use a tft lcd on vw polo2003 gauge cluster factory

2023-01-03 12:32:11

The Abrites software and hardware products are developed, designed and manufactured by Abrites Ltd. During the production process we comply to all safety and quality regulations and standards, aiming at highest production quality. The Abrites hardware and software products are designed to build a coherent ecosystem, which effectively solves a wide range of vehicle-related tasks, such as:

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You, as a purchaser of Abrites hardware products, are entitled of a two-year warranty. If the hardware product you have purchased has been properly connected, and used according to its respective instructions, it should function correctly. In case the product does not function as expected, you are able to claim warranty within the stated terms. Abrites Ltd. is entitled to require evidence of the defect or malfunction, upon which the decision to repair or substitute the product shall be made.

There are certain conditions, upon which the warranty cannot be applied. The warranty shall not apply to damages and defects caused by natural disaster, misuse, improper use, unusual use, negligence, failure to observe the instructions for use issued by Abrites, modifications of the device, repair works performed by unauthorized persons. For example, when the damage of the hardware has occurred due to incompatible electricity supply, mechanical or water damage, as well as fire, flood or thunder storm, the warranty does not apply.

The Abrites products are to be used by trained and experienced users in diagnostics and reprogramming of vehicles and equipment. The user is assumed to have a good understanding of vehicle electronic systems, as well as potential hazards while working around vehicles. There are numerous safety situations that cannot be foreseen, thus we recommend that the user read and follow all safety messages in the available manual, on all equipment they use, including vehicle manuals, as well as internal shop documents and operating procedures.

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Abrites Diagnostics for VAG is a Windows based PC based diagnostic software for the vehicles from the VAG group, which are, in most cases, unsupported by the Manufacturers diagnostics tester. The “Abrites Diagnostics” also provides you full diagnostic capabilities for VAG vehicles.

Once you have done that you are ready to start the “Abrites Diagnostics for VAG”. When starting the software a splash screen appears where the connection to the hardware is examined. Should there be no problem with it a message should appear saying “CONNECTION OK”.

All devices available to the car are listed on the main screen of the “Abrites Diagnostics for VAG” with their appropriate VAS number. If you would like to connect to one of the devices just double click on it. The “Abrites Diagnostics for VAG” will try to connect to the device using the following protocols consecutively:

NOTE: These check boxes are used only for configuring the used protocols when trying to connect to the device in order to perform standard diagnostic requests. They are not applicable when auto-scanning devices.

When trying to connect to the device over K-LINE the “Abrites Diagnostics for VAG” will try to connect using one baud rate and if it does not succeed it will switch to another baud rate and attempt to connect once again. There are two baud rates currently in use- the 10472 and the 9600. Using the “10472\9600” and “9600\10472” in the dialogue box you could set the order in which these two baud rates will be used.

If the “10472\9600” is selected then the software will try to connect over the K-LINE using the 10472 and if the connection is not successful it will switch to the 9600 and try to connect over it. If the “9600\10472” is selected the software will try to connect using a 9600 baud rate and if that proves unsuccessful it will switch to 10472 and make another attempt.

ATTENTION: Some of the devices using baud 9600 cannot be woken up if they have been tried with 10472. If you cannot connect to a device through K-LINE try to change the options so that the software tries to connect through 9600 first.

The protocols running under K-LINE require very precise byte timing. Since Windows is not a real time operational system these times are not always respected and the connection to some devices is unsuitable or it is impossible to connect to them. In such cases you can try and change some of the timing parameters from the “Advanced” button. The timing parameters have the following meanings:

Wake up echo delay - time after slow initialization between receiving “55 xx yy” and sending the inverted value of “yy”(according to the K-LINE wake up procedure).

Normally the K-LINE output is at the seventh pin of the OBD2 connector; However in some models (e.g. 2004 Porsche Cayenne) the K-LINE can be located on pin 3 or 15. Because of that there is an option to choose the pin where the connection is to be attempted.

ATTENTION: If you check all pins to be examined (i.e. pin3, pin7, pin15 the time for scanning all units will be significantly increased. Due to this the default pin selected is only one (pin7).

According to the CAN specifications there should be a resistance between CAN-LOW and CANHIGH. Normally the gateway has this resistance however if you would like to connect to a device “on bench/on a table”( bypass connection without a gateway) then you should use a resistor between the “Abrites Diagnostics for VAG” and the separate device itself (e.g. ECU, dash, immobilizer etc.).

For that reason you have the option to choose what resistance to use (None, 75 Ohm, 100 Ohm or 10 Kilo ohm). The default value used is 120 Ohm. Normally there should not be any issues; however should an issue appears you can try changing the CAN resistance.

After starting the application in the main screen of the “Abrites Diagnostics for VAG” you will see a list of all possible units with their appropriate VAS number.

Standard scan – the software is iterating through all possible units and is trying to establish connection to them. This was the only one scanning mode prior software version V24.

You can also choose a configuration of devices corresponding to the specific car (chassis type) instead of displaying all possible units. This is done by selecting the type (e.g. “1T – VW Touran) from the “Chassis type” combo box. If you then select the “Display button” it will show all devices that can be installed into the chassis type in question.

Pressing the “Scan all” button will attempt to connect to each device currently displayed in the list. Depending on the configuration options only the selected protocols will be used when scanning for the devices.

Instead of scanning all units (which can take a while) you can retrieve the list of the installed devices from the gateway by selecting the “Gateway config list” button, and then to press the “Scan all” button.

Smart scan – this scan mode is introduced into V24 and is the default scan mode. It is scanning extremely fast for CAN-Bus vehicles, but also for the K-Line there is improvement. The found modules at the end of the scan should be the same as with the standard scan.

For all devices found by the “Abrites Diagnostics for VAG” a detailed information is displayed in the main screen. The following information is displayed for each device:

Part / IMP / Supp N (Part number/ Importer number/ Supplier number) – the information is shown separated with spaces, also returned from the device with in the device identification.

Since clearing of the DTCs for all existing devices is one of the main diagnostic operations and broadcast requests for clearing of all DTCs are not accepted from all units there is a possibility to scan all devices and then if a connection to the device is possible to clear its DTCs. This is done by clicking on the “Clear all DTCs” button on the “Auto scan devices” panel. Once again, the standard or smart mode is applied.

