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      11-18-2016, 07:02 PM   #1
packetpilot
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Question [DCT Coding] GTS Transmission Flashing to M3/M4

I've read elsewhere that:
The standard M4 uses swfl_00001f70 whereas the GTS variant uses swfl_000038c1
...and thus, that modifying a TAL to point to one swfl over the other (they share the same bootloader), will flash (swDeploy/cdDeploy) the GTS software, thus allowing for a noticeable change in shifting characteristics.

Does anyone here have first-hand flashing, or at least receiving, this coding, and care to chime in?
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      11-21-2016, 02:36 PM   #2
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So is this all that's being performed in the GTS TCU tune that everyone charges for? Has anyone confirmed this?
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      11-22-2016, 08:05 PM   #3
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Yep, that is the trick.

Must to have a E-SYS Cable and software installed with PSDZDATA 59.x or newer.

Here is the steps.
  • Connect to the M3/M4.
  • Open TAL Calculating view.
  • Read and save the FA (vehicle order).
  • Edit the FA and change the Typschlüssel to 4S93 (or 4S91 if euro model).
  • Calculate FP to make sure FA is valid. If not maybe need to change the Zeitkriterium to a newer date and/or remove some options.
  • Once FP successfully calculated, save new FA.
  • Return to TAL Calculating view and load vehicle order from the saved file.
  • Activate loaded FA.
  • Read Actual SVT and save.
  • Select Complete Flash and click Calculate.
  • Save Target SVT.

Also I saw this elsewhere it mentions:

"Summary:
- By changing typeKey from 3R93 to 4S93 and choosing proper I-step (shipm.) Here's the EGS swfl changes based on 59.2:
3R93 M4 EGS: swfl_00001F72_000-042_000
4S93 M4 GTS EGS: swfl_000038C2_000-042_000
"
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      11-29-2016, 04:38 AM   #4
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Confirmed. I hand-spun a TAL, first forked off the DCT from the rest, and updated it alone to a newer I-STEP (risky*?), and after a quick test, brought the rest of the car up to match (2016-11-501) afterwards... some ISTA cleanup and we were golden.

*I figured the "I" in I-LEVEL stands for integration and, thusly, it's best practice (potentially only practice?) to keep ECUs in I-LEVEL lock-step. Is that the right idea?
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      12-01-2016, 02:17 AM   #5
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Correct^ That's what I-STEP is for, and if dealer takes your care and notices modules aren't in sync they will flash the whole care to latest I-STEP.

Side note, are you flashing with ICOM with ISTA+ or ISTA/P? Or are you doing this with the E-Net cable?

If with the E-Net cable pretty ballsy, but curious how you did it..

PS: Great job on the coding wiki on GitHub.. Maybe I'll contribute one day once I get the F80
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      12-01-2016, 05:36 AM   #6
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So this is what they're charging people $200 a pop for hmm?
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      12-01-2016, 12:47 PM   #7
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Quote:
Originally Posted by cookiesowns View Post
Correct^ That's what I-STEP is for, and if dealer takes your care and notices modules aren't in sync they will flash the whole care to latest I-STEP.

Side note, are you flashing with ICOM with ISTA+ or ISTA/P? Or are you doing this with the E-Net cable?

If with the E-Net cable pretty ballsy, but curious how you did it..

PS: Great job on the coding wiki on GitHub.. Maybe I'll contribute one day once I get the F80
Great info. Didn't realize an I-STEP mismatch woukd prompt that from a dealership--that I-STEP forking alone could be something someone wants to do (or have done) to get latest in a more sanctioned way.

All over Ethernet via ESYS. I have ISTA but not /P. I stated with ESYS and coding a year ago and just got into the flashing updates/conversion realm about 6mo ago. Once I got ICOM emulation via ENET to work but it was painfully slow. ENET seems to be the way forward anyway, but I stress the word 'seems'.

