FEATURES :

• Operates gasoline direct injected engines from 1 to 12 cylinders with inductive injectors and synchronous direct injection fuel pumps (M142 suits up to 8 cylinders, M122 up to 4 cylinders). Refer to the Engine Compatibility section for known applicable engines.
• Optionally configurable secondary (port injector) fuel control with a tuneable balance table.
• Only saturated (high-ohm) secondary injectors are supported in this hardware. Peak-hold (low-ohm) secondary injectors are not supported.
• Optional alternative fuel operation for Flex Fuel using ethanol composition sensor, or Secondary Fuel operation on secondary injectors.
• Configurable engine synchronisation mode for many common engine types. Refer to the Engine Synchronisation Modes section for current details.
• Configurable top dead centre for each cylinder allows for odd-fire engines.
• Configurable ignition output pin for each cylinder allows for coil-on-plug or wasted spark and distributor ignition systems.
• Configurable on-board knock for each cylinder with up to 4 assignable knock sensors (hardware dependent) and 4 selectable centre frequencies.
• Configurable camshaft control from 1 to 4 cams, plus 1 switched camshaft.
• Configurable control of 1 or 2 synchronous direct injection fuel pumps, such as Bosch HDP5 or Hitachi HFS034.
• 5 auxiliary outputs for PWM control of added actuators:
  • Duty cycle tables using Engine Speed and Throttle or Manifold Pressure Axes
  • Activation based on inlet manifold pressure or throttle position
  • Auxiliary Output 1 includes tables for Ignition Timing Compensation, Fuel Volume Trim and Mixture Aim
• Dual bank lambda control supported; requires optional LTC with Bosch LSU4.9 sensor or LTCN with NTK sensor.
• Physical settings for engine displacement, fuel density+molar mass, stoichiometric ratio and injector characteristics allow for simplified engine start-up prior to tuning.
• Easy and fast engine tuning using engine efficiency map.
• Engine load modelling based on inlet manifold pressure and inlet manifold temperature. Alternatively, for example, when using individual throttle bodies, throttle position can be used.
• Sensor calibrations available for many common automotive sensors.
• Support for analogue and digital (frequency or duty cycle) sensors.
• Transient fuelling compensation using physical modelling of fuel film.
• Nitrous system with two activation stages and additional fuel pumps, bottle heater control and pressure sensor.
• Transmission brake control ('bump') functionality for perfect positioning of cars.
• Support of MoTeC devices: ADR, E8XX, PDM, SLM, VCS, V2, Keypad, Rotary Controller
• Test settings for most outputs, including injection and ignition outputs, for easier setup.
• Turbocharger wastegate pressure control with pressure sensor and two PWM outputs.
• Configurable boost control with single wastegate actuator. Single and dual solenoids supported.
• Configurable turbocharger bypass control.
• Supports 2 coolant fan outputs (PWM controlled).
• Configurable closed loop alternator system for PWM field winding control.
• Supports 2 switchable inlet manifold flaps with position feedback, and 1 switchable inlet manifold runner with position feedback, for variable inlet systems.
• Air conditioner support with switched output control.
• Coolant temperature compensations for engine speed limit, ignition timing, fuel volume, fuel mixture, 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 pump switched output.
• Fuel Flow Supply Sensor and Fuel Flow Return Sensor.
• Gearbox position detection via optional dual sensor or engine speed/wheel speed estimate.
• GPS acquisition and logging via CAN or RS232.
• Intercooler temperature and spray control.
• Closed loop alternator control.
• Lap distance, time and number via BR2, GPS or switched input, with split and sector options.
• Race time system with tables for ignition timing trim, fuel mixture aim, boost limit and throttle limit.
• Idle closed loop control system using ignition, drive by wire actuation or idle solenoid.
• Idle bypass control with stepper motor supported.
• Engine Load Average channel with tables for engine speed limit, ignition timing trim, fuel mixture aim, boost limit and throttle limit.
• Ease of engine start with dedicated fuel volume and idle compensations during crank and post start.
• Engine run time total for engine hour logging.
• Configurable security for multiple users with differing access options.
• Configuration of brake state using a switch or a pressure sensor.
• Configuration of clutch state using a switch, a position sensor or a pressure sensor.
• Calculation of clutch slip.
• ECU-internal G-force (acceleration) – longitudinal, lateral, vertical.
• 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.
• 8 configurable switches and 8 rotary switches (wired or CAN input) with each of 10 positions simultaneously mappable to Launch Control, Pit Switch, Race Time Reset, Engine Speed Limit Maximum, Throttle Pedal Translation, Ignition Timing, Fuel Mixture Aim and Boost Limit.
• Pulsed tachometer output with configurable output pin and scaling.
• Dual bank drive by wire throttle servo control.
• Configurable throttle sensor input, with 2 channel analogue or single wire digital (SENT) protocol.
• Throttle Pedal sensor with translation table. Hybrid OE pedals (for example Ford) are supported - one analogue and one digital channel.
• Use of a Throttle Pedal sensor or a Throttle Position sensor in case of a cable throttle.
• Differential pump output with differential temperature threshold and hysteresis control.
• Transmission pump output with transmission temperature threshold and hysteresis control.
• Vehicle speed measurement using wheel speed sensors, estimation or GPS.
• Vehicle Speed Limit Control system (DBW-throttle based), which can also be used for pit speed limiting.
• Configurable warning system with light and CAN output.
• Auxiliary time system with tables for ignition timing compensation, fuel volume trim and fuel mixture aim.
• Optional channels for additional sensors via input pin and/or CAN message, including:
  • Airbox Mass Flow, Pressure and Temperature
  • Ambient Pressure and Temperature
  • Boost Pressure
  • Brake Pressure Front and Rear
  • Brake Switch
  • Clutch Pressure and Position
  • Clutch Switch
  • Coolant Pressure and Temperature
  • Differential Temperature
  • Engine Oil Pressure and Temperature
  • Engine Crankcase Pressure
  • Exhaust Pressure Bank 1 and Bank 2
  • Exhaust Temperature (EGT) via TCA Thermocouple Amplifier, Generic CAN, or E888 for Collector, Bank 1 and 2 Collector, and Cylinders 1 to 8 (M142) or 1 to 12 (M182)
  • Exhaust Lambda via LTC, LTCN, or PLM for Collector, Bank 1 and 2 Collector, and Cylinders 1 to 8 (M142) or 1 to 12 (M182)
  • Fuel Pressure and Temperature
  • Fuel Tank Level
  • Gear Position
  • Gear Lever Force
  • Gear Neutral Switch
  • Inlet Manifold Flap Position x 2, Inlet Manifold Runner Position
  • Intercooler Temperature
  • Steering Angle and Pressure
  • Transmission Pressure and Temperature
  • Turbocharger Speed
  • Turbocharger Inlet/Outlet Temperature
  • Turbocharger Wastegate Position
  • G-Force (acceleration) – Longitudinal, Lateral, Vertical
  • Wheel Speed sensors front/rear left/right, wired or CAN input.

