NefMoto

I know this has been done a handful of times before but it seems to be the future swap for Audi S6/S7 owners that plan on going with single turbo setups and other high horsepower builds as the original DSG DL501 cannot hold all the power these cars can make.

I currently have someone that completed his swap and everything is done on the wiring and hardware end, the issue now is getting the car to move. He has a “ECM/TCM incompatible” fault code. My best guess is that the ecu either in the coding or firmware/software is expecting to see the DSG instead of the ZF8. Now the ZF8 was a factory option but for the RS7 which is generally the same engine with some slight differences but still a 4.0T and utilizes the same MED17.1.1 ecu.

If anyone have done this before the information would be great but if not, does anyone have any ideas on how this roadblock could be overcome? The customer thought to flash an RS7 .frf but I’m afraid this might brick the ecu.

Any help or insight is greatly appreciated and hope we can figure this out to help all the future swaps!

(Cross posted on reverse engineering since i wasn’t sure which was the better fit for the thread)

You can look into coding with VCDS in case your ECU support automatic transmission

If there is no option for it, you might want to compare the RS7 file to the S6/S7

You can look into the following:

CWKONFZ1
Com_dGbxCod_C
Tra_stTraType_C
Tra_swtDemType_C

And also ensure the proper can-bus messages for getriebe :

Com_stFrmRxEna_CA
Com_stFrmTxEna_CA

You might want to cross-reference the following in the funktionrahmen:

B_zges
B_gsch
statwkc
B_wkr
B_wk
B_wkauf
B_fku

You will likely need more modifications for the torque converter and might have to play with %MDRED

If the RS7 file has options for both DSG and Auto, you might want to look into maps / constant with multiples options [1, 2, 3, 4 for example]. You can refer to %VARLC (it might be %VARKC for your ECU)


OTP segments are likely differents between both MED17.1.1, if he want to flash a RS7 .frf, I would look to make a bench backup

Don't ever cross post.

How about not posting when you have absolutely no idea what you are talking about? Seems a pattern with you lately.

DL501 holds over 1100nm if you know what you are doing. On the stock gearbox.
It's not like the ZF8 holds much more than that. So how much torque exactly do you want to make where this is not enough? But I guess it was already done before...

RS6/RS7 file can be flashed just fine, but it's not needed. There is S6 and RS6 software with the same a2l id.
Meaning the code is identical.

E.g. 4G0906014D and 4G0906560F.

Compare the two files and you will quickly find what you need to change. If you flash the file as-is the power class will be wrong and you will have immo issues.

However, this is XY Problem (https://xyproblem.info/). You think that just by getting rid of that message the TCU will magically work. But it won't.
Do you realize that the ZF8 has immo/component protection and even after you fix the ECU shenanigans, you still need to overcome that?

Why do you take a "customer" when you have no clue how to do the job? Why do you come on nefmoto with this?
Send the "customer" somewhere where it's been done before and that's it - you're clearly not qualified. A year ago you said you were just learning, and now you want to blow up somebody else's shit...

Lol you seem to be a know it all guru!

These cars have been known to slip the stock clutches at 650NM which is basically anything stage 3 and further. There is upgraded clutch options out there but they only get you to 8-900nm. The torque converter inherently will hold 1000nm stock and there is upgraded options available that will take you even further.

As far as the “customer” he’s just a member of the community coming to me for help and I’m trying to figure out how to do so, I haven’t accepted any money from him. There is only 1 place in the world known that will code it and they want $2500usd which quite frankly yes it will be done correctly but this is steep and in order to help the community figuring out these answer will help everyone.

His car has a single turbo conversion so he’ll have  have a custom file from his tuner already modified for the application so even if flashing an RS file they will go through that and make all the appropriate changes.

In your example what is the A2L ID that you say is the same the 4G0906? Wouldn’t it be dependent on the last 3 digits and letter as well? How do you know this is a S6 and rs6 file without knowing they were pulled from those cars, e.g. if you were looking at a .frf database.

The immo is easily overcome and already done and paired via odis..

