Hello all brother
i have bentley flying spur 2012 and problem with the engine
after scan have fault code P192300 at ECM 1 and no signal/ comunication injector circuit cyilinder 7,8,9,10,11,12 at ECM2
I've changed all spark plug and coil but the engine still shakes and rhe fault code can't erased
can help me what the problem this?

this fault code at ECM 1

this fault code at ECM 2

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Not sure if you can swap the ecms to see if the problem switches sides or not. If it does, you’ll know it’s the ECM module itself.

edit.. not sure if it precludes allowing a cable connector swap to work or not, but it looks like there is a coding difference between master and slave ecms.

https://www.6speedonline.com/forums/...slave-ecu.html

 

No they aren't swappable.
I am recalling each ECM does half the cylinders. Looks like all cylinders failed on the ECM2 side (bank2). Since all cylinders shows as failed, It may an injector control unit or something managing this half of the engine. (Don't know if the control unit is part of the ECM)


You normally get the ECM1 error every time, there are errors in ECM2.
Long shot, but maybe try disconnecting the left battery and re-seat the connectors to ECM2 (it is the one closer to the front of the car. Look at my resent pulling engine post fr pictures)

~ZaOs~

 

This is the ECM in your car. Both ECM1 and EMC2 are identical part numbers, but they have different tasks. Reason we have 2 ECMs is because a single ME7.1.1 hardware cannot simple handle 12 cylinders. Hence you make one ECM slave and the other master.

 

Lol,

I am retracting my comment that you cannot swap them, due to my own previous research and discussions I had on this forum years ago. Both ECMs have identical part numbers and programs. The difference is pin 49 on the harness which determines the ECM being slave or master. see below:

This means, if you swap the ECMs and getting same errors from bank 1 of your car, the original ECM2 is faulty.



The master/slave concept means that the master unit has more control functions within it than the slave unit however, the two units communicate via a specific CAN link that connects between them. The hardware and software will be the same for each unit with the determination of type being made in software via the coding of Pin 49 - 12V master or 0 V slave.
The master ECM controls bank one, right hand when viewed from the rear of the engine. Bank two is controlled by the slave ECM - PIN 49 set the coding.
Cruise control is part of ME7, switch interaction to ME7 via CAN.
Drive by wire throttle, single pedal connected to the master ECM only. Electronic traction control interaction via CAN to the EMS from ABS/ESP. VW CAN based Immobiliser located in the "Kessy" system.
Twin air meter based system, one sensor per engine bank as the induction systems for each side or bank are separate. Crankshaft speed sensor failure limp home mode, the sensor is connected to both ECM's.
Two variable speed cooling fans controlled via ME7. Two electric water pumps controlled via ME7.
Comfort start, controlled via the "Kessy" and ME7.
Twin turbo charger and dump valve control & diagnostics. Cruise control via ME7, switch I/P's via CAN.
Twin fuel pump control
A similar strategy as that used for Arnage T but with no fuel pressure sensor. The pumps are independently operable from the master ECM - pump one operates as the main pump and pump two comes in with engine load increase.
Thermostat monitoring using twin coolant sensors, one mounted on the left hand side coolant pipe at the front of the engine and one mounted at the back of the engine.
Fan control, two variable speed fans both independently controlled by the master EMS via a pulse width modulation (PWM) control signal at 10Hz with a 0 to 12V control signal.
Torque control interaction with the transmission. ATR sensors for the limitation of exhaust gas temperatures to protect the turbo charger from damage.
Two purge valves one valve for each bank.
Twelve injectors and coils, coils active type with an integrated driver stage. Two boost pressure sensors, one for each bank, pre throttle valve.
Four knock sensors two used per bank.
4 lambda sensors - two per bank the front two are LSU and can operate in the high load regions the rear or monitor sensors are LSF two point sensors.
Two secondary air systems, one pump & air valve for each bank.
Two Brake switch I/P's - these are part of ETC monitoring if failure occurs then the throttle is unlikely to work as its in some form of Limp Home mode.
There are 4 camshafts two per bank each camshaft has its own speed sensor. Auxiliary after run cooling pump is controlled via ME7 along with after run fans.
It is possible for the ME7 will remain active for up to one hour after a run cycle depending on conditions. Two point variable switching engine mounts controlled via the master control module.
Variable valve timing is utilised, this is controlled by the EMS for each bank., the EMS uses a PWM signal to control the oil pressure onto the control valves that alter the relationship between the exhaust and inlet camshafts.
Vacuum system operation, a pump and sensor is fitted to the vehicle. This is sensed and controlled via the master EMS unit Kick down switch is used to give a full throttle position signal to the EMS.

 

Actually from reading my old comment: "Twin air meter based system, one sensor per engine bank as the induction systems for each side or bank are separate"

Try to swap the MAF sensors first, before messing with the ECMs?

Cheers,
~ZaOs~

 

It'd have to be a hell of a fault to cause a misfire on all 6 cylinders, surely? Most engines that I know will quite happily go open loop with no MAF and run nearly normally....
.....of course, having said that most engines that I know aren't sharing a crank with another engine no running open loop so you could well be right!

C

 

Call me a bluff old traditionalist, but....
Given that all those six injectors referred to above are supplied by the same fuse, which does not also supply the injectors for cylinders 1 - 6, the first thing I would be doing is ensuring that there's a positive supply to the injectors, (i.e. is the fuse intact and is the relay pulling in) before I started swapping ECUs.

 

Yes of course, but we aren't talking misfire. Its fuel injection errors causing this issue and MAF controls fuel injection. Only reason, why this is a worth while exercise is because each ECM controls their own MAF and it is easy to check. It is all up to owner to assess. There may be many other commonalities between the ECM's, but I think this is worth trying before messing with them.

Always check the standards first, like all fuses, ETC (thanks for reminding me). ECM's is the last thing you wanna mess with and I'll try anything before venturing down an expensive path
Cheers,
~ZaOs~

 

Makes sense to me, and you are, of course, correct in the errors. Mea culpa!

C

 

Great info!

Not sure what all conditions can prevent an injector pulse on Bentley, and not sure if any of this applies, however, on some other cars, root causes I’ve seen for no pulse conditions have been injector circuit fuses, one faulty injector causing the ecu to go into a fail safe mode, faulty anti theft modules, and in one case a loose ground from a newly replaced coil. (These were almost all in lsx swap projects, so likely some assembly errors and not sure if components are similar to our cars. )

A set of inexpensive noid lights and a multimeter for checking the resistance might be helpful in ruling out the injectors.

 

thank you I say to all friends who have given information to check my car. I have checked all the fuses are all good and I have tried to swap the injector ic and the ignition ic from ecm1 to ecm2 but still no change and the fault code remains the same. for now I will try to measure the cable from ecm2 to the injector but I don't have a wiring diagram for the ecm2 pinout to the injector.
can anyone help to provide me the ecm2 pinout wiring diagram?

this is ecm1 and ecm 2

 

OK,
You switched them?
That is perfect. I am assuming you have the fault codes still in ECM2 right?

 

If the error is still on ECM2, you now both ECM's are OK.
Then you don't need a pin out diagram, I would think both are OK at this time.

Did you try the stupid stuff, such as MAF's. I am sure that there are other commonalities here but, this is to start looking for.

having ECMs OK is the best news you can have, LoL....

 

I've tried swapping the MAF sensor but still no change, I measured the voltage at the 7-12 injector, there's only 3.5 volts
can you help me to give wiring diagram ecm1 and ecm2?