Precision Remaps

14/10/2026

POSTAL ECU TUNING — BOOT MODE, DONE IN-HOUSE AND POSTED OUT NEXT DAY.

Another trade ECU job completed for one of our dealership customers, this time from a Peugeot 208 1.6 THP 200 running the Bosch MEVD17.4.2 ECU.

This wasn’t an OBD-and-done job.

The ECU arrived with us by post and required direct boot-mode access, meaning the ECU had to be opened, connected directly to the PCB and read at processor level before any work could begin.

That is exactly the kind of work we increasingly handle in-house rather than sending ECUs elsewhere.

Vehicle details
2014 Peugeot 208 GTI
Engine: 1.6 THP Petrol
Standard power: 200 bhp / 275 Nm
Transmission: Manual
ECU: Bosch MEVD17.4.2
Read type: Full Read

Once the ECU arrived, it was opened carefully and connected directly using our boot programming equipment.

A full ECU read was taken first, giving us the original data and recovery information before any modified calibration was written.

Calibration completed
* Custom Stage 1 calibration
* Soft rev limiter removal
* Relevant DTC calibration
* Full original ECU backup
* Checksum correction
* Boot-mode programming
* ECU resealed and prepared for return

Performance
Original: 200 bhp / 275 Nm
Stage 1: 220 bhp / 360 Nm

Increase: +20 bhp / +85 Nm

On this engine, the biggest improvement is in the torque delivery.

An additional 85 Nm transforms the way the car pulls through the mid-range, while still keeping the calibration appropriate for the standard turbo and supporting hardware.

Once programming was completed successfully, the ECU was closed back up, packed securely and posted straight back to our trade customer on next-day delivery.

That means a dealership or garage doesn’t necessarily need to send the whole vehicle hundreds of miles away for specialist ECU work.

Remove the ECU.
Send it to us.
We handle the programming.
It comes back ready for refitting.

We offer postal ECU programming, boot/bench access, cloning, recovery, immobiliser work and calibration services for both retail and trade customers across the UK.

If another company tells you an ECU has to be sent away for specialist access, there is a very good chance we can deal with it directly in-house.

Diagnostics first. Results that last.

Precision Remaps UK
Diesel Diagnostics & ECU Calibration Specialists
5★ Rated Service | Workshop & Nationwide Mobile Coverage

Office 41, Curzon House
Curzon Street
Burton upon Trent
DE14 2DH

[email protected]
07356 062066 — WhatsApp & SMS

09/10/2026

“It’s only a remap mate, what’s the worst that could happen?”

Well.

Quite a lot, actually.

Especially when a 2019 Nissan Navara suddenly becomes a very expensive driveway ornament.

This one came to us after a remapping attempt elsewhere went badly wrong.

The customer had taken his Nissan Navara N-Guard 2.3 dCi to have the ECU remapped.

Straightforward job, you’d think. Except it wasn’t.

During the original programming procedure, communication was reportedly interrupted when the vehicle’s Ghost immobiliser intervened.

The technician subsequently reported attempting to write an 8 MB virtual-read file, which failed at 100% during its final checks.

The result?

A Nissan Navara that wouldn’t start.

An ECU stuck in programming mode.

And a customer wondering whether he’d just lost the engine management system on a very expensive vehicle.

The vehicle had already been through several attempts to resolve the problem, and the customer had explored the main dealer route.

One figure mentioned was around £5,000.

Lovely. All because of what started as a remap.

Eventually, the customer contacted us.

Vehicle:
2020 Nissan Navara N-Guard
2.3 dCi Twin-Turbo Diesel
190 BHP / 450 Nm
Continental SID321 ECU

Now, here’s where things got interesting.

When the ECU arrived, I connected it directly on the bench using FLEX.

It communicated. Good start. But communication doesn’t mean an ECU is healthy.

The bootloader was responding, yet the actual application software wasn’t operating normally.

The identification told a rather unpleasant story.

ASW Ident: 0000000000
CAL: 0000000000

And the message nobody wants to see:

“ECU is in programming mode. Reading is not possible.”

