The quality of EU automatic transmissions in fossil-fuel vehicles is becoming their owners’ own grave—ranging from weakened materials to poor, unrepairable solutions. Worst of all, manufacturers lock the electronics to prevent reuse from salvaged or crashed vehicles. They modify security software and implement new protections to make even the most expensive aftermarket tools, like Flex and KTag, obsolete, ensuring that the monopoly over both markets remains within the same players.
Over the past 15 years, we have cracked 12 transmissions and pumps with hardware protections on BARDIE platforms to give components a “second life” (7G, 772.8, 6Txx, DQ200, PSG16, etc.). This DQ500 with an “F” after 2022 designation has its bootstrap deactivated on the CAN bus, making cloning the original unit onto a used one impossible with currently available tools—even though this could solve a €2,000 problem that can appear as early as 50,000 km (something what diesel fans say that nothing never fails).
After a few days under the microscope and using internal methods, the DQ500 was pwned for reading and writing on the bench, requiring partial disassembly of the electronics and connections to the main connector. BARDIE electronics have exposed chips on ceramic, encapsulated in silicone, with gold wires bonded to the ceramic PCB traces. The backtrace process and debugging are a nightmare—days of meticulous probing under a 10x microscope, tracking and testing all lines and combinations, often destroying several electronics in the process.
The main issue is that these processors are often custom-made, with no available datasheets—especially for Renesas processors found in BMW 8HP, Mercedes 9G, Aisin transmissions, etc. So far, we have cracked all MPC and Tricore processors without datasheets, becoming pioneers in this field over a decade ago. Even today, we continue to receive requests to save fossil vehicle owners from bankruptcy.
EVC: Full read/write and digital forensic
New DQ500 : 2000€
Part number: 0BH927711F
