Table of Contents 2007 Engine Management Subject Page NG6 Engine Management.5 Air Management .6 Air Ducting Overview.8 Exhaust Gas Turbocharging.10 Bi-turbocharging.11 Boost-pressure Control.12 Blow-off Control .14 Charge-air Cooling.16 Load Control .16 Controlled Variables.18 Limp-home Mode .18 Air Management N52KP and N51 .20 Throttle Valve .21 Hot-Film Air Mass Meter.22 Exhaust System.23 Fuel Supply and Management .24 High Precision Injection (HPI) .24 HPI Function .24 High Pressure Pump Function and Design.26 Pressure Generation in High-pressure Pump.27 Limp-home Mode .28 Fuel System Safety .29 Piezo Fuel Injectors .30 Injector Design and Function.31 Injection Strategy.33 Piezo Element.34 Injector Adjustment .34 Injector Control and Adaptation.35 Injector Adaptation.35 Optimization .36 Ignition Management .38 Spark Plugs.38 Spark Plug Diagnosis (N54) .39 Initial Print Date: 09/06 Revision Date: Subject Page Emissions Management.40 Performance Controls.42 Cooling System .42 Cooling System Overview.44 Radiator .44 Electric Coolant Pump.45 Engine-oil Cooling .46 Heat Management .47 Intelligent Heat Management Options.48 System Protection .49 Measures and Displays for Coolant Temperature .50 Subject Page 2007 Engine Management Model: All with 6-Cylinder for 2007 Production: from 9/2006 ■MICIWIS After completion of this module you will be able to: • Describe the changes to the new engine management systems • Understand the operation of the HPI system • Understand parallel turbocharging • Understand the N51 SULEV II engine features 4 2007 Engine Management NG6 Engine Management To accompany the new NG6 engines, 2 new versions of engine management systems are introduced for 2007. Both systems are variations of the MSV70 engine manage¬ ment which is familiar from the N52 engine for 2006. The two systems are as follows: • MSV80 Engine Management for N52KP and N51 (SULEV II) engines • MSD80 Engine Management for the N54 engine Both systems use enhanced processing and are adapted to each of the specific engine applications. Both of the control modules are identical and adapted from MSV70. The information contained within this training module is only intended to review the updates to the engine management systems as it applies to the N54, N52KP and N51 engines. For more detail on the NG 6 engines beginning with the N52, refer to the training module “ST501 - New Engine Technology”. 5 2007 Engine Management Air Management With regard to the N54 engine, the air intake ducting plays a significant role due to the requirements for a turbocharged engine. In principle, the energy of the escaping exhaust gases is utilized to “precompress” the inducted fresh air and thus introduce a greater air mass into the combustion chamber. This is only possible if the air intake ducting is leak- free and installed properly. d '■u sV ~i> *i> Index Explanation Index Explanation 1 PTC heater, blow-by gases (in turbo mode) 8 Charge air suction line, bank 1 2 Recirculated air line, bank 2 9 Intercooler 3 Connecting flange, throttle valve 10 Charge air manifold 4 Air cleaner 11 Turbocharger, bank 1 5 Recirculated air line, bank 1 12 Turbocharger, bank 2 6 Air-intake snorkel 13 Charge air suction line, bank 2 7 Charge air pressure line 6 2007 Engine Management It is important to note, when carrying out work on the air-intake ducting, it is very impor¬ tant to ensure that the components are installed in the correct positions and that all pipes are connected up with tight seals. A leaking system may result in erroneous boost pressure. This would be detected by the engine management system and ultimately result in in “limp-home” operation. This would be accompanied by a noticeable loss of engine power. For some of the connections, there are special tools designed to connect and disconnect some of the ducting to ensure proper “leak-free” connections. Example of Intercooler Connections 7 2007 Engine Management Air Ducting Overview The fresh air is drawn in via the air cleaner (10) and the charge-air suction lines (6 + 18) by the compressors of turbochargers (23 + 24) and compressed. Because the turbochargers can get very hot during operation, they are connected with the engine's coolant and engine-oil circuits. The charge air is greatly heated when com¬ pressed in the turbocharger, making it necessary for the air to be cooled again in an intercooler (16). The compressed and cooled charge air is routed from the intercooler via the throttle valve (12) into the intake manifold. The system is eguipped with several sensors and actuators in order to ensure that the load of fresh air is optimally adapted to the engine's respective operating conditions. How these complex interrelationships are controlled is discussed in the following. Ki.a? 8 2007 Engine Management Index Explanation Index Explanation 1 MSD80 Engine control module 14 Recirculated-air line, bank 1 2 Lines to vacuum pump 15 Charge air pressure line 3 Electro-pneumatic pressure transducer 16 Intercooler m PTC heater, blow-by gases 17 Charge air manifold 5 Blow-by line turbocharged operation mode 