I’ve made posts on other forums as well not only nefmoto as I’m trying to get the answers needed. Your trying to hate on me for a post made a year ago about trying to learn is crazy

Isn't this a place where users can share ideas and views on particular subjects, like a forum? I appreciate your inputs and being told I am wrong, and in doing so you provide extra knowledge that can benefits people who thinks differently from you or that come from a different background

Please let me know what is wrong about that and how this forum should be used to exchange ideas. I will listen and be considerate of it for my future posts, I'm not looking to argue or poke you, this is coming from a genuine intent


I only gave information based on my knowledge from doing the inverse of him (auto to dsg). Yes, I do not know what specific firmware he is working with, and I only mentioned OTP segments as a recommendation before he makes any attempts as it could LIKELY be possible they don't match



I feel, he is referring to the following:

D1711A05C000_MY16B0

4G0906014D 0001
4G0906560F 0002

D1711A05C000_MY16B0_040

4G0906014D 0002
4G0906560F 0003

Hey PRJ, thanks once again for dropping some useful knowledge.

I'm following this swap as well, and I, along with other people on the platform have just been researching and scouring trying to find info to help our friend that is in the midst of the swap right now after blowing his dl501. Likely from bad tuning. I am pretty sure this guy is talking about the same person. But yeah like i said in my other thread, we are chasing our tails over here on the 4.0t platform. Bad tuning is killing these transmissions, nobody really knows what theyre doing. Theres clutch upgrades and people still blowing them and DSG shifting like shit on bad software. My friend just like myself has tried over 3 diffferent transmission tuners but to no avail. DSG are not holding what they should or shifting like they should. Theres a lot of us that just like racing and want to go fast, we rely on tuning companies for things we cannot do and when none of the available options know what they are doing everyone is screwed.

My transmission is now damaged too and wont go into 3rd gear. Ill give you some background about where we are on the swap. And i want to reiterate that once we get this figured out we are publicly sharing all the knowledge/info openly with anyone who wants to do the swap, so this is not for profit or for personal gain in any way, more like the blind leading the blind to salvation. I am looking to do this swap very soon so I am watching closely the progress of my friend who is doing it, and doing what I can to try to help, along with some other people who follow the build.

-There are some known working ZF swapped cars that we have seen. We found that these cars have an RS7 SW version on them. As of now the stated or perceived process for the swap was

-Flash S6 ecu with Rs7 SW Version
-adapt ecu and tcu immo
-change some tables inside of DS1 (tuning software)


thats pretty much all the knowledge we had to go off of but I will mention some of the hurdles my friend is facing:


-Friend at dealer with ODIS states they cant flash RS7 SW versions on his ECU with odis
-ECU immo has been disabled with DS1, but if he were to flash an RS7 SW version I'm pretty sure he might lose his DS1 licensing, and ecu immo will be re-enabled and he will not be able to disable it( but this could likely be redone again in ODIS after I'm assuming)

-He received RS7 .FRF files from someone trying to help. Only clues he has about what to do with these is old youtube videos of someone flashing locally with old ODIS version and using .frf files.
-TCU immo has already been adapted successfully with ODIS
- He has a C7.5 (2016) S6 but his transmission is from a C7 (2014) A7, dont know if this matters or is an issue but felt it was important to mention in case it is.


Any help from anyone is much appreciated by all of us and will help us to move forward with these swaps in the future. It will become very popular if we can get this figured out because as I stated earlier, we are all tired of the issues of the dsg/improper tuning and most people simply arent tuners and are powerless and looking for other solutions. So please dont be offended if any of us sound like we dont know WTF we are doing or talking about, we dont  ;D but we are all trying to learn and help each other somehow. Blind leading the blind

Hope that makes sense!

If it can help, here is a Super Mappack for D1711A05C000_MY14B0, a bench read of 4G0906014D 0002, virtual obd file for 4G0906014D 0002 and 4G0906560F 0003

https://mega.nz/folder/BUVVTLLZ#nm9C5LehT8VpiyFY5fmEog (I tried to attach those files to the post, but webserver wouldn't let me upload them)

If I had more time at the moment, I woud be happy to provide more help. OLS project should work on older WinOLS

Thanks, this definitely helps a lot, I will poke around

Completely wrong BS information.
The stock clutches hold 1100 nm just fine. They hold 800nm with just a torque limiter change, above that some other mods are needed. They will only slip at 650nm if you don't tune the trans at all.
Anyone who upgrades the clutches on these does not know what the fuck they are doing and can't tune the trans. There's zero reason to do it. The car will drive like shit and won't hold as much tq as a properly tuned trans.

