Flex Update Chrysler GPECx ECUs OBD Solution!!!

 MAGIC MOTORSPORT FLEX NEW RELEASED OBD SOLUTION FOR CHRYSLER JEEP DODGE FIAT CONTINENTAL GPECX ECUS.

Version 7.17.0.0 of Flex Out Now with a Flex OBD Solution for Continental GPECx

 

New release on Flex dedicated to OBD programming: a Flex OBD solution for Continental GPECx, specifically GPEC2, GPEC2A, GPEC3, GPEC4, GPEC4LM engine units.

Just unlock the unit in Boot mode and then proceed with reading and writing the map area directly via the diagnostic port of the vehicle.

Thanks to the newest update of Flex, removing the ECU every time to modify engine parameters is no longer necessary: unlock your control unit in Boot mode and then go for OBD any other time.

 

Some of the supported vehicles:

• Chrysler 200 2.4L 180PS
• Dodge RAM Promaster City 2.4L 180PS
• Fiat Tipo I 1.0L Multiair 120PS
• Fiat Toro 2.4L Multiair II 185PS
• Jeep Compass 2.4L 180PS
• Jeep Renegade 1.3L Multijet 150PS

 

This new protocol is available for the following software packages:

OBD  

• FLS0.1M – SW Flex ECU (car, van, bike) OBD/Bench Master
• FLS0.1S – SW Flex ECU (car, van, bike) OBD/Bench Slave
• FLS0.5M – SW Flex Full Master
• FLS0.5S – SW Flex Full Slave

 

Newly added protocols:  

(OBD)  

• FCA Continental GPEC2 MPC5566 Read/Write/Checksum Calculation Maps, Read External EEPROM
  Reading Time : ~ 7 minutes  Writing Time : ~ 4 minutes
• FCA Continental GPEC2A MPC5674F Read/Write/Checksum Calculation Maps, Read External EEPROM
  Reading Time : ~ 10 minutes  Writing Time : ~ 5 minutes
• FCA Continental GPEC3 MPC5674F Read/Write/Checksum Calculation Maps, Read External EEPROM
  Reading Time : ~ 10 minutes  Writing Time : ~ 5 minutes
• FCA Continental GPEC4 MPC5674F Read/Write/Checksum Calculation Maps, Read External EEPROM
  Reading Time : ~ 10 minutes  Writing Time : ~ 5 minutes
• FCA Continental GPEC4LM MPC5674F Read/Write/Checksum Calculation Maps, Read External EEPROM
  Reading Time : ~ 10 minutes  Writing Time : ~ 5 minutes

 

Bug fixes 

• Fixed writing error in Bosch MG1UA008
• Added new CRC type for All Continental M3C
• Added new CRC type for Tata Delphi DCM7.1AP

 

Software improvements

• Added OBD Support for All Bosch MSE8.0
• Added support for VAG Bosch MG1CS008 SFD2

Clone Renault Getrag DC4 TCU with Yanhua ACDP

 Yanhua Mini ACDP has released a solution for bench cloning of the Getrag DC4 TCUs installed in Renault and Ford DPS6 (Powershift) brand vehicles.

 

Tools required:

Yanhua Mini ACDP2/ACDP1 hots

ACDP Module 26 with License AA00 

 PTCU2 Cable from module 19

 

Procedure:

 

Power on the ACDP.
Run ACDP APP.
Make sure your ACDP device has been bound.
Select Module function- Reanult DC4 (TC1766) clone.

Hit Help to check the connection diagram.

Connect the original DC4 TCU module with ACDP.
Select Reanult DC4 (TC1766) clone function.
Step 1: Connect TCU.
Enable stable network connection and do not disconnect device during the process.
Verify the system information.
Read hardware type and chip ID.
Connect system finished. ACDP will save the system info. automatically.

Step 2: Read/Write data
Full Backup data.
Reading chip data.
Save full data.

Step 3: Disconnect.
Disconnect the original TCU.

Connect a donor Renault DC4 TCU with ACDP2.

Connect TCU.
Verify system info, hardware type and chip ID.

Select Read/Write data
Full Write data.
Select original TCU full data.
Write chip data.
Write data to the donor TCU successfully.

Disconnect the donor TCU.

Install the new TCU back to the vehicle.

 

 

 

FYI: Flex also supports full OBD and Bench programming of the Getrag DC4 TCUs installed in Renault and Ford DPS6 (Powershift) brand vehicles.

