on the dash that will get your attention. There may also be some eyebrow-raising situations that may make you wonder. Such as the case of a guy who puts a new body control module in and wonders why when he pushes the left window switch, the right window goes down. This is because the module was not programmed yet. That should get your attention! Hopefully this article has gotten your attention and that you will be more aware the next time you try to play automotive transplant.