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Quite a sophisticated Petrol Engine management system. Manufactured by Bosch, this ECU was one of the first Flash memory based ECU�s with a huge memory the entire code that controls it�s operationally and functionality including its self diagnostic capability. It has capability to incorporate and control many additional sub systems such as evaporative control used in LEV (Low Emission Vehicle) applications and Secondary Air injection, although not fitted in all markets. Although used extensively in quite a variety of BMW models and having many other mentions, the system was also fitted as a replacement of the previous Lucas Sagem Gems engine management into the petrol versions of the P38 Range Rover after the 1999 model Re vamp and stayed in service to the end of production. It was also utilised In the V8 variant of the Discover series II. Having CAN bus communication capability, the system co exists with a new auto box control system giving much smoother drivability.
The ECU support the limited degree of information and fault codes provided for by enforced OBDII compliance, but of course there many more fault codes, functions and features that this module gives access to beyond simple OBDII compatibility, including security link learning and re synchronization. The Module also gives access to the diagnostic capabilities provided in the sub systems that are not fitted in all markets.
SM009 - BOSCH MOTRONIC M5.2.1 - Diagnostic Capabilities (Read Fault Codes)
Reads the fault code memory. The ECU can self detect up to 105 different problems with itself, its wiring and its associated sensors, storing the respective code if it detects any malfunction or reading outside of pre defined acceptable limits. Not all stored faults may cause the fault warning lamp to illuminate.
This function diagnostically clears the fault code memory.
SM009 - BOSCH MOTRONIC M5.2.1 - Diagnostic Capabilities (Settings)
Values, configuration settings, and other stored information which can be read from the ECU. Read settings can also be stored as a standard HTML page for reference. These pages can then later be re loaded.
PROGRAMMABLE OPTIONS (DETAILS)
Part number: This number is calculated from the internally stored Bosch Hardware number.
Bosch software: This is an internal number which denotes the base software of the ECU. In conjunction with other codes, this helps trace any production problems back to the exact source so that they can be quickly rectified. This code is, therefore, only of use to Bosch in the event of a production / recall problem.
Supplier no: This is a Bosch code which they use for keeping track of ECUs which may have been constructed by other companies under licence or the code which may have been written to be included in ECUs.
Production no: This is a unique number for each Motronic ECU which is assigned during production. In essence, it is a Bosch serial number.
Revision level: This is a number which denotes subtle changes to the base software of the ECU. In conjunction with other codes, this helps trace any production problems back to the exact source so that they can be quickly rectified. This code is, therefore, only of use to Bosch in the event of a production / recall problem.
Revision Address: This is a Bosch specific code which helps track the source of base software revision modifications. In conjunction with other codes, this helps trace any production problems back to the exact source so that they can be quickly rectified. This code is, therefore, only of use to Bosch in the event of a production / recall problem.
Plant ID: This is a manufacturer's code which allows tracing to a particular manufacturing facility. In conjunction with other codes, this helps trace any production problems back to the exact source so that they can be quickly rectified. This code is, therefore, only of use to Bosch in the event of a production / recall problem.
Plant address: This is a manufacturer's code which allows tracing to a particular manufacturing facility. In conjunction with other codes, this helps trace any production problems back to the exact source so that they can be quickly rectified. This code is, therefore, only of use to Bosch in the event of a production / recall problem.
Diagnostic index: This code is reserved for denoting any minor revisions to the Diagnostic section of the internal software.
ISN address: This is a code which denotes the actual programming machine which was used to program the base software into this ECU. In conjunction with other codes, this helps trace any production problems back to the exact source so that they can be quickly rectified. This code is, therefore, only of use to Bosch in the event of a production / recall problem.
BUS index: An unknown internal code for Bosch use only.
Product week: The week of the year in which this Motronic ECU was manufactured.
Product year: The year in which this Motronic ECU was manufactured.
Coding index: This number is reserved to denote any minor revisions to the core coding of the Motronic ECUs.
Immobilisation Code: This number is the number which the Motronic ECU requires to be sent by the BECM to mobilize. This code will require programming into the BECM settings Immobilisation Code box.
Bosch hardware code: This number is reserved to denote any minor revisions to the actual electronic hardware of this ECU series.
Software code: This code denotes the revision level of the vehicle specific code section of the ECU.
Part no: This is a Bosch part number for this Motronic ECU. This number is for the ECU as a whole and provides for the including of any later uploaded changes. It is, therefore, possible this number may change during the life of the ECU.
Modification code: This code is used to indicate any late modifications which may have been made to the vehicle specific software, as denoted by the Software Code.
HISTORY INFORMATION RECORD 1-14
The ECU can be programmed (reprogrammed) only 14 times. Each time the settings are stored in a record (1-14) and cannot be overwritten).
Vehicle identity number: This is the Vehicle Identity Number (VIN).
Date of programming: This is the date when this record was created.
ECU assembly no: The assembly is defined as a combination of the ECU's hardware, the engine specific software and the vehicle model / market tune software.
Emission homologation status: This is a number which correlates to the passing of emission legislation requirements of this ECU assembly.
Odometer value at program date: When re-programming is done which creates a record, it is possible for the programming tool to use this value to record the odometer value of the vehicle to which this ECU was fitted in kilometres. This number could be entered manually, or the equipment could automatically obtain the value by reading the figure electronically from the relevant Body Control Module. Its value is only of some use as the ECU may be moved between vehicles.
AIF status: This code, whilst contained in all records, is currently not used for any purpose. It is actually filled with the time of day in hours, minutes and seconds when the re-programming that created this record was performed.
Programming station: When any re-programming of the Motronic ECU's software for Engine specific code or model / market tune. The programming may be done at a number of stages during the life of the ECU by different programming equipment made by a number. This is a code by which the programming equipment may be recognised. The most common code is T9999; this denotes Land Rovers own TestBook equipment. X codes usually refer to Bosch programming equipment and are often seen in the 1st record which is created during manufacture.
Realtime live display of the information the electronic control unit of the selected vehicle system is currently deriving from its input sensors.
AIR AND FUELLING
MAFS: Air Mass Flow Rate in Kilograms per hour. This reading shows the amount of air which is being used by the engine. Under most conditions this will indicate the current power output of the engine.
Injector time: Fuel Injector Pulse width in milliseconds. The value represents the time the fuel injector is open and injecting fuel into the inlet manifold. The value is an average of the time across all injectors. The total amount of fuel injected into the engine also depends on the number of injections.
Fuel pump: This reading shows whether the ECU is currently driving the fuel pump relay ON or OFF.
Idle air: Amount of air flow due to Idle Air Control Valve (IACV). The reading shows the amount of air being provided to the engine by the idle air control valve. A higher than usual value for idle air may indicate a problem with engine efficiency. A low value may indicate a throttle problem or a severe air leak.
IACV drive: Idle Air Control Valve (IACV) drive duty ratio. The reading shows the amount of drive the IACV is requiring to provide the idle air flow. High values of IACV drive with low values of idle air may indicate a blockage or fault with the valve.
Idle load air: This shows the amount of air required by the engine at idle. An unusually high value of idle air may indicate a problem with engine efficiency.
AV trim bank A: Average value of fuel trim ratio - bank A. The value of short term fuel trim is calculated by the ECU by subtracting the actual value of fuelling required by the engine (measured by the oxygen sensors) from the expected (open loop) value, as stored in the fuelling tune. This display shows an average value for this trim. The value of the trim should normally remain close to 1.0
AV trim bank B: Average value of fuel trim ratio - bank B. The value of short term fuel trim is calculated by the ECU by subtracting the actual value of fuelling required by the engine (measured by the oxygen sensors) from the expected (open loop) value, as stored in the fuelling tune. This display shows an average value for this trim. The value of the trim should normally remain close to 1.0
Load air: Demand Air Correction Sum in Kilograms per Hour. The amount of air correction the engine requires to achieve the target idle speed when there are extra engine loads present, such as the air conditioning compressor. Over a period of time, the ECU learns how much correction to apply under these conditions. There are no expected value ranges shown for this display.
Fuel cut off: This reading shows whether the ECU is currently operating the fuel cut-off strategy. This strategy should normally operate during over-run conditions only.
Fuel trim A: Short Term Fuel Trim Ratio - Bank A. The value of short term fuel trim is calculated by the ECU by subtracting the actual value of fuelling required by the engine (measured by the oxygen sensors) from the expected (open loop) value, as stored in the fuelling tune. The values are calculated separately for each bank of the engine. The value is shown as a ratio between 0:1 (maximum enleanment) and 2:1 (Maximum enrichment).
