Turbo3 wrote:lorenfb wrote:Turbo3 wrote:The Consult 3+ uses the standard OBDII connector under the dash. That part has not changed. It is just that the normal communications between ECUs does not show up on that connector of the 2018 I tested. But the Consult 3+ (and therefore LeafSpy) can still communicate with the ECUs. We just can not snoop on ECU to ECU communications.
Understand I am basing all this on a sample of one but it makes sense to me. Nissan is adding emergency braking and Pro-Pilot feature and it makes sense to protect the CAN bus from external interference. The bad batch of Konnwei OBDII adapters with the wrong termination resistor that shorted out the CAN bus shows how this can happen.
Thanks. So maybe at least LeafSpy may be able to read DTCs and reset them? If so, this will be valuable.
Already tested reading and clear DTCs on a 2018. Works just fine.
So based on what you observed on the '18 Leaf's OBDII port, it appears that Nissan has reverted to using that port
as typically used by most auto OEMs, i.e. to have limited access to only ECUs necessary for troubleshooting in the field.
All the intra-ECU communications where data flows between ECUs is only accessible by directly connecting,
e.g. via a scope, to each internal CAN. Besides the OBDII ECU shorting issue, the '18 Leaf's bus structures have
become more complex, i.e. you mentioned new Leaf features (kinda autopilot) requiring new ECUs. So now with
the '18, each ECU, e.g. the BMS, must be accessed directly like when using the Consult 3+, and queried for the desired
data, e.g. Ahrs, which might not be available as before and/or require an access code or a logon to Nissan.
Furthermore, Nissan may now feel that too much data, e.g. related to the battery, have been exposed to the public
in the past.