ABS/ESP ATE MK60EC1 (VAG) units — Coding, Functionality, Differences, Adaptations, Basic Settings (1K0, 3T0, 2K0, 5C0)

In this post, I want to talk about the types of ABS/ESP MK60EC1 units found in vehicles from the VAG group (these units are also referred to in various sources as Continental Teves Mark 60 EC, Conti-Teves MK60 EC, Mark 60 EC1, or (only units with the G251 sensor) Mark 60 EC/PYA) and provide as much information as possible about their coding — everything I’ve managed to find.

There might be errors, inaccuracies, or missing information here, so if you have anything to add, feel free to share — I’ll make sure to update the information!

To start, a brief introduction to the part numbers and designations found on these units. As an example, I’ll use the most sought-after unit for many people.

Regarding the country of manufacture, units have been found produced in Germany, Hungary, Mexico, the Philippines, and China. The hydraulic part has also been seen made in the USA. There is no information on the reliability of the units being dependent on the country of manufacture. Externally, the units from China stand out — the aluminum on the hydraulic part is finished more roughly than on units made in other countries. However, this does not affect their functionality in any way.

Attention! Not all 1K0, 3T0, 2K0, and 5C0 units are MK60EC1 units! Only those specified in this article!

To begin, let me explain which vehicles these units were installed on at the factory.
They were used in most vehicles on the PQ35 platform, some vehicles on the PQ46 platform, and certain cars for the Chinese market on the PQ34 platform.

PQ35 Platform:

• VW Beetle Mk3 (5C)
• VW Caddy Mk3 (2K, 2C) from 11.2008
• VW Eos (1F) from 05.2008 (2009 model year)
• VW Golf Mk5 from 05.2008, Jetta Mk5 from 07.2008 (1K, 2009 model year)
• VW Golf Mk6 (5K), Jetta Mk6 (16, AV), Golf Mk6 Variant/Jetta Sportwagen/Vento Variant/Bora Sportwagen (AJ), Golf Mk6 Cabriolet (51)
• VW Golf Plus (5M, 52) from 05.2008
• VW Scirocco Mk3 (13)
• VW Touran Mk1 facelift and second facelift (1T) from 05.2010
• Skoda Octavia A5 (1Z) from 05.2008
• Skoda Yeti (5L, 67)
• Audi A3 and S3 Mk2 second facelift (8P) from 07.2008; Audi A3 Mk2 Cabriolet (8P) from 06.2008
• Seat Altea (5P) from 05.2008
• Seat Leon Mk2 (1P) from 05.2008
• Seat Toledo Mk3 (5P) from 06.2008 (2009 model year)
• FAW-VW Golf Mk6 (98)
• FAW-VW Sagitar Mk1 (9L)
• FAW-VW Sagitar Mk2 (BK)
• SAIC-VW Touran Mk1 FL2 (9R) from 05.2011
• SAIC-Skoda Octavia A5 FL Ming Rui (91) from 03.2010

PQ46 Platform:

• VW Passat B7 NMS (A3, “New Passat” for the U.S. market) until 01.2019
• SAIC-VW Passat B7 NMS (A4, “New Passat” for the Chinese market)
• Skoda Superb Mk2 (3T) from 05.2008
• SAIC-Skoda Superb Mk2 Hao Rui (37)

PQ34 Platform:

• FAW-VW Bora Mk2 (15)
• FAW-VW Bora Mk3 (15) until 02.2019
• FAW-VW C-Trek (15) until 02.2019
• SAIC-VW Lavida Mk1 (18)
• SAIC-VW Lavida Mk2 (18) until 02.2019
• SAIC-VW Lavida Mk2 Langxing, Gran Lavida, Cross Lavida (18)

These units can also be installed on earlier models of the same vehicles, but with additional modifications (e.g., pre-facelift Touran, Caddy models before 11.2008, Golf 5 models before 05.2008, etc.). For example, installing these units on a VW Golf 5 or Jetta 5 model before the 2009 model year will require replacing four brake lines — two from the master brake cylinder to the ABS unit and two from the ABS unit to the front brake hoses, as they have different connector diameters. Additionally, the ABS unit brackets must be replaced, and some electrical work (replacing or re-pinning the connector) is necessary. Other models may have specific nuances, so it’s essential to consult parts catalogs and electrical diagrams.

When installing an ABS unit with ESP support (discussed in this article) to replace an ABS unit without ESP support (e.g., ATE/Teves MK70), additional work will always be required, such as replacing the ABS unit brackets and modifying the wiring. In such cases, always refer to the electrical diagrams for your vehicle! A detailed example of installing an ABS unit with ESP support to replace an ABS unit without ESP is described for the Skoda Octavia A5 FL in this article.

About the designation (MK60EC1):

• The letter E indicates the use of electromagnetic valves with analog control.
• The number 1 indicates the presence of a built-in pressure sensor.

Compared to the previous generation of ABS/ESP units (MK60), these units differ in the following ways:

• The relocation of the external ESP sensor unit G419 (which consists of the lateral acceleration sensor G200, yaw rate sensor G202, and in some cases (e.g., for all-wheel-drive or related functions) the longitudinal acceleration sensor G251) to the internal circuit board of the unit.
• The use of electromagnetic valves with analog control, meaning the valves are not just binary (open-closed) but allow smooth regulation, enabling more precise control of auxiliary systems.
• Firmware updates that include new features and the transition to a longer VIN-dependent coding with extended configuration options.

Classification of MK60EC1 ABS (ESP) Units:

These units can be globally divided into three types and two categories:

1. Units with 17-byte coding (18 bytes if byte 0 is considered the first).
2. Units with 18-byte coding (19 bytes if byte 0 is considered the first).
3. Units with 19-byte coding (20 bytes if byte 0 is considered the first).

17- and 18-byte units may include or exclude the G251 longitudinal acceleration sensor, while all 19-byte units have the G251 sensor.

More information about unit part numbers, firmware, etc., will follow below. But before diving into that, let’s explore the functions embedded in MK60EC1 units by default and those that can be activated and/or configured using diagnostic tools.

Functions Present in All Units:

ABS (Anti-lock Braking System)

Prevents wheel lockup during heavy braking, ensuring vehicle control and the ability to maneuver around obstacles. It works using wheel rotation sensors (ABS sensors), detecting the rotation speed of each wheel. If a wheel locks (stops rotating abruptly), the system reduces braking force on that wheel until it starts rotating again, then reapplies braking force. This process occurs rapidly and in pulses, making the wheel lock almost imperceptible to the driver.

• In adaptations, ABS operation at low speeds (below ~5 km/h) can be enabled or disabled.

M-ABS (Motoreingriff Antiblockiersystem)

This anti-lock braking system adjusts via engine control. It reduces engine torque during wheel slippage, utilizing the electronic throttle to limit power when slipping occurs. It can also increase torque when necessary, optimizing engine braking while maintaining traction.

EBD (Electronic Brake Distribution)

Also referred to as EBPD, EBFD, or EBV, this system optimally distributes braking force between wheels based on vehicle load distribution and road surface conditions. It replaces the mechanical brake force regulator (“load proportioning valve”).

ASR (Anti-Slip Regulation)

Prevents wheel slip during acceleration when traction is insufficient. It achieves this by braking slipping wheels and reducing engine torque. This feature can be disabled via a dedicated button, and disabling ASR also disables MSR.

MSR (Motorschleppmomentregelung)

Controls engine torque during engine braking. It detects leading wheel slip caused by engine braking (e.g., when downshifting or coasting) and commands the engine to increase torque to stop the slip. MSR is automatically disabled when ASR is turned off.

• MSR can also be enabled or disabled separately in adaptations.

ESP (Electronic Stability Program)

Stabilizes the vehicle during skids by using lateral and longitudinal acceleration sensors (the longitudinal sensor is optional but enhances precision), and a steering angle sensor.

ESP Configuration in Vehicles and PR-Codes:

• 1AT: ESP system.
• 1AS: ESP system with vacuum line pressure sensor G608 and active HBV function (described in detail below).

ESP can be disabled, but this option isn’t always activated from the factory. In such cases, the ability to disable ESP can be coded. Unfortunately, for 17- and 18-byte ESP units, it’s impossible to fully disable the system — it will still activate during very sharp braking or cornering. Disabling ESP also disables ASR, and consequently, MSR.

• In adaptations, the function of automatic ESP reactivation when reaching a speed of 100 km/h (after it was manually turned off) can be enabled or disabled.

ESP Off

This disables the ESP system and is useful in challenging off-road conditions or winter driving. Unfortunately, 17- and 18-byte units do not support full ESP deactivation. The system will still engage during extreme braking or cornering.

Additional Features and Functions:

ABSplus (Extended Anti-lock Braking System)

Designed for non-solid surfaces (e.g., gravel or sand), this system can reduce braking distances by up to 20%. Using ABS and ESP sensors, it detects the type of road surface. By briefly, yet controlled, locking the wheels, it creates a “wedge” of material in front of the tires that assists braking. Periodic wheel release maintains vehicle maneuverability.

CBC (Corner Brake Control)

Also known as ESBS (Extended Stability Brake System). This system stabilizes the vehicle during corner braking, preventing oversteer or understeer that could lead to skidding. It uses ABS sensor data (without requiring turn or lateral acceleration sensors) to adjust brake pressure and generate a counteracting torque, maintaining directional stability during corner braking.

LDE (Low Dynamic ESP)

This enhances early intervention of ABS/ESP during braking, even at minor deviations from stable movement. It operates by individually reducing pressure in each cylinder, counteracting skidding and maintaining straight-line driving.

HVV (Maximum Rear Axle Deceleration)

Optimizes braking on heavily loaded vehicles by maximizing the use of rear axle grip. ABS logic prioritizes front axle braking first, while the rear axle (due to higher load) resists locking longer, allowing greater brake force to be applied. HVV ensures optimal rear wheel braking by independently increasing rear brake pressure to the point where ABS engages.

HBA (Hydraulic Brake Assist)

Recognizes emergency braking by detecting rapid pedal pressing and preemptively increases hydraulic pressure for faster braking. The intensity of the assist can be adjusted in adaptations.

EBP (Electronic Brake Prefill)

When the driver suddenly releases the accelerator, the system anticipates braking and lightly pressurizes the brake circuit to eliminate air gaps between pads and rotors. This accelerates braking response and can be enabled/disabled in adaptations.

HBV (Hydraulic Brake Booster)

Also referred to as OHB-V (Optimized Hydraulic Brake Booster), BPS (Hydraulic Assistance of the Brake Booster), or HBS (Hydraulic Brake Servo). This system is primarily found in vehicles with automatic transmissions (AT or DSG) equipped with vacuum pressure sensor G608. It replaces earlier systems relying on an electric vacuum pump (V192) and a pressure sensor (G294) in vehicles without ESP-capable units.

How HBV Works:

During specific engine operating modes (e.g., during warm-up), vacuum generated by the engine may be insufficient for proper brake booster function. HBV compensates by hydraulically increasing brake circuit pressure to ensure optimal braking effort, independent of vacuum availability.

• The system monitors brake light switch data and compares the actual brake pressure to the required pressure based on pedal input. If vacuum levels are insufficient, it autonomously raises brake circuit pressure to the necessary level. The driver perceives no difference in pedal feel compared to standard vacuum-assisted brakes.
• HBV is a software extension of the ESP system and is identified via PR-codes:
  • 1AT: ESP without HBV.
  • 1AS: ESP with HBV.

