How to Repair Toyota Airbag SRS Crash Data

How to: reset Toyota Airbag SRS Computer Crash Data.
Step 1: Introduction
The airbag computer controls the supplemental restraint system in your vehicle, including the airbag sensors, inflators and seat belt pretensioners. It also acts as a black box when you get into a major collision that involved.
Step 2: Airbag Computer’s Cannot Be Reused
Well if you decide to rebuild the vehicle and replace the airbags:
You need to replace the SRS computer, since it has a hard code inside that can’t be erased and you’ll be stuck with an airbag light on:
You won’t even be able to access the SRS computer using Toyota techstream software either.
Step 3: Remove the Airbag Computer
The airbag computer is located underneath the dashboard. The bottom half needs to be removed to access it.
Disconnect battery before working on SRS system
Step 4: Disasemble the Airbag Computer
Airbag computer removed:
Open up the computer:
We’re looking for this 8 pin SMD EEPROM chip here that stores the crash data, it says L56R on it
Step 5: Solder and Hookup to an EEPROM Reader
Solder some 32 gauge hookup wire to connect it to the serial
port EEPROM reader (lots of EEPROM reader options, CG100 is best for Japanese car airbag reset)
I built a little EEPROM reader using some resistors and diodes:
Here’s the setup, with the airbag computer EEPROM going to the reader, and then the reader going to the serial port directly on a legacy Pentium 4 computer. You can also purchase USB EEPROM readers
Step 6: Analyze Crash Data
Then I used PonyProg software which is a serial device programmer to read from the EEPROM chip:
Here’s what the crash data looks like:
From a clean, uncrashed Corolla, I dumped the information from its SRS computer and it looks like this:
Comparing the two, you can see a lot of data values have changed.
So now I’m going to replace all the values from the crashed chip with those from the virgin chip and rewrite it to the computer to clear the hard code. Then I’ll replace it into the vehicle
Step 7: Replace the Airbag Computer
So now I’m going to replace all the values from the crashed chip with those from the virgin chip and rewrite it to the computer to clear the hard code. Then I’ll replace it into the vehicle
Step 8: Test to Make Sure It Works
The SRS light should go out within 6 seconds if everything
is functioning normally. I also double checked it with Toyota techstream software and there aren’t any codes or faults found.
And It works!.

Auro OtoSys IM600 Calculate W209 Password No Token

Auro OtoSys IM600 tablet August 2018 upgrade adds EIS reading (OBD & IR), IR key read and write, key adding for W164,  W164 2009-, W251, W251 2009-, W166, W197, W212, W218, W246, W169,W209,W211, W172,W216,W221,W639 2009-  and W906 (keep updating).  Here’s the guide to add a new key to a Benz W209 using IM600.
Note: Auro OtoSys IM100 does not have Mercedes Benz capabilities.
Main Steps:
Step 1: Calculate password
Step 2: Generate key file
Step 3: Read/Write key


Step 1: Calculate password  (No token needed)
Select IMMO->Mercedes-> Expert Mode->Password Calculation -> via IR->W209
There are 6 small steps to calculate password online
1 Insert the ignition key into EIS and wait for 5 seconds
Select 1 option
press BEGIN button to continue
2. Pull the ignition key out
Insert the IR key simulator into the EIS. If it is inserted, pull it out and insert again.
3. Insert the ignition key into EIS and wait for 2 seconds
4.After pulling the ignition key out, insert it into the IR keyhole on the IM600 UP600 programmer
Then insert the IR key simulator into the EIS.
Establishing communication.
5. Collecting data,calculating password
Auro IM600 calculate W209 password success
6. Insert the ignition key into EIS and wait for 30 seconds
Exit password calculation.
Step 2: Generate Key File
Select Generate Key File function
Check EIS basic information and key information
3 keys have been programmed.
IM600 will ask enter 16-digit password to access (it will automatically fill in the blank)
Select All key numbers and press OK
Select key version: v51
Generating key file
Succeeded to generate key file
File auto saved to: /sdcard/Scan/UserData/VehicleImmo/Benz/Expert folder
Step 3: Write Key
Select Read & Write key function -> IR-> Write key file
Insert the third-party blank key into the infrared key hole on the UP600 programmer
Select key file from saved path
Communicating with the key
Key file writing completed
Check if the key can turn ignition on and the remote functions are normal.
Yes, the key works.
You can Read key information
Auro OtoSys IM600 successfully program BE key on Mercedes W209.
If you are interested in AURO OtoSys IM600 , please contact us for price.Thank you 🙂
Whatsapp : +86 18259252285

