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GPR Diesel
GPR Diesel
GPR Diesel
Part No: #23189

OVERVIEW

MoTeC's M1 GPR Diesel Package is a versatile and adaptable platform for the operation of diesel fuelled engines.

This Package has been designed for direct injection, common rail, turbo diesel engines, but can also be used for naturally aspirated diesel applications. Many features from MoTeC's petrol GPR Packages have been reproduced in this Package, providing a familiar feel for current GPR users.

Included are many ancillary features commonly found on race cars, such as launch control, traction control, driver switches (e.g. pit switch, launch enable, boost trim), gearbox control, intercooler sprays, transmission pump, differential pump and coolant pump. Also accommodated are many systems found on modified road vehicles, such as air conditioning.

The Package 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. A Vector database (.dbc) file is also available upon request.

LICENCING

To load the Package onto an M1 ECU, MoTeC's M1 GPR Diesel Licence (part number 23189) is required.

ECU VARIANTS

This Package is available for use with MoTeC's direct injection ECUs: M141 and M142. A Package variant for M130 and M150 ECUs is also available and is used in conjunction with an injector drive box fitted to some vehicles (e.g. Toyota Hilux).

The key difference between MoTeC's M141 and M142 ECUs is the maximum available Boost Voltage and Peak/Hold Currents for direct injector operation. Accordingly, the injector supply requirements of any engine must be considered when choosing an M1 ECU.

ECU Max Boost Voltage Max Peak Current Max Hold Current
M141 188V 20A 10A
M142 80V 20A 15A

Refer to the Engine Compatibility section of this datasheet to determine the correct ECU for the application. A pinout example for the M142 follows.

VEHICLE COMPATIBILITY

Adaptor kits for common diesel vehicles will be available soon. These adaptor kits connect the vehicle’s original engine harness directly to the M1 without needing to modify the existing OE wiring.

The following sensors are required to run a diesel engine with this GPR Diesel Package:

  • Coolant Temperature Sensor
  • Fuel Pressure Direct Sensor (Common Rail)
  • Mass Airflow Sensor or Inlet Manifold Pressure Sensor and Inlet Air Temperature Sensor (all 3 preferred)
  • Throttle Pedal Sensor
  • Engine Speed Reference Sensor
  • Engine Synchronisation Sensor (Camshaft Position)

For optimal performance the following sensors are recommended for use with the GPR Diesel Package:

  • Exhaust Temperature Sensor
  • Boost Pressure Sensor
  • Fuel Temperature Sensor
  • Ambient Pressure Sensor

DIESEL SPECIFIC FEATURES

The following features in GPR Diesel have been specifically designed to run diesel engines:

  • Operates diesel direct injected engines from 1 to 8 cylinders with inductive or piezo injectors and synchronous direct injection fuel pumps. Refer to the Engine Compatibility section for known applicable engines.
  • Turbocharger boost pressure control of either a PWM solenoid or servo motor for use with a Variable Nozzle Turbo (VNT), wastegate, bypass etc. The boost control can be fully configured via a PID control system that gives the user full control over the response and stability of the system. The Boost Aim can be varied based on Fuel Mass, Engine Speed and Ambient Pressure.

    To ensure safe operation, a number of overriding Boost Limits can also be set. These limits may be based on Coolant Temperature, Engine Load, Exhaust Temperature, Inlet Air Temperature, Race Time, Gear, Vehicle Speed and Turbocharger Speed.

  • Control of a throttle valve is also supported. This throttle valve can be used to assist engine shutdown or reduce power during Engine Overrun.
  • Exhaust Gas Recirculation control via a servo motor, solenoid or stepper motor actuator. The EGR amount applied can be varied with Engine Speed and Fuel Mass. Compensations for Air Temperature, Coolant Temperature and Ambient Pressure can also be applied.

    A Start Off EGR Compensation can be used to avoid soot formation when the vehicle takes off. Separate EGR aims can be used for Overrun and Gear Shifts. The Throttle Servo or a Flap Actuator (EGR Cooler) can also be controlled during EGR requests.

