How to installFord IDS 109:

1- Install the ids 86 before changing the date to 1 07 2015

(hold the date1/7/2015 ,until you finish step 5

every time you restart your computer, check thedate,if it is on 1/7/2015)

2- install patch ( choice option 2 )

3- Make a backup of your windows system (I recommend, this is optional)

4- Open the program with the interfaceconnected ,,( choose NON DEALER,whenopenprogram forfirsttime) ,keepvcmturn on,onthe computer.

5 – create a restore point,,,thenturn offvcmof the computer

6 –Okay, now install the new version, v109.01, before installing, changing the date of your computer, to the current day

7- After installing, go back to the restore point, which you created in step 5, activate this restore point, and then open the program

8- Finally, install FordExtendProgram (click right mouse button click on, run as administrator)

Done, will work in the new version

Ps. here’s solution of "VCM II-IDS softwareversion mismatch (update IDS) ”

Click green Tick box to updatefirmware.

If it does nothing, <=Perform VCMiireset .Unplug USB cable from end VCM take off black rubber end boot plug back in USB restart IDS hold BUTTON middle end VCM plugin toPC all lights flashand andwhen VCM beeps release button IDS will prompt VCM update to IDS level press Tick

Note that Ford IDS V109 can be download forfreefromhttp://blog.obdexpress.co.uk/2018/04/11/mazda-ids-109-download-free-on-mega/But it’s not tested by professionals. If you want to have IDS with security and relief, you’re advised to spend some dollars with it:http://www.obdexpress.co.uk/wholesale/ford-vcm-ids-v108.01-software.htmltested 100%, confirmed to workperfectwithVCM 2 clone

Src:http://blog.obdexpress.co.uk/2018/05/31/how-to-install-ford-ids-109-for-vcm-2-clone/

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How to installFord IDS 109:

1- Install the ids 86 before changing the date to 1 07 2015

(hold the date1/7/2015 ,until you finish step 5

every time you restart your computer, check thedate,if it is on 1/7/2015)

2- install patch ( choice option 2 )

3- Make a backup of your windows system (I recommend, this is optional)

4- Open the program with the interfacec onnect ed ,,( choose NON DEALER, whenopenprogram forfirs ttime) , keepvcmturn on, onthe computer.

5 – cre ate a restore point,,, thenturn offvcmof the computer

6 –Okay, now install the new version, v109.01, before installing, changing the date of your computer, to the current day

7- After installing, go back to the restore point, which you created in step 5, activate this restore point, and then open the program

8- Finally, install FordExtendProgram (click right mouse button click on, run as administrator)

Done, will work in the new version

Ps. here’s solution of "VCM II-IDS software version mismatch (update IDS) ”

Click green Tick box to updatefirmware.

If it does nothing, <=Perform VCMiireset .Unplug USB cable from end VCM take off black rubber end boot plug back in USB restart IDS hold BUTTON middle end VCM plugin toPC all lights flashand andwhen VCM beeps release button IDS will prompt VCM update to IDS level press Tick

Note that Ford IDS V109 can be download forfreefromhttp://blog.obdexpress.co.uk/2018/04/11/mazda-ids-109-download-free-on-mega/But it’s not tested by professionals. If you want to have IDS with security and relief, you’re advised to spend some dollars with it:http://www.obdexpress.co.uk/wholesale/ford-vcm-ids-v108.01-software.htmltested 100%, confirmed to workperfectwithVCM 2 clone

Src:http://blog.obdexpress.co.uk/2018/05/31/how-to-install-ford-ids-109-for-vcm-2-clone/

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FREE version & TESTED version WinOLS 2.24 download with installation tutorials:

Part 1: Free Version – WinOLS 2.24 anddamos800gb

Free downloadWinOLS 2.24+ damos 800gbfor all members, without password..!

Here is what skynete collection from the Internet.

3 another worked server for download 800gb damos

at Google drive 127 file have archive problem so better 127 file download from mega or torrent.

Everything works, tested by skynete only.

WinOLS installation instruction in archive.

WinOLS 2.24:

https://mega.nz/#!O6YimLqR!5nX27gCFWWxPvWK0xxc8aNX5OVLh8DwteujuaOyrxEE

damos mega:

Part 1https://mega.nz/#F!K8tXGZoK!lZsPcb95msml8oF9IbEzQg

Part 2https://mega.nz/#F!Xw0iDY4Z!Aj6LZykKhTeRiCTNQnIoyQ

Part 3https://mega.nz/#F!8O5V1QAD!yMRCTkJdqnXp7QUt4CU2Qw

Part 4https://mega.nz/#F!y8sjnRbR!YdJUwF9snjIIJ9fDmsrtNA

Part 5https://mega.nz/#F!tm5lTYIT!pUx0tSSjMaZxnN6QWKpFzg

damos google drive:

https://drive.google.com/drive/folders/0B1P2Ehipz3Ezd0RDN290cU9MeEE

damos torrent:

magnet xt=urn:btih:b320a038f8729fa16e004873fa6d32eb161d2a3e&dn=damos%20800

How to installWinOLS 2.24:(big thanks to skynete)

WARNING !!

