How to code BWM F30 FEM with ENET E-sys

F30 owner complaints:

I have a problem with my BMW F30 2014
I change the FEM ( buy a new FEM by BMW)
And now i try with Ista P (Icom a2) to coding the FEM. But always failed to that.

Below is a the suggestion of BMW FEM coding… Wish helps

You need:

An BMW ENET cable for connection (Ethernet to OBD)

Working E-SYS to save the FA from the old FEM. Don’t think you can with ISTA.

E-SYS vs ISTA:

With E-sys you can read and save VO to a file.
If you don’t have ISTA license and you are not online, this is the way you can transfer the car VO to the new FEM.
If you have ISTA licence and you are connected to BMW servers, then ISTA-P will download VO automatically and insert it into the new FEM.
How to code a new FEM:
1. plug your old FEM (I hope it is not completely dead and you can still read VO from it) read VO and save it to a file with E-sys.
2. Disconnect old FEM and plug new FEM, then connect with ENET cable to the car, go to VCM and load VO from the file you saved previously. Then go to master tab and click “write FA” which will write the car VO to the new FEM.
3. Start ista-p and when you see window for replaced modules click Yes and when you see the list, in the bottom tick FEM. ISTA-p will code(configure) and initialize the new FEM to the car.
How to code an old FRM:

I have read both, that Immobilizer (EWS4) is an issue for FEM, and that it is not. For sure it is an issue for DME replacement. I don’t think attempting to flash FEM would do anything to DME. Worst case is FEM takes VIN, and still won’t sync / decrypt key with DME.

New FEM coding vs old FEM coding:

The easy way is to order a new FEM from BMW, which they then put VIN and Encryption Key in for your car.

BMW FEM coding FAQ:

Q: If the method with flashing used FEM will not work, it will be possible to get back to original FEM from my car ?A: I still have this original FEM.
Flashing used FEM will have no affect on your original one.

Q: Is original FEM will be still compatible with flashed modules ?A: You could also try flashing original FEM, and see if that doesn’t solve your problem before resorting to the used FEM.

Q: What charger is good for flashing to avoid interruption during process ?

A: Use any charger good for 50 amp minimum.

Q: Need VIN change during FEM flash?

A: VIN is also taken from FA during vo or fdl-coding, usually no need to flash for matching vin.

But Update VCM and MSM I don’t think have to be checked. This is for other purpose. They are not needed when changing vin during a flash. Still they are required when coding a replaced module (after installing it), otherwise svt in vcm will not be corrected.
Above is good point about SVT.

Q: During flashing car engine should be running ?

A: No, it should not be running. You need power supply with 13-15 volts and 50 amps. Other option is to use another car with engine running and jump start cables.

Q: What if during flashing process ignition will switch off ?
What damages to the car this may do?

A: It won’t turn off after the flashing has started.

That’s it. Happy coding.

http://blog.obdii365.com/2016/08/17/bmw-f30-2014-fem-coding-by-esys-v3225/

How to disable BMW FLR,HPS,HBA,EVB,HVV,FDB etc

Electronic nannies are a veritable alphabet soup ​of joy-sucking, fun-killing, brake-destroying awfulness. DSC, DTC, HBA, EVB, HPS, and Maximum Brake Support are all BMW acronyms that stand for the same thing - SLOW. Each and every one of these electronic safety devices are designed for the average consumer; not your hardcore automotive enthusiast. It is surprising to me that information on how to disable these "features" is not more widely available.
​
I used two software programs here, NCS Expert to actually pull the files from the car and write them back, and NCS Dummy to view the files with English translation and to see the available options. You can set up these programs on BMW ICOM A2 or cheap INPA K+Dcan cable.

Engine Power Reduction to Prevent Brake Disc Overheating (FLR)

N55 X1 Parameter: e84_FLR
N54 335i xDrive Parameter: FLR_C0F

This is the worst of them all. Modern BMWs will actively cut the throttle in the middle of your track day if it has reason to believe that your brake pads are overheating. Normally, this wouldn't be such a bad thing - nobody wants to crash into ARMCO going 140mph. The problem is, your BMW doesn't actually have temperature sensors anywhere in the braking system. The computer relies on a "calculated" brake disc temperature based on several inputs including ground speed, brake pedal application force, and the frequency with which the electronic differential applies "torque-vectoring" braking. Your BMW has no way to know that you installed a Stoptech Big Brake Kit with Castrol SRF fluid and Performance Friction PFC01 pads. It just assumes you are running the stock system and cuts your throttle based on values that would overheat the OEM brake pads. Unacceptable to say the least, and occasionally dangerous. It was not a good experience braking from 145mph down to 45mph with a GT3 three feet off my rear bumper, only to have zero power coming out of the turn. This could very plausibly cause an accident on track.
To disable, set to "nicht_aktiv."



