|
In the E6x, the EDC module communicates on PT-CAN and controls the dampers. The dampers are magnetorheological and the default, non-energized setting is the stiffest. As current is applied to the electrical coil inside the damper, the compression and rebound damping are reduced. So, in effect, the system "fails" in the heaviest damping setting.
The E9x EDC is almost identical in operation and communicates over PT-CAN as well.
On the E6x however, the servotronic electrohydraulic valve on the steering rack is controlled by the KGM (karrosserie (chassis) gateway module) whereas on the E9x it receives its control current directly from the DME.
This makes trying to connect the two failures on the E9x more complicated where as on the E6x, PT-CAN data faults would make a logical correlation (KGM is the PT-CAN gateway to the DME for E6x.)
OP, what are you scanning the car with if there are no faults?
As for replacing the EDC, reprogramming the whole car for that is silly. The EDC module technically can be replaced without programming at all as the VIN is stored in it, but has no effect on its operation. You would want to have it coded to your chassis however as there may be some differences in the settings from the donor if say it came from an E90 and you put it in an E92. You can however program it using WinKFP with AIF write enabled so it records the VIN properly.
I speak from the experience of having parted out about 25 S85 powered E6x cars and preprogram all modules before I ship them using a bench flashing arrangement with an ICOM and KGM module. The same can be done with a footwell module, OBD port and ICOM (or USB OBD) for E9x. Reprogramming the whole car is wasteful and a good indication the dealers don't know how to use expert mode in ISTA/P where you can deselect modules for programming avoiding the "whole car" routine.
|