Follow this tutorial to the letter installation

in C: Program files \ EVC

(be careful not to put them in the WINOLS folder but in EVC !!!!)

once the files dont touch anything for now !!!!

next time and ok without changing anything until opening the demo version then once winols open the close leaving

by displaying a message "Restart app!”

and this only serve as [loader_ols_32bit] to launchwinols!!!

below the registered loading bar "REGISTERED TO CAR-LINK” is that it’s good !!

Here are now made good use

Part 2: Tested Version –WinOLS 2.24 & 1.500

No one holds responsibility of the WinOLS link above. Good luck!

If you don’t want to take any risk, you can have a testedWinOLS crack at a low price:

WinOLS 2.24 working perfect for New Genius clone:

http://www.obdexpress.co.uk/wholesale/genius-flash-point-obdii-boot-ecu-hand-held-chip-tuning.html

WinOLS 1.500 with unlock patch:

http://www.obdexpress.co.uk/wholesale/winols-version-1500-with-unlock-patch.html

How to installWinOLS on your laptop:(credits toobdexpress.co.uk)

First install WinOLS_Testversion.exe & launch program, configure as required

Once the application is opened close it & uninstall via "Add or Remove Programs” via control panel or "Programs & Features” (W7)

Navigate to C:\Program Files

Now copy / paste the "EVC” folder to this location. If you get a question about folder replacement answer "YES TO ALL”

Now navigate to C:\Program Files\EVC

Right click on "loader_ols_32_XP_free.exe” then select send shortcut to desktop (You can rename it later)

Now run the program using the shortcut & you will get a message about the License key completed, click OK

Now run again the program & configure as required ….You should now have a registered version of WinOLS 2.24

Now you can useWinOLSwith security and relief

Src:

http://blog.obdexpress.co.uk/2018/05/30/winols-2-24-damos-800gb-download-free-install/

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Free downloadKsuite2.47 forKess V2 firmware 5.017for all PC

No need HWID an d KG.

Unpack DLL fromarchivein folderKsuite/DLL

Ksuite_2.47 for clone

https://yadi.sk/d/lIR2paXU3Wdgwy

https://yadi.sk/d/HyGOnDUO3Wd2KL

DLL

https://yadi.sk/d/MGlK0aK-3WdPZE

(Big thanks to svvag2000, sourced http://mhhauto.com/)

Installing a higher version ofKsuitedoes not bring new protocols but adds ECUs to existing protocols and a lot of bug fixes and checksums fixes, Simos18 4.5MB…
This is not useless and the grayed out protocols are not really a problem.

AndKsuite2.47 is even better with Kess firmware v2 5.028.

If you don’t have a good Kessfw5.028,firmware 5.017 withsw2.23is the best option for you.

Q:Does not block thektag?

A:Not for ktag.. is for kess5.017

ktagmax 2.25..

Q:What is the procedure forinstallation ?

A:No install just start ksuite.exe if you us eversionof svvag2000

Src:http://blog.obdexpress.co.uk/2018/05/29/ksuite-2-47-download-free-for-kess-v2-5-017/

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KTAG/KTM100 BMW M4 2016 Test: Success!

Here isinformation provided is by su_root for educational purposes.It’s sourced f80.bimmerpost.com

Disclaimer:su_root andobdexpress.co.ukwill not be responsible for any direct or indirect damage that may occur to your property as a result of the information provided here.

KTAG/KTM100 with BDM frame and adaptersis inbound. My intention is to document a regular guys attempt at homebrew DME/ECU tuning my 2016MY F82 M.

Attachments:
BMW-Bosch DME MEVD172G Wiring Guide:NT_BOSCH_MEVD172G_IROM_TC1797_BMW.pdf

Parts arrived this morning. Below are pictures of what was included in the box.
-KTAG/KTM100 Clone
-12v/1A AC Adapter
-USB2.0 A-to-B Cable
-Cables to wire up to the DME

Prepping Bench PC:
The instructions provided recommend the use of WinXP/7, disabling all network connections and malware detection programs. I was in a rush to stage the software and connect the flashing tool to ensure all was OK so I tested the following setup on a Win10Pro x64 machine. I also made the changes below before starting:
-Disable Driver Signature Enforcement - REQUIRED or Dimsport driver will not install and device will show as 'Unknown' under Device Manager
-Disable AV/Malware Software - I use Webroot/Defender and shut them off
-Disable LAN/WLAN adapters

After making the changes above to my PC I powered up the adapter and plugged in the USB cable. Windows warned me of the unsigned driver and continued the install.