The “Abrites Diagnostics for VAG” is able to send broadcast requests to all devices with a request to enter a desired transport mode, to clear all DTCs in all devices or to disable/ enable the communication of all devices. You can do this by selecting the corresponding button in the “CAN Broadcast panel”.

Entering or exiting the vehicle from transport mode is used by the factory to place the cars into a “sleep” mode in order to conserve the battery charge during long periods of inactivity.

This function will disable the communication between units in the car. This can help you hold the current state of the as well as preventing disturbances in communication while performing a reflash.

When double-clicking on a device in the “Abrites Diagnostics for VAG” window, you connect to the device in order to proceed standard diagnostic requests. The following dialog box is then opened:

“Identification” will provide you the VAG part number and software coding, software and hardware version, short module description, date of production, VIN, Immobilizer number, the identification for the FAZIT database, and also the flash programming information.

In the “Live data” section, the user is able to observe the measured data, to stimulate actuators and to activate the basic settings. It is possible to observe the measured data while the actuators are activated.

The most commonly used value is the key recognition in the immobilizer. The key recognition is at channel 2 if the immobilizer is by CAN or at channel 23 if the immobilizer is by K-LINE.

In the selective test mode you have the possibility to enter a test code manually or to select it from a list box. When a test is selected all you need to do is press the “Start” button. But not all modules are supporting the selective mode, so for them a sequential test should be used (sequential test means that each actuators are activated one after the other).

If you would like to input security access to the ECU you should use “Security access (Component Security)”. This will allow you access to the adaptation channel 50.

If you would like to input the security access to the immobilizer you should use “Security access (Component Security)”. If you receive an error message saying that it is not supported you should use “Security Access (log in)”.

You need to enter the number of the channel where the adaptation will be performed and then press the “test” button. If the specified value is accepted by the unit press the “Save” button.

- Channel 50 – typically used for adaptation of new parts. Usually to get access to this channel you should do a security access with the log in(PIN) of the device to which you are connected and the one you will adapt to the car. After gaining access to channel 50 you should input the log in (PIN) of the car to which you will adapt the new part.

- Channel 21 – If the immobilizer is by K-LINE then the adaptation of the keys is done in channel 21. To gain access to it you need to make a security access with the immobilizer.

- Channel 1 – If the immobilizer is by CAN then key adaptation is done in Channel 1. To gain access to it it is necessary to do a security access with the immobilizer.

You have to select certain items from a drop down list. When an item is selected it is automatically read and its current values are displayed in the “Current” column. The “Unit” column shows the measurement unit of the selected item. To change a current value you need to input or select a certain new value into the corresponding cell from the “New” column.

“Coding” will open a separate a separate window for you where you can change the coding value of the master and all slave units. In the example below only the master unit supports coding. Slave units 1 and 2 are without coding.

Pressing the “Coding helper” button will open a new window where you can see the corresponding coding information with an opportunity to change the appropriate settings.

“Custom download/ upload” allows direct read from the address map of the device. This option will only be available if you have some updates in your configuration such as “Reading / writing the flash counters”. Please note that in most cases there will be a security authorization required before you write or read the address map.

Default diagnostic session established after connection to the unit is number “89”. You could request entering a different diagnostic where performing of diagnostic activities in the standard session “89” is not allowed. Please take into account that in most cases different diagnostic sessions require security authorization.

There is a possibility to update the software of the modules. The files with the updates are not provided from Abrites, it is responsibility of the customer to find such files. Typically these files are provided with the original OEM software. These files are normally with “.SGO” extension (for modules using under “TP2.0” or “KWP2000”, or with “.FRF” extension for the modules using UDS. Please pay attention that update of the software is risky operation – if incorrect SW is uploaded to the module, it might stop work. Normally if the process is interrupted (e.g. because the battery is flat, or the PC is restarted, etc.) it is possible to start the process again. When the customer start this function, information about the current SW number and version is displayed, then the customer has to select the file which he wants to flash. If the module is with “UDS” diagnostic protocol, it is necessary to have Internet connection in order to get the data from the file.

Note: For the purposes of some special functions (mostly key learning there are buttons for PIN auto detection and component security. This means that they will try to gather the needed information from the ECU and also from the instrument cluster (if the cluster is supplied by VDO.

Please be informed that for VDO units manufactured after the end of 2006 some parts of the instrument cluster needs to be re-flashed. The same applies for millage reading functions. As mentioned in the license agreement you will need to perform these operations at your own risk.

When this function is opened the “Abrites Diagnostics for VAG” tries to establish diagnostic with the instrument cluster using KWP2000 over TP2.0 or UDS.

If the session is established successfully the software will read the module’s identification and will try to automatically detect the instrument cluster type.

If connection to the instrument cluster cannot be established or the instrument cluster’s type cannot be detected automatically you will see the following window:

Note: If you would like to select the instrument cluster manually you need to disconnect your AVDI from the OBDII and open the “Instrument cluster CAN” special function.

If one of the above types of instrument cluster is automatically detected the “Abrites Diagnostics for VAG” will not open the corresponding function window.

For Micronas dashboards it is also possible to extract the mileage value by available EEPROM and flash dumps using the “mileage by flash EEPROM dumps (Micronas)”.

If you would like to make a key you will need to read the immobilizer data first or to load it from flash and EEPROM dumps. After that you should have a transponder programmer (PROTAG) connected and then you should place the transponder inside. Once that is done the new key is added to the existing keys, allowing them to still function.

Note: It is possible to have up to 8 keys per car. If all positions are already taken when you create a key you have to substitute the 8th key position.

Note: The “Make dealer key and add it to the immo data” button programs the transponder as a dealer key and adds its transponder ID to the immobilizer data. The data however is not yet written in the micro controller. You will need to select the “Write immo data” button to do that. Alternatively you could exit without writing data ,since you already have have a dealer key. Of course you could always teach the transponder by diagnostics.

VW Golf5, VW Caddy, VW Touaran, VW EOS, VW Individual, Skoda Octavia II, Skoda Scout, Seat Leon, Seat Altea, Seat Toledo, Audi A3, Audi A6, Audi A8, Audi Q7, Audi Allroad.