  • The Glow Plug Control system includes independent strategies to control the glow plugs pre-cranking, during cranking and post cranking. Each phase has tuneable compensations for Coolant Temperature and Battery Voltage.
  • Ignition outputs are available for each cylinder to check the timing of the fuel injection.
  • Advanced LTC Enable functionality ensures safe operation of Lambda sensors.

COMMON GPR FEATURES

The following features from MoTeC’s GPR Package are maintained in the GPR Diesel Package:

  • 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 camshaft control from 1 to 4 cams, plus 1 switched camshaft.
  • Physical settings for engine displacement, fuel properties, and injector characteristics allow for simplified engine start-up prior to tuning.
  • Sensor calibrations available for many common automotive sensors. Sensors calibrations can also be manually defined.
  • Support for analogue and digital (frequency or duty cycle) sensors.
  • Support for single wire digital (SENT) sensors.
  • Diagnostics on all sensors to check for high and low shorts. When the diagnostic detects a fault, the Package either deactivates any functions using the faulting sensor or uses the pre-defined sensor estimates. The Airbox Mass Flow Sensor has extra plausibility diagnostics to check for offset and gain faults.
  • Support for MoTeC devices: ADR, E8XX, PDM, SLM, Video Systems
  • Supports CAN messaging for BOSCH ABS M4 unit.
  • Test settings for most outputs, including injection and ignition outputs, for easier setup.
  • Configurable turbocharger bypass (blow off) control.
  • Supports two coolant fan outputs (PWM controlled).
  • Configurable closed loop alternator control system for PWM field winding control.
  • Air conditioner support with switched output control and optional refrigerant pressure sensor.
  • Coolant pump output with PWM control.
  • Coolant pump after-run functionality, optionally with additional pump output.
  • Engine speed limiting via 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.
  • Gearbox shift request via Up Shift Switch/Down Shift Switch or Gear Lever Force sensor.
  • GPS acquisition and logging via CAN or RS232.
  • GLONASS messaging support on GPS devices.
  • Intercooler temperature and spray control.
  • Differential temperature control with dedicated temperature sensor and switched pump output.
  • Engine charge 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.
  • Configurable launch control with tables for engine speed, throttle limit, boost aim and fuel volume trim.
  • Race time system with tables for fuel mass, fuel timing, boost limit and throttle limit.
  • Engine Load Average channel with tables for engine speed limit and boost limit.
  • Inlet Manifold Flap support (actuator with position).
  • Inlet Manifold Runner support (actuator with position feedback).
  • Assisted engine start control with dedicated fuel mass 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 pressure sensor.
  • Configuration of clutch state using a switch, a position sensor or a pressure sensor.
  • Transmission brake control ('bump') functionality for perfect positioning of cars, with ‘creep’ feature.
  • Calculation of clutch slip ratio.
  • ECU-internal G-force (acceleration) – longitudinal, lateral, vertical.
  • ECU CAN receive from a defined CAN ID for data reception from MoTeC devices.
  • Support of up to three separate CAN buses.
  • Most common ECU channels transmitted on CAN using standard MoTeC CAN templates.
  • 8 configurable switches and 8 rotary switches (wired or CAN input) each with 10 positions. These can be simultaneously mapped to Launch Control, Pit Switch, Traction, Race Time Reset, Engine Speed Limit Maximum, Throttle Pedal Translation, Boost Limit, Traction Aim and Traction Control Range, Transmission Brake Bump, Wheel Circumference and Wheel Speed Limit Maximum Switch.
  • 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 user definable differential temperature control.
  • Transmission cooler pump output with user definable transmission temperature control.
  • Traction control with tables for Aim Main, Aim Compensation and Control Range.
  • Vehicle speed measurement using wheel speed sensors, estimation or GPS.
  • Vehicle Speed Limit Control system, which can also be used for pit speed limiting.
  • Configurable warning system with light and CAN output.
  • 5 auxiliary output functions for PWM control of added actuators. Control of the output duty cycle can be varied based on:
    • Engine Speed and Engine Load (Output 1)
    • Engine Speed and Throttle Pedal (Output 2)
    • Engine Speed and Fuel Mass (Output 3 & 4)
    • Engine Speed and Aux Input (Output 5)
  • Optional channels for additional sensors via input pin and/or CAN message, including:
    • Airbox Mass Flow, Mass Flow Reference, Pressure and Temperature
    • Ambient Pressure and Temperature
    • Boost Pressure
    • Brake Pressure Front and Rear
    • Brake Switch
    • Brake Vacuum Pressure
    • 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 a single Collector, Bank 1 and 2 Collectors, and Cylinders 1 to 8.
    • Exhaust Lambda via LTC, LTCN, or PLM for a single Collector, Bank 1 and 2 Collectors, and Cylinders 1 to 8.
    • Fuel Pressure and Temperature
    • Fuel Tank Level
    • Gear Position
    • Gear Lever Force
    • Gear Neutral Switch
    • Gear Shift Request
    • G-Force (acceleration) – Longitudinal, Lateral, Vertical
    • Inlet Air Temperature
    • Inlet Manifold Pressure and Temperature
    • 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
    • Wheel Speed sensors front/rear left/right, directly wired or CAN input.

