Member Since: 16 Aug 2012
Location: Mid Norfolk
Posts: 158
Dynamic response fault reading?
To the general collective
I currently get this fault code come up
(yea, ok, I'll cough, its on a 2012 RRS not a D3/4 but the chassis is the same )
Which brings on the yellow warning light on the dash.
What I'm struggling to do (cos I'm very new to the IId tool) is find out where within the IID tool I can read any current values within Dynamic Response to give me a better idea of where to look for the fault.
I changed the filter as a matter of course (old one looked ok) but still the fault is there (no great surprise as its showing as an electrical fault)
Any help (with the usual sarcasm thrown in would be appreciated.
CheersRRS HSE 2012 Stage 1 remap, timed heater General Grabbers
Blue D3 with winter pack, xenon lights, Geoff's engine performance upgrade, egr's blanked, mega flushed gearbox, 3 new wishbones, RLD sump guard, V8 brakes front and rear, General Grabbers. Rock/tree sliders. Now gone
Defender 90 tray back, 3 winches (with one or two other subtle mods) Now for sale
6th Aug 2019 4:42 pm
Sea Raider
Member Since: 01 Nov 2016
Location: None
Posts: 4450
The D3 isn't fitted with it
(its a bit like the ACE system on a D2 I believe)
6th Aug 2019 5:11 pm
Sea Raider
Member Since: 01 Nov 2016
Location: None
Posts: 4450
Member Since: 16 Aug 2012
Location: Mid Norfolk
Posts: 158
Nope, no fluid leaks or loss of fluid.
When I changed the filter the oil was nice and clean. (its only done 37k)RRS HSE 2012 Stage 1 remap, timed heater General Grabbers
Blue D3 with winter pack, xenon lights, Geoff's engine performance upgrade, egr's blanked, mega flushed gearbox, 3 new wishbones, RLD sump guard, V8 brakes front and rear, General Grabbers. Rock/tree sliders. Now gone
Defender 90 tray back, 3 winches (with one or two other subtle mods) Now for sale
6th Aug 2019 6:23 pm
Snow White
Member Since: 16 Aug 2012
Location: Mid Norfolk
Posts: 158
Sea Raider wrote:
We don't get faults on the Discovery, serves you right for buying a RRS
Oh yes they do...…..
I use to have a D3 so know just how quirky they can be RRS HSE 2012 Stage 1 remap, timed heater General Grabbers
Blue D3 with winter pack, xenon lights, Geoff's engine performance upgrade, egr's blanked, mega flushed gearbox, 3 new wishbones, RLD sump guard, V8 brakes front and rear, General Grabbers. Rock/tree sliders. Now gone
Defender 90 tray back, 3 winches (with one or two other subtle mods) Now for sale
6th Aug 2019 7:01 pm
M3bobby
Member Since: 21 May 2018
Location: Sleaford, LINCS.
Posts: 857
Re: Dynamic response fault reading?
Snow White wrote:
To the general collective
I currently get this fault code come up
(yea, ok, I'll cough, its on a 2012 RRS not a D3/4 but the chassis is the same )
Which brings on the yellow warning light on the dash.
What I'm struggling to do (cos I'm very new to the IId tool) is find out where within the IID tool I can read any current values within Dynamic Response to give me a better idea of where to look for the fault.
I changed the filter as a matter of course (old one looked ok) but still the fault is there (no great surprise as its showing as an electrical fault)
Any help (with the usual sarcasm thrown in would be appreciated.
Cheers
Check the wiring to the valve for a short. If there’s no damage you need to replace the valve 1 solenoid coil.
6th Aug 2019 7:34 pm
M3bobby
Member Since: 21 May 2018
Location: Sleaford, LINCS.
Posts: 857
6th Aug 2019 7:50 pm
Snow White
Member Since: 16 Aug 2012
Location: Mid Norfolk
Posts: 158
Cheers M3 for the photo
But....
Is there a way on IId tool to read the values going to the coil to show if there is a short in the wiring somewhere? (That could be a to find!!!)
Or the current going to the coil is correct (no short) but coil itself is failing?
CheersRRS HSE 2012 Stage 1 remap, timed heater General Grabbers
Blue D3 with winter pack, xenon lights, Geoff's engine performance upgrade, egr's blanked, mega flushed gearbox, 3 new wishbones, RLD sump guard, V8 brakes front and rear, General Grabbers. Rock/tree sliders. Now gone
Defender 90 tray back, 3 winches (with one or two other subtle mods) Now for sale
7th Aug 2019 9:25 am
gstuart
Member Since: 21 Oct 2016
Location: kent
Posts: 14177
Hi
Just had a look in the gap iid web site and couldn’t see anything , only the suspension valves
May sound daft but is the steering wheel angle sensor ok
Bit of info for u
Quote
The Dynamic Response control module receives a power supply from the main relay via fuse 9E in the BJB (battery junction box).
