Fault code 139 Map Cooling, this fault code is stored if the Map cooling thermostat is faulty or the wiring from the engine control unit to the Map cooling thermostat is shorting to ground. The Map cooling thermostat is a electronically controlled thermostat. This type of thermostat is controlled via the DME control unit to progressively open or close depending on information received by the DME. If this fault code is present you must first change the Map Cooling thermostat and check the wiring to the control unit. The Map cooling thermostat is mounted in the same position as a standard type stat but is recognised by a large sensor on the top of it.That means I ordered a thermostat. This wont help you much but my cost was $48. Now as we see, this thread was started by me a year back. Now i'm having the same problem. The weirdest thing is that I have replaced the thermostat. But i'm still having the same problem. Now I have a question. Why does my car usually does this funny idle thing when it gets really hot in the summer? Is there a point i'm missing? Recently, I have replaced spark plugs, cam shaft sensor and so on. When the car is on idle, RPM jumps up and down from 700 to 1,500 in 10 minute intervals. And this started happening after i replaced the position cam shaft sensor, b4 replacing that, rpm would just drop (when the car is idle) and the car would shatter and jerk. Sometimes the engine stalls when I stop at a traffic light. The only fault, which is registered is 139 activation map cooling. Can this cause all of the above I've mentioned? Quoted from bba-reman.com web site. Did you try cleaning the old one before replacing?Nope.as Randy has pointed out, the HFM5 doesn't actually have any exposed, cleanable parts. The cleaning method only applies to the older style MAF's but in my earlier ignorance, I posted a DIY on cleaning mine. It appeared to work at the time but now I think I just got lucky cause I did other performance maintenance at the same time. I still have the original and have cleaned it a couple times but if I reinstall, the system spits out lean bank codes almost immediately. Feb 14, 2008. Have a 2001 bmw e46 320 coupe with the 2.2 double vanos engine fitted.Car runs fine and has no engine management lights on but has a fault code in the ecu which will clear but after driving again will reappear. The code is '123 Activation, map cooling'. Can anybody throw any light on what this actually. Ok, the only thing between the DME module (Digital Motor Electronics) and the fuse is the Characteristic Map Cooling Thermostat. If you had a problem with the module or the fuse, it would throw a different code. But, it knows it's there and operating, just operating incorrectly. This leads right to the electrically. ![]() ![]() I'm still keeping this second replacement as a backup so I'll clean it, reinstall and see if the problem continues since I now have a properly operating MAF on hand. Is there anyway I can code(adjust) the temperature that DME tries to hold as normal working temperature? Does that kind of variable exists at all? Because now the engine is always holding 99c(not more not less), with or without fan-clutch. It just uses more or less radiator potential by electronically controlling the flow via electronic thermostat. Looks like there is some kind of default DME likes to hold on, so it must be the place this variable is stored. ![]() Personaly I don't like such temperature and would like to keep it on 89-90c even if the high working temperatures is normal on M52TU,M54's. So anybody know how can i found and can i code the unit which is responsible for engine cooling? Is there anyway I can code(adjust) the temperature that DME tries to hold as normal working temperature? Does that kind of variable exists at all? Because now the engine is always holding 99c(not more not less), with or without fan-clutch. It just uses more or less radiator potential by electronically controlling the flow via electronic thermostat. Looks like there is some kind of default DME likes to hold on, so it must be the place this variable is stored. Personaly I don't like such temperature and would like to keep it on 89-90c even if the high working temperatures is normal on M52TU,M54's. So anybody know how can i found and can i code the unit which is responsible for engine cooling?It can't be coded the way that you are thinking. You can fit a lower temperature thermostat, drill small holes in your thermostat, weaken your thermostat spring with a pencil torch, or build a small controller that can adjust the map cooling activation (very very involved). Lowering the temperature isn't all good though, engines are less efficient and take much more wear at lower temperatures. If you are really interested in the map cooling activation project, there's a massive thread on an X5 site, but it involves making a fairly advanced circuit board. You might ask DUDMD about that though, he writes some very nice tunes and he might have the capability of changing map cooling parameters. You might send him a pm or refer him to this thread, lots of people ask about that. It can't be coded the way that you are thinking. You can fit a lower temperature thermostat, drill small holes in your thermostat, weaken your thermostat spring with a pencil torch, or build a small controller that can adjust the map cooling activation (very very