Fuel trim B: Short Term Fuel Trim Ratio - Bank B. The value of short term fuel trim is calculated by the ECU by subtracting the actual value of fuelling required by the engine (measured by the oxygen sensors) from the expected (open loop) value, as stored in the fuelling tune. The values are calculated separately for each bank of the engine. The value is shown as a ratio between 0:1 (maximum enrichment) and 2:1 (Maximum enrichment).
Idle trim A: This value represents a long term trim on bank A, applied by the ECU to the fuelling. Since this trim is additive its main effect is at idle and low engine load conditions.
Idle trim B: This value represents a long term trim on bank B, applied by the ECU to the fuelling. Since this trim is additive its main effect is at idle and low engine load conditions.
Multi trim A: This value represents a long term trim on bank A, applied by the ECU to the fuelling. Since this trim is multiplicative it has an effect over the whole power range of the engine.
Multi trim B: This value represents a long term trim on bank B, applied by the ECU to the fuelling. Since this trim is multiplicative it has an effect over the whole power range of the engine.
Secondary air: This reading shows whether the ECU is currently driving the secondary air pump ON or OFF (only fitted to ULEV vehicles).
Adaptive purge: Adaption to short term fuel trim, due to purge. This display shows the amount of correction which has been made to fuel trim due to the excess air or fuel introduced into the engine, due to purge. If the purge canister contains little fuel, the adaption will be greater than 1, if the canister contains a high load of fuel the adaption will be smaller than 1.
Purge rate: This reading shows amount of purge that the ECU has calculated is currently required. This will depend on the engine conditions and the amount of fuel load currently in the purge canister.
Purge status: This reading shows whether the ECU is currently purging fuel or not.
Leak rate: Tank leakage factor. The amount of leakage detected by the ECU during the fuel tank leakage test. The value is displayed as a factor which has a range from 0 to 2 where a higher value shows a greater leakage.
Tank pressure: The difference between the fuel tank pressure and atmospheric pressure. A positive value shows that the tank pressure is greater than atmospheric pressure and a negative value that it is less.
Filtered fuel tank pressure: Shows the filtered value of fuel tank pressure with short term variations in pressure removed.
Fuel enrichment: This display shows the sum of all enrichments applied to a warm engine. i.e. all the enrichments applied apart from start up enrichments. The enrichments include those due to throttle or load variations and other short term enrichments. A permanently high value for this item may indicate a fault.
Fuel level: This reading shows whether the ECU is showing that the fuel level in the fuel tank is almost empty or acceptable.
The ECU support the limited degree of information and fault codes provided for by enforced OBDII compliance, but of course there many more fault codes, functions and features that this module gives access to beyond simple OBDII compatibility, including security link learning and re synchronization. The Module also gives access to the diagnostic capabilities provided in the sub systems that are not fitted in all markets.
SM009 - BOSCH MOTRONIC M5.2.1 - Diagnostic Capabilities (Read Fault Codes)
Reads the fault code memory. The ECU can self detect up to 105 different problems with itself, its wiring and its associated sensors, storing the respective code if it detects any malfunction or reading outside of pre defined acceptable limits. Not all stored faults may cause the fault warning lamp to illuminate.
This function diagnostically clears the fault code memory.
SM009 - BOSCH MOTRONIC M5.2.1 - Diagnostic Capabilities (Settings)
Values, configuration settings, and other stored information which can be read from the ECU. Read settings can also be stored as a standard HTML page for reference. These pages can then later be re loaded.
PROGRAMMABLE OPTIONS (DETAILS)
Part number: This number is calculated from the internally stored Bosch Hardware number.
Bosch software: This is an internal number which denotes the base software of the ECU. In conjunction with other codes, this helps trace any production problems back to the exact source so that they can be quickly rectified. This code is, therefore, only of use to Bosch in the event of a production / recall problem.
Supplier no: This is a Bosch code which they use for keeping track of ECUs which may have been constructed by other companies under licence or the code which may have been written to be included in ECUs.
Production no: This is a unique number for each Motronic ECU which is assigned during production. In essence, it is a Bosch serial number.
Revision level: This is a number which denotes subtle changes to the base software of the ECU. In conjunction with other codes, this helps trace any production problems back to the exact source so that they can be quickly rectified. This code is, therefore, only of use to Bosch in the event of a production / recall problem.