18 Charge air suction line, bank 1 6 Charge air suction line, bank 2 19 Wastegate flap, bank 1 Recirculated-air line, bank 2 20 Wastegate actuator, bank 1 8 Intake manifold pressure sensor 21 Wastegate flap, bank 2 9 Blow-off valve, bank 2 22 Wastegate actuator, bank 2 10 Air cleaner 23 Turbocharger, bank 1 11 Charge air pressure and temperature sensor 24 Turbocharger, bank 2 12 Throttle valve 25 To catalytic converter, bank 2 13 Blow-off valve, bank 1 26 To catalytic converter, bank 1 9 2007 Engine Management Exhaust Gas Turbocharging The turbocharger is driven by the engine's exhaust gases, i.e. exhaust gases under pressure are routed by the turbocharger turbine and in this way delivers the motive force to the compressor, which rotates on the same shaft. It is here that the induction air is precompressed in such a way that a higher air mass is admitted into the engine's combustion chamber. In this way, it is possible to inject and combust a greater guantity of fuel, which increases the engine's power output and torgue. The turbine and the compressor can rotate at speeds of up to 200,000 rpm. The exhaust inlet temperature can reach a maximum of 1050°C. Because of these high temperatures, the N54 engine's turbochargers are not only connected with the engine-oil system but also integrated in the engine-coolant circuit. It is possible in conjunction with the N54 engine's electric coolant pump even after the engine has been switched off to dissipate the residual heat from the turbochargers and thus prevent the lube oil in the bearing housing from overheating. Index Explanation A Compressor B Cooling/lubrication C Turbine 10 2007 Engine Management Bi-turbocharging Utmost importance is attached to turbocharger response in the N54 engine. A delayed response to the driver's command, i.e. the accelerator-pedal position, is not acceptable. The driver therefore must not experience any so-called "turbo lag". This reguirement is met in the N54 engine with two small turbochargers, which are connected in parallel. Cylinders 1, 2 and 3 (bank 1) drive the first turbocharger (5) while cylinders 4, 5 and 6 (bank 2) drive the second (2). The advantage of a small turbocharger lies in the fact that, as the turbocharger runs up to speed, the lower moment of inertia of the turbine causes fewer masses to be accelerated, and thus the compressor attains a higher boost pressure in a shorter amount of time. 12 11 10 9 8 7 \w/ Index Explanation Index Explanation 1 Wastegate actuator, bank 2 7 Coolant supply 2 Turbocharger, bank 2 8 Planar broad-band oxygen sensor, bank 1 3 Exhaust manifold, bank 2 9 Planar broad-band oxygen sensor, bank 2 4 Exhaust manifold, bank 1 10 Wastegate actuating lever 5 Turbocharger, bank 1 11 Catalytic converter, bank 1 6 Coolant return 12 Catalytic converter, bank 2 11 2007 Engine Management Boost-pressure Control The boost pressure of the turbochargers is directly dependent on the flow of exhaust gas which reaches the turbocharger turbines. Both the velocity and the mass of the exhaust- gas flow are directly dependent on engine speed and engine load. The engine-management system uses wastegate valves to control the boost pressure. These valves are operated by vacuum-pressure actuators, which are controlled by elec¬ tropneumatic pressure transducers via the engine-management system. The vacuum pressure is generated by the permanently driven vacuum pump and stored in a pressure accumulator. The system is designed to ensure that these loads and consumers do not have a negative influence on the brake-boost function. The exhaust-gas flow can be completely or partially directed to the turbine wheel with the wastegate valves. When the boost pressure has reached its desired level, the wastegate valve begins to open and direct part of the exhaust-gas flow past the turbine wheel. This prevents the turbine from further increasing the speed of the compressor. This control option allows the system to respond to various operating situations. Index Explanation Index Explanation 1 Oil return, bank 1 5 Coolant return, bank 2 2 Oil supply 6 Wastegate valve 3 Coolant supply 7 Coolant return, bank 1 4 Oil return, bank 2 8 12 2007 Engine Management In the idle phase, the wastegate valves of both turbochargers are closed. This enables the full exhaust-gas flow available to be utilized to speed up the compressor already at these low engine speeds. When power is then demanded from the engine, the compressor can deliver the reguired boost pressure without any noticeable time lag. In the full-load situation, the boost pres¬ sure is maintained at a consistently high level when the maximum permissible torgue is reached by a partial opening of the wastegate valves. In this way, the compressors are only ever induced to rotate at a speed which is called for by the operating situation. The process of the wastegate valves opening removes drive energy from the turbine such that no further increase in boost pressure occurs, which in turn improves overall fuel consumption. At full-load the N54 engine operates at an overpressure of up to 0.8 bar in the intake manifold. 