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ECU REPROGRAMMING

AND IMMOBILIZERS

OF DEPARTURE
2011
ECU REPAIR VOL 2

Cassio Bittencourt

Ecu repair vol2

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two ECU REPAIR VOL2

DOCUMENT

PROTECTED

RESPECT COPYRIGHT

NO PART OF THIS MANUAL MAY BE

REPRODUCED IN ALL WAYS WITHOUT THE
WRITTEN PERMISSION OF THE AUTHOR.

SANCTIONS APPLY TO INFRINGERS

PROVIDED IN ARTICLES 102 TO 106 OF LAW 9.610 OF
FEBRUARY 19, 1998.
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Contents

INTRODUCTION ................................................. ................................................................ ............................. 6

1. REPROGRAMMING THE INJECTION MODULE............................................ ................................... 6

STORAGE AND TRANSMISSION OF DATA ............................................... ............................. 7

UNILATERAL COMMUNICATION ................................................ ................................................................ .... 12

BILATERAL COMMUNICATION ................................................ ................................................................ ....... 13

READING AND WRITING IN A MEMORY ................................................... 13

UNIVERSAL PROGRAMMER................................................... ................................................................ ..... 15

ADAPTERS FOR MEMORY ................................................ ................................................ 17

BUILT-IN MEMORIES ................................................ ................................................................ ........... 20

READING MODE IN BOOT LOADER ............................................ ................................................ 22

THE ST10FXXX PROCESSOR ............................................... ................................................................ ....... 22

DIRECT READING AND PROGRAMMING ..................................................... ................................................... 27

THE SERIAL PROGRAMMER ..................................................... ................................................................ .......... 32

INDIRECT READING................................................... ................................................................ ................... 35

2. REPROGRAMMING THE ENGINE OPERATING DATA................................................. 36

3 .THE DEPARTURE IMMOBILIZER SYSTEM ............................................ ...................................... 38

IMMOBILIZER ECU ............................................... ................................................................ ............. 38

ANTENNA................................................. ................................................................ ................................... 41

TRANSPOND................................................. ................................................................ ......................... 42

TYPES OF TRANSPONDER ................................................................ ................................................................ ........... 43

ELECTRONIC INJECTION ECU ............................................ ................................................................ .... 45

FIAT IMMOBILIZERS................................................. ................................................................ ............... 46

GM IMMOBILIZERS ................................................ ................................................................ ................ 52

VW IMMOBILIZERS................................................... ................................................................ ................ 56

FORD IMMOBILIZERS................................................... ................................................................ ............. 60

REPROGRAMMING IMMOBILIZER DATA IN THE ECU....................................................... .......... 64

ECU DECODE ............................................... ................................................................ .......... 65

MAIN MEMORY ................................................ ................................................................ ................ 66

AUXILIARY MEMORY ................................................ ................................................................ ................... 67

PROGRAMS AND DATABASE FOR DECODING ............................................ ........... 69

IMMOKILLER ................................................... ................................................................ ............................. 69

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ECU IMMOBILIZER SYSTEM RESET ............................................ ................................... 70

RESET FIAT................................................ ................................................................ ................................ 70

RESET VW ................................................................ ................................................................ ................................ 71

RESET GM ................................................... ................................................................ ................................... 71

RESET FORD ................................................... ................................................................ ..................................... 72

IMMOBILIZER SYSTEM PASSWORD ............................................ ................................................... 72

FIAT PASSWORD ................................................ ................................................................ ................................ 74

VW PASSWORD ................................................ ................................................................ ................................ 77

GM PASSWORD ................................................ ................................................................ ................................ 84

PASSWORD FORD................................................ ................................................................ ................................... 86

CHANGING THE ELECTRONIC INJECTION MODULE ............................................ ................................... 87

COMMON DEFECTS IN THE IMMOBILIZER SYSTEM ................................ 93

CONCLUSION................................................. ................................................................ ............................. 95

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INTRODUCTION
We will address in this volume two works that are of
interest to many, automotive ecus reprogramming and starter
immobilizers. With the scarcity of information on the market on
the subject, it leads us to study and develop manuals that help
technicians in maintenance and repair procedures.

1. REPROGRAMMING THE INJECTION

MODULE

We found in the digital block of the electronic injection module

, an extremely important component, memories.

It is in these components that the engine's operating parameters

are stored, as well as confidential data, such as the immobilizer
password.

We can then, through special tools, read this data, and

even reprogram such data into the memories, which are already
programmed at the factory.

For a better understanding, we will study a little about digital

electronics, data storage and communication.
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Figure 1

STORAGE AND TRANSMISSION OF

DICE

current ECUs use a powerful digital communication and

data storage system, so it is important that we address such digital
systems.

The term digital is used in electronics to represent logic levels, 1

and 0.

Through these levels or digits, communications between

machines, computers, TV and many other systems are made.

In our case, the communication between the ECUs and their

internal components is also digital, called serial communication
(fig2), it is the zeros and ones that do all the work.
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many wonder how zeros and ones can read, write and count
with just two digits. intriguing isn't it? This is possible through
bits and bytes and formation codes.

Figure 2

The bit is nothing more than a digit, which can be 1 or 0, the

sum of 8 of these bits, forms 1 byte, this byte (fig3), inside a
special code, can form any number, letter or character.
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Figure 3

The most used code for encoding and decoding bytes is ASCII which in the
original language means American standard code for information interchange
(fig4), which in Portuguese means American standard code for information
interchange.

Examples

00 00 0011 = 3

00 00 0111 = 7

0100 0001 = capital A

0110 0001 = lowercase a

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Figure 4

With the examples we can conclude that the ascii code can
write any letter, number or character.

It is not necessary for our learning, deep knowledge of the ascii

code, because what we need is only to understand how
sentences and numbers are written with only zeros and
some.
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Once the codes are understood, let's move on to data storage. This
storage is done in memories, in a platic way, the memory can be
compared to a huge building with several windows, each window
represents a bit, and the sum of eight windows forms a byte .then
imagine that each lit window represents the high logic level, or 1, and
the ones that are off, the low logic level, or 0.

Each window of the building has an address, as in

memories, this address is formed by pre-defined coordinates,
for example, imagine that the building has 20 floors, and each floor
has 32 windows, so compared to memory, each floor has 4 bytes of 8
bits each.

Now imagine that I ask you to tell me which number,

letter or character has the second byte of the building, then you will
look at the top floor of the building, and start counting the logical levels
from the ninth window of the twentieth floor, then of writing down the
sequence of the levels and comparing with the code asii you will have
the answer.

