Bosch Motorsport

ECU MS 4 Sport
ManualF 02U 002 562-02

Content

Content
1 Getting started ....................................................................................................... 4
2 Sport Systems – Overview .................................................................................... 5
3 ECU MS 4 Sport ..................................................................................................... 6
3.1
3.2
3.3
3.4
3.5
3.6

Input Channels: ....................................................................................................... 7
Output Channels: .................................................................................................... 8
Power supply ........................................................................................................... 9
Ignition trigger wheel ............................................................................................ 10
Mounting position of the speed sensors................................................................ 11
Sensor recommendation Clubsport ....................................................................... 12

4 Starting up the ECU ............................................................................................. 14
4.1 Offline Data Application ........................................................................................ 14
4.1.1 Basic engine data ........................................................................................................ 14
4.1.2 Injection: INJCALC ...................................................................................................... 16
4.1.3 Injection Controls ........................................................................................................ 18
4.1.4 Ignition: IGNCALC ....................................................................................................... 18
4.1.5 Inj + Ign Controls: ........................................................................................................ 19

4.2 Online Data Application ......................................................................................... 20
4.2.1 PRESSURES ................................................................................................................. 20
4.2.2 TEMPERATURES .......................................................................................................... 20
4.2.3 LAMDET ....................................................................................................................... 20
4.2.4 GEARDET ..................................................................................................................... 20
4.2.5 ATHDET ....................................................................................................................... 21

5 Extensibility ......................................................................................................... 21
6 Activation of Softwareoptions ............................................................................ 223

Getting started

1 Getting started
Important Notes:
Use the ECU MS 4 Sport only as intended in this manual. Any maintenance or repair must be performed by authorized and qualified personnel approved by Bosch Motorsport.
Operation of the ECU MS 4 Sport is only certified with the combinations and accessories that are
specified in this manual. The use of variant combinations, accessories, and other devices outside
the scope of this manual are only permitted when they have been determined to be compliant froma performance and safety standpoint by a representative from Bosch Motorsport.
For systems with drive-by-wire additional safety provisions apply. For details please refer to the
document „Safety Instructions for Drive-by-Wire Systems in Motorsport Applications“.
Disclaimer:
Due to continuous enhancements we reserve the rights to change any illustrations, photos andtechnical data within this manual.
Please retain this manual for your records.
Edition: February 12
Before starting:
Before starting your engine for the first time, install the complete software from the installation CD.
Bosch Motorsport software is developed for Windows 2000/XP. Connect the PC Link Adapter (MSA
Box) or the Ethernet line (depending on calibration equipment) to your computer and install thedriver. Read the manual carefully and follow the application hints step by step. Don’t hesitate tocontact us, contact data can be found on the backside of this document.

4

Sport Systems – Overview

2 Sport Systems – Overview
The Sport Systems support an easy to understand user concept. The ECUs are configured as socalled Alpha/N versions. This means that the engine characteristic map is based on engine speed,
throttle position, and engine temperature. The injected amount of fuel and the ignition point arederived from these values.

5

ECU MS 4 Sport

3 ECU MS 4 SportThe MS 4 Sport is an engine management
system for high performance engines up to 8
cylinders. The system contains 8 ignition drivers for external power stages and 8 independent injection power stages. Two independentwide range lambda circuits allow lambda
closed loop engine control. There is also aversion for Turbo engines, Turbo GDI engines
as well as for motorcycle engines available.
Various engine parameters can be measured
with different input channels and transferred
via CAN interface to an optional data logger.

Application

Electrical Data

Control strategy

alpha/nLambda control

dual

Speed limiter

Gear cut for sequential gear box
Map switch (3 positions - each corresponds todifferent target lambda and spark maps)
Fuel cut off
Asymmetric injection timing
Asymmetric ignition timing






Max. vibration
Vibration Profile 2(see Appendix or www.bosch-motorsport.com)

4 inputs for Hall-effect wheel speed sensors
1 input for Hall-effect camshaft sensor
25 analog inputs 0 … 5 V
2 knock sensor inputs
Outputs
8 injection power stages
8 ignition drivers
10 power stages (2.7 A/0.6 A; low side; PWM)