Bringing upKTM100I see all is recognized correctly. You can also see below that the DME is supported and a plugin is available to communicate with that DME and calculate the correct checksum. I think Im ready to start!

Update: On Sunday I was able to get the car on the dyno and grab some factory numbers.

I want to thank the guys(one guy who runs the place) over at GarageYourself.com for providing some baseline Dyno runs on their DynoDynamics unit. For anyone in the SouthFlorida/Miami area that enjoys working on their own car but cant find the space or tools this place is quite unique. Drive in with your own car and they provide everything..car lifts, hand tools, air tools, tire changing machine, sand blaster and even a fabrication area with welding tools and an engine lathe. Very useful.

And now the results:

Phase 1 - Reading the DME:

Here she is. Bosch MEVD172G DME.

Below are a few pictures of the outside of the unit. I cleaned up a bit of sand around the unit to make sure nothing gets in while I attempt to open it up.

After about 30 minutes with a small blade going around the edges of the unit I was able to open the casing up. Luckily the components are not close to the edge of the case so as you're going around it with a blade you don't have to worry too much. But as always be careful not to jam the blade too deep; you may accidentally damage some of the surface mounted components.

Wired up the unit to theKTM100 cloneusing the PDF I posted earlier. Reading procedure is as follows:

1. Connect wires from the provided harnesses to the DME pins as shown in the Bosch PDF including BOOT pin.
2. Power ON KTM100 and connect to USB on PC
3. Launch KTM100 Application
4. Connect the harness side of the cables to the KTM100
5. Click 'ID' in KTM100 Application to verify DME communication.
6. Done. Now you can carry out the function you need (read/write/etc)

Phase 2 - Tuning:

You have two options:

1. Acquire and LEARN tuning software like WinOLS or similar, and spend time and resources on custom dyno tuning the car(which is quite honestly way above my level of expertise).

2. Take your dumped files and send them off to a tuner for tuning service. Most US tuners will flat out turn your business away. I wont call them out here but I would encourage you to contact them and listen to their response first hand. So USA is out. Sort of.

@protuningfreaks ProTuningFreaks (PTF) supports the DIY guys like myself and the Community. After sending my unencrypted DME files to them they validated all was green and offered to help. Kudos!


Update: I installed the DME back into the car yesterday afternoon. It was pretty nerve wrecking to sit in the car and push the 'Start' button. I was very confident I followed all the right steps but theres always that sense of uncertainty in the back of your mind. What if i damaged something? At that moment I didnt care if the remaps actually yielded any results; I was just hoping the car would crank back up. I held my breath, pushed 'Start' and the car sprung back to life. It was such a sense of accomplishment.

Thoughts..throttle response in noticeably sharper and the car definitely pulls harder. Unfortunately its been raining all day here in SFlorida and all the roads are wet so I havent attempted WOT.

IMPORTANT NOTES OF Phase 1 & 2:

What needs to be understood is that there are two phases to the process of tuning or remapping your DME.

Phase 1- gaining read/write access to the DME. Fxx DMEs are password protected(TPROT) and bootmode tools for Infinity Tricore DMEs have been available for some time from makers like EVC and CMD Flashtec to name a few. However, as you pointed out, these tools are prohibitively expensive for the DIY'er to attempt this on his/her own. The well established shops invest in these tools and eventually come to market with their software. Some see this as the easy phase since it's simply wiring up a few pins and clicking a button. Recently, clones of these tools have made their way to market. This brings the price to play way down and is what prompted this writeup.

Phase2- Tuning. Once you have your original DME file you have to edit it, aka remap it. Editing seems to work around the concept of maps. Maps are areas of the file that correspond to values like ignition timing or air fuel, etc. This isn't an exact science. More of an art some would say and takes time, resources and experience. I believe this is why we are just now seeing the tunes come to market. The mad scientists at respected shops have been hard at work on the dyno editing the different maps and are now ready to come to market with not only the performance remaps(HP/Torque), but also bonus remaps like 'ZCP burble' and GTS roar, etc.

Here is where I see the most value in my write up to the community. Once you dump your own DME you have a choice. 1)Do you learn to tune your own car or 2)you simply send your file to a European tuner like Heinz OLS(www.heinz-ols.be), Sedox Performance(sedox-performance.com), B&C Consulting(www.bcconsulting.be) or any of the US based tuners like ACM(www.autocouturemotoring.com) or VF(www.vfengineering.com). Point is having your own DME file opens up a world of options for tuning.

I'm still learning each day as I go through this process and some of my content may change as I learn and correct previous statements. Do not take my findings as law.

Update:

Update! After a quick checksum correction the new remapped MPC file has been successfully written to DME.