DIESEL ENGINE OPERATION ON M1

Multi Pulse Injection System

Fuel is delivered by up to four pulses: two pilots, one main and one post pulse. Fuel Mass is calculated as described in the following section, where the total fuel mass may be divided between the pilot and main pulses.

Post pulses are calculated separately from the other pulses. They are not considered in terms of torque delivery into an engine, rather as exhaust treatment or turbo control strategies which have limited effect on overall engine torque.

Main Pulse System

Note: This section refers to the Main Injection Pulse Flow Chart on the following page (Fig 1).

  • This Package delivers fuel proportionally to Throttle Pedal Position (see 1 & 2 on Fig 1, over page). The fuel mass can then be limited (see 3 on Fig 1) by a number of tables and calculations including:
    • Fuel Mass Limit Smoke
    • Fuel Mass Limit Smoke Trim
    • Fuel Mass Limit Compensation Coolant Temperature
    • Fuel Mass Limit Compensation Exhaust Temperature
    • Fuel Mass Limit Compensation Turbocharger Speed
    • Fuel Mass Limit Compensation Gear
    • Fuel Mass Limit Altitude
    • Fuel Mass Limit Exhaust Temperature
    • Fuel Mass Limit Fault
    • Fuel Mass Limit Inlet Manifold Pressure
    • Fuel Mixture Minimum
  • Fuel Mixture Minimum Control system applies a trim to the Fuel Mass Limit to ensure that the Exhaust Lambda is not richer than the user defined limit, which is set in the Fuel Mixture Minimum table (see 4 on Fig 1).
  • Engine Speed Limiting Control system varies Fuel Mass to keep the engine speed within the user defined limits (see 5 on Fig 1).
  • Exhaust Temperature Protection Control system that limits Fuel Mass (see 6 on Fig 1) based on exhaust temperature can be used to prevent the overheating of exhaust components (i.e. turbocharger).
  • Idle Control with Closed Loop Control of the Fuel Mass (see 7 on Fig 1) to ensure a smooth, stable Idle Engine Speed. Ramp Down functionality can also be used to provide a smooth transition into idle.
  • Assisted gearshifts with independent Fuel Mass control (see 8 on Fig 1). Up and down gear shifts can be tuned independently via separate tables.
  • Configurable control of up to 2 proportional and 1 synchronous direct injection fuel pump/s.
  • Fuel Mass limits (see 9 on Fig 1) can be set for each of the 61 individual warnings that can be monitored with the warning system. The warning system determines if a measurement is outside normal operating conditions or if a sensor, input or output is at fault.

    Warnings are included for:

    • Engine Oil Pressure
    • Engine Crankcase Pressure
    • Fuel Primary Pressure Direct Bank 1 & 2
    • Fuel Primary Pressure
    • Coolant Temperature
    • Inlet Air Temperature
    • Engine Oil Temperature
    • Exhaust Lambda
    • Exhaust Temperature
    • Exhaust Pressure
    • Engine Speed
Fig 1: Main Injection Pulse Flow Chart
Pilot Pulse System

Support for up to two pilot pulses prior to the main pulse to allow for smoother running and reduced noise. Each pilot pulse’s fuel mass can be varied with engine speed and the total mass of fuel that is being delivered. The pilot fuel mass can also be compensated by coolant temperature. The timing of the pilot pulse can either be relative to TDC, the main pulse or calculated. The timing can also be varied with engine speed and total fuel mass and can be compensated by coolant and engine charge temperature.