2 sensor supply

Each connector pin individually filtered

5 V/100 mA

Communication interfaces

Vibration damped circuit boards
180 x 162 x 46 mm
430 g-40 … 75 °C

1 K-line serial interface
2 CAN interfaces for external communication

SoftwareModas Sport Calibration Software

Connectors
Mating connector I

D 261 205 344

Mating connector II

D 261 205 345

6

2 lambda sensor interfaces LSU

1 H-bridge (5 A)

Sheet-metal housing

Temperature range

Inputs2 power stages for lambda heater

Mechanical Data

Weight30 W at 14 V

1 input for inductive crankshaft sensor

Support of 60-2 and 36-2 ignition trigger wheels

Size

Max. power consumption

WinDarab Analysis Software

inclusiveon request

ECU MS 4 Sport

Optional Accessories

Part Numbers

MSA-Box II

MS 4 Sport

Data logger C50
Display DDU 7

MS 4 Sport GDI (in combination with injection
power stage HPI 5)
F 02U V01 138-01

Injection power stage HPI 5

MS 4 Sport Turbo

HP fuel pump HDP 5

MS 4 Sport Turbo GDI (in combination with
injection power stage HPI 5)
F 02U V01 000-01

Optional Functionality

MS 4 Sport Motorcycle

Advanced Turbo Boost Control

F 02U V00 781-01

Knock Control SW upgrade

F 01T A20 053-01

F 01T A20 049-02

F 01T A20 060-01

F 02U V00 024-01

Electronic Throttle Control SW upgrade
F 01T A20 051-01
Electronic Throttle Control incl. shift down (Blipper)
SW upgrade, compatible with MEGA-Line gearbox
control
F 02U V00 780-01
Traction Control SW upgrade

F 01T A20 052-01

Variable Valve Timing VVT SW upgrade
F 02U V00 395-01

MS 4 Sport Product Variations
MS 4 Sport

GDI

Turbo

Turbo GDI

Motorcycle

Max. cylinders/max. banks

8/2

8/2

8/2

6/2

4/2

GDI support

-

+

-

+

-

ABS M4-interface

+

+

+

+

-

Turbo boost control

-

-

+

+

-

Advanced turbo boost control--

optional

optional

optional

Knock control

optional

optional

optional

optional-

Electronic throttle control

optional

optional

optional

optional-

Shift down (Blipper)

optional

optional

optional

optional-

Traction control

optional

optional

optional

optional-

Variable valve timing VVT

optional

optional

optional

optional-

3.1

Input Channels:

There are several inputs for temperature measurements e.g. engine temperature tmot or intake airtemperature tair. Temperature inputs have an internal “pull up” resistor for use with a NTC sensor(negative temperature coefficient). Depending on the used sensor (e.g. 15 KOhm or 2.5 KOhm NTC)
the corresponding linearization curve has to fit.
For measuring of throttle position ath or pressures f.e. pfuel, poil, which deliver a voltage (active
sensors), pull up resistors are not allowed. These sensors must be calibrated with the sensors
offset and sensitivity values (printed on the sensor, if using Bosch parts).
The ECU MS 4 Sport needs an inductive speed sensor on the ignition trigger wheel. For the camshaft sensor a Hall Effect sensor is necessary. Also for wheel speed measurement Hall Effect sensors are recommended. 4 Hall Effect wheel speeds can be connected directly to the ECU.
For the wide range lambda measurement & control, the lambda sensor Bosch LSU 4.9 is needed.

7

ECU MS 4 Sport

3.2

Output Channels:

The ECU MS 4 Sport has 8 independent injector power stages. These output drivers can deliver a
maximum current of 2.2 Ampere. Therefore the injection valves must have at least 6 Ohm internal
resistance. A few Bosch injection valves have an internal resistance of just 1.2 Ampere. These types
can not be used here.
The 8 ignition drivers supply the signal to drive external ignition power stages. (Most of the modern
coils have integrated power stages)
The wiring for coils with integrated power stages is shown in the following picture on the left side,
the wiring for coils with external power stages is shown on the right side.

Integrated power stages

External power stages

A typical 6 cylinder engine with firing order 1-5-3-6-2-4 is connected as follows:8

ECU MS 4 Sport

3.3

Power supply

The ECU MS 4 Sport requires an external main relay to be wired to the harness. This relay is controlled by the ECU MS 4 Sport to realize that important information can be stored after switching
off the ignition.
Please ensure that you have a good ground installation. That means:•

A ground that has a solid, low resistance connection to the battery minus terminal.

•

Connection should be free from dirt, grease, paint, anodizing, etc.

•

Cylinder heads make a good grounding point•

Use large diameter wire•

More metal-to-metal contact is better!

The following notations for power signals are used:•

KL15 is a switched battery rail controlled by the ECU driver•

KL30 is an unswitched battery positive rail (same as battery positive terminal)•

KL31 is an unswitched ground rail (same as battery negative terminal)

Be careful to observe current limits of wires and connector pins!

