VAN & CAN Protocols
note: - that the modern CAN-VAN and CAN-CAN bus signals used on these cars can and do give odd faults
see here for some explanation under the heading: UNEXPLAINED ENGINE MALFUNCTIONS: Why do cars suddenly shut down and/or suffer strange electrical problems like the dashpanel lighting up or going out completely?
CAN-VAN or CAN-CAN ?
Quick way to tell which version your car has: (from Yves de Muyter)
If the radio is an RD3 then it is certainly a VANbus
If the radio is an RD4 then it is certainly a CANbus
The all-singing RT3 is most likely a VANbus (CANbus versions do exist, but probably never in a 1007)
- the RT4 is certainly a CANbus.
- look at the door fuses in the green addon fusebox in the left-hand glove locker which has only 1 fuse in a CANbus car and 2 fuses for the VANbus.
- the auto gearbox versions have different and smaller paddles on CANbus versions to leave room for the cruise-control stalk. Also the VANbus stalk for the wipers have some kind of flat end and on CANbus they are rounded.
Vehicle Area Network (VAN-bus) is a bus used on some PSA group vehicles for body control - the same car can have VAN-bus AND CAN-bus protocols. VAN-bus was superseded in later models (left factory after end of 2007) by cars that are wholly:
Controller Area Network (CAN-bus) is a vehicle bus standard designed to allow microcontrollers and devices to communicate with each other within a vehicle without a host computer.
The "Vehicle Area Network" protocol was designed and used by collaboration between PSA (Peugeot-Citroen), Renault and BMW. Subsequently the European Union decided to take the US standard and make that a requirement (a good choice). PSA found a way to continue to use VAN by only having the engine ECU talk CAN to the main computer (that would be the BSI) and everything else talk VAN. Probably for cost reduction PSA then switched everything over to CAN. A nice example of EU legislation doing a good job of getting every car brand in line and achieving cost reductions because of that.
So - early 1007's (the vast majority that left the factory up to the end of 2007) had the CAN-VAN protocol: the engine ECU is CAN and communicates with the CANbus protocol with the BSI and there is a CANbus that is connected to the OBD-II connector. That meant they complied with the EU standardization rules but the remainder of the car used VAN-protocol.
Later cars, probably for simplicity and sheer availability of other ECU's, Peugeot switched over to full CAN. The 307's were switched to full CAN in the beginning of 2005 so the 1007 probably just missed that window and was converted to full CAN in late 2007
Yves adds: Note that Peugeot has a pretty conservative implementation of their CAN/VAN bus wiring. Almost all devices have their own pair of wires to a separate port to the BSI, with some minor exceptions. The advantage is that a single unit cannot disable the whole car. I have once seen a Renault disabled because the mirror was damaged, I'm not certain but I assume the mirror-wire probably disabled the car.
Code Readers and PP2000
PP2000 is the dealers software - code readers will not go as deep, or accurately, into the electronics as PP2000. PP2000 can be bought on-line - then you will know almost as much as the Peugeot dealers.
However PP2000 is not that easy to set up as most will need to mount the software as a virtual machine on top of their existing operating system. I eventually bought an old laptop, installed Windows XP3 and PP2000 which runs beautifully in native Windows XP3 - OR you could trailer it to a dealer . . . .
The Security System
is very complex and typical of ALL modern cars; not a failing of Peugeot or the 1007. The anti-theft immobilisers on modern cars have to be one ahead of and protect your car against sophisticated thieves these days
It would be lovely to have a simple switch on an elderly car; if I knew how to do it on the 1007, I would!