AEM (Adaptive Engagement Model) is a system for constant monitoring of the car. The system monitors the condition of the car, even when the car is completely stable. Thanks to this, auxiliary systems (ABS, ESP, etc.) can come into operation earlier.

EDS (Electronic Differential System or Elektronische Differenzialsperre, aka EDL — Electronic Differential Lock) is an electronic imitation of differential lock. It is triggered when one of the wheels starts to slip (scroll) during acceleration. The system slows down the spinning wheel. Applying a certain braking torque to a sliding wheel increases the torque transmitted to this wheel. As a result, the differential is able to transfer more torque to the non-slip wheel of the same axle. The car accelerates faster and remains controllable. It can also help on off-road / bad road conditions, when one wheel was hung out / on a very slippery surface. The system works up to a speed of 80 km/h.

XDS (eXtended electronic Differential System) — extended electronic differential lock. It is a software extension of the EDS system present in the ESP MK60EC1. It is activated when the car enters a turn. The system slows down the inner wheel on the front axle, creating the effect of a self-locking differential and thereby screwing the car into a turn. The intensity of the system (when activated) is adjusted in the adaptations of the unit. The system itself, if not activated from the factory, is encoded. Not all 17-byte blocks are supported, only those that began to be installed from the 2010 model year (~mid-2009)
. The presence of this system is indicated by the PR code UG3 (if it is activated, but HHC is not) or UG4 (if both XDS and HHC are present).

GMB (Giermomentbeeinflussung) is a system for influencing the unfolding moment (it was also previously called GMA — Giermomentaufbauverzögerung — a system for slowing the increase in the unfolding moment). When driving a car, it is quite common to find a situation where the coupling conditions of different wheels turn out to be different. For example, potholes in the roadway may be filled with rubble or different parts of the roadway may be in different degrees of wear.
When braking on sections of the roadway with different coupling properties, there may be turning points that tend to turn the car relative to the vertical axis. When the ABS control unit, as part of the GMB function, determines that when braking, the angular velocity of the left wheels differs from the angular velocity of the right wheels, the system concludes that an undesirable turning moment may develop. In this case, the increase in braking force on the side where the wheels rotate at a higher angular velocity slows down somewhat so that the angular velocities of the wheels on the left and right sides are equalized again. To do this, the command to open the corresponding ABS discharge valves is given a little later, so that increasing the pressure in the brake cylinder takes longer.

FBS (Fading Brake Support, aka Overboost, aka Hydraulic Auxiliary Boosting) is a system for compensating for a drop in brake efficiency when they are heated. In a critical situation, the driver presses the brake pedal with a force exceeding a certain threshold value. Because the road conditions are favorable, i.e. there is good adhesion of the wheels to the road, the ABS system does not work. Since the driver’s intention to achieve maximum deceleration of the car continues to be present, the Overboost function is activated. The ESP sensors recognize this situation and the system increases the brake pressure until the ABS is triggered.
The ESP system, using a reverse feed pump, increases the brake pressure in the circuits until the ABS is triggered on all 4 wheels. The maximum developed pressure is limited by the strength limit of the system parts (for example, by preventing deformation of the calipers).
This feature can be enabled and disabled in adaptations.

The function of rapid flashing of brake lights during emergency braking – the name speaks for itself. This function is usually active by default, but some older body electronics units do not support it. In this case, it can be deactivated in the encoding. The functionality of the function can be checked in the 49 basic settings group.

DSR (Driver Steering Recommendation, German Gegenlenkunterstützung, also known as Dynamic Steering Response) is an active steering assistant to improve the directional stability of the car. When skidding occurs, the electric power steering by creating an effort on the steering wheel and easily turning it “tells” which way the driver needs to turn the steering wheel to stabilize the car. By default, the function is enabled, it can be deactivated in the block encoding and in the adaptations of block 44 (ESD). You can also adjust its intensity in adaptations. This feature is not supported by ZF 1st and 2nd generation steering rails, and (for obvious reasons) it is not available on power steering rails (GUR — some VW Caddy before 08.2010, some VW Passat B7 NMS USA, VW Jetta Mk6 NCS USA with 2.5 MPI engine, PR code 1N1).

RKA (ReifenKontrollAnzeige), or TPMS (Tire Pressure Monitoring System, more precisely — iTPMS — indirect TPMS) is a system for indirect tire pressure monitoring. It works due to wheel speed sensors (ABS sensors). It is triggered when there is a difference of ~0.2-0.3 atmospheres. The 17-byte blocks only support the conditional version 1 system, which operates via a physical SET button (the button is used to reset and store current tire pressure readings) and displays general information on the dashboard that tire pressure testing is required, without showing which wheel needs to be checked. These blocks use the Continental Teves DDS and DDS+ (Deflation Detection System) software module. It is indicated by the PR code 7K6 or 7K9.
In adaptations, it is possible to adjust the diameter of the wheels.

BDW (Brake Disc Wiper, aka BSW — Bremsscheibentrocknung or Bremsscheibenwischer, formerly RBS — Rain Brake Support) is a function for removing moisture from brake discs. It is triggered during rainy weather when the wipers are running and the car’s speed is above 70 km/h. It turns on every 3 km for a period of 3 seconds and develops a maximum braking pressure of only 0.02 MPa. It is enabled and disabled in adaptations.

HHC (Hill Hold Control, Berganfahrassistent, aka HSA — Hill Start Assist) is a holding assistant when starting uphill and descending a slope. It is relevant for cars with manual transmission and DSG, it is useless on the machine and will even interfere (but no one bothers to try). If the car stops at an incline, the assistant, after releasing the brake pedal, holds the brakes down for a few more seconds so that it is possible to start without rolling back. The intensity of the system is adjusted in adaptations. Also, in adaptations, you can adjust the % of the slope at which the function starts working. HHC is supported only by those units that have a G251 longitudinal acceleration sensor. It is indicated by the PR code UG1 (if it is activated, but XDS is not) or UG4 (if XDS is also activated).

PLA 1.0-1.5 is a parking autopilot. It can park in parallel in reverse. PLA 1.0 blocks can be upgraded (flashed) to version 1.5, which supports multi-step parking and requires less parking space. PLA is supported only by those units that have a G251 longitudinal acceleration sensor. It is indicated by the PR codes 7X5 and 7X6.

TSA (Trailer Stabilization Assistant, German Gespannstabilisierung) — the stabilization function of the trailer (road train). First of all, the system stabilizes the road train by alternately braking the wheels of the car. If this is not enough, the system starts braking all the wheels of the car, as well as through the coasting brake and trailer wheels, to stabilize the situation.
This function is encoded, but, as a rule, it has already been activated from the factory (not always, but in most cases). During normal operation, it does not affect the operation of the ABS/ESP system in any way, but when the car recognizes through the control unit of the vehicle that the trailer is connected, it automatically enters into operation. A full-time (factory) implementation of the vehicle is required. In other cases, the function will not work.

ROP (Roll Over Prevention, formerly ARP — Active Rollover Protection) is a rollover prevention system. This system is designed to respond in a timely manner to forces and moments of forces that can lead to the overturning or overturning of the car. The ROP function is designed to prevent such situations at the very beginning of their occurrence. She uses ESP sensors for her work.
There are 3 customization options — for Skoda Yeti, VW Touran and VW Caddy. For the rest of the cars, apparently, the developers felt that there was no need for this function, because their center of gravity is quite low and the probability of overturning is extremely low.

Off-Road mode (for Skoda Yeti 4×4) is a special mode of operation for all ABS/ESP system assistants for more comfortable off—road driving. It operates at speeds up to 30 km/h.
ABS Offroad — helps the driver to brake effectively on a road surface without a hard surface, for example on gravel, loose snow, etc. Due to controlled blocking, the system creates a “wedge” in front of the wheel from accumulating bulk material, thus reducing the braking distance. The system is only available when the front wheels are in the straight-ahead position. The system operates at speeds up to 50 km/h.
ASR Offroad makes it easier for the driver to start on slippery or loose surfaces, allowing for partial wheel slip.
EDS Offroad — allows you to more fully realize the potential of adhesion of each of the wheels to the road when driving on a surface with uneven properties, i.e. when the coupling of different driving wheels is different, as well as when passing irregularities.
The rotating wheel(s) slows down more intensively than with a conventional EDS system.
Start-Off Assist — helps the driver to start, for example, on a steep slope or on a slippery surface. If the driver presses the accelerator pedal, the engine speed is adjusted in such a way as to realize a smooth start from the spot.
The descent movement Assistant (HDC — Hill Descent Control or HDA — Hill Descent Assist, it. BAA — Bergabfahrassistent) — with the help of automatic braking of all wheels, maintains constant speed on steep slopes when moving forward and backward.

Now let’s go directly to what blocks there are, what they support, which ones should not be taken and to which versions they are updated.
The numbers of the hydraulic part (assembly unit), if there are several of them, I will try to indicate in order of freshness, i.e. the first number is current, the second is the one that went before the first, etc.

P.S.: catalog numbers with numbers 375 indicate the so-called repair kit of the ABS electronic control unit in the ETKA catalog. In addition to the electronic unit itself, it usually includes 4 screws for attaching it to the hydraulic part, sealing rings for valves, plugs for the holes of brake tubes in the hydraulic part and an installation guide.

Important! All 1K0 blocks are interchangeable with each other, but it must be borne in mind that installing an early version of the block on a car that began production later than the block appeared will make it impossible to encode the block. For example, the AJ block cannot be encoded on Jetta 6, but it can be flashed to the BJ version and then the encoding will be accepted. Earlier 17-byte blocks cannot be flashed in this way, respectively, and they will not be encoded either. Be careful!

Before parsing the blocks, I will also give a “white list” of models for which it will be possible to encode one or another block taken from the firmware of the blocks (the model code is written in 7 and 8 VIN characters) (thanks etz2k for the information):

1K0907379-xx:
-AD, -CD, -AE, -CE, -AN, -AP: 1K, AJ, 8P, FM, 1P, 5P, 1Z, 5L, 2K, 1F, AH, 13
-AM, -BA: 1K, AJ, 8P, FM, 1P, 5P, 1Z, 5L, 2K, 1F, AH, 13,3T, 1T
-AH, -AJ: 1K, AJ, 8P, FM, 1P, 5P, 1Z, 5L, 2K, 1F, AH, 13,3T, 1T, A3
-AS, -AT, -BC, -BD, -BE, -BG, -BH, -BJ: 1K, AJ, 8P, FM, 1P, 5P, 1Z, 5L, 2K, 1F, AH, 13,3T, 1T, A3, AT, 16
-AR, -BK, -BL, -BM, -BR, -BS, -CA, -CB, -CC: 1K, AJ, 8P, FM, 1P, 5P, 1Z, 5L, 2K, 1F, AH, 13,3T, 1T, A3, AT, 16

2K0907379-C, -D, -E and 3T0907379-C, -E: 1K, 8P, 1P, 5P, 1Z, 2K, 1F, 13.3T, 1T

5C0907379-C: 1K, AJ, 8P, FM, 1P, 5P, 1Z, 5L, 2K, 1F, AH, 13,3T, 1T, A3, AT, 16

P.S.: for those who want to quickly see the main differences between the blocks, someone once put up such a sign. I have updated it a little and am posting it, the author of the original, alas, is unknown:

17-byte blocks (18-byte, if 0 bytes are counted as the 1st) without HHC and PLA support (without G251 longitudinal acceleration sensor), without XDS:

1K0907379AD (1K0907375AD, ATE numbers: 09/10/61-0307.3 (same for all firmware), 10.0619-3065.1 (firmware 0104), 10.0613-3899.1 (firmware 0106), 00.0405-630D.1 (firmware 0104), 00.0405-630D.2 (firmware 0106))
Hardware revision: H35
Current firmware: updated to version 1K0907379CD, 0120
Hydraulic part numbers (ETKA assembly unit): 1K0614517BD (ATE 10.0212-0220.4), 1K0614517AP

It was installed from the beginning of the 2009 model year (!) (05-07.2008) to ~05.2009.