Auro IM100 IM600 Program Ford Expedition 2018 Smart Key

Both Auro OtoSys IM100 and IM600 adds Ford models IMMO key programming up to 2018 in July 2018. Here’s the demo guide to program smart key on a Ford Expedition year 2018. with IM100.
Connect IM100 with vehicle via main cable
Select IMMO->Ford->Manual Selection->USA region->Expedition-> year 2015-2017->Smart key->Keyless system (CAN)-> Add smart key
The procedure will no erase existing keys.
Turn the ignition to ON position
The Auro IM100 reported an error “The tester can not communicate with the vehicle ecu”
Try to select the model and check connection, all this error. So we try to enter from Explorer.
Select Ford->Explorer->2015-2018->Smart Key->Keyless System (CAN)->Add smart key
Turn on ignition switch
Establishing vehicle communication
It is normal that the instrument panel turns black when performing this function.
Press Yes to continue
Wait for the security accessing
Learn key: 2
Place the smart key to be learned into the slot, which is usually:
1. in the armrest box;
2. in the glove box
Learning key in progress
Learn key: 3
Follow same procedure to learn next key.
Key learning completed.
Test the remote control and start vehicle.
If you need Auro OtoSys IM600, please contact our customer service:
Whatsapp : +86 18259252285

Yanhua ACDP Add Land Rover Key from KVM MC9S12XEQ384

Yanhua Mini ACDP newly adds Jaguar/Land rover KVM module which will program key for JLR KVM module from year 2014 to year 2018.  Here’s a demo guide on add key no soldering (all keys lost shares the same procedure.)


Remove KVM from vehicle



Connect ACDP device, OBP+ICP adapter, BDM adapter to KVM module(no need soldering job)

Connect Yanhua Mini ACDP with mobile phone via WiFi


After activate the JLR KVM module authorization, select Land Rover function


Step 1: Read DFlash and PFlash Data

Select KVM (MC9S12XEQ384 112PIN)->IMMO-> MC9S12XEQ384_3M25J->add key auto mode




Prepare the OBP+ICP adapter, BDM adapter, KVM module, BAV adapter and blank key.


Make sure the well connection is built among ACDP device, OBP+ICP adapter, BDM adapter and KVM module (see 1 picture above.)


Detecting pin status. If all correct, press Continue



Decrying the KVM module chip 3M25J


Read chip PFlash data



Save original Pflash data

Note: All JLR data will be save to folder

D:/Program Files (x86)/Nanning Yanhua/PC-ACDP/Webresource/aliyun/devfile/formdev/ATmatch/Landrover



Read KVM chip EEPROM/Pflash data and save it.


Step 2: Program key


After reading D-flash and P-flash data, Yanhua ACDP will ask to confirm KVM information

Press Continue

Keep the ACDP device in power-on status, connect the OBP+ICP adapter from the ACDP device


Reading key information


Yanhua ACDP detects current key


Then select an unused key position to program key


Program key in procedure


Note: Save the eeprom data after add key success

Keep the ACDP device powered on, disconnect the BAV adapter from the ACDP device.

Decrying chip in progress


Add key completed


Save log file.



How to Remap Volvo XC90 2004 BOSCH EDC15C11 with SOFi SP8-F

How-to: SOFi SP8-F USB Programmer Remaps Chip tuning a 2004 Volvo XC90 2.4VD, ECU was a BOSCH EDC15C11 which had a 44pin AM29F400BT chip.

We removed the chip, placed it into our chip reader and backed up the cars map file. The file was then adjusted for a power map. We erased the chip then wrote the new modified map file to the chip. Once the chip was wrote we prepared the ECU’s PCB and re-soldered the chip back to the board.