With Audi A6, Audi A8, Audi Q7, Audi Allroad the function for reading current mileage value is not available and key programming is done through EZS-Kessy or BCM2 special functions.

Please take into consideration that some instrument clusters of the Audi A3 and A8 have the access to the special functions blocked. The blocked access ones can be recognized by the unreal value they display when you read them. If you need to restore normal behavior to the instrument cluster you need to remove the fuse of the instrument cluster for one minute (e.g. in the Audi A8 you could remove fuse number 5). The most common reason for the blocking of the security access is the usage of low quality diagnostic tools in the past.

Please take this into account. Especially when using a dump tool or when the “Abrites Diagnostics for VAG” asks you about the displayed value of the instrument cluster.

This special function can be used to read mileage and making keys. It is also possible to use it for exchanging parts and adapting the identification and configuration.

In order to perform any operations on these dashboards you will be required to enter the car into service mode. The dashboard cannot be worked on without entering service mode. Entering the car in service mode is performed in three ways:

Reading the EEPROM (24C32 or 24C64) with a programmer or with ZN059 cable), then loading it once prompted by the software, then modifying it with the next step and finally writing the resulting file back to the cluster EEPROM using the programmer. Entering service mode, loading the EEPROM and reading mileage and IMMO Data looks like this:

We recommend that you detach the dashboard from the car and work with it separately (not in the car). Another thing you could do is switch the ABS module OFF during your work with the dashboard(when working in the car). If you prefer to work with the dashboard in the car and the ABS coding is lost, it is possible to be calculated with the “Coding Calculator” special function (short coding only). If the ABS has a long coding please save it before entering service mode(Diagnostics menu > ABS > Coding > save the coding string to a text file)

Note: The S-Key(secret key) is generated once the already loaded cluster EEPROM is modified by the software. Once you enter service mode, the S-Key is automatically generated and you can save it. It is used to enter service mode without reading and writing the EEPROM. S-Key is a binary file and you can send it to friend so that he can read the same device easily on another PC.

Note: For dashboards with a colored TFT and other late model cars display with no working key you should enter the service mode and perform all changes before exiting the menu. Should you need to enter service mode once more you will need to modify the EEPROM yet again with a programmer.

Note: For the colored TFT and other later model cars display dashboards the specifics dictate that the dashboard remains sometimes dark while the service mode is active.

The “Magneti Marelli UDS 9S12” special function is dedicated to the Magneti Marelli instrument clusters with a 9S12 micro controller and UDS diagnostic protocol. These are typically produced after the year 2009.

The special function is used for mileage reading and key making. Part exchanging and adaptation as well as identification and configuration is also possible. The mileage function requires a separate license while dealer key making requires the dealer key license.

The “JCI with NEC μC and 95320 EEPROM” special function is dedicated to the Johnson Controls instrument cluster with NEC micro controller, 95320 EEPROM and UDS diagnostic protocol.

After reading the immobilizer data you could add a new key. Pressing the “Add key” button will prepare a dealer key. Then add it to the immo data and write the new immo data to the immobilizer.

The “A8 (4H)/ A7(4G)/ A6(4G)/ Touareg(7P) UDS dashboard with 95320 EEPROM” special function is dedicated to the A8 (4H)/ A7(4G)/ A6(4G)/ Touareg(7P) instrument clusters with 95320 EEPROM and UDS diagnostic protocol.

Note: For keyless go key programming on MQB cars, the key needs to be held close to the emergency slot and push the “Start” button and right after this, start the procedure to program a key.

When programming keys to MQB Skoda vehicles there is one very important specific step we sometimes need to take.Due to the way the start button and the receiver coil are positioned (the coil is positioned around the start button) often times the keys which we want to program cannot be accepted by the coil. The button creates a disturbance and the coil does not “see” the new key or even the original one for that matter.

A good solution we have is to remove the plastic or aluminium trim around the start button and remove the start/ stop button without disconnecting it.

When you select this function the “Abrites Diagnostics for VAG” tries to establish a diagnostic session with the “EZS-Kessy / Entry And Start Authorization” using KWP2000 over TP 2.0.

Key learning. In most cases it requires a pre-programmed key (one using VIN) which can normally be purchased from a VW / Audi dealership. This function can also be performed without a dealer key, however you will be required to create a dealer key. You can do that with the Abrites dealer key special function and a PROTAG programmer.

The login (PIN) of the car and the first 6 bytes of the component security. The component security is normally 7 bytes, however the 7th byte is not required. The login and component security bytes can normally be read from the ECU(until 2008/2009). This applies for all cars with EDC16x/ MED9x/ ME7x/ EDC17/ MED17 ECUs. You can read the login and component security using the “Engine control unit” special function or from a decoded EEPROM dump using a programmer. It is also possible for the software to read

It is possible that the component security cannot be read from the ECU. In such cases you can use the car’s working key (provided you have one) and obtain the component security and PIN from the EZS-Kessy. This is done using the “Get component security from EZS-Kessy by OBDII” function.

If the car has no working key you will need to open the EZS-Kessy and read its EEPROM with a programmer. Then you have to select “Get component security from EZS Kessy” and load the EZS Kessy dump. Once that is done you can learn or create a dealer key.

IMPORTANT: Provided that the car has no working key and you can not turn the ignition ON in order to get the ECU to communicate you will need to short the fuses as described in the appendix(pin 1 and 16 of the OBDII).

NOTE: In order to perform any functions with the EZS-Kessy you will need to input the login and the component security bytes, or to load the EZS-Kessy from the EEPROM dump, or to get the component security by OBDII from EZS-Kessy. If that is not done any attempts to perform any actions will result in an error.

IMPORTANT: If a dump form the EZS-Kessy is available the Sokymat 8E transponder can be reset from the Tag Key Tool software and the key could be then re-used.

In order to learn a key for the EZS Kessy you need to have the login and the component security bytes (as described above) and to specify the number of keys which are to be learned. Once you have that you need to select the “Learn” button and the keys will be learned. Key learning is done with dealer keys. They can be obtained at a VW / Audi dealer or can be made if you have the respective key programmer by using the “Make dealer key” button(Insert 1 in the “Number of keys to learn” field.)