1K0907379AN (1K0907375AN, ATE block numbers with firmware 0107: 10.0961-0314.3, 10.0619-3067.1, 00.0405- 630F.4)
Iron revision: H45
Current firmware: 0109
Hydraulic part number (ETKA assembly unit): 1K0614517BJ (ATE 10.0212-0300.4)

It was installed from ~05.2009 to ~11.2009.

17-byte blocks (18-byte, if 0 bytes are counted as the 1st) with HHC and PLA support (with G251 longitudinal acceleration sensor), without XDS:

1K0907379AE (1K0907375AE, ATE numbers: 09/10/61-0308.3 (same for all firmware), 10.0613-3832.1 (firmware 0102), 10.0613-3898.1 (firmware 0104), 10.0619-3064.1 (firmware 0106), 00.0402-712D.1 or 00402712C200 (firmware 0104), 00.0402-712D.2 (firmware 0106), 00402712C100 (firmware 0102))
Hardware revision: H35
Current firmware: updated to version 1K0907379CE, 0120
Hydraulic part numbers (ETKA assembly unit): 1K0614517BE (ATE 10.0212-0221.4), 1K0614517BF (ATE 10.0399-3765.4), 1K0614517AQ (ATE 10.0212-0110.4)

It was installed from the beginning of the 2009 model year (!) (05-07.2008) to ~05.2009.

1K0907379AP (1K0907375AP, ATE block numbers with firmware 0107: 10.0961-0315.3, 10.0619-3066.1, 00.0402- 712F.4)
Iron revision: H45
Current firmware: 0109
Hydraulic part number (ETKA assembly unit): 1K0614517BK (ATE 10.0212-0301.4)

It was installed from ~05.2009 to ~11.2009.

Among these blocks, the earliest AD and AE blocks are highly discouraged for purchase — these blocks are problematic and simply fail over time. It is enough to type “1K0907379AD burned down” in the search and several articles will immediately appear stating that such a block has failed. I advise you to take it only if you just want an ESP without frills, and the price for such a block is very attractive (1-2 thousand), I advise you to look for either AN / AP blocks or even more recent ones (depends on finances and desired functionality). The AD and AE blocks in the catalog are being replaced by AN and AP, respectively, and those, in turn, are now being proposed to be changed to AH and AJ, so that AN and AP (and more recent ones) are much less problematic blocks. But still, 18-byte blocks are often found at an adequate price, so I advise you to look at them — there are almost no reliability problems + pretty good functionality.

Apart from this group of blocks, there are a couple of blocks that differ in that they were placed only on certain cars — the Skoda Superb Mk2 (3T) and Volkswagen Caddy Mk3 (2K).

Block 3T0 from Skoda Superb Mk2 (3T) from 05.2008 to 11.2009:

3T0907379C (ATE block numbers with firmware 0104: 09/10/61-0309.3 (revision H35), 09/10/61-0316.3 (revision H45), 10.0613-3951.1, 28.5610-8200.3 ( revision H35), 28.5610-8210.3 (revision H45))
Iron revision: there are blocks with iron revision H35 and H45 (pay attention to this, H45 are modified and more reliable!)
Current firmware: updated to version 3T0907379E, 0122 (it is possible that only H35 blocks! Update at your own risk! The information is unverified!)
Hydraulic part number (ETKA assembly unit): 3T0614517D (ATE 10.0212-0224.4 (revision H35), 10.0212-0304.4 (revision H45))
This unit is generally similar to the 1K0907379AE/AP units — i.e. it has a G251 longitudinal acceleration sensor and supports HHC and PLA. It was installed from the factory on all-wheel drive versions. It is not known for sure about XDS support, but judging by the hardware revision, this block does not support XDS (perhaps the version with H45 supports it, but it needs to be checked). Probably, the H35 revision blocks have the same reliability problems as the AD/AE blocks, so the block was subsequently updated to the H45 revision. There is a software update to version 0106, which solves problems with the errors “16352 Control unit — there is a malfunction/error” and “01130 ABS mode — an unreliable signal”, there is also an update to version 3T0907379E 0122, but whether it is suitable for all units or only for units with H35 iron is unknown. Flashing this version is at your own risk!
I would not consider the H35 revision blocks, only for very little money (as in the case of AD/AE), the H45 block, in general, can be taken.

2K0 units from Volkswagen Caddy Mk3 (2K):

From 11.2008 to 06.2009:
2K0907379C (2K0907375C, ATE block numbers with firmware 0101: 10.0961-0310.3, 10.0613-3873.1, 28.5611-0500.3)
Hardware Revision: H35
Current firmware: updated to 2K0907379E, 0121
Hydraulic part number (ETKA assembly unit): 2K0614517 (ATE 10.0212-0217.4)

From 06.2009 to 08.2010:
2K0907379D (2K0907375D, ATE block numbers with firmware 0103: 10.0961-0317.3, 10.0619-3330.1, 28.5611-0511.3)
Iron revision: H45
Hydraulic part number (ETKA assembly unit): 2K0614517A (ATE 10.0212-0307.4)

Probably, these blocks are also a direct analogy with 1K0907379AE/1K0907379AP. I.e., block 2K0907379C is “problematic”, and 2K0907379D is “fixed”, which, in principle, can already be taken. Functionally, these are blocks with a G251 longitudinal acceleration sensor, therefore they must also support HHC and PLA (according to PLA, this is not a fact, because the developers could have killed this function in the firmware, since PLA was not installed from the factory on the VW Caddy of those years). XDS is probably not supported (perhaps block 379D supports it — you need to check).

17-byte blocks (18-byte, if 0 bytes are counted as the 1st) with HHC and PLA support (with G251 longitudinal acceleration sensor), with XDS support:

1K0907379AM (1K0907375AM, ATE numbers: 10.0961-0318.3 (firmware 0106), 10.0961-0326.3 (firmware 0108), 10.0619-3186.1 (firmware 0106), 10.0619-3267.1 (firmware 0108), 28.5611-0306.3 (firmware 0106), 28.5611-0308.3 (firmware 0108))
Hardware revision: H45
Current firmware: 0108
Hydraulic part numbers (ETKA assembly unit): 1K0614517BB (ATE 10.0212-0218.4 (firmware 0106), 10.0212-0308.4 (firmware 0108)), 1K0614517BC (10.0212-0226.4)

It was installed from ~05.2009 to ~06.2009 or ~11.2009 (it is not known for sure).

1K0907379BA (1K0907375BA, ATE block numbers with firmware 0109: 10.0961-0332.3, 10.0619-3360.1, 00.0402- 712E.0)
Hardware revision: H45
Current firmware: 0109
Hydraulic part number (ETKA assembly unit): 1K0614517CM (ATE 10.0212-0338.4)

It was installed from ~06.2009 to ~11.2009

There is not much information about these blocks (AM/BA). The AM in the catalog has been replaced by BA.
There were no reviews about their problems, judging by the revision, they are similar to AN/AP blocks, so in general, you can take them, but I would focus either on AM with factory firmware 0108, or on BA.

With 17-byte blocks, that’s it, let’s move on to the most optimal blocks in terms of price-functionality ratio — 18-byte (of course, we are talking about blocks with the G251 sensor, but I will also tell you about blocks without it).

These blocks differ in that absolutely all of them support XDS.

Reducing vibrations when starting is an extension of the ASR/TCS function. Reduces possible vibrations when starting, reducing the torque of the engine. This function is not supported on AH/AJ blocks. The intensity of this function is adjusted in adaptations.

Also, those units that have a G251 longitudinal acceleration sensor support a newer and more advanced version of PLA — PLA 2.0 (and 2.5).
PLA 2.0 can park backwards not only parallel, but also perpendicular.
Also, these units (I suspect that only those with the G251 sensor) support adaptive cruise control (ACC) and Front Assist, at least the version that was briefly installed on the European Golf 6 with a 1.8 TSI engine and used laser lidar (and there are very, very few such machines, and pre-installation no one is engaged, because the cost of even used components, if they can be found, is indecently high). Perhaps these blocks also support ACC with a more modern radar, but so far no one has checked this — at the moment, those few people who bother with ACC have the most advanced 19- (20-) byte blocks.

Front Assist (also known as FSA — Front Scan Assist) is an assistant for monitoring the distance to the car in front. Warns of a dangerous decrease in the distance to the car in front, and at a critical approach, it brakes the car itself.

AWV (Anhaltewegverkürzung) is a stopover shortening system. It is an integral part of the Front Assist assistant and also includes a RAB system (Ready Alert Brake or Prefill — a system of preliminary preparation for braking). If the distance to the car in front or an obstacle is dangerously shortened, the system reacts in 2 or 3 stages — pre-warning (AWV1), main warning (AWV2) and braking (AWV3). In case of a preliminary warning, a warning symbol is displayed first in the instrument cluster (an acoustic signal may additionally be heard). At the same time, the pressure in the brake system is pre-increased (Prefill), and the hydraulic brake assistant (HBA) switches to the “hypersensitivity” mode. If the driver does not react, the system warns him with a short push, at the same time the brake assistant switches to the “maximum sensitivity” mode (AWV2). If this does not help to avoid a dangerous shortening of the distance, the third stage (AWV3) comes into effect. In the absence of a reaction to the second warning, it begins to perform braking with a deceleration of 3m/s2. If the driver does not brake intensively enough, the system supports his actions, increasing the braking efficiency. If the driver does not respond at all to the warning braking pulse, the braking intensity increases to a deceleration of 5m/s2. If it is impossible to avoid a collision, then the system, if it is possible to do so by vehicles moving from behind, performs emergency emergency braking with a maximum deceleration of up to 9 m/s2. At the same time, in general, the system tends to reduce the speed to 40 km/h in order to reduce the severity of the accident. During this intense braking, the attention of drivers of cars moving behind is attracted by the activation of a warning light alarm (emergency light alarm).
In addition to encoding, this function is also activated in adaptations. It is possible that AWV3 is supported only by 19-byte blocks — verification is required.

ACC (Adaptive Cruise Control, German ADR — Automatische Distanzregelung) — adaptive cruise control. Explanations are unnecessary). With these blocks, the adaptive cruise can only work starting from ~ 30 km/h, it slows down itself only up to ~ 30 km/h.
Adaptations have the ability to adjust the braking intensity when the adaptive cruise control is in operation.