13 2007 Engine Management Blow-off Control The blow-off valves in the N54 engine reduce unwanted peaks in boost pressure which can occur when the throttle valve closes quickly. They therefore have an important function with regard to engine acoustics and help to protect the turbocharger compo¬ nents. A vacuum pressure is generated in the intake manifold when the throttle valve is closed at high engine speeds. This leads to a build-up of high dynamic pressure after the compressor which cannot escape because the route to the intake manifold is blocked. This leads to a "pumping up" of the turbocharger which means that: • a clearly noticeable, disruptive pumping noise can be heard, • and this pumping noise is accompanied by a component-damaging load being exerted on the turbocharger, since high-frequency pressure waves exert axial load on the turbocharger bearings Index Explanation Index Explanation 1 Blow-off valves 5 Throttle valve 2 Air cleaner (ambient pressure) 6 Control line, blow-off valves 3 Intake manifold 7 Charge air pressure line 14 2007 Engine Management The blow-off valves are mechanically actuated spring-loaded diaphragm valves which are activated by the intake-manifold pressure as follows: In the event of a pressure differential before and after the throttle valve, the blow-off valves are opened by the intake-manifold pressure and the boost pressure is diverted to the intake side of the compressor. The blow-off valves open starting from a differential pressure of 0.3 bar. This process prevents the disruptive and component-damaging pumping effect from occurring. The system design dictates that the blow-off valves are also opened during operating close to idle (pressure differential Pcharger/Psuction = 0.3 bar). However, this has no further effects on the turbocharging system. The turbocharger is pressurized with the full exhaust-gas flow at these low speeds and already builds up a certain level of induction-air precharging in the range close to idle. If the throttle valve is opened at this point, the full boost pressure required is very quickly made available to the engine. One of the major advantages of the vacuum pressure-actuated wastegate valves is that they can be partially opened in the mid-range in order not to allow excessive induction-air precharging to the detriment of fuel consumption. In the upper load range, they assume the required control position corresponding to the necessary boost pressure. 15 2007 Engine Management Charge-air Cooling Cooling the charge air in the N54 engine serves to increase power output as well as reduce fuel consumption. The charge air heated in the turbocharger by its component temperature and by compression is cooled in the intercooler by up to 80°C. This increases the density of the charge air, which in turn improves the charge in the combustion chamber. This results in a lower level of reguired boost pressure. The risk of knock is also reduced and the engine operates with improved efficiency. Load Control Load control of the N54 engine is effected by means of the throttle valve and the waste gate valves. The throttle valve is the primary component in this process. The wastegate valves are actuated to bring about a fine tuning of the boost pressure. At full load the throttle valve is completely open and load control is undertaken by the wastegate valves. The load-control graphic shows that the wastegate valves are integrated in load control in all operating situations of the N54 engine on the basis of map control. 16 2007 Engine Management Load Control Overview Index Explanation Index Explanation n Engine speed in RPM 3 Wastegate controlled as a function of boost pressure P Absolute pressure in the intake in millibar 4 Wastegate partially opened 1 Naturally aspirated engine operation 5 Wastegate closed 2 Turbocharged operation 6 Dark = Wastegate fully closed Light = Wastegate fully open 17 2007 Engine Management Controlled Variables The following variables, among others, influence control of the N54 engine's boost pressure: • Intake-air temperature • Engine speed • Throttle-valve position • Ambient pressure • Intake-manifold pressure • Pressure before the throttle valve (reference variable) The electropneumatic pressure transducers are activated by the engine control unit on the basis of these variables. The result of this activation can be checked from the boost pressure achieved, which is measured before the throttle valve. There follows a comparison of the boost pressure achieved with the setpoint data from the program map, which can if necessary give rise to an activation correction. The system therefore controls and monitors itself during operation. Limp-home Mode In the event during operation of malfunctions, implausible values or failure of any of the sensors involved in turbocharger control, activation of the wastegate valves is shut down and the valve flaps are thus fully opened. Turbocharging ceases at this point. The list below sets out those components or functional groups of the N54 engine in which a failure, a malfunction or implausible values result in boost-pressure control being deactivated. The driver is alerted to a fault of this type via an EML indication. • High-pressure fuel system • Inlet VANOS • Exhaust VANOS • Crankshaft sensor • Camshaft sensor • Boost-pressure sensor • Knock sensors • Intake-air temperature sensor One principle of vehicle repair is particularly important in this respect: It is important to focus on the causes rather than the effects. 