Remap is expected to deliver +70hp +130nm(95lb/ft tq). Also, top speed limiter has been increased to 300km/h (186mph)

It's not much to see but below is a Hexedit compare between my original file and the remapped file

About my tuning on M4:

I am doing this as a DIY and I have zero intention to profit from this. The only benefit here is to my own M4.

Tuning in itself is a business. Tuners are very smart and knowledgeable educated men/women who understand how engines work and fuel and timing boost and etc etc. Things I know nothing about. They spend hours on a dyno changing things here and there and developing better performance on a specific car. That knowledge they learn about a particular engine/car is the real asset, thats the actual product.

But if a master tuner(lets say Hoffman Tuning) is located in Florida, like I am - How could I tune cars all over the USA for all the M4 owners our there, without asking them to drive down here or pull&ship their DME's to me while at the same time protecting all the work I put into remapping this car.

Well, DME tuning in a business scenario for firms such as VF,ESS or ACM, Ive learned, is built on a master/slave system.

For example today...Hoffman-Tuning(H-T for short) can simply ask their customers to pull and ship their DME to them. In this scenario, H-T is the only person who ever opens/reads/writes the DME. There is no risk that someone see's what they change in the file to achieve their performance gains. Shy of their own employees stealing their work.

But this scenario comes with a catch; how many of us actually can/want to take a wrench to your shiny new M4, risking damage, and then ship it off for 2-3 days while the car sits in a garage. All the while it can get lost in the mail, or stolen by UPS, or who knows what else could happen? Very few people actually can/want to do that. Which means their customer base is a very small percentage of M owners. Hence, very small earning potential considering the high cost to develop a tune from scratch.

But what M4 owners do want, is to drop off our M3/M4's early in the morning at an 'authorized H-T dealer' and let them take care of everything. We then pickup our car at night, pay the invoice, drive off and all is good in the world.

Except now theres a middle man, how can H-T protect their intellectual property from the peeping eyes of a dishonest mechanic who will copy the file for himself?

Back to what I said earlier, the official/legitimate tools used to read/write the DME are built on a master/slave system. H-T can hand the 'authorized dealer' a slave tool which is married to their master tool. The authorized shop then pulls the DME, opens it, connects the slave tool to the DME and reads it. Except what they read is an encrypted version of the DME files I mentioned earlier (mpc, eeprom, etc). The shop sends the encrypted file to H-T, who decrypts/unpacks the file with their master tool. Edits the file. Re-encrypts/packages the file. Then sends it back to the 'authorized dealer'. Who then writes the changes to the DME using their slave tool. Puts the car back together, and off you go.

In practice its a good system and it works, sortof. Genuine Master tools are expensive. Slave tools are even more expensive- so for VF/ESS/ACM to invest in a network of authorized dealers is a costly endeavor. And they need/should protect their property. They also need to make sure that the authorized shop has mechanics with the skillset not to damage the car.

Which brings up the issue with finger pointing. Take a look at the guy going through the horror story in the other thread. VF says its the shops fault, the shop says its VFs fault. In the end everyone blames someone else and it will cost the owner time and money.

In any case, this has been a really interesting learning experience for me-especially on the tech side. Ive never worked on a car to the degree this has taken me. I've learned so much. Would I do it for someone else? Hell no. I dont need that kind of liability. Will I lend my master tool for anyone else willing to follow in my steps?...Sure, Ill teach you everything I know-knock yourself out.

As far as costs. BOM to date:
1.KTM100 Master Clone tool- $379 (OBDExpress.co.uk)
2. Craftsman 7-Piece External Torx Set - $38 (Sears.com)
3. BMW Coolant - $24 (BMW of Pembroke Pines)
4. F82 Remap - $0 (thanks Mike at Heinz-Performance.com)

Learning Experience...Priceless

BIG THANKS to su_root

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KTAG/KTM100 BMW M4 2016 Test: Success!

Here isinformation provided is by su_root for educational purposes.It’s sourced f80.bimmerpost.com

Disclaimer:su_root andobdexpress.co.ukwill not be responsible for any direct or indirect damage that may occur to your property as a result of the information provided here.

KTAG/KTM100 with BDM frame and adaptersis inbound. My intention is to document a regular guys attempt at homebrew DME/ECU tuning my 2016MY F82 M.

Attachments:
BMW-Bosch DME MEVD172G Wiring Guide:NT_BOSCH_MEVD172G_IROM_TC1797_BMW.pdf

Parts arrived this morning. Below are pictures of what was included in the box.
-KTAG/KTM100 Clone
-12v/1A AC Adapter
-USB2.0 A-to-B Cable
-Cables to wire up to the DME

Prepping Bench PC:
The instructions provided recommend the use of WinXP/7, disabling all network connections and malware detection programs. I was in a rush to stage the software and connect the flashing tool to ensure all was OK so I tested the following setup on a Win10Pro x64 machine. I also made the changes below before starting:
-Disable Driver Signature Enforcement - REQUIRED or Dimsport driver will not install and device will show as 'Unknown' under Device Manager
-Disable AV/Malware Software - I use Webroot/Defender and shut them off
-Disable LAN/WLAN adapters

After making the changes above to my PC I powered up the adapter and plugged in the USB cable. Windows warned me of the unsigned driver and continued the install.