Brake Fading Compensation (HPS)

N55 X1 Parameter: e84_HPS
N54 335i xDrive Parameter: HPS

It is insane that a "performance" car has this feature. Brake fade compensation "calculates" the temperature of your fluid in a similar manner to the above "Engine Power Reduction to Prevent Brake Disc Overheating" parameter does. The higher the calculated temperature of your brake fluid (remember, there is no real sensor), the more hydraulic assist will be added to your brake pedal. In theory, this masks brake fade on the street. On the track, it makes a consistent brake pedal literally impossible. If you are tracking the car, you should have upgraded pads and fluid; you should never experience brake fade. Disabling this feature maintains the pedal's linearity and enjoyable feel throughout an entire 45 minute track session.
To disable, set to "nicht_aktiv".




Hydraulic Brake Assist (HBA)

N55 X1 Parameter: e84_HBA
N54 335i xDrive Parameter: HBA_DXC_8

In the event of an emergency braking maneuver, the average driver does not brake hard enough to sufficiently stop the car. Thus, BMW implemented hydraulic braking assist. This feature monitors ground speed, brake pedal pressure, and rate of deceleration to understand when the car is in an emergency braking situation. It then increases pressure up to the threshold of ABS to assist the driver in stopping safely. Once again, on the street this is a good idea. In Cincinnati, there is utter carnage on the highway whenever the slightest rain falls. The Ohio River runs red with blood from traffic accidents, and the roads look like a battle scene from Game of Thrones. Implementing an additional safety feature such as this probably helps most people, but on the track it is a disaster. It ruins your ability to brake hard and quickly, assuming the end of each high speed straight is an impending accident. Disable this feature for a super-linear pedal that will require noticeably more effort towards the end of the pedal travel. Be careful with this on the street the first few times you use it - you will find that it activates more often than one would expect. You will have to use a bit more braking pressure towards the end of the pedal than you are used to, but you will be rewarded with a wonderful, linear feel.

To disable, set to "nicht_aktiv". You can also set three levels of assist; "wert_01", "wert_02", and "wert_03". Default value is "wert_03".




Brake Standby (EVB)

N55 X1 Parameter: e84_EVB
N54 335i xDrive Parameter: EVB

This is another ridiculous feature that works well on the road, but terribly on track. If your car detects an aggressive throttle lift-off, it will pre-tension the brakes in anticipation of a hard braking maneuver. This would actually be great if it wasn't for what it does next - if you don't brake within 8 seconds of throttle lift-off, it un-tensions the brakes. I have a theory that people who think they are experiencing pad knock-back on the track are actually just being victimized by this "feature." Turn it off for a more consistent brake pedal that responds predictably.
To disable, set to "nicht_aktiv".



Maximum Brake Support (HVV)

N55 X1 Parameter: e84_HVV
N54 335i xDrive Parameter: HVV

This feature alters the front/rear split of the ABS braking system under emergency braking. At threshold braking when the front tires get into ABS before the rears lock, maximum brake support will increase the brake pressure on the rear pistons to equalize with the front. In theory, this reduces stopping distance. On the street, it probably does - particularly when the car has a heavy cargo load. On the track, it can upset the balance of the car and reduce reaction time. During threshold braking, sometimes one activates ABS accidentally and quickly backs off; maximum brake support will interfere here and get you "stuck" in ABS for a second or two. I recommend turning this off on the track, but it does not have as big of an impact as the other settings do.
To disable, set to "nicht_aktiv".