The same happens with the ecus processor, when receiving a read
instruction, the processor fetches the data at the address described in
this instruction, the same happening for writing of
Dice.

With the communication between the ECUs and its internal components
it is not very different, the data are transmitted and received in serial
form, that is to say one by one.

The physical lines, which make this communication, can have two
definitions, which are:
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UNILATERAL COMMUNICATION

It is common to find this type of communication in the internal

circuits of the ECUs, because with unilateral communication, two
transmission lines are needed, the data sending line, which has
the abbreviation TX, and the receiving line, with the abbreviation RX.

The data are sent by TX and received by RX, it has the

advantage of the possibility of simultaneous communication, it is not
necessary for the TX line to be disabled to send the RX line, thus
increasing the processing speed.

As a disadvantage we can mention the need for two physical lines,

copper tracks, wires, connectors and etc.

These two lines are interconnected to all microcontrolled

cis (integrated circuits), that is, cis that has the ability to process
logical information.

The main processor then manages all communication, and

each instruction has its destination programmed, for example:
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Imagine that in a room of a doctor's office, five people are waiting,

each person has a name, and of course, so when the doctor calls
one of the five, the distinction is made by name, we understand then
that they all heard the call, but only the person corresponding to the
name called spoke, and carried out the orders given by the doctor.

The same happens in serial communication, everyone receives

the message, but only the correspondent interacts with it.

BILATERAL COMMUNICATION

Bilateral communication is the most used in external

communications between ECUs, as it enables the cost of the
project, requiring only a physical line of data.

The vehicle diagnostic line is an example of a two-way

communication line.

Communication happens in the same way as

unilateral, but when the line is being occupied to transmit
data, or is being occupied by TX, RX will have to wait for the end
of the message to use the line.

READ AND WRITE IN A MEMORY

Our next step is to understand how we can read and write to a

memory.

To read and write to a memory we need an electronic tool called a

universal programmer. With this programmer we can read the data
contained in a memory and
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save this data on the computer, that is, save this file. we can also
write data that are stored or saved in the computer in a memory,
changing then its original programming.

There are several needs for this reprogramming, such

as updating the ecu program, updating this teleloading call.
They are also necessary in cases of disabling the starter
immobilizer. to disable the immobilizer function.
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UNIVERSAL PROGRAMMER

Figure 5

The memory programmers (fig5) have the function of reading

and saving the contents of a memory and also of writing a
new content when necessary. cables for a loop connection, no
need to remove the memory.

The program is responsible for all contact with the user, in this
program we can find a screen called buffer
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(fig6), where the data read or to be written to memory is loaded.

These data are converted from binary to hexadecimal, where a
huge reduction in the size of the data representation is achieved,
with hexadecimal notation we can represent any binary number,
and with that, any letter, number or character.

Hexadecimal notation is used for its practicality of

representation, with
suchfewer
as decimal
digits than
notation.
other notations,

Figure 6

As the name implies, universal programmers are designed

to serve all types of memory out there.
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In our case, we will only use a small part of these resources, as

the automotive ecus and immobilizers are equipped with DIP,
PLCC, TSOP AND SOIC enclosures, and there are also special
resources, which many universal programmers do not have, the
programming of built-in memories. on the processors.

ADAPTERS FOR MEMORIES

Many memories need an adapter to fit the universal programmers
socket, because their component socket has a unique format for
use, this format is usually the DIP
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With that, an adapter is necessary for each type of

memory.providing the conversion of dip for the respective enclosures.

Adapters used in automotive ECUs are:

DIP FOR SOIC

Two adapters are used, a socket and a clamp (fig7).

Figure 7
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DIP ADAPTER FOR PLCC

This adapter will depend on the number of memory

pins (fig8).

Figure 8

DIP ADAPTER FOR PSOP

In most cases, the adapted one is used as shown in the figure (fig9):
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Figure 9

BUILT-IN MEMORIES

The memories built into the processors have a different

programming mode from the conventional ones, as they can
be programmed in solderable sockets, which are of little
practicality, as it is necessary to desolder the processor from its
board, a new solder in the adapter socket, where it will be read
or changed your data, and again, the reverse process to the one
described when returning the processor to your board.

The most used process is circuit programming which has the

acronym in English ICP (in circuit programmer).

This process consists of soldering the wires necessary for

programming to the IC board itself (fig10), without the exhaustive
removal of the processor.
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Figure 10

In general, it is necessary to have a specific programmer for

programming built-in memories, which in most cases has a high cost, as
such devices have software and an interface directed to each processor,
which can be called
as well as a development tool.
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READING MODE IN BOOT LOADER

The read mode in boot mode, or boot loader, which comes from the English
initialization.

Through this initialization mode, we can use the specific program to load or read
the processor's built-in memory.

This mode aims to save on programming processes, since more expensive

tools are not needed, thus attracting the interest of electronics manufacturing
companies.

The activation mode of this mode is done physically, through connections with
resistors, in the specific ports.

Usually the activation port is raised to 5vdc, voltage that

denotes level 1 or high level in the ECU's internal circuitry.

When we take this port to level 0 or low level, the boot loader process starts.

THE ST10FXXX PROCESSOR

The st semiconductors processor (fig11), the st10fxx, was widely used

in automotive ecus from the year 2004. This processor is widely used in
embedded processes, such as ecus, toys, process automation in general
and etc.
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Figure 11

No need for development tools and

special programmers for programming the memory built into these

processors, as it uses a very practical boot loader system, as described above.
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In addition to its practicality, the program used for the boot loader process is free,
and can be downloaded from the
manufacturer.

Below the screen of the st10 flasher program

The use of the st10 flasher program and the activation of the boots, it is simple,
just open the ecu, solder the resistors as described in the boots manual and ecu

model (fig12), connect the interface via the diagnostics line k, open the st10
program flasher and follow the program's instructions.
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Figure 12

There are cases in which a single resistor is required to activate

the boot mode process, as in the IAW 4AFB ecus, which uses the
ST10F168 processor (fig12).
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We can read the data contained in the ECU's memories in two ways.

shapes, which are:

DIRECT READING AND PROGRAMMING

In this mode, there is no need to remove memory or boots. With a special tool
called a serial programmer and sent through the vehicle's diagnostic line, a
read request to the ecu processor, if the communication is successful, the
processor sends the data from memory to the computer, via the diagnostics
line and the serial programmer.