Also, after the update (and some blocks without it), they support the more advanced iTPMS system of conditional version II (RKA+). It differs in that it signals which particular wheel needs to be checked, and also works through the MFA+/Maxidot dashboard (a dashboard is required from the 2012 model (namely, the model, not the calendar!) year and later), i.e. reset and save the current tire pressure values is performed through the dashboard menu.
This is implemented through the NIRA Dynamics TPI software module instead of the Continental Teves DDS/DDS+.
P.S.: an available version of the software module (Teves DDS or NIRA TPI) can be viewed in the measured group 221: V1.1 = Continental Teves DDS+, VAR911b … VAR1205g = NIRA Dynamics TPI.

18-byte blocks (19-byte, if 0 bytes are counted as the 1st) without HHC and PLA support (without G251 longitudinal acceleration sensor). All these blocks, except BK, are updated to 1K0907379BH, current version: 0121. After the update, iTPMS II support appears (RKA+, with the exception of VW Caddy — for some reason, iTPMS II is not activated on them with these blocks). The BK block does not require an update, since it is initially more recent and has its own, more recent, firmware version.

1K0907379AH (1K0907375AH, ATE block numbers with firmware 0107: 10.0961-0333.3, 10.0619-3359.1, 28.5610-5212.3)
Iron revision: H30
Hydraulic part numbers (ETKA assembly unit): 1K0614517AS (ATE 10.0212-0480.4), 1K0614517BG (ATE 25.0212-1540.4), 1K0614517BQ

It was installed from ~11.2009 to ~05.2010.

1K0907379AS (1K0907375AS, ATE block numbers with firmware 0105: 10.0961-0335.3, 10.0619-3557.1, 28.5610-5222.3)
Iron revision: H30
Hydraulic part numbers (ETKA assembly unit): 1K0614517CA (ATE 10.0212-0560.4), 1K0614517CD (ATE 25.0212-1630.4)

It was installed from ~05.2010 to ~09.2010.

1K0907379BB (1K0907375BB)
Hardware revision: H30
Hydraulic part numbers (ETKA assembly unit): 1K0614517CG, 1K0614517CJ

It was installed from ~09.2010 to ~11.2010.

1K0907379BD (1K0907375BD, ATE block numbers with firmware 0108: 10.0961-0342.3, 10.0619-3653.1, 28.5610-5224.3)
Hardware revision: H31
Hydraulic part numbers (ETKA assembly unit): 1K0614517CN (ATE 10.0212-0650.4), 1K0614517CQ

It was installed from ~11.2010 to ~01.2011.

1K0907379BF (1K0907375BF)
Hardware revision: H31
Hydraulic part numbers (ETKA assembly unit): 1K0614517CS, 1K0614517DA

It was installed from ~01.2011 to ~05.2011.

1K0907379BH (1K0907375BH, ATE block numbers with firmware 0121: 10.0961-0351.3, 10.0619-3725.1, 28.5610-5241.3)
Hardware revision: H31
Hydraulic part numbers (ETKA assembly unit): 1K0614517DD (ATE 10.0212-0680.4), 1K0614517DH (ATE 10.0212-0683.4), 1K0614517DK (ATE 25.0212-1768.4), 1K0614517DF, 1KD614517E (Chinese market, 06.3102-0609.4)

It was installed from ~05.2011 to ~05.2012.

1K0907379BK (1K0907375BK, ATE block numbers with firmware 0152: 10.0961-0363.3, 10.0619-3956.1, 28.5610-5251.3)
Hardware revision: H31
Current firmware: 0152 (not freely available)
Hydraulic Part Numbers (ETKA assembly unit): 1K0614517DN (ATE 10.0212-0700.4), 1K0614517DQ, 1K0614517EA (ATE 25.0212-1920.4), 1K0614517DS, 1KD614517J (Chinese market)

It was installed from ~05.2012 to ~ the end of 2013-the beginning of 2014.

Blocks with H30 hardware, in theory, can fail, but not as much as the 17-byte early AD/AE. Blocks with H31 iron are definitely recommended, they can be taken without much fear if you do not need to support functions that depend on the G251 sensor.

18-byte blocks (19-byte, if 0 bytes are counted as the 1st) with support for HHC and PLA (with G251 longitudinal acceleration sensor). All these blocks, except for BL, are updated to 1K0907379BJ, current version: 0121. After the update, iTPMS II support appears (RKA+, with the exception of VW Caddy — for some reason, iTPMS II is not activated on them with these blocks). It is also reliably known that the BJ block can be updated to version BL 0152, whether it is possible to update other blocks with the H31 hardware version is currently unknown (rather yes, but you need to check at your own risk!) The H30 hardware blocks were also not checked for the possibility of upgrading to the BL version (rather no than yes). The BL block does not require an update, since it is initially more recent and has its own, more recent, firmware version.

1K0907379AJ (1K0907375AJ, ATE block numbers with firmware 0107: 10.0961-0334.3, 10.0619-3358.1, 28.5610-5412.3)
Iron revision: H30
Hydraulic part numbers (ETKA assembly unit): 1K0614517AT (ATE 10.0212-0481.4), 1K0614517BH (ATE 25.0212-1541.4), 1K0614517BS (hydraulics from Skoda Yeti 4×4, ATE 10.0212-0486.4), 1K0614517BR

It was installed from ~11.2009 to ~05.2010.

1K0907379AT (1K0907375AT, ATE block numbers with firmware 0105: 10.0961-0336.3, 10.0619-3556.1, 28.5610-5422.3)
Iron revision: H30
Hydraulic part numbers (ETKA assembly unit): 1K0614517CB (ATE 10.0212-0561.4, 10.0399-3892.4), 1K0614517CE (ATE 25.0212-1631.4), 1K0614517CL (hydraulics from Skoda Yeti 4×4, ATE 10.0212-0566.4)

It was installed from ~05.2010 to ~09.2010.

1K0907379BC (1K0907375BC, ATE block numbers with firmware 0106: 10.0961-0341.3, 10.0619-3617.1, 28.5610-5423.3)
Iron revision: H30
Hydraulic part numbers (ETKA assembly unit): 1K0614517CH (ATE 10.0212-0624.4), 1K0614517CK (ATE 25.0212-1696.4)

It was installed from ~09.2010 to ~11.2010.

1K0907379BE (1K0907375BE, ATE block numbers with firmware 0108: 10.0961-0343.3, 10.0619-3654.1, 28.5610-5424.3)
Hardware revision: H31
Hydraulic part numbers (ETKA assembly unit): 1K0614517CP (ATE 10.0212-0651.4), 1K0614517CR (ATE 25.0212-1700.4), 1K0614517DC (hydraulics from Skoda Yeti 4×4, ATE 10.0212-0656.4), 1KD614517D (Chinese market)

It was installed from ~11.2010 to ~01.2011.

1K0907379BG (1K0907375BG, ATE block numbers with firmware 0106: 10.0961-0345.3, 10.0619-3656.1, 28.5610-5430.3)
Hardware revision: H31
Hydraulic part numbers (ETKA assembly unit): 1K0614517CT (ATE 10.0212-0654.4), 1K0614517DB (ATE 25.0212-1702.4)

It was installed from ~01.2011 to ~05.2011.

1K0907379BJ (1K0907375BJ, ATE block numbers with firmware 0121: 10.0961-0352.3, 10.0619-3724.1, 28.5610-5441.3)
Hardware revision: H31
Hydraulic part numbers (ETKA assembly unit): 1K0614517DE (ATE 10.0212-0681.4), 1K0614517DM (ATE 10.0212-0686.4), 1K0614517DJ (ATE 10.0212-0684.4), 1K0614517DL (ATE 25.0212-1769.4), 1K0614517DG (ATE 25.0212-1767.4), 1KD614517F (Chinese market)

It was installed from ~05.2011 to ~05.2012.

1K0907379BL (1K0907375BL, ATE block numbers with firmware 0152: 10.0961-0364.3, 10.0619-3955.1, 28.5610-5451.3)
Hardware revision: H31
Current firmware: 0152
Hydraulic part numbers (ETKA assembly unit): 1K0614517DP (ATE 10.0212-0701.4, 10.0399-3497.4), 1K0614517DR (ATE 25.0212-1919.4), 1K0614517EC (hydraulics from Skoda Yeti 4×4, ATE 10.0212-0706.4), 1K0614517EB (ATE 25.0212-1921.4), 1K0614517DT (ATE 10.0212-0704.4), 1KD614517K (Chinese market)

For this unit, there is also firmware 5C0907379CL version XA04, which was installed on the VW Golf 6 GTI that participated in the VW Castrol Cup (thanks to lprot for the information). Unfortunately, this firmware is not publicly available, but most likely it differs only in some special calibrations.

It was installed from ~05.2012 to ~ the end of 2013-the beginning of 2014.

The situation here is exactly the same as with the previous group of blocks: H30 can potentially cause trouble, but it is also possible to take them, in principle, mass problems with them have not been noticed. H31 can be taken safely. In my opinion, the most optimal blocks in terms of price-functionality-reliability are just the H31 blocks with the G251 sensor.

The 5C0 block, which was placed on the:
Volkswagen Beetle Mk3 (5C) from 05.12.2011 to 31.10.2013:

5C0907379C (5C0907375C, ATE block numbers with firmware 0156: 10.0961-0366.3, 10.0622-3015.1, 28.5610-5460.3)
Hardware revision: H31
Current firmware: 0156
Hydraulic part numbers (ETKA assembly unit): 5C0614517B (ATE 02/25/12-1945.4), 5C0614517D (ATE 25.0212-1947.4)
Judging by the hardware revision and firmware version, the block is similar to the 1K0907379BL block and supports all the same features (although it is possible that some of them will not be able to encode, for example, PLA, since PLA was not installed from the factory on Beelte in those years).

You can also include another unit in this group, but there is one thing — it is with a hybrid VW Jetta Mk6 (16) 07.2012-11.2013, respectively — perhaps it has its own unique firmware (or maybe not only firmware), and such a unit will not work adequately with conventional cars. But if you don’t try it yet, you won’t find out, if anyone knows for sure, write) Maybe it can be flashed in BJ/BL and there will be a regular block, or maybe not. There is no exact information at the moment.

1K0907379AR (1K0907375AR, ATE block numbers with firmware 0135: 10.0961-0370.3, 10.0622-3231.1, 28.5610-5472.3)
Hardware revision: H31
Current firmware (judging by the photos from the network): 0135 (it is not freely available, there is only an earlier 0133)
Hydraulic part number (ETKA assembly unit): 1K0614517BT (ATE 02/25/12-2021.4)

And finally, the most “delicious” blocks that all owners of VAGs on PQ35 dream of)

19-byte blocks (20-byte blocks if 0 bytes are counted as the 1st). All these units have a G251 longitudinal acceleration sensor, all have one revision of the H46 hardware, and all these units can be upgraded to 1K0907379CC, current version: 0175. So if you want the maximum block for yourself, you don’t have to chase CC at all, you can find a slightly earlier block cheaper and flash it to CC, getting the same thing.

Of the additional buns that support these blocks:
PLA 3.0 is another improvement of the parking autopilot: it can park not only backwards, but also in front, requires even less space, works more accurately, etc.

BSD (Blind Spot Detection, aka Side Assist) is a blind spot assistant. Everything is clear here without unnecessary words). It is indicated by the PR code 7Y8.

RTA (Rear Traffic Alert, also known as RCTA — Rear Cross Traffic Alert) is an assistant for reversing out of the parking lot using the same radars as the BSD function, detects the presence of a car, in case of interference, it signals danger, and in case of a collision threat it can stop the car.