Don't argue with me, I am the one who made the goddamn files that many of the US tuners are using to get 24 bar on the trans.

Also the ZF8HP is not worse than the ZF6HP in the C6 RS6. They both hold 1200 nm stock.
If you only know how to change the torque limiter, yeah you might have issues, otherwise no.

I gave you the software numbers, take some software versions out of FRF or whatever you want, find the EPK and you will know the A2L ID.
They're both on the same A2L.

No, I am telling you, you are in no position to take any customers because you don't know shit about this platform.
Evidenced by coming up with random TQ numbers that have nothing to do with reality. Also if you have some "tuner" selected to do your single turbo tuning and this "tuner" does not know how to modify the file to take a ZF8HP, then RUN. Because same tuner will probably suddenly tell you that you need an external boost controller to control the turbo, and various other things. Let me guess there have to be 2 lambda sensors and they have to be moved before the turbo? ;)


You post totally random useless information that only confuses people and does not get them any closer to their goal. Why?


No you mentioned the OTP segment because you don't have a clue what's in it. You mentioned something absolutely irrelevant to the topic. Any MED17.1.1 4.0TT ECU is compatible with any file, and you can flash that file OBD. Whether the immo will be on because of wrong power class after the fact is a different story.
I'm going to call you and anyone else out on posting BS every time. For someone who knows this platform intimately it is an absolute no-brainer.

The file ID's you posted based on my hint is the first actually useful information you contributed to this thread.

You are welcome but I don't have time to dig deeper.

DL501 is a very simple transmission and completely repairable. There is zero problems holding the power, but these transmissions need clutch change and mechtronic upgrade to gen2 after about 200 000km. Can be more/less depending on whether the oil was changed correctly in both parts and if it did a lot of stop & go traffic.

The ZF8HP is no magic thing - and if that breaks repairing it is a lot more costly usually.

Once again I am finishing my file dump platform, and all the ZF8 and DL501 will be on there, so you won't have to go to some tuner X to buy shit that does not work.
Although there are a few larger tuners in the US who use my files (or at least my base files to make the correct pressure+tq calibration) and I know for a fact that they don't slip. That said - they also probably charge quite a bit for those files.

Also don't flash RS7 file without disabling or adapting the immo first. Especially if you have only OBD because after an OBD flash with the wrong powerclass the immo will be on and you can not enter bootloader again over OBD when the immo is on unless that's been patched or ECU is X.

And finally my daily is still a 4.0TT. Nuff said.

*Mic Drop*  :o


But anyways, I agree completely about the DSG, in fact I'm one of the ones that loved the DL501 and always spoke highly of it. I do believe that with proper tuning and perhaps a cooling upgrade they could be the best. My issues started when I got over 800 NM. I'm not sure which tuners you are referring to in US but they definitely were not any of the ones I've tried, or anyone I know has unfortunately.

As for the ZF, especially the 8hp55 I dont think its better than the dl501 but it is a much more universally understood transmission and I already have the tools to tune it and have experience tuning those so this will solve all of my issues in one swing. I think thats why a lot of people are looking to do it

After 800nm just lifting the torque limiters is not enough anymore. Messing with adaptations won't help either.

Once I dump my files onto the net, the problem will be solved.
It's simply a trans file + ecu file with KFMIRL/KFMIOP filled correctly, and you don't have to worry about slipping up to 1100nm.
Shift points are easy enough to change after.

I would say that tuning the DL501 is much easier than the ZF8HP. Some things in the ZF transmissions are complete black magic fuckery.

I'm pretty sure there has to be a switch in the ECU for gearbox type as CAN ID 0x641 (Motor_Code_01) contains the gearbox code (MO_Getriebe_Code). 2 = DL501, 11 = AL551__AL951__AL1000_8A

Cant wait, thatll help a lot of us.