Brilliant.

The ECU’s application software and calibration identification were effectively gone.

No usable original physical read. No straightforward restoration. No normal reading. And absolutely no guarantee that another attempt to flash it would improve matters.

Most people would be looking at replacement ECUs by this point.

But there was one important detail.

The controller was still communicating at bootloader level.

Which meant we potentially had a way back in. Not an easy one. But a way.

What followed was several days of investigation, programming, failed attempts, technical analysis and considerably more time staring at hexadecimal data than any sane person should voluntarily spend.

We had to establish what was still accessible, identify the damaged software areas and rebuild the ECU in stages.

First came the application software recovery. We restored the ASW section using a dedicated BENCH recovery procedure. The programming operation completed successfully.

Great.

Except the ECU was still stuck in programming mode. CAL was still missing. And normal operation hadn’t returned. So we weren’t finished. Next came calibration recovery. Another dedicated programming procedure. Another verification. This time, the VIN returned.

Application software identification returned.

Calibration identification returned.

And finally, the ECU stopped reporting that it was trapped in programming mode.

Progress.

But there was still another problem.

The recovered calibration wasn’t the correct final software variant.

So we had to identify the appropriate calibration, correct the software version and perform another controlled write.

Final result?

ASW restored.

CAL restored.

Correct software identification restored.

VIN recognised.

Checksum verified.

Normal ECU communication restored.

Continental SID321 back out of programming mode.

Bosh.

But that still wasn’t enough for me.

Because an ECU displaying a green “SUCCESS” message doesn’t automatically mean it’s safe to put back into a vehicle.

Particularly one that’s already been through this much software corruption.

Working alongside Caine Performance, we carried out additional bFlash BOOT-mode recovery and independent checks, alongside our own FLEX BENCH testing.

Two specialists.

Separate programming platforms.

Different access methods.

The whole point was to verify the recovery rather than blindly trust the tool that had just written the file.

And after all that?

The Navara started.

Ran.

And went back on the road.

The original ECU.

Not a replacement.

Not another expensive module ordered in the hope that it might work.

The same Continental SID321 that arrived with its software severely corrupted and its programming state stuck.

Recovered.

I won’t pretend this was an easy job.

It wasn’t.

In fact, this particular ECU has probably taught me more about application software, calibration structures, programming sessions and ECU recovery than dozens of ordinary remaps combined.

And that’s what people don’t always understand about this industry.

Writing a calibration file is one thing.

Understanding what happens when that write goes wrong and having the knowledge, equipment and patience to recover the controller afterwards is something entirely different.

A remap might take an hour. Recovering a failed remap can take days.

Especially when an interrupted programming session leaves you without a functioning ECU or a usable original backup.

The best part of this job wasn’t even seeing the ECU identify correctly again.

It was the customer’s review afterwards.

“I really can’t recommend Precision Remaps enough!”

He went on to describe the knowledge, professionalism, determination and communication throughout the recovery.

And finished by saying:

“What started as an absolute nightmare was finally resolved thanks to their patience, determination and expertise.”

That’s what makes these jobs worthwhile.

A customer who thought he might be facing thousands in replacement costs now has his Navara back.

And I’ve gained another ECU recovery case that I’ll probably remember for the rest of my career.

The lesson?

Before you condemn an ECU, find out what’s actually wrong with it.

Before you start writing software, understand the vehicle and its systems.

And if something goes wrong, don’t keep throwing files at a controller hoping one will magically work.

Because there’s a difference between knowing how to use a programming tool and understanding what you’re programming.

Diagnostics first. Results that last.

Precision Remaps UK
Diesel Diagnostics & ECU Calibration Specialists
5★ Rated Service | Workshop & Nationwide Mobile Coverage

Office 41, Curzon House
Curzon Street
Burton upon Trent
DE14 2DH

[email protected]
precisionremapsuk.com
07356 062066 WhatsApp & SMS

02/10/2026

😂 Quick business update…

If replies are a little slower than usual today, there is a very good reason:

My own Stage 3 Golf GTI has decided to break down 🤦🏻‍♂️

Master cylinder has packed up, so I am currently experiencing the full customer journey.

