Category Archives: BMW ICOM


Release Notes ISTA-P_3.63.3_4.09.1x:

F, G and I series (will be switched off gradually from ISTA/P 3.62.0 on)

(that means that no partial programming for those cars.)

In detail…

ISTA/P – Note about switching off F, G, I series group


With the launch of ISTA 4, the functionality for programming the F, G, I series has been integrated in ISTA. From ISTA/P version 3.62.0 on (end of June 2017), the programming of the F, G, I series with ISTA/P will be gradually switched off.

Model series affected:

F, G, I series vehicles. ·

Series F056 can no longer be dealt with as of ISTA/P 3.62.1. ·

Series I001, F001, F025, S15A, S15C can no longer be dealt with as of ISTA/P 3.63.0.


Install ISTA 4 with vehicle software service data package. Use ISTA 4 for programming the F, G and I series.

Affected application:


Note: E series can still be dealt with using ISTA/P.

Test: 2017 G12 in ISTA-P 3.65

Tried to program headlight module for 2017 G12 in ISTA P 3.65, but it cannot be done.

In order to program the module, the professional open ista d and i program the whole car.


Good solution to program F/G/I series:

Use ESYS and skip the risk of bricking car modules with ISTA-P

To flash whole car, You can use esys to flash whole car with just one click


Use ISTA-P before version 06.2017

2017.5 BMW ISTA-D 4.05.20 ISTA-P
2017.3 BMW ISTA-D 4.04.12 ISTA-P


Solved! ICOM Next Esys fitted & coded new FRM3. Everything is working.


Fitted and coded a brand new FRM3 everything is working except power windows, I cannot initialise them because the FRM has a Windows Regulator over temperature fault stored so has shutdown power to the windows.
Got issues with both front windows, car does not have rears that open

But windows were working with previous frm

I cannot clear this fault at all with ISTA+
I am using latest psdz and have FA coded (no mods) several times to no avail.

Car: 2013 F13
Tool: ICOM Next

Jararak advice:

try to recode it one more time with null file (regarding VO)

maybe try to power off transport mode


Have FA coded several times now, I did do a delete transport mode after fitting, but if it was in transport mode other things would not work

KKKKK advice:

You only need to initialize the windows with ista+ ! That’s all after coding.


Can’t do that Ista+ does nothing because of over temperature fault code

Now solved!!!
Flashed latest software and re-coded all errors now gone and windows initialised.

Flashed with latest software using Esys and Icom Next


Programming and Registering are 2 different things. They use totally different equipment.
So I needed a new battery because my old one was holding an 11.5v charge when the car was off. I ordered a Braille no weight, 21lb battery from HP Autowerks with their custom battery tray. I had a shipping timing issue and Harold made sure it got to me before I went away.

So I come back from vacation and look for a good indy to install my new battery. I found Pinnancle Motor Werks in Stirling, NJ so I went there to get my battery installed/registered.

They have an Autologic for those wondering.

Anyway so we go through the menus to register the battery and since the Braille is an AGM battery, I need to program my car so it charges the battery correctly.

SO if you’re replacing your battery with an AGM and you have a lead acid battery, you NEED to program the correct type! Registering and programming are 2 different procedures.

However, the Autologic device had only the following options: 90Ah AGM, 90Ah, 80Ah AGM, 80Ah, 70Ah AGM, 70Ah, 55Ah, and 46Ah. I think that was all of them.

The Braille I bought has a 31Ah rating….what to do?

Basically my indy didn’t want to be held liable for damages later incurred….understandable. So I told the shop to program my car as a 70Ah AGM, the lowest Ah AGM available on my car. I was concerned about my car being programmed to charge an AGM, not a lead acid.

So we’ll see if my battery holds up. I was mainly concerned that my car was programmed to charge an AGM. The Ah rating will be something I will monitor over the life of the battery.

So things I learned from this: (For those of you who just want to read about registration and programming)

Battery Registration does 3 things:

1) Logs Mileage.
2) Tells the car a new battery is installed.
3) Not sure about this one but I think the car records the condition of the battery at 80% of the capacity… a reference point.

Now there is programming with ICOM A2 or ICOM Next…..which requires reintializing modules, mainly the CAS and FRM module.