I started with I guide online called "Upgrading ECU's on BMW F11 520d" and caution. Did a lot on my own car and learned a lot via trial and error, intuition, and consulting with the many coworkers at the time who were embedded software/hardware engineers for vehicles (presently aerospace, preciously automotive) and who also had experience with Bosch and Siemens stacks. After months of toiling and experimenting with crazier and crazier things (infineon mini wiggler and a spare MEVD and some thru-hole.magic and CAN analysis over a logic analyzer and, oh, that project went stale...) I was led down strange paths to good lessons learned involving immobilization via rolling-code mismatch and requisite subsequent battery drain, via the hood since I couldn't get to my trunk, with painters stuck to the bottom of the rear view so I'd stop setting off the alarm. Oh, the lessons learned.

After I learned enough lessons I began coding, and flashing, others' cars as a service. It's a good way to meet the local F8X guys, and do the occasional i3 or f10. Thank God for cheat codes, which I hope there will be more quality work put into, hence the cheats in the repo.

The repo is for all F+ BMW's, so feel free to start contributing anytime.

Last edited by packetpilot; 12-01-2016 at 01:06 PM..
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      12-01-2016, 12:52 PM   #8
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Quote:
Originally Posted by MWcoupe View Post
So this is what they're charging people $200 a pop for hmm?
It's a tremendous value, especially if it involves upgrade flash to latest I-STEP vehicle-wide...

People pay more for far less.
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      12-01-2016, 01:09 PM   #9
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Oh, and while all flashing takes place over ESYS, there's a fair bit of ISTA post-flash so I'm not leaving people without airbags being locked and a pile of stale errors that result from bus interruptions etc.

A dealership sees a car come in for 20k service and it's still in transport mode and I'm sure they're wondering wtf.
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      12-02-2016, 07:01 AM   #10
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@packetpilot , in the flashing community, having ECUs (DME, EGS, ...) with different swfl version than the Istep is common practice. As a matter of fact, even the pros that charge for some firmware upgrades usually target specific ECUs and never do a complete Istep upgrade as a lot of those operations are done remotely and a complete Istep upgrade most definitely needs a PSU... (unless those pros are careless...)

I, personally was hesitant at first, but I did follow the route of individually updating specific ECUs with no errors or faults reported in ISTA: http://f80.bimmerpost.com/forums/sho....php?t=1264746

Automotive ECUs are "carrier grade" quality and must support backward and forward compatibility... I hope
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      12-02-2016, 08:55 AM   #11
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Excellent info; I'm trying to get a handle on what sort of risk delta exists between none (lockstep) or forking a sole, say DCT, swfl without mechanically-adjacent ECUs (DME, VDC in this case) also being brought up to match, let alone all the others.

This isn't important for my vehicle directly (6MT), but as I'm helping more and more folks locally, I want to try to convey that delta to people who are entrusting me with their babies. Good to hear it's common practice, but that doesn't exactly mean it's guaranteed optomal, which seems to be the takeaway I'll relay.
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      12-02-2016, 12:30 PM   #12
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Quote:
Originally Posted by spaniard View Post
Yep, that is the trick.

Must to have a E-SYS Cable and software installed with PSDZDATA 59.x or newer.

Here is the steps.
  • Connect to the M3/M4.
  • Open TAL Calculating view.
  • Read and save the FA (vehicle order).
  • Edit the FA and change the Typschlüssel to 4S93 (or 4S91 if euro model).
  • Calculate FP to make sure FA is valid. If not maybe need to change the Zeitkriterium to a newer date and/or remove some options.
  • Once FP successfully calculated, save new FA.
  • Return to TAL Calculating view and load vehicle order from the saved file.
  • Activate loaded FA.
  • Read Actual SVT and save.
  • Select Complete Flash and click Calculate.
  • Save Target SVT.

Also I saw this elsewhere it mentions:

"Summary:
- By changing typeKey from 3R93 to 4S93 and choosing proper I-step (shipm.) Here's the EGS swfl changes based on 59.2:
3R93 M4 EGS: swfl_00001F72_000-042_000
4S93 M4 GTS EGS: swfl_000038C2_000-042_000
"

Is that all there is to it? So a newbie like myself can do this? I always thought that you needed to flash new software or something to get the GTS transmission update to the M3. It is not a simple coding routine, right?
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      12-02-2016, 03:31 PM   #13
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Quote:
Originally Posted by packetpilot View Post
Excellent info; I'm trying to get a handle on what sort of risk delta exists between none (lockstep) or forking a sole, say DCT, swfl without mechanically-adjacent ECUs (DME, VDC in this case) also being brought up to match, let alone all the others.
...
There are no risks for let's say updating EGS alone without updating DME. Maybe and maybe there won't be the benefit in case there is new "functionality" required in other ECUs. There are no reputable info except what people do and report ... and it's all over the place!