​

Dynamic Performance Control (FDB)
N55 X1 Parameter: e84_FDB
N54 335i xDrive Parameter: FDB

This feature encompasses two things - corner braking designed to "torque vector" and redirecting the power through the xDrive system for a 20/80 FWD/RWD torque split. I am conflicted on this option, and need to do more testing on the implications. Without a doubt, this feature accelerates brake pad wear - if you are driving with a decent amount of slip angle, it will be almost constantly corner braking. Traditional logic holds that corner braking is a worse way to torque vector than mechanical LSDs are and that's probably still true, but recently supercars such as the McLaren 650S started coming with corner braking torque vectoring. Granted, the software in a McLaren is hopefully more advanced than that in an entry level sedan (BMW 335i) but the point holds - there must be something to it if supercar manufacturers are going in that direction. What is frustrating about the X1/335i is that you can't separate the 80% RWD bias (an unquestionably good thing) from the brake-based torque vectoring (possibly a bad thing)? So, what's the upshot? I think it probably goes something like this:

1. Base car without this option - code it on for a nice performance boost!
2. M-sport pack that comes with it enabled, but no mechanical LSD - leave it on
3. Car with an upgraded mechanical rear LSD - ?????

I will experiment more with this feature, but my gut says that with a mechanical LSD installed in the rear, having the 80% RWD split will outweigh the drawbacks of the corner braking in terms of lap time.
To disable, set to "nicht_aktiv".



Electronic Differential (AX_Ref_Diff_Lock)

N55 X1 Parameter: e84_AX_Ref_Diff_Lock
N54 335i xDrive Parameter: AX_Ref

Let's be honest, this is really why you're reading the blog. Everyone who has installed a mechanical limited slip differential wants to disable the rear electronic differential. This option is similar to the X1s "Dynamic Performance Control," but on a more basic level. The premise is that with an electronic differential, your BMW will brake the spinning wheel to send torque to the wheel with traction. The problem is, this isn't a very good torque transfer in terms of mechanical efficiency. Installing a mechanical limited slip differential such as a Wavetrac (my choice) in the rear will allow you drastically better traction and mid-corner adjustability. The problem is, unless you disable this e-diff it will be fighting the mechanical LSD and never really allow your actual differential the freedom to do it's thing. If you have a mechanical LSD installed, do yourself a favor and disable this. If you don't have a mechanical LSD, leave it on. At least, until you immediately run out and buy a real LSD (you should).
To disable, set to "nicht_aktiv".

Here is an example of what the stability control module coding looks like in the program NCS Dummy. There are many more options than I have identified here, but I believe I have highlighted everything that has an impact on performance driving.


Turning all of these options off gained me about two seconds on a 1:45 second track. More importantly, it made my car extremely fun to drive. There are not many crossovers that you can kick the back end out at 100mph, drift into a decreasing radius corner, and then dance with it via throttle inputs as you adjust mid corner and power through. Thanks to the magic of "coding," my X1 is now one of them. Hopefully, this helps you enjoy your car just as much as I enjoy mine.

Thanks for reading.

www.obdii365.com

How to replace EKPM2 with EKPM3 using NCS expert

I have managed to replace BMW EKPM2 with a new EKPM3 and do EKPM3 coding successfully. Here is what i used and what i did with BMW NCS expert coding software.

You need:

You need to buy/download INPA and Ediabas, NCS expert and get the right SP-Daten files.

You also need to get yourself a OBD-2 connector e.g. INPA K+DCAN cable for your BMW to communication. ICOM A2 is the best choice for BMW diagnosis but more expensive than the K+DCAN inpa cable. It depends 

The instruction i found to replace EKPM2 with a newer EKPM3 and code EKPM3:1. change EKPM module
2. open NCS expert
3. load Expertmode profile
4. choose your chassie E60 i gues?
5. choose from where you want to get VIN and FA of your car it’s like LM,KMB,CAS…
6. choose “back” and then “process ECU”
7. choose EKPM
8. choose “change job” and select SG_CODIREN
9. choose “execute job” button
10. after a minute or two you’re done 

But the guide is kind of old to deal with EKP3 module replacement (not on my car, helping someone else). The new module didn’t have VIN number programmed (virgin) and it also had the wrong ZB number as well. Here is what I ended up doing with BMW ICOM. 
1.Installed the old module, navigated to UIF screen in INPA and made a record of KFP ZB number.
2.Installed the new module and programmed it using the ZB number from the old module.
3. Verified VIN number and ZB number were programmed correctly (INPA UIF screen). I did try to fire the engine, but it turned off shortly after it started.
4. Used NCS Expert “Expert” mode to code EKP module
5. Cleared errors with Rheingold.
DONE. The virgin EKP3 module had wrong ZB number (it says right on the sticker), most likely for another car (335i?) as that ZB number wasn’t available in E60 assembly line.

http://blog.obdii365.com/2016/08/14/bmw-ekpm3-coding-with-icom-ncs-expert/

Retrofit BMW Active Sound Design (ASD) with ISTA

Here is the tutorial on retrofitting Active Sound Design (ASD) to BMW F-series F30 328i MSport 2013 model.


