Fgtech V54 FAQ For Installed Work and Use

Fgtech-V54-1

Customer have some question about our Fgtech V54 Galletto 4 Master (click here) before place an order and after-sales for Fgtech V54 functions, Fgtech software and Fgtech installations. Below Autonumen select and sort these question for customer reference.

About software:
Q: I have got my package, but the CD is broken, where and how can i get the software?
A: Sorry, you need to buy new FgTech ECU programmer.

Q: After I install the software, it ask me to update it, can I update it?
A: No, update the Auto ECU Programmer Galletto V54 software will damage the device.

Q: FGTech Galletto 4 can cancel EGR gestation via OBD?
A: Sorry, at present it still can not do this function, it just can read and write the Data of Engine ECU

Q: Can Fgtech V54 do this ecu Bosch EDC16 BMW(P3)?
A: Yes, it can do.

Q:Can your v54 master really can do boot mode tricore?
A:Yes,it can do,but depends on your ecu ,sir,we have tested on VW,it can do

About function:

Q: FGTech Galletto 4 can cancel EGR gestation via OBD?

A: Sorry, at present it still can not do this function, it just can read and write the Data of Engine ECU

Q: Can Fgtech V54 do this ecu Bosch EDC16 BMW(P3)?
A: Yes, it can do.

Q:Can your v54 master really can do boot mode tricore?
A:Yes,it can do,but depends on your ecu ,sir,we have tested on VW,it can do

Q: Hello I wanted to know if it can work with the truck to 24v or needs transformer
A: Sorry, Galletto V54 cannot support 24V truck model.

Q: Hello new V54 FGtech Galletto 4 support NEW JTAG Renesas?
A: It can support new chip JTAG, but can not support all of these ecu chips. Please kindly note.

Q: Hello, does FG-tech V54 can support Peugeot 308Turbo?

A: Whether it work on your car, that’s mainly depends on the ecu model, please check fgtech v54 ecu passing list here:

Q: Does FGTech Galletto Support Siemens Sid 208 OBD or Tricore?

A: FGTech Galletto supports Tricore function.

Q:Can FGTech Galletto work in Continental SID 208?
A: Sorry, it cannot.

Q: Can fgtech v54 supports checksum function?
A: Yes, fgtech v54 can checksum automatically after it read out the data.

Q: Will fgtech galletto 4 V54 master work on 2007 Dodge Caravan J1850 protocol?
A: Yes, you can try it.

Q: Fg tech v54 can read and write the edc17c9 Opel fiat?
A: Sorry, it cannot.

Q: For MED 17,which one is better, KESS V2 or this one?
A: KESS V2 is better.

Q: Install well,test well,just wonder why it cannot do 2013 or 2014 years car
A: This version just can do 2013 around, cannot do very new car

Why GM ECU Flash Reprogramming

This is what you should know before automobile ecu programmer.
FLASH REPROGRAMMING

Would you believe flash reprogrammable PCMs have been in vehicles for over a decade? The first such application was the 1990 Geo Storm.

Why a humdrum car like the Storm would be the first to receive a flash reprogrammable computer system is unknown.

You’d think GM would have chosen a more high profile vehicle like a Cadillac or Corvette to usher in the new technology. But they didn’t.

The choice probably had more to do with production scheduling and new model introductions than profile or image.

GM knew OBD II was coming and that it would require a new generation of PCMs that were faster, more capable and able to be programmed electronically.

Up to this point, Program Read Only Memory (PROM) chips held all of the PCMs vital calibration information and operating instructions.

GM pioneered the replaceable PROM chip as a way of programming a limited number of basic PCMs to fit a wide range of GM makes and models.

A replaceable PROM chip also meant the PCM could be “retuned” if necessary to correct certain kinds of emission or driveability problems.

It also meant that if a bug was later discovered in the original factory programming, it could be corrected in the field by simply replacing the original PROM with an updated corrected PROM (a tactic GM has successfully used over the years to fix many factory flaws).