Revision Address: This is a Bosch specific code which helps track the source of base software revision modifications. In conjunction with other codes, this helps trace any production problems back to the exact source so that they can be quickly rectified. This code is, therefore, only of use to Bosch in the event of a production / recall problem.
Plant ID: This is a manufacturer's code which allows tracing to a particular manufacturing facility. In conjunction with other codes, this helps trace any production problems back to the exact source so that they can be quickly rectified. This code is, therefore, only of use to Bosch in the event of a production / recall problem.
Plant address: This is a manufacturer's code which allows tracing to a particular manufacturing facility. In conjunction with other codes, this helps trace any production problems back to the exact source so that they can be quickly rectified. This code is, therefore, only of use to Bosch in the event of a production / recall problem.
Diagnostic index: This code is reserved for denoting any minor revisions to the Diagnostic section of the internal software.
ISN address: This is a code which denotes the actual programming machine which was used to program the base software into this ECU. In conjunction with other codes, this helps trace any production problems back to the exact source so that they can be quickly rectified. This code is, therefore, only of use to Bosch in the event of a production / recall problem.
BUS index: An unknown internal code for Bosch use only.
Product week: The week of the year in which this Motronic ECU was manufactured.
Product year: The year in which this Motronic ECU was manufactured.
Coding index: This number is reserved to denote any minor revisions to the core coding of the Motronic ECUs.
Immobilisation Code: This number is the number which the Motronic ECU requires to be sent by the BECM to mobilize. This code will require programming into the BECM settings Immobilisation Code box.
Bosch hardware code: This number is reserved to denote any minor revisions to the actual electronic hardware of this ECU series.
Software code: This code denotes the revision level of the vehicle specific code section of the ECU.
Part no: This is a Bosch part number for this Motronic ECU. This number is for the ECU as a whole and provides for the including of any later uploaded changes. It is, therefore, possible this number may change during the life of the ECU.
Modification code: This code is used to indicate any late modifications which may have been made to the vehicle specific software, as denoted by the Software Code.
HISTORY INFORMATION RECORD 1-14
The ECU can be programmed (reprogrammed) only 14 times. Each time the settings are stored in a record (1-14) and cannot be overwritten).
Vehicle identity number: This is the Vehicle Identity Number (VIN).
Date of programming: This is the date when this record was created.
ECU assembly no: The assembly is defined as a combination of the ECU's hardware, the engine specific software and the vehicle model / market tune software.
Emission homologation status: This is a number which correlates to the passing of emission legislation requirements of this ECU assembly.
Odometer value at program date: When re-programming is done which creates a record, it is possible for the programming tool to use this value to record the odometer value of the vehicle to which this ECU was fitted in kilometres. This number could be entered manually, or the equipment could automatically obtain the value by reading the figure electronically from the relevant Body Control Module. Its value is only of some use as the ECU may be moved between vehicles.
AIF status: This code, whilst contained in all records, is currently not used for any purpose. It is actually filled with the time of day in hours, minutes and seconds when the re-programming that created this record was performed.
Programming station: When any re-programming of the Motronic ECU's software for Engine specific code or model / market tune. The programming may be done at a number of stages during the life of the ECU by different programming equipment made by a number. This is a code by which the programming equipment may be recognised. The most common code is T9999; this denotes Land Rovers own TestBook equipment. X codes usually refer to Bosch programming equipment and are often seen in the 1st record which is created during manufacture.
Realtime live display of the information the electronic control unit of the selected vehicle system is currently deriving from its input sensors.
AIR AND FUELLING
MAFS: Air Mass Flow Rate in Kilograms per hour. This reading shows the amount of air which is being used by the engine. Under most conditions this will indicate the current power output of the engine.
Injector time: Fuel Injector Pulse width in milliseconds. The value represents the time the fuel injector is open and injecting fuel into the inlet manifold. The value is an average of the time across all injectors. The total amount of fuel injected into the engine also depends on the number of injections.
Fuel pump: This reading shows whether the ECU is currently driving the fuel pump relay ON or OFF.
Idle air: Amount of air flow due to Idle Air Control Valve (IACV). The reading shows the amount of air being provided to the engine by the idle air control valve. A higher than usual value for idle air may indicate a problem with engine efficiency. A low value may indicate a throttle problem or a severe air leak.