Sofi SP8 programmer vs. Mini Pro TL866A/TL866CS programmer:

Q: SOFI SP8 or TL866CS programmers; which one faster?

I´m in the market to play a bit with this thing of EFI chip reprogramming.  I planned on buying one of this chip reprogrammers and they are affordable and work easily via USB and windows.

My question is which one of these common chip programmers should I buy, which one is faster. Price is very similar and they look very similar externally and in the connections, but I guess there might be a difference. Do you guys know how much time takes one of these bad boys to read an 8Mb dumb? Any notiveable difference in total time between these two?



I have both of them. The SP8 is the choice if you want to have a ready to go Flasher! You should use a Ponoma Clip, because they are fine and much better than the China clips! The TL866CS could be converted to an TL866A. I`ve done this, not a big deal. But the TL866A is hard limited in SPI Flashing! For SPI use the SP8-A/B/F.

The speed of the SP8-A is incredible if the Chip is read in the ZIF Port. Only Seconds for a 16MB Flash Chip. But you know, we like to read SPI, and in this case the TL866A and SP8-A are both not fast.



Mini Pro TL866A/TL866CS Supported chip list

SOFI SP8-F Hi-speed programmer supported chip list


What is the best Maserati diagnostic tool?

Which one is your favorite Maserati  OBD scan tools: Vident iLink400 or Foxwell NT520 Pro , Launch X431 PRO 3 or others?
Here are Maserati diagnostic tools and functions confirmed with full car lists.
Vident iLink400 Maserati
Foxwell NT520 Maserati
Launch X431 Pro 3 Maserati
Vident iLink400 working with Maserati:
read and clear codes only and support some special functions for some models:
Write service information
Tire pressure sensor 1ID (left front)
IPC self test
Tire pressure sensor 2ID (right front)
Erase Env RAM
Tire pressure sensor 3ID (right rear)
Reseting throttle adaption values
Tire pressure sensor 4ID (left rear)
OEM factory calibration
Braking static deactivation
Run to mounting position
Braking static activation
Vident iLink400 Maserati Function & Car List:
Foxwell NT520 Pro  working with Maserati:
  • Read and Clear Trouble Codes
  • Component Testing
  • Datastream Graph Display
  • O2 Sensor Test
  • MIL status
  • Reminding of DLC Location
  • Readiness Monitor
  • Read CurrentPendingPermanent DTCs
  • Record & Replay Live Data
  • On board Monitored Systems test
  • Control of the on-board system
  • Vehicle Information
  • Buzzer Alarming
  • Read Live Data
  • Code Lookup Library
  • Clear adaptation
  • View Freeze Data
  • Abbreviations Lookup
  • ECU information
  • View & Graph Live Data in Color Graphing and blazing fast refresh rate for better graphing and live data readings.
Foxwell NT520 Pro Maserati Function & Car List:
It looks like this tool will do it all! went through the sub menus and it will do Clutch Bleed, PIS, and all other great things.
It is good for a lot of functions, but sometimes you need luck with some functions, such as properly reading or setting the PIS in the f1 system. Be very careful with that and do not try to adjust it.
Launch X431 PRO3 Maserati Function & Car List:
S001 DPF service regeneration
S001 EGR offset reset and learning
S002 Reset Service
S003 Clutch configuration
S003 PIS
S003 Clutch bleeding actuator
S003 Engagement selection bleeding
S004 Steering angle calibration
S004 Longit. accel. sensor calibration
S005 Init new ecu
S006 Writing of ID sensor identifier – FL
S006 Writing of ID sensor identifier – FR
S006 Writing of ID sensor identifier – RL
S006 Writing of ID sensor identifier – RR
S006 Writing of ID sensor identifier – SW
S007 PIS Adaptation
S007 Self Learning
S007 Reset wear index
S007 Actuators calibration
S007 Clutch configuration
S007 Clutch actuator bleed
S007 Actuator bleed engagement and selection
S008 PIS Adaptation
S008 Self Learning
S008 Reset wear index
S008 Clutch configuration
S009 Self learning parameters reset
S010 Parking brake recalibration
S010 Garages braking procedure
S010 Assembly/disassembly position
S010 Parking brake releasing,
S010 Parking brake application
S010 Cable bedding,
S011 Odometer Set
S011 Service information reset
S012 Steering angle calibration
S012 Brake bleed rear right
S012 Brake bleed rear left
S012 Brake bleed front left
S012 Brake bleed front right
S013 Init new ECU
S014 Odometer Set
S014 Service information reset
S015 Steering angle calibration
S015 Brake bleed rear right
S015 Brake bleed rear left
S016 Init new ecu
S017 PIS Adaptation
S017 Self Learning
S017 Reset wear index
S017 Actuators calibration
S017 Clutch configuration
S017 Clutch actuator bleed
S017 Actuator bleed engagement and selection
S018 PIS Adaptation
S018 Self Learning
S018 Reset wear index
S018 Clutch configuration
There are some dealer level Maserati diagnostic system which are not listed here due to the unaffordable price, such as Ferrari/Maserati/Lamborghini/ Aston Martin diagnostic tool Leonardo ($30,000),  Maserati 3200GT ($3,845+) etc.