Performance enthusiasts also liked replaceable PROMs because the chip could be replaced with one that provided more spark advance, fuel enrichment, a higher rev limit, etc., to squeeze more power out of the engine.

But replaceable PROMS had a serious drawback: there were too many of them! Every model year and every running change meant another PROM had to be created. Every field fix or recall for an emissions or driveability problem created more part numbers to keep track of.

We’re talking thousands of different PROMS. The General Motors PROM Identification manual that OTC used to provide with their Monitor scan tool and Pathfinder software contained over 362 pages of GM PROM numbers!

Enter the flash reprogrammable EEPROM (Electronically Erasable Program Read Only Memory) chip. PCMs built with EEPROM chips can be reprogrammed in a matter of minutes without having to remove the PCM or replace a single chip. It’s all done digitally with the proper access codes and input data.

Following the Geo Storm, GM began phasing in PCMs with flash reprogrammable chips in a variety of cars and trucks.

By 1995, most GM models had the flash reprogrammable PCMs. Ford and Chrysler were also doing the same thing as OBD II arrived on all cars and light trucks in model year 1996.

Today, almost all PCMs have reprogramming capabilities so changes and upgrades can be made if needed.

That’s over 100 million vehicles that have been built since 1996.

WHY REPROGRAM?

As we said earlier, PCMs may need to be reprogrammed for several reasons. One is to fix factory bugs.

Every time Windows OS or a new phone for example, comes to market, it they always turns out to have bugs and security holes that were somehow missed but must be fixed by downloading and installing the latest patch. It’s a never ending cycle of upgrades and patches.

Fortunately, it isn’t that bad yet with automotive PCMs, but it has become a crutch for automakers who rush products to market that aren’t quite ready.

This philosophy of “build it now and fix it later” creates a lot of unnecessary recalls, but at least it gives technicians a way to fix factory mistakes without having to replace any parts.

A reflash may also be required if the factory settings for the OBD II self-diagnostics turns out to be overly sensitive — especially after a few years of operation.

The same goes for driveability. What works fine in a brand new car many not work so great after 50,000 or 100,000 miles or real world driving.

Changing the fuel enrichment curve, spark timing or some emission control function slightly may be necessary to eliminate a hesitation, spark knock or other condition that develops over time.

For example, on certain GM vehicles the Check Engine light comes on and sets a code P1406 that indicates a a fault in the position of the exhaust gas recirculation (EGR) valve.

Cleaning or replacing the EGR valve and clearing the code does not fix the vehicle because the code usually returns. The real problem is the OBD II programming in the PCM.

When the PCM commands the EGR valve to open to check its operation, it isn’t allowing enough time for the valve to respond.

A brand new valve takes only about 50 milliseconds to open but an older valve may take up to 350 milliseconds or longer — which isn’t long enough to cause a real NOX emissions failure but is long enough to trip a fault code.

The fix in this instance is to reflash the PCM with new instructions that allow more time for the EGR valve to respond.

Another example are rich codes that may appear on some late model GM vehicles. The problem here is that the original OBD II self-diagnostic programming doesn’t allow enough leeway for changes in intake vacuum that occur as the engine ages.

After 60,000 miles, intake vacuum isn’t as high as in a new engine which can create a rich fuel condition. The cure is to flash reprogram the PCM to compensate for the drop in vacuum.

When vehicle manufacturers calibrate the onboard diagnostics to meet federal emission standards, they have to draw the line somewhere as to what operating conditions might cause emissions to exceed federal limits 1.5 times.

That’s the threshold where a fault code must be set and the Check Engine light must come on. It doesn’t mean emissions really are over the limit, but it is possible based on laboratory dyno testing and field experience.

Depending on the application, the vehicle manufacturer may even set the limit a little lower just to be safe because the last thing any OEM wants is an expensive emissions recall.

Unfortunately, vehicle manufacturers don’t always tell us their diagnostic strategies or even their operating strategies for their computerized engine control systems.