9

ECU MS 4 Sport

3.4

Ignition trigger wheel

The camshaft trigger sensor is a Hall-effect type with a single tooth trigger wheel.

The software assumes a 60-2 teeth or a 36-2 teeth trigger wheel for proper operation. The type canbe choosen in the software. The crankwheel trigger sensor must be an inductive type for default
configuration. For the camshaft sensor a hall sensor must be used. The picture below shows thecorrect installation position.

10

ECU MS 4 Sport

3.5

Mounting position of the speed sensors

Procedure to find the right postion for the crank and cam triggers:
1. Rotate the engine to the precise position of TDC compression for cylinder #1.
2. Rotate the engine (*) crankshaft degrees backwards.
3. Adjust the position of the crank trigger wheel in reference to its inductive speed sensor: thelongitudinal axis of the sensor must point exactly towards the reference mark (2nd fallingedge after the gap).
4. Adjust the position of the cam trigger in reference to its hall effect speed sensor: the sensor
must be about at the center of the tooth.
5. Turn the engine by 360 crankshaft degrees to reach the position of (*)° before TDC exhaustfor cyl. #1.
6. Verify that the crank trigger reference mark is in alignment with the longitudinal axis of thesensor (same as Step 3) and that the cam trigger tooth is at the opposite side of its speed
sensor.

Please note:•All angles are shown and indicated in crankshaft degrees.

•

The width of the cam trigger tooth is not important, however it must be wide enough to ensure a safe overlap of the crank trigger reference mark at any time.

•

The hall effect signal is the inversion of the shape of its cam trigger: the tooth effects a 'low'
signal at the sensor and vice versa.

•

With 4 and 6 cylinder engines, the value of 66 degrees must be replaced by 78 degrees.

11

ECU MS 4 Sport

3.6

Sensor recommendation Clubsport

The sensors shown on this page are partly based on production type parts and proofed hundreds oftimes in races all over the world. They offer good value for money.

12

NTC M12-L

NTC M12-H

TCP-K

PSA-C

PSS-10

LSU 4.9

IA-C

HA-P

RP 86

RP 100 twin

KS-P

RP 308

GSS-2

AM 600-3

YRS 3

ECU MS 4 Sport

Model

Range of application

Connector Loom

NTC_M12-L

Ambient air temperature

D 261 205 288

Part No.

NTC-M12-H

Fluid temperature (oil, water, fuel)D 261 205 337

0 281 002 170

TCP-K

Exhaust gas temperature

ASL 0-06-05SD-HE

B 261 209 385

PSA-C

Ambient air pressure

D 261 205 289

0 261 230 037

PSA-C

Crankcase pressure

D 261 205 289

0 261 230 037

PSS-10

Fluid pressure (oil, water, fuel)1 928 403 968

B 261 209 341

PSA-C

Air pressure (manifold, boost)D 261 205 289

0 281 002 389

LSU 4.9

Lambda value

D 261 205 356-01

0 258 017 025

IA-C

Crankshaft revolutions

D 261 205 334

0 261 210 136

HA-P

Camshaft revolutions

D 261 205 335

0 232 103 037

HA-P

Wheel speed

D 261 205 335

0 232 103 037

RP 86

Throttle angle

D 261 205 334

0 280 122 016

RP 100 twin

Acceleration pedal angle

AS 0-07-35SN

B 261 209 591

KS-P

Knock

D 261 205 337

0 261 231 120

RP 308

Gear detection

ASL 0-06-05SA-HE

B 261 209 570

GSS-2

Gear shift

ASL 0-06-05SC-HE

B 261 209 227

AM 600-3

Acceleration

ASL 0-06-05SA-HE

B 261 209 313-01

YRS 3

Yaw rate

F 02U 002 235-01

0 265 005 838

RP 308

Steering angle

ASL 0-06-05SA-HE

B 261 209 570

0 280 130 039

The volume of applied sensors may differ depending on individual software extents.

13

Starting up the ECU

4 Starting up the ECU
4.1

Offline Data Application

The following chapter deals only with the main parameters which should be checked before a firstengine startup. Several functions are recommended to be switched off, many software labels will
not be explained in detail. To work on these functions and labels after the first startup, please refer
the full-scope function description.
The Offline data application guide shall help to get the engine started the first time without problems.
Important hint•

Wrong engine setup data may lead to serious engine damages! If
the TDC angles do not match the expected configuration of asymmetrical or V engine the setup won’t be accepted and for safety reasons the engine will not start (engsetupOK_b = 0).