An engine speed signal is transmitted to the control module from the ECM (engine control module) via the high speed CAN (controller area network) bus. The engine speed signal is used by the Dynamic Response control module to detect that the engine is running and hydraulic pressure for the Dynamic Response system is available.
A road speed signal is transmitted to the control module from the ABS (anti-lock brake system) module on the high speed CAN. A steering angle signal is transmitted on the high speed CAN bus from the steering angle sensor. The Dynamic Response control module uses the road speed and steering angle signals to calculate lateral acceleration and for on and off-road roll compensation.
When reverse gear is selected and reverse wheel rotation is transmitted on the high speed CAN bus, the Dynamic Response system reverts to a 'locked bars' condition. This condition is maintained until reverse gear is deselected and a forward wheel rotation message is transmitted on the CAN bus.
The Dynamic Response control module receives an "ignition on" signal on the high speed CAN bus. The ignition signal provides an input into the control module to inform the control module that the ignition switch is in position II. The control module initiates a 250 ms start time which is used to prevent functions operating when the software routines are being initialised
When the 'ignition-on' CAN signal is removed, the control module senses that the ignition has been switched off. The control module remains powered for a 30 second period to allow fault information and adaptive values to be stored in the memory. The values and fault information are read by the control module when the ignition is next switched on. The power supply to the control module is maintained for as long as the main relay remains energised
The Dynamic Response control module is connected via the high speed CAN bus to the diagnostic socket which allows diagnostic interrogation of the control module. The diagnostic socket allows for the connection of a Land Rover approved diagnostic system to read any stored fault codes in the control module. The control module can also be updated with revised software using a Land Rover approved diagnostic system should a software update be required.
When system faults are detected, the control module issues a message on the CAN bus which is received by the instrument cluster. The instrument cluster then illuminates the air suspension/Dynamic Response warning indicator as follows:
Minor faults - warning indicator illuminated in an amber color with an applicable message in the message
centre
Major faults - warning indicator illuminated in a flashing red color with an applicable message in the message center and an audible warning. The message will instruct the driver to stop the vehicle immediately or drive with caution.
Two messages relating to Dynamic Response are displayed in the instrument cluster message center:
SUSPENSION FAULT, VEHICLE LEAN, WHEN CORNERING SUSPENSION FAULT, STOP SAFELY, STOP ENGINE.
The Dynamic Response control module supplies a control current to the Pressure Control Valve (PCV) in the valve block. The current supplied is determined by a number of input signals from the upper and lower accelerometers, road speed, steering angle etc. The PCV controls the hydraulic pressure supplied to the actuators proportional to the current supplied by the control module.
Power is supplied to the two solenoid operated Directional Control Valves (DCV) in the valve block by the control module. Together, the two DCV's control the direction of flow of hydraulic fluid to the actuators. When the control module supplies power to the solenoids the valves open allowing hydraulic fluid to flow to the actuators. When power is removed, the DCV's close. DCV1 is open for right hand corners and DCV2 is opened for left hand corners.
The pressure transducer located in the valve block receives a 5V current from the control module. The transducer measures the hydraulic pressures in the range of 0 to 180 bar (0 to 2610 lbf/in2) and returns a linear output voltage to the control module dependent on the hydraulic pressure.
The Dynamic Response control module supplies a 5V current to each of the accelerometers. Each accelerometer is capable of measuring lateral acceleration in the range of ± 1.11 g. An analogue input to the control module of between 0.5 and 4.5V relative to the lateral acceleration sensed is returned by each accelerometer. The control module processes the two signals received, together with the steering angle and vehicle speed signals, to produce a 'pure' lateral acceleration signal which is then used as the main control signal for the Dynamic Response system.
Failure Modes
Failures where the vehicle can still be driven safely are indicated by the air suspension/Dynamic Response warning indicator in the instrument cluster illuminating continuously in an amber color. The amber indicator will remain illuminated until the ignition is switched off. For all faults, the warning indicator will only illuminate again if the fault is still present.
Failures which require the driver to stop the vehicle immediately are indicated by the air suspension/Dynamic Response warning indicator flashing in a red color and an audible warning. This will also be accompanied by an applicable message displayed in the message centre
All faults are recorded by the control module and can be retrieved using a Land Rover approved diagnostic system. The diagnostic system provides a description of the fault, possible causes and corrective action to rectify the fault. The control module can fail to one of two states; 'locked bars' or 'reduced operation'.
The 'locked bars' condition means that pump flow is directed through the valve block and returns to the reservoir. Both DCV's close, trapping the fluid in the actuators. The fluid can flow from one actuator to the other via the valve block. The stabilizer bars will perform similar to a conventional stabilizer bar, resisting roll but still allowing suspension articulation.
The 'reduced operation' condition means that the system can still operate, but one of the input signals is not being received and so the system performance is not optimum.
If the steering angle sensor develops a fault or is out of calibration, there is a possibility that the dynamic response control module will record a fault code. A Land Rover approved diagnostic system should be used to check for fault codes and the adaptive data should be cleared by resetting the fault codes in the control module after the steering angle sensor has been recalibrated.
Each accelerometer is a capacitive acceleration sensor and operates on a 5V supply from the dynamic response control module. The upper and lower accelerometers can measure acceleration in the range of ±1.11 g and return an output to the control module of between 0.5 and 4.5V.
C1B03 - 19
Directional Control Valve #1 - Circuit current above threshold
Directional control valve 1 circuit short to power Directional control valve 1 failure
Refer to the electrical circuit diagrams and check directional control valve 1 circuit for short to power.
Check and install a new directional control valve 1 solenoid coil as required
Hope this helps
7th Aug 2019 10:53 am
gstuart
Member Since: 21 Oct 2016
Location: kent
Posts: 14177
Hi M3 bobby
Apologises , see you’ve already mentioned about the directional control valve
7th Aug 2019 11:02 am
Snow White
Member Since: 16 Aug 2012
Location: Mid Norfolk
Posts: 158
Cheers gstuart
Don't know where you found the info, but it does help.
Don't think I have anything wrong with the steering sensor, as I'd expect it to affect other systems.
Hopefully just a bad connector, otherwise £100+ for a new coil.
At least I'm not getting frustrated looking for something on the IId tool that isn't there RRS HSE 2012 Stage 1 remap, timed heater General Grabbers
Blue D3 with winter pack, xenon lights, Geoff's engine performance upgrade, egr's blanked, mega flushed gearbox, 3 new wishbones, RLD sump guard, V8 brakes front and rear, General Grabbers. Rock/tree sliders. Now gone
Defender 90 tray back, 3 winches (with one or two other subtle mods) Now for sale
7th Aug 2019 12:48 pm
gstuart
Member Since: 21 Oct 2016
Location: kent
Posts: 14177
Hi
Ur very welcome , at least it goes with the other info that’s been posted
That’s not too bad , ref the cost , indeed hopefully it’s just a bad connector
Only reason I said about the steering wheel angle sensor is it’s tied into the system
Plse let us know how it goes , thks
7th Aug 2019 12:58 pm
Snow White
Member Since: 16 Aug 2012
Location: Mid Norfolk
Posts: 158
Ok, so it has taken me a while to sort this out, partly cos the fault was temperamental (typical for a bloody L/R) and when I did get round to trying to change it, the directional control valve (unit) was seized on. No change there then!!! And as usual, you could only get to it with one double jointed hand. and cutting a 27mm spanner in half (there really is NO working room )
So after a lot of swearing, WD40 over a number of weeks I finally got the unit free. However, just to make you realise that L/R designers clearly don't work on these cars, you can't get the unit out unless you un-bolt the whole valve block from the chassis to get you the couple of extra mm's that are required to clear the body, whilst not putting too much strain on the various pipes going to the valve block.
Anyway, old unit out, new unit in(thanks Advanced Factors) put the plug on, re-bolt valve block to chassis, clear fault code and...…..
now this comes up
I checked the resistance of both units and they are the same. Same part number.
If I put the old unit back in I still get C1B03-19
New unit I get C117-95 which comes up straight away?
I have changed the oil filter and the fluid is lovely and clean.
Any suggests (including setting fire to the bloody thing at the moment) gratefully receivedRRS HSE 2012 Stage 1 remap, timed heater General Grabbers
Blue D3 with winter pack, xenon lights, Geoff's engine performance upgrade, egr's blanked, mega flushed gearbox, 3 new wishbones, RLD sump guard, V8 brakes front and rear, General Grabbers. Rock/tree sliders. Now gone
Defender 90 tray back, 3 winches (with one or two other subtle mods) Now for sale
28th Sep 2019 4:25 pm
gstuart
Member Since: 21 Oct 2016
Location: kent
Posts: 14177
Hi
This is the only thing I can find , can u put the pipes back on in the wrong place ???
Is there a special bleed process
the more knowledgeable should know
C1117- 95
Direction Control Valve(s) - Incorrect assembly
Incorrect connection of the pressure control and direction control valves Direction control valve circuit high resistance Damaged direction control valve
Check the valve connections and rectify as necessary. Check the direction control valves. Check direction control valve circuit for high resistance. Check and install a new direction control valve as required
Last edited by gstuart on 28th Sep 2019 5:00 pm. Edited 1 time in total
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)
would be appreciated.
to find!!!)
and cutting a 27mm spanner in half (there really is NO working room 
)