Our cars have many different Ah ratings (90Ah, 80Ah, 70Ah) and types (AGM vs non-AGM). There are other parameters that differ as well but these are the main ones in programming. The main difference the computer needs to know is AGM or non-AGM. AGMs will charge differently. I guess different Ah ratings tell the car how long to charge the battery and how often to maintain it. Ah ratings are basically a reserve rating. A 1 amp draw on my 21lb Braille will last 31 hours before a recharge is needed.

Anyway, so the reason why I have decided this was a bad decison is because:

1) The CCAs on the Braille are 550A. Stock = 750A. This battery is fine for warmer climates but since I’m on the East Coast…..I’ll be needing a battery heater and a tender.
2) The Ah rating on the Braille is 31Ah. Stock = 90Ah. This is why I need a tender.

Those with a BT tool:

Reset Battery Adaptation and Battery Registration are redundant entries and send the same command. You can only use this option if you are replacing the battery with the SAME spec. Same Ah (capacity) and type (AGM vs non-AGM).

If you decide to install a battery with a different type or capacity you need to have the car programmed so it knows its capacity and type.

Here, AGM batteries will be explained:

In September 2002, the first VRLA batteries, better known as AGM batteries came into use.

VRLA means valve-regulated lead acid, or a lead battery with a pressure relief valve.

AGM stands for absorbent glass mat, or absorbent glass-fiber fleece.)

An AGM battery (90 Ah) is currently installed in the E46 with the M56 engine. Its use in other vehicle models will follow.

The continuously increasing energy requirements of modern vehicle electrical systems, demands ever more efficient battery solutions. A modern luxury vehicle has some (100) actuator motors that have to be provided with electrical current. In addition, there are safety, environmental and comfort features that are increasingly becoming part of the standard equipment such as ABS (anti-lock brake system), DSC (dynamic stability control), EPS (electric power steering), heated catalytic converter, electronically controlled suspension, air conditioning and navigation systems. Current consumption is considerable even when the vehicle is not in use.

AGM batteries are more expensive to produce, however this extra cost is offset by the following benefits:

Much longer service life

Improved starting reliability at low temperatures

Reliable starting of engines with high starting current requirements

100% maintenance-free

Low risk in the event of an accident (reduced environmental risk)

Service life of AGM batteries

(1) Available capacity [%]

(2) Distance [thousand km]

(3) AGM battery

(4) Lead-calcium battery

(5) 50% capacity line

Brief description of components

AGM batteries can be recognized by the black housing and the lack of the “magic eye”.


Positive grille with silver alloy
Set of positive plates

Positive plate
Set of negative plates

Negative grille
Block of plates

Negative plate
Block box with base strips

Separator made of glass-fiber fleece


AGM batteries differ from conventional lead-calcium batteries in the following points:

Larger plates:

Larger plates allow a power density some 25% greater.

Glass-fiber-fleece separators:

This enables a cycle consistency up to 3 times greater to be achieved.

This improves cold-starting ability, current consumption and service life.

Airtight housing with pressure relief valve:

The inspection plugs are sealed and cannot be opened.

Acid bound in grass-fiber fleece:

In contrast to conventional lead-calcium batteries, the sulfuric acid in a battery with fleece technology is not held as a liquid in the battery housing, but rather it is completely bound (100%) in the glass-fiber fleece (separators). This gives increased security against the acid escaping and thus reduces the environmental risk. For this reason, no acid can escape if the battery housing is damaged. In addition, the AGM battery is sealed to be airtight. This is possible because the gases are converted back into water by the permeability of the separators.

How it works

AGM batteries differ from conventional lead-calcium batteries in their environmental compatibility and their retention of gases during charging.

When a vehicle battery is charged, the electrolysis process emits the gases oxygen and hydrogen.

In a conventional lead-calcium battery, these two gases are released into the atmosphere.

In an AGM battery, the two gases are converted back into water: The oxygen created at the positive electrode during charging moves through the permeable glass-fiber fleece to the negative electrode, where it reacts with the hydrogen ions that are brought in with the electrolyte, to create water (oxygen cycle). In this manner, the gases, and thus the electrolyte, is not lost.