But yeah as for the ZF I have plans to push further over 1100 nm, it seems the ZF is more capable with upgrades when necessary, and for DSG you are on your own when you get that point

Does that mean with this switch alone S6 ecu could in theory communicate fine with a ZF? If so that would be nice so we dont have to flash the rs7 SW

Known by whom exactly? I have over a hundred customers running 800+ Nm on DL501 cars with ZERO slip issues, plus quite a few stage 3 4.0 TFSI S6/S7 running in the 900Nm region without any kind of issues whatsoever. I think you're trying to pose as an authority here with absolutely bogus and senseless claims. If the DL501 is tuned correctly and the engine torque is reported properly over CAN, there are no issues like those you're mentioning here. Ever.
As far as the “customer” he’s just a member of the community coming to me for help and I’m trying to figure out how to do so, I haven’t accepted any money from him. There is only 1 place in the world known that will code it and they want $2500usd which quite frankly yes it will be done correctly but this is steep and in order to help the community figuring out these answer will help everyone.

His car has a single turbo conversion so he’ll have  have a custom file from his tuner already modified for the application so even if flashing an RS file they will go through that and make all the appropriate changes.


What does A2L ID have to do with part of the software part number? Nothing whatsoever. Here's proof again that you have no clue wtf you're talking about and that you shouldn't be posting like an ultimate authority on public forums.


Wishing you good luck with pairing used parts with ODIS as of August 2024. but hey, apologies, you know everything better than anyone else, don't you?

In the OLS that was attached earlier there are the following that I would assume does just that:

"3D126A Codiermatrix für Codierzelle Getriebeart"
    Translation: "Coding Matrix for Coding Cell Transmission Type"

"3D1269 Attribut-Byte für Codierzelle Getriebeart"
    Translation: "Attribute Byte for Coding Cell Transmission Type"

"3D1485 Attribut-Byte für Codierzelle Getriebespreizung/-übersetzung"
    Translation: "Attribute Byte for Coding Cell Transmission Spread/Ratio"

"3D1486 Codiermatrix für Codierzelle Getriebespreizung/-übersetzung"
    Translation: "Coding Matrix for Coding Cell Transmission Spread/Ratio"

You might be able to change this on the TCU side instead, see attached for what I believe needs changed to match what the S6 ECU is sending.

Edit: ShrVar_xEngTyp_C is 0x20 in the Euro RS6 4G0927158BD 1006 SW

Nice find, it correlates with the ECU calibrations

Okay I now have all the stuff to complete my ZF swap other than the coding. There has been some very helpful info from Project LS and Artemisia

At this point I am battling with the concept of powerclass as I am using a ZF8HP55 from an Audi A6 NNT transmission code.

I know that the powerclass will mismatch so I am deciding whether it is better to adjust this on the ECU side? (original S6 ECU)

or change these values on the TCU side to match the S6 ECU?

For immo I will be using ODIS. I know it is hit or miss but my friend who is also doing this swapped managed to accomplish immo adaptation with ODIS fine. It seems what is holding him up is the powerclass mismatch.


It seems it may be easier to change the ECU Powerclass to match the transmission, but is there any thing else I need to worry about with this? I know most people use RS7/RS6 transmission for this swap, but I have found that RS7 and S8 all come with 8hp55 as well, except with different trans code like NWK for example vs the a6 NNT. Based on this, I dont see any reason why the 8hp55 from the A6/A7 should not be compatible with this engine, but I will have to see.

If it matters, in the DS1 we change the power class at run time in ECU RAM to 0 and it is an architectural decision we cannot easily back out of. As far as I know it hasn't given us any issues so far across S6 and RS6/7, but thought I should mention it as you did.

just a quick point on odis, i saw in one of the reply's someone at the dealer was not able to flash an frf with odis. As far as i know you can only flash frf with odis engineering standard odis does not allow flashing. Im not sure on a dealer level how to gain  access to a legitimate odis e software but i know with an independent repair license im not authorized to use it only have access to odis service version. I know there are hacked odis e versions available but as with any hacked software trust level is very low.

Thanks for the tip,

the concept of powerclass and all of this is still new to me, so I will run my thoughts by you to see if they seem feasible.

On the ecu side my original plan was to change powerclass and/or the scalars projectls listed on the ecu side while retaining the S6 file.

Since you stated powerclass is set to 0 on ds1 for s6 and rs7, I imagine the powerclass mismatch must not be an issue?

An alternative to my plan was to flash RS7 bin via ds1, with the assumption that RS models are already equipped on the ecu side for Al551 input. Does this seem like a reasonable workaround?

So rs7 bin with ecu immo off + tcu immo off = should work maybe?