EPB (Electronic Parking Brake, German Elektromechanische Feststellbremse) is an electromechanical parking brake (handbrake).
In adaptations, it is possible to adjust the delay in the operation of the electromechanical parking brake.

Auto Hold — the function of holding the car when stopping. It only works if there is an electromechanical parking brake. When the function is active, when the vehicle is stopped, the ESP unit creates pressure in the braking system to hold the vehicle without having to hold the brake pedal. If the car is stationary for more than 3 minutes, the car hold function switches from the ESP unit to the electromechanical parking brake (the car gets on the “handbrake”).

MCB (Multi-Collision Brake) is an emergency braking function to prevent secondary collisions. When a collision is detected, the ESP unit automatically brakes the vehicle to reduce further consequences and prevent collisions with other vehicles/objects. For this function to work, it is necessary that the SRS block supports this function.

ACC-FTS (Follow-To-Stop) is an extension of adaptive cruise control, the ability to fully automatically stop the car. Unfortunately, this feature was implemented by the developers, but not brought to mind. Therefore, on BS blocks, the ESP block does this up to 0 km/h when receiving a command to slow down. Then an error is registered in the unit and the FTS function stops working until the ignition is distorted.
On CC units, when a command is received from the radar, the car only brakes up to 15 km/h.
For this function to work, an electromechanical handbrake is required.
Thanks to lprot for the information

ESP Off — the ability to completely disable ESP. This function is activated by encoding the block.

ESP Sport — the ability to reduce the intensity of the ESP system, transferring it to the so-called “sports” mode. This function is activated by encoding the block.

VAQ (German: Vorderachsquersperre) is a self—locking front differential. I am not familiar with cars on the PQ platform with a self-locking differential installed from the factory. Nevertheless, the developers have laid down the possibility of the ESP unit working with a front self-locking device.

1K0907379BM (1K0907375BM, ATE block numbers with firmware 0164: 10.0961-0376.3, 10.0622-3555.1, 28.5612-7408.3)
Hydraulic part number (ETKA assembly unit): 1K0614517ED (ATE 10.0212-0984.4)

It was installed from ~the end of 2013 to ~ the end of 2014.

1K0907379BR (1K0907375BR, ATE block numbers with firmware 0171: 10.0961-0382.3, 10.0622-3912.1, 28.5612-7408.3)
Hydraulic part number (ETKA assembly unit): 1K0614517EF

It was installed ~ in the middle of 2015.

1K0907379BS (1K0907375BS, ATE block numbers with firmware 0166: 10.0961-0383.3, 10.0622-3965.1, 28.5612-7409.3)
Hydraulic part numbers (ETKA assembly unit): 1K0614517EG (ATE 10.0212-1036.4), 1JD614517E (for the Chinese market, ATE 10.0399-4429.4)

It was installed from ~late 2014 to ~mid-2015.

1K0907379CA (1K0907375CA, ATE numbers: 10.0961-0388.3, 10.0625-3097.1, 28.5612-7421.3)
Hydraulic part number (ETKA assembly unit): 1K0614517EF

It was installed in ~mid-2015.

1K0907379CB (1K0907375CB, ATE block numbers with firmware 0174: 10.0961-0389.3, 10.0625-3190.1, 28.5612-7422.3)
Hydraulic part number (ETKA assembly unit): 1K0614517EH (ATE 10.0212-1076.4)

It was installed from ~mid-2015 to ~late 2015.

1K0907379CC (1K0907375CC, ATE block numbers with firmware 0175: 10.0961-0390.3, 10.0625-3253.1, 28.5612-7423.3)
Hydraulic part numbers (ETKA assembly unit): 1K0614517EK (ATE 10.0212-1104.4), 1K0614517EJ (ATE 10.0212-1084.4)

It was installed from ~ the end of 2015-the beginning of 2016 until 01.2019, after which the remaining cars on the PQ platform (VW Passat NMS USA) switched to another generation of units.

In conclusion, information about the blocks themselves, I will add information about some blocks for Chinese modifications that we do not have, and there is not much information about them, so I add “insofar as”))

Blocks from Chinese SAIC-Volkswagen Passat B7 NMS (A4):

561907379B H26 S0107 = 561614517B
561907379C = 561641517C
561907379D H26 S0114 (ATE 10.0961-0373.3, 10.0622-3152.1, 28.5611-9130.3) = 561614517D (ATE 10.0212-0659.4)

561907379E (ATE block numbers with firmware 0115: 10.0961-0377.3, 10.0622-3581.1, 28.5611-9131.3)
Revision of iron: H26
Hydraulic part numbers (ETKA assembly unit): 561614517E (ATE 10.0212-0988.4)

Units that were installed on Chinese FAW-VW Bora Mk2, Mk3, C-Trek (15), SAIC-VW Lavida Mk1, Mk2, Mk2 Langxing, Gran Lavida, Cross Lavida (18):

1JD907379A H30 S0106 (ATE 10.0961-0321.3, 10.0619-3826.1, 28.5610-7405.3) = 1JD614517 (ATE 10.0212-0229.4)
S0105 (ATE 10.0619-3019.1, 28.5610-7404.3) = 1JD614517A (ATE 10.0212-0659.4)

1JD907379C (ATE block numbers with firmware 0142: 10.0961-0337.3, 10.0619-3792.1, 28.5612-4105.3)
Iron revision: H45
Hydraulic part number (ETKA assembly unit): 1JD614517B (ATE 10.0212-0659.4)
Judging by the revision of the hardware, it can be assumed that this is a 17-byte block with updates on the hardware of the electronic board (not prone to failure). Although judging by the dates of installation on cars, it should be 18—byte. It is not known for sure.

1JD907379D H45 S0147 (ATE 10.0961-0359.3, 10.0619-3882.1, 28.5612-4110.3) = 1JD614517C (10.0212-0629.4)

1JD907379E (ATE block numbers with firmware 0151: 10.0961-0375.3, 10.0622-3419.1, 28.5612-4120.3)
Hardware revision: H45
Hydraulic part number (ETKA assembly unit): 1JD614517D (ATE 10.0212-0659.4)
Judging by the revision of the hardware, it can be assumed that this is a 17-byte block with updates on the hardware of the electronic board (not prone to failure). Although judging by the dates of installation on cars, it should be 18—byte. It is not known for sure.

1JD907379F H45 S0156 (ATE 10.0961-0381.3, 10.0622-3815.1, 28.5612-4130.3) = 1JD614517?

The units that were installed on Chinese VW Golf, Sagitar, Touran, Skoda Octavia A5 Ming Rui, Superb Mk2 Hao Rui:

1KD614517H
1KD614517L (ATE 06.3102-0619.4)
1KD614517M

Now, finally, let’s get to the reason why I started digging into this whole topic – it’s encoding, in particular — decoding bits and encoding byte values.

Based on the information I found, I translated and modified the .lbl file (1K0-907-379- 60EC1F.lbl) for VCDS (Vasya diagnostician) and share it (file updated 03/02/2023), link. In order for the label to work, you need to find the User folder in the program folder and place the .lbl file there. If you have a recent version of the program (19+), you need to change the file extension from .lbl to .xml (just rename it).
Additionally, I post the original English-language .lbl with minor edits from myself in terms of layout for correct and more convenient display in the coding assistant (updated 03/02/2023): link.

The main reasons why encoding may not be accepted:

1. The most banal thing is that you made up the encoding incorrectly) You made a mistake somewhere, you didn’t take something into account. This is quite possible, because there are nuances in the encoding and not all functions can be sorted out “on the spur of the moment”.
2. The encoding of the 16th byte is incorrectly selected. Usually, in order for the encoding to start, it is enough to set the value 30 (for 17- and 18-byte blocks) or A0 (for 19-byte blocks) in this byte, and after the encoding block has been accepted, you can try to configure various options in this byte.
3. The VIN number in the instrument cluster does not match the real VIN number of the car (what is indicated in the documents, stamped on the body, under the windshield, on plates, etc.). A fairly common reason on cars where the dashboard was changed to another. The thing is that the block compares the VIN-dependent bytes with the VIN, which is recorded in the dashboard. And if you are encoding for the real VIN of the car, but it is different in the dashboard — “there will be no kin”) So check the VIN in the dashboard if you are not sure that it is native and no one has climbed there.
4. It is known that not all blocks want to accept the suspension encoding for bad roads (PPD). Recently, it also became a discovery for me that, at least, some blocks that were on cars with PPD from the factory (and were encoded for PPD), apparently, are “locked” to this value, and therefore cannot be encoded for a conventional suspension. Consider this!

Byte 0 — the model of the car, the diameter of the main brake cylinder, the size of the vacuum booster and the location of the steering wheel (for this byte, the checksum, i.e. the broken mirror, is byte 8):

Bits 0-3 (GTC diameter, WUT size, steering wheel arrangement):
01 — GTC 22.2 mm, WUT 10″, left hand drive
02 — GTZ 22.2 mm, VUT 11″, left hand drive [from the factory, this configuration was installed only on VW Caddy and Touran]
03 — GTZ 22.2 mm, tandem 7″/8″, right hand drive
04 — GTZ 23.8 mm, 10″ VUT, left hand drive
05 — GTZ 23.8 mm, VUT 11″, left hand drive [from the factory, this configuration was installed only on VW Passat B7 NMS USA]
06 — GTZ 23.8 mm, tandem 7″/8″, right hand drive

Bits 4-7 (auto model):
10 — VW Golf Mk5/Jetta Mk5 (1K), Golf Mk6 (5K), Golf Mk6 Variant/Jetta SportWagen/Vento Variant/Bora SportWagen (AJ), SAIC-VW Lavida (18), Skoda Octavia A5 (1Z), Audi A3/S3 Mk2 (8P), Seat Leon Mk2 (1P)
20 — VW Golf Plus (5M, 52), Seat Altea/Toledo Mk3 (5P)
30 — VW Touran (1T)
40 — VW Caddy Mk3 (2K, 2C)
50 — VW Eos (1F)
60 — VW Caddy Maxi (2K, 2C)
70 — VW Scirocco Mk3 (13)
80 — Skoda Superb Mk2 (3T)
90 — Skoda Yeti (5L, 67)
A0 — VW Jetta Mk6 (16) with rear multi-link suspension [PR code 0N4]
B0 — VW Jetta Mk6 (16) with rear beam [PR code 0N9]
C0 — VW Passat B7 NMS USA (A3)
D0 — unknown
E0 — VW Beetle Mk3 (5C) with rear beam [PR code 0N9]
F0 — VW Beetle Mk3 (5C) with rear multi-link suspension [PR code 0N4]

Please note! The American Jetta station wagon (Vento, Bora Sportwagen) in the AJ body is encoded in the same way as the Golf 5, 6, etc., while for the Jetta sedans of the 6th generation, the values are unique.

Byte 1 is the 7th character of the VIN number of the car (the first of two characters of the model code, which are written in 7 and 8 characters of the VIN):

3B — 1
3C — 2
3D — 3
3F — 5
42 — 8
4B — A
50 — F
55 — K
58 — N
5D — S

Byte 2 is the type of front brakes (caliper, caliper piston diameter and brake disc diameter) and the type of rear brakes (for this byte, the checksum is byte 10). Previously, it was believed that the diameter of both the front and rear brake discs is set here, but in fact it turned out that only the type of brake system is set for the rear brakes. However, considering that the brakes are usually balanced from the factory, it can be concluded that the factory configurations are usually typical, and it is possible to “tie” the size of the front brake discs to the rear ones.