Some service manuals include a fair amount of system background information but others provide almost nothing beyond a basic diagnostic flow chart.

Maybe the engineers who design this stuff think technicians only need flow charts and assembly instructions to fix vehicles today.

But it often takes a much deeper understanding of the system operating logic to figure out what’s setting a particular code — especially when the cause isn’t obvious.

The best advice when confronted with a troublesome code that keeps coming back or seems to set for no apparent reason is to check for any Technical Service Bulletins (TSBs) that may have been published. Changes are it might be a programming issue that requires a reflash to fix.

Something else to keep in mind with respect to all late model flash reprogrammable PCMs: if you replace the PCM for any reason, the replacement unit must be reflashed before it will start the engine! If the PCM is not programmed, it’s just a dumb box like a PC without an operating system.

Some remanufacturers who supply reconditioned PCMs now flash program PCMs for specific vehicle applications.

But to do this, they need three critical pieces of information: the vehicle identification number (VIN), the type of transmission (manual or automatic) and the emissions type (federal certification or California). Your other option is to flash reprogram the PCM yourself.

NOT JUST DEALERS ANYMORE

Until recently, car dealers were the only ones who had access to the tools and software needed to reflash PCMs. Thanks to the passing of Senate Bill 1146 in September 2000, vehicles manufacturers must now make this technology available to independent repair shops at reasonable cost.

Starting in 2004, flash reprogramming procedures must also conform to SAE J2534 standards which allow the use of aftermarket scan tools or similar pass-through devices.

Reflashing PCMs requires three things: a scan tool or J2534 pass-through device that is flash capable, a Windows 98 or higher PC with a modem and internet access for downloading the flash software from the vehicle manufacturer’s website, and a subscription to the manufacturer’s database so you can access the automotive eeprom programmer.

Other items that are needed include a cable to connect the PC to the scan tool or J2534 pass-through device, and a cable to connect the scan tool or J2534 pass-through device to the OBD II connector on the vehicle.

For GM applications, you need a Tech 2 scan tool or Vetronix Mastertech.

For Ford applications, you need a Ford New Generation Star (NGS) scan tool.

For Chrysler applications, you need a Diagnostic and Reprogramming Tool (DART). Chrysler dealers use the Mopar Diagnostic System (MDS2) and DRB III scan tool.

For import applications, you need whatever factory scan tool the dealer uses, an aftermarket scan tool with reflash capabilities for that vehicle, or a J2534 pass-through device that will work on the vehicle.

Yearly and monthly access fees to OEM databases tend to be very pricey for the average shop, but one day or short term access fees are typically available for $20 to $25. The cost can and should be passed along to your customers. After all, it’s their PCM that’s being reflashed so why shouldn’t they pay the OEM software access fee?

The flash procedure usually takes only a few minutes and is similar to installing new software into a computer. The only difference is that you’re downloading the new software through a modem and scan tool into the vehicle’s PCM through the OBD II diagnostic connector.

GM FLASH UPDATES

On GM vehicles, a list of flash updates that are available can be found on GM’s Vehicle PCM Calibration Information website at http://calid.gm.com.

The actual reprogramming procedure for a typical GM vehicle goes as follows:

1.Check the calibration history of the vehicle — Go to the GM web page athttp://calid.gm.com and see what latest program is for the vehicle using the vehicle’s VIN number. If the programming has been updated to correct a problem, it will be listed on the website
2.Connect your PC to the Tech 2 scan tool with a RS232 cable pass-through device.
3.Start the GM recalibration software program on your PC and enter the vehicle application information (year, make, model, etc.).
4.Connect the Tech 2 scan tool to the diagnostic connector on the vehicle (located under the dash near the steering column).
5.Switch the Tech 2 scan tool on and wait for the Start Screen.
6.Validate the vehicle VIN number.
7.Choose the operating system, engine, fuel system, speedometer or transmission.
8.Select “normal reprogramming” or “VCI” (special modifications).
9.Choose the update bulletin/recalibration number from the menu.
10.Start the transfer of data. The reprogramming procedure takes about three minutes, and can be done with the computer in or out of the vehicle. The PC screen will display a blue progress bar as the software is uploading to the vehicle.