If not, I will look into coding the AL551 1st by changing ShrVar_xEngTyp_C on the tcu side to match S6 engine

if thats not enough I will look into trying to get the A6 Transmission to read like an RS transmision if possible, maybe cloning from RS TCM (both al551 might work? maybe?)

of course I will test and see, but just wanted to make sure there are no obvious roadblocks that would standout to someone with experience on this

thanks for the heads up, definitely makes sense why my friends were running into that issue.

We haven't heard of any problems by always having the Power Class set to 0 on original cars, chassis swaps, engine swaps, transmission swaps.

We've had people with ZF swaps ask us to change the ECU to RS7 and we can do that on request. You then update the DS1 and flash the ECU. My only experience of flashing all sorts of non standard versions to MED17 has been to do it through "OBD on the bench", with immo off. If you already have flash access to your ECU with a working immobiliser or the ECU has been bench flashed to immo off, you can flash the immo off file through OBD with the version change, and then ensure that every flash thereafter through OBD retains the immo off setting (which is in the xdf).

The flash of the ECU doesn't change the (emulated EEPROM) coding and I don't have info on what may also need to be changed there.

Bit of a jigsaw to piece together, lots of us have our own little niche on what we change, but I've basically swerved EEPROM and coding except to store ethanol content and map switch in it. As long as we know or contain the effects of coding on the way things like ignition tables are looked up, we don't have to do anything with coding/EEPROM when we flash or calibrate.

Got it, based on the advice i've stumbled upon I have seen most people are running the RS7 ecu file on swap cars even with the S motors so I will likely reach out to set that up.

One thing I just wanted to make sure about, I am currently running an S6 file with immo off (written with full flash fwiw) do you still recommend doing the flash to RS7 file on the bench? I have no issues with this just want to make sure. I will also make sure the immo is set to off on the RS7 file prior to flashing

You can just go right ahead and flash through OBD. It is nice to have bench flashing available for recovery, but when working with a DS1 I would let it do its thing. After you update and get the RS7 software, it will force a full flash to ensure all the segments fit together. After that it will just do the 30 second calibration flashes. Just keep the immo off flag (in the xdf) chain intact always if you need that, break it once and you'll have to bench the immo off to get OBD flash access again.

Awesome I will do it via OBD thanks for the clarification . I will report back about any TCU woes I encounter.

I always tell everyone the best mod I ever bought for this car was the DS1

Update on the Swap:

I got the transmission in.

I got a bench read of the a6 transmission flash and eeprom. I also got some help from ProjectLS for the AL551 immo and some help identifying stuff from artemesia.

After repinning the transmission connector, VCDS was able to read ecu and TCU fine. The only code was on the TCM ECU/TCU incompatible fault

I flashed the modified TCM immo off file without issues.

For ECU side I did a full flash with the DS1 RS7 Bin with IMMO Off. For some reason this completely wiped my ecu long coding in VCDS and some new codes appeared. Including an immobilizer fault. Even though immo has been off on ecu side and should be on TCM as well.

I will attach the autoscan. I am still digging, I have a couple ideas but I wanted to post here in case anyone else could chime in.

I do suspect maybe the issue is on ECU side and that maybe the full flash of the RS7 bin from DS1 was not enough, or immo is not completely off, may have to be adapted or flashed with ODIS on the ECU side if it comes down to it I'm guessing.

the flash file for tcm I was using is FL_4G0927158BD_006 from C7 RS6. I did not find a tcm file for C7 RS7 but I figured this would work fine with ECU SW 4G0906560B__0008

I have not tried to start the car as I dont want to lock the ecu. But the immo fault popped up after flashing the ECU file.

I also noticed that it is saying the TCM cannot be reached now. I repinned my transmission connector to match the A6 transmission. (Connection type 1 in the attached PIC) I am wondering if maybe since I flashed an RS7 TCM file I must also switch the pinout to another connection type? Just an idea.


My other friend who is doing this swap locked his ecu from immo at this step. I think he tried copying some VCDS coding to fill in the wiped coding on the ECU but it did not work so I will go another route


* I also attached the stock a6 bench read NNT code transmission in case anyone needs it or wants to take a look. I also attached bench read of TCM after flashing immo off patch and RS SW

Update:

I connected ODIS and it communicated with the TCM just fine. Confirming that theres no issues with wiring. This time I re-flashed the RS6 TCM .FRF and this fixed communication with the TCM on VCDS as well. This got rid of the communication codes.