Reply speed: temporarily Stage 0

I’m still working through messages, quotes and bookings, just a little slower than normal while I sort this out.

Thanks for the patience. Normal service will resume shortly 🔧

Precision Remaps UK
Diagnostics first. Results that last.

01/10/2026

Precision Remaps Portal — Latest Update

A few more additions have now gone into precisionremapsportal.com as we continue developing it beyond just a tool compatibility database.

Current features include:

• Vehicle Search — search by make, model, engine and power
• Connection Methods — OBD, Bench, Boot, Boot Glitch / Korhex, real/virtual read, unlock requirements
• Customer CRM — keep customer, vehicle and job records together
• Invoice System — create customer invoices directly from the portal
• Internal Job Sheets — ECU/TCU intake, donor details, HW/SW, MCU, condition and programming checks
• Postal Job Management — customer details, return address, tracking and job status
• Technical Support Desk — support route for portal users
• Future ECU Knowledge Base — common procedures, resets, post-write checks, programming quirks and practical workshop notes
• More tools being added — CMD, PCMFlash, BitBox and others planned

The aim is to make it a proper workshop management + technical reference platform, not just a compatibility list.

Access is planned at £40 per month, with the database continuously maintained and updated as tool coverage changes.

precisionremapsportal.com

Still plenty more being added.

Compare Flex, KESS3, Autotuner, Powergate, PCMtuner, BitBox and bFlash ECU/TCU coverage for tuning, cloning, OBD, Bench, Boot and postal job checks. Private account access.

30/09/2026

PRECISION REMAPS UK TOOL MASTER — PRIVATE WORKSHOP PORTAL 💻

Something I’ve been building behind the scenes for quite a while is now starting to come together.

https://precisionremapsportal.com/login

The Precision Remaps UK Tool Master is a private ECU / TCU workshop platform I’ve personally built around the information we use every day for tuning, cloning, recovery and replacement-module work.

Instead of jumping between different manufacturer websites, PDFs, clone lists, spreadsheets and individual tool software, the portal brings the information together into one searchable system.

Current core coverage is built around:

• Magic Motorsport FLEX
• AutoTuner
• Alientech KESS3

The database already contains tens of thousands of vehicle, ECU, TCU and protocol records, alongside our dedicated FLEX clone database.

WHAT THE TOOL MASTER CAN SHOW

Search by:
• ECU / TCU family
• Manufacturer
• Vehicle / model
• Processor / MCU
• Tool
• Required job
• Connection method
• ECU or TCU type

Then compare the available programming routes, including:

• OBD
• Bench
• Boot
• Boot Glitch / Korhex
• Real Read
• Virtual Read
• Mail-In Unlock
• Patch / Password operations
• Beta / Coming Soon protocols
• Tuning capability
• Clone capability

One of the biggest reasons for building it was that ECU work is rarely as simple as:

“Does my tool support this ECU?”

You actually need to know:

Which tool supports it?
Which protocol?
OBD, Bench or Boot?
Does it need unlocking first?
Is it a real read or virtual read?
What memory areas are actually available?
Can it genuinely be cloned?
Does the donor HW/SW need to match?
Is an external EEPROM transfer required?
Does Technical Support need to adapt the data?

Those are completely different questions.

The portal is designed to make those distinctions clear before the vehicle or control unit is touched.

FULL FLEX CLONE INFORMATION

The FLEX section uses the clone classifications we work with:

1-to-1
Cloning can be completed by writing the full backup, or the individual supported memories, from the original ECU / TCU into the replacement unit.

No Clone
No supported cloning solution is currently available for that ECU / TCU type.

Not Tested
Cloning has not been validated by FLEX. The original dump may potentially be written into the replacement unit, but a functional result is not guaranteed.

1-to-Staff
Cloning requires a FLEX Technical Support ticket, with original and replacement data adapted by FLEX staff before programming.

1-to-Service
Cloning is completed through the FLEX automatic service.

1-to-1 EEPROM
Programming is combined with physical transfer of the required external EEPROM where specified.