In order to read or write the EZS Kessy VIN you need to have the login and the component security component bytes (as described above). Once you have that you can use the “read”/“write” buttons to change the VIN.

ATTENTION: It is now possible to write areas $100 to $15F. In order to be able to write this area you need to have a working key. This is the area, that contains the Immobilizer data. Please be very careful when performing modifications here, because modifying some areas of the immobilizer data might lead to the car not being able to start because it will not be able to recognize the key (this is very much so in the component security range between $100 and $123). Another thing is that if you modify this area and have the

error above it will not be writable again due to the lack of a working key. Should such events occur you will have to create and learn a new key to the car in order to restore the ability to write this section again. There are a few ways you could approach this situation:

First you need to input the login and the component security bytes (as described above). After that you need to press the “Make dealer key” button(Insert “1” in the “Number of keys to learn” field.). At this point you should have a blank key inside the key programmer and the ABRITES Diagnostics should be connected to the car. A few seconds later you should have a dealer key ready. Then you can learn the key by selecting the “Learn” button.

Audi A6/ A7/ A8/ VW Touareg – this group requires to have a working key ( a key, purchased from a dealer is also an option). If you would like to learn a blank key it is necessary to place the working key in the programmer and press the “Read working key” option. If you plan on relearning existing keys or learn a key, purchased from a dealer (i.e. without programming blank keys) it is not necessary to press the “Read working key” option.

Audi A6/ A7/ A8 with ALL KEYS LOST – this is special case where no one key is available and then the procedure is generally different. It is separately described below.

If all keys are lost you will see the message below. At that time you should disconnect the BCM2 module from the power supply for around 2-3 seconds and then reconnect it again (or disconnect the OBDII cable from the OBDII, disconnect the car battery for 2-3 seconds and reconnect the OBDII cable).

After doing that you should select the “OK” button. If there is a valid key and the ignition is ON you do not have to disconnect the BCM2 module from the power supply.

IMPORTANT: If the procedure is stopped and there is no communication with the BCM2 after disconnecting the BCM2 module from the power supply, it is required to repeat the procedure and keep the car awake by turning the lights ON and OFF.

If you select to read the BCM2 with the ABPROG programmer, you need to solder 6 wires on the module’s PCB, and you should temporary remove one resistance (after reading is finished, restore the resistance). There is also a wiring diagram applied. The wiring diagram is located in the program folder too.

This option is dedicated to a case where there are no keys for the particular car. If there is an alarm installed, after unlocking the driver’s door, the alarm will be set off in 15sec. If in the meantime you activate this function, the alarm will not start. Then you could unlock all doors by unlocking the driver’s door once again. Some vehicles do not have an alarm installed and after opening the driver’s door, all doors are unlocked.

Once the BCM2 module is read, you can make as many dealer keys as you want. A brand new key is needed for the dealer key. Such a key can be made as a dealer key several times, but if you learn this dealer key to the car, it is locked during the key-learning procedure and cannot be used on other cars.

This function is dedicated especially for making keys for the models of Audi A6/A7/A8 (2010+). Please note that the VW Touareg 2010 is not included. The procedure of making keys is a little bit complicated and goes in several steps.

Read the transmission control unit and engine control unit by connecting to the internal CAN bus. Connection to the internal CAN and LIN bus are described separately in the appendix!

The procedure for calculation takes from 2 to 15 hours, so it is not necessary to wait the whole time online. Normally the software will remember till which step you proceeded last time, and if you start the software anew, it will allow to resume from where the procedure was interrupted. So when you press the “Next” button, if there are some cache data from previous BCM2 all keys lost attempts, the software will give the possibility to continue from where the procedure was stopped. This is dedicated to avoid the very long waiting period (15hours) until the calculation is finished.

Read the BCM2 by OBDII (or with a programmer) - Since all keys are lost, the customer will need to disconnect and reconnect the BCM2 from the power supply during this step

For that purpose is necessary first to read the TCU and ECU. The TCU and ECU is not possible to be read by OBDII, but is possible to read it when you connect the TCU and ECU on the table, or when you connect the AVDI to the internal CAN-BUS of the car.

So once you have connection to the line, you should try to make several times ignition ON and again OFF (during these attempts you need to eject the key). Continue to make ignition ON and OFF with the key which you prepared on step 2, until you see the message “ELV read OK”.

Calculate online the data necessary for programming the key – the calculations can take till 15 hours (if there are no other pending requests) and it is not necessary to hold this window open all the time. You can close the software, and then later to check if the calculation is ready. For that purpose you just need to select to use the last cached data.

Prepare the dealer key and learn it to the car - once the calculation was made OK, you can make a dealer key and learn it to a car. You can use the same key from step 2, or you can use any other blank key.

If the ECU is Simos (which cannot be read using a direct connection) it will be possible to program a key to car only if a dump from the ELV is available.

Read the ELV by connecting to the internal LIN bus – now you’ve to connect to the internal LIN bus. It is found on PIN17 of the T32C connector of the BCM2. To read the ELV by the LIN bus, you need to connect the LIN wire to PIN 7 of the OBDII, to provide also GND to PIN 4 of the OBDII, and 12V on PIN 16 of the OBDII. Once the AVDI is connected to the LIN, you will see indication for this as shown below:

From this dialog box you will need to choose your instrument cluster type or the immobilizer and then you could read/ write the EEPROM ( read mileage, PIN etc.) Please be informed that the special function will only establish a connection via K-line ( KWP1281 or KWP2000) and this does not depend on the configuration options.

ATTENTION: All read EEPROM dumps will be stored in the “Dumps” sub folder of the Abrites Diagnostics for VAG so you could restore the EEPROM in case of any unwanted changes.