Next I manually entered long coding for ECU and TCU

ECU coding I used from a C7 RS7
1A2A003265460A0E1000

TCU Coding I used from C7 RS6 with same SW version
000001

This fixed all of the software compatibility codes on ecu/tcu. Now all that remains is a tiptronic code on TCU and immobilizer fault on ECU. And 4715 - No Communication with Instrument Cluster
          U0155 00 [00100111] - -

Ill attach a bench read and logs after these changes.


I also noticed that the car lets me go into neutral and reverse now with ignition on and car off. It did not allow it before. Progress?


I will have to review the long coding of other modules as well. I think the intstrument codes and tiptronic code could be related to each other and related to coding possibly.

Speculation only, but perhaps the ECU erases the long coding as a plausibility/safety feature in the event of a fault? Unlike on BMWs, we completely ignore the coding as part of the flash, only the fingerprint is written because it is a pre-requisite for flashing. We do flash all the OBD flashable segments in a full flash.

I'm still learning all of this as I go, but yeah knowing what I know now, I definitely think the control module does that to itself if something is off. The reason being the same thing happened when I reflashed the TCM with ODIS. It wiped the coding and I had to manually re-enter it again. So I dont think that was anything specific to the ECU flash anymore.

Now for this code

12545 - Signal Line for Tiptronic
          P1890 00 [10100111] - Electrical Malfunction


It is a curious one. I am using a C7 A6 full gear selector assembly. It was plug and play so should be compatible. I am sure the wiring is good and plugged in. I believe this may possibly be related to coding? or instrument cluster coding? I'm assuming the tiptronic needs communication with the cluster. My friend had this same code when doing the swap too so I dont think anything is wrong with the shifter. I think something needs to be changed in the coding I'll do some comparisons and report back

@jcsbanks

Do you have any thoughts on the ECU immobilizer? In theory it should be disabled. But i know you guys dont really mess with the eeprom so maybe an immo is still enabled in the eeprom?

I know there is a lot of MED17 immo off solutions, but I'm guessing I cant utilize these right? Or I will hit the protection when trying to write it back to the ecu?

edit: It seems the rest of this should be tackled with ODIS, I will poke around and see if any of the problem modules can be adapted/paired/coded, and I will also adapt ecu immo.

If immo is done right there are no codes.

If you have codes it means it's not done in the immo blob, but in the ASW.

That will always have codes and on Immo 5 it puts the car in SAFE mode with alternator not charging properly, SAFE on dash and so on.
Immo 4 it is more functional with the incorrect solution, but still not ideal.

If the custom calibration flag K_IMMO_OFF is true, it forces the return value to true of a single flash function in MED17.1.1. The location of this ASW patch is not secret, from 0x80020000 we search for F0 0F F4 80 20 8B 02 20 22 00 90 and patch 8B 02 20 22. We don't change the EEPROM.

It was intended to allow OBD flashing of an ECU on the bench for testing, but wasn't tested by us to start engines. Subsequently, people did use it to start engines with no further changes to ASW. I don't have info on what else they did.

You can modify the EEPROM and won't hit our protection, which is on ASW changes flashed outside the DS1. For this reason I was amenable during beta 5 years ago to incorporating and testing any required tuner patches, but I don't think this sounds like what you'll be needing from here.

That's patching the reaction, not the authentication. So it's normal there are codes.

great info. I'm pretty sure I'm dealing with Immo V on this car based on what PRJ mentioned. There seems to be 2 ways forward from here, either bench flash an eeprom immo off solution, or adapt immo with ODIS.

I am leaning towards ODIS, only because I am unsure if any other modules will need CP adaptation or SVM update etc that may require ODIS anyways after I disable immo.

I have PCM flash I can grab the associated module for med17.1 and try an eeprom immo off solution, Ill do some more reading first and report back on which route I decided to go.

You are not dealing with Immo 5. These are all Immo 4.
You can't adapt immo with ODIS with powerclass that does not match your car IIRC.

Furthermore, there is no adaptation that needs to take place, because you did not change the ECU.
Just set the powerclass correctly and you won't need any immo off bs.