The same happens with programming, but in reverse order, the programmer asks
the processor to write, or
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that is, save the data that are on the computer, in memory
ecu internal.

It is important to note that not all systems use this feature, as

this feature is the specialty of some systems in particular.

This feature is common in hybrid type ECUs (fig13), hybrid

ECUs, as the name implies, are ECUs that use encapsulated
components together with non-encapsulated components, only
covered with a protective gel. .

Figure 13

Some examples of hybrid ECUs:

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Hitachi ECU (fig14), applied to Fiat brava hgt and marea vehicles with 1.8 16-
valve engine. It is not possible to reprogram the
operating data memory of this ecu.

Figure 14

Immobilizer data is stored in a memory

internal of type soic 93c46 .

Figure 15

To reprogram this memory, it is necessary to drill the ecu housing (fig15).

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Hybrid Bosch Ecu, this ecu equips the Fiat palio 1.0 16v and 1.3
16v, marea 2.4 and abarth 2.4 style vehicles (fig16).

We can reprogram both engine and immobilizer data through the

serial programmer.

Figure 16
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Bosch Ecu applied to the Astra Gm vehicle, we can reprogram

with the help of the serial program, the engine and immobilizer
data (fig17).

Figure 17

ecu delco hibrida(fig18), this model of ecu equips celta ohc,

corsa meriva and zafira vehicles from GM, we can read the
immobilizer data, but not change them, we can also reprogram
the engine data through the serial programmer.
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Figure 18

THE SERIAL PROGRAMMER

As the name implies, a serial programmer is an electronic tool

that sends and receives data serially, that is, bit by bit. In your
program or software, the programmer has
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all requests used for communication and further reading

and written in the ecu memory.

One of the most used serial programmers in the world is EOBD2

, because its versatility and low cost make its use viable. It has an easy-to-
use program with multilingual resources.

Another programmer widely used around the world is KWP

2000, takes its name from the universal automotive communication protocol
KWP2000.

In the figure below we can see the screen of the EOBD2 program.
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Figure 19

The electronic interface of these programmers is very simple

and small in size, but with great electronic resources (fig20).
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Figure 20

INDIRECT READING

Indirect reading and writing of memory data in ecus

automotive and done through the universal programmers and boot modes,
as described above.

This is the mode in which there is a need to remove memory for

programming.

There are many ECUs that use this mode for programming
(fig21)
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Figure 21

2. REPROGRAMMING OF DATA OF
ENGINE OPERATION

The vehicle's engine operating and calibration data are stored

in the ECU's internal memories, often there is a need for
reprogramming to update the ECU's software or improve its
consumption and performance.

Most of the time this data is stored in

large memory sizes of 256 kb, 512 kb or greater.
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There are programs for editing these data on the market, in order to offer
improvements in consumption and performance.

An example of these programs is ECM 2001.

The ECM2001 is also widely used in chiptuning, which consists

of increasing in some cases, up to 100 hp of engine power, by altering the
original files.

Such programs act directly on the binary code of the original

programming, mainly changing the ignition point and injection time,
thus increasing the power of the
motor.

In the figure below the screen of the ECM2001 program.

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3.THE DEPARTURE IMMOBILIZER SYSTEM

The starter immobilizer consists of an electronic passive security and anti-theft

system in today's vehicles.
system operation consists of reading data

confidential contained in a transponder, an electronic central sends

through an antenna, a magnetic signal that reads the data contained in the
transponder and compares them with the data of its internal memory, being the
correct data the departure of the vehicle and released, if not, blocked.

In case of breakdown or loss of keys, an emergency start is possible. The

procedure will be described for each system and assembler in the following
chapters.

The main components of the immobilizer system are:

IMMOBILIZER ECU
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The control module of the immobilizer system is programmed

to send an electrical signal that energizes the antenna coil,
creating a magnetic field that surrounds the transponder, thus
reading its data, and later comparing this data with its internal
memory, programmed with the same data. of the transponder.

If the data is correct, the immobilizer ecu sends a release

message to the electronic injection ecu. Otherwise, the
immobilizer ecu will send an error message, and the system will
go into emergency, in some systems there is a warning lamp about
the condition of the immobilizer.

The immobilizer module can be a separate ECU or

incorporated into the instrument panel or also in the body control
module (fig22).
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Example of immobilizer built into the instrument panel.

Figure 22

Example of immobilizer incorporated into the bodywork control

module (fig23).
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Figure 23

ANTENNA
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The antenna consists of a coil, which has the function of sending and
receiving data from the transponder. This coil is strategically installed in
the ignition contact, where upon receiving electrical impulses, it produces
a magnetic field that interacts directly with the transponder.

TRANSPOND

The transponder is a receiving and transmitting unit, which

operates with the energy of the field created by the ECU, as it does not have
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battery or cell, through the antenna. contain a memory

where confidential vehicle data is stored.

TYPES OF TRANSPONDER

TEXAS - This is one of two TEXAS transponder chip models.

This transponder chip can be found in Chrysler, Dodge, Infiniti,
Jeep, Lexus, Mazda and Toyota car keys.

TEXAS 2 - This is the other TEXAS transponder chip model.

This transponder chip can be found in Ford, Lincoln and Mercury
car keys.
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PHILLIPS - This is the PHILLIPS automotive transponder chip.

This transponder chip can be found in BMW, Cadillac Catera and
Mercedes car keys.

MEGAMOS - This is the MEGAMOS automotive

transponder chip. This transponder chip can be found in
Acura, Buick, Honda, Jaguar, Porsche and Cadillac Seville car
keys.

PHILLIPS CRYPTO GM - This transponder is used in most GM

vehicles, its structure is composed of two blocks, the first one we
can call it ID which is the chip identification. The second block is
encrypted and the data is transferred from the vehicle to the
transponder.
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PHILLIPS CRYPTO VW - This transponder is used in some

VW and Seat vehicles, such as the Polo Classic, Inca, Van
and its structure is composed of two blocks, the first one we
can call it ID which is identification of the chip, the second block is
encrypted and the data is transferred from the vehicle to the
transponder

CLONING - This transponder, also called Universal, is used for

cloning and receives Philips protocols,
Megamos, Motorola and Temic

ELECTRONIC INJECTION ECU

The injection ECU is responsible for releasing or not starting the

engine, depending on the response of the immobilizer ECU. Like
the immobilizer ECU, the injection ECU also has a memory
where confidential data is stored.