 

Xhorse Multi Prog Clone Hyundai SIM2K-242 ECU

 Understanding the Task

Cloning a Hyundai Kia SIM2K-242 ECU, transferring data from an original unit to a donor unit. The ECU in question, identified as a SIM 2K model, integrates both the Powertrain Control Module (PCM) data and transmission data on a single board. Typically, cloning might involve only the ECU chip (in this case, a TC1766 processor), leaving the transmission data untouched if the issue lies solely with the transmission. However, the goal is to transfer the PCM (Powertrain Control Module) data from a donor ECU to an original ECU while preserving the transmission data.

For this clone, only the PCM data is transferred, leaving the transmission data intact. This is useful when the transmission is functioning correctly, but the engine control module needs replacement.

Tools and Preparation

• Xhorse Multi Prog: Used for reading and writing ECU data.
• Donor and Original ECUs: The donor ECU provides the data, while the original ECU is the target for cloning.
• Soldering Equipment: Required for connecting boot mode pins (P1, P2, P3) since the SIM2K-242 lacks a direct boot mode option in Multi-Prog.

Step 1: Back up donor ECU data.

Reading the Donor ECU

The first step was reading the donor ECU.

1. Select the Correct Protocol:
   SIM 2K 242 lacks boot mode support in MultiProg; the SIM2K-241 model provides the necessary pinout (P1, P2, and P3) for soldering and communication.

   (both share the same MCU/processor). Select SIM2K-242 ECU and use pinout of SIM2K-241.

2. Boot Mode Connection: Soldering is required to access the boot mode pins (P1, P2, P3) for communication.
3. Read Process:
   • Connect the donor ECU to Multi-Prog.
   • Read both the internal EEPROM (storing immobilizer data and VIN) and internal flash (storing firmware and VIN).
   • Save the files (e.g., “Donor_PCM”) for later use.

The reading process took approximately 5 minutes and 50 seconds for the flash alone, as reported by MultiProg’s built-in timer. The EEPROM and flash each contain a VIN number, a crucial detail that must be updated during cloning to match the original vehicle.

To locate the VIN, the technician entered specific addresses in the MultiProg hex editor: 1100 for the flash VIN and 7400 for the EEPROM VIN. This revealed the donor ECU’s VIN, ending in “104,” which would later be verified against the cloned unit.

Step 2: Reading the Original ECU

Next, the original ECU was read to capture its EEPROM and flash data. This step ensured that the technician had all the necessary information to overwrite the donor ECU accurately. The process mirrored the donor reading, with the data saved for comparison and writing.

Step 3: Writing the Data

Connect the donor ECU back to the multi prog and initiated the writing process.

1. Load Donor Files: Open the saved donor EEPROM and flash files in Multi-Prog.
2. Write to Original ECU:
   • Transfer the EEPROM data first, followed by the flash data.
   • The VIN from the donor will overwrite the original ECU’s VIN, ensuring compatibility.

To ensure accuracy, we can perform a second write, leveraging MultiProg’s comparison feature. This second pass skipped unchanged sections, completing in just 30 seconds for the EEPROM and 56 seconds for the flash—confirming a successful write.

Step 3: Verification

Post-writing, reread the donor ECU’s EEPROM and flash to verify the VIN. Using the same addresses (7400 for EEPROM and 1100 for flash), the VIN ending in “104” was confirmed, matching the original. This step ensured the cloning process preserved the vehicle’s identity and functionality.

• Perform a second write to confirm data integrity (Multi-Prog skips unchanged sections).
• Check the VIN locations (addresses 1100 for flash and 7400 for EEPROM) to ensure correct cloning.

Step 4: Testing the Cloned ECU

The final test involved installing the cloned donor ECU into the vehicle. After a brief moment with the security light on, the car started successfully, validating the cloning process. tools like OBDStar DC706 could also read SIM2K-241 ECUs, and the 241 protocol might even work for the 242 model due to shared reading and writing protocols.

Challenges and Observations

Internet connectivity is also critical, as the tool communicates with a server during reading and writing; slow connections can disrupt the process. 

Boot Mode is Crucial: Without soldering the boot pins, communication with the ECU is impossible.

VIN Must Match: Both the EEPROM and flash must have the same VIN to avoid issues.