Edit: now that I think about it I do remember seeing these in the ecu damos. Artemisia helped me find them. Will changing these be sufficient? I imagine I change it back to the s6 value

Powerclass array:
Sia_WFSKLASSE_CA

Replacement value for powerclass:
BasSvrAppl_PwrClsRepl_C


I had abandoned my original plan of running the s6 file and modifying everything because it seemed like a lot more differences than I expected and I had trouble getting things individually defined onto xdf from winols. My ols map packs are different SW versions than my RS7 and my S6 files so I struggle with finding map locations that translate over to my XDF.

my current ecu sw version is 4G0906560B__0008
My S6 software version was 4G0906014B__0009

Alright I have learned much more than I ever knew about immo these past 24 hours. PRJ definitely set off a lightbulb in my head when reminding that I did not change ECU so immo should not need to be adapted.
Also just based on the symptoms and what I've read I'm almost positive my car is Immo V/BCM2. So powerclass is definitely being accounted for.

ODIS is not a viable way forward since I am dealing with the powerclass conflict. In fact some people have reported that adapatation will say it was successful but then codes come right back when trying with ODIS in this scenario.


So now I have updated my potential solutions from here:

I can either do immo off in eeprom, this will require me to purchase another module to bench read med17.1.1 . I am balls deep into this swap financially, dont want to buy another module but i am willing to.

or

I could find and edit these powerclass values in the flash. Will that be enough? I dont know. My guess is that maybe these controls also change it in the BCM. Instead of "guess" I should say "hope" . This will not require me to buy anything else If I can find it.

I have not tried to start the car yet. Knowing what I know now, it might even run. But i dont want  the immo code on at all or the safe error etc. If my theory is correct everything should be fine from changing powerclass back to S6. Now the A6 transmission is also a different powerclass I imagine. But the immo off patch should in theory nullify that issue. Of course we will have to see. I will report back with what I find.

Update :

So i was able to change the poweclass in the flash to 41 like S6 with the help of a friend.

This got rid of the immo code and I started the car and put it in gear. It let me go into drive but it said D6. I scanned codes again and I had a new transmission code

P1701 Transmission Control Unit Locked

here is the autoscan from before I started the car (this code isnt on there)

I'm assuming maybe the immo patch didnt work? or this is a different type of component protection code.

there is also still the tiptronic and "incorrectly coded" dtc on the cluster and can gateway.

Although immo code is gone, it still says safe on the dash probably because of the transmission codes.


Only thing I can think of from here is ODIS adaptation? let me know if anyone else has ideas


- I do have bench reads from the AL551 some people say you can edit values in eeprom to match BCM2 but I wouldnt even know where to begin lol

Update:


I adapted the immo with ODIS. She runs and feels great BUT there is still the stupid P1890 tiptronic code. I will try adjusting the shifter cable. The manual for S6 shows that basic settings needs to be done after replacing shifter in ODIS for S6, but on the ZF8 control module in ODIS I did not see any basic settings or adaptations for the gear selector. I will dive deeper into solving this issue, The car runs great and feels great but I cant use my paddle shifter or manually change gears with the shifter so that needs to be fixed.


I am very appreciative to everyone that helped with this swap. Once I get this tiptronic code figured out I will post the files I used and a write up here and on Audizine for anyone that wants to do the swap. I will give credit to everyone that helped me as well.

I guess one you changed the power class in the tcu to match the ecu, you could then adapt the TCU immo?

I honestly did not even touch powerclass on the TCU side. I was able to change it on the ECU side and that solved the ECU immobilizer issue and then I adapted the tcu and immo with ODIS.

I posted my full reads here, but I never could find the powerclass on the TCU. It did not seem to cause any issues for me though. I'm guessing maybe DL501 and AL551 are same powerclass OR maybe it doesnt matter. I'm honestly not sure. But the car works. The only code I have currently is the TIptronic P1890. So car runs and drives it feels great and shifts great but i cant use my paddle shifters or tiptronic. I'm hoping to get to the bottom of that soon.

Oh yeah I figured out the tiptronic code. I was literally missing a 3rd plug on the gear selector right side. This + Enabling shift by wire under acc auth module in VCDS fixed the issue for me.

Swap is complete I will post a write up soon. Car is much faster already on the first revisions to tcu tune.  Honestly I think it was worth it and im happy with the result