The immobilizer systems divided by

national automakers
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FIAT IMMOBILIZERS

In Fiat brand vehicles there are two generations of immobilizer

systems which are:

Figure 24

FIAT CODE PHASE I (fig24): It consists of 1 (one) master

key and 2 (two) slave keys. In this system, the master key (red)
encrypts the slave keys (blue). With the tracker it is not possible
to encrypt the keys.
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FIAT CODE PHASE II (fig25): In this phase the master key has been
eliminated. Keys with transponders can only be coded using a diagnostic device.

Figure 25

The immobilizer error fault light is on the control panel.

instruments , it is yellow and has the symbol of a key . To
Turn on the ignition key, the code light turns on for 0.8 seconds and turns off. If it
stays on or flashing, it means FIAT CODE problems. At that moment, if the engine
is started, it starts, but then dies, because the CODE system cuts the fuel pump,
the ignition coil and the injection valves.

The vehicle comes from the factory with two blue keys , although

Up to 8 keys can be encoded.

In FIAT, the immobilizer control unit is located under the steering column
trim or incorporated into the instrument panel or body control module. If
replacement is necessary, it can be exchanged.
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individually for CODE PHASE I in cases of box type ecu, or be exchanged together
with the injection center for CODE PHASE II as they form a matched pair.

VEHICLES INVOLVED
ÿ PALIO
ÿ SIENA
ÿ STYLE
ÿ MAREA
ÿ BRAVA
ÿ ONE FIRE
ÿ DOUBLE
ÿ

COMPOSITION OF THE IMMOBILIZER SYSTEM:

ÿ Ignition key with transponder.
ÿ Master key (for FIAT CODE PHASE I vehicles).
ÿ Immobilizer Central (CODE).
ÿ Electronic control unit, ecu.
ÿ Anomaly light

IGNITION KEY CODING WITH TRANPONDER :

There are two procedures for encoding keys:

1) In this procedure, the system is CODE PHASE I and therefore has a master key:

ÿThis system only accepts encryption if we have at least 2 keys to program and a
maximum of 8 .
ÿ Place the master key in the ignition and turn it until the lights on the dashboard
come on.
ÿNote that the CODE LAMP on the panel lights up for 0.8 seconds and then goes
, the
out. At that moment remove the master key and in less than 10 seconds place
key
to be programmed in the ignition and turn the key.
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ÿObserve again that the CODE LAMP lights up for 0.8 seconds and
then goes out. At that moment, remove the already encoded, andkey
in
less than 10 seconds place another key to be programmed in
the ignition and turn the key.
ÿNotice again that the CODE LIGHT lights up for 0.8 seconds and
then goes out. At this moment .
remove the 2 keys already coded and in less than 10 seconds
place the MASTER key in the ignition and turn the key. ÿCODE
LAMP will light for 0.8 second and then turn off. ÿThe 2-key
encryption is ready. The procedure is the same for more keys.

2) The following procedure is for the FIAT CODE PHASE .

II This system does not have a master key, but a diagnostic device
can be used. However, it is necessary to have the key code that
comes stamped on a card called ''CODE CARD'' and this code is 5
digits (electronic code).

ÿThis system only accepts encryption if we have at least 2 keys to

program and a maximum of 8.
ÿNo need to delete existing keys , before doing
new schedule. But if you want, you can erase them using a
tracker.
ÿ The diagnostic device must be enabled to enter, as the key coding
on the CAN is via the VENICE system.
ÿAlready with the
network,
devicefollow
in the the
venice
procedures
system provided by the
equipment itself.

ELECTRONIC INJECTION MODULE (ECU)

To program the new OR RESET module, simply turn on the
ignition key and the FIAT CODE control unit will program it.

Therefore, it is important to know if the injection center is

really damaged at the time of its replacement, as it only accepts a
single programming.
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To prevent the new control unit from being programmed, enough

disconnect the FIAT CODE control unit connector.

FIAT CODE CENTER

The immobilizer unit can be replaced individually.

If its replacement is necessary, use the master key to program the

central code (same procedure for encoding keys).
From then on, the new FIAT CODE control
unit will already be synchronized with the keys and the injection control unit.

EMERGENCY DEPARTURE
This procedure is used for FIAT CODE PHASE I and PHASE
II
It is important to point out that this operating strategy only serves to
crash the code system. For example: the key with transponder has been
lost and you want to operate the vehicle with a common key (without
transponder).
Every time the vehicle is turned off, it must be
the whole procedure again.
ÿ Switch on the ignition without starting it.
ÿ Step on the accelerator all the way down and hold it down.
ÿ Note that the injection lamp will flash twice and
delete.
ÿ At that moment release the accelerator pedal and start counting how
many times it lights up. When the number corresponding to the first digit
of the key code (electronic code) flashes, step on the accelerator again
all the way.
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ÿ Note that the injection light will come on and again if

delete.
ÿ Take your foot off the accelerator and start counting again how many times the
injection light comes on. When the number corresponding to the second digit
of the key code flashes, step on the accelerator again.

ÿ Repeat this procedure for the remaining code numbers

of the key.
ÿ When you finish the last number , step on the accelerator
again and notice that the injection light flashes about 2 times
and it goes off.
ÿ At this point the code has been accepted.
ÿ Without turning the key back, start the engine.

TIP

We often come across an electrical failure in Fiat vehicles, and then we need
to know precisely if the failure is part of the immobilizer system or if it is being
caused by a failure in some isolated component of the electronic injection, or
even the injection ecu.

The emergency start can help us in this diagnosis, the first step is to step on
the accelerator pedal and wait, if the anomaly light does not flash, we have a
great chance of having a problem of lack of electrical supply in the injection
ecu, or even even if it burns. if we manage to insert the correct secret code,
the start will be released, and then the immobilizer system will be disabled.
injection.
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52 ECU REPAIR VOL2

GM IMMOBILIZERS

Figure 26

GM's immobilization system is called IMMOBILIZER, and was introduced

in Brazil in August 1996 with the VECTRA B (fig26).

The immobilizer irregularity warning light is the same as the electronic

injection. When turning on the ignition key, if it is flashing it means immobilizer
problem. If she
is lit , normal operation.

The vehicle comes from the factory with two keys, however it can be
coded up to 5 keys.

This encoding can only be done with the help of a tracking device.
, therefore not having a master key.

