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The Continental SID212 and SID213 run the Ford 2.0 EcoBlue diesel in the Ranger, Transit, Transit Custom, Tourneo Custom, Kuga, Focus, Mondeo, S-Max, Galaxy and Edge, and the SID213 also runs the 2.0 diesel in the new VW Amarok. For years they were closed to almost every commercial tool. Now most of the main tools read and write them through the OBD port, and many workshops are seeing these cars as tunable for the first time.
We are not new to them. We were building files for these ECUs before the first official read support was announced: our clients were already reading them with adapters they had developed themselves, and they asked us to make every modification for those reads. That is why we have several years of experience on these cars, and many measurements behind our Stage 1 files, rather than a first calibration written after this year's tool updates.
Key facts at a glance
- Which cars: Ford 2.0 EcoBlue from about 2018 on the SID212 and SID212 EVO; Ranger, Transit, Transit Custom and VW Amarok from 2022 on the SID213. The Ranger T6 can have either unit.
- Reading: by OBD with KESS3, Autotuner, Magic Motorsport Flex, CMD Flash and other tools, depending on the ECU. Check the current protocol list of your tool.
- Emissions: DPF, EGR and SCR/AdBlue OFF with the related NOx codes, in any combination, plus selective DTC OFF.
- No DCU read needed: the complete AdBlue solution is done from the engine ECU read. Reading the AdBlue control unit (DCU / ACM) is not mandatory, and the car works with the module removed.
- Stage 1: a strong gain across the range, for example 130 → 190 hp and 340 → 440 Nm on the Ranger 2.0 EcoBlue.
- Gearbox: the FoMoCo UTCU3 and UTCU4 can be tuned too: smoother and sharper shifts, less hunting on the 10-speed and torque limits matched to the tuned engine.
SID212, SID212 EVO and SID213
All three are Continental (Vitesco) diesel ECUs built around Infineon AURIX controllers. They belong to the same line but are different units, so a file or a protocol for one does not apply to another.
| ECU | Controller | Where you find it |
|---|---|---|
| SID212 | TC297 | 2.0 EcoBlue passenger cars, vans and the Ranger T6 |
| SID212 EVO | TC297 | Later versions of the same 2.0 EcoBlue range |
| SID213 / SID213 EVO | TC387 | New-generation Ranger, Transit, Transit Custom and VW Amarok, from 2022, and some Ranger T6 |
Which cars use them
| ECU | Models | Engine |
|---|---|---|
| SID212 / SID212 EVO | Ford Ranger T6 and Raptor, Transit, Transit Custom, Tourneo Custom, Kuga III, Focus IV and Focus ST, Mondeo, S-Max, Galaxy, Edge | 2.0 EcoBlue, single turbo and bi-turbo |
| SID213 / SID213 EVO | Ford Ranger T6 (some cars) and Ranger (2022 onwards), Transit, Transit Custom; Volkswagen Amarok (2022 onwards) | 2.0 EcoBlue, single turbo and bi-turbo; VW 2.0 TDI |
Check the ECU, not only the model. Ranger, Transit and Transit Custom appear in both rows. The Ranger T6 2.0 EcoBlue is found with both the SID212 and the SID213, so the model alone does not tell you which one you have. The Everest 2.0 EcoBlue shares its platform with the Ranger, so identify its ECU in the same way. Your tool shows the unit in seconds, or send us the read and we will confirm it.
What reads them
This is the situation as of November 2026, taken from the tool makers' own announcements. Support changes with every update, so check the list in your tool before you connect.
| Tool | SID212 / SID212 EVO | SID213 / SID213 EVO |
|---|---|---|
| Alientech KESS3 | Bench, then Full OBD from upgrade 3.32 | OBD from upgrade 2.74 |
| Autotuner | OBD | OBD |
| Magic Motorsport Flex | OBD and bench; from version 7.59 maps and EEPROM with no unlock | OBD from version 7.43, maps |
| CMD Flash | Full OBD: read, virtual read, write, checksum and recovery, no bench unlock | Full OBD with real read |
| FGTech EOBD2 | OBD, flash and EEPROM, no unlock | Check with the maker |
Watch out for ECUs that were already opened. Some earlier unlock methods changed the ECU's public key. Such a unit may then only be writable with the tool that patched it, or need a protocol that recognises the change. Autotuner and CMD Flash both warn about this, so ask about the car's history before you write.
Always keep the original read. If you need a reference file, look in our original files database for the SID212, SID213 and UTCU3.