6 Steps to Program Nissan GTR 2010 Remote by OBDSTAR X300

How to program smart remote key 3-button to Nissan GTR year 2010 (with card slot) using OBDSTAR X300 DP/ Key Master DP tablet key programmer.
Main steps:
Step 1: Read BCM code
Step 2: Calculate Pin Code
Step 3: Release steering wheel lock
Step 4: Program smart key
Step 5: Program chip
Step 6: Synchronize to start
Mark all remotes with number 1, 2,3
Remote number 1, 2 are programmed and number 3 is a new remote
Take all remotes out of the car
Close all doors and lock the steering lock
Step 1: Read 5-digit BCM Nissan code with  X300 DP
Select Nissan->Nissan/Infitini V31.56->4-digital Pin code->Smart key system->Auto search->Button type->with card slot
Take all smart key out of the car and press Start button
Select Read BCM Code
Read 5-digit BCM code success: 8D060
Step 2: Calculate pin code
Select Pincode calculate->4 Digit Pincode->BCM code
Turn ignition off
Confirm BCM code
OBDSTAR X300DP calculated old pin code and new pin code
*GTR pre-2009 use old pincode
post-2009 use new pincode
Step 3 Release steering wheel lock
Select BCM (steering wheel lock)
Turn ignition off
X300 DP will ask pin code to access
This car is year 2010, so we enter new pin code
Steering wheel release success
Step 4: Program smart key with OBDSTAR X300 DP
Put all remotes inside the car
Turn on hazard light
Select With card slot->smart key system
Insert smart key into the slot (The slot is below the start button or the lower left corner
of the steering wheel) and switch ignition on
Select Program smart key
Press Yes if already releases steering wheel lock
Enter new pin code to access
Program successfully
Insert and turn on 5 seconds every keys
Insert 1st remote and turn on 5 seconds
Insert 2nd remote and turn on 5 seconds
Insert 3rd remote and turn on 5 seconds
Turn ignition off and take 3rd remote out
Step 5: Program chip
Insert 1st remote again turn ignition on and take out
Steering wheel lock release
Insert 2nd remote again turn ignition on and take out
Steering wheel lock release
Insert 3rd remote, turn ignition on and press brake to start car for 10 seconds
Step 6: Synchronize to start
Turn off and take out remote
Open and close driver door
Turn off hazard light
Test all remotes
All remote worked.

Used Cummins CM871 EGR DPF: What do to with Insite software?

What does a buyer need to immediately do to a used Cummins DPF motor with regards to emission equipment?