Bit 0: rear brake pads (it is not known what this parameter is responsible for; it is usually disabled)
Bit 1: Front brake pads (it is not known what this parameter is responsible for; usually disabled)

Bits 2-4 (rear brake type):
00 — rear disc brakes
04 — rear drum brakes

Bits 5-7 (front brake type — caliper, caliper piston diameter, brake disc diameter):
20 — ATE FS-III caliper [D=54 mm, 15″, 280 mm discs, PR codes 1ZF/1ZM/1ZQ; rear discs are usually 253 mm, PR-1KF/1KD/1KS or drums 203 mm, PR-1KG]
40 — ATE FN3 caliper [D=54 mm, 15″, discs 288 mm, PR codes 1ZE/1ZP; rear usually discs 253 mm, PR-1KF/1KD/1KS or drums 203 mm, PR-1KG]
60 — ATE FN3 caliper [D=54 mm, 16″, 312 mm discs, PR codes 1ZA/1ZB/1ZD/1LJ/1LV; rear discs are usually 253 mm, PR-1KD/1KJ/1KP]
C0 — ATE FN3 caliper [D=57 mm, 16″, 312 mm discs, from the factory such a caliper is on VW Passat B7 NMS USA; rear discs are usually 272 mm; encoding does not work on 17-byte blocks and 18-byte AH/AJ]
80 — ATE FNR-G caliper [D=57 mm, 17″, 345 mm discs, PR codes 1LB/1LK/1ZK; rear usually 310 mm discs, PR-1KW; for firmware up to SW 0151]
E0 — ATE FNR-G caliper [D=57 mm, 17″, 345 mm discs, PR codes 1LB/1LK/1ZK; rear usually 310 mm discs, PR-1KW; only for SW 0152+ firmware]
A0 — TRW C60 caliper [D=60 mm, 17″, 340 mm discs, PR codes 1LA/1LW]

Byte 3 is the 8th character of the VIN number of the car (the second of the two characters of the model code, which are written in 7 and 8 characters of the VIN):

03 — A
04 — B
05 — C
06 — D
07 — E
08 — F
0A — H
0C — J
0D — K
0E — L
0F — M
12 — P
16 — T
1C — Z
F5 — 3
F6 — 4
F8 — 6
FA — 8

Byte 4 — suspension type, HBV function variant, TSA train stabilization assistant (for this byte, the checksum is byte 12):

Bits 0-2 (suspension type):
01 — Standard/sports suspension [PR codes 2UA/2UC]
02 — comfortable suspension/suspension for bad roads [PR codes 2UB/2UD]
07 — ?not used?

Bits 3-5 (HBV function option):
08 — HBV is inactive [PR code 1AT]
10 — HBV-1 [PR code 1AS, vacuum sensor G608 present, vacuum pump missing]
18 — HBV-2 [G608 vacuum sensor is present, there is a mechanical vacuum pump powered by an engine; from the factory, this configuration is present only on left-hand drive Skoda Superb 4×4 [PR-1X1] with 3.6 FSI and 2.0 TDI engines]
20 — HBV-3 [PR code 1AS, vacuum sensor G608 present, electric vacuum pump]
28 — HBV-4 [?not used?]

Bits 6-7 (TSA train Stabilization assistant):
00 — TSA with the ability to interfere with steering (electric power steering rack)
40 — TSA is disabled
80 — TSA without the possibility of interference with steering (power steering rack)

Byte 5 is the 13th character of the VIN number (check the VIN on the car and in the dashboard! If the VIN in it differs from what is printed on the body, use it to compose the encoding):

22 — 0
23 — 1
24 — 2
25 — 3
26 — 4
27 — 5
28 — 6
29 — 7
2A — 8
2B — 9

Byte 6 — rollover prevention (ROP), G85 sensor location, 2-step ESP shutdown (for this byte, the checksum is byte 14):

Bits 0-1 (ROP function — starting from AS/AT blocks; when this function is activated, it is no longer possible to encode the complete shutdown of ESP/ESC):
00 — ROP function is disabled (the only possible value for blocks up to AS/AT)
01 — ROP for Skoda Yeti
02 — ROP for VW Touran
03 — ROP for VW Caddy

Bit 2: EDS variant for VW Touran, as well as Skoda Yeti with front-wheel drive (starting with AH/AJ units)
Bit 3: the steering position sensor G85 is located on the steering column (for ZF rails of generations 1 and 2, APA-BS, GUR rails; it is possible to encode starting from AS/AT blocks)
Bit 4: not used
Bit 5: VW Jetta Mk6 Hybrid (AR Unit only)
Bit 6: not used
Bit 7: 2-step ESP shutdown (the first press disables ASR, the second disables ESP; only for 18-byte blocks starting from BH/BJ and higher with firmware 0120+; ESP is disabled only until the moment of sudden braking or turning)

Byte 7 is the 14th character of the VIN number (check the VIN on the car and in the dashboard! If the VIN in it differs from what is printed on the body, use it to compose the encoding):

FA — 0
FB — 1
FC — 2
FD — 3
FE — 4
FF — 5
00 — 6
01 — 7
02 — 8
03 — 9

Byte 8 — the model of the car, the diameter of the main brake cylinder, the size of the vacuum booster and the location of the steering wheel (the byte value is the checksum (broken mirror) of byte 0):

Bits 0-3 (model):
08 — VW Golf Mk5/Jetta Mk5 (1K), Golf Mk6 (5K), Golf Mk6 Variant/Jetta SportWagen/Vento Variant/Bora SportWagen (AJ), SAIC-VW Lavida (18), Skoda Octavia A5 (1Z), Audi A3/S3 Mk2 (8P), Seat Leon Mk2 (1P)
04 — VW Golf Plus (5M, 52), Seat Altea/Toledo Mk3 (5P)
0C — VW Touran (1T)
02 — VW Caddy Mk3 (2K, 2C)
0A — VW Eos (1F)
06 — VW Caddy Maxi (2K, 2C)
0E — VW Scirocco Mk3 (13)
01 — Skoda Superb Mk2 (3T)
09 — Skoda Yeti (5L, 67)
05 — VW Jetta Mk6 (16) with rear multi-link suspension [PR code 0N4]
0D — VW Jetta Mk6 (16) with rear beam [PR code 0N9]
03 — VW Passat B7 NMS USA (A3)
0B — unknown
07 — VW Beetle Mk3 (5C) with rear beam [PR code 0N9]
0F — VW Beetle Mk3 (5C) with rear multi-link suspension [PR code 0N4]

Bits 4-7 (GTZ diameter, WUT size, steering wheel arrangement):
80 — GTZ 22.2 mm, WUT 10″, left hand drive
40 — HZ 22.2 mm, VUT 11″, left hand drive [from the factory, this configuration was installed only on VW Caddy and Touran]
C0 — GTZ 22.2 mm, tandem 7″/8″, right hand drive
20 — GTZ 23.8 mm, 10″ VUT, left hand drive
A0 — GTZ 23.8 mm, VUT 11″, left hand drive [from the factory, this configuration was installed only on VW Passat B7 NMS USA]
60 — HZ 23.8 mm, tandem 7″/8″, right hand drive

Byte 9 is the 15th character of the VIN number (check the VIN on the car and in the dashboard! If the VIN in it differs from what is printed on the body, use it to compose the encoding):

0B — 0
0C — 1
0D — 2
0E — 3
0F — 4
10 — 5
11 — 6
12 — 7
13 — 8
14 — 9

Byte 10 is the diameter of the brake discs (the byte value is the checksum of byte 2):

Bits 0-2 (front brake type — caliper, caliper piston diameter, brake disc diameter):
04 — ATE FS-III caliper [D=54 mm, 15″, 280 mm discs, PR codes 1ZF/1ZM/1ZQ; rear discs are usually 253 mm, PR-1KF/1KD/1KS, or drums 203 mm, PR-1KG]
02 — ATE FN3 caliper [D=54 mm, 15″, discs 288 mm, PR codes 1ZE/1ZP; rear usually discs 253 mm, PR-1KF/1KD/1KS, or drums 203 mm, PR-1KG]
06 — ATE FN3 caliper [D=54 mm, 16″, 312 mm discs, PR codes 1ZA/1ZB/1ZD/1LJ/1LV; rear discs are usually 253 mm, PR-1KD/1KJ/1KP]
03 — ATE FN3 caliper [D=57 mm, 16″, 312 mm discs, from the factory such a caliper is on VW Passat B7 NMS USA; rear discs are usually 272 mm; encoding does not work on 17-byte blocks and 18-byte AH/AJ]
01 — ATE FNR-G caliper [D=57 mm, 17″, 345 mm discs, PR codes 1LB/1LK/1ZK; rear usually 310 mm discs, PR-1KW; for firmware up to SW 0151]
07 — ATE FNR-G caliper [D=57 mm, 17″, 345 mm discs, PR codes 1LB/1LK/1ZK; rear usually 310 mm discs, PR-1KW; only for SW 0152+ firmware]
05 — support TRW C60 [D=60 mm, 17″, 340 mm discs, PR codes 1LA/1LW]

Bits 3-5 (rear brake type):
00 — rear disc brakes
20 — drum brakes at the rear

Bit 6: Front brake pads (it is not known what this parameter is responsible for; usually disabled)
Bit 7: Rear brake pads (it is not known what this parameter is responsible for; usually disabled)

Byte 11 is the 16th character of the VIN number (check the VIN on the car and in the dashboard! If the VIN in it differs from what is printed on the body, use it to compose the encoding):

E4 — 0
E5 — 1
E6 — 2
E7 — 3
E8 — 4
E9 — 5
EA — 6
EB — 7
EC — 8
ED — 9

Byte 12 — suspension type, HBV function variant, TSA train stabilization assistant (byte value is the checksum of byte 4):

Bits 0-1 (TSA train Stabilization Assistant):
00 — TSA with the possibility of steering intervention (electric power steering rack)
02 — TSA is disabled
01 — TSA without the possibility of interference with steering (power steering rack)

Bits 2-4 (HBV function option):
10 — HBV is inactive [PR code 1AT]
08 — HBV-1 [PR code 1AS, vacuum sensor G608 present, vacuum pump missing]
18 — HBV-2 [G608 vacuum sensor is present, there is a mechanical vacuum pump powered by an engine; from the factory, this configuration is present only on left-hand drive Skoda Superb 4×4 [PR-1X1] with 3.6 FSI and 2.0 TDI engines]
04 — HBV-3 [PR code 1AS, vacuum sensor G608 present, electric vacuum pump]
14 — HBV-4 [?not used?]

Bits 5-7 (suspension type):
80 — Standard/sports suspension [PR codes 2UA/2UC]
40 — comfort suspension/suspension for bad roads [PR codes 2UB/2UD]
E0 — ?not used?