NOTE: The mdi gm scan tool setup won’t allow the same calibration to be reinstalled over itself. Only an updated calibration can be loaded into the vehicle computer.
When the software has finished loading, the message “PROGRAMMING COMPLETE” will appear.
The scan tool can now be disconnected from the vehicle (turn ignition off first), and any subsequent relearning procedures that may be needed such as the crankshaft position variation relearn procedure can now be performed to finish the update.

CHRYSLER REFLASH

For sake of comparison, here’s the flash reprogram procedure a Chrysler dealer would use. This one happens to be for a recall Chrysler issued for 1999 California Dodge Ram Pickups and Vans with 5.9L engine (“Z” engine code in the 8th VIN position), automatic transmission and California emission control system (code NAE).

The OBD II catalyst monitor on these vehicles may not detect a catalyst failure so the PCM programming had to be revised to comply with California’s regulations.

The dealer accesses the latest software through the modem connection in the Mopar Diagnostic System, and feeds it through the DRB II scan tool into the vehicle’s PCM via the OBD II connector.

The process begins by turning the ignition key on (engine off) and allowing the scan tool to “auto connect” with the PCM. Once the lines of communication are open, the vehicle VIN is displayed on the scan tool. He can now press the “OK” button to proceed with the reflash procedure.

The first thing he does is select “Read Part Numbers From Vehicle” and click “Show Updates” on the MDS2. If somebody has already reflashed the PCM, the screen will say “Part number is up to date and does not require any new updates.”

The software number should be compared to the latest version to verify the numbers match just the same. If the PCM has not yet been updated, the technician clicks OK, selects the new software part number and clicks “Update Controller Software.” From that point on, the process is automatic — but there’s a hitch.

During the flash reprogramming procedure, the PCM loses communication with other modules on the vehicle which may set a number of “false” trouble codes for the transmission module, ABS module, body control module, etc.

This does not indicate a problem and the codes can be erased after the flash reprogramming procedure has been completed. The technician is also supposed to attach a label to the PCM with the reflash part number and date indicating the PCM has been reflashed.
NOT WITHOUT RISK

So what happens if something goes wrong during a reflash procedure? Anyone who has ever experienced a crash while installing new software on a PC knows it can really screw things up. Chrysler issued a TSB (18-32-98) that deals with how to recover from a flash reprogramming failure.

The bulletin says, “Occasionally a flash update procedure may not complete properly and/or the diagnostic equipment may lock up during the procedure.”

Common causes of flash errors include poor cable connections between the PC, scan tool and vehicle, loss of power to the diagnostic equipment while the flash procedure is underway, turning off the vehicle ignition switch before the flash procedure is complete, unfamiliarity with the procedure (pushing the wrong buttons), or low vehicle battery voltage.

If the process crashes, recheck all the cable connections to assure good communications and reinitialize the flash procedure. In other words, if at first you don’t succeed, try, try again.

On the Chrysler applications, you may also have to identify which type of controller is on the vehicle (SBEC2, SBEC3, JTEC 96-98, JTEC+ 99, etc.) to get the system to accept the new programming. If you get an error message again, you probably selected the wrong controller type (try again!).

Doing your own flash reprogramming is not without risk. But for some shops it may be a more practical and profitable alternative to sending vehicles back to the dealer every time a PCM needs to be updated or replaced.

Ktag OBD readwrite Mercedes W166 edc17cp46

It’s possible to make full read of Mercedes ML w166 edc17cp46 with KTAG clone and trasdata software?

Yes,work 100%

32-1
ECU: Mercedes ML w166 bosch edc17cp46

Both Fgtech Galletto v54 clone and Ktag OK for Mercedes edc17cp46?

read and write edc17cp46 2013 and unlock tprot with Galletto v54eu from Obd2tool.com:

90% of EDC17cp46 can be read/write in Boot mode with Galleto V54 ! after you have read and save just bypass TPROT in file !