18 2007 Engine Management With regard to the diagnosis and subseguent repair of turbocharging components, it is important to ensure that they are also actually identified as defective components with the diagnostic technology available. It is always vital to ensure that the cause of the fault is determined and rectified and that if necessary work is not carried out on symptoms of fault conseguences. Thus, for instance, a leaking flange on the intercooler can have far-reaching conseguences. The N54 engine also is governed by three golden rules of procedure: 1. Do not rashly trace loss of power and engine malfunctions back to the turbocharger. To avoid the replacement of turbochargers which are in perfect working order, the following should be observed: When blue smoke emerges from the exhaust system, check whether the air cleaner is contaminated or the engine is consuming too much oil because of wear. Or, if the crankcase ventilation system is faulty. Only then resort to checking the turbocharger. If the turbocharger is running too loud, inspect all the connections on the tur¬ bocharger pressure side. If black smoke or a loss of power is detected, in this case too check the engine and the connecting pipes first. 2. Main causes of turbocharger damage: • Insufficient lubrication and conseguently bearing failure. Compressor and turbine wheels will grind in the housings, the seals will be damaged and the shaft may also shear off. • Foreign bodies damage the turbine and impeller. The resulting imbalance will reduce efficiency and may cause the rotors to burst. • Contaminated lube oil causes scoring on shaft journals and bearings. Oilways and seals will become clogged and cause high oil leakage losses. Elements entering the turbocharger system from the outside such as sand, dirt, screws and the like will be trapped by a filter before the compressor. Service the filters at regular intervals (service intervals). Take care to keep the clean-air area of the air cleaner and the air ducting to the compressors clean and free from all types of particulates. 3. Do not make any alterations to the turbocharger. Never attempt to alter the boost- pressure control linkage. The turbocharger has been optimally configured at the factory. If the turbocharger operates at higher boost pressures than permitted by the engine manufacturer, the engine may run hot and pistons, cylinder heads or engine bearings may fail, or the safety function of the engine electronics may respond and activate the engine's limp-home program. 19 2007 Engine Management Air Management N52KP and N51 As far as the air management system on the N52KP and N51 engines is concerned, the previous intake manifold system on the N52 is carried over. Depending upon application, the engines will use the 3-stage DISA or the single stage (No DISA) intake manifold. For more information on the DISA system refer to the previous training material in the training course “ST501 - New Engine Technology”. 20 2007 Engine Management Throttle Valve On all variants of the new NG6 engines, the throttle valve has been upgraded an is now referred to as EGAS 08 by Siemens/VDO. The throttle valve flap itself is now made from plastic. The primary difference between the new EGAS throttle as compared to the previous unit is the throttle feedback system. The previous system used a potentiometer, whereas the new throttle uses a “contactless” system featuring magneto-resistive technology. The technology is similar to that used on the eccentric shaft sensor on Valvetronic systems. The magneto-resistive sensor are integrated into the housing cover. This sensor allow throttle position feedback to achieve a an extremely high degree of accuracy. In the throttle valve, these sensors permit 100 times the power than the previous potentiometers and therefore ensure reliable signal progression to the DME. The sensors are also non-wearing. The one sensor outputs the analog signal in the range from 0.3 to 4.6 V and the other sensor inverts it again from 4.6 to 0.3 V. By forming the differential, the ECM calculates the plausibility of the signal. A new plug ensures optimum contact guality. In this plug, the contact force acting on the pin is decoupled from the plug-in force. Conseguently, the contact force is 10 times greater than that of a conventional plug connector. Note: It is possible to twist the connector before plugging it in. This can cuase damage to the harness and connector. BE sure to install connector prop¬ erly to avoid damage. 