Bringing upKTM100I see all is recognized correctly. You can also see below that the DME is supported and a plugin is available to communicate with that DME and calculate the correct checksum. I think Im ready to start!

Update: On Sunday I was able to get the car on the dyno and grab some factory numbers.

I want to thank the guys(one guy who runs the place) over at GarageYourself.com for providing some baseline Dyno runs on their DynoDynamics unit. For anyone in the SouthFlorida/Miami area that enjoys working on their own car but cant find the space or tools this place is quite unique. Drive in with your own car and they provide everything..car lifts, hand tools, air tools, tire changing machine, sand blaster and even a fabrication area with welding tools and an engine lathe. Very useful.

And now the results:

Phase 1 - Reading the DME:

Here she is. Bosch MEVD172G DME.

Below are a few pictures of the outside of the unit. I cleaned up a bit of sand around the unit to make sure nothing gets in while I attempt to open it up.

After about 30 minutes with a small blade going around the edges of the unit I was able to open the casing up. Luckily the components are not close to the edge of the case so as you're going around it with a blade you don't have to worry too much. But as always be careful not to jam the blade too deep; you may accidentally damage some of the surface mounted components.

Wired up the unit to theKTM100 cloneusing the PDF I posted earlier. Reading procedure is as follows:

1. Connect wires from the provided harnesses to the DME pins as shown in the Bosch PDF including BOOT pin.
2. Power ON KTM100 and connect to USB on PC
3. Launch KTM100 Application
4. Connect the harness side of the cables to the KTM100
5. Click 'ID' in KTM100 Application to verify DME communication.
6. Done. Now you can carry out the function you need (read/write/etc)

Phase 2 - Tuning:

You have two options:

1. Acquire and LEARN tuning software like WinOLS or similar, and spend time and resources on custom dyno tuning the car(which is quite honestly way above my level of expertise).

2. Take your dumped files and send them off to a tuner for tuning service. Most US tuners will flat out turn your business away. I wont call them out here but I would encourage you to contact them and listen to their response first hand. So USA is out. Sort of.

@protuningfreaks ProTuningFreaks (PTF) supports the DIY guys like myself and the Community. After sending my unencrypted DME files to them they validated all was green and offered to help. Kudos!


Update: I installed the DME back into the car yesterday afternoon. It was pretty nerve wrecking to sit in the car and push the 'Start' button. I was very confident I followed all the right steps but theres always that sense of uncertainty in the back of your mind. What if i damaged something? At that moment I didnt care if the remaps actually yielded any results; I was just hoping the car would crank back up. I held my breath, pushed 'Start' and the car sprung back to life. It was such a sense of accomplishment.

Thoughts..throttle response in noticeably sharper and the car definitely pulls harder. Unfortunately its been raining all day here in SFlorida and all the roads are wet so I havent attempted WOT.

IMPORTANT NOTES OF Phase 1 & 2:

What needs to be understood is that there are two phases to the process of tuning or remapping your DME.

Phase 1- gaining read/write access to the DME. Fxx DMEs are password protected(TPROT) and bootmode tools for Infinity Tricore DMEs have been available for some time from makers like EVC and CMD Flashtec to name a few. However, as you pointed out, these tools are prohibitively expensive for the DIY'er to attempt this on his/her own. The well established shops invest in these tools and eventually come to market with their software. Some see this as the easy phase since it's simply wiring up a few pins and clicking a button. Recently, clones of these tools have made their way to market. This brings the price to play way down and is what prompted this writeup.

Phase2- Tuning. Once you have your original DME file you have to edit it, aka remap it. Editing seems to work around the concept of maps. Maps are areas of the file that correspond to values like ignition timing or air fuel, etc. This isn't an exact science. More of an art some would say and takes time, resources and experience. I believe this is why we are just now seeing the tunes come to market. The mad scientists at respected shops have been hard at work on the dyno editing the different maps and are now ready to come to market with not only the performance remaps(HP/Torque), but also bonus remaps like 'ZCP burble' and GTS roar, etc.

Here is where I see the most value in my write up to the community. Once you dump your own DME you have a choice. 1)Do you learn to tune your own car or 2)you simply send your file to a European tuner like Heinz OLS(www.heinz-ols.be), Sedox Performance(sedox-performance.com), B&C Consulting(www.bcconsulting.be) or any of the US based tuners like ACM(www.autocouturemotoring.com) or VF(www.vfengineering.com). Point is having your own DME file opens up a world of options for tuning.