Byte 13 is the 17th character of the VIN number (check the VIN on the car and in the dashboard! If the VIN in it differs from what is printed on the body, use it to compose the encoding):

19 — 0
1A — 1
1B — 2
1C — 3
1D — 4
1E — 5
1F — 6
20 — 7
21 — 8
22 — 9

Byte 14 — rollover prevention (ROP), G85 sensor location, 2-step ESP shutdown (the value is the checksum of byte 6):

Bit 0: 2-step ESP shutdown (the first press disables ASR, the second disables ESP; only for 18-byte blocks starting from BH/BJ and higher with firmware 0120+; ESP is disabled only until the moment of sudden braking or turning)
Bit 1: not used
Bit 2: VW Jetta Mk6 Hybrid (only on the AR block)
Bit 3: not used
Bit 4: the steering position sensor G85 is located on the steering column (for ZF rails of generations 1 and 2, APA-BS, GUR rails; it is possible to encode starting from AS/AT blocks)
Bit 5: EDS variant for VW Touran, as well as Skoda Yeti with front-wheel drive (starting with AH/AJ units)

Bits 6-7 (ROP function — starting from AS/AT blocks; when this function is activated, it is no longer possible to encode the complete shutdown of ESP/ESC):
00 — ROP function is disabled (the only possible value for blocks up to AS/AT)
80 — ROP for Skoda Yeti
40 — ROP for VW Touran
C0 — ROP for VW Caddy

Byte 15 — EDS setting, Off-Road mode, Start-stop, DSR, steering wheel location:

Bits 0-2 (EDS setting):
00 — EDS 1 (petrol engines 1.2-1.6L with DSG and manual transmission)
01 — EDS 2 (petrol engines 1.2-1.6l with automatic transmission, petrol engines 1.8-3.6L, diesel engines 1.6-1.9l)
02 — EDS 3 (2.0L diesel engines)
04 — EDS 4 (VW Jetta Mk6 1.4L Hybrid, H46 iron blocks only)

Bit 3: Off-Road mode [Skoda Yeti 4×4, PR code 8LG]
Bit 4: The start/stop system is installed [PR code 7L6]
Bit 5: Disable steering assistance (Driver Steering Recommendation, DSR; ZF 1st and 2nd generation steering rails, GUR rails)
Bit 6: Left hand drive [LHD, PR code L0L]
Bit 7: Right hand drive [RHD, PR code L0R]

Byte 16 — additional functions (HHC, iTPMS, setting the behavior of the ASR/ESP Off button, ACC):

Bit 0: Hill Hold Control (HHC, PR codes UG1/UG4) (only for blocks with G251 longitudinal acceleration sensor)

Bits 1-2:
00 — iTPMS is disabled
02 — 17-byte blocks, as well as 18-byte AH/AJ: iTPMS Continental Teves DDS [PR 7K6]; 19-byte blocks: electromechanical parking brake (EPB) installed
04 — 17- and 18-byte blocks: iTPMS Continental Teves DDS+ [PR 7K9]; 19-byte blocks: Avoidance Feature (it is not known exactly what it is, it is found on American cars)
06 — 18-byte blocks: NIRA Dynamics TPI [PR 7K6]; 19-byte blocks: electromechanical parking brake (EPB) installed + Avoidance Feature (it is not known exactly what it is, it is found on American cars)

Bits 3-4 (setting the behavior of the ASR/ESP disable button):
00 — on 17-byte blocks and 18-byte AH/AJ, this value is not possible; on 18-byte blocks, starting with AS/AT: there is no ASR/ESP disable button; for 19-byte blocks, this is the only possible value
08 — ESP Off (only for 17-byte blocks and 18-byte AH/AJ)
10 — ASR Off
18 — ESP Off (2-step shutdown?) for 17-byte blocks and 18-byte AH/AJ; ESP Off (for 18-byte blocks except AH/AJ)

Bit 5: Adaptive Cruise control ACC/Front Assist (unit J428) is not installed
Bit 6: disable the function of rapid flashing of brake lights during emergency braking (relevant for cars with BCM 3C8937049, because they do not support this function; as a rule, these are VW Eos 2009 and Skoda Octavia 2008-2009, but there may be others)
Bit 7: for 17-byte blocks — transmission type: 0 = manual transmission, 1 = automatic transmission/DSG; for 18-byte blocks, except AH/AJ: NIRA Dynamics TPI in accordance with the American FMVSS138 standard; for 19-byte blocks: the airbag control unit (SRS Airbag) does not support the function Multi-Collision Braking (MCB) (must be activated if error 01321 appears)

Byte 17 — additional functions (PLA, ACC-FTS, iTPMS reset via on-board computer, XDS, AWV):

Bit 0: Parking autopilot PLA 2.0-3.0 [PR code 7X5/7X6] (block J791 is installed; only for 18- and 19-byte blocks)
Bit 1: the Follow-To-Stop function of adaptive cruise control (only for 19-byte blocks, does not work correctly!)
Bit 2: reset of indirect tire pressure monitoring iTPMS II (RKA+) via the MFA+/Maxidot instrument cluster (virtual block 4C, 2012+ M.G., only for 18- and 19-byte blocks; for this function to work, it is necessary that the iTPMS variant of NIRA Dynamics TPI be encoded)
Bit 3: Extended electronic differential lock XDS [UG3/UG4 PR codes] (except AD/AE/AN/AP blocks)
Bit 4: up to and including firmware 0121: AWV1 stopping distance reduction function (preliminary increase in brake pressure); starting from firmware 0133: EDF (for VW Beetle Mk3, Golf Mk6 Cabriolet, Jetta Mk6 (16), Passat B7 NMS USA)
Bit 5: up to and including firmware 0121: AWV1 stopping distance reduction function (HBA switching to hypersensitivity mode); starting from firmware 0133: AWV1 function (brake pressure increase + HBA switching to hypersensitivity mode)
Bit 6: AWV2 stopping distance shortening function (visual and audible warning and brake warning push)
Bit 7: AWV3 stopping distance shortening function (automatic braking)

Byte 18 — type of ABS sensors:

00 — standard ABS sensors are installed
50 — active rear ABS sensors installed (AK protocol)
55 — active front and rear ABS sensors installed (AK protocol)
F0 — active rear ABS sensors installed (direction of movement inverted, AK protocol)
FF – active front and rear ABS sensors installed (direction of movement inverted, AK protocol)

Note: If active ABS sensors are installed, the direction of rotation can be checked in the measured groups 111-114.
Note 2: in fact, in this byte it is possible to encode the type of each ABS sensor separately, but since this is usually not required, I did not describe this functionality in order not to complicate the coding. For more information about this feature, see the English-language .lbl file.

Byte 19 — additional functions (iTPMS type, self-locking differential, parking exit assistant, setting the behavior of the ASR/ESC shutdown button):

Bits 0-1 (iTPMS type):
00 — iTPMS (RKA+) disabled [PR 7K0]
01 — NIRA Dynamics TPI [according to the European standard ECE-R64; PR 7K1]
02 — NIRA Dynamics TPI [according to the American standard FMVSS138; PR 7K6]
03 — NIRA Dynamics TPI [standard version; PR 7K9]

Bit 2: VAQ self-locking differential
Bit 3: Blind Spot Assistant (Side Assist, BSD), Parking Exit Assistant (RTA), Lane Keeping Assistant (Lane Assist), PLA 3.0 [Unit J1086 installed]

Bits 4-7 (setting the behavior of the ASR/ESC shutdown button):
10 — there is no ASR/ESC shutdown button
20 — ASR Off with a short press
30 — ESC Sport with a short press
40 — ESC Off when pressed briefly
50 — ASR Off with short press / ESC Off with long press (factory version for VW Scirocco Mk3 FL 2014-2017)
60 — ESC Sport with short press / ESC Off with long press (option for Seat Leon Cupra)
70 — ASR Off with short press / ESC Off with long press
80 — ESC Sport on short press / ESC Off on long press (factory version for Audi S3; also available for VW Golf 6 R)
90 — ASR Off on short press / ESC Sport on long press (option for VW Golf 6 GTI)

Note: When the ASR is disabled, the MSR is disabled; when the ESC is disabled, the ASR and, accordingly, the MSR are disabled.

Adaptations

Now I suggest we talk about the available adaptation channels in these blocks. Some adaptations require you to enter an access code. Presumably, the access code for these adaptations is 15082 or 15081.
Below is a list of all access codes that are contained in firmware 0166 (thanks dnoermann):

5641 = eeprom editing
10149
11122
11123
11908
11966
14913
15081
24435
25004
25144
30203
30204
30205
30206
30207
30208
30209
30210
31857
40168 = basic settings
40171
40304 = some adaptations

Change unknown channels at your own risk!
The list contains all channels available to the “top” block 1K0907379CC. For other blocks, the number of available channels may vary less.

Channel 00 — reset the trained values. It is not known for sure what exactly is being reset. Activate at your own risk!

Channel 01 — Wheel diameter adaptation for iTPMS (for Continental DDS+)
0 = 15″, 1 = 16″ … the maximum value is 8.

Channel 09 — setting the intensity of the hydraulic brake assist HBA (Hydraulic Brake Assist). There are 3 options available: 0 = medium, 1 = low (the assistant starts work early), 2 = high (starts work late).

Channel 10 — Enabling the Fading Brake Support (FBS) function. 0 = off, 1 = on.

Channel 11 — setting the brake torque gain during ACC/Front Assist operation.
From 0 to 6 (default = 3)

Channel 12 is a preliminary increase in brake system pressure (EBP) when the gas pedal is abruptly released.
0 = disabled, 1 = enabled

Channel 36 — Intensity setting of the extended electronic differential lock (XDS). There are 3 options available: 0 = medium (~200-250 hp), 1 = weak (~ up to 200 hp), 2 = strong (~250+ hp).

Channel 39 — setting the delay of the electromechanical handbrake.
Values from 0 to 6 are available.

Channel 48 — reduction of vibrations when starting (18- and 19-byte blocks, except AH/AJ). Limits the torque of the engine at start-up to reduce possible fluctuations.
0 = normal, 1 = strong, 2 = maximum value

Channel 49 — ABS operation at low speeds (presumably less than 5 km/h).
0 = disabled, 1 = enabled

Channel 51 — Engine braking torque control (MSR). Access code 40304 is required to change.
0 = disabled, 1 = enabled

Channel 54 — Setting the intensity of steering assistance DSR (Driver Steering Recommendation). There are 3 options available: 0 = strong, 1 = medium, 2 = weak.

Channel 55 — activation of the brake disc drying function (BDW). 0 = BDW is disabled, 1 = BDW is enabled. On some blocks, the function is enabled by default and for some reason does not turn off. You may need an access code.

Channel 58 — setting the speed (revolutions) of the operation of the uphill start assistance system (HHC). There are 3 options available: 0 = standard, 1 = early (low revs), 2 = later (starting from high revs and with clutch slip).

Channel 64 — setting the slope at which HHC starts working (only blocks with H46 iron).
0 = 1% slope, 1 = 2% slope, 2 = 3% (standard value), etc. up to 11 = 12%

Channel 89 — enabling and disabling ASR. 0 = ASR is off, 1 = ASR is on.

Channel 90 — enabling and disabling ESP. 0 = ESP is off, 1 = ESP is on.

Channel 91 — automatic activation of the ESP when the speed reaches 100 km/h, if it was previously turned off manually.
0 = deactivated, 1 = activated

Channel 98 — activation of the stop distance reduction function AWV1
0 = deactivated, 1 = activated

Basic installations

Now I will tell you what groups of basic installations exist for these blocks, what they are responsible for and what they are intended for.
To allow any (or almost any) basic installation, you must enter an access code. The access code to the basic installations is 40168. The code must be entered for each action in the basic settings (i.e. if you first adapt one sensor, and then the second, then you must first enter the access code, adapt one sensor, then enter the access code again, and only then adapt the second sensor, well, etc.)

