You may encounter an error indicating how to troubleshoot your anti-theft system. There are several ways to solve this problem, which we will talk about a little later.
Modern cars and the systems they work with are becoming more complex. Another example is immobilizer and anti-theft devices. Advances in key encryption, the emergence of systems such as smart entry and smart key technologies, have changed the way these vehicles are diagnosed, repaired and programmed. In addition, the proprietary nature of OEM technologies and limited access to repair information, tools and security PINs make these vehicles difficult to service. In this article, we will look at some of the history of these systems, how they work and how to diagnose them when a problem occurs. In addition, we’ll look at some radical changes in how we get security information and what we need to do to get there.
A bit of history first: St. George Evans and Edward Birkenbuel are credited with inventing the first anti-theft / immobilizer system in 1919. It consisted of three switches that were manually set by the driver and through which the car drove. thoselingering. Turn on the magneto / coil whether it’s right or wrong, and don’t let the car start and hum if it’s wrong. The parameter can be changed by the pilot.
European cars were to be equipped with immobilizer technology by the end of 1998. Australia and Canada respectfully followed suit in 2001 and 2007. In general, immobilizer systems include either security technology in the ignition / lock, or in the key, or in the form of a low-tech resistor or high-tech RFID-encrypted chip.
The first car made in the United States to use this technology was a 1985 Corvette, which uses GM’s anti-theft system (VATS). VAT may have been one of the theft protection systems that many technicians encountered for the first time. The VAT may have appeared in the Vette 85, but it continued to be used on many other GM platforms until the early 2000s. The system is also called a passkey.
Access key and lock
The technology has been integrated into the “key”, hence the access key… The key had a pellet resistor built into the key shaft. There are 15 different key blanks with resistance from 402 to 11.2 kOhm. The ignition switch had contacts that “read” resistance, creating a 5V resistive voltage drop across the key resistor. The unique voltage drop was detected by the VATS module when it first left the factory and was cradle to grave or never changed. The system uses two sabotage modes, short sabotage and long sabotage, which disable engine start or crank, and “troubleshoot mode” to keep the vehicle running in the event of a breakdown after exceeding theft. which starts and sets in motion and breaks the ignition switch wires at the base of the tilt steering column. The vehicle security malfunction indicator (MIL) remains on, but the vehicle continues to start until the battery is disconnected or discharged. The wiring, contacts in the igniter cup and the lining in the key are worn out, which is a common occurrence forthese systems. The tools needed to effectively diagnose these systems are already in each technology’s toolbox — usually in the form of DVOMs and schematics.