GM has two types of immobilizers:

1° ) In the first model that equips VECTRA B ; OMEGA 4.1 L and

2.2 L; CORSA 98 to 2001; TIGRA 97 to 99 , can be placed
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53 ECU REPAIR VOL2

new or used command centers by simply doing the

synchronization of the same with the help of a tracker

2° ) In the second model that equips CELTA 2000 to 2001 ; ZAFIRA 200 to 2001 and
ASTRA 98 to 2001, used switches must be erased before receiving new programming

VEHICLES INVOLVED
ÿ VECTRA B
ÿ OMEGA 4.1
ÿ OMEGA 2.2
ÿ CORSA MPFI after 96 (optional)
ÿ NEW ASTRA
ÿ TIGRA
ÿ OMEGA NEW
ÿ MOUNTAIN
ÿ AGILE
ÿ PRISM
ÿ MERIVA ÿ
ZAFIRA

COMPOSITION OF THE IMMOBILIZER SYSTEM:

ÿ Ignition key with transponder.
ÿ Immobilizer control unit incorporated with the coil/antenna.
ÿ Electronic control unit.
ÿ Anomaly lamp.

IGNITION KEY CODING WITH TRANPONDER :

To encode the ignition key, you must have the INFO CARD handy. It is a card
that comes with the vehicle which contains the immobilizer code, key code and radio ,
code and chassis number.

With the immobilizer password in hand, enter a

in-vehicle diagnostic device , enter immobilizer function
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54 ECU REPAIR VOL2

and following the steps determined by the device, encode the

keys. It is important to remember that, when coding thethenew
oldkey,
one
must also be coded, otherwise it, will not make the car work.

In the new OMEGA the key only accepts one programming, not
possible to reprogram them.
If the customer does not have the INFO CARD, a request
can be made to the vehicle manufacturer through a dealership, or
with electronic resources. It is good to remember that the first GM
vehicles with an immobilizer came with the key transponder
just plugged in and that it was common to lose the transponder in
case the key was dropped. Today the newest models come with
the transponder glued on.

ELECTRONIC INJECTION MODULE (ECU)

The injection module can be replaced with a new or used
one. However, it is necessary to do the coding and for that it is
necessary the help of a tracking device.
, in possession of the key
Enter the immobilizer function and
code, follow the procedures provided by the diagnostic device.

If the control unit recognizes any anomaly in the immobilizer,

a fault will be registered that can be seen either by a tracker or by
making a jumper between pins A and B or 5 and 6 (in the case of
VECTR B) of the existing diagnostic connector in the vehicle.

In the case of ASTRA , ZAFIRA and CELTA it is only possible to see the
NOVO fails with a tracker
Faults can be:
Code 143 - communication error between the immobilizer control
unit and the ECU

Code 144 – unrecognized key code

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55 ECU REPAIR VOL2

Code 145- unrecognized key code

IMMOBILIZER CENTER
The immobilizer control unit is combined with the coil/antenna
and can be replaced. The new or reset immobilizer control
unit is virgin and accepts a single code entry. However this code can
be any number.
Record preferably the old code that comes marked from the INFO,
the keys because that way it will be easier to memorize the CARD then
.First record the immobilizer control unit and ,
only then the injection control unit.
In the second generation of the immobilizer, such as the ASTRA
NOVO ZAFIRA and CELTA,one,
, previous the new code
as the must be
injection unitthe same
has as the
already been
coded with this code.

The CORSA FAMILY immobilizer harness is the same for cars

with or without this safety device, as in these models the immobilizer
is optional. If the vehicle comes without the factory immobilizer
, A jumper will be made between pins 6 and
7 of the immobilizer central harness so that the control unit can receive
the speed sensor signal. In the absence of this information, the fault
light comes on and the vehicle starts to stall during deceleration.

EMERGENCY DEPARTURE
on the GM line , only the OMEGA NOVO has an emergency
start in case of immobilizer failure. To make it work, follow the
procedure:
ÿ Turn the ignition key on without starting it for a period of
two (2) hours.
ÿ When the flashing alarm malfunction lamp goes out, start the engine.

This lamp is located on the on-board computer switch.

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VW IMMOBILIZERS

VW's immobilization system is called

IMMOBILIZER(fig27), and was introduced in Brazil in 1998.

Figure 27

The immobilizer fault light is yellow and has

the symbol of a key. However not every VW vehicle has

this lamp. For example, the imported ones.

When turning on the ignition key, if it stays on or flashing, it means

immobilizer problems. At that moment, if the vehicle is started, it starts and then
dies.

The vehicle comes from the factory with two keys, however it can be
coded up to 8 keys.

This encoding can only be done with the help of a tracking device.
, therefore not having a master key.
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On VW, the immobilizer control unit is coded ,

therefore needing to synchronize the keys and the injection command center.:

VEHICLES INVOLVED
ÿ GOAL (all) ÿ
SAVEIRO
ÿ PARATI
ÿ KOMBI
ÿ SANTANA
ÿ GOLF (NATIONAL AND IMPORTED)

COMPOSITION OF THE IMMOBILIZER SYSTEM:

ÿ Ignition key with transponder.
ÿ Immobilizer control unit ÿ Coil/
antenna.
ÿ Electronic control unit.
ÿ Anomaly lamp.( not all )

IGNITION KEY CODING WITH TRANPONDER :

To encode the ignition key you must have the immobilizer code.

With the immobilizer password in hand, enter the immobilizer function.

diagnostic device in the vehicle and ,
following the steps determined by the device, encode the keys. It is important to
remember that, when making the
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58 ECU REPAIR VOL2

encryption of the new encrypted , the old one should be too otherwise
key , it won't make the car run.
This programming can only be done with the help of a tracker.
If the customer does not have the code, a request can be made
to the vehicle manufacturer through a dealership, or through electronic
resources.
It is important to note that if the switch is subjected to a magnetic
field. For example being close to a speaker.
It can be decoded. Before encrypting the key through a tracker,
perform the following ,
procedure:
Disconnect leave it off, for
the battery Then
1 (one)
connect
hour.it again, turn on the ignition key
without starting, wait for 45 minutes the engine.
and without
If the turning
vehicle the
remains
key run
at
idle, it is because the synchronization was successful.