Conclusion

Cloning an ECU is a meticulous process requiring precision, the right tools, and a deep understanding of automotive electronics. This walkthrough demonstrates how the MultiProg, with its boot mode support and hex editing capabilities, can effectively clone a SIM2K 241 ECU for a Kia Optima or Hyundai Sonata. 

http://blog.obdii365.com/2025/03/31/xhorse-multi-prog-clone-hyundai-kia-sim2k-242-ecu/

Top 5 Tools to Read VAG Simos 19.3 ECU

 To read a Simos 19.3 ECU, you’ll need a programmer capable of interfacing with Continental’s Simos 19.x series, which are commonly found in VAG (Volkswagen, Audi, Skoda, Seat) vehicles with turbo petrol engines. These ECUs often require specific protocols and tools that can handle their security features, either via OBD or bench/boot mode. Based on available information and common practices in ECU tuning as of March, 2025, here are some reliable options:

 

 

1). AutoTuner

Autotuner is now able to perform the following operations:

• OBD Virtual Read
• OBD Write

On the following ECU:

• Continental Simos19.3

Vehicles concerned:

• Audi 45 TFSI (2.0)
• Cupra 2.0 TSI EU6d
• Porsche 2.0T OPF
• Seat 2.0 TSI FR
• Skoda 2.0 TSI RS
• Volkswagen 2.0 TSI EU6
• Volkswagen 2.0 TSI R EU6d

 

 

 

2). Magic MotoSport Flex 

Operation mode:

Fast OBD (virtual reading) connection, you won’t need to remove and open the ECU to access data in the map area.

• Add VAG Continental Simos19.3 Virtual Read/Write/Checksum Calculation Maps

Writing Time: ~ 2 minutes

Some of the supported vehicles:

• Audi Q3 2.0L TFSI 245PS
• Audi TT 2.0L TFSI 245PS
• Seat Ateca 2.0L TSI 300PS
• Skoda Superb 2.0L TSI 280 PS
• VW Golf 8 GTI 2.0L TSI R 333PS
• VW T-Roc 2.0L TSI R 300 PS

 

3). IXI Personal Flasher

This tool is specifically designed for Simos 19.3 and 19.7 ECUs, offering OBD programming. It’s noted as one of the first devices to support these units without requiring ECU removal, making it a convenient choice for quick map area access and software updates.

 

4). bFlash

SIMOS 19.6 & 19.3 protocols are available in FULL OBD and for FREE for every bFlash user.

Siemens

Simos 19.6 TC297

Cars:

Audi S3 8Y 2.0 TSI 310hp

Cupra Formentor 2.0 TSI 245hp

Cupra Formentor 2.0 TSI 310hp

Cupra Leon 2.0 TSI 300hp

Seat Leon 2.0 TSI 245hp

Skoda Octavia RS 2.0 TSI 245hp

VW Golf 8 GTI 2.0 TSI 245hp

VW Golf 8 Clubsport 2.0 TSI 300hp

VW Golf 8 R 2.0 TSI 320hp

SIEMENS

Simos 19.3 TC297 (open beta)

Cars:

Audi SQ2 2.0 TSI 300hp

Audi Q3 2.0 TSI 245hp

Audi TT 2.0 TSI 245hp

 Audi TTS 2.0 TSI 310hp

Cupra Ateca 2.0 TSI 300hp

Seat Tarraco 2.0 TSI 245hp

Skoda Kodiaq 2.0 TSI 245hp

Skoda Superb 2.0 TSI 280hp

VW Arteon 2.0 TSI 280hp

VW Arteon 2.0 TSI 320hp

VW Passat 2.0 TSI 280hp

VW Tiguan 2.0 TSI 280hp

VW T-Roc 2.0 TSI 300hp

 

 

5). CMDFlash

CONTINENTAL SIMOS19.3 VAG VR/W/CHK/Recovery

SIMOS 19 Obd Protocol now supports 19.6 and 19.3.

This protocol is available for Full Master and Full Slave users only

 

Alientech KESS3 is not yet support Simos 19.x ECUs. 

How to Use MLB Tool MQB48 Adapter with VVDI Key Tool Plus?

 Question:

Have the VVDI MLB Tool bound to the VVDI key tool plus. How to use MQB48 adapter with key tool plus?

 

There are two ways to use the MLB Tool MQB48 adapter with key tool plus.

 

Method 1: Direct Connection

Connect MLB Tool with key tool plus via a Dual USB-C splitter cable. (Give power to both MLB device and MQB48 adapter). As shown below:

Menu path will be IMMO Programming—VW—Select by type—MQB instrument immo system—NEC35xx（Continental/VDO）—Collect Key data.