involved). Lowering the temperature isn't all good though, engines are less efficient and take much more wear at lower temperatures. If you are really interested in the map cooling activation project, there's a massive thread on an X5 site, but it involves making a fairly advanced circuit board. You might ask DUDMD about that though, he writes some very nice tunes and he might have the capability of changing map cooling parameters. You might send him a pm or refer him to this thread, lots of people ask about that. Much easier to modify oem tstat like I did. Keeps it cool 93-96 max No cel. Is there anyway I can code(adjust) the temperature that DME tries to hold as normal working temperature? Does that kind of variable exists at all? Because now the engine is always holding 99c(not more not less), with or without fan-clutch. It just uses more or less radiator potential by electronically controlling the flow via electronic thermostat. Looks like there is some kind of default DME likes to hold on, so it must be the place this variable is stored. Personaly I don't like such temperature and would like to keep it on 89-90c even if the high working temperatures is normal on M52TU,M54's. So anybody know how can i found and can i code the unit which is responsible for engine cooling?Which tstat you have?? 99 for M54 means you've got a leak M54 with BEHR tstat (much better and cooler than Wahler): 93-96C max M54 with Wahler keeps it at 97-99 and is very important it should cycle through 97-99 which means tstat is working correctly and no leaks. Don't buy Wahler for m54. I think I still have m54 tstat behr calibrated to open at 91-92. Thank you for interesting information for adjusting. My engine is M52TU. So we are talking about 528i. And i don't know where can i get lower temp. I dont have any leaks, or any air inside. Head gasket is ok, no pressure to the system or water sucking inside. I have BEHR tstat. From ebay (), it works good already about the year. Before i bought it the temperature was 109c always. Now its 99c, everything in the cooling system is replaced. I tired of that fancluch always on at working temperature when driving in city, just wasted the money on that new clutch. Tried to drive few days without it was so much better for engine, less load on the belt, more power, better economy, and most important no noise. Fan was dealing with the temperatures easily, when engaged drops the temperature from 99 to 94 immediately, then the tstat. Brings it back to 99 again. I have also noticed that without fan clutch the lower hose is more warm because it uses more radiator potential. If i drive with clutch on, the lower hose is almost always cool. Gauge is also slightly to the right from the middle but it something with electronic buffer i guess. So it is definitely some thing is wrong with setting the default working temperature. If there is anyway you could provide more info or instructions with pics how you modified your thermostat to work on 94c it would be amazing. Maybe I could drive with the fan shut off finally. - - - Updated -. OEM Stat Is Wahler--Never Again will ever use the Behr,,the engine never got above 84C in cold weather,,I thought I had a vacuum leak somewhere from the way my car was using petro.Whaler installed and the temp was right where it was supposed to be afterwards. Can't be right, may be you installed defective tstat half opened. I installed behr tstat about 15 times and always 93-96 With Wahler it gets 97-98 Also if you open behr you will understand why it's more expensive. Simply look at behr tstat element quality and how heater installed and then look at Wahler and ask yourself a question why so many failures with Wahler heating element leaking, creating air buble overheating engine. Last edited by s14b23; at 05:57 PM. If you are reading codes from specific BMW modules, you may find you get a code you don't recognise, or one that doesn't appear in a search. This is because many fault code tables, like our are showing the OBD2 generic codes. The code reader or diagnostic tool will ask the module for any stored codes, and it will receive a number in hex format. Hex format is a hexadecimal number, used by computers to count in base 16, so there are 16 numbers before '10', instead of our ten. The extra 'numbers' in hex are A,B,C,D,E and F. 0-15 of our familiar decimal system is 0,1,2,3,4,5,6,7,8,9,A,B,C,D,E and F in hexadecimal. This means if you see an '11', it could be 11 in hex (11h) which is our decimal 17! Make sure you are looking at the correct system, sometimes a code reader will convert to decimal (our normal 0-10 system) and it may be confusing. To search for your code, follow the list below, or press ctrl+f to search within this page. Clicking the titles of the descriptions will jump you to the correct section. All codes from DDE4 onwards are listed as the HEX value. All codes before that here are in decimal. If you have a Hex code from your scan tool, but need to find it in a Decimal list, use the Converter below. Insert HEX Value Decimal The BMW DME M1.1 (and similar, 1.2 and 1.3) is an early Bosch Motronic ECU, used on all of the 6 Cylinder BMWs up until 1990, and a few more after that. M1.1 and M1.3 was used on the M20, M30 and M40 engines, whilst M1.2 was used on the S38 and M70, which are the early E34 M5 engines and the early V12s. The Motronic 1.7 and subfamilies, and the M3 and