Only when the gas production is excessive, that is when too much pressure is generated (20 to 200 mbar), does the pressure-relief valve open, thereby allowing gas to escape while also preventing entry of atmospheric oxygen. Because the pressure in the battery is regulated by a valve, the AGM battery is also known as the VRLA battery (valve-regulated lead acid).

Service Instructions for AGM Batteries

When handling AGM batteries, certain special factors must be taken into consideration with regard to battery renewal and installation location.


Warning: Do not charge AGM batteries with 14.8 volts! Do not use rapid charging programs!

When charging batteries in the “stand alone” mode, the maximum charge voltage of 14.8 volts must not be exceeded. Even briefly charging an AGM battery with a charge voltage of more than 14.8 volts (voltages usually used in rapid charge programs) will damage the battery.

Installation Location

Warning: Do not install AGM batteries in the engine compartment!

Because of large temperature variations, AGM batteries must not be installed in the engine compartment. This would result in a significant reduction in the service life of the battery.

Do Not Open

Warning: Do not open AGM batteries

On no account should AGM batteries be opened, as oxygen from the atmosphere would cause the battery to lose its chemical balance and cause it to fail.

Battery Replacement

An AGM battery, when installed as original equipment, must always be replaced with an AGM battery.

In special cases, where a customer’s driving profile (e.g. short distance driving), results in a discharged battery, the AGM battery is a recommended replacement. Note that replacement batteries resulting from a customer’s driving profile cannot be claimed under warranty.
So as long as you replace your battery with the same spec (CA, CCA, Ah ratings, and type (AGM, non-AGM)), then you just need to register your battery.

If you change any specs you may need to program, then register the battery….especially when retrofitting an AGM.

I don’t think small differences in ratings will require programming, just registration. As long as the Ah rating and type are the same/similar values, then you should be good.

EDIT: I also forgot to mention that the battery I received was a bit smaller than the ones in the DIY guides here and on M3post. My power distribution block sat directly over the negative terminal opposed to next to it, like the ones in the DIY.

I had to configure it in a weird way. I’ll post up a picture later.

I did not want to remove the distribution block because it holds the main fuses for our cars and also I would need to cut, fuse, and terminate 4 or 5 wires, some being a pretty thick guage. I’m lazy….

Nouvelle 2015.12 ICOM A2 A3 Released with ISTA-D 3.56 ISTA-P 3.57

BMW ICOM 2015.12 version has been released, with ISTA-D ISTA-P without USB Dongle for BMW models.

Software version:



VIN: 2015.10.14

Not connected 9000 days remaining

OS requirement:

Windows XP, 7, 8

Dual-core processor, better above I3; over 4G of memory

(suggested models: Lenovo ThinkPad: T61, T410, T420, T430, X200, X201, X220 X230 and other laptop with Intel chipset, such as I3/ I5 / I7 series)


diagnose and programming: Multi-language

TIS diagram circuit: Chinese, English and German

Compatible tools:


V2015.12 ICOM HDD software lists:

No. Software Name Software Function
1 ISPI-NEXT Admin Tools ISPI-NEXT authorization software
2 ISPI Admin Client ISPI-NEXT authorization management
and environment Configuration software

3 ISTA-D(Rheingold) Diagnostic and repair guide, including
Diagrams and disassembly Figure

4 ISTA-P(ISSS-NEXT) Programming and coding software system
5 HDD-Update Navigation software upgrade back-office
services (function with ISTA-P, need to Import map files)

6 KSD Work software
7 ETK Accessories Catalog
8 E-SYS Engineer Software for F series
(available for programming and coding)

9 WINKFP Engineer Software for E series, for programming
10 NCS-Expert tool Engineer Software for E series, for coding
11 INPA Engineer Software for E series, for diagnosis
12 Tool32 Engineer Software for E series, able to run directly
13 BMW Coding Tool Auxiliary Software of Engineer
Software for E series (Available to

import model data to WINKFP and NSC)

14 NcsDummy Auxiliary Software of Engineer
Software for E series (Available to modify NCS data)

15 IToolRadar Used to recognize ICOM, activate or
release ICOM Port

16 EasyConnect Used to Configure the Environment
Parameter of Engineer Software for E

series, can activate or release ICOM Port