ELECTRONIC INJECTION MODULE (ECU)

The injection module can be replaced with a new or used one.
However, it is necessary to do the coding and for that it is necessary
the help of a tracking device.
,
Enter the immobilizer function, choose the ADAPTA ECU
function and with the key code, follow the procedures
diagnostic device.
provided by the

If the command center recognizes any anomaly in the

immobilizer, a fault will be recorded that can be seen by a tracker

IMMOBILIZER CENTER
The immobilizer unit on most vw vehicles is mounted behind the
steering column trim and is replaceable.
The new immobilizer unit is already encoded. Then
encode the keys and only then encode the injection unit. Some vw
vehicles have the immobilizer ecu
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59 ECU REPAIR VOL2

incorporated into the instrument panel, as is the case of golf,

Passat, bora and jetta.

EMERGENCY DEPARTURE
On the VW line, only the IMPORTED GOLF has an
emergency start in case of immobilizer failure. To make it work,
follow the procedure:
ÿ Turn the ignition key on without starting ÿ
Turn the hour knob to the right and simultaneously press the trip
odometer reset button.
ÿ The odometer will read “0000” and the first digit will start
blink.
ÿ Keep pressing the odometer reset button until the number
corresponding to the first digit of the secret code appears.
Confirm by turning the hour knob to the right.

ÿ The second digit will start flashing. Then follow the same
procedure as described above.
ÿ After entering the 4 (four) numbers, turn the hour adjustment
knob to the right again and press the trip odometer reset knob.

ÿ Run the engine. ÿ

The engine must remain running and the malfunction light will
remain on.

NOTE: Whenever you turn off the ignition key, the same procedure
mentioned above must be done, so that the vehicle starts working.
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FORD IMMOBILIZERS

The FORD immobilization system is called PATS (Passive Anti-Theft

System), and can be divided into three
systems:

PATS I : Introduced in 1997 and has 1 (one) master key and 2 (two)
slave keys. In this system, the master key (red) encodes the slave keys (black).
With the tracker it is not possible to encrypt the keys. Just take readings, view
fault codes, test actuators and erase

keys.

PATS II: Introduced in 1999 , does not have a master key. Keys
with transponders can only be coded using a diagnostic device.

PATS CAN: equips vehicles after 2005, and

keys can only be encoded with the help of a scanner.

Immobilizer Error Fault LED is mounted

next to the clock and is colored red, or has a design of a padlock in the center of
the instrument panel. When turning on the ignition key, the LED lights up for 3
(three) seconds and goes out.
If it stays on or flashes, it means immobilizer problems. At that moment, if the
engine is started, it will not
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61 ECU REPAIR VOL2

turns, as the start inhibitor relay cuts off the starter motor. if
a “break” is given , it won't work either , as the
immobilizer system also cuts off the fuel pump, ignition coil and injection valves.

The vehicle comes standard with two black keys, but up to 15 keys (for PATS
1) and 8 (for PATS 2 and can) can be encoded.

In FORD, the immobilizer control unit can be incorporated in the coil/antenna

or incorporated in the ECU or in the instrument panel as in the case of the pats can.

VEHICLES INVOLVED
ÿ FORD KA
ÿ FIESTA
ÿ MONDEO
ÿ TAURUS
ÿ F250
ÿ ESCORT
ÿ ECOSPORT

COMPOSITION OF THE IMMOBILIZER SYSTEM:

ÿ Ignition key with transponder.
ÿ Master key (for PATS I vehicles)
ÿ Immobilizer control unit (incorporated into the coil/antenna) or
Immobilizer control unit (built into the ECU, or panel) ÿ Electronic
control unit.
ÿ Start inhibitor relay
ÿ Anomaly LED

IGNITION KEY CODING WITH TRANPONDER :

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62 ECU REPAIR VOL2

There are two procedures for encoding keys:

1) In this procedure, the system is PATS I and therefore has a

master key:

ÿThis system only accepts encryption if we have at least 2 keys to

program and a maximum of 15 .
ÿDelete existing keys , before re-programming.
It is only possible to erase them with the help of a diagnostic
device.
ÿ Place the master key in the ignition and turn it until the lights on the
dashboard come on.
ÿNote that the PATS LED on the watch lights up for 3 seconds and
then turn off. At that moment, in less , remove the master key and
than 10 seconds, place the key to be programmed in the ignition
and turn the key.
ÿObserve again that the PATS LED lights up for 3 seconds and
then goes out. At that moment, remove the, already
key andencoded
in less
than 10 seconds place the new key to be programmed in the
ignition and turn the key.
ÿNotice again that the PATS LED lights up for 3 seconds and then
goes out. At this moment . remove the 2 keys already coded
and in less than 10 seconds place the MASTER key in the
ignition and turn the key. ÿThe PATS LED will light for 3 seconds
and then turn off. ÿThe 2-key encryption is ready. The procedure
is the same for more keys.

OBS : To delete the keys you will need a password that will be
obtained as follows .

MPI serial number (in case of RASTHER) Ex. : 598632 where the :

No. 1 = 5
No. 2 = 9
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63 ECU REPAIR VOL2

No. 3 = 8
No. 4 = 6
No. 5 = 3
No. 6 = 2

The password is the numbers placed as follows:

No.3 No.5 No.2 No.6 No.4 No.1 ie 839265

2) The following procedure is for PATS II This .

system does not have a master key, however one of the black keys can
be used as the master key. :
ÿThis system only accepts encoding if we have at least 2
keys to program and a maximum of 8.
ÿNo need to delete existing keys , before doing
new schedule. But if you want, you can erase them using a diagnostic
device.
ÿ This example procedure will assume that we have an encoded key
and we want to encrypt another one. Let's call the encoded key key
1 and the key to be encoded key
two

ÿ.Put the key 1 in the ignition and turn it until the lights on the dashboard
light up.
ÿNote that the PATS LED on the watch lights up for 2 seconds and
then turn off. At this time less than 10 , remove key 1 and then
seconds, place the key 2 to be programmed in the ignition and turn
the key.
ÿObserve again that the PATS LED lights up for 2 seconds and then
goes out. At that moment, remove key 2 already, than
encoded
10 seconds
and input
less
key 1 back in the ignition and turn the key.

ÿThe PATS LED will light up for 2 seconds and then turn
off. ÿThe 2-key encryption is ready. The procedure is the same for more
keys.
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64 ECU REPAIR VOL2

ÿPATS CAN
It is necessary to use a scanner to program the keys. The procedure is
very simple, but a little time consuming, as the immobilizer system
requires a time of 10 minutes for encoding, and if the procedure is wrong,
it doubles the requested time. procedure and all described by the

scanner.

