Module repair & bench testing
Modern vehicles run on software. So do the failures.
There are dozens of computers in a modern vehicle, and they talk to each other constantly. When one stops answering, the symptom often shows up somewhere else entirely — which is how people end up replacing three good parts chasing one bad module. Send it here and we will put it on the bench, find out what is really going on, and tell you straight whether it is worth fixing. Shops and DIYers both.
- Technician
- ASE-certified diagnostic specialist & ADAS technician
- Experience
- 15+ YEARS
- Coverage
- Modules accepted by mail nationwide
- Diagnostics
- Factory-level scan and bench test equipment
- Programming
- OEM software across most domestic and import makes
- Every unit
- Bench-verified and sealed before it ships
What comes across the bench
Modules we work on
Engine, body, transmission and brake control units across most makes. If your part number isn't listed, ask — the list below is what we see most, not a limit.
| Module | Typical failure | Notes |
|---|---|---|
| Engine & powertrain ECM / PCM / ECU |
No communication, no start, internal driver failure | Tested, repaired where the fault is serviceable, and VIN-programmed to your vehicle on GM applications. |
| Body control BCM / TIPM |
Parasitic draw, dead circuits, intermittent lighting | Common high-failure units. Bench-verified before it goes back in the truck. |
| ABS & stability VSA / EBCM |
Solder fatigue at solenoid and pump driver pins | External repair only on hydraulic units — internal valve bodies are non-serviceable by design. |
| Transmission TCM |
Shift solenoid driver failure, comm loss | Tested for communication and driver function before any repair is quoted. |
Sequence
How a repair runs
-
You ship it in
Fill out the intake form, pack the module, and send it. You get a lookup code the moment it's logged.
-
Bench power and comm check
The unit goes on a regulated supply through a breakout box. We confirm it powers up, check current draw for shorts, and see whether it communicates.
-
You get a quote
We tell you what's wrong and what it costs before any work happens. If it isn't economically repairable, we say so and send it back.
-
Repair and verify
Board-level work where the fault is serviceable. Then it goes back on the bench and gets re-tested, not just visually inspected.
-
Programmed and sealed
Programmed to your VIN where the platform supports it. Every unit leaves with a numbered tamper seal you can look up.
- Hydraulic units
- Anything that has held brake fluid or hydraulic fluid — solenoid manifolds, ABS and VSA assemblies — needs to be drained and cleaned as thoroughly as you can get it, then sealed in a heavy-duty plastic bag before it goes in the box.
- Why it matters
- Residual fluid leaks in transit, ruins packaging, damages other parts, and carriers can refuse the shipment.
- The seal
- Every unit leaves here with a numbered tamper seal. If it is broken, the module was opened after it left this bench.
Ready to send something in?
Tell us the vehicle, the module, and what it's doing. We'll come back with what testing will cost and where to ship it.