NOTE: Sometimes if you try accessing the instrument cluster by selecting the wrong type of cluster from the dialog, the cluster might block or reject future diagnostic requests until it is reset by disconnecting the power supply either from the battery or the fuse. For example this is a common issue which appears always with the Bosch clusters being blocked when being accessed as “Instrument cluster (VDO66, VDO86, Motometer)”

NOTE: Please be very careful when selecting “Instrument Cluster Audi A4 BOSCH RB4 CRYPTO 2001+” and “Instrument Cluster Audi A4 BOSCH RBx” instruments. You will be able to read the EEPROM of the instrument no matter which of both types is selected, but if you’ve chosen the wrong type and you try to make some changes, you can damage it. You can recognize whether the right type is selected by doing the following:

3.If the displayed mileage corresponds to the real value, and if the displayed login is accepted, then the type is “Instrument Cluster Audi A4 BOSCH RBx”, otherwise it is “Instrument Cluster Audi A4 BOSCH RB4 CRYPTO 2001+”

NOTE: When reading the RB8 EEPROM the device is put into service mode and “L0 x-y” is displayed. If by any reason the instrument leaves in this situation (e.g. if your laptop goes off due flat battery, or you disconnect the interface from the car, or the car battery is flat), you need to read the RB8 instrument EEPROM, and change the immobilizer status to 6.

“Transfer learned key IDs” - these are the fixed code identifiers. If you do not transfer them you will need to perform key learning on the new dashboard.

“Transfer component protection data” - this transfers the key variable code. Without this the keys are not recognized and cannot be learned. Please note that in order to start the engine you need to adjust the component protection data in the ECU too.

NOTE: There are two types of RB8 instrument clusters – those that have a 7 bytes component protection and those that have a 12 bytes one. The procedure above is valid for the 12 byte component protection versions. Almost all RB8 Instrument clusters have a 12 byte component protection. Those that have a 7 byte component protection are mainly found in A4 gasoline models; however the RS4 is also a 12 byte component protection car.

In order to transfer the keys you already have you have to first read the EEPROM of the source instrument and then by pressing the “Read keys” button you save them into a file.

Once you do that you need to go to the destination instrument, read its EEPROM and then after pressing the “Write keys” button you will be prompted to show the location where the source keys were read and saved. After selecting the file you will be asked to specify what information you would like to transfer from the source instrument to the destination one.

If you want to install a used RB8 instrument into a car, you have to to synchronize the ECU and the RB8 instrument. To do that you need to read the ECU component protection data and the ECU MAC. Then after reading the RB8 instrument a button “Reset Comp. Security” will be available. After pressing this button the following dialog will appear. All you have to do here is to input the component security and MAC of the ECU.

When you select the ICP type of “Instrument Cluster Audi A4 BOSCH RB8 CRYPTO 2004+” or “Instrument Cluster Audi A4 BOSCH RB4 CRYPTO 2001+”, a button “Repair RB8 DEF” (“Repair RB4 DEF” respectively) will appear. Pressing this button you will initiate the procedure of removing the “DEF” string from the dashboard display.

NOTE: It is recommended that you read and save the dashboards EERPOM and to make a note of the dashboard’s “Login” code before starting the procedure.

During this procedure the software will read and write the EEPROM memory to the dashboard several times. It is normal for the dashboard to display a string saying “Error” during the time the procedure is in progress.

After writing the fixed EEPROM to the dashboard the software will try to automatically adapt the dashboard to the vehicle. (i.e. performing adaptation on channel 50). In order for this to be performed there will be a requirement for you to input a security access login. The login code needed is 13861. In most

cases dashboards are not ready for the security access login right away and you will need to wait a little. The software will then ask you if it is to complete the procedure automatically or if you would like to do this yourself manually.

If you select the automatic manner once the waiting time is over the software will automatically adapt the new dashboard’s security code to channel 50 and will then ask you if you would like to transfer the old keys or if you would like to learn a new set using the “Key learning” special function. Depending on your choice the software will transfer the keys or not and complete the procedure.

If you choose to complete the procedure manually you will have to wait some time with the key in the “ON” position in the ignition, then connect to the instrument cluster through standard diagnostics, perform the security access (Login) with the 13861 login code and then adapt the dashboard’s access code on channel 50. After doing this you need to learn new keys using the “Key learning” special function.

After the fixed EEPROM is written to the dashboard the software will try to automatically adapt the dashboard to the vehicle (i.e. to perform adaptation on channel 50). In order to do this, a security access (login) is needed with a login code 13861. In most cases the dashboard will not be ready for the security access right away so it might be needed to wait some time. The software will ask you whether you would like to wait and let it finish the procedure automatically or you would like to choose to cancel the procedure and finish it manually.

If you choose the automatic manner, when the waiting finishes the dashboard will allow you to login. The software will automatically adapt the dashboard’s security access code at channel 50. If you choose to finish the procedure manually you have to wait for some time with the Ignition in the ON position, then connect to the Instrument cluster through standard diagnostics, perform security access (Login) with ogin code 13861 and then perform adaptation of the dashboards security access code on channel 50.

IMPORTANT: You need to specify the type of Engine Control Unit in the car before proceeding! There is also an “Auto detect function” implemented which will detect the ECU type in almost all cases, however it is possible that it is wrong and then you need to select the type manually.

You can choose the ECU type – VAG- EDC15x, VAG – ME7.1.1/7.5/7.8, Porsche 5.2/7.8 BOSCH VAG-EDC15x, VAG-ME7.1.1, VAG-ME7.1, VAG-ME7.5, VAG-Cartronic ME7.8, EDC16U1, EDC16U3x/CP, etc. (Extracting security code, enable disable immobilizer etc.)

3. If you experience problems with reading ME7.x EEPROM it is better to remove fuse 11 and fuse 15 to prevent disturbing of communication from the instrument cluster and try again.

At a certain point during reading/writing flash memory of the EDC15 ECU, you will see “Trying gateway options...” written on the status line at the bottom of the “Engine Control Unit” window.

2. In case of ME7.x or ECUs from Porsche you can read the flash memory as if you are reading the EEPROM – the only difference is that you need to uncheck the checkbox for automatic detection of EEPROM and put the corresponding start address and length.

If you experience problems with reading ME7.x memory it is better to remove fuse 11 and fuse 15 to prevent disturbing of communication from the instrument cluster and try again.

4. When using EDC16 please note that the flash which was read is saved automatically in the “Flash” subfolder and can be used in case of failure to restore the flash.

ATTENTION: FILE IS CRYPTED!!! Don’t use it directly to write flash! In case of failure during the flashing the device should enter into a boot-loader mode which will allow you to flash the device (but not to read it). The flash can be then restored with the “Custom Read/Write” function.

5. Please, stop all screen savers/power saving options and unused application during the flashing! Please do not do anything else on your PC while flashing.