Actually, no one Fgtech clone work on this ecu, missing password. So you can not read ecu with Fgtech ! Use Transdata or KESS KTAG with GPT optione !

How to read Mercedes bosch edc17cp46 with Ktag?

when you read with Ktag, after full read (saved) Don’t turn off power supply and press patch … and Ktag will automatically write Patched files back to ECU. and the same time Ktag will save Patched file as well in you saved folder where you save this file. you can use this saved patched file to flash with Kess(OBD).
Step 1: Read password

Please connect the Tricore cable as shown in the picture below

Connect described the R3 and R4 pin with the special adapter as shown in the picture

(expand your TriCore cable with R3 and R4)

Do not connect the 1-kOhm boot pin

Read password file

Save the password file

Step 2: Read or write data of control unit

Please connect the Tricore cable as shown in the picture below

Connect the boot pin with specified boot resistance (1-kOhm)

Connect the boot pin with resistance 1-kOhm to ground/GND

Continue with the respective action, reading and writing

It will open a new window in which you can select File password

Select your password files you saved previously, and press Open

Begin to Read/Write

Control unit location:

The new TriCore password function is supported only by Dual 1 and Dual 2.

Explanation of the car terminals:

Klemme (15) = +12Volt switch power/Geschaltetes Plus

Klemme (30) = +12Volt permanent Power/dauer Plus

Klemme (31) = GND Ground/Masse – GND Ground/Masse

K-Line      = K-Line ISO 9141 On Board Diagnostics vehicle network interface

CAN High    = CAN High Controller Area Network

CAN Low     = CAN Low Controller Area Network – CAN Low Controller Area Network

Ktag v7.020 mercedes edc17cp46 wiring diagram:

32-2
32-3
32-4
Warning:

To use this protocol of communication you have to remove and open the KTAG ECU ProgrammerIt is a risky operation, to be done with great care and caution to avoid damaging the ECU beyond repair.
After opening the ECU and before proceeding with reading and/or programming, you are strongly advised to reconnect the unit to the vehicle and start the engine, to make sure it still works.
To use this protocol you also need to connect to the ECU connector through a cable, and solder one or more wires to the programming pads.
Incorrect or poorly made connections and solderings may damage the ECU, often beyond repair.
Under no circumstances we shall be liable for any damage caused to the ECU during the opening, due to connections and soldering that do not comply with the instructions provided in this manual.
BY USING THIS PROTOCOL, YOU CONFIRM YOUR FULL AND UNCONDITIONAL ACCEPTANCE OF THIS TERMS AND CONDITIONS, YOU RELIEVE US FROM ANY RESPONSABILITY AND RENOUNCE TO ALL RIGHTS TO CLAIM ANY COMPENSATION.

How to use BDM adapters with Ktag Kess KTM100 Dimsport

Here is a BDM adapter user manual for Denso, Marelli, Bosch, Siemens.

BDM probe adapters full set for sale:

http://www.obd2tool.com/

What is BDM?

BDM is an acronym for Background Debug Mode, an interface designed by the Motorola company, widely used in automotive industry, present on modern ECUs. Not all ECUs are capable of interfacing through the BDM – see Appendix for the list of ECUs that support the BDM interface.

What is Adapter?

ADAPTER is an electronic circuit board designed for a certain ECU (manufacturer), with pogo pins and a 10-pin

IDC connector for interfacing the multiplexer board.

What is a BDM Adapter?

BDM adapter is an electronic circuit intended for BDM operation on supported ECU. The adapter provides pogo pin based connectors for interfacing the ECU BDM connector. Interfacing the supported tool is made by the use of intermediate circuit board (multiplexer) that connects to the adapter over the MUX connector and to the tool over the desired tool connector (FGTECH, XPROG, BDM100,Dimsport, KTM100, Kess V2 & KTAG, etc.)

26-2

What is a BDM Adapter Full Set?