21 2007 Engine Management Hot-Film Air Mass Meter The HFM on all new NG6 engines has been upgraded to a digital HFM. The output of the sensor is a digital signal in which the duty cycle responds to changes in air mass. 22 2007 Engine Management Exhaust System E92 vehicles with N54 engines are equipped with a dual exhaust system. The entire system is made from stainless steel, which ensures that it will function throughout the vehicle's service life. Upstream primary catalytic converters with downstream underfloor catalytic converters are used. The lambda oxygen sensors installed are the same as those in the N52 engine. The N51 engine is also equipped with an additional underbody catalyst to complement the exisiting “near engine” catalyst. The N51 also features improved catalyst coatings to help comply with SULEV II requirements. Index Explanation Index Explanation 1 Exhaust manifold 5 Exhaust flap 2 Upstream catalyst - 2 x 0.7 liters 6 Oxygen sensors (catalyst monitoring) 3 Underfloor catalyst - 2 x 0.85 liters 7 Oxygen sensors - Wideband planar 4 Rear mufflers, each approximately 16 liters 23 2007 Engine Management Fuel Supply and Management Direct injection is one of the most decisive cornerstones in the concept of the N54 engine. The complex requirements of the combustion process can only be met with this injection process, which is described in the following. Direct injection achieves a higher compression ratio when compared with a tur¬ bocharged engine with manifold injection. At the same time, the exhaust-gas tempera¬ ture is reduced under full load. Another advantage of this injection process is the improved efficiency in part-load operation. The N52KP and N51 engines continue to use the conventional “manifold injection” system from the N52. High Precision Injection (HPI) High-precision injection represents the key function in the concept for as economic a use of fuel as possible. The new generation of petrol direct injection satisfies the expectations placed on it with regard to economic efficiency without compromising on the engine's dynamic qualities. High-precision injection provides for amore precise metering of mixture and higher compression - ideal preconditions for increasing efficiency and significantly reducing consumption. This is made possible by locating the piezo injector centrally between the valves. In this position, the new injector, which opens in an outward direction, distributes a particularly uniform amount of tapered shaped fuel into the combustion chamber. The new direct injection of BMW HPI spark ignition engines operate according to the spray-directed process. HPI Function The fuel is delivered from the fuel tank by the electric fuel pump via the feed line (5) at an “feed” pressure of 5 bar to the high pressure pump. The feed pressure is monitored by the low-pressure sensor (6). The fuel is delivered by the electric fuel pump in line with demand. If this sensor fails, the electric fuel pump continues to run at 100% delivery with terminal 15 ON. The high pressure pump is driven “in-tandem” with the vacuum pump which is driven by the oil pump chain drive assembly. The fuel is compressed in the permanently driven three-plunger high-pressure pump (8) and delivery through the high-pressure line (9) to the rail (3). The fuel accumulated under pressure in the rail in this way is distributed via the high-pressure lines (1) to the piezo injectors (2). 24 2007 Engine Management The required fuel delivery pressure is determined by the engine-management system as a function of engine load and engine speed. The pressure level reached is recorded by the high-pressure sensor (4) and communicated to the engine control unit. Control is effected by the fuel-supply control valve (7) by way of a setpoint/actual-value adjustment of the rail pressure. Configuration of the pressure is geared towards best possible consumption and smooth running of the N54 engine. 200 bar is required only at high load and low engine speed. Index Explanation Index Explanation 1 High-pressure line to injector (6) 6 Low-pressure sensor 2 Piezo injector 7 Fuel supply control valve 3 Fuel rail 8 Three pluger high pressure pump 4 High pressure sensor 9 High pressure line (pump to rail) 5 Feed line from in-tank pump 25 2007 Engine Management High Pressure Pump Function and Design The fuel is delivered via the supply passage (6) at the admission pressure generated by the electric fuel pump to the high-pressure pump. From there, the fuel is directed via the fuelsupply control valve (4) and the low-pressure non-return valve (2) into the fuel cham¬ ber (14) of the plunger-and-barrel assembly. The fuel is placed underpressure in this plunger-and-barrel assembly and delivered via the high pressure non-return valve (9) to the highpressure port (7). Index Explanation Index Explanation 1 Thermal compensator 8 Supply passage, pressure limiting valve 2 Low pressure non-return valve (check valve) 9 High pressure non-return valve (x 3) 3 Connection to engine management 10 Pendulum disc 4 Fuel supply control valve 11 Drive flange, high pressure pump 5 Return, pressure limiting valve 12 Plunger (x 3) 6 Supply from electric fuel pump (in-tank) 13 Oil filling, high