6. Please, take into account that the reading/writing of the flash will take a long time (especially when CAN connection is used) – as result the battery July go flat.

This function is dedicated to reading/writing of the EEPROM and flash memories of the EDC17/MED17 engine control units. Here not only VAG engine control units can be read, but also engine control units from other manufacturers (such as BMW, Opel, etc.).

Then you should select the appropriate microcontroller and connect to it. Once connected the user has information about the flash/EEPROM size and protection, and has the ability to:

NOTE: For engine control units with installet TProt8 and higher, the procedure of reading is a little bit different. When trying to connect to them, after the initial connection the user should restore the boot pin to its original state (message box will indicate when to do this), then after some time the user should restore the boot pin (another message box will indicate this too).

The function is dedicated explicitly to read the PIN and CS of the EDC17/MED17 engine control units. With this function is possible to read even engine control units 2012+ which are with updated software and is not possible to read normally by OBDII. With this special function the EDC17/MED17 is not read through OBDII – you should have direct connection to the engine control unit. It is possible to make this on the table, you need to connect only 12V, GND, Ignition, CAN-H and CAN-L. It is possible to read the ECU also in the car, but you need to find the CAN-H (orange-black) and CAN-L (orange-brown) wires. So connect them to the AVDI and you will be able to read the engine control units.

This function will deactivate the DPF in the EDC16/EDC17 engine control unit flash dump. Abrites doesn’t warranty that the changes will not have some side effects, so use this function on your responsibility.

These engine control units is possible to be read, only after the EEPROM is unlocked to the so called “developer mode”. These engine control units can be unlocked in two ways – by reading/writing the EEPROM with a programmer, or using boot-mode. The disadvantage of the reading/writing the EEPROM with a programmer, is that the EEPROM is found on the bottom side of the ECU and need to dismount the whole ECU shell, while the connection to the bootmode is much easier.

With the button “Check ECU status” you can verify whether it is unlocked or not. If it is unlocked, then “ECU is unlocked and now can be prepared for reading” will become active. If the PIN/CS of the ECU was already read of the past and no additional preparation is required, then “ECU is already unlocked and prepared for reading” will be active.

NOTE: The customer has the ability to modify the automatic selection. This is so because the customer might want to update the ECU to another firmware than the original.

b) Prepare the ECU for reading. This is made by update of the SW of the ECU. For that reason the customer has to select the SW version to which he wants to update. The software has internal database of available software versions, from which the customer has to select. In the most cases the appropriate software is automatically selected. If it is not automatically selected, the customer has to select it manually.

NOTE: Selecting software with different VAG number than the current is useful only if you want to re-adapt the ECU to another vehicle. In this case update the ECU to a software with the same VAG number as the old ECU of the car, where you will put the new ECU. In all other cases it is recommended not to change the VAG number. If the VAG number to which you will update is the same as the original, but only the software version is different, then this is not a problem.

c) Once the engine control unit is prepared, the ECU can be read by OBDII. Once it is prepared, it is possible to proceed directly to the last step. It is also possible to read the PIN/CS/MAC from the “Immo parts adaptation” and “Engine control unit” special functions. But unlocking and preparing for reading can be made only from the “Simos PCR2.1” special function.

As part of the security strategy, some parts of the modules build in the VAG vehicles, implement the so called “component protection”. This is a mechanism dedicated to prevent exchange of modules between different vehicles without central authorization from the VAG online database. Such modules placed in another vehicle activates the “component protection active” DTC and have restricted functionality. This special function allows to remove this “component protection active” trouble code and allows the module to work with its full functionality.

Component protection generation 1 is implemented in the A8 2003+ vehicles, while the A6/Q7/Allroad 2004+ use component protection generation 2 for most of the modules, and very few modules use component protection generation 1.

Currently for most of the modules it is needed to read the internal EEPROM (for the MP3 CD Changer the internal flash) with a programmer first. If it is not necessary to read the flash, the “Load dump” to read flash or EEPROM will not be active and the user can proceed with the next step.

If a module for A8 2003-2010 vehicles is selected, there is one additional step. You have to connect 3 wires from the AVDI DB25 connector to the vehicles – CAN-H, CAN-L and Ground. There is a wiring diagram on exactly how to connect them. The user has to splice into the organge/green (CAN-H) and orange/brown (CAN-L) wires. Additionally the GND and +12V should also be connected. The easiest way is to disconnect a connector (e.g. the connector of the module under the driver’s seat) and to place the two wires from the AVDI there. The ground of the AVDI can be connected to any metal part. There is also a picture with example on how to connect to these wires. After the wires are connected you need to press “Read component protection data”.

Audi A6/Q7/Allroad 2004-2008. In these cars the customer is able to adapt completely by OBDII. Without any restrictions the component protection for the airbag, instrument cluster, comfort module and EZS-Kessy can be adapted. For the remaining modules with a component protection (e.g. DSP, Climate Control) you can adapt the component protection only if you have the Gateway EEPROM dump from the car from which the replacement module is removed.

IMPORTANT: For the A4/A5/Q5 2014+ models is strongly recommended to use the Generation 1 and 2 calculator option (Component protection > Generation 1 and 2 calculator). If the modules are in a virgin state it won’t be possible to adapt them using the Generation 1 and 2 calculator.

Audi A6/A7/A8/Touareg 2010+. In these vehicles the customer is able to adapt the instrument cluster and the infotainment module(no need to read eeprom or flash of the modules) and the original dashboard and infotainment modules must be available for the procedure.

IMPORTANT: If the original dashboard and infotainment modules are not available(A6/A7/A8 2010+) the adaptation should be done from Generation 1 and 2 calculator option (Component protection > Generation 1 and 2 calculator). If the modules are in a virgin state it won’t be possible to adapt them using the Generation 1 and 2 calculator.

When the special function “Component protection generation 2” is started the system is examined and all modules with available component protection are displayed.

From the displayed list of available modules, the customer has to select the module which they want to adapt. Then the procedure of adapting the component protection is performed in two steps:

You have the option to read the Gateway EEPROM dump manually with a programmer, or to read it by OBDII. Reading by OBDII normally takes about 3-4min, but requires a module reflash. If the gateway is once reflashed, further operations of the EEPROM reading do not need a reflash.