Here are the steps I would go through with a truck owner who just purchased a used truck with an isx, say 08′-11′ CM871 for example, teaching them how to keep these systems healthy themselves,… I am only referring to the EGR/DPF here in this example, skipping other, more obvious things,…Lets also assume the truck has ~380k miles on it and has been neglected, outside of typical shop maint, but runs fairly well in its current condition (typical of a recently purchased used truck)…


First thing is first,…Determine the health of these systems and see what has already been done…


<> EGR cooler, Visual: Looking to see if it has ever been replaced. Replacements are typically silver in color, or show signs of being re-painted. If it HAS been replaced, this is a good sign. Failure rates on these are high during the truck’s first 180-200k mileage range, where the warranty will still cover it. They fail due to settling of the block during the engine break-in period, causing mechanical stress to the unit. Cummins Engineering, when I asked about this in 2010, informed me that it was an 80% failure rate, and that they did studies on loosening/re-tightening the bolts to relieve stress with little results. Replacement is more effective. After that first failure, re-occurrences are not common unless the engine suffers conditions that cause the block to ‘settle’ again, like say changing its governed speed by a large amount and driving it hard at the new speed. Regardless, keep a close eye on coolant levels, marking the tank at a given known coolant temperature.


<> DPF, Visual: Look for signs to see if it has been removed/replaced. If it HAS, this is a red flag. The DPF on a cummins is big enough to sustain a healthy exhaust flow for about 600k+ miles, where ASH, not soot or coolant, will finally cause it to read above 3.0hpa on a constant basis (above 3.0 costs fuel mileage). The only exception to this is if it gets cracked/damaged due to excess road stress or being impacted by road debris (not very common but can happen). Why then is it so common for it to fail or be replaced/cleaned before this mileage range?,…Outside problems, #1 being the after-treatment injector going bad, then second, a poorly running engine that produces a lot of excess soot, or a bad EGR cooler plugging it up with coolant. ALL of witch can be avoided, with good maintenance practices, long before it kills the DOC/DPF. If it has been replaced or cleaned at 380K miles or less, then it is highly likely there were, and are still problems with the engine/EGR system. Removing the DOC/DPF should only be a LAST-RESORT type item when everything else has been done to avoid it, and it is the only thing left, after replacing the injector/sensors with a new ones and force-regening it to determine its actual hpa.


<>Determine/Remove the soot buildup in the EGR system: Remove the IMAP sensor from the intake manifold. Very easy to do, takes less than a minute. If it is buried in soot, and it will be, at 250k+ miles, it is, at the very least, costing you fuel mileage by now, or at its worst, causing turbo problems, power loss, hesitation in the accelerator, and/or excess soot problems. You will get turbo actuator alarms long before you get alarms for this sensor being clogged. Many mechanics are fooled by this, chasing ghost problems in the much more expensive components like the turbo, egr valve, etc. I have the Insite software/ Fault tree software. On its best days, it is only about 30% accurate in dealing with these type of problems. The IMAP sensor, most of the time, can simply be cleaned using a dry toothbrush and NO chemicals. This one sensor has actually put many O/o’s out of business. I have witnessed trucks go from 4-mpg to 8-mpg, just from cleaning it.

Assuming it was in fact covered in soot, you will need several cans of ‘Carb and Choke’ cleaner. NOT ‘Brake cleaner’!!!. Brake cleaner turns everything into a soot magnet. You will have to remove the intake manifold, Venturi (egr mixer) pipe, and Delta-P crossover tubes, washing them out, to bring back the engine’s full fuel mileage potential and New-running glory. The Delta-P (EGR Differential Pressure Sensor), if it is the original from the factory (painted red), it will have to be replaced. It cannot be cleaned properly without it giving false readings afterwards. As this sensor clogs up, it causes EGR valve and EGR actuator alarms and problems, power loss, fuel mileage loss, and ‘turbo-coughing’ problems, quite often without ever throwing a code for the sensor.


<>Clean/Replace Exhaust Manifold Back-pressure sensor: This sensor usually lasts 400-600+k miles before giving problems. It can usually be just simply cleaned, along with its feeder tube, coming off the exhaust manifold. If it is going bad, the turbo will act up. Symptoms can be of,…Turbo-coughing, turbo-lag, actuator alarms, turbo overspin alarms, and/or even turbo inlet temperature alarms. This sensor can actually kill a turbocharger over time, and/or can cause a cracked head or gaskets from excess head pressures generated by the turbo acting up. This sensor can be checked with Cummins Insite software (original or cracked but working version at a decent price ) to see if is reading correctly if it is in question, but its a cheap sensor, so just replace it if its suspect.