The function requires network connection.

Method 2: Through file transfer

First calculate MQB48 key data with MLB Tool and MQB48 adapter on PC, then transfer the saved file from the PC to the VVDI Key Tool Plus Programmer.

Save the immo data. Then transfer file from PC to key tool plus (via USB or Xhorse iCloud data center).

In key tool plus, go to MQB48 menu, then load IMMO data to generate dealer key and learn key.

NOTE: The PC software calculation is much faster! Example: 4 minutes on computer vs. over 10 minutes on the key tool plus tablet.

So method 2 is recommended.

Thinkdiag 2 vs Topdon TopScan

Thinkdiag2 and TopScan scanner which to buy?

Thinkdiag2 is a lot better then the TopDon TopScan Pro as well it does more special functions such as Transmission learning and has a ton of active tests / bi directional controls. 

The graphing is also ahead of Topscan and allows you to change and look at graphs and 4-1 with recorded data and the TopScan won't allow you to do that and just plays a movie file back of the recording which is very limited.We would recommend this over TopScan because you get some much more functionality and the graphing is awesome. Plus it can do ECM Replace for Honda / Subaru and TopScan Doesn't do that and transmission relearn and keys. 

The reason for getting this is I bought a Launch x431 Pro3S+ 2 years ago and I can't renew it because they want $524 to renew 5 vehicle makes for 1 year which is crazy and costs 2/3 of the Scan Tool. So I bought this to replace my Launch x431. So far I have compared features of the Thinkdiag 2 to the Launch x431 and this little device can do almost as much as the x431 for a fraction of the price and at the renewal won't be $524 per year. I also got this to work on an Android Tablet even though not recoommended and it is working out so graphs and everything are larger to see. I also like it has a cord so you don't forget it in a car. It the scanner part fits in the door side holder nicely or on top of the steering wheel. I have the Topdon Topscan as well and this thing puts the TopScan to shame in features again such as special functions and the ability to replace ECM on certain models. For the price it just can't be beat and it looks like you can renew for $70 per year which is really good considering the options you get. www.obdii365.com is a way to renew for reasonable price $70. It also appears durable and should hold up. Don't full for the ones with lifetime updates like gearwrench and xtool they won't update plus you dont get key ecu coding or transmission learning. It almost looks like this has the same software as the Launch Scanner as its almost identical in the way it functions.

Flex vs I/O Terminal

 The Magic Motorsport Flex and the I/O Terminal are both advanced tools used in the automotive tuning and repair industry, particularly for working with Engine Control Units (ECUs) and Transmission Control Units (TCUs). However, they serve slightly different purposes and cater to different needs depending on the user’s goals, expertise, and workflow. Below is a detailed comparison of the two tools based on their features, functionality, and use cases.

 

 

Overview

• Magic Motorsport Flex: A highly versatile, modern chiptuning and programming tool designed for mechatronic workshops. It supports a wide range of vehicles and protocols, offering flexibility in ECU/TCU tuning via OBD, Bench, and Boot modes.
• I/O Terminal: A specialized tool focused on advanced ECU programming, diagnostics, and module repair, often used for tasks requiring deep access to ECU internals, such as EEPROM reading, cloning, and pinout extraction.

Comparison

Aspect	Magic Motorsport Flex	I/O Terminal
Primary Purpose	Chiptuning, ECU/TCU reprogramming, and performance tuning	Advanced ECU diagnostics, repair, and cloning
Target Users	Tuners, remappers, and workshops (beginners to experts)	Experienced technicians focused on repair and recovery
Supported Modes	OBD, Bench, Boot, BDM, JTAG, AUD	Primarily Boot, BDM, and direct ECU access
Vehicle Coverage	Over 25,000 vehicles (cars, bikes, vans, trucks)	Broad ECU coverage, especially European models
Ease of Use	Intuitive software, user-friendly for tuning tasks	More technical, requires deeper knowledge
Hardware Design	Two-part system (Flex + Flexbox module)	Single unit with optional adapters
Software Updates	Subscription-based (annual fee after first year)	One-time license purchase, no recurring fees
File Handling	Master (unencrypted) or Slave (encrypted) options	Typically unencrypted, full access to raw data
OBD Functionality	Strong OBD support for tuning and diagnostics	Limited OBD capabilities, focus on bench work
Repair Features	ECU cloning, repair via Flexbox module	Advanced repair (EEPROM, pinout extraction)
Speed	Fast read/write (e.g., TCU reads in 2-3 minutes)	Varies, often slower due to detailed operations
Cost	Higher initial cost + subscription fees	Higher upfront cost, no subscriptions
Technical Support	Excellent, with global remote assistance	Good, but less emphasized than Flex
Customization	Highly configurable (protocols, Master/Slave setup)	Less flexible, focused on specific tasks
Typical Use Case	Performance tuning, remapping, TCU programming	ECU recovery, cloning, body module diagnostics