So we do not treat “Bench supported” or “Full backup available” as automatic confirmation that an ECU can be cloned.

VEHICLE-SPECIFIC COVERAGE

Individual ECU records can include:

• Vehicle manufacturer
• Model
• Year
• Engine
• Power output
• Fuel type
• ECU / TCU
• Processor / MCU
• Available programming methods
• Related clone family
• Source information
• Matching and compatibility notes

Exact ECU identity always takes priority over a shared family name.

Hardware, software, MCU, immobiliser generation, PCB revision, vehicle application and tool licence can all affect whether a particular operation is possible.

BUILT-IN WORKSHOP & POSTAL JOB CHECKS

I’ve also built workshop and postal-job preparation directly into the portal.

We can record:
• Internal job reference
• Vehicle / registration
• Original ECU / TCU part number
• Original HW / SW
• Replacement / donor part number
• Donor HW / SW
• MCU verification
• Required dumps
• EEPROM requirements
• Pinout and cable requirements
• Stable power-supply checks
• Protocol and licence requirements
• Support / service / unlock requirements
• Existing faults
• Physical ECU condition
• Customer and return details
• Tracked postal packaging information

This is especially useful for postal ECU / TCU cloning and recovery work, where confirming the exact original and replacement units before programming can save a huge amount of wasted time.

CONNECTION & FILE METHOD REFERENCE

The portal also includes workshop-reference information explaining the difference between:

• OBD
• Bench
• Boot
• Boot Glitch / Korhex
• Real Read
• Virtual Read
• Mail-In Unlock
• Patch / Password
• Beta / Coming Soon coverage

For example, a calibration read does not automatically mean you have EEPROM or immobiliser data.

A virtual read is not the same as reading the actual contents currently stored inside the ECU.

A Bench protocol does not automatically mean the unit can be cloned.

A supported OBD protocol may still require an unlock first.

These distinctions matter when deciding whether a job is tuning, cloning, recovery, commissioning or data transfer.

DIAGNOSTICS & REPLACEMENT-UNIT COMMISSIONING

The platform also sits alongside the diagnostic side of the workshop.

For jobs involving Autel, Snap-on, ODIS or dealer-level software, the portal can be used as the programming reference while the correct diagnostic, adaptation, coding or security function is verified separately.

A replacement ECU, TCU or module may still require:

• Coding
• Adaptation
• Alignment
• Immobiliser synchronisation
• Basic settings
• Component protection work
• Post-programming commissioning

depending on the vehicle and module involved.

CONSTANTLY DEVELOPING — MORE TOOLS COMING

The current FLEX, AutoTuner and KESS3 coverage is only the beginning.

Over time I intend to expand the compatibility database to include additional professional programming platforms such as:

• CMDFlash
• PCMFlash
• BitBox
• Additional ECU / TCU programming tools as their data is integrated and verified

The long-term aim is to search one ECU or vehicle and compare the available programming routes across multiple tools from one screen.

So rather than checking five or six separate compatibility systems, the portal could eventually show:

FLEX — OBD / Bench / Boot / Boot Glitch / clone status
AutoTuner — supported methods and vehicle applications
KESS3 — supported protocols and access methods
CMD — compatible protocol and method
PCMFlash — module / package compatibility
BitBox — module and ECU support

Along with:

• Unlock requirements
• Patch / password procedures
• Real vs virtual read information
• Processor / MCU requirements
• Clone capability
• EEPROM requirements
• Licence / package requirements
• Known restrictions
• Special procedures

The important part is that new data will not simply be dumped into the system.

Different tool manufacturers describe the same ECU, processor, vehicle and access method differently, so the information needs to be normalised, matched and checked before it becomes useful.

FUTURE ECU KNOWLEDGE BASE

Another section I’m considering adding is a proper ECU-specific workshop knowledge base.