<> The After-treatment injector (doser injector): It operates similar to a spray-can nozzle and is located at the turbo exhaust outlet. It is easy to inspect by simply removing the 2 exhaust clamps on either side of it and looking down into the pipe. They start clogging up at 250k+ miles like clockwork, even on engines that run well and have never been idled, causing many DPF and Regen problems when they do. They are easy to change, but only if your willing to drain your coolant into some buckets first (that kinda sucks). Yes it can be cleaned, and that helps the DPF a lot, but NO, most of the time, after cleaning it, will it last very long afterwards. It also costs you fuel and can leak coolant directly into your DPF as they go bad or fail. Not worth the risk of cleaning it if u ask me. The doser injector is also a money-maker for most of the dealers. They will almost always go straight for the DOC/DPF when you visit them, ignoring the injector because of the all-to-typical ‘DOC/DPF Face-Pluged alarm’ that is thrown by the engine, when there is little or nothing much wrong. The engine likes to throw this code way too easily, and many O/o’s fall victim to it when they visit the repair shop, many times, repeatedly, before the actual, more minor problem is found.



To sum all this up,…


every 250-300k miles,…

Remove and clean the IMAP sensor, Intake manifold, Venturi pipe, Delta-P crossover tubes, Exh. back-pressure sensor and feeder tube, and EGR temp. sensor.


Just replace the Delta-P sensor and After-Treatment injector. Then perform a DPF ‘Forced Regen’, ensuring the DPF is still below 3.0 hpa (it will almost always be below 2.0 hpa after a good cleaning by the regen with new after-treatment injector).


cost?,…$300-400 for after-treatment inj., $150-200 for Delta-P, 3 five-gallon buckets for holding your coolant, and a day of downtime, while drinking beer and getting very dirty. If you can change a spark plug for your car or lawn mower, then you are very likely capable of these things as well.


Can a shop do this for you?,…well,…possibly for a few thousand bucks. Not worth taking it to them if u ask me.


Ignoring it,…Countless truck problems, downtime, and thousands upon thousands in repair bills by the truck steeler(dealer) because they will blame the bigger ticket items either out of ignorance, or for extra profit. Most will laugh at you for mentioning simply cleaning these things instead of replacing them.



Maybe this helps someone out there who is already having issues,…Rawze.



BIG THANKS to Rawze from shares his great thoughts with we all


DISCLAIMER: all tips and guides here are posted for the educational purpose. NO ONE will be responsible for what you’ll do. For professional tech support, please go to


What Tool for FBS4/BGA/NEC/Moto Mercedes key programming?

What is the best FBS4, BGA, NEC, Moto key programming tool? CGDI-MB or  VVDI MB TOOL or Diagspeed or AK500 or NEC PRO57?

Look here! This is for people who are looking for one good key tool to program all new and old keys to Mercedes-Benz.

Mercedes key programmers comparison: CGDI-MB vs VVDI MB vs Diagspeed vs AK500 vs NEC PRO57

Key Type VVDI MB CGDI MB Diagspeed AK500 NEC Pro 57
1997- 2000

705 Moto

2001 – 2005


2006 – 2010


2015 –

It’s easy to find that,

you’d better to have more than one key tool for Mercedes key programming.

IMPORTANT: CGDI-MB is the only FBS4 key programming tool!

So, you have to use a CGDI MB esp. for FBS4 key (confirmed to read and write FBS4 keys to W205, W218,W166… without any issue) and get another auto key programmer (such as VVDI-MB TOOL and the like)  for BGA keys and the other.

Note that with Xhorse VVDI MB, you should buy VVDI PROG too, because the are some eis and ecu’s that you cant do with MB Tool independently. For example some w210 eis or Sprinter 906. You should have both, VVDI MB Tool and VVDI prog. Or, if you have to buy some tool again, Simon Touch is the best, but its more expensive.

But if you have a CGDI MB, you have a chance to program a new key through OBD. All done with a tool. That’s the reason why people look for it.

