MOTEC M142 ECU W/GPRP-DI PRO LICENCE

GPRP-DI Pro is a sophisticated engine control Package centred around calculating and controlling engine torque via throttle opening and ignition control.

Built with race functionality and Paddle Shift Gearbox Control, this Package includes all the key characteristics of MoTeC's GPRP-DI Package, plus Torque Control, Dual Plenum Fuelling and much more.

Cutting edge features that improve engine performance, driver consistency and tuning simplicity are combined to make a Package suitable for the highest levels of professional motorsport.

A GPRP-DI Pro ECU fully integrates with other MoTeC products and provides pre-defined CAN messaging for current Displays, Loggers, E888, Video Capture Systems, GPS, ADRs, BR2, PDMs, SLMs and Keypads.

PRO SPECIFIC FEATURES :

The GPRP-DI Pro Package is based on MoTeC’s GPRP-DI Package with the addition of the following features:

Torque Based Throttle Control used throughout the Package:
- Ignition Retard and Cut are also used for torque reductions. These are blended with the Throttle Based Control for fast response and seamless transitions;
- Torque is relevant to vehicle acceleration for improved Traction Control;
- Much faster control response and more accurate than Boost Control;
- Improved drivability with a torque based throttle pedal and seamless transition between Throttle, Overrun and Idle Control;
- Torque Limits based on Engine Speed, Vehicle Speed, Gear, Wheel Torque, Race Time, Fuel Composition and many more.
Traction Control:
- Controls front to rear wheel slip, closed loop to an aim value;
- Torque reduction by Throttle Control, Ignition Timing or Cut for fast response;
- Tuneable and dynamically adjustable aim slip;
- Option to limit slip to the fastest driven wheel.
Traction Model system:
- Controls the maximum wheel torque via Throttle Control;
- Dynamically adjustable for downforce, G force (lateral and vertical) and weight transfer.
- This open loop system works in conjunction with the closed loop slip based control.
Torque Limit Response system, to help improve throttle based torque limiting (e.g. for Traction Control).
Paddle Shift Gearbox Control for sequential gearboxes:
- Supply pump support with soft start;
- Rev matching using retard or cut;
- Shift error detection and automatic retry;
- Automatic gear shifting, tuneable for road, race and drag;
- Auto gear shift at rev limiter.
Flex Fuel and Dual Fuel Control:
- Model based fuel type selection, reduces tuning time;
- Comprehensive tuneability improvements;
- Ethanol sensor support;
- Dual Fuel - change contribution with a driver switch;
- Flex Fuel - vary secondary injector contribution based on fuel composition;
- Alternative Fuel Engine Load Average - allows higher limits and different trims on E85.
Boost Control for Dual Banks:
- Two separate closed loop control systems with respective Boost Control solenoid outputs and boost pressure sensors.
- Comprehensive tuning including influences for barometric pressure and gear;
- Allows for multiple intercooler configurations including water-to-air with pump and fan control;
- Integrates with the Torque Control system.
Boost Servo Control
- Controls dual servo operated wastegates or blow-off valves;
- Multiple sources for aim position;
- Use for Boost Control, blow-off valve or turbo surge prevention.
Dual Bank Fuelling:
- Dual plenum with or without balance pipe (calculates cross flow);
- Each bank can be fuelled from its respective set of sensors: MAF, Boost, MAP, TP, AT.
Improved Tuning Tools:
- Set an Inlet Manifold Pressure limit for fine tuning Engine Efficiency;
- Set a Throttle servo aim limit for tuning Throttle Area;
- Boost Control bank copy Q functions. Tune one bank and copy to the other for convenience.
Fallback and Limp Home Strategies:
- Redundant sensor support; if one sensor fails (e.g. MAP) the other bank's sensor is automatically substituted;
- Redundant crank position sensor;
- Most critical sensors have a fallback strategy.
Vehicle Speed measurement using a combination of wheel speed sensors, engine speed and gear, acceleration limits and GPS.
Throttle Pedal:
- Translation table to change pedal feel, linked to driver switch;
- Commanding engine torque for improved consistency;
- Absolute or relative torque modes;
- Pedal damper for improved control at light loads.
Vehicle Pitch Control to prevent wheel stands on drag cars.
Bank crossing exhaust manifolds supported (for dual bank closed loop lambda).
Multi level warning system.
Clutch Slip Control for protection, or maximising clutch performance.
Custom CAN Transmit (4 messages).
Cruise Control with speed limiter and preset speed functions.
Wheel circumference driver setting with 10 positions.
Water to air intercooler controls, pump, fan and sensors.
Camshaft Aim Position overrides for fast boost building (Launch and Anti Lag).
Fuel Pump Control for multiple PWM pumps.
Anti Lag System:
- Controls Ignition Timing, Fuel Volume, Ignition Cut, Engine Speed Limit, Boost Aim and Torque (opens throttle);
- Setup for Circuit, Rally or Roll Racing (rolling launch);
- Basic ‘Flames’ feature.
Engine Oil Level sensor with warning.
Improvements to CPU usage.
Vehicle Roll Rate, Vehicle Pitch Rate and Vehicle Pitch Angle sensor inputs.
Driver Switch improvements including Combine and Counter Switches.