 

Detailed Breakdown

1. Functionality

• Magic Motorsport Flex: The Flex is designed as an all-in-one solution for tuning and reprogramming. It excels in performance tuning through OBD (direct vehicle port access), Bench (programming without opening the ECU), and Boot modes (direct ECU access). The optional Flexbox module extends its capabilities to BDM, JTAG, and AUD, making it suitable for advanced repair tasks like ECU cloning. It’s highly adaptable, allowing users to purchase specific protocols (e.g., cars, bikes, or TCUs) based on their needs.
• I/O Terminal: This tool is more specialized, focusing on bench work and low-level ECU operations. It’s particularly strong in reading and writing EEPROMs, extracting pinouts, and handling older or complex ECUs that may not be accessible via OBD. It’s less about performance tuning and more about diagnostics, repair, and recovery.

2. Flexibility

• Flex: Offers unmatched flexibility with its modular design. Users can start with the base hardware and add software protocols as their business grows. It supports both Master (full file control) and Slave (linked to a Master for encrypted files) configurations, catering to both independent tuners and network-based operations.
• I/O Terminal: Less flexible in terms of scalability. It’s a one-time purchase with a full license upfront, meaning you get all supported features immediately, but adding new capabilities may require additional hardware or software purchases (e.g., HexTag integration).

3. Cost Structure

• Flex: Requires an initial hardware investment plus an annual subscription after the first year (included with purchase). Subscription costs vary depending on Master or Slave versions and protocol packages, making it a recurring expense.
• I/O Terminal: Typically involves a higher upfront cost for the full license, but no ongoing fees. This can be more cost-effective long-term for users who don’t need frequent updates.

4. Ease of Use

• Flex: Known for its intuitive software interface, making it accessible to beginners while still powerful for professionals. The setup (laptop, internet, battery charger) is straightforward for OBD tuning.
• I/O Terminal: Requires more technical expertise, as it’s geared toward complex tasks like direct ECU manipulation. The learning curve is steeper, especially for users unfamiliar with bench programming.

5. Vehicle and ECU Coverage

• Flex: Boasts extensive coverage (over 25,000 vehicles), regularly updated via software releases. It’s particularly strong in newer vehicles and TCU programming, with protocols for brands like Bosch, Siemens, and Vitesco.
• I/O Terminal: Covers a wide range of ECUs, especially older European models, but may not match Flex’s breadth for newer vehicles or OBD-accessible units. It shines in niche applications like body module reading.

6. Support and Community

• Flex: Magic Motorsport provides robust technical support via remote assistance, chat, and a ticket system. Frequent software updates keep it cutting-edge, and the community is large due to its popularity.
• I/O Terminal: Offers solid support, but it’s less emphasized than Flex. Its user base is smaller and more specialized, often consisting of seasoned technicians.

 

Which One Should You Choose?

• Choose Magic Motorsport Flex if:
  • You’re focused on performance tuning, remapping and cloning.
  • You need a versatile tool for OBD, Bench, and Boot operations.
  • You want broad vehicle coverage and frequent updates.
  • You’re comfortable with a subscription model and value excellent support.
• Choose I/O Terminal if:
  • You specialize in ECU repair, cloning, or recovery.
  • You work with older or complex ECUs requiring direct access.
  • You prefer a one-time purchase without ongoing costs.
  • You have the technical expertise for advanced bench work.

 

 

 

Conclusion

The Magic Motorsport Flex is a more modern, all-purpose tuning tool with a focus on flexibility, ease of use, and wide applicability, making it ideal for tuners and workshops looking to scale. The I/O Terminal, on the other hand, is a powerhouse for repair and diagnostics, offering deep ECU access without the recurring costs, but it’s less suited for quick tuning tasks. Your choice depends on whether your priority is performance tuning (Flex) or repair and recovery (I/O Terminal). For many professionals, combining both tools could provide the ultimate coverage for all scenarios.