ELECTRONIC INJECTION MODULE (ECU)

The injection module can be replaced with a new or used one.
However, it is necessary to do the coding and for that it is necessary the help
of a tracking device.
Enter immobilizer function , choose the ADAPTA ECU
function and in possession of the code provided by the equipment company,
follow the procedures provided by the diagnostic device.

If the command center recognizes any anomaly in the immobilizer, a

fault will be recorded that can be seen by a tracker

IMMOBILIZER CENTER
The immobilizer control unit can be incorporated into the control unit
ECU, panel or built-in coil/antenna.

EMERGENCY DEPARTURE
There is no emergency start on the FORD line.

REPROGRAMMING OF DATA OF
IMMOBILIZER IN ECU
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65 ECU REPAIR VOL2

We can reprogram the starter immobilizer data contained in

the ECU memories, whether this is the main memory, which
is the largest, where the vehicle operating data is also located,
or secondary memory, which is smaller and exclusive to the
immobilizer.

In the figure below, an example of reprogramming with the

soic clamp (most used).

ECU DECODE
The decoding of the ECU consists of disabling its internal
immobilizer system, so that it works without the need for the other
components of the immobilizer system.

This disabling is done through the reprogramming of the

memories where the immobilizer data are, these memories can
be of the main or auxiliary type.
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66 ECU REPAIR VOL2

MAIN MEMORY

In some ecu the immobilizer data are stored together with the engine operating
data, being possible to disable it, just by exchanging the original file for a modified
file, in order to disable the system.

Some examples of ecus that have immobilizer data together

to those of the engine.

Ecu Sirius 32 by simiens

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67 ECU REPAIR VOL2

AUXILIARY MEMORY

Auxiliary memories are exclusively for storing immobilizer and km data.

Generally, they have small data storage capacities and small size.

, memories with 8-pin ivolucro soic are generally used, the most used
are:

95040 and family

24c02 and family

93c46 and family

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68 ECU REPAIR VOL2

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69 ECU REPAIR VOL2

Datasheets for these memories can be found on the website:

http://www.datasheetcatalog.com/

PROGRAMS AND DATABASE FOR

DECODING

There are several programs on the market used for decoding and
ecus resets.

It consists of loading the original file in the decoding program, where

this program will identify the data to be changed in the original file,
eliminating or resetting
immobilizer system.

When creating a new decoded file, the technician can save this file, forming a
valuable database for future use.

IMMOKILLER

Immokiller (fig28) is a program widely used by technicians in ECU repairs, as it

has several features for decoding, resetting and reading immobilizer passwords.
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70 ECU REPAIR VOL2

Figure 28

RESET OF THE IMMOBILIZER SYSTEM OF

ECU

Resetting the ecu immobilizer system consists of a

reprogramming in the ECU's internal memories, in order to renew its original

recording ability, leaving the piece
in new state.

There are several differences between the systems, described below:

FIAT RESET
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71 ECU REPAIR VOL2

It has the practicality of not needing to use tools for recording in the
vehicle, just installing the ECU, when the ignition is turned on, the
ECU of the injection combines with
receiving
the ECUitsofcode
the immobilizer,
and enabling it. .

RESET VW

In VW vehicles it is not necessary to reset the injection ecus

used to enable the immobilizer system. the immobilizer system is
integrated into the ecu when programming via a diagnostic tool
(scanner).

RESET GM

ECUs for Gm vehicles are considered the most labor intensive

in question of resetting the injection ecu .because your reset is all
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72 ECU REPAIR VOL2

done through the diagnostic tool. The internal password of the ecu is required,
that is, the password of the immobilizer in which it is
found.

WARNING:

NEVER PERFORM THE RESET PROCEDURE ON ECU DOS

CELTIC OHC VEHICLES, BECAUSE THE RESET OF THIS SYSTEM WITH

GENERIC SCANNER, THAT IS, THE DIFFERENT TO TECH 2

ORIGINAL GM, LOCKED ECU OPERATING SYSTEM.

RESET FORD

There is no reset in injection ecus on vehicles of this brand.

IMMOBILIZER SYSTEM PASSWORD

The immobilizer system has a password to access the

system. in emergency cases, the password is required to start the engine

without the transponder. In some systems it is also necessary to release the
system for programming
of new keys.

We have two ways to obtain the immobilizer system password, the first and
most conventional and requesting the vehicle owner for the card that
accompanies the vehicle's user manual.
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73 ECU REPAIR VOL2

vehicle, it is therefore recommended that you pay special attention to the card,
as it contains the confidential immobilizer password.

This is often kept in a secret place, in which the owner, at the time of
sale, forgets to pass it on to the new owner.

With the loss or lack of the card, the current owner can request the
concession of the brand, a new card. Each brand has a price and a delivery time.

Another way to obtain the password is through electronic resources,

which we will discuss now.through serial and universal programmers and
programs designed to obtain passwords.

The programs have the function of searching in the specific positions of the
file read in the memory of the immobilizer or injection ecu. but many times
these data can be encrypted, a system used since ancient times to protect
data and messages. It consists of scrambling the data or messages so that,
whoever receives it, has the same knowledge as who scrambled it, that is, they
have the sequence and can then receive and understand the message, but
whoever intercepts it, will not be successful when trying to read, as they will not
know how to unscramble such a message, could not decrypt.

The already described immokiller has the function of decrypting some

systems.

The immobilizer password can be entered in injection ecus,

immobilizer ecus and instrument panels.

We will deal with the systems from the brands.

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FIAT PASSWORD

In Fiat vehicles, the password can be obtained by reading the

memories built into the ECU processors of the immobilizer
system. through the 93c66 memory as described in fig. on iaw4sf
models it can be obtained through the injection ecu.

Figure 29
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75 ECU REPAIR VOL2

Memory location on the board.

We can also get the password in panels, in the case of canopies

year 2007 onwards and new one.

New uno printed circuit board.

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In Fiat vehicles, the making of the transpower is done through the data
obtained in the memories of both the panels, modules of
bodywork control and immobilizer ecus.

There are programs that, through this data, generate the encoding
for the transponder, as in the case of TM MAKER
PRO(fig30)
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77 ECU REPAIR VOL2

Figure 30

We can find a lot of information about immobilizer on the website

of the manufacturer of this device:

http://tmpro2.com/index.php/modulesdescription1

VW PASSWORD

VW vehicle passwords can be obtained in several ways

, as described below:

Classic ,golf and van vw pole: the password can be obtained

by reading the memory built into the MOTOROLA
MC68HC05B16 PLCC52 processor. Requires a special
programmer dedicated to this processor.
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78 ECU REPAIR VOL2

Reading the processor's internal memory via the socket.