Overrun Fuel Cut Integrated with Torque Control:
- Sets a minimum throttle opening;
- Controls torque via Ignition Timing once at the minimum throttle opening;
- Tuneable amount of fuel cut and/or ignition cut.
BOV activation for overboost.
Oil Pressure closed loop control.
Standardise PWM Outputs:
- A table is used to set the final output duty cycle. This replaces Drive, Polarity and Min/Max settings.
- Increases flexibility and enables actuator non-linearity correction.
Exhaust Lambda Unavailable Fuel Volume Trim.
Piston cooling/squirter control.
Muffler Flap Control.
Fuel Purge (charcoal canister) Control.
Idle Control blends Ignition Timing and Throttle Control.
Knock Control:
- Single knock event rejection;
- Ignition Retard, Fuel Addition and Ignition Cut based Control;
- Ignition retard limit mapped to Engine Speed and Load.
Takeoff Assistant for high response engines and light or button clutch:
- Controls engine speed based on throttle pedal position;
- Can be used as a mild Launch Control.
Transfer Clutch Control (AWD):
- Closed loop current or hydraulic pressure control;
- Accumulator pressure and pump control;
- Accelerating, braking and wheel slip based control.
Coolant thermostat servo.
Dual Boost Servo Control with zero tracking and fault handling.

GPRP-DI PRO FEATURES :

The following features from MoTeC’s GPRP-DI Package are maintained in the GPRP-DI Pro Package:

Operates Direct Injected engines from 1 to 8 cylinders (M142) or from 1 to 12 cylinders (M182).
Throttle Servo Control for dual banks.
Auxiliary Inputs 1 to 4 - unitless sensor inputs for logging only.
Brake Vacuum Pressure and Pump Control.
Nitrous Control:
- For wet or dry nitrous oxide systems;
- Two stage with multiple trigger conditions and time limits;
- Nitrous transport delay for dry systems;
- Fuel pump triggers.
Lambda Sensor Control with additional LTC module/s, banks and cylinders.
Fuel Closed Loop Mixture Control for dual banks.
Communications for External Devices:
- MoTeC - ADRs, E8XXs, PDMs, SLMs, Video Capture Systems, Keypads, C1xx and D1xx Displays/Loggers.
- Other - GPS (RS232 or CAN), Bosch M4/M5 ABS, Bosch MM5.10 G/yaw sensor, ID fuel pump controller.
Thermocouple inputs via TCA Thermocouple Amplifier or up to 8 via E888 module.
Injector outputs for 2 injectors per cylinder. Up to 24 individual injectors (hardware dependant).
Tuneable balance table, injection timing.
Comprehensive blending and transport delay compensations for secondary injectors.
Ignition output pin for each cylinder (coil on plug).
Engine physical settings for fast setup and minor re-tuning for many modifications.
Engine pumping efficiency, air flow and load modelling based on inlet manifold pressure.
Sensor calibrations available for many common automotive sensors.
Transient fuelling compensation using physical modelling of fuel film remaining in the inlet manifold.
Test settings for most outputs, including injection and ignition outputs, for easier setup.
Wastegate Pressure Closed Loop Control, e.g. for CO2 systems.
Turbocharger Bypass Valve Control (electric blow-off valve).
Air Conditioner Control:
- Conditional clutch activation;
- Fan control.
Coolant Temperature compensations for Engine Speed Limit, Ignition Timing, Fuel Mixture and Boost Limit.
Coolant Pump output with PWM Control.
Coolant Pump After Run functionality, optionally with additional pump output.
Engine Speed Limiting with ignition cut and/or fuel cut.
Fuel Flow Supply and Fuel Flow Return sensor inputs.
Intercooler Temperature and Spray Control.
Differential Oil Temperature Control with dedicated temperature sensor and pump output.
Engine Charge air temperature calculation, allows for correction of inlet air temperature (compensation of heat soak effect etc.).
Lap Distance, Time and Number via BR2, GPS or switched input, with split and sector options.
Race Time System:
- Trim tables for Ignition Timing, Fuel Mixture, Boost Limit and Torque Limit;
- Integrates with Launch and Traction Control.
Engine Load Average, allows trims to be applied with persistent high engine load.
Dedicated Fuel, Ignition and Throttle setting for cranking and post start.
Alternator Closed Loop Control.
Engine Hours, Odometer and Trip Meter.
Configurable security for multiple users.
Brake State configuration using a switch or a pressure sensor.
ECU CAN receive from a defined CAN ID for data reception from MoTeC devices. Support of 3 CAN buses.
ECU CAN transmit of the most common channels using standard MoTeC CAN templates, ideal for MoTeC Displays.
Auxiliary Time system with tables for Ignition Timing Compensation, Fuel Volume Trim and Fuel Mixture Aim.
Auxiliary Outputs x 5, for PWM control of added actuators:
- Duty cycle tables using Engine Speed and Throttle or Manifold Pressure axis;
- Activation based on inlet manifold pressure or throttle position;
- Auxiliary Output 1 and 5 include tables for Ignition Timing; Compensation, Fuel Volume Trim and Fuel Mixture Aim;
- Auxiliary Output 5 includes external sensor input.
Turbo Speed limiting.
Transmission Pump output with Transmission Temperature threshold and Hysteresis Control.
Optional channels for additional sensors via input pin and/or CAN message, including:
- Auxiliary Fuel Pressure;
- Airbox Mass Flow, Pressure and Temperature;
- Ambient Temperature;
- Brake Pressure Front and Rear;
- Brake Switch;
- Coolant Pressure and Temperature;
- Engine Oil Pressure and Temperature;
- Engine Crankcase Pressure;
- Exhaust Pressure Bank 1 and Bank 2;
- Exhaust Temperature (EGT) Bank 1 and 2 Collector, and Cylinders 1 to 12;
- Exhaust Lambda via LTC, LTCN or PLM for Bank 1 and 2 Collector, and Cylinders 1 to 12;
- Fuel Pressure and Temperature;
- Fuel Tank Level;
- Gear Neutral Switch;
- Gear Shift Request;
- Intercooler Temperature;
- Steering Angle and Pressure;
- Transmission Pressure and Temperature;
- Turbocharger Speed;
- Turbocharger Inlet/Outlet Temperature;
- Turbocharger Wastegate Position;
- Vehicle Acceleration (G-Force) – Longitudinal, Lateral, Vertical;
- Vehicle Yaw, Pitch and Roll rate;
- Wheel Speed sensors front/rear left/right.