pressure pump 7 High pressure port to fuel rail 14 Fuel chamber (x 3) 26 2007 Engine Management The high-pressure pump is connected with the vacuum pump via the drive flange (11) and is thus also driven by the chain drive, i.e. as soon as the engine is running, the three plungers (12) are permanently set into up-and-down motion via the pendulum disc (10). Fuel therefore continues to be pressurized for as long as new fuel is supplied to the high-pressure pump via the fuel-supply control valve (4). The fuel-supply control valve is activated by means of the engine management connection (3) and thereby admits the quantity of fuel required. Pressure control is effected via the fuel-supply control valve by opening and closing of the fuel supply channel. The maximum pressure in the high-pressure area is limited to 245 bar. If excessive pressure is encountered, the high-pressure circuit is relieved by a pressure-limiting valve via the ports (8 and 5) leading to the low-pressure area. This is possible without any problems because of the incompressibility of the fuel, i.e. the fuel does not change in volume in response to a change in pressure. The pressure peak created is compensated for by the liquid volume in the low-pressure area. Volume changes caused by temperature changes are compensated for by the thermal compensator (1), which is connected with the pump oil filling. Pressure Generation in High-pressure Pump The plunger (2) driven by the pendulum disc presses oil (red) into the metal diaphragm (1) on its upward travel. The change in volume of the metal diaphragm thereby reduces the available space in the fuel chamber. The fuel thereby placed under pressure (blue) is forced into the rail. The fuel-supply control valve controls the fuel pressure in the rail. It is activated by the engine management system via a pulsewidth modulated (PWM) signal. Depending on the activation signal, a restrictor cross- section of varying size is opened and the fuel-mass flow required for the respective load point is set. There is also the possibility of reducing the pressure in the rail. Index Explanation Red Oil filling Blue Fuel 1 Metal diaphragm 2 Plunger 27 2007 Engine Management Limp-home Mode If a fault is diagnosed in the system, such as e.g. failure of the high-pressure sensor, the fuel-supply control valve is de-energized; the fuel then flows via a so-called bypass into the rail. In the event of HPI limp-home mode, turbocharging is deactivated by an opening of the wastegate valves. Causes of HPI limp-home mode can be: • Implausible high-pressure sensor values • Failure of the fuel-supply control valve • Leakage in the high-pressure system • Failure of the high-pressure pump • Failure of the high-pressure sensor Index Explanation Index Explanation 1 Engine control module (MSD80) 6 High-pressure pump 2 Fuel rail 7 Fuel supply control valve 3 High pressure sensor 8 High pressure pump with non-return valves 4 Piezo injectors 9 Pressure liming valve with bypass 5 Electric fuel pump 28 2007 Engine Management Fuel System Safety Working on this fuel system is only permitted after the engine has cooled down. The coolant temperature must not exceed 40 °C. This must be observed without fail because otherwise there is a danger of fuel sprayback on account of the residual pressure in the high-pressure system. When working on the high-pressure fuel system, take particular care to ensure conditions of absolute cleanliness and follow the work seguences described in the repair instructions. Even the tiniest contaminants and damage to the screw connections on the high-pressure lines can cause leaks. ACHTUNG! OMnen des Kraft3tofteystans bet KONmtlelemeeraEf uber AO 'C merit tulassig Getahr von Karpervertetzung. Reparatursnieilung beactiten CAUTION! Da notopsn thafuat svslem Tine contain tBrnooratura ts above AO 0104 F - nsK at ntury! Conan :no repair manual. ATTENTION 1 I e«t interest ticuvr le systdme d'slimontaticn on cwbna'T lorsquo la tompirature du IqucSo do rofrodcsomen ust s._pCri«urai 40 X Risque da Bteseure Respeoer les instruction; du Manuel de reparation [ATENCION! Pnphibido aenrel aatama de oombuatible puando la tonperatira del iqudp refngerante supers Ipb 40 'C Pelgro VW\A 157 Component Protection End @ 90 % 158 Emergency Active 159 Emergency Active 160 Emergency Active 161 Emergency Active 162 Emergency Active 163 Emergency Active 49 2007 Engine Management Measures and Displays for Coolant Temperature Coolant (T-Coolant) Operating mode Display in Cluster Power output reduction, Air conditioning Power output reduction, Engine Torque converter clutch lockup 115 116 117 Component Protection Start 0 % Start 0 % 118 Component Protection - From here = clear reduction 119 Component Protection - - 120 Component Protection n End - 100 % - 121 Component Protection - 122 Component Protection - Active 123 Component Protection - Active 124 Component Protection End @ 90 % Active 125 Emergency h m Active 126 Emergency Active 127 Emergency Active 128 Emergency Active 129 Emergency Active 50 2007 Engine Management 51 2007 Engine Management