Top Tools to Clone VAG Simos 18.1 ECU

 Question:

Have a working Simos 18.1 unit with damage and one donor.  Is there a way to clone these ECUs? What tool to clone?

Here is the clue. 

Cloning needs full decrypted reads. For reading there are several,  KT200, Foxflash, OBDSTAR DC706, Xhorse multi prog etc can do boot 1791 to read-write simos18.1. But most tools don’t fully decrypt vin area = NO CLONE or TRANSFER. Cloning is only possible with Immo data transfer.  So these programmers will not clone Simos 18.1 ECU.
Immo off is available only if tool writes to immo area. Some tools read Immo but will not write it. If same software number, no need clone, just online for immo.

Trasdata and ktag do not decrypt the vin area so I doubt kessv3 does. = NO TRANSFER

 

Autotuner:

Can autotuner clone simos 18.1? Yes, it can. But need prepare dumps. Do a full backup.

Autotuner does decrypt these areas.

Autotuner can fully decrypt all the immo data areas.

Alientech KESS3:

You need to read dumps with kess3 or hexprog in boot mode and then immo can be transferred.

KESS3 supports Simos 18.1 cloning when used with the appropriate protocols and boot mode setup. It can read and write the full ECU data, including security blocks, and transfer them to a donor ECU. Its powerful microprocessor and automatic line recognition make it efficient, though it’s pricier and typically used by professionals. Cloning requires ensuring the donor ECU is compatible, as KESS3 won’t handle hardware mismatches.

 

 

Flex (Magic Motorsport)

For clones, it’s better to FLEX.

Flex is a professional-grade tool that supports cloning of Simos 18.1 ECUs. It can read encrypted data, unlock the ECU in boot mode, and transfer all necessary data (including VIN, power class, and immobilizer info) to a donor unit. Flex is known for its reliability with newer VAG ECUs and is often used by tuning shops for full cloning, not just tuning. It requires a good understanding of the process, as compatibility between the original and donor ECU part numbers is critical.

 

CMD Flash:

Cmd had an update about it.

 

Key Considerations for Cloning Simos 18.1:

• Compatibility: The donor ECU must match the original in hardware (part numbers) and firmware version, as the Simos 18.1 has One-Time Programmable (OTP) sectors that can’t be fully replicated. Cloning focuses on transferring editable data like immobilizer info.
• Boot Mode: Most tools require opening the ECU and connecting in boot mode (e.g., via Tricore pinouts) to bypass security and access all data.
• Immobilizer Data: Successful cloning means transferring VIN, Component Security (CS), MAC, and power class, not just the engine map or coding.
• Avoid Clones: Cheap clone tools (e.g., cloned KTAG or KESS) often fail with Simos 18.1 due to incomplete protocols or inability to handle encrypted data.

 

Top Tools to Read Renault Continental SID321 ECU

 What Tool to Use for Reading and Writing ECU Continental SID321 in Renault Master 4? Here are the top 6 tools that support SID321 functionality:

 

 

AutoTuner: OBD and Bench Mode

Autotuner tends to be better for Sid321 and a lot faster too.

 

Autotuner VR
Writhing real quick
Done by OBD.

You don’t need extra cable (SGW cable ATPG050 etc) to bypass security for Renault !!!

Autotuner supports following Continental SID321 TC297 ECUs: It also supports datalogging and DTC functions.

Nissan
Frontier 2021 2.3 BlueDCI EU6 163Hp/403Nm
Interstar II 2021 2.3 BlueDCI EU6 135Hp/360Nm
Interstar II 2021 2.3 BlueDCI EU6 150Hp/385Nm
Interstar II 2021 2.3 BlueDCI EU6 165Hp/380Nm
Interstar II 2021 2.3 BlueDCI EU6 180Hp/400Nm
Navara D23-II 2020 2.3 BlueDCI EU6 163Hp/403Nm
Navara D23-II 2020 2.3 BlueDCI EU6 190Hp/450Nm
NV 400 2020 2.3 BlueDCI EU6 180Hp/400Nm

Opel

Movano 2021 2.3 BlueDCI EU6 130Hp/340Nm
Movano 2021 2.3 BlueDCI EU6 145Hp/360Nm
Movano 2021 2.3 BlueDCI EU6 165Hp/380Nm
Movano 2014 2.3 BlueDCI EU6 180Hp/400Nm
Movano 2021 2.3 BlueDCI EU6 180Hp/400Nm

Renault

Alaskan 2016 2.3 DCI bi-turbo 160Hp/400Nm
Alaskan 2016 2.3 DCI bi-turbo 190Hp/450Nm
Master III (III) 2019 2.3 BlueDCI EU6 110Hp/330Nm
Master III (III) 2019 2.3 BlueDCI EU6 130Hp/330Nm
Master III (III) 2019 2.3 BlueDCI EU6 135Hp/360Nm
Master III (III) 2019 2.3 BlueDCI EU6 145Hp/360Nm
Master III (III) 2019 2.3 BlueDCI EU6 150Hp/385Nm
Master III (III) 2019 2.3 BlueDCI EU6 165Hp/380Nm
Master III (III) 2019 2.3 BlueDCI EU6 180Hp/400Nm

 

The “recovery” function exists nicely and well. If the flash fails while typing, for example, it will always be possible to re-flash the vehicle. What doesn’t work, however, is sending a corrupt file that will be accepted by the ECU and will prevent it from starting. In the development phases (especially regarding adblue), developers have modified unauthorized parameters. These problems have been corrected by the preparers and therefore there are no more bricked ECU.

 

Autotuner SID321 bench pinout

 

Alientech KESS3: OBD and Bench Mode

SID321 was tested perfectly with KESS3 via OBD.

Here lists the supported model list and details:

Alientech KESS3 Update Continental Vitesco SID321 ECU!!!

 

 

Flex: OBD VR and Bench

7.2.0.0 software adds Continental/Vitesco SID321 engine units in Bench mode by accessing with the ECU connector and in OBD connecting directly to the diagnostic port of the vehicle.

No VR = No patch.
No patch = No reading

If VR is not available, not possible to make a real read neither.

Bench and obd on these are same…People have done a few now in both ways.. use vr read ..if not available make real read and send to them…not for patch but so they can add to virtual read data base…they want it not for patch but because real read takes ages to complete…patch works regardless and can be done on read or write.

bFlash

bFlash also read and write Renault SID321 ECU.

They also offer a service to recover ECU if bricked ECU.

Bflash can fix bricked ecu if is your problem. If its stuck in boot loop then maybe only b flash can fix but otherwise you’ll need to buy a new ecu from dealer and have it programmed.

 

 

VF2 flasher: Bench mode

VF2 flasher supports full read in Bench mode.

 

 

Combiloader:

Combiloader has released protocol for sid321.

It is protected by a dongle. You need to have 3 USB ports to work with.

 

Keep updating…

www.obdii365.com

Super ICOM N3+ Pro vs BMW ICOM A2 A3

 The newer Super ICOM N3 Pro+ and the older BMW ICOM (A2/A3) are two devices widely used for diagnosing BMW vehicles. Below is a detailed comparison of these two models based on their connectivity, performance, and ease of use.

1. Hardware Design

• Super ICOM N3: Featuring a USB port and OBD connector, the Super ICOM N3 is compact and modern. It includes a dual heat dissipation system (fan and heat sink) and a one-key switch button for toggling between BMW ICOM software and J2534/DOIP modes, enhancing its versatility. The firmware version observed during testing was 1.52, suggesting it’s relatively up-to-date out of the box.
• Older ICOM A2/A3: The older model uses an Ethernet port and a separate OBD connector, reflecting its dated design. It lacks wireless capabilities and additional features like J2534 or DOIP support, limiting its compatibility with newer vehicles and protocols. Its bulkier build also makes it less portable compared to the N3.

 

2. Connectivity

• Super ICOM N3: Supports both USB and Wi-Fi connections, offering more flexibility in terms of device compatibility and mobility.  This newer model uses a USB connection by default, making it plug-and-play with modern laptops and tablets running Windows 10 or earlier versions like Windows 7. Additionally, it offers a wireless mode with a Wi-Fi network (SSID: N3+ ICOM-****, password: 123456789), allowing for cable-free diagnostics once configured. Testing showed that the Super ICOM N3 connects seamlessly via USB, and its wireless mode activates automatically when the USB cable is disconnected, providing flexibility in workshop settings.

 

• Old BMW ICOM (A2/A3): Primarily relies on an Ethernet connection, which can limit mobility and requires wired access. The older model relies on an Ethernet cable for connectivity, which requires manual IP configuration (e.g., ending in .33 or .45) to establish a connection with tools like I-Tool Radar or Easy Connect. While functional, this method can be less intuitive and occasionally unreliable, as seen in tests where the device took time to appear on the network or required power cycling to stabilize.

 

3. Ease of Configuration

• Super ICOM N3: Has a more straightforward configuration process, allowing users to connect via Wi-Fi without needing extensive setup. On a Windows 10 laptop, connecting via USB instantly registers the device in I-Tool Radar with an IP ending in .38 (e.g., 169.254.92.38). Switching to wireless mode requires minimal setup—just connect to the N3’s Wi-Fi network and enter the password. Tests confirmed that locking and unlocking the device via Easy Connect worked flawlessly after adjusting the IP settings.

• Old BMW ICOM: Requires manual IP configuration, and users may face connection delays when switching between devices. The Ethernet-based setup demands more effort. Users must access the laptop’s network adapter settings, right-click the Ethernet properties, and manually set an IPv4 address (e.g., ending in .33 or .45) to match the device. Testing revealed occasional delays or failures in detection, requiring patience or troubleshooting, such as disconnecting and reconnecting power.

4. Performance & Stability

• Super ICOM N3: More stable in operation, with improved firmware that reduces connection dropouts and lag.
• Old BMW ICOM: Can sometimes take longer to establish a connection, and users have reported intermittent connectivity issues.

5. Firmware & Updates

• Super ICOM N3: Comes with updated firmware, reducing the need for frequent updates while ensuring compatibility with newer BMW models.
• Old BMW ICOM: May require periodic firmware updates to stay functional, which can be cumbersome for users unfamiliar with the update process.

6. Software Compatibility

• Super ICOM N3: Fully compatible with BMW’s latest diagnostic software (ISTA-D, ISTA-P, E-Sys), the N3 also supports J2534 and DOIP protocols, making it a multi-brand diagnostic tool for vehicles beyond BMW, such as Mercedes-Benz or Volkswagen. the N3 is a versatile all-in-one tool for modern diagnostics. It can even replace an ENET cable for coding tasks, broadening its utility. Its firmware can be updated online via BMW’s official servers, ensuring long-term relevance.
• Older ICOM A2/A3: Limited to Ethernet and BMW-specific diagnostics, it’s less adaptable to newer vehicles or non-BMW brands, making it a narrower tool in today’s diverse automotive landscape. It lacks native support for J2534 or DOIP, restricting its use to older BMW models with OBDII or earlier diagnostic ports. Firmware updates are possible but less streamlined compared to the N3.

 

7. Performance and Stability

• Super ICOM N3: Testing showed consistent performance across both wired and wireless modes. The device appeared instantly in I-Tool Radar via USB, and wireless connectivity remained stable after initial setup. Its active cooling likely contributes to reliability during prolonged use.

• Older ICOM A2/A3: The Ethernet connection worked but was less reliable, with blinking indicators in I-Tool Radar and occasional detection issues. Power cycling or waiting improved connectivity, but this inconsistency could disrupt workflows, especially on time-sensitive tasks.

 

 

Practical Insights from Testing
During hands-on testing, the Super ICOM N3 outperformed the older ICOM A2/A3 in ease of use and connectivity. On a Windows 10 laptop, the N3’s USB connection was plug-and-play, requiring only minor IP adjustments in Easy Connect (from .33 to .38) to lock/unlock the device. Its wireless mode was a game-changer, enabling diagnostics without cables after a simple Wi-Fi setup. Conversely, the older ICOM A2/A3 demanded more fiddling—Ethernet IP settings had to be manually aligned (e.g., .45 or .33), and detection wasn’t always immediate, even with power supplied via OBD.
The older model worked reliably once connected, but its dependency on Ethernet and lack of wireless support felt outdated. The Super ICOM N3, with its modern features and stable performance, proved more practical for real-world use, especially for technicians needing flexibility across multiple vehicles and software platforms.

 

Conclusion
The Super ICOM N3 emerges as the superior choice over the older BMW ICOM A2/A3 for most users. Its USB and wireless connectivity, ease of setup, and broader protocol support make it a forward-looking tool suited for modern BMW diagnostics and beyond. The older ICOM A2/A3, while still functional for legacy BMW models, struggles with cumbersome Ethernet setup and limited versatility, making it less competitive in 2025’s automotive repair landscape.
For professionals or enthusiasts planning to work on a range of BMW vehicles—or even other brands—the Super ICOM N3 is the clear winner. However, if you’re solely maintaining older BMWs and already own an ICOM A2/A3, it may still suffice with some patience. Future testing on cars with E-Sys and ISTA configurations will further highlight the N3’s capabilities, but based on this comparison, it’s a worthy upgrade.

Choosing between the two depends on the user’s needs: if mobility, modern OS compatibility, and wireless connectivity are priorities, the Super ICOM N3+ Pro is the way to go.

http://blog.obdii365.com/2025/03/23/super-icom-pro-n3-vs-bmw-icom-a2-2/

Xhorse Multi Prog Clone GM Delco E78 ECM

 Xhorse multi prog will do GM Delco E38, E37, E39, E39A, E92, E67, E82, E80, E83B, E78 and E98 ECMs on both bench and boot mode.

Jtag (boot mode) will read full backup Delco ECMs. If doing boot mode multiprog will ask for 16-digit password (password from Shadow Flash).

The importance of the shadow flash (password) has been discovered in the previous post here.

OBDSTAR DC706 Recover GM E78 ECM with Shadow Password

Multi prog will also recover the Delco ECM with the shadow password. Multi prog does not have the option to read shadow flash diretly. But you can still read the password on bench mode.

Here is an example of cloning GM Delco E78 ECM and reading shadow password using multi-prog.

Select ECU- Chevrolet- Cruze- GM Delco E78.

Check wiring diagram.

Connect ECM with multi prog follow the diagram.

Read INT flash data of the original ECM.

Read data successfully. multi prog will give you 16-digit shadow password. This password can be used for boot mode reading.

Record the password and save flash data.

Disconnect original ECM.

Then connect a donor ECM with multi prog.

Back up flash data of the donor ECM.

Write original ECM flash to the donor E78 ECM.

Write data successfully. Multi prog will give you another 16-digit password for boot mode writing.

 

 

FYI:

OBDSTAR DC706/G3 is better on cloning these GM Delco ECMs. It will full backup eeprom, shadow flash and int flash data.