Here is a list of BDM adapter full set: (support Denso, Marelli, Bosch, Siemens)

A full set includes 22pcs.

1 14AM00T01M Bosch

2 14AM00T02M Delphi DCM

3 14AM00T03M Bootloader ST10xx

4 14P600KT04 Infineon Tricore EDC/MED17

5 14AM00T05M Marelli MPC55xx JTAG

6 14AM00T06M Delphi MPC55xx JTAG

7 14AM00T07M Denso CN1 Boot

8 14AM00T08M Denso CN2 Boot

9 14AM00T09M Denso CN3 Boot

10 14AM00T10M Denso CN1 AUD

11 14AM00T11M Denso CN2 AUD

12 14AM00T00M Delphi DCI

13 14AM00TBAS Base Adapter 1.27

14 14AM00T14M NexusEFI T6 Lotus

15 14AM00TB02 Magneti Marelli BDM insert

16 14AM00TB01 Siemens BDM insert

17 14AM00TB03 EDC7 BDM insert

18 14AM00T18M Magneti Marelli MPC/SPC56xx

19 14AM00T13M Nexus MPC5xx TRW ECU

20 VAG 1.6tdi – Siemens-Continental PCR2.1

21 14AM00T15M Toyota NEC76F-20

22 14AM00T16M Toyota NEC76F-26

How to use a BDM probe adapter with KTAG/KESS/KTM100/Dimsport?

1.    Open the ECU

at least one part of the casing (top or bottom) needs to be removed
refer to other sources (Internet) to get information on which part needs removing on your ECU

2. Locate the ECU BDM connector

usually a set of 10 – 12 pads in two rows (depending on the ECU)
pads may be 2.54 mm or 1.27 mm apart (depending on the ECU)
rows may be 2.54 mm or 5.08 mm apart (depending on the ECU)
if the ECU BDM connector can not be located, chances are that the BDM pads are scattered

all over the ECU PCB in which case you can not use the adapter directly – nevertheless it is possible to manually route the adapter BDM signals to the ECU BDM pads (only for advanced users)

3.Locate the ECU BDM pin 1 position

pin 1 is usually not clearly marked on the ECU BDM pin out
on an ECU with the standard Motorola BDM pin out pins 3 and 5 are connected to ground –

this can be checked either visually or using a multimeter tool refer to other sources (Internet) to get more information on the pin 1 position for your ECU

Place the desired adapter in the frame saddle

make sure the pogo pins are facing out
lift the saddle so that the ECU can be slided under the frame adapter saddle

    Place the ECU on the frame

inspect the adapter for pogo pin 1 location which is clearly marked
rotate the ECU on the frame so that the adapter pogo pin 1 and ECU BDM pin 1 match
make sure ECU is firmly sitting on the frame
double check the ECU position

    Connect the multiplexer board and adapter

at this point multiplexer board should be connected to the adapter via MUX connector
this will allow LEDs on the adapter to illuminate the area of interest (where the pogo pins need to touch the ECU BDM pads)

do not connect the tool yet

Connect the external power (+12 V) to the multiplexer

multiplexer external power is used to power the LEDs on the adapter allowing easier

positioning of the adapter pogo pins on the ECU BDM pads

red LED on multiplexer board will light up when external power (+12 V) is present
at this point the white LEDs on the adapter should also light up
do not connect the tool yet

    Fine tune the ECU position

lower the frame adapter saddle to almost touch the ECU BDM pads
each adapter pogo pin needs to sit on a separate ECU BDM pad
if pogo pins do not sit on the pads you may be using the wrong adapter – do not use the

adapter in this case!

