ECU programming, cloning, and adaptation — plus component-level repair of the automotive boards the dealer only knows how to replace. Bricked flashes, blown driver stages, water-damaged BCMs, clusters that won't wake. We diagnose to the component, not to the part number.
Tell us the vehicle, the module, and what it stopped doing. We'll scope the work and give you a realistic read before anything ships.
Email Us To Book →Two halves of the same skill set. We read, write, and adapt the software side on the bench with the original flash saved first — and we repair the hardware underneath it down to the individual component, with the measurements to prove the fault before anything gets desoldered.
Replacement modules that need to become this car's module, and flashes that went wrong and left nothing talking on the bus.
No power, no communication, intermittent faults, water ingress, burnt sections — diagnosed to the failing component and repaired, including modules you can no longer buy new.
A fixed, documented path with a go/no-go decision point before you're committed to anything.
Engine ECUs and TCUs, ABS and ESP units, body control modules, instrument clusters, gateway and comfort modules, and the smaller satellites — throttle bodies, AdBlue and glow plug controllers, electronic steering locks. Most of it comes in as a bare module on the bench, which means we aren't limited to what a scan tool can reach through the OBD port.
Usually yes. An interrupted flash normally leaves the bootloader intact and only the application region corrupted, which we rewrite on the bench through the boot-mode pins rather than through the OBD port the tool can no longer reach. Where the bootloader itself is gone, the MCU comes off the board and gets written directly. Tell us what tool was used and where it stopped — that usually predicts the route.
That's the most common job on the bench. We read the donor and, where it exists, your original module, then transfer the vehicle-specific data — immobiliser keys, VIN, variant coding, learned adaptations — so the replacement behaves as the car's own module. Where the original is unreadable we virginise the donor instead and re-learn it to the vehicle. We'll need proof the vehicle is yours.
No. Odometer tampering and programming that disables emissions equipment — DPF, EGR, SCR, or the monitoring that reports on them — are illegal in the markets we work in, and we turn that work away regardless of the reason given. Everything on this page is repair and replacement work: getting a module back to doing what the manufacturer intended.
You get the diagnosis and the evidence behind it. Some failures genuinely aren't worth repairing — delaminated substrate, a burnt section through multiple inner layers, a dead one-off ASIC with no donor — and we'll say so rather than billing bench hours against a lost cause. Where sourcing and adapting a donor module is the cheaper route, we'll quote that instead.