That could go beyond simple compatibility and include practical information such as:

• Components that should be unplugged for certain software solutions
• Pre-write checks
• Post-write ignition procedures
• Adaptation resets
• BMS / battery-monitor resets
• Immobiliser-related faults that may appear after certain programming operations
• Procedures for clearing or relearning those faults
• Known post-remap issues on particular vehicles
• Diagnostic checks before and after writing
• Common recovery procedures
• ECU-specific warnings
• Vehicle-specific programming quirks
• Relevant coding or commissioning steps
• Practical tips learned from carrying out the jobs repeatedly

So eventually, instead of the system only saying:

“This ECU is supported.”

It could tell you:

Which tools support it → how they connect → what they actually read → whether they can clone it → what needs checking before programming → what commonly catches people out → what may need doing afterwards.

That is where I ultimately want precisionremapsportal.com to go.

LIVE DATA & CONTINUOUS MAINTENANCE

This is not intended to become another static compatibility spreadsheet that is outdated six months later.

A lot of time has gone into personally collating, cleaning and matching the data across different tools and sources.

The platform is being built to re-check the underlying coverage information and surface changes as manufacturer support evolves.

There will always still be a final technical verification before carrying out a job, particularly where hardware revisions, MCU versions, immobiliser generations, Beta protocols or licence requirements are involved.

ACCESS, SUPPORT & SUBSCRIPTIONS

I’m still working out exactly how external access will operate.

Because of the amount of work involved in building and maintaining the database, it will likely remain a controlled-access platform with individual accounts and potentially a subscription model.

I’m also still deciding how technical support will work alongside it.

That may range from database access only through to higher levels of support for specific jobs, depending on how the system develops.

The priority at the moment is getting the technical platform and the underlying information right before opening it more widely.

This has taken a considerable amount of time to build properly, and there is still plenty more to come.

The objective is simple:

Identify the ECU correctly.
Choose the right tool.
Choose the correct access method.
Understand exactly what is being read.
Confirm cloning capability separately.
Check the job requirements.
Then carry out the work.

No guessing from an ECU family name.

No assuming a Bench read automatically means a clone.

No turning up to a vehicle before checking whether an unlock, support service or different access method is required.

Diagnostics first. Results that last.

Precision Remaps UK
Diesel Diagnostics & ECU Calibration Specialists
5★ Rated Service | Workshop & Nationwide Mobile Coverage

Office 41, Curzon House
Curzon Street
Burton upon Trent
DE14 2DH
07356 062066 WhatsApp & SMS

28/09/2026

Another bad remap correction, this time completed as a late-night mobile job in Burnley on a 2018 BMW 116D F20.

The customer had been driving the car believing everything was behaving as it should. It had already been mapped elsewhere and had previous swirl-flap-related software changes, but from behind the wheel there was nothing dramatic enough to make him think the calibration itself was poor.

Once we started looking at the vehicle properly, the live data told a very different story.

Vehicle details
BMW 1 Series F20 116D
Engine: 1.5 diesel
Transmission: Manual
Mileage: 108,038 miles
ECU: Bosch EDC17C50
Location: Burnley
Service: Mobile diagnostics & calibration

The first priority was not simply writing another Stage 1 over somebody else’s work.

We checked what the car was actually doing.

During live-data testing we found the EGR valve had effectively no operational movement throughout the rev range.

Commanded and actual EGR position were sitting virtually closed, and further investigation confirmed the valve itself was stuck closed.

At the same time, the vehicle had an engine-management light illuminated with air-mass plausibility faults.

That immediately raised questions around how the existing calibration had been put together.

If the ECU’s expected airflow model, EGR behaviour and actual hardware condition do not agree, the car can still appear to “drive fine” while the ECU is seeing data that simply does not make sense.

What we found
* Previous Stage 1 calibration already installed
* Previous swirl-flap software changes
* EGR showing effectively no operation through the tested rev range
* EGR valve identified as mechanically stuck closed
* Air-mass plausibility faults present
* Engine-management light illuminated
* Existing calibration required correcting rather than simply retaining

The customer is now arranging the correct hardware kits from Darkside Developments so both the EGR and swirl-flap hardware can be dealt with properly rather than leaving the mechanical side half-finished.

Calibration completed

The existing file was replaced with a properly configured calibration for the vehicle and its current setup.