I'm still learning each day as I go through this process and some of my content may change as I learn and correct previous statements. Do not take my findings as law.

Update:

Update! After a quick checksum correction the new remapped MPC file has been successfully written to DME.

Remap is expected to deliver +70hp +130nm(95lb/ft tq). Also, top speed limiter has been increased to 300km/h (186mph)

It's not much to see but below is a Hexedit compare between my original file and the remapped file

About my tuning on M4:

I am doing this as a DIY and I have zero intention to profit from this. The only benefit here is to my own M4.

Tuning in itself is a business. Tuners are very smart and knowledgeable educated men/women who understand how engines work and fuel and timing boost and etc etc. Things I know nothing about. They spend hours on a dyno changing things here and there and developing better performance on a specific car. That knowledge they learn about a particular engine/car is the real asset, thats the actual product.

But if a master tuner(lets say Hoffman Tuning) is located in Florida, like I am - How could I tune cars all over the USA for all the M4 owners our there, without asking them to drive down here or pull&ship their DME's to me while at the same time protecting all the work I put into remapping this car.

Well, DME tuning in a business scenario for firms such as VF,ESS or ACM, Ive learned, is built on a master/slave system.

For example today...Hoffman-Tuning(H-T for short) can simply ask their customers to pull and ship their DME to them. In this scenario, H-T is the only person who ever opens/reads/writes the DME. There is no risk that someone see's what they change in the file to achieve their performance gains. Shy of their own employees stealing their work.

But this scenario comes with a catch; how many of us actually can/want to take a wrench to your shiny new M4, risking damage, and then ship it off for 2-3 days while the car sits in a garage. All the while it can get lost in the mail, or stolen by UPS, or who knows what else could happen? Very few people actually can/want to do that. Which means their customer base is a very small percentage of M owners. Hence, very small earning potential considering the high cost to develop a tune from scratch.

But what M4 owners do want, is to drop off our M3/M4's early in the morning at an 'authorized H-T dealer' and let them take care of everything. We then pickup our car at night, pay the invoice, drive off and all is good in the world.

Except now theres a middle man, how can H-T protect their intellectual property from the peeping eyes of a dishonest mechanic who will copy the file for himself?

Back to what I said earlier, the official/legitimate tools used to read/write the DME are built on a master/slave system. H-T can hand the 'authorized dealer' a slave tool which is married to their master tool. The authorized shop then pulls the DME, opens it, connects the slave tool to the DME and reads it. Except what they read is an encrypted version of the DME files I mentioned earlier (mpc, eeprom, etc). The shop sends the encrypted file to H-T, who decrypts/unpacks the file with their master tool. Edits the file. Re-encrypts/packages the file. Then sends it back to the 'authorized dealer'. Who then writes the changes to the DME using their slave tool. Puts the car back together, and off you go.

In practice its a good system and it works, sortof. Genuine Master tools are expensive. Slave tools are even more expensive- so for VF/ESS/ACM to invest in a network of authorized dealers is a costly endeavor. And they need/should protect their property. They also need to make sure that the authorized shop has mechanics with the skillset not to damage the car.

Which brings up the issue with finger pointing. Take a look at the guy going through the horror story in the other thread. VF says its the shops fault, the shop says its VFs fault. In the end everyone blames someone else and it will cost the owner time and money.

In any case, this has been a really interesting learning experience for me-especially on the tech side. Ive never worked on a car to the degree this has taken me. I've learned so much. Would I do it for someone else? Hell no. I dont need that kind of liability. Will I lend my master tool for anyone else willing to follow in my steps?...Sure, Ill teach you everything I know-knock yourself out.

As far as costs. BOM to date:
1.KTM100 Master Clone tool- $379 (OBDExpress.co.uk)
2. Craftsman 7-Piece External Torx Set - $38 (Sears.com)
3. BMW Coolant - $24 (BMW of Pembroke Pines)
4. F82 Remap - $0 (thanks Mike at Heinz-Performance.com)

Learning Experience...Priceless

BIG THANKS to su_root

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Firmware:Ktag 6.070

Software:Ksuite2.08

Car:Ford Transit 2.2cdi2012g,block SID 208

Tips:

Ford Transit 2.2cdi2012g.block SID 208. It is necessary to remove the soot.Themanual saysthatfirstyouneed to connect the K-Tag to the OBD connector with a cable 144300T108.Clickon the ID and follow the instructions for unlocking, and then onthetableyoucan merge and fill the firmware.

Cable144300T108 pinout:
KTAG_DB15 —> OBDII

11 ————> 04;05 (Ground)

07 ————> 06 (CAN_H)

14 ————> 07 (K-Line)

15 ——- —–> 14 (CAN_L)

05 ————> 16 (Battery Power)

Note that It is unlocked on the table, if you do not plan to write in the outlet in the future, you can not unblock it.

