Xhorse Multi Prog Repair BMW 48V Battery Module

In the world of automotive electronics, BMW’s 48V mild-hybrid systems have introduced new challenges for repair technicians. One such challenge is the battery management control board, which can be rendered unresponsive by incorrect programming attempts.

In this article, we walk through a real-world repair case involving a BMW 48V battery board that arrived at the workshop in a “dead” state after someone attempted to program it with the wrong tool settings.

 

Identifying the Board

The board is a BMW 48V battery control board, Version 1.0. It’s important to note that there are multiple generations of these boards:

• Gen 1 – Has a single solid connector.
• Gen 1.5 – Features two separate connectors (as seen in this case).
• Gen 1.0 – The specific board in this repair.

While the physical connectors differ between generations, the internal processes are fundamentally the same across all versions.

 

Initial Diagnostics

Read the BMS board using an Xhorse Multi Prog programmer. The reading process started normally, with percentages climbing as the data was being read. The primary data required for a successful repair includes:

• MH (Manufacturer) Codes
• CFlash (Configuration Flash) data

The processor on this specific board is a 5746G, which belongs to the ATO family. This is a critical detail because the addressing for this processor differs from other variants in the same family.

The Problem: What Went Wrong?

The board was brought in because it had stopped communicating entirely. According to the customer, someone had previously attempted to program it using a VVDI programmer. After that attempt, the board went dead – it no longer responded to any communication attempts.

The Root Cause: The previous technician selected the wrong processor type. Instead of selecting the exact 5746G processor, they chose a variant from the same family with the letter “M” in its designation.

This seemingly small mistake caused the programmer to use incorrect addressing and data mapping. The result? A completely unresponsive board.

 

The Correct Procedure

To recover the board, follow this process:

1. Understanding the Correct Processor Mapping

For the 5746G (ATO family, letter “C” variant) , the programming layout includes:

• Buff (Buffer)
• MH Codes (Manufacturer Codes)
• CFlash
• UTest (Unnecessary for most purposes – can be skipped)

For the incorrect “M” variant, the layout differs slightly, which leads to the communication failure.

 

2. Writing the Correct CFlash

Write the proper CFlash data to the board using Multiprog. The write process includes an erase phase, during which he was careful not to interrupt the operation. If the write fails mid-process, it becomes a manual recovery nightmare that doesn’t always succeed.

3. Important Post-Programming Step

After the board has been reprogrammed (especially after a failed VVDI attempt), all files must be changed. Specifically, the MH Code and MHD Data files must be replaced. These are not automatically corrected by simply writing the CFlash again – they must be manually updated.

4. Writing the MH Codes

The technician selected the correct MH data and initiated the write process. The write completed quickly and successfully.

 

Notes and Tips

• Keeping Track of Details

So many variants and processor types, it’s impossible to remember everything. They keep physical notes and reference guides on hand to avoid mistakes.

• Color-Coded Wiring

On the board itself, the wires are soldered and color-coded, making it easier to identify connections for future repairs.

• Verification is Key

After writing the data, run n a verification process. While they often disable automatic verification to save time during the write phase, they always run it manually afterward. A failed verification indicates either a corrupted file or a faulty processor.

 

Software Usability Note: Multiprog vs. VVDI Prog

Multi prog: While functional, the interface has a small window for viewing the file system, making it less convenient to navigate. There’s also no scroll arrow – you have to click directly on the scroll bar, which is cumbersome.

VVDI Prog: In contrast, VVDI offers a full-screen, clear interface where everything is visible and easy to work with. However, as this case demonstrates, having a user-friendly interface doesn’t prevent mistakes if the wrong processor is selected.

 

 

Final Thoughts

This repair serves as a cautionary tale for automotive technicians working on BMW 48V battery systems. The key takeaways are:

Lesson	Key Point
Always select the exact processor	Choosing the wrong variant (e.g., “M” instead of “C”) kills communication.
Replace all required files after a failed attempt	After VVDI mistakes, MH Codes and MHD Data must be manually updated.
Don’t interrupt writing	A failed write during the erase phase can lead to time-consuming manual recovery.
Verification matters	Always run a verification check after writing to confirm data integrity.
Keep reference notes	With so many processor variants, written guides are essential.

The BMW 48V battery control board was successfully recovered.

 

www.vvdishop.com

Xhorse Super Chip XT27 or XT15 for Toyota 24C04 ID33 Key

How to perform an immobilizer chip repair on an older Toyota Starlet, likely from 1998. The goal was to avoid using an expensive original chip and instead test two aftermarket alternatives: the Xhorse Super Chip XT27 and the XT15.

Initial Inspection
The main focus was the immobilizer box, which contained an EEPROM chip labeled 24C04. This memory chip stores the key data required to start the vehicle.

Reading the EEPROM

The first step was to read the 24C04 EEPROM. This can be done with various programmers, including Xhorse Mini Prog, Orange5, XP400 Pro, or Autel devices.

Make Key via Dump
Tango supports older Toyota models. In newer diagnostic tools, this specific data was not available.

Autel and VVDI2 both can recognize the 24C04 EEPROM for the Toyota Starlet.

 

Writing New Chips

Two different transponder chips were prepared:

• Super Chip XT27 (XT27) – programmed as a “superchip”
• XT15 Chip– programmed as a dealer key using X115

Both chips were written using the VVDI 2 device. No rewriting of the EEPROM was needed after programming.

Testing and Results

After soldering the EEPROM back onto the immobilizer board, both chips were tested in the car. The results:

• XT27 – worked perfectly. The engine started.
• XT15 – also worked, despite many technicians claiming this chip is unreliable and should be discarded.

The customer confirmed that both chips allowed the engine to start. The original expensive chip (7935) was not required.

 

Conclusion

For this particular 1998 Toyota Starlet, both the XT27 and XT15 chips successfully replaced the original immobilizer transponder. These chips don’t work on all vehicles, they performed well in this case.

www.vvdishop.com

Xhorse XEMQB1EN Failed to Generate MQB Remote?

Problem:

I bought these kinda keys for MQB Skoda, etc., and today when I tried to generate chip it’s can’t generate MQB… I thought all these purple Xhorse super remotes are capable of that. Aslo , this is especially MQB style. This is XEMQB1EN super remote. Any idea?

Solution:

You need the XM38 style MQB chip/remote in the orange packet. Orange XSMQB smart key only for MQB. The Xhorse XSMQB1EN is MQB chip capable.

The XEMQB1EN super remote is just a super chip inside the key.

The the super model remotes in the purple bag like you have there all have the first generation super chip. It cannot be generated to MQB. Even if you’re using key ignition for MQB VAG, just use an orange bag MQB style remote like that, and generate it to the correct profile. Then it will work with the Car when you learn it and create the dealer key.
No, it’s just literally the style. Those keys can be used for most other cars tho and they’re nice quality.