    Lower the frame adapter saddle

each adapter pogo pin should sit on one ECU BDM pad
minimum down force should be applied when making the interconnection between the adapter and ECU

Double check the adapter pogo pin and ECU BDM pad interconnection

in order not to damage the ECU and/or tool make sure that the steps above have been

performed correctly

    Connect the tool to the multiplexer board

only connect one tool at any given moment to the multiplexer
make sure to use the correct 10-pin IDC connector (FGTECH, XPROG, BDM100&KTAG)

for interfacing the tool used:

○ use provided 10-pin to 10-pin cable with FGTECH or BDM100 tools

○ use provided 10-pin to 16-pin cable with XPROG tool

○ use manufacturer 10-pin to 25-pin cable with KTAG tool

do not connect the tool to the 10-pin IDC connector labeled MUX
do not power up the tool yet

    For Bosch adapter only

Bosch ECUs need to have ECU power supplied on the pogo pins (2 and 9)
some tools provide dedicated ECU power (BDM100, KTAG) while others do not (XPROG, FGTECH)

Bosch adapter can be used in both cases, providing that the jumper is properly placed on the 3-pin header (found on the adapter)

place the jumper on the adapter on the 3-pin header to the correct position:

○ place jumper over left and central pins when using XPROG and FGTECH tools – this will use +12 V power delivered from the multiplexer board (external power) for powering the Car ECU Programmer

○ place jumper over right and central pins when using BDM100 or KTAG tools – this will use

+12 V power delivered by the tool for powering the ECU

    For Siemens, Delphi and Marelli adapters only

Siemens, Delphi and Marelli do not provide ECU power on the pogo pins
in order to power the ECU +12 V and ground signals needs to be connected to the ECU separately (usually over the ECU interfacing connector)
in this case ECU power can be taken from multiplexer board connectors J2 (+12 V) and J3 (ground), otherwise provide the +12 V ECU power from additional source
refer to other sources (Internet) to get more information on the location of the +12 V and ground pin location for your ECU

    Connect the tool to the PC (or power up the tool)

perform software installation as described by the tool manufacturer if not done already
at this point the multiplexer, adapter and the ECU should be properly interconnected with BDM signals and power lines

○ multiplexer red LED should be lit up

○ adapter white LEDs should be lit up

○ ECU power (+12 V) should be present

connect the tool to the PC (usually done over USB or serial connection)

    Perform BDM operation(s)

start up the software package to operate the tool
perform desired BDM operation(s)Note: The user manual is used for reference; in fact, it depends. Try on your own risk.

Kess Ktag KSuite V2.37 Test Report and Installation

KSuite V2.37 is newly tested working fine on the available KESS V2KTAG ECU Programmer clone. Below parts will include KSuite V2.37 workable interfaces, test report on vehicles / protocols/ functions/ special BMW MED17/MEV17 ECUs and installation guide.

Here we go one by one.
Part I. KSuite V2.37 workable interfaces
SE87 Kess V2 V3.099, SE87-E Kess V2V3.099; SE87-C Kess V2 V4.036; Kess V2 V4.024 truck version; KessV2 V4.026 truck version;

Part II. KSuite V2.37 test report:
1) Cars…OK,  Motocycle …OK, Truck…OK

16-1
2) Compatible Protocols: Kline…OK,  CAN…OK

16-2

3) KSuite V2.37 performances:
Reading ECU…OK
Writing ECU…OK
Recording…OK

16-3

4) BMW MED17/MEV17 ECUs works.

16-4
16-5 16-6 16-7 16-8 16-9 16-10

As you can see, it is very easy to use KSuite V2.37 since it is built in “pop-up” instructions.

Part III: KSuite V2.37 install steps and tips:

Auto ECU Programmer KSuite V2.37 language: English/ German/ Spanish/ Italian/ Portuguese/ French

16-11

Main step 1. Click “Setup 2.37″ to install ksuite driver.

16-12

Main step 2. Back to the desktop, right click icon “Ksuite”, then “Properties”, then “Find target”, delete folder ” Help”, then back to Ksuite V2.37 folder and copy folder “Help” and paste it to C:\ksuite\ksuite.exe

16-13 16-14 16-15
Main step 3. Plug Kess V2 master / Ktag master interface to the computer.
If you install Ksuite V2.37 on a XP computer, you will get a dialog “Found new hardware.”