Work included:
* Custom Stage 1 calibration
* EGR solution
* Swirl-flap solution
* Torque-monitoring calibration
* BMW Sports Display calibration
* SCR / AdBlue solution where required
* NOx-related calibration where applicable
* Original software retained before programming
* Post-flash diagnostic checks

Performance
Standard: 116 bhp / 270 Nm
Stage 1: 160 bhp / 330 Nm

And the best part of the job was the customer’s reaction afterwards.

He had always thought the car drove fine.

Then he drove it with our calibration.

The difference in response, torque delivery and overall drivability immediately showed how much the previous setup had been leaving on the table.

A vehicle does not need to be smoking, misfiring or broken down for a remap to be poor.

Sometimes it still runs.

Sometimes it still feels “okay”.

But once the underlying data is checked and the calibration is corrected properly, the difference becomes obvious.

Late-night diagnostics. Late-night programming. Burnley. Job completed properly.

Diagnostics first. Results that last.

Precision Remaps UK
Diesel Diagnostics & ECU Calibration Specialists
5★ Rated Service | Workshop & Nationwide Mobile Coverage

Office 41, Curzon House
Curzon Street
Burton upon Trent
DE14 2DH

[email protected]
07356 062066 — WhatsApp & SMS

23/09/2026

DON’T SEND ECUs AWAY THAT WE CAN PROGRAM IN-HOUSE.

This one started as a mobile appointment in Chesterfield and ended up back at our Burton-on-Trent workshop for bench programming.

A customer contacted us with his 2007 Honda Civic FN2 Type R GT 2.0 i-VTEC after being quoted around £700 just to have the ECU unlocked, followed by another £250 for the remap itself.

For a naturally aspirated FN2, that quickly turns a relatively straightforward tuning job into a very expensive exercise.

We approached it differently.

The vehicle was initially accessed and identified at the mobile appointment. Once we established the programming requirements of the Keihin SH7058 ECU, the vehicle was brought into our workshop so the ECU could be removed and dealt with directly on the bench.

No posting the ECU away.
No waiting for another company to process it.
No inflated unlock bill before the tuning even begins.

The ECU was removed, connected directly to our professional programming equipment, original calibration securely read and backed up, then programmed in-house with our custom Stage 1 calibration before being refitted to the vehicle.

Vehicle
Honda Civic FN2 Type R GT
2.0 i-VTEC naturally aspirated petrol
6-speed manual
2007
Keihin SH7058 ECU

Work completed

* Initial mobile ECU identification in Chesterfield
* ECU removed at our Burton workshop
* Direct bench communication established
* Original ECU calibration read and backed up
* In-house ECU programming
* Custom Stage 1 calibration
* Checksum verification
* ECU refitted
* Vehicle started, checked and tested following programming

Performance
Original: 198 bhp / 193 Nm
Modified: 216 bhp / 210 Nm

Gain: +18 bhp / +17 Nm

Naturally aspirated engines are very different to turbocharged vehicles when it comes to tuning. There isn’t a large amount of boost pressure sitting there waiting to be increased, so the aim is a sharper and more responsive package rather than unrealistic headline figures.

On an FN2 Type R, the calibration is about making the most of what Honda already built — improving response and extracting the additional performance available from the existing hardware while keeping the calibration sensible.

And the bigger point from this job:

Just because an ECU requires specialist access does not automatically mean it needs to be posted elsewhere.

If another company has told you your ECU needs to be removed and sent away for unlocking, programming or modification, speak to us first.

There is a very good chance we can deal with it ourselves.

Mobile diagnosis in Chesterfield.
Bench programming in Burton.
ECU mapped, refitted and vehicle completed in-house.

Diagnostics first. Results that last.

Precision Remaps UK
Diesel Diagnostics & ECU Calibration Specialists
5★ Rated Service | Workshop & Nationwide Mobile Coverage

Office 41, Curzon House
Curzon Street
Burton upon Trent
DE14 2DH

[email protected]
07356 062066 — WhatsApp & SMS

23/09/2026

BMW BOSCH MG1CS003 DIRECT BENCH PROGRAMMING — NOW AVAILABLE IN-HOUSE

Another major expansion to our latest-generation BMW ECU tuning capability.