Fig 2: Pilot Injection Pulse Flow Chart
Post Pulse System

A single post pulse after the main pulse can be added to reduce emissions or build boost without affecting the engine’s output. The post pulse’s fuel mass can be varied with engine speed and the total mass of fuel that is being delivered. The pilot fuel mass can also be compensated by coolant temperature.

The timing of the post pulse can either be relative to TDC, the main pulse or calculated. The timing can also be varied with engine speed and total fuel mass and can be compensated by coolant temperature. The post pulse can be independently controlled in engine overrun and launch with options to disable/enable the post pulse during gear shifts and traction control.

Fig 3: Post Injection Pulse Flow Chart

ENGINE COMPATIBILITY

Known OE engines that are suitable:

Engine Family Engine Designation Year Vehicle Platform ECU Comment
Toyota KD 1KD-FTV 2012-2015 Hilux KUN16R, KUN26R M130 or M150*, M141 or M142 Medium voltage inductive injectors
Toyota GD 1GD-FTV 2015-2018 Hilux GUN126R M141 or M142 Medium voltage inductive injectors
Toyota VD 1VD-FTV 2007-2017 Landcruiser 200 M130 or M150*, M141 High voltage inductive injectors
Duratorq 3.2 ZSD Puma (P5AT) 2011-2018 Ford Ranger T6 M141 Piezo injectors
Duratorq 3.2 MZ-CD 3.2 2011-2018 Mazda BT50 M141 Piezo injectors
Mitsubishi 4N1 4N15 2015-2018 Mitsubishi Triton L200MQ M141 High voltage inductive injectors
Isuzu J 4JJ1-TCX 2012-2018 Isuzu D-Max M141 or M142 Medium voltage inductive injectors
GM Duramax LWN 2012-2018 Holden Colorado M142 Medium voltage high current inductive injectors
VM Motori R-4028DOHC 2010-2018 Jeep Wrangler M142 Medium voltage high current inductive injectors

*M130 and M150 ECUs can only be used in conjunction with the OE injector drive box.

ENGINE SPEED MODES

As of M1 System 1.4.00.0056

This list refers only to engine modes that are relevant to known diesel engines.

  • Bosch 140 40 - General Motors LLT, Audi BXA/Lamborghini LP560, Mazda L3-VDT
  • Camshaft One Missing Four Stroke
  • Camshaft Two Missing Four Stroke
  • Crankshaft One Missing Four Stroke
  • Crankshaft One Missing Two Stroke
  • Crankshaft Two Missing Four Stroke
  • Crankshaft Two Missing Two Stroke
  • General Motors DMAX LMM - General Motors 6.6L Duramax LMM diesel engines (late 2007 - early 2011) when the eighth digit of the VIN number is 6.
  • Isuzu 4JK1
  • Mitsubishi Fuso 4P10 (also Agco Sisu Power 49G)
  • Mitsubishi Fuso 6M60 - 2015 Fuso TKG-FK61F
  • Multi Tooth Four Stroke
  • Multi Tooth Two Stroke
  • Nissan YS23DDT – Diesel Navara
  • Scania DC16
  • Scania SGL12A
  • Toyota 1GD FTV - 2.8L common rail diesel (2015 - )
  • Toyota 1KD FTV - 3.0L common rail diesel (2000 - )
  • Volvo D11C - D11C truck engine (FM450 Platform)

