Demystifying the BeCM

Demystifying the BECM (4.0/4.6/P38A)

BECM

Introduction
Overcoming Intimidation
Basic Principles
BECM Functions
BECM Design and Operation
BECM Connectors
Diagnosis
Access and Removal
Dismantling the BECM
Replacing a Power Transistor
Replacing a Relay
More Information

Photo at right: BECM removed from position under left front seat to show connectors and fuse box. Note that most of the connectors (but not all) are in the front. The BECM fuse box is on the right hand side of the unit and is accessible via a removable plastic panel in the seat base trim.

Introduction

With the introduction of the Range Rover 4.0/4.6, Land Rover took a bold step into the electronic age, and concentrated a majority of the vehicle electrical brainpower and horsepower in one box -- the Body Electrical Control Module (BECM, sometimes alluded to in the manuals as BeCM). Later models have retreated slightly from this ideal, with brainpower distributed more evenly around the vehicle according to function, but the BECM days stand out as a bold experiment.

In this section we try to demystify the BECM, summarize its functions, and help with diagnosing and repairing the kind of problems people have experienced with it. If you know anything about any of these matters please email me so we can share your knowledge with other owners.

Overcoming Intimidation

The BECM is nothing more than a bunch of fuses, relays, transistors, microprocessors and other electronic components. All modern cars have them -- the BECM just concentrates a lot of them in one place. What little information is available on the Internet about the BECM seems designed to intimidate and discourage the do-it-yourself owner. Car Electronic Services' page on the BECM cautions you against even taking the lid off due to the possibility of damaging the CMOS circuits with electricity, and Andy Reavell's report on changing a transistor refers to dealing with this component as "rocket science" and provides warnings and caveats about attempting repairs. My attitude is a bit more cavalier -- most of the BECM is very well built and rugged, much of it using good old fashioned parts such as relays. It does contain CMOS logic, said to be very vulnerable to static electricity, but in my 30 years as an electrical engineer I have never had a problem with it. If it was that delicate it would not be used in the harsh automotive environment. In my opinion, the unit is ruggedly built and should withstand a healthy degree of poking, prodding and testing. About the worst that can happen if you mess up is having to get a new one, which you would have had to do anyway. It is true that you need a bit of experience and skill to start messing with the surface mount components on the unit's signal processing circuit board, but those are much less likely to fail than the power handling components on the other, more easily accessible circuit board. Besides, what have you got to lose? <g>.

BECM Principles

The basic principle of operation is simple. Several 60 amp maxi-fuses in the engine compartment fuse box feed power into the BECM via its own fuse box and a handful of relays inside the unit. The BECM receives (low-powered) input signals from various systems in the vehicle, processes the information in its logic and generates control signals. In the BECM power output section, a bunch of power transistors are used as electronic switches to take these small control signals and use them to switch large currents on and off to control and operate the various systems. As in any electronic system, most failures occur in the high power components such as the power switching transistors.

The sections below go into more detail about the specific functions of the BECM, diagnosis of problems, and how to dismantle and fix it.

BECM Functions

Surprisingly, there is more information on the BECM in the regular shop manual than in the Electrical Troubleshooting manual. The following list, drawn from the former, summarizes the things the BeCM controls, supplies information to, or receives input from:

1. Instrument pack
2. SRS Diagnostic Control Unit (DCU)
3. Selector lever display panel (Automatic transmission vehicles only)
4. Engine compartment fusebox
5. Maxi fuse 1 - Power supply
6. Maxi fuse 4 - Power supply
7. Maxi fuse 5 - Power supply
8. Cruise control ECU
9. Transfer box ECU
10. Engine Control Module (ECM)
11. Electronic Automatic Transmission (EAT) ECU
12. ABS ECU
13. Electronic Air Suspension (EAS) ECU
14. HEVAC ECU
15. Center console switch pack
16. RH door outstation
17. LH door outstation
18. RH seat outstation
19. LH seat outstation
20. ICE unit
21. Diagnostic Socket

BECM Design and Operation
BECM with lid off

Signal and Power Handling
The BECM, located under the right front seat, consists of an enclosure containing two main circuit boards arranged one above the other. Broadly speaking, the bottom one is a low power board that accepts inputs from the vehicle's systems (via the lower row of connectors on the front and right of the BECM) and uses its computing power to do the "thinking". Its decisions are sent to the solid state switches on the upper board, which gets its amps from the battery terminals on the right side of the BECM (via the adjacent BECM fuse box) and distributes them to the various vehicle systems via the upper row of connectors around the BECM enclosure.

Photo at right: BECM with top cover removed showing top circuit board with BECM fuse box at top of photo, relays on right and power transistors on left.

Direct Connections and Serial Data Buses
Communication between the BECM and the various vehicle systems is mostly by direct connection. However some circuits -- the instrument pack, seat outstations, door outstations, and center console use digital serial data buses for information (not power) communication with the BECM, allowing connection to several points via the same wires. In theory this reduces the number of wires needed, but in practice each data bus comprises no less than ten wires (!) as each of its five connections is duplicated for reliability. The five connections are as follows:
• Feed wire: Battery voltage supply
• Earth wire: Vehicle earth
• Clock wire: Reference signal
• Signal wire: Transmits digital signals
• Direction wire: Identifies direction of signal

Sleep and Activation Modes
When the vehicle is left and all timers have timed out the BECM goes into "sleep" mode which reduces current draw to about 40 mA with the alarm armed. When an input is sensed (eg unlocking the vehicle), it returns to activation mode with a current draw of about 1 amp. This is the cause of some of the battery drain problems some owners have experienced when parked in areas of high radio interference -- the BECM keeps getting "woken up" by the alarm system's RF receiver. If this happened constantly the battery could easily be dead within 24 hours.

BECM Connectors

In order to tap into all the above vehicle functions, there are 19 electrical multi plug connectors on the BECM, in addition to the screw terminals for the more substantial connections to power and ground. Ten of the multi plug connectors are on the front, and four on the right hand side -- all these are easily accessible by removing the seat base trim. There is also one connector on the rear end of the unit, reachable under the back of the passenger seat. The only ones that are really tricky to access are the four on the left side of the unit.

As mentioned above, inside the BECM are two printed circuit boards, arranged one above the other. The upper one contains the power handling semiconductors needed to drive the various circuits. The connectors are also arranged in rows near the top or bottom of the unit. Thus the upper connectors (those on the left, rear, and top front of the unit, plus the BECM fuses on the right) tap into this upper board and are mainly power outputs. The bottom row of connectors on the front and right of the BECM tap into the lower board containing the signal processing and logic circuitry, and are mainly inputs from sensors and switches, plus low-current output signals to other ECUs. The following pictures and listings indicate the locations and functions of the different connectors.

Top row connectors provide power to the following circuits: C325/1283: Rear lights & indicators, door locks, aerial amp, RF receiver. C323/1284: Mirror dip, RH doors, RH rear window & ICE amp; sunroof anti-trap, trailer tail lamp, fuel flap. C324/1292: Sunroof back/forward, rear screen heater, power to sun visors. C120/1281: LH Front lights & Indicators, SRS, alarm sounder, front and rear screen wash, horn, ignition switch position 2. C113/1282: RH Front lights & indicators, starter relay, window & headlamp wipers.
	Photo: Connectors on Front of BECM. Top Row of connectors provide power output to the circuits listed above. On 1999 and later models these were renumbered as follows (left to right): C1283, C1284, C1292, C1281, C1282. Bottom Row of connectors are inputs to the BECM, or output signals to other ECUs and systems in the vehicle. See listings below. On 1999 and later models these were renumbered as follows (left to right): C1288, C1289, C1285, C1286, C1287.
C112/1283: Inputs: Trans oil temp, engine speed, ABS pressure & operation, cat overheat (Japan). Outputs: Parking Brake On, Door/Tailgate Open, Ignition switch position 1, Road Speed, Fuel Level; Security Code to ECM. C114/1289: Inputs: Washer fluid level, inertia switch tripped, front wiper parked, MIL on, low oil pressure, EAS warnings, fuel level, road speed, ETC warnings, hood open, alternator charge, low brake fluid, coolant temp. Output: Engine Speed. C326/1285: Inputs: Rear wiper park, front courtesy lamp switch, tailgate open, sunroof anti-trap, RH rear window, RH front door data bus, sunroof closed, RH mirror position, RH rear door open, RH front window anti-trap. Outputs: RH front door data bus, reverse gear selected. C362/1286: Inputs: LH front door data bus, LH windows position and anti-trap, LH rear door open, ultrasonic sensor. Outputs: Ultrasonic sensor power, LH front door data bus, LH rear window anti-trap power supply. C626/1287: Inputs: Transmission diagnostic, center console data bus, gearbox selector switch, transfer case status, ECU, Transfer Switch, Handbrake Switch, Driver's Seatbelt Switch, Transfer Case Oil Temp Switch, shift mode status switch, gear selector park/neutral. Outputs: Center console data bus, transmission diagnostic, engine speed (to trans ECU),

Photo: Connectors on Left Side of BECM.

All connectors on this side are at the top of the unit and therefore connected to the power output PC board, providing power to the circuits listed below.

On 1999 and later models these connectors were renumbered as follows (left to right):
C1283, C1284, C1292, C1281, C1282.

Left side connectors provide power to the following circuits:
C361/1283: Left Rear windows, locks, lights & indicators, courtesy lights; Left Rear ICE amp, woofer, trailer +12V & reversing lamp, aux phone power,
C625/1284: Center Console Ignition power for gear selector, gearbox & transfer box ECUs; shift interlock solenoid, transfer case neutral tow link,
center console switches & lights, cigar lighter & gear selector lights, cigar lighter.
C624/1281: Transfer Case ECU battery power.
C912/1282: Front Seats heaters, enable, ground, lumbar support, power supply.

Top row of terminals supply battery voltage to BECM as follows: "C623"/1356: BECM Ground. "C165"/1337: Power supply to BECM from Maxi Fuse 4 (60A). 12 volts always on to BECM fuses 12, 13, 14, 15 and BECM relay 10, which powers fuses 6, 7, 17 when ignition switch is in position II or III. "C105"/1337: Power supply to BECM from Maxi Fuse 1 (60A). 12 volts always on to BECM fuses 1, 2, 3, 4. "C107"/1338: Power supply to BECM from Maxi Fuse 5 (60A). 12 volts always on. Supplies BECM fuses 8, 9, 10, 20, 28.
	Photo: Connectors on Right Side of BECM. Top Row of "connectors" (really just terminal posts) provide the power supply to the BECM from the battery via Maxi Fuses 1, 4 and 5 in the engine compartment fuse box. They provide power via the BECM fuses listed above. On 1999 and later models these terminals were renumbered as follows (left to right in the picture): C1356, C1336, C1337, C1338. Bottom Row of connectors are inputs to the BECM, or output signals to other ECUs and systems in the vehicle. See listings below. On 1999 and later models these were renumbered as follows (left to right): C1288, C1278, C1280, C1279.
Bottom Row of Connectors: C907/ 1288: Inputs: Left and right seat positions Outputs: Left and right front seats serial data buses C257/1278: Inputs: On/Off for front & rear screen washers, rear wiper, right & left indicators, headlight flash, hi & lo beam, front fog lights & side lamps, fuel filler flap release, horn. Front wiper switch position, ignition switch position III, front fog telltale. C256/1280: Inputs: Instrument dimming supply, ignition switch position I Outputs: Instrument pack serial data bus (8 lines) & audible warning, engine & road speed to instrument pack, rear fog telltale, security LED. C255/1279: Inputs: On/off for rear fog light, key in ignition, clutch depressed, seat heaters on/off, alternator charging/engine running, rear screen heater, hazard warning, cruise control, diagnostic connector K & L lines. Outputs: Diagnostic connector K & L lines, hazard warning telltale lamp, road speed to trans & cruise control ECUs, power to cruise ECU, telltale light & inverter.

	Photo: Connector on Rear of BECM. This 16 pin connector, C258, is at the top of the unit and is connected mainly to the power output PC board, but also has a couple of input connections as listed below. On 1999 and later models this connector was renumbered C1276
C258/1276: Inputs: Ignition switch position II, brakes on/off. Outputs: Cruise control pump, illumination for fascia, glove box, front footwell & ignition switch; aux power for ATC ECU and radio; battery supply to radio, clock and instrument pack; ignition power to brakes, PAS, air suspension switches, ATC ECU.

Diagnosis

Most BECM problems are not especially fatal except those relating to alarm functions, which can lock you out and/or disable the ECM and hence prevent the engine from starting. engine. For a treatise on these problems see the alarm system operation and diagnosis page.

Most BECM failures relate to simple things such as certain lights or other electrical devices in the vehicle ceasing to operate. Note that before deciding the problem lies within the BECM, it is worth checking carefully that the power supplies and the ground are good. For example, make sure the battery ground cable is not corroded and causing a bad ground. Low battery voltage due to failure of a cell can also cause weird symptoms. Intermittent non-crank can also be a BECM problem. A malfunctioning engine compartment fuse box can also look like BECM failure, as this supplies power to the BECM and many other components. According to Car Electronic Services, if the engine compartment fuse box is OK, erroneous fuse failure codes can be symptomatic of BECM problems.

The most common fault symptoms include mis-operation of headlights, door locks, electric windows, fuel filler flap, indicators, sun roof and especially rear wash/wipe. These faults may be intermittent. Since nearly all these functions rely on power from the BECM it is possible that their malfunction is due to a BECM failure. If you have a copy of the Electrical Troubleshooting Manual, you can trace any circuit to see where the problem is.

For example, if the front fog lights are not getting power from the BECM even though the BECM input from the fog light switch is OK, first make sure power is getting to the BECM via the 3 maxi fuses in the engine compartment fuse box. If so, the problem must lie within the BECM itself.As in all solid state circuitry, by far the most likely failures are going to be in the power handling parts of the circuit, namely the high powered transistors that directly feed the upper row of BECM connectors. The next most likely possibility is failure of one of the relays that populate a large section of the power board.

From the information above you can tell which connector is affected, and the ETM will even tell you which pin. Then by taking the lid off the BECM (see below) you can trace the connection from the output connector back to the corresponding power transistor or relay.

BECM Access and Removal

You can access most of the connecctors on the BECM (except those on its left side) by simply removing the seat base trim and, in the case of the front ones, lifting up the carpet. However if you want to take the lid off to perform internal repairs (see below) you need to remove the unit from the vehicle. This involves taking the seat out -- not too bad a job actually. If the seat base trim is already off, you just have to remove the cover from the seat belt bolt beside the transmission tunnel and unclip the seat belt. Then undo the four bolts (size 50 Torx screws) that secure the seat to the 47-way adjustment mechanism. After that you can lift the seat up a bit for access and disconnect the multiplugs, allowing complete removal.

Once the seat is out of the way you can remove the heater rear outlet duct and gain full access to the mountings. Of course all 19 connectors have to be removed including the 3 power supply wires and the one ground wire before the unit can finally be withdrawn.

Dismantling the BECM

The lid of the BECM is held on by umpteen small screws with miniature (size 10) torx heads. The ones around the periphery are tapered metal/plastic screws and the others are machine screws. Once you have found a torx bit small enough and removed the screws, the top panel simply lifts off and you can see the top (ie power distribution) board of the BECM. If you are at all familiar with electronics, the sight of this board will do much to demystify the BECM, which turns out to use a lot of good old-fashioned components including some antique 7400 series logic chips. Dominating the board are the rows of power transistors taking up most of one half, and the ten relays taking up most of the other half.

Dismantling the BECM

Above Left: Torx screws on BECM lid

Above Right: View of BECM power board exposed by removing the lid. Note ribbon cables connecting top to bottom board, and the two columns of power transistors and heat sinks. Two of the clips that hold the transistors against the heat sinks have been removed in the picture.

Left: Printed circuit board undersides exposed by removing the ribbon cable connectors and swinging the top board up above the fusebox.

To follow the traces from the connectors, and to replace components, you need access to both sides of the board. If you unplug the four ribbon connectors located around the periphery of the board (these provide communication with the lower or signal processing board), you can easily flip the power board up vertically as shown in the photo, providing convenient access.

Power Transistor Replacement

The power transistors used are actually "intelligent" MOSFETS with 5 pins each -- the additional ones are for sensing open and short circuits. Part numbers are BUK202 50Y (20 amp rating) and BUK203 50Y (4 amp rating). There are four rows of them -- mounted in two sets of back-to-back mountings with a heat sink in between. The transistors are held against the heat sink by spring clips. If one of them is defunct you might be able to see blackening or other signs of failure but not necessarily.


View of the two rows of heat sinks, each with two rows of transistors (one on each side) held against the heat sink with spring clips.	Closeup of the transistors, clips and heat sink. Two of the clips have been removed, exposing the transistors and their leads.

If you are used to working with printed circuit boards, the replacement of one of the MOSFETS presents no special challenges except that the pins are soldered on both the top and the bottom of the board. First remove the corresponding heat sink clip (and the ones nearby to improve access). Heat up each top and bottom joint and suck the solder off them as best you can. Then, when you wiggle the transistor while applying heat to all pins at once (as best you can), it should come out.

If you are not accustomed to these procedures, a surer way of removing a transistor without overheating and ruining the board traces is to cut off all 5 of the pins above the board, releasing the body of the transistor. Then you can work on removing the pins from the board one by one, and clearing out the holes so you can insert the new transistor.

Relay Replacement

The relays are all Siemens and NEC parts (unfortunately about 6 different types), and are soldered on the board instead of using sockets. This does not seem to be the brightest idea as sooner or later they are bound to fail, but probably not before your warranty has long ago run out!!

The relays appear to be soldered only on the underside of the board, and their removal is less of a challenge. Unsolder the joints (here again a solder sucker is useful but not essential) and yank them out. Clear out the holes so the new relay can go in.

More Information

If you can contribute any additional information PLEASE email me!
Meanwhile here are some related pages and links:

Alarm System Operation & Diagnosis
Remote/key Handset Problems and Solutions
Replacing the BECM, ECM, Remotes etc
Ultrasonic Alarm Sensor Problems and Repair
Diagnostic Scanners for Range Rovers
Car Electronics Services (UK) page on BECM problems (they offer BECM rebuilding for countries outside North America & Australia)
Owner's experience replacing a relay and 6 bad traces on BECM power circuit board on Rangerovers.net 4.0/4.6 Forum -- fixing heated seats and "Fuse 2" error message.
Andy Cunningham's page with Andy Reavell's report on replacing a blown transistor on the BECM power board

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