YOU HAVE TO KNOW: What is the difference between FBS3 and FBS4:

Late 2015 is FBS4, Early production 2015 is still FBS3.

Not on the outer shell.. maybe the numbers under the battery cover will tell you..

You can also tell by the kind of car…

For sure FBS4… 222, 231, 205, 117, 2012 model year and up 212 and 218, 166 and 190

Note that FBS4 was added to 212 207 etc at mid 2013 (804) not in MY 2012

FBS4 can use blank keys to program to the car with Xentry and an authorized online account.. Not all online accounts have access to program keys..


Digiprog 3 VW Golf Odometer Correction: Yes or No?

Does Digiprog 3 china clone work for VW Golf odometer correction?

Confirm! It worked fine!

VW Golf 6: OBD – OK

VW Golf 5: OBD – OK

VW Golf 4: OBD – OK

VW Golf 3: OBD – OK

in detail…

Part 1: Digiprog 3 Golf 6

Golf 6 2012: done by OBD – OK

Golf 6 2011: i can change odometer with digiprog 3 china clone via OBD

But it also depends on quality of your clone too..

Golf 6 2011: VDO tacho obd 2 min !!ok!!

Golf 6 2011: ok through OBD

Golf 6 2011: read/write ok in 5min

Golf 6 2011: not work with Nec 24c64

Golf 6 2011: Dash MM read old value ok and write ok, But dash now say: Error and not show value

Try different value and double check which version of dash is

Yes, this car work without dash

Golf 6 2011 MM5: obd ok

Golf 6 m.m 2011: done by obd in 5 minutes,work

VW golf 6 2010: OBD OK

Golf 6 2009: change km no issues via OBD

VW Golf mk6 2009: OBD is good with error clearing

Golf 6 2009: convertible OBD – OK

Part 2: Digiprog3 Golf 5

Golf 5: ecu works diag

Golf 5 2008: ok through OBD

VW golf 5 2008: OBD OK

GOLF 5 2008 kombiistrument 3HL: OBD -OK 1min

GOLF 5 2008 ECU DIAG R4 1,9L EDC 000SG: OBD-ok 10min

Golf 5 2007: ODO AND ECU EDC16 ok

VW golf 5 2007: OBD tacho OK, ecu OBD OK

Golf 5 2005 2006 2007: OBD change km

Golf 5 2006 1,9 tdi: obd OK

Golf 5 2006: odo and ecu OK

VW golf 5 2003: OBD no connection

Golf 5 edc16: all ok

Golf 5: obd ok

VW Golf MK5 2.0 TDI 140cv DSG BKD Engine:

Dash kms : OK

DSG kms: OK

ECU Diag: Unknown version, not read

Service: OK

Golf 5 Dash Visteon 95160: less than a minute OK

Golf 5 ECU EDC16: 6~8 minutes OK

Golf mk 5 2006: ok through OBD

VW Golf mk5 2006: dash+ edc16 OBD is good

Part 3: Digiprog 3 Golf 4 Golf 3:

Golf 3 & Golf 4: works OK via dash connector and via OBD

Golf 4 19tdi 2000: change mileage OK

Golf mk4: obd ok

VW golf 4 2004 tdi: OBD OK

VW golf 4 2002: bosch OBD OK

Golf 4: vdo ok edc 15 not work

Part 4: Digiprog 3 old version 4.88 and Golf

Digiprog 3 v4.88: worked

I have china clone version 4.88 and it worked fine.

Digiprog 3 v4.88: worked

I use always my DP3 4.88 with many golf 6 and no problem !

Digiprog 3 v4.88: not worked

My DP3 v4.88 damaged the eeprom content, and

apart from not changing km, the backlight is always on

Digiprog 3 v4.88: not worked

DP3 v4.88 does not work with MM5 dash (NEC mcu)

Tested on Golf variant 2010 and 2011


You’d better have Digiprog 3 v4.94 for odometer correction.

It works for more cars than v4.84.

Look here: Digiprog 3  4.94 on Golf 5 odometer correction

Tech support from