Programming: A Blessing or a Curse - Transmission Digest

Programming: A Blessing or a Curse

(Re)programming and tuning do share some similarities but are very different and shouldn’t be mixed up. As told in the previous chapter, the program contains a lot of info including the mapping. This mapping is basically the way the car drives “transmission-wise.” This mapping contains stuff like shift speeds, TCC strategy and speeds, shift firmness and pressures.

Programming: A Blessing or a Curse

Shift Pointers

Author: Michel Schmets
Subject Matter: Programming
Issues: Programming vs. tuning, cloning

Shift Pointers

  • Author: Michel Schmets
  • Subject Matter: Programming
  • Issues: Programming vs. tuning, cloning

Part 3 in a series

In this installment, I will go over the differences between programming and tuning as well as cloning modules.

(Re)programming and tuning do share some similarities but are very different and shouldn’t be mixed up. As told in the previous chapter, the program contains a lot of info including the mapping. This mapping is basically the way the car drives “transmission-wise.” This mapping contains stuff like shift speeds, TCC strategy and speeds, shift firmness and pressures.

Whenever we talk about tuning, it revolves around this mapping. The data in mapping is then changed to suit the driver’s wishes, increased power output or even reduce wear by lowering shift times or modifying TCC control (PWM to on/off for example). But the base of the software stays the same. No bug fixes or software advantages will come across with pure tuning. Tuning will only modify the mappings to change the way the transmission will shift.

If you reprogram or tune a module, you have to have access to the memory using the OBD connection. Most manufacturers will inhibit this access and protect it with some sort of security. This can either be a password or a “seed key” that is sent to the ECU at the start to gain full access to the memory. These passwords or seed keys are only known by the manufacturer and aren’t shared with the public or aftermarket. Tuning companies will reverse-engineer the original software and hardware to discover these keys and encryptions to get full access to the memory. Some aftermarket tools like VagCan Pro has reverse-engineered these procedures to allow users to program these units without the need of the manufacturer’s software or online portal. This will give you the ability to program these units offline without paying additional time-based fees.

And since most manufacturers require you to pay first before you can even see if there is an update, packages like VCP gives you the ability to update programming offline. This way you don’t spend money to find out you are already running the latest software version. Having this option gives you a great advantage over other shops as you can advertise with the fact that you update the software to the latest version without breaking the bank.

Unfortunately not every key or password can be reverse-engineered. In some cases the seed key is calculated real-time by the manufacturers’ server, and the file transfer is fully encrypted. It’s also possible that the files themselves are encrypted, making it nearly impossible to gain full access through OBD. In that case there are other options that can be explored. By opening the unit and connecting the interface directly to the CPU, the operation mode can be changed from normal to Demo/Boot mode. In this mode the CPU will accept new programming and will give you full access. This full access includes memory and EEPROM memory. This makes this method not only suitable for tuning, but also cloning.

Cloning of modules

You probably heard of this procedure before as a valid alternative for a new module. As this is nearly impossible using the manufactures approved tools, we will only briefly touch this subject.

As we discussed before it’s possible that the module is part of the immobilizer system. Putting a new or a used module in a setup like this will prevent it from starting. This makes a used module a big paperweight when you want to use it in a different car. To give these used modules a second life, they can either be reprogrammed with a virgin file, making it identical to a new module, or it can be used to be cloned.

When the original module fails, but communication is possible, cloning it might be a possible solution. In that case the original module will be read. The complete memory, EEPROM and microcontroller data are read out.
This is then programmed into a different (used or new) module, making it identical to the original. This method is often used on new modules as new modules sometimes need to be “unlocked” by the dealer. By cloning it, you save yourself a trip to the dealer.

You May Also Like

Sherlock Holmes Approach to an AB60 No-Move Situation

The effectiveness in diagnosing automatic transmission malfunctions is an art form. Although there are similarities among the wide varieties of transmissions on the road, each transmission has its own peculiarities. Aside from having mechanical, hydraulic, and electrical hardware systems to contend with, software/programming issues and various vehicle platforms make diagnostics much more difficult.  Using scopes provides

ab60

The effectiveness in diagnosing automatic transmission malfunctions is an art form. Although there are similarities among the wide varieties of transmissions on the road, each transmission has its own peculiarities. Aside from having mechanical, hydraulic, and electrical hardware systems to contend with, software/programming issues and various vehicle platforms make diagnostics much more difficult. 

GM 6T40 Pump Identification Guide

The 6T40 was introduced in 2008 for General Motors front-wheel-drive cars in the Chevrolet Malibu and has gone through several changes throughout its three generations, specifically in the pump area. The 6T40 is closely related to the more lightweight 6T30 and the heavier duty 6T45 and 6T50. Generation one started phasing out during the 2012

Seeing the Forest AND the Trees

They say that the proverbial phrase “I couldn’t see the forest for the trees” means that a person or organization cannot see the big picture because it focuses too much on the details. Related Articles – 4L60E Harsh 1-2 Shift – TASC Force Tips: Diagnosing 8L45 & 8L90 Shift Complaints – TASC Force Tips: Hydraulics

The Manifold Pipeway

The Honda six-speed transmission has been on the bench of many specialty shops for one reason or another (figure 1). But, for those of you who have yet to lay your hands on one, mounted on the upper side of the unit is one of the largest, if not the largest solenoid and pressure switch

8L90 Vacuum Testing

Below are the diagrams for vacuum testing GM 8L90 transmissions. Note: OE valves are shown in rest position and should be tested in rest position unless otherwise indicated. Test locations are pointed to with an arrow. Springs are not shown for visual clarity. A low vacuum reading indicates wear. For specific vacuum test information, refer

Other Posts

Shift Pointers: What to do when the 62TE TRS tab breaks

How frustrating it is when on a hot summer day, as you go to open a nice cold can of your drink of choice, and the tab breaks off? You are outside, away from any tools to remedy the problem quickly. It now requires a MacGyver mentality looking around at the resources available to get

Shift Pointers: Failures caused by incorrect tire sizes

For years ATSG has produced a wide range of issues related to improper tire sizes on vehicles. Even under-inflated tires have been known to cause issues. Problems such as premature failure with an active 4WD transfer case will occur with incorrect tire sizes. Related Articles – 10L80 and 10R80 pump gear differences – Top 20

Shift-Pointers-Jan-Figure-1-1400
Shift Pointers: Focused DTCs

On occasions when a vehicle’s computer system detects an error, it can set an array of diagnostic trouble codes. The variety and quantity of them require the ability to diagnose diagnostic codes, so it’s nice when codes set that point directly to the problem.  Related Articles – Going the extra mile: Proving your transmission repair suspicions

Shift pointers: High-mileage transmissions and the aches and pains of age

Among the most common four speed-transmissions keeping shops busy today are the Ford 4R70E/W, the GM 4L60-E and the GM 4L80-E. In most cases, this typically equates to working on high-mileage vehicles. Aches and pains come with age and/or high mileage. In fact, when we see a person who looks beat and tattered, some may

Shift-Pointers-November