IACV drive: Idle Air Control Valve (IACV) drive duty ratio. The reading shows the amount of drive the IACV is requiring to provide the idle air flow. High values of IACV drive with low values of idle air may indicate a blockage or fault with the valve.
Idle load air: This shows the amount of air required by the engine at idle. An unusually high value of idle air may indicate a problem with engine efficiency.
AV trim bank A: Average value of fuel trim ratio - bank A. The value of short term fuel trim is calculated by the ECU by subtracting the actual value of fuelling required by the engine (measured by the oxygen sensors) from the expected (open loop) value, as stored in the fuelling tune. This display shows an average value for this trim. The value of the trim should normally remain close to 1.0
AV trim bank B: Average value of fuel trim ratio - bank B. The value of short term fuel trim is calculated by the ECU by subtracting the actual value of fuelling required by the engine (measured by the oxygen sensors) from the expected (open loop) value, as stored in the fuelling tune. This display shows an average value for this trim. The value of the trim should normally remain close to 1.0
Load air: Demand Air Correction Sum in Kilograms per Hour. The amount of air correction the engine requires to achieve the target idle speed when there are extra engine loads present, such as the air conditioning compressor. Over a period of time, the ECU learns how much correction to apply under these conditions. There are no expected value ranges shown for this display.
Fuel cut off: This reading shows whether the ECU is currently operating the fuel cut-off strategy. This strategy should normally operate during over-run conditions only.
Fuel trim A: Short Term Fuel Trim Ratio - Bank A. The value of short term fuel trim is calculated by the ECU by subtracting the actual value of fuelling required by the engine (measured by the oxygen sensors) from the expected (open loop) value, as stored in the fuelling tune. The values are calculated separately for each bank of the engine. The value is shown as a ratio between 0:1 (maximum enleanment) and 2:1 (Maximum enrichment).
Fuel trim B: Short Term Fuel Trim Ratio - Bank B. The value of short term fuel trim is calculated by the ECU by subtracting the actual value of fuelling required by the engine (measured by the oxygen sensors) from the expected (open loop) value, as stored in the fuelling tune. The values are calculated separately for each bank of the engine. The value is shown as a ratio between 0:1 (maximum enrichment) and 2:1 (Maximum enrichment).
Idle trim A: This value represents a long term trim on bank A, applied by the ECU to the fuelling. Since this trim is additive its main effect is at idle and low engine load conditions.
Idle trim B: This value represents a long term trim on bank B, applied by the ECU to the fuelling. Since this trim is additive its main effect is at idle and low engine load conditions.
Multi trim A: This value represents a long term trim on bank A, applied by the ECU to the fuelling. Since this trim is multiplicative it has an effect over the whole power range of the engine.
Multi trim B: This value represents a long term trim on bank B, applied by the ECU to the fuelling. Since this trim is multiplicative it has an effect over the whole power range of the engine.
Secondary air: This reading shows whether the ECU is currently driving the secondary air pump ON or OFF (only fitted to ULEV vehicles).
Adaptive purge: Adaption to short term fuel trim, due to purge. This display shows the amount of correction which has been made to fuel trim due to the excess air or fuel introduced into the engine, due to purge. If the purge canister contains little fuel, the adaption will be greater than 1, if the canister contains a high load of fuel the adaption will be smaller than 1.
Purge rate: This reading shows amount of purge that the ECU has calculated is currently required. This will depend on the engine conditions and the amount of fuel load currently in the purge canister.
Purge status: This reading shows whether the ECU is currently purging fuel or not.
Leak rate: Tank leakage factor. The amount of leakage detected by the ECU during the fuel tank leakage test. The value is displayed as a factor which has a range from 0 to 2 where a higher value shows a greater leakage.
Tank pressure: The difference between the fuel tank pressure and atmospheric pressure. A positive value shows that the tank pressure is greater than atmospheric pressure and a negative value that it is less.
Filtered fuel tank pressure: Shows the filtered value of fuel tank pressure with short term variations in pressure removed.
Fuel enrichment: This display shows the sum of all enrichments applied to a warm engine. i.e. all the enrichments applied apart from start up enrichments. The enrichments include those due to throttle or load variations and other short term enrichments. A permanently high value for this item may indicate a fault.
Fuel level: This reading shows whether the ECU is showing that the fuel level in the fuel tank is almost empty or acceptable.