Why we already have the experience
Official read support for these ECUs is recent, but the cars are not. While the commercial tools could not open them, some of our clients were reading them through adapters of their own design and sent us the files with one request: make all the modifications. So we started on the SID212 and SID213 before any tool announcement.
For you this means files that have already been through several years on real cars, across different software versions and bodies, and Stage 1 files refined through many measurements. It also means we already know these calibrations from the inside: which software versions exist and where each one needs its own approach.
Our solutions
| Option | What it does |
|---|---|
| DPF / FAP OFF | Regeneration, soot model, differential-pressure monitoring and related codes disabled |
| EGR OFF | EGR closed in all operating modes, related flow, position and cooler codes removed |
| SCR / AdBlue OFF | SCR dosing and monitoring disabled in the engine ECU, countdown and warnings removed, no DCU read needed, works with the module removed |
| NOx codes | NOx sensor and efficiency monitoring handled as part of the AdBlue solution |
| Swirl flaps / TVA | Flap and throttle valve monitoring disabled where the option applies to the ECU |
| Vmax | Speed limiter changed or removed, useful on limited vans |
| DTC OFF | Individual fault codes disabled, the rest of the diagnostics stays as from the factory |
| Stage 1 | More power and torque within safe limits; Stage 1+ / Stage 2 for hardware changes on the SID212 |
| Gearbox tuning | UTCU3 and UTCU4: shift quality, shift logic and torque limits |
Options can be combined in one file, and the available list depends on the exact ECU and car. The file service shows the options and the current price for your vehicle when you place the order.
Emissions options in detail
DPF OFF
The soot model and the regeneration strategy are switched off, so the ECU stops requesting regenerations and post-injection. Differential-pressure and filter efficiency monitoring are disabled and the related codes and warnings are removed. This solves the usual problem of vans and pickups on short trips and at long idle, where regenerations never finish.
EGR OFF
The EGR stays closed in every operating mode, and the air path calibration is corrected so the engine runs as if the system were healthy. Flow, position and cooler codes are removed, which also takes away soot build-up in the intake from recirculated exhaust gas.
SCR / AdBlue OFF
This is the option most owners ask about: the "no start in X km" countdown, NOx efficiency faults and failures of the pump, heater, injector or tank sensor. We disable SCR dosing and monitoring in the engine ECU, neutralise the inducement logic and remove the AdBlue and NOx codes.
A complete solution from the engine ECU read. You do not have to open or read the AdBlue control unit (DCU / ACM), and it can be removed: the car works without it, with no communication errors, AdBlue warnings or countdown. No emulator is needed. You can also leave the module in place.
DTC OFF
We disable exactly the codes you name, for example for a removed component or a known false alarm, and leave everything else as it was.
Stage 1: power and torque
The 2.0 EcoBlue responds very well to a remap. It is sold in many power steps, and the lower versions gain the most, which is why they end up close to the top of the range. These are typical values from our tuning catalog:
| Model | Stock | Stage 1 |
|---|---|---|
| Ranger T6, 2019–2022 | 130 hp / 340 Nm | 190 hp / 440 Nm |
| 170 hp / 420 Nm | 190 hp / 440 Nm | |
| Raptor Bi-TDCi 213 hp / 500 Nm | 240 hp / 550 Nm | |
| Ranger, 2022 onwards | 170 hp / 405 Nm | 200 hp / 450 Nm |
| 205 hp / 500 Nm | 220 hp / 550 Nm | |
| VW Amarok, 2022 onwards | 2.0 TDI 205 hp / 500 Nm | 220 hp / 550 Nm |
| Transit, 2023 onwards | 105 hp / 310 Nm | 190 hp / 440 Nm |
| 130 hp / 360 Nm | 190 hp / 440 Nm | |
| 165 hp / 390 Nm | 190 hp / 440 Nm | |
| Transit Custom, 2023 onwards | 110 hp / 310 Nm | 200 hp / 450 Nm |
| 170 hp / 390 Nm | 200 hp / 450 Nm | |
| Kuga III | 150 hp / 370 Nm | 190 hp / 440 Nm |
| 190 hp / 400 Nm | 210 hp / 450 Nm | |
| S-Max, 2019–2023 | Bi-TDCi 240 hp / 500 Nm | 260 hp / 550 Nm |
Stage 1 is written around the real limiters of the ECU: torque limitation, smoke limiter, injection quantity and timing, rail pressure and boost, all within the limits of the stock hardware. On the vans the extra torque low in the rev range is what you feel most, loaded or towing. On automatic cars, consider the gearbox file together with the engine file, as described below.