You see, it is very easy to install Ksuite V2.37, here one more video demo:

That’s all.
Good luck!

BMW e91 318d read write EDC17 c41 DDE8 error with KESS V2

Problem:
I have problems with my Kess V2 and need help.

I try my BMW e91 318d read and write EDC17 c41 DDE8.

Step 1 with OBD connector – TOOL – OBD2TOOL I can do, no problem, everything is OK.
Problem Number 1.

Step 2 boot loader with backup read – many communication problems -> Crash! After many attempts, I was able to read backup!

Step 3 with Flash boot loader (ECU) read – many communication problems -> Abort, abort, abort! After many attempts, I was able to read original file but in the end came problem # 2 -> Checksum error.

I am using Windows XP sp2 with visual-c …, Microsoft. NET Framework 4
Internet was always as KESS V2 was executed.

We have attached a log file and some pictures.

Please help, thank you.
7-1

7-2 7-3 7-4 7-5 7-6 7-7 7-8 7-9 7-10

Solution:
It means KESS V2 can’t read and write this type of ECU, ECUs on the same car model in different areas are sometimes encrypted in different ways, and therefore the tool cannot always work on the same car model.

How to solve KESS V2 Wake up error?

If you get “Wake up error” when running KESS V2 V5.017, please format the TF card firstly and then copy the whole software again back to TF card, finally to reflashing the CPU program.

2-1

Details as follows:

Tips on how to copy files to TF card:

Step 1: receive the “kess v2 up” compressed file from us online.

Step 2: decompress it, and you will find 4 files: File, Log, System and Update, choose them all, copy and paste to TF card. (IMPORTANT NOTE: Don’t directly copy the “kess v2 up” compressed file to TF card; Don’t create a new folder in TF card and copy the 4 files into the new folder.)

2-2

(Fig 1. Compressed file: kessv2 up)

2-3

(Fig 1. decompress Auto ECU Programmer kessv2 up.rar)

Possible reasons and solutions:

Possible reasons:

Kess v2 ecu chip tuning tool fails to read out TF card program or the program in the TF card is not working.

There are 2 reasons result in Kess v2 fails to read out TF card program.

1) The four pins of chip are not firmly soldered on the main board.

2) The chip is disconnected to the main board for a long time use.

2-4

Solution:

Solder again the chip; make sure it is tightly connected to the main board.  If it is not the chip problem, do the following jobs.

Use brush to clean up the shrapnel on the card slot.

Maybe the card slot shrapnel is not flexible enough; use something like a needle to lift it up, to make sure the shrapnel and the TF card is well connected.

Remove the TF card and clean up it, then insert back to the card slot. If it is still not working, format the card and copy the software back to the card.

2-5

Finally, reflash the CPU program, after finish reflashing, copy and paste the software to the TF card again.

Free download kess v2 firmware tuning kit

Now, KESS V2 chip tuning wake up error is solved

Our customers feedback some problem about kess v2 on OBD2TOOL,we sovled it and have written below,if you have same problems,it will help you.

2017 ktag master V7.020 adds lots cars & 100+ ECUs

New arrival

2017 ktag master V7.020 ECU programming tool with unlimited token

Works:

Toyota 76FXXX, PSA 17.4.4, Ford E83, VW 17.5.5 (1766), Mercedes-Benz 276ECU,Toyota 76F
100+ ECU types works

Pros:

No tokens limitation

With token reset button

KTAG master V7.003 update to V7.020:

Send back the full set of KTM100, the update fee is 140USD, Not including the shipping cost.

100+ ECU types works

Coming soon

Auto ECU Programmer 2017 ktag master V7.020 images

http://forobd2tool.com/wp-content/uploads/2017/06/11-1.jpg
http://forobd2tool.com/wp-content/uploads/2017/06/11-2.jpg
http://forobd2tool.com/wp-content/uploads/2017/06/11-3.jpg
http://forobd2tool.com/wp-content/uploads/2017/06/11-4.jpg