So the customer has the option to select whether they want to read the EEPROM dump by OBDII, or to read it with a programmer. If they select reading it by OBDII, then the next dialog displays the status of the operation.

Once the EEPROM data are read/loaded, the adaptation of the component protection is performed. Once this step is completed successfully, the module should be fully functional.

This special function is dedicated to adapting a virgin or to reuse a “second-hand” immobilizer parts (e.g. engine control units, immobilizer (Kessy), transmission gear box) from one vehicle to another. In general some Immo III parts (e.g. the earlier EDC16 and ME7 and all EDC15) allow to adapt parts using only a PIN code and adaptation on channel 50.

However for the VW/Seat/Skoda starting from 2007, and for Audi models starting from 2003/2004 this is not possible. This special function is dedicated exactly for these parts which do not support the channel 50 adaptation. E.g. For engine control units this includes not only the Bosch EDC16/MED9, but also EDC17/MED17, and also Siemens VDO (Simos PPD and Simos 9.x/6.x/7.x) engine control units.

If the engine control unit is virgin, you should only put the new CS (6 or 7 bytes) and new PIN code. You can read them from the immobilizer, or from the old ECU if it is present.

For EDC16/MED9/ME7/EDC17/MED17 and Simos PPD engine control units the customer can press “Read” directly and the old CS/PIN are displayed. If the engine control unit is a virgin state, this is automatically detected.

Also after successful reading the fields for the CS/PIN, VIN and Immo-number will become active and the customer might specify the values they want. Please pay attention that the “power class” for the engine control unit is displayed. This is a very important value which is stored inside the engine control flash and cannot be changed. This value should be the same for the engine control unit and the immobilizer, this means that if the old (broken) engine control unit is from one power class, and the new one is from another, the car will not start, even if the adaptation procedure was completed. The meaning of the power class value is to prevent putting one engine control unit from for example a 3.0TDI to a car with a 2.0TDI.

This special function is dedicated to adapt “second-hand” immobilizers from one vehicle to another. In general the earlier VW Touareg/VW Phaeton/Porsche Cayenne/Bentley continental allow to adapt the immobilizer using only PIN code and adaptation on channel 50.

To adapt the immobilizer to the car you need the existing PIN and CS of the “second-hand” immobilizer. You can extract it by reading the EEPROM dump of the second-hand module, or if you have the engine control unit from the car from which you have taken the replacement (second-hand) module.

ATTENTION: You should know the power class of the engine control unit before you execute this function! After pressing the read button, the customer has to enter the power class manually. If you enter the wrong power class and this is a working vehicle (i.e. ECU and Immobilizer are adapted), the car will stop

working. It will start working again only if you put the correct power class in the beginning of the procedure. This is so because the Immobilizer (Kessy) will take the power class you enter.

ATTENTION: If you put the CS manually (i.e. you put 6 bytes of the CS) and there is a working key for the immobilizer (Kessy), after finishing with the reading, the Kessy will no more recognize the key. To start recognizing it again, you should put the 7th byte and press “Change”.

This special function is dedicated to adapting “second-hand” immobilizers from one vehicle to another. To adapt the immobilizer to the car you need the existing PIN and CS of the “secondhand” immobilizer. You can extract it by reading the EEPROM dump of the second-hand module, or if you have the engine control unit from the car from which you have taken the replacement (second-hand) module.

ATTENTION: You should know the power class of the engine control unit before you execute this function! Normally the power class of the comfort module is displayed automatically if you load the comfort module dump. Then you are able to change it (if the ECU has different power class). If you enter a wrong power class and this is a working vehicle (i.e. ECU and Immobilizer are adapted), the car will stop working. It will start working again only if you put the correct power class in the beginning of the procedure.

NOTE: This special function can also be used for key-learning. If you have the comfort module dump, you can load it here and all 7 bytes of CS will be displayed. Then the customer can make a dealer key using these 7 bytes.

This special function is dedicated to adapting used transmissions from one vehicle to another. To adapt the transmission you need the existing PIN and CS of the used gearbox. You can extract it by reading the EZS-Kessy or engine control unit from the donor car. Without having the PIN/CS of the transmission, you cannot adapt using this method. In that case you will need to apply the technique using EM003.

This special function is dedicated to adapting a “second-hand” EZS-Kessy from one vehicle to another. To adapt the EZS-Kessy you need the existing PIN and CS of the used EZS-Kessy or the PIN and CS of its ECU. You can extract it by reading the EZS-Kessy with a programmer and saving a dump file on your PC which can later be loaded into the software. These PIN and CS will later give you access to the unit, allowing you to change the immo data and write the data you need. The screenshots below will show what the procedure looks like:

Emulator to emulate an Engine Control Unit or Transmission Control Unit in the IMMO system. Often times the CS and PIN of the ECU or TCU cannot be read(without opening the control unit) so you can use

In the cases when you need to replace ECUs/ TCUs in VAG cars you can emulate the immo section so as to allow the module to work without the need of a complex adaptation. The function applies to the transmissions of Audi A6 2003-2010, Audi Q7 2005-2015, Audi A8 2003-2010, and for all Immo III/IV engine control units (EDC16/EDC17/ME7/MED9/MED17/Simos benzin/Simos PPD/Simos PCR/Magneti Marelli/Delphi)

2.b.Press OK and make sure that the Emulator is connected to the internal CAN-BUS of the vehicle(it is also possible to connect through the DS box during the procedure):

The function allows reading of PIN and CS from Magneti Marelli 9GV ECUs that are not supported for immo data reading via OBD or Boot Mode. The procedure can take 30mins - 4hrs. If the ECU is to be adapted, the user can take its immo data (PIN/CS1) and write it to the cluster. This will require the keys to be re-learned. There are ~30 versions of the software and the user can select the version from the ECU function. DSBox and active AMS are required as well. The screenshots below show what the function looks like:

If the user is working on bench in an ECU without the cluster connected, the ECU cannot be flashed using an FRF file. If the ECU is authorized, writing the FRF flash file is possible and this is exactly what the function does. Once started, the procedure July last 30mins-2hrs and once finished, the ECU will be authorized (as if IGN is turned ON with a working key), which will allow the FRF flashing to be done. The screenshots below show what the procedure looks like:

You can read the PIN/CS of the engine control units from the special functions > Engine Control Unit > Engine control unit Immo III/IV calculate CS or from Immo 3/4 parts adaptation > Engine control unit Immo III/IV calculate CS

You can read the PIN/CS of the transmission control unit from special functions > Immo 3/4 parts adaptation > Transmission control unit Immo 4 calculate CS

When the function is started, the connection to the control unit is established and the required data are read from there. It is necessary to have connection only with this module, not necessary to have the whole vehicle connected. I.e. this means that you can do this on the bench.