Group 001 — pumping of the hydraulic block of the ABS brake system. It is intended, first of all, for pumping a drained ABS block. It is assumed that the block will be pumped first, and then the rest of the system will be pumped using the usual “grandfather” method (especially the rear contour, which the system does not offer to pump with such a method). However, no one prevents you from using this function to upgrade the entire system. This convenient feature allows you to upgrade the system alone, without an assistant. When activating this group, it is proposed to perform the block pumping procedure 8 times, while the system suggests pumping only through the front brake circuit (front wheels). But at the same time, you can interrupt the procedure at any time, so it is not necessary to do exactly 8 full upgrades. Also, no one prevents you from pumping the front contour using the same method to pump the rear one, ignoring the instructions of the program.

It takes about 2 liters of brake fluid for one full cycle of 8 pumps. Attention! The liquid goes away fast enough! Constantly monitor the level of brake fluid in the tank!
After pumping the drained ABS unit, it is necessary to brake at least once so that the ABS system works.
There is a good video on YouTube on the topic of pumping brakes using VCDS.

Group 025 is the basic installation of pressure valves of the ABS hydraulic unit. It is required to carry out in cases when, after installing the ABS unit dismantled from the car, error 00003 appears in it — Control Unit: Basic settings / Adaptation are not performed or incorrect (00003 — Control Module: No or Incorrect Basic Setting / Adaptation). To carry out the basic installation, it is necessary that at the time of its start, the temperature of the ABS pump is below 27 degrees, and the engine is running. It is recommended to lift the hood during the basic installation.
During the basic installation, the program screen will display the range of values for pressing the brake pedal, as well as the current value. It is necessary to press the brake pedal so as to get into the set range, and hold it in this position until the brake pedal goes to the floor and the value range changes to 000/000. After that, another range of values will appear, which you need to get into. This will happen for quite a long time until the unit performs the entire valve adaptation cycle. When all the steps are completed, the program will write “Calibrated” (calibrated, calibration is completed). Press On/Off/Next and exit the basic settings. The adaptation of the pressure valves of the hydraulic unit has been successfully completed. The procedure takes about 5 minutes.
Ross-Tech made a detailed video on this procedure (there is also a video about the 026 group, which will be discussed below).

Group 026 is the basic installation of the discharge valves of the ABS hydraulic unit. This basic installation, like the previous one, must be carried out in cases where, after installing the ABS unit dismantled from the car, error 00003 appears in it — Control unit: Basic settings / Adaptation are not performed or incorrect (00003 — Control Module: No or Incorrect Basic Setting / Adaptation). The basic installation is carried out after the basic installation of the 025 group has been carried out. After the basic installation of the 025 group, it is necessary to cool the engine for a long time, since the 026 group also requires that the temperature of the ABS pump be below 27 degrees at the time of starting the adaptation, and the engine is running. For faster cooling, you can direct some kind of fan to the area of the ABS unit. The procedure is similar to group 025 — press On / Off / Next, a range of values of pressing the brake pedal appears, which you need to “get into”, the only difference is that the pedal will not fall to the floor, switching to the next required value. The range will change a few seconds after “hitting” the current range, after which it will be necessary to slightly release or vice versa — to press the brake pedal to get into the new range. When all the steps are completed, the program will write “Calibrated” (calibrated, calibration is completed). Press On/Off/Next and exit the basic settings. The adaptation of the relief valves has been successfully completed. The procedure takes about 5 minutes.
Video by Ross-Tech.

Group 040 — enabling the dinostend mode. When activated, the G251 sensor turns off, and error 03409 is recorded in the control unit. When the ignition is switched off and on, the mode is deactivated and the error is deleted.

Group 042 — reset of the indirect tire pressure monitoring system (iTPMS). After activating this group, it is necessary to check the tire pressure and adjust it, if necessary, then press and hold the SET and ASR/ESP buttons for 2 seconds until an audible alert and a TPMS lamp on the dashboard appear. After that, the buttons can be released. The reset has been completed.

Group 043 — disabling the dinostend mode.

Group 049 — checking the function of flashing brake lights during emergency braking (some BCM 3C8 do not support this function).

There are videos on YouTube for groups 060, 063, 066 and 069.
Attention! If you are carrying out the procedure of basic installation (adaptation) of sensors after replacing the ABS unit, then it is necessary:
— Start the car;
— Enter the encoding into the ABS block so that it accepts it;
— Exit the encoding, log in again and check that the encoding remains in place;
— Take turns adapting all 3 (4) sensors without muffling the car and turning off the ignition (if you turn it off, you will have to carry out the whole procedure from the very beginning, starting with entering the encoding! Since in the case when there is no encoding in the block, it remembers the new encoding only when all sensors are adapted!)
In some cases, it happens that it is not possible to adapt one of the sensors (usually G251), because when entering the basic settings and entering a group, the program writes that the group is unavailable. In this case, it is necessary to clean all the errors in the ABS block and try again, if it does not help, clean the errors in all the blocks and try again. If it doesn’t help again, remember the entered encoding, turn off the car, start it up again and repeat the whole procedure. I have sometimes encountered such a glitch, I do not know what it is related to.

Group 060 is the basic installation (zero position adaptation) of the steering angle sensor G85. It is usually carried out in cases when the steering rack or steering ring has been replaced (in the case when the G85 sensor is located in it), or when the ABS unit is replaced. According to the instructions from Ross-Tech, the correct adaptation procedure is as follows: put the steering wheel straight, turn the steering wheel to the left one turn, then to the right one turn, then put it straight. Then we drive a short distance in a straight line on a flat surface at a speed of no more than 20 km / h. We stop, continuing to keep the steering wheel straight. We go into the ABS unit with a computer, go into the measured groups, enter group 004 and check that the value of the steering angle is within the tolerance from -1.5 ° to +1.5 °. Next, enter the access code 40168, enter the basic settings, group 060. If the adaptation is successful, it should be written “adaptation completed” or something similar. After successful adaptation, Ross-Tech also suggests adapting the extreme positions of the steering wheel:
— Put the steering wheel straight and hold it like that for 10 seconds;
— Turn the steering wheel all the way to the left and hold it like that for 10 seconds;
— Turn the steering wheel all the way to the right and hold it like that for 10 seconds;
— We put the steering wheel straight;
— Turn off the ignition;
— Turn on the ignition and wait 5 seconds;
— The steering wheel lamp on the dashboard should go out, if not, take a short test drive.

In fact, adaptation is usually performed by turning the steering wheel from stop to stop, after which the lamp goes out, and in basic installations the adaptation is successfully completed. But there are also difficulties, in this case you can use the instructions from Ross-Tech and other shamanisms))

Group 063 is the basic installation (zero position adaptation) of the G200 transverse acceleration sensor. To adapt it, it is necessary that the car stands motionless on a flat surface, and the brake pedal is released. The permissible range is ± 1.5 m/s^2.

Group 066 is the basic installation (zero position adaptation) of the G201 brake system pressure sensor. To adapt it, it is necessary that the brake pedal be released. The permissible range is ± 7.0 bar.

Group 069 is the basic installation (zero position adaptation) of the G251 longitudinal acceleration sensor. To adapt it, it is necessary that the car stands motionless on a flat surface, and the brake pedal is released. The permissible range is ± 1.5 m/s^2.

Group 093 — activation of the ESP system functional test. !Attention! DON’T TURN ON this test if you don’t know what you’re doing it for! After activating this test, the lamps of the stabilization system and brake system will be constantly lit on the dashboard, and the error “01486 — Functional system check started” will hang in the ABS control unit (sometimes “01487 — Functional system check” may join it). This will happen until the ESP test is passed. To complete it, you need to perform some actions. For more information on how to take the ESP test, see the video from Ross-Tech.
Yes, there is some workaround how to disable the ESP test without conducting a test drive, but for some reason it does not work on all blocks, so be careful and do not activate this test unnecessarily!

Group 103 — cancellation of the functional test of the ESP system. Allows you to cancel the ESP system functional test if it was activated in the 093 group. It does not work on all blocks, so in some cases you will have to drive a car to pass it anyway.

Group 111 — disconnecting the ESP before the ignition is distorted.

In addition to the basic settings, there is a section “Test performers — 03”. In this test, you can check the operation of all the actuators of the ABS unit (valves, pump, etc.) in turn, the transition to the next actuator is carried out manually by pressing the “next” button, therefore, in order to avoid overheating and failure of the ABS pump, check each mechanism for a maximum of 5-10 seconds, no more! It is recommended to perform this procedure after installing the drained ABS unit to make sure that there is no air in all valves and cavities of the ABS unit.
Quote: “Inside the ABS unit with ESP there is a complex device consisting of 2 pressure accumulators and 2 damping chambers, as well as a multiple system of brake fluid valves, which can still be partially drained. We need to put the ABS unit pump into operation and start the test operation of all its actuators and mechanisms so that it does the work itself to eliminate the air inside itself.”

Pinout

In conclusion, I will add here a complete pinout of the MK60EC1 blocks.

T47 — 47-pin connector of the ABS unit

T47/1 — constant plus (terminal 30) via fuse 30A
T47/2 — not used
T47/3 — Auto Hold key (E540) T12e/12
T47/4 — not used
T47/5 — vacuum booster vacuum sensor (G608), reference voltage +5V (only on vehicles with HBV function — hydraulic brake booster)
T47/6 — not used
T47/7 — not used
T47/8 — plus from ignition (terminal 15) via fuse 5A
T47/9 — not used
T47/10 — not used
T47/11 — not used
T47/12 — CAN-High bus
T47/13 — CAN-Low bus
T47/14 — not used
T47/15 — Auto Hold indicator lamp (K237) in the Auto Hold key (E540) T12e/10
T47/16 — not used
T47/17 — not used
T47/18 — not used
T47/19 — not used
T47/20 — not used
T47/21 — not used
T47/22 — not used
T47/23 — not used
T47/24 — not used
T47/25 — not used
T47/26 — not used
T47/27 — not used
T47/28 — not used
T47/29 — not used
T47/30 — not used
T47/31 — not used
T47/32 — constant plus (terminal 30) via fuse 30A
T47/33 — front right wheel speed sensor (G45), weight
T47/34 — front right wheel speed sensor (G45), plus
T47/35 — SET button of the TPMS indirect tire pressure monitoring system (E492, on some models — E226)
T47/36 — speed sensor of the rear left wheel (G46), plus
T47/37 — rear left wheel speed sensor (G46), weight
T47/38 — brake light limit switch F (brake light terminal 54 connection)
T47/39 – ASR/ESP switch-off button (E256)
T47/40 — vacuum booster vacuum sensor (G608), weight (only on vehicles with HBV function — hydraulic brake booster)
T47/41 — Vacuum booster vacuum sensor (G608), signal (only on vehicles with HBV function — hydraulic brake booster)
T47/42 — rear right wheel speed sensor (G44), weight
T47/43 — rear right wheel speed sensor (G44), plus
T47/44 — not used
T47/45 — front left wheel speed sensor (G47), plus
T47/46 — front left wheel speed sensor (G47), weight
T47/47 — weight (terminal 31)

As a matter of fact, that’s it!
Easy encodings for everyone!)