The progress was tested on 328i. You are at your risk.

To start off with I ordered the module. It has various part numbers, but apparently they are all the same: 65129352264*; 65129326555; 65129343317; 65129353021; 65129362445; 65129362445; 65 12 9 322 712 (03/12 -> ); 65 12 9 302 536 (03/12 -> 07/13).*

I could not get a part number for the connector so I will be making up my own.

Next up I got the pin assignments from BMW ICOM A2 and ISTA Rheingold:



Here is the inside of the connector:



I then transposed all the pin assignments onto an image to make my life easier:



I then continued to only connect power and the CAN signal.



BMW ICOM ISTA detects the new module
ISTA before:



ISTA after:


E-SYS coding software detects the new module:



After this I flashed the ASD module. I used a modified FA where I changed the production code typekey to 3C17 to ensure it is a production code that included ASD.

Here is the FDL edit view afterward:



Next thing I must connect the feed from NBT head unit and output to the AMP. I first need to spend some time to make proper connectors so will update all you guys once I progress further.

Very excited to see this retrofit work!

BMW ICOM A2 and ICOM A3 differ in PCB

Have picked up my new ICOM A3 emulator from obd365.com via DHL. And tested it directly for too much bad voice online. (kind of worry if it’s actually a fake icom a3)


First, i checked the firmware; it’s the new version 1.4.0. So, two points i wanna say:

First, it is ICOM A2 with build in usb-ethernet adapter.

Second, it is K+D CAN interface built in A2 casing.

Anyways, it is not an official product by BMW AG.

Only the official BMW Icom from Actia is an official product by BMW AG - otherwise all the Icom’s are cloned. The price for the clone; it’s okay.



Some inside pictures of the new ICOM A3 hardware, same kind of assembly in ICOM A2

And below is BMW ICOM A2 PCB (my friend offered)

No much complaint of it and better then people said on forums i thought. I think the main reason for A3 is that it can resume programming where left off during interruption. NOT Quality.



But still had some minor issues - it was still getting hot when intensively used. But worked OK for flashing cic cid etc.

https://eobd21.wordpress.com/2016/08/03/bmw-icom-a3-and-icom-a2-pcb-difference/

Which tool is best for BMW programming and coding

A lot of people are wondering which tool for BMW would be the best in BMW programming and coding among Original AVDI Abritus Commander, BMW Explorer and AutoHex II.

Here are some reviews/reports to these tools based on various experienced mechanics/experts.

Original AVDI Abrites

Review I:

I personally have AVDI original BMW FULL running the latest software and i am not very satisfied with this tool. I am looking forward to buy another tool that support more modules/control units of BMW F series, that is able to do more coding/programming and adapting of used electronic parts like ( more focused in ECU, EGS plate, CAS ISN reading).

The tool i will be getting will be used mostly in f series 2008 and up to 2014 cars for adapting and coding used ecus from other cars.

AVDI BMW SOFTWARE

DON'T WORK - Need lots of improvements:

1) AVDI sucks at flashing modules online with newest software.

2) Downgrading ecus that are flashed with ISTA p 45+ Not very good. Fails at signing at the end and f...s up the module.

3) Errors with setting up Signatures at the end of programming (don't work with old offline sw 10.5 and new software online sw v27)

4) Mileage calibration works ok in some modules but not in all of them so far i have not damaged any module during mileage calibration

5) ISN READING/WRITING of DDE/DME or CAS F Series. (doesn't work at all - Dont even bother) I have tried so far on f07, F01, F10---- (DOES NOT WORK.....wrote 100 times avdi about this issue. answer- sorry currently this feature is not supported blla blla blla) 

6) ISN READING/WRITINGin DDE/DME E series. ( I have tried to read DME CODE in a dozen of cars) --- Was able to read only one DME (PETROL). In order to read ISN, you need either to open the ECU or if you are lucky to have the set of (CAS,DDE/DME and the KEY) so you can read cas code to get the dde/dme code. 