UTCU3 and UTCU4 gearbox tuning
Many of these cars have an automatic controlled by a FoMoCo UTCU3 or the later UTCU4 transmission control unit, including the 10-speed 10R80 and the 8-speed versions. We work with both, and what follows applies to both. The TCU has its own software, and it can be read and tuned separately from the engine. KESS3 supports the UTCU3 by OBD and on the bench from upgrade 3.34 and the UTCU4 by OBD from upgrade 3.45, and bFlash, DFB and CMD Flash also list one or both. Your tool shows which TCU you have, and both are ordered as the same gearbox option.
After a gearbox file you get a car that simply drives better:
- Nice and smooth: softer, cleaner changes in everyday driving, including the low-speed shifts where a factory calibration can feel abrupt.
- Sharper changes: faster, more decisive shifts and a quicker response when you press the pedal for a downshift.
- Fewer unnecessary shifts: the typical 10-speed complaint is too many changes all the time, with the box hunting between gears on light throttle, on hills or when towing. We optimise the shift points so it holds the right gear and stays calmer.
- Better use of the engine: shift points that suit the torque of a diesel, stock or tuned.
- Torque limits matched to Stage 1: the limits are raised so the gearbox does not hold back the extra torque of the engine file.
Software improves the shifting, it does not repair the gearbox. If the box has a mechanical or hydraulic fault, dirty fluid or a failing valve body, fix that first. Then the calibration can do its job.
These TCUs are used widely across the Ford range, including petrol EcoBoost cars such as the F-150, Bronco, Explorer and Mustang. Read more about our gearbox tuning in general.
How to order
- Read the engine ECU by OBD or on the bench and keep the original. Read the UTCU3 or UTCU4 too if you want the gearbox file.
- Register in the AUTO-REMAP file service and choose the brand, model and engine.
- Upload the read and tick the options you need.
- Download the modified file and write it back with your tool.
- Not sure about the ECU or software version? Write to us with the read attached on WhatsApp or Telegram.
Questions and answers
Which cars use the SID212 and SID213?
The SID212 and SID212 EVO are on the Ford 2.0 EcoBlue in the Ranger T6, Transit, Transit Custom, Tourneo Custom, Kuga, Focus, Mondeo, S-Max, Galaxy and Edge. The SID213 is on the Ranger, Transit and Transit Custom from 2022 and on the VW Amarok. The Ranger T6 can have either unit.
Can they be read by OBD?
Yes. KESS3, Autotuner, Magic Motorsport Flex and CMD Flash all announced OBD support. Coverage differs by tool and ECU, so check your tool's current list.
Do I have to read the DCU for AdBlue OFF?
No. We work from the engine ECU read, and reading the DCU / ACM is not mandatory. The solution is complete: the car works with the module removed, and no emulator is needed.
How much power does Stage 1 give?
It depends on the version. Typical examples from our catalog: Ranger 2.0 EcoBlue 130 → 190 hp and 340 → 440 Nm, Ranger Raptor Bi-TDCi 213 → 240 hp and 500 → 550 Nm, Transit 130 → 190 hp and 360 → 440 Nm.
Can the gearbox be tuned as well?
Yes. The FoMoCo UTCU3 and UTCU4 have their own file: smoother and sharper shifts, fewer unnecessary changes on the 10-speed, and torque limits matched to the tuned engine.
Will gearbox tuning stop the 10-speed hunting between gears?
That is one of the main goals: optimised shift points make it hold the right gear and shift less often. A mechanical or hydraulic fault has to be repaired first, as software cannot fix it.
How long have you worked on these ECUs?
Several years. We started before official read support was announced, because our clients were reading these ECUs with their own adapters and asked us for all the modifications.
How much does it cost?
It depends on the vehicle and the options. The file service shows the current price for your exact car when you place the order.
Have a Ford 2.0 EcoBlue in the workshop? Upload the read to fs.auto-remap.com and pick the options. See also our earlier note on the SID213 for Ranger and Amarok.
File service for professional tuners and workshops.
Tool support is taken from the makers' announcements and can change. Power figures are typical values from our tuning catalog. Emission-related modifications are supplied for off-road, motorsport, export and research use only, in territories where such modification is permitted. It is the customer's responsibility to comply with local legislation.