MoTeC's distinctive range of M1 ECU solutions

Targeted Solutions - We've done the configuration work for you, tailoring the ECU firmware to a specific vehicle or engine. In some cases this includes integration with vehicle control systems beyond the engine, for example, stability control, cruise control. Complete Plug-In kits are available for some applications, including any additional hardware and wiring looms as required. See targeted solutions for Vehicle, Bike, PWC or Snowmobiles.

GP (General Purpose) Solutions - MoTeC's GP Solutions offer the flexibility to suit numerous port and direct injected gasoline engines. Comprising of:

• GPA (Advanced)
• GPADI (Advanced with Direct Injection)
• GPR (Race)
• GPRP (Race with Paddle shift)
• GPRDI (Race with Direct Injection)
• GPRPDI (Race with Paddle Shift and Direct Injection)
  These variants that can be configured to suit a wide range of applications.

Development Solutions - Those who are skilled at coding can now develop fully customised control strategies at the firmware level, creating unique ECU functionality for themselves or other customers. Developers can build custom controls into an existing package, or create a new project from scratch. In either instance, the resulting firmware can be loaded into a single Development ECU or rolled out for customers around the world to purchase.

Ruggedised - Sometimes an extra level of protection for electronic components is required, such as marine applications or environments subject to dirt or dust. Our Ruggedised M1 hardware ensures maximum longevity under these extreme conditions.