Procedure:Ktagfirmware 6.070reading 2008 Ford Transit 2.2 SID 208

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Purpose:Add a key

Mercedes:2009 E350, W211

Xhorse tool:VVDI MB app

Problem:Just trying to add a key. When I autodetectit asked if I wanted to read password via IR. I said ok, plugged the IR adapter in and during the process my VVDI MB app was removed from my computer not sure how since antivirus stuff is all off. I’m in the process of reinstalling now.

FAQs – Solutions:

Q: Do I need to remove EIS to make a spare for this vehicle?

A: No need remove anything

Q: Do Ineedremove windows defender

A: You need to uninstall it

Q: I disabled it, uninstall completely?

A: Yeah uninstall it …..disable not enough

justtemporaly

first god rule for key programmers ….no antivirus or firewalls

Q: Got error: current EIS doesn’t support reading password via IR

A: you will never get a key pass byiroonthose

key pass byirits cars from 2001 to 2004 tops

do it by server calculation

Q: I savedeisdata, nowimon to data acquisition. the message down bottom confused me, sayingcantreadpw

A: Mate you are making it too complicated …

do server calculation…make sure you select rightezsand make sure thatelvunlocks whenvvdiask you ifiotslock or unlocked

server calculation you will getkeypass forsure,if you have one token

Q: Iselvunlock? is theelvthe steering lock?

A: Yes. mate no offense …but at least you gotta read the manual first otherwise you will get in trouble soon. Download VVDI MB Tool manual though

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ThisKeyDIY tutorialfrom members that have mastered the KD remote generating, kindly post a how-to’s here successfully generating and coding the remote from start to finish.

Firstyou need to know which is the correct remote profile to generate.

Who did you buy theKEYDIY KD-X2device through? You should also have thekdsoftware which identifies the correct remote.

Search remote by car or remote type onkdsoftware, select correct remote from your stock, plug it intourgmachine and select the remote thatwas identified inkdsoftware. Now generate remote viaurg. Now you will need to add remote tocareither throughonboardprocedure or diagnostic depending onvehicle. Not all of them are the same.

Use your wholesaler as a reference. (If that’s who you bought it through)

How do you know for sure that you’ve chosen the correct remote on the software:

look for identifying features, numbers etc.

So, this is thehyundaiload key with the matching remote onkdsoftware

also if you place original remote onurgand read remote then it will also tell you which remote to use too.

http://blog.obdexpress.co.uk/2018/05/11/kd-x2-key-diy-app-tutorial-for-newbies/

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ThisKeyDIY tutorialfrom members that have mastered the KD remote generating, kindly post a how-to’s here successfully generating and coding the remote from start to finish.

Firstyou need to know which is the correct remote profile to generate.

Who did you buy theKEYDIY KD-X2device through? You should also have thekdsoftware which identifies the correct remote.

Search remote by car or remote type onkdsoftware, select correct remote from your stock, plug it intourgmachine and select the remote thatwas identified inkdsoftware. Now generate remote viaurg. Now you will need to add remote tocareither throughonboardprocedure or diagnostic depending onvehicle. Not all of them are the same.

Use your wholesaler as a reference. (If that’s who you bought it through)

How do you know for sure that you’ve chosen the correct remote on the software:

look for identifying features, numbers etc.

So, this is thehyundaiload key with the matching remote onkdsoftware

also if you place original remote onurgand read remote then it will also tell you which remote to use too.

http://blog.obdexpress.co.uk/2018/05/11/kd-x2-key-diy-app-tutorial-for-newbies/

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I used the bestfromvcmiiclone china….yep..it’sSP177-C1.

I used a dell latitude d630 with clean install windows 7 32 bit professional.

I installed the Ford V.86.

I opened the Bosch VCI manager and updated the VCM II to work with Ford v86.

I installed Suzuki sdt2 software, and when the install asked me to connect theVCMIIiconnected the Ford VCM II and continued with the install.

Once it finished I opened the BOSCH folder, then VTX-VCIsub folder, and copied the entire contents of the VCI Software (Ford-VCM-II) to VCI Software (6516-Suzuki). Replace all files !!!

the Suzuki software will see theVCMIIas the OEM VCM even that the VCI managersayits a FordVCMII.

Theregeditwill look into the folder VCI Software (6516-Suzuki) for all the drivers, and it will load the Ford drivers to make it work.

DONE.

Remember to open VCI manager and connect the VCM before you go into the Suzuki or Ford software.

I connected a 2015 carnonUSAmodel and worked perfectly.

I also connected other USA model cars and worked OK.

I tried on Suzuki swift 2001 g10a, SuzukiwagonR 1.3 2007′, andSuzuki swift diesel 1.3 2011 , ALLWORKED FINE!

I mean it’s not able to do programming VIN orecuprogramming ifdatabaseis NOT had it….but diagnose is ok……..

I hope this helps !!

Btw, you can change Ford VCM2 Device type to SDT2VCI ,Then you havea SDT2VCI.

So if donglenotworkwhile it is a Ford vcm2, maybe it would work after you changed the VCM2 Device type to SDT2 VCI.

Cheers ..

Note: VCM2 clone can work with a lot of software. Look here:http://blog.obdexpress.co.uk/2018/04/25/ford-vcm-ii-a-lot-of-software-can-work-with/

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I used the bestfromvcmiiclone china….yep..it’sSP177-C1.

I used a dell latitude d630 with clean install windows 7 32 bit professional.

I installed the Ford V.86.

I opened the Bosch VCI manager and updated the VCM II to work with Ford v86.

I installed Suzuki sdt2 software, and when the install asked me to connect theVCMIIiconnected the Ford VCM II and continued with the install.

Once it finished I opened the BOSCH folder, then VTX-VCIsub folder, and copied the entire contents of the VCI Software (Ford-VCM-II) to VCI Software (6516-Suzuki). Replace all files !!!

the Suzuki software will see theVCMIIas the OEM VCM even that the VCI managersayits a FordVCMII.

Theregeditwill look into the folder VCI Software (6516-Suzuki) for all the drivers, and it will load the Ford drivers to make it work.

DONE.

Remember to open VCI manager and connect the VCM before you go into the Suzuki or Ford software.

I connected a 2015 carnonUSAmodel and worked perfectly.

I also connected other USA model cars and worked OK.

I tried on Suzuki swift 2001 g10a, SuzukiwagonR 1.3 2007′, andSuzuki swift diesel 1.3 2011 , ALLWORKED FINE!

I mean it’s not able to do programming VIN orecuprogramming ifdatabaseis NOT had it….but diagnose is ok……..

I hope this helps !!

Btw, you can change Ford VCM2 Device type to SDT2VCI ,Then you havea SDT2VCI.

So if donglenotworkwhile it is a Ford vcm2, maybe it would work after you changed the VCM2 Device type to SDT2 VCI.

Cheers ..

Note: VCM2 clone can work with a lot of software. Look here:http://blog.obdexpress.co.uk/2018/04/25/ford-vcm-ii-a-lot-of-software-can-work-with/

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Purpose:I need to replace theremotecontroldoorlockreceiver (RCDLR) on my European C6.

Tool:I have aTech2 scan tool

Reference:

According to the "GMServiceManual” it says: "Connect a scantoolto the vehicle using the pass-thru This method requires connecting the scantoolto the vehicle, Then connecting the Techline Terminals RS-232 cable to the scantool..”

Suggestion/Tutorial:

Tech II is connected to acomputerusing TIS2000 software, hence the needed dongle cable from the Tech II scanner to thecomputerrunningTIS2000(connected in ona RS232port).

This allows you to download the needed programming fromGMdirectly for the RCDLR in the first place via/to thecomputer running TIS2000, then push it through the tech II to program the RCDLR through the OBD IIportonce the RCDLR is mounted in the car.

Note: some have had luck with aUSBdongle, instead of RS232 Tech II dongle cable, but don’t bank that you will have the same luck and best to have acomputerthat hasa RS-232portto run TIS2000 on.

Important: Prior to programming per the information below, the Radio and HVAC Fuses MUST be removed and the ignition must be in "Key On Engine Off Mode” The radio and HVAC fuses can be located in the BCM fuse block on thepassengersfloor electrical center. One of the fuses is labeled RDO/S’BAND/VICS and the other is labeled HVAC/PWR SND.

Program the RCDLR with revised software using TIS-2-WEB "Pass Through” method. When programming, it is required to select "Replace and Reprogram ECU”.

Important:If the programming procedure does not finish successfully and the RCDLR appears to be in a "locked up” state do not turn off the ignition, follow the directions below…

The RCDLR can be reset by removing the RCDLR fuse (#11 in the UBEC) for at least 30 seconds or longer and then reinstalling it. Once this fuse is reinstalled in the UBEC, there will be a2 minutewindow to restart the programming of the RCDLR through TIS2WEB. Failure to restart the programming of the RCDLR through TIS2WEB within 2 minutes may cause programming to fail and this procedure will need to be repeated. It is recommended that the Tech 2 remain connected to the vehicle and that the TIS2WEB application is open and ready to program the vehicle prior to reinstalling RCDLR fuse #11 into the UBEC.

This video will walk you through bothstandalone, and pass through programming (go to 8:30 for pass through and note that the op is using a tis2web disc to access the needed programming, instead of pulling it down over the web).

And again, As for the latest RCDLR updates, tis2web is needed for that to pull the needed program; unless you can get your hands on a tis-2-web legacy disc current enough for your car and there are not any updates from that point forward from the disc.

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