7) ISN READING/WRITING in CAS - E series. Works ok 60-80% on CAS 2 and CAS 3, CAS 3+ if the car has not been updated via icom and has the latest software.

While programming

So far I have damaged: ZGWs, DSC, DDE/DME, Kombi (instrument cluster), FRM (light modules), climatronic and i was able to flash back and fix some of them with ICOM but some not since they lost communication over obd2. Maybe could be fixed with a programmer.

Does ok:

1) Diagnostic scan works 80% ok except (bmw x3 e83 scans ok but does not show DTCs)

2) AVDI works ok in E series coverage (50-70%) in most of ECUs coding (customization of ecu configurations like FRM, Clima, AIRBAG)

3) Vin number changing, Coding parameters, Synchronizing dde/cas/elv works ok in 75-90%

4) ISN Reading/writing in CAS E series, does 60%-80% of them (they have very behind with updates with some petrol cars (DME)

5) EGS ISN coding - does 30-40% i have done 5 of them failed 2 of them 

Customer support (never rely on them. They never help. AMS active. Don't give a damn about you. Trust me. Been 2+ years a customer of them. 

Review II:

AVDI - Mileage calibration works okay in some modules but not in all of them.

So far i have done E60, E70, E90 and i could not really succeeded without using other tools.

CAS 2 does not do it, CAS 3 did once had do reflash firmware ended up having issues then had to use BMW ICOM to reflash CAS so i could then do it with R260 on bench.

I Believe it is good only do reset DSC to zero and do TRANSFER CASE box.

AutoHex II:

Review I:

Autohex II is an excellent tool for BMW and support is 100% ok, adapt used ecu coding and also read isn in egs and its much cheaper than BMW explorer.

I have BMW Explorer and Autohex II.... I have also used them very often. Honestly, I strongly recommend Autohex for the following reasons:

1. Excellent in flashing and adapting modules.

2. Reads DME, CAS and EGS ISN perfect and stable.

3. I was able to reflash a faulty DME, and coded it to the car without hassle. Saved the customer some money.

4. Has very good Customer service and technical support teams. Always willing to assist you...

5. Key programming is pretty straight forward..

Yes, Autohex II users are very happy with the tool, because it works as it promises, as well as a great support.

Review II:

Autohex is excellent in what it does and it will save you from your mistakes, or your wishfull thinking. 

I like autohex 2, use it weekly in my shop. Everything from replacing DME, CAS modules, DSC modules. I mainly use it on E60/E90 chassis cars, on older E39/E46/E38/E53 I virginize DMEs by hand, as no tool can do those. 

Programming is nice and easy with autohex. Customer support is quick and is willing to connect with teamviewer very fast to troubleshoot/help you out. I've had a problem with the first hardware I received, it failed after a month. After I shipped it back out for warranty repair, it couldn't get delivered back to dubai. They sent me another interface at their cost, and matched the serial number to mine. Now that is amazing customer service, good luck finding another company that charges thousands for interface and is willing to send a replacement at their cost. 

Their recent update enabled manual/advanced coding for almost all modules, which is nice. You have more control over coding with it, and can easily always restore to original settings with a press of a button. 

Another bonus is that it does WIFI connection or USB. Wifi is convenient to not have wires in the way/etc.

I have AutohexII and I can tell you it's not the all singing all dancing tool they say.

I had to repair my tool before it would work for a start.

Support was not in any way helpful when I needed it.

The interface itself is quite clunky to use.

For example, if you want to code keys, it has to scan every module in the car before it takes you to the coding screen, this takes quite a few mins to complete.

There is no information about the CAS like software version it's running on this screen, it does have key code though.

If you want to synch the CAS/DME at the end of the operation, you have to exit this screen and navigate you way through another entire branch of menu's to do this.

Every time you exit and enter a menu branch, it has to re-scan all the modules in the car, this takes a long time and is quite painful.

It's as safe as any other tool doing downgrades on CAS, ie click and hope.

I bought this tool specifically for key coding so that I wouldn't have to downgrade the CAS.

It is supposed to be able to read ISN from a lot of different DME's.

In my experience, it is hit and miss on this.

Support will tell you that it can take an hour to read an ISN from certain ECU's but they won't tell you which ones they are.

During the reading process on a lot of DME's, odd clicking noises come from the engine bay of the car, the software flashes warnings up for a split second and then removes them, the list goes on.

Software upgrades are not announced to the customers, I just randomly update mine every month or so.

Do I use it, yes but I only use it for simple key coding jobs which could be completed with a Chinese Multitool just as easily.

I don't have enough faith in this tool (or any other) to downgrade a CAS.

Telling customers that your support is great does not count, only customers can tell you your support is great.

Finally, this tool has caused me more headaches than it has solved, maybe one day it will impress me but today is not that day.

Review III:

Autohex is the first tool I grab. All tools have their specifics but for the money Autohex is #1 in my opinion.

I think you sore about something with this tool. Give it a second try. The newest update read / write ISN and other stuff on the table.

I'm trying now as we speak. Works 100%.

i have this tool also as i have all other tools.

i have been working in the isn extraction for 17 years i use to do them manually the read and transfer also the checksum calculation use to give me a big head ace , i had to buy tools used for remapping so i can read the engine ecu by debugger and by bdm and read and write on the table .

BMW Explorer:

Hi, as many coders are already aware, the F series BMWs have time locks built into the DME, prohibiting reading and writing of certain parameters such as ISN (secret key), VMax (electronically limited top speed) and KAT (delete the painfully annoying CEL and fault due to sport or catless downpipes). ECU Explorer is a tool designed specifically to read and write the internal eeprom of the DMEs used in many current BMW models. The eeprom is where the hour counter is located, using this tool should allow you to reset your hour counter therefore unlocking time locked parameters such as VMax. 

So far I have successfully removed my DME from my car (with some awesome help from mechanic, opened the case, shorted the required pin and connected to my computer, unfortunately by the time I got there I ran into software problems and decided to hold off until I had more time. 

Since, I have gotten my car back together and running perfectly with no faults, and also figured out the next step in the software. The hard part is out of the way, I've successfully done the required physical hacking of the board, all that's left is for me to find time to remove my DME again and finish the process with ECU Explorer. 

To sum up:

There is no such thing as a best or perfect tool.

Expert who had all these tools says:

1. autohex (re-prog very fast + safe,coding too..this tool not make re-calc,going future)

2. avdi (re-prog %50 sometime give defective to ecus,in next days will be better)

3. explorer (good tool but not support re-prog)

with autohex2 all is history . all is done by obd . also for programming .

avdi is 70% reliable for isn and 0% for programming . i had to make emergency flashing many times due to programming with avdi.

bmw explorer is same as autohex2 but lacks the programming function .

only disadvantage for autohex2 is when your subscription is over you cannot make isan calculation.

bmw explorer is done offline for isn.

http://obd365.over-blog.com/2016/05/autohex-ii-bmw-programming-tool-reviews.html

BMW ICOM or ENET cable to reflash BMW ZGM

Here are some tips aimed to help reflash BMW F series ZGM with E-sys v3.22.5 coding software.

Purpose:

to reflash BMW ZGM for F series

Tools:

BMW ENET (OBDII to Ethernet) cable?

BMW ICOM A2 emulator?

–> tools discussion quoted from a bmw forum:

SanDiegoF12: Why is an BMW ICOM A2 required instead of just using the OBDII to Ethernet cable?

erdengurcan: ICOM A2 more stable than enet cable. For example: When you update ZGW via ENET, sometimes car stays on transport mode. But via ICOM it always come back to normal mode.

2real4u: A more technical reason is lack of DHCP server when connecting with ENET interface. This does not affect connection over DCAN, which is supported by BMW ICOM, but cannot be accomplished with ENET cable.

Software:

Working BMW E-sys v3.22.5 and psdzdata v49.4:

http://www.obdii365.com/wholesale/v20163-icom-ssd.html

[Tips] How to reflash BMW ZGM with E-Sys?

Error message when fail to flash ZGM:
Code:
MCDDiagService id=240900, job=com.bmw.psdz.jobs.common.MCD3_ActivateProgMode , service=RC_GAC – RoutineControl GetActualConfig, description=error: timeout, link=Physical request to ECU with address 0×10>

possible solutions:
*Use direct connection via gateway url instead of via vin to tcp://ip address of your car:6801 eg tcp://169.254.30.100:6801
*In Tal Processing | Parameters uncheck “Switch gateway(s) to programming mode”

Hope this helps anyone.