it's variants are the next generation of BMW ECUs. The M1.7 was used on the M40, M42 and M70, the M1.7.1 was used solely for the S70, used in the BMW 850CSi. M1.7.2 was used for the M42 and M43 4 Cylinders. The M3.1 is a 6cyl ECU, used on the early M50 24v engines without VANOS. The M3.3 family were used to run the later 3.8 litre S38b38, the S50 3.0 M3, and the M60 V8s. M3.3.1 included VANOS control, and is used on M50 engines with VANOS, introduced to the E34 and E36 in 1992. MS40 was a new ECU for BMW, manufactured by Siemens instead of the previous Bosch Motronics. BMW split the M50 24v engines and used Siemens for some of the 2.0 litres, and Bosch continued on with the 2.5l. MS40.0 is a rare ECU used on non VANOS 2.0l, and MS40.1 introduced VANOS control. The next generation Siemens MS ECUs introduced many of the OBD2 features. This includes Catalytic Converter monitoring and Long / Short term Fueling and Ignition Adaptation. The MS41 was used on the M52 series of engines, MS42 on the M52TU series, and MS43 on the M54'S. The OBD2 P codes fault protocol was not activated in European markets on this group, as currently it was not required by law. The MSS50 is a special ECU designed solely for the European E36 M3 3.2. Designed by Siemens, it integrates full Vanos control for both Intake and Exhaust Cams inside a single ECU, unlike the previous M3.3 which required a separate VNC Vanos Controller The MSS52 is an M Power ECU designed to run the E39 M5, the Z8 Roadster, and also the Wiesmann Roadsters. The MSS54 is used on the E46 M3 and on some Z3Ms. The system uses an Electronic Throttle to accurately control Air intake instead of the more common Cable throttles used on earlier vehicles DME M5.2 and M5.2.1 are Bosch ECUs, used on the M44 4cyl engine, and the M62 V8, and the M72 V12 The Bosch BMS46 is a Hybrid ECU, created from a joint effort with Siemens, and is used in later M43 engines used in the Z3 and E46 series. The Bosch DME 7.2, also known as ME7.2, can be found on a number of V8 Petrol engines, used in the 5 and 7 Series amongst others. It uses Torque modeling to control the engine torque output depending on Throttle Pedal Position. DME 9 or ME9 is used on Valvetronic BMW engines. Valvetronic removes the need for a throttle butterfly, passing air control directly onto fully controlable valves. The first series of Diesel engines used the DDE1 control unit, and was found in the M21 powered E30 324d and td, and the E28 524d and 524td. It also found its way into a few rare Lincoln Continentals. DDE stands for Digital Diesel Electronics, and these were used on BMW's Diesel engines. DDE2 is used on M41 and M51 engines. DDE 2.1 uses an updated Air Mass Meter with an Internal Air Temperature Sensor, whilst DDE2 has a separate sensor in the manifold. This is an Updated version of the previous DDE 2.1, and was introduced in 1995. This system was used on the M51TU engines. DDE 3 is the BMW name for the ECUs used on the M47 range on Diesel engines, also known as he Bosch EDC15. These are 4 Cylinder diesels, used in the E46 320d, and uses Injection. Common Rail systems use a high pressure fuel rail with diesel injectors, as opposed to the mechanical injection systems, or the PD () system where each injector also acts as a high pressure pump. DDE4 is another Common Rail system, using the EDC15 range of Bosch ECUs. DDE4 is seen in the M57 range of 6 Cylinder engines, from 2.5 to 3.0l displacement, and the DDE4.1 was used in a twin Master / Slave arrangement in the M67 V8 diesels, with each ECU controlling one bank of the engine. DDE5 is another update to the M57 and M67 diesel engine control range. DDE5 is a second generation Common rail system with Rail pressures increasing from 1350bar in DDE4 to an amazing 1600bar, and is also known as Bosch EDC16, and complies with the European EU3 emissions standard. DDE 6 is used on M57 and M67 engines from 2005, using the same 1600 bar Common Rail System, and now meeting the European EU4 emissions standard. The first BMW ABS system, This was a 3 channel system, controlling braking to the front wheels, and a single line for both rear wheels. The wheel speed info could be passed via data lines to traction control systems, which could determine if the vehicle speed signal given from the rear driven axle did not match with the front wheel speed signals and request torque reduction intervention from the ASC (Anti Skid Control) throttle body. The updated version of BMW's ABS system, this was more advanced. Improvements include a 4 channel system for independent rear wheel braking, which allowed a more active ASC system. With individual braking, not only could a torque reduction be requested via the ASC secondary throttle body, but independent wheel braking could be used to control individual wheel slip as part of a stability program. The ABS 3 system added yet more features to the previous systems, such as individual wheel speed comparison over long terms. Gathering the wheel rotation data, and comparing it is accurate enough to identify differences in tyre tread wear, but its main use was as part of a tyre pressure monitoring system. Decreases in the rolling circumference of the tyre from tyre deflation could be monitored as a passive system to identify low pressure in Run Flat Tyres which would often be hard to notice otherwise.
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