IMPORTANT: If the module (engine control unit or transmission) is not in its original state (e.g. the PIN/CS were already changed with some after market tool), the calculated data might be wrong.

The MQB Immo Data function allows the immo data of the MQB cluster to be read, saved and another MQB cluster to be updated with the same data so it can be adapted. (The donor MQB cluster needs to have a working key so it can be unlocked before the adaptation. The cluster needs to be the same as the original to avoid issues). Once the new cluster is adapted with the new immo data, the original keys will continue to start the car but the remote won’t work. The keys can be re-learned so that the remote can function once again. The screenshots below describe the functionality:

To adapt the engine control unit you need to know the existing immobilizer data of the ECU. There are three possibilities how can you get this data and adapt the ECU:

NOTE: Some engine control units don’t support the possibility to change the immobilizer data by OBDII. In such cases the procedure for adapting the ECU is finished with success, but the car is not starting. In such cases, it is necessary to make modification in the ECU EEPROM using boot mode. First need to use the “Clone ECU” function where to prepare the ECU EEPROM, then write it, then use the function for the synchronization of the ID only.

To adapt the engine control unit you need to know the existing immobilizer data of the ECU. There are three possibilities how can you get this data and adapt the ECU:

To adapt BCM2 module it is necessary to have the old one, and the new. First the old one should be connected in order to be read, then the new one is connected.

NOTE: It recommended before adapting the new BCM2 module, first to disable the ELV. This is made when you connect the original BCM2 and use the “BCM2” special function with the “Re-adapt BCM2 function” - there put the same VIN without changes, but when asked whether you want to disable ELV, answer with yes. After the new BCM2 is adapted, you can restore the ELV using the same procedure.

For that purpose is necessary first to read the TCU. The TCU is not possible to be read by OBDII, but is possible to read it when you connect the TCU on the table, or when you connect the AVDI to the internal CAN-Bus of the car.

On the first step you need to read the TCU (with the connections described above). Once the TCU is read, you can connect the AVDI to the OBDII and proceed with the adaptation. Here is possible to use the so called “read from cache” which reads actually from the cache memory the last successfully read data for this TCU.

On the third step the TCU and BCM2 are synchronized and car can be started. If the ID of the TCU and the BCM2 is different, it will be synchronized too.

For A6/A7/A8/Touareg – if you have the BCM2 (flash or immo data dump) from the car, from where you take the replacement ELV, and a working key from the car, from where you take the replacement ELV

Step 1 – it is necessary to select the car model from which you get the ELV. If the model is A4/A5/Q5, you will need only the BCM2 dump. If the model is A6/A7/A8/Touareg, you will need to read the working key (from car from where you take the ELV) in the programmer too. See picture below which shows the options when A4/A5/Q5 is selected.

Step 3 – Synchronize the BCM2 and the ELV. This steps also do not require and user interaction After completing these three steps, the ELV should work.

This function is dedicated to disable learning of additional keys for a vehicle by OBDII. This function is only relevant to OBDII functions. This protection can be installed or removed – but for both operations you need to have a working key. If the protection is installed and all keys are lost, you might need to read the immobilizer with a programmer. For the moment the following protection can be installed:

The window “Steering lock adaptation” can be used for adaptation of steering lock control module to the VW Touareg/Phaeton/Porsche Cayenne/Bentley Continental/Audi A8. This adaptation can be by CAN TP2.0 or K-KWP2000.

if the car is built before 2007 try with edition 1. In case you do not succeed wait with ignition ON for more than 30 minutes and then try with edition 2.

The “Custom memory access Download/Upload/ReadMemory” functionality is available from the “Special functions” list, but also it is available in the standard diagnostic dialog. The functionality is the same on both places with that difference, that in the standard diagnostic dialog the user should open the diagnostic connection, perform security access, enter into diagnostic session prior to starting the custom read/write. When this functionality is opened from the “Special functions” list, these actions are automated and performed from the “ABRITES Diagnostics for VAG”.

Using this application you can read/program memory in some electronic control unit. Requests sent from this application can be related to the currently running session of some of the electronic control units from the dialog.

You can use this application for many different purposes – investigations, read/program flash memories (for example you can program by this dialog internal flash memory of an EDC16).

For some airbag models it is not enough to clear the trouble codes (using “Clear DTCs” diagnostic request) and the crash data stored into device’s EEPROM should also be cleared.

For some models (see “Covered units:” below) crash data can be automatically cleared (using the “Clear crash data” function) from the device’s EEPROM, but for some models the user has to do this by hand (read EEPROM memory (using “Read EEPROM” function), find where the crash data is stored, change data, write EEPROM memory back (using “Write EEPROM” function).

2. K-Line Airbags (Siemens and Bosch) - 1C0 909 605 C, 8L0 959 655 A, 1J0 909 609, 6Q0 909 605 C,6Q0 909 605 A, 6Q0 909 605 B, 3B0 959 655 B, 1C0 909 605 F, 1C0 909 605 H, 1J0 909 607, 1J0 909 603, 4B0 959 655 C, 4B0 959 655 J, 4D0 959 655 C, 8L0 959 655 F,8A0 959 655 C, 8A0 959 655 K, 8A0 959 655 K, 4D0 959 655 H, 8D0 959 655 C, 8D0 959 655 L

K-Line Airbags (Siemens and Bosch) - 1C0 909 605 C, 8L0 959 655 A, 1J0 909 609, 6Q0 909 605 C,6Q0 909 605 A, 6Q0 909 605 B, 3B0 959 655 B, 1C0 909 605 F, 1C0 909 605 H, 1J0

use a tft lcd on vw polo2003 gauge cluster factory

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