Gol family, Fox, Santana, Saveiro and etc: in this family until the year
from 2007 the password is in the memory 93c56 of the ecu of the

immobilizer.can be read through the universal programmer or directly through

serial programmers such as the vag tacho 2.5.in vehicles of this family after
2008 the password can be obtained from the injection ecu or dashboard.
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Ecu Audi golf megamos, memory 93c46

Password reading via soic clamp.

Ecu IAW 4GV, from gol g5, the password is in memory 95320 as
shown in figure 31.
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80 ECU REPAIR VOL2

Figure 31

Golf v, polo, bora , Passat: with German technology, which

uses the immobilizer module incorporated into the instrument
panel these vehicles have a variety of systems, only golfv (golf5, no
Brazil, the golf has two versions, but this model in Europe is already
in the fifth version), it has 16 versions of panels, in most of them it
is possible to obtain the password in the memories 24c02, 93c66 or
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81 ECU REPAIR VOL2

93c86 from instrument panel, with vag serial programmer

pot 2.5

Golf panel.

Memory location 24c02.

Reprogramming with the soic tweezers.

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TACHO program screen 2.5.

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83 ECU REPAIR VOL2

we can also obtain the password quickly and practically, as it

eliminates the need to remove and dismantle the panel.
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GM PASSWORD

On GM vehicles, the password can be found in the memories of the injection ecus,
immobilizer ecus, and some cases on the dashboards.
of instruments and body control ecus.the system

Gm immobilizer has two versions, called opel 1 and opel2, and we find
an evolution of the opel 2, the opel2r.

On opel1 systems we can read the password through the memory built into
the Motorola zc 430 754 processor ( fig32)

ZZZ
Figure 32

CC43
Figure 33

0754
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85 ECU REPAIR VOL2

In figure 33 we can see the socket used to wrap the processor for reading.

On the opel 2 system, the password is located in the internal memory of the tms
370 processor, which can be read through the specific programmer for this
processor.

The opel2r system has the password located in the Motorola processor's built-
in memory (fig34).

Immobilizer ECU label, where you can identify the version

of the system.

ECU view without housing and antenna.

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Figure 34

FORD PASSWORD

In Ford vehicles, a password is not used and does not have the

emergency departure.
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INJECTION MODULE REPLACEMENT

ELECTRONICS

We are constantly faced with the need to change an ecu, there are
many cases in which we need to test an ecu in good condition in a
vehicle with suspected defect in the injection module. the injection ecu
change will depend on its internal memory where the immobilizer
information is
contained.

In cases of ecus with memory built into the processor, as is the case of
units with st10fxx processor, it is only necessary to transfer the total
content of the main memory to the ecu that will be installed.

In cases such as the corsa 98's multec system, the programming

required will be only the isolated block where the immobilizer data is,
which are of few bytes, only 256 bytes inside the Motorola MC68HC11
processor (fig35).
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88 ECU REPAIR VOL2

Figure 35

The vast majority of ECUs use auxiliary memory to store

immobilizer data, usually memories with small storage capacity and
reduced size.

We can then remove this memory and replace it with the part that we are
going to use, thus facilitating the exchange of the ecu.

We can also change the memory programming through the universal

programmer.

Some examples:

Ecu hsfi delphi, fiat and GM

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Location of soic memory in HSFI ecu.

Ecu family Fiat IAW49FB

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Ecu marea system Bosch M 2.10.4(fig36)

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Figure 36

Ecu Ford system ECC V PATS 2 memory 25020(fig37)

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Figure 37

Ecu vw M 7.5.10 memory 95040

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COMMON SYSTEM DEFECTS

IMMOBILIZER

Like any electronic system, the starter immobilizer is also prone to

failures, among them, the most common are:

TRANSPONDER FAILURE

The most common failure happens with the transponder, because

it is a small component, it suffers many with the impact of the keys
where they are housed. The transponder can deprogram if or break,
for the diagnosis it is necessary to use a scanner to read the failure,
which will remain recorded in the fault memory of the immobilizer's
ECU in the event of a breakdown. We can also submit the transponder
to a test in specific transponder identification devices, and if this device
does not detect the transponder, its failure is attested, otherwise, the
failure it could be in the antenna or in the immobilizer ecu.

ANTENNA FAILURE
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94 ECU REPAIR VOL2

The system antenna is also the cause of many failures, because if the
magnetic field does not reach the transpower, it cannot be read. In a
practical way, the antenna works as a coil, so if its winding is short-
circuited or open-circuited, it cannot work. In figure 38 we can see the
test of the antenna with the multimeter.

The measured value should be around 10 OHMS.

Figure 38

FAILURE IN ELECTRICAL CIRCUITS

ECU electrical wiring failures are very common, as many are installed in
places unprotected from moisture. This moisture causes the ECU
connectors to oxidize, leading to the failure of the ECU.
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95 ECU REPAIR VOL2

system.wiring interruptions for various reasons, such as

installation of accessories may cause serious damage.

IMMOBILIZER ECU FAILURE

It is also common to detect failures in the immobilizer

ecus, in these cases a diagnosis is needed a little
more judicious.

The first step is to measure the polarization (power supply) of the

ecu with the help of the electrical schematic of the system, multimeter
or test lamp of low electrical current.

After verifying the correct polarization, and its

electrical circuit, we will start to change the ecu.

WARNING

DO NOT USE ELECTRICAL HIGH POWER TEST LAMPS

,FOR THIS TYPE OF TEST, CAN INSERT A CURRENT
ELECTRIC TO OTHER CIRCUITS INTERCONNECTED TO THE ECU OF

IMMOBILIZER, CAUSING POSSIBLE OVERLOAD.

PREFERENCE TO TEST PEN THAT USE LEDS. THIS NOTICE
SERVES FOR TESTING ALSO OF OTHER ECUs.

CONCLUSION
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96 ECU REPAIR VOL2

As we conclude the second part of our

training, we hope that this manual will be of great value to
those who are interested in it.

Follow the next news on the site:

http://www.suporteaoficina.com.br/

thank you all.

Cassio Bittencourt

30 years old, electronics technician, works for 15 years in the

automotive area, during this period he took programming courses
in delphi, visual basic, microprocessors, digital serial ports. in the
, USB and electronics
city of Belo Horizonte, Minas Gerais, Brazil.