Using Magic Motorsport Flex, Precision Remaps UK can now program supported locked Bosch MG1CS003 engine control units equipped with the SPC5777M processor directly in Bench mode.

No ECU opening.
No Boot Glitch procedure.
No Korhex stage.
No separate unlock service.

NEWLY SUPPORTED
• BMW Bosch MG1CS003
• SPC5777M processor
• Flex 8.21.0.0 protocol support
• Direct Bench programming
• Internal Flash read, write and checksum
• Internal EEPROM read and write
• Full ECU backup

WHAT DOES DIRECT BENCH ACCESS MEAN?

Many modern Bosch MG1 ECUs use considerably more advanced processor-level protection than earlier MED17 platforms.

Until now, gaining programming access to certain locked ECUs could require opening the casing and carrying out a specialist Boot Glitch unlock procedure before calibration work could begin.

For supported BMW MG1CS003 applications, Flex can now establish programming access directly through the ECU pinout while the control unit remains completely sealed.

This provides:
• No ECU casing opening
• No direct PCB work
• No processor access
• No electromagnetic fault injection
• No separate unlocking procedure
• Reduced handling of the internal electronics
• Original ECU data backed up before modification
• Programming completed entirely in-house

SUPPORTED OPERATIONS

The new protocol supports:
• Internal Flash read and write
• Internal Flash checksum correction
• Internal EEPROM read and write
• Complete ECU backup
• Original software recovery
• Custom calibration programming

Published Flex protocol times are approximately:
• Connection: 10 seconds
• Reading: 2 minutes 30 seconds
• Writing: 2 minutes

These are ECU protocol times only. Vehicle diagnosis, ECU removal, calibration development, refitting and post-programming testing require additional time.

SOME SUPPORTED BMW APPLICATIONS

Examples published for this ECU family include:
• BMW X3 G01 20i
• BMW 5 Series G30/G31 530e
• BMW 7 Series G11/G12 50i
• BMW 8 Series G14/G15/G16 40i
• BMW Z4 G29 30i

Coverage depends on the exact vehicle, model year, ECU hardware and software version. Compatibility will always be confirmed from the vehicle or ECU identification before work begins.

AVAILABLE CALIBRATION OPTIONS

Depending on the vehicle, ECU software and installed hardware:
• Stage 1 performance tuning
• Stage 2 calibration where suitable
• Custom torque calibration
• Torque monitoring optimisation
• Throttle and torque-request optimisation
• VMAX adjustment where appropriate
• Calibration support for modified vehicles
• Original software backup and restoration

WHY THIS UPDATE MATTERS

Direct Bench support removes several steps from the conventional locked-ECU workflow.

We can now manage the entire process ourselves:

Vehicle diagnostics → ECU identification → ECU removal → Direct Bench connection → Full original backup → Custom calibration → Checksum and programming → ECU refit → Post-programming diagnostics → Road testing

This gives us greater control over the complete job, reduces reliance on third-party unlocking services and helps minimise unnecessary vehicle downtime.

TRADE AND POSTAL ECU SERVICES

This service is also available for:
• Independent tuning companies
• Garages
• Diagnostic technicians
• Auto electricians
• Performance specialists
• Motor traders
• Automotive businesses requiring ECU programming support

Trade enquiries are welcome for original reads, backups and calibrated file programming.

Please note: this update relates to direct programming and calibration access. ECU replacement and cloning compatibility must be assessed separately.

Send us the vehicle registration, VIN, model, engine and ECU identification details so we can confirm compatibility before the ECU is removed.

Diagnostics first. Results that last.

Precision Remaps UK
Diesel Diagnostics & ECU Calibration Specialists
5★ Rated Service | Workshop & Nationwide Mobile Coverage

Office 41, Curzon House
Curzon Street
Burton upon Trent
DE14 2DH
United Kingdom

07356 062066 — WhatsApp & SMS
[email protected]