4.1.1 Basic engine data
How many cylinders does the engine have?
The new Clubsport System can be used for engines with different number of cylinders using thesame program.
How many teeth does the crankshaft wheel have?
The System supports wheels with 60-2 or 36-2 teeth. The TDC angles are defined starting from thesecond tooth after the gap in the rotating direction. The first cylinder in the firing order should haveits TDC after the gap.
Is the ignition symmetrical? If not, how are the angles defined?
Engines with 6 and 8 cylinders can have a V configuration which in some cases requires unsymmetrical ignition angles. The Clubsport Software supports any variation but you must define the TDC
angle for each cylinder accordingly.
Is the harness wired according to the firing order?
The Clubsport System is defined to have the first cylinder in the firing order connected to the output A, the second to output B and so on. This is the recommended wiring configuration. In thiscase, your TDC angles must be input in ascending order.
First make sure you have installed the calibration software following the instructions provided. Thenfollow these steps:
1. Look for the characteristic value CYLNUMBER and enter the cylinder number of your engine.
2. If the crankshaft wheel has 36-2 teeth set CRANKWHEEL36 to 1. It if has 60-2 set it to 0 (default value).
3. Enter the TDC angles for each cylinder according to the convention defined above in
TDCCYL1 to TDCCYLN where N is the number of cylinders of the engine.

14

Starting up the ECU
Example 1
To better understand this process a symmetrical 6 cylinder engine with a standard crankshaft wheel
will be described. The first TDC is 78° from the second tooth after the gap. In this case the following parameters must be input:
CYLNUMBER = 6
CRANKWHEEL36 =0
TDCCYL1 = 78
TDCCYL2 = 198
TDCCYL3 = 318
TDCCYL4 = 438
TDCCYL5 = 558
TDCCYL6 = 678
Notice that the angle between each TDC is 120° because the engine has symmetrical ignition.
Example 2
Now suppose the same engine has a V configuration 90°-150°. In this case the TDC angles are:
TDCCYL1 = 78
TDCCYL2 = 168
TDCCYL3 = 318
TDCCYL4 = 408
TDCCYL5 = 558
TDCCYL6 = 648

15

Starting up the ECU

4.1.2 Injection: INJCALC
Battery voltage correction. Predefined value for Bosch Type valves EV6,

TIBAT_OFF

characteristics can be requested by the valve manufacturer.
Global factor, set to 1.0 for startup.

TI_FAK

4.1.2.1 Injection Map
Base Injection timing in milliseconds.

TI_DEFThe injection time depends mainly on throttle position, engine speed, fuel pressure and injection
valve type. To get a first estimation, the following characteristics must be known:•

displacement per cylinder VC (m3)•expected intake manifold pressure (after throttle) pi [Pa]•desired lambda value λ•operating fuel pressure pf [bar]•injection valve flow rate Qstat [g/min] at reference fuel pressure pfRef [bar]•intake air temperature Ti [K]The fuel mass mf is calculated by:mf =pi ⋅ VC 1 1⋅⋅
R ⋅ Ti 14.5 λ[kg]with R = 287 [J/kg] constant

The energizing time of the injection valves is calculated by:

ti =

mf
Qstat

⋅

p f Re f
pf⋅ 10 6 ⋅ 60 [ms]

TITAIR_FAK

Correction by intake air temperature. This value is predefined. If unsure, set it
to 1.0 constantly for first startup.

TITMOT_FAK

Correction by engine coolant temperature. This value is predefined. If unsure,set it to 1.0 constantly for first startup.

TIPFUEL_FAK

Correction by fuel pressure. This value is predefined. If unsure, set it to 1.0
constantly for first startup.

TIREVPCORR_FAK

Correction by ambient pressure / airbox pressure. This value is predefined. If
unsure, set it to 1.0 constantly for first startup.

PCORR_CW

16

Select correction mode. Ambient (0) or airbox (1) pressure.

Starting up the ECU

4.1.2.2 Cylinder Individual
CYLBANK_CW

Lambda control is done bankwise, therefore this adjustment must be done
for proper lambda control. Open the label and allocate the cylinders to theright bank via dropdown menu.

Note: Engines with one lambda sensor (e.g. 4-in-a-row) run as 1-Bank-Systems. Set CYLBANK_CW
to 0.
TIREVATH_FAK_x

Cylinder individual corrections. Set to 1.0 for first startup. Numbering refers
to firing order!