EXAMPLE M142 PINOUT

M142 Connector A – 34 Way
Mating Connector: Tyco Superseal 34 Position Keying 2 – MoTeC #65067
Pin Designation Full Name OE Pin Function
A01 AT5 Analogue Temperature Input 5 Exhaust Temperature Sensor
A02 AT6 Analogue Temperature Input 6 Coolant Temperature Sensor
A03 AV15 Analogue Voltage Input 15
A04 AV16 Analogue Voltage Input 16
A05 AV17 Analogue Voltage Input 17
A06 INJ_D1A_NEG Direct Injector 1A - Fuel Cylinder 1 Primary Output -
A07 INJ_D1A_POS Direct Injector 1A + Fuel Cylinder 1 Primary Output +
A08 INJ_D1B_POS Direct Injector 1B + Fuel Cylinder 4 Primary Output +
A09 INJ_D1B_NEG Direct Injector 1B - Fuel Cylinder 4 Primary Output -
A10 SEN_5V0_C1 Sensor 5.0V C
A11 LA_NB1 Lambda Narrow Input 1
A12 LA_NB2 Lambda Narrow Input 2
A13 KNOCK3 Knock Input 3
A14 KNOCK4 Knock Input 4
A15 DIG2 Digital Input 2
A16 DIG3 Digital Input 3
A17 DIG4 Digital Input 4
A18 SEN_5V0_C2 Sensor 5.0V C
A19 SEN_5V0_B2 Sensor 5.0V B Sensor 5V Analogue Signals
A20 LIN LIN Bus
A21 RS232_RX RS232 Receive
A22 RS232_TX RS232 Transmit
A23 DIG1 Digital Input 1
A24 BAT_NEG3 Battery Negative Ground
A25 BAT_NEG4 Battery Negative Ground
A26 SEN_0V_C1 Sensor 0V C
A27 SEN_0V_C2 Sensor 0V C
A28 CAN3_HI CAN Bus 3 High
A29 CAN3_LO CAN Bus 3 Low
A30 CAN2_HI CAN Bus 2 High
A31 CAN2_LO CAN Bus 2 Low
A32 BAT_NEG5 Battery Negative Ground
A33 SEN_0V_B1 Sensor 0V B
A34 SEN_0V_A1 Sensor 0V A
M142 Connector B – 26 Way
Mating Connector: Tyco Superseal 26 Position Keying 3 – MoTeC #65068
Pin Designation Full Name OE Pin Function
B01 OUT_HB9 Half Bridge Output 9 EGR Actuator Servo Motor -
B02 OUT_HB10 Half Bridge Output 10 EGR Actuator Servo Motor +
B03 UDIG8 Universal Digital Input 8
B04 UDIG9 Universal Digital Input 9
B05 UDIG10 Universal Digital Input 10 Engine Run Switch
B06 UDIG11 Universal Digital Input 11 Airbox Mass Flow Sensor
B07 UDIG12 Universal Digital Input 12 Boost Servo Actuator Position Sensor
B08 INJ_LS5 Low Side Injector 5
B09 INJ_LS3 Low Side Injector 3
B10 AV9 Analogue Voltage Input 9 Fuel Primary Pressure Direct Bank 1
B11 AV10 Analogue Voltage Input 10
B12 AV11 Analogue Voltage Input 11 Engine Oil Pressure Sensor
B13 BAT_POS2 Battery Positive ECU Battery Voltage
B14 INJ_LS6 Low Side Injector 6
B15 INJ_LS4 Low Side Injector 4 ECU Power Relay
B16 AV12 Analogue Voltage Input 12
B17 AV13 Analogue Voltage Input 13
B18 AV14 Analogue Voltage Input 14
B19 BAT_POS3 Battery Positive ECU Battery Voltage
B20 OUT_HB7 Half Bridge Output 7 Throttle Servo Bank 1 Motor -
B21 OUT_HB8 Half Bridge Output 8 Throttle Servo Bank 1 Motor +
B22 INJ_D2A_NEG Direct Injector 2A - Fuel Cylinder 2 Primary Output -
B23 INJ_D2A_POS Direct Injector 2A + Fuel Cylinder 2 Primary Output +
B24 INJ_D2B_POS Direct Injector 2B +
B25 INJ_D2B_NEG Direct Injector 2B -
B26 SEN_5V0_A2 Sensor 5.0V A
M142 Connector C – 34 Way
Mating Connector C: Tyco Superseal 34 Position Keying 1 – MoTeC #65044
Pin Designation Full Name OE Pin Function
C01 OUT_HB2 Half Bridge Output 2 Fuel Primary Pressure Direct Bank 1 Pump +
C02 SEN_5V0_A1 Sensor 5.0V A
C03 IGN_LS1 Low Side Ignition 1
C04 IGN_LS2 Low Side Ignition 2
C05 IGN_LS3 Low Side Ignition 3
C06 IGN_LS4 Low Side Ