MoTeC's M1 Rallycross package is available on M130 and M150 ECUs. It is a versatile and adaptable platform for the operation of port-injected engines with strategies tailored specifically for Rallycross use.
Configurable engine synchronisation modes accommodate most modern engine triggering systems.
The MoTeC Rallycross package complies with FIA Article 279 – 2014. Technical Regulations for Rallycross Cars (see Regulation Compliance).
The package incorporates many ancillary features such as anti-lag, driver switches (launch enable, boost trim etc.), knock control, launch control, chassis logging (steering), gearbox coolant pumps, boost control utilising turbo speed, anti-jerk Also featured are four definable control outputs for additional needs.
The product fully integrates with other MoTeC products, and provides pre-defined CAN messaging for all current display loggers, loggers, E888, VCS, GPS, ADR, BR2, PDM, and SLM, and the mandatory FIA data logger.


The MoTeC Rallycross package complies with FIA Article 279- 2014 (Technical Regulations for Rallycross Cars).
Specifically, the following strategies and features are not present in the package:

  • GPS support
  • Variable intake geometry
  • Inlet length control
  • Water injection
  • Intercooler spray
  • Traction control
  • Drive by wire throttles
  • Variable valve timing

The following strategies and features are present in the package, but for testing purposes only. They must be disabled/disconnected for race events:

  • Gear position
  • Wheel speed


  • Operates 4 cylinder gasoline port injected engines.
  • Supports primary and secondary fuel injectors with tuneable speed estimate. Note: for testing purposes only, see balance table Regulation Compliance section.
  • Configurable engine synchronisation modes for many common • Gearbox shift request via up shift switch / down shift switch or engine types (see Engine Speed Modes for details) gear lever force sensor.
  • Configurable Top Dead Centre position for each cylinder allows • Gearbox shift control with ignition cut and engine speed for odd-fire engines matching.
  • Configurable ignition output pin for each cylinder allows for coil-on-plug, wasted spark, and distributor ignition systems.
  • Configurable on-board knock for each cylinder with 2 to 4 assignable knock sensors (hardware dependant) and selectable centre frequency.
  • Configurable boost control for a single turbo; which supports phase/anti-phase actuators and incorporates boost limiting based on coolant temperature, load average, exhaust temperature, inlet manifold temperature, race time, inlet restrictor pressure and turbocharger speed.
  • Configurable anti-lag for single turbo variants with ignition timing limit, fuel volume trim, ignition cut, fuel cut, engine speed limit, boost aim and throttle bypass aim tables.
  • Configurable anti-jerk for driveability gains
  • Configurable throttle bypass control for common systems, for example Tibuc.
  • Physical settings for engine displacement, fuel density stoichiometric ratio, fuel pressure, and injector linearisation. These allow for simplified engine start-up prior to tuning.
  •  Sensor calibrations available for many common automotive sensors.
  • Gearbox position detection via sensor or engine speed / wheel speed estimate. Note: for testing purposes only, see Regulation Compliance section.
  • Gearbox shift request via up shift switch / down shift switch or gear lever force sensor. 
  • Gearbox shift control with ignition cut and engine speed matching.


This system aids initial take-off by means of ignition retard, engine speed limiting and boost aim control (or turbocharger speed aim control). It also provides fuel volume trimming to assist exhaust cooling.
While engine speed is above launch engine speed, the system attempts to control engine speed using closed loop control of ignition timing. If engine speed exceeds target a hard limit (ignition cut or/and potentially fuel cut) is applied. This allows turbocharged engines to develop boost pressure prior to launch. The Turbocharger Speed Aim, Boost Aim and Fuel Volume Trim tables use Launch Engine Speed Limit dependencies to control the respective systems.
The activation state of the launch system is reported by the Launch State channnel and further information about why launch is inactive is reported by the Launch Diagnostic channel.

Launch control will ramp out when the Driver Launch Switch goes from On to Off.

Numerous entry and exit conditions must be met for launch operation. Refer to the package help for further details. Anti-Jerk
This system aids throttle tip-in by means of engine speed limiting, thus reducing rapid rises of engine speed.
The Aim Main table gives the maximum engine speed rate of change which is converted to an Anti Jerk Engine Speed Limit

Brand MoTeC

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