INJOFFPATTERNTorque reduction by injection fade out. Different, repeating fade out patterns
can be defined for several full power strokes of the engine (720° crank or 2
full rotations). This prevents single cylinders from cooling down too muchand makes it possible to find optimal patterns.

Example 4 cylinder engine:

The cylinders are assigned bitwise, the lowest bit represents cylinder 1 in firing order (FO1), e.g.
injoff = 1:
• First power stroke 0°-720°: Cylinder 1 (FO1) is faded out• Second power stroke 720°-1440°: Cylinder 2 (FO2) is faded out• Third Power stroke 1440°-2160°: Cylinder 3 (FO3) is faded out• Fourth Power stroke 2160°-2880°: Cylinder 4 (FO4) is faded out• Fifth Power stroke 2880°-3600°: Cylinder 1 (FO1) is faded out• …

4.1.2.3 Injection Start
TISTARTBASEBase injection time for engine start. Can be set to a value near full loadfrom the maps TI_MIN/DEF/MAX in atmospheric engines. Scale down
proportional to boost pressure for turbo engines.
Further corrections: Predefined. If unsure, set to 1.0 for first startup.
17

Starting up the ECU

4.1.2.4 Injection Angle
INJANGREVATH

End of injection pulse, refers to combustion TDC. Make sure, the injection
is ended before the inlet valve closes. Try 200° - 300° for first startup.

INJANGSTREVEnd of injection pulse in engine start. Refer to INJANGREVATH.

4.1.3 Injection Controls
4.1.3.1 LAMCTRLLAMCTRL_CW

Deactivate by setting = 0.

LAM_MIN

Desired Lambda map, map-switch dependant.

LAM-DEF
LAM-MAX

4.1.3.2 INJCUT
INJCUTGEAR

Deactivate by setting = 0.0.

4.1.3.3 INJENRICH
INJENRICHREV_MIN

Deactivate by setting = 32768.

4.1.4 Ignition: IGNCALC
Important note: Positive values stand for ignition angles before TDC, negative values after TDC.
Begin with moderate values to protect your engine from damages.
IGNSTARTREV

Base spark advance in engine start. Set to 5 – 10 deg.

IGNSTARTTMOT_OFF

Correction by engine coolant temperature. Set to 0.0 for first startup.

TDWELLBATTREV

Coil dwell time. Consult the coil manufacturer for details. Most coils needdwell times about 1.5 to 2.5 milliseconds at 12 – 14 V.

TDWELLMAX_OFF

Dwell time limitation. Stay with predefined value for first startup.

IGNREV_OFF_x

Cylinder individual correctons. Set to 0.0. Numbering refers to firing order!

18

Starting up the ECU

4.1.4.1 IGNITION_MAPS
IGN_MIN

Base Injection timing in deg crankshaft before TDC, map-switch depen-

IGN_DEF

dant. Use modest values at the first time. Atmospheric engines may run

IGN_MAXsafe at 20 – 25 deg in part load, Turbo engines at high boosts may
demand even less spark advance. These values are strongly dependanton compression ratio, fuel quality, temperature and engine specifics. If
you know you’re using “bad” fuel, run at high temperatures or yourengine is very sensitive on spark advance, go to the safe side.
Further corrections: Predefined. If unsure, set to 0.0 for first startup.

4.1.5 Inj + Ign Controls:
4.1.5.1 GEARCUT:GCREV_THR

Deactivate by setting = 32768.

4.1.5.2 REVLIMIT:
The Rev-Limiter works in three steps:• Soft limitation by ignition retardation• Hard limitation by Injection cut off• Absolute limitation by full injection and ignition cut off
REVLIMITSOFTGEAR

Soft limiter, gear dependant: Apply the revs at which the limiter shallbecome active (same value to all gear break points on dyno).

IGNREVLIMITSOFT

Apply the ignition angle (absolute) dependant on the engine overspeed(rev – REVLIMITSOFTGEAR).

REVLIMITHARDGEAR

Exceeding this values, the injection will be cut off.

REVLIMITIGNOFF_OFF

Maximum overspeed relative to REVLIMITHARDGEAR. Injection andignition fade out when exceeded.

4.1.5.3 SPEEDLIMIT:
SPEEDLIMITREV_MIN

Deactivate by setting = 32768.

4.1.5.4 TRACTIONCTRL:
TC_CW

Deactivate by setting = 0.

19

Starting up the ECU

4.2

Online Data Application

Sensors and peripherals can be checked when the system is powered up electrically. Do not start
the engine before all steps in this chapter are carried out. Make sure the battery is connected properly, all sensors are connected, ground wiring is fixed before powering up the system. Check all
sensors for errors (bits …_e) before starting the engine.

4.2.1 PRESSURESAll pressures are calculated in the same way. The system offers oil pressure (poil), ambient pressure (pamb), crank pressure (pcrank) and fuel pressure (pfuel).
Example: Ambient pressure
PAMB_OFF,

Sensor offset and gradient. Consult the sensor manufacturer for details.

PAMB_GRD
PAMB_UMX,

Maximum and minimum accepted sensor voltage. When violated, an error is

PAMB_UMN

set (pamb_e = 1). Set to approx. 250 mV / 4750 mV.

PAMB_DEF

Default value. If a sensor error is set, the output is switched to the default.

PAMB_FIL

Filter constant. Use modest values, ~ 10 - 40 milliseconds.

All other variables

All other variables are named by the same rule, replace “pamb” by e.g.
“poil” to apply data for the oil pressure sensor.

4.2.2 TEMPERATURES
All temperatures are calculated in the same way. The system offers oil temperature (toil), intake airtemperature (tair), engine temperature (tmot), fuel temperature (tfuel), …
Example: Intake air temperature
TAIR_UMX,

Maximum and minimum accepted sensor voltage. When violated, an error is

TAIR_UMN

set (tair_e = 1). Set to approx. 200 mV / 4800 mV.

TAIR_LIN

Sensor characteristic. Consult the sensor manufacturer.

4.2.3 LAMDETLAMTYPE_CW

Select the sensor type: LSU4.2 (set to 0) or LSU4.9 (set to 1).

All other labels

Keep the predefined values.

4.2.4 GEARDET
Refer the function description if needed. For engine application not necessary.

20

Starting up the ECU

4.2.5 ATHDETATH_UMN,

Maximum and minimum accepted sensor voltage. When violated, an error is

ATH_UMXset (ath_e = 1). Set to approx. 250 mV / 4750 mV.

Check if the sensor output value ath_u is changing when throttle is moved.

4.2.5.1 CALIBRATION:ATHPOS1

Lower calibration point, set to 0.0 %.

ATHPOS2

Full load point, set to 100.0 %.

ATHIDLECAL

Set to desired idle ath value.

ATH_CW

Close throttle and set ATH_CW to 1.
Open throttle fully and set ATH_CW to 2.
Set throttle to idle point and set ATH_CW to 3.

Check calibration by moving throttle.

5 Extensibility
We developed a lot of extras for the ecus. That is e.g.:•••

Displays
Data loggers
Telemetry units

Find more information on our website at www.bosch-motorsport.com
Moreover, you can expand some additional functions of your ecu by sending us the serial number.
Than we will send you the licence for:•••Traction control
Drive by wire
Knock control

21

Activation of Softwareoptions

6 Activation of Softwareoptions
If you buy optional software, you will get a codenumber with eight ciphers from us. We enable thiscodenumber exclusively for one defined ECU-serialnumber. It will work with this ECU only.
Start the application tool Modas Sport. You will find a predefined worksheet called Licence there,
see picture below.

3
1
2

Example code: 02E2 B875
Fill in the first four ciphers of your licence code (here 02E2) into the input box LICMANKEYHIGH (1)Fill in the last four ciphers of your licence code (here B875) into the input box LICMANKEYLOW (2)If you have filled in the right licence code, the according softwareoption will be set on TRUE (3).
Exception: Near Bank/Far Bank and VVT. These functions require an ECU-software-update. Pleasecontact us for more information.

22

Contact
Europe:Bosch Engineering GmbH
Motorsport
Robert-Bosch-Allee 174232 AbstattGermany
Phone: +49 7062 911 79101
Fax: +49 7062 911 79104
North and South America:
Bosch Engineering North America
Motorsports
38000 Hills Tech Drive
Farmington Hills, MI 48331-3417
United States of America
Phone: +1 248 876 2977
Fax: +1 248 876 7373
Asia Pacific:
Bosch Engineering K.K.
Motorsport
3-33-8 Tsuruya-cho, Kanagawa-ku, Yokohama-shi
221-0835
Japan
Phone: +81 45 410 1650
Fax: +81 45 410 1651
E-Mail: motorsport@bosch.com
www.bosch-motorsport.com
Status: 08 February 2012
© All rights reserved by Bosch Engineering GmbH,also for the case of patent reports.
All rights such as copying and forwarding through us.
Modifications reserved.