I trust one person in that matter and he is well known and respected all over the bimmer forums and he is my reference
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      12-03-2016, 06:37 AM   #14
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Quote:
Originally Posted by Eloo818 View Post
Is that all there is to it? So a newbie like myself can do this? I always thought that you needed to flash new software or something to get the GTS transmission update to the M3. It is not a simple coding routine, right?
Those are just the pre-TAL-execution steps. This is not recommended for newbies without supervision from someone with TAL (flashing) experience, or daredevils.
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      01-31-2017, 02:23 AM   #15
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Hi, i can change Edit the FA and change the Typschlüssel to 4S93 (or 4S91 if euro model). But after that i have no idea, can you share a quick how to with pictures ?
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      01-31-2017, 05:20 AM   #16
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Is full psdzdata needed for this?
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      01-31-2017, 11:04 AM   #17
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Quote:
Originally Posted by Wes0310 View Post
Hi, i can change Edit the FA and change the Typschlüssel to 4S93 (or 4S91 if euro model). But after that i have no idea, can you share a quick how to with pictures ?
No, sorry. My intention here is to share enough to those with preexisting expertise. I do share a lot, but IMHO this operation is potentially risky, and is not for those without a solid foundation of ECU flashing experience. I apologize for the inconvenience, but wont apologize for my moral stance; perhaps someone else will write one up, and hopefully it'll be comprehensive and correct.

Furthermore, with a comprehensive "how-to" doc floating around on the Internet, I'd wager BMW would be much more likely to introduce an FSC code requirement for the swfl file to operate properly.

Quote:
Originally Posted by elmerzasty View Post
Is full psdzdata needed for this?
Short answer yes, long answer is that you really only need 'the one file' for the transmission swfl.
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      01-31-2017, 12:34 PM   #18
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No problem. i did succesfully change the FA.

Thank You
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      03-08-2017, 05:50 AM   #19
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Can somebody please share a DIY or write how to flash this M4-GTS EGS Software?
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      03-08-2017, 03:03 PM   #20
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Quote:
Originally Posted by AzuriteM5 View Post
Can somebody please share a DIY or write how to flash this M4-GTS EGS Software?
Post #3
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      03-08-2017, 04:25 PM   #21
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Quote:
Originally Posted by AzuriteM5 View Post
Can somebody please share a DIY or write how to flash this M4-GTS EGS Software?
Also, post #17.
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      03-09-2017, 03:12 AM   #22
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Quote:
Originally Posted by spaniard View Post
Yep, that is the trick.

Must to have a E-SYS Cable and software installed with PSDZDATA 59.x or newer.

Here is the steps.
  • Connect to the M3/M4.
  • Open TAL Calculating view.
  • Read and save the FA (vehicle order).
  • Edit the FA and change the Typschlüssel to 4S93 (or 4S91 if euro model).
  • Calculate FP to make sure FA is valid. If not maybe need to change the Zeitkriterium to a newer date and/or remove some options.
  • Once FP successfully calculated, save new FA.
  • Return to TAL Calculating view and load vehicle order from the saved file.
  • Activate loaded FA.
  • Read Actual SVT and save.
  • Select Complete Flash and click Calculate.
  • Save Target SVT.

Also I saw this elsewhere it mentions:

"Summary:
- By changing typeKey from 3R93 to 4S93 and choosing proper I-step (shipm.) Here's the EGS swfl changes based on 59.2:
3R93 M4 EGS: swfl_00001F72_000-042_000
4S93 M4 GTS EGS: swfl_000038C2_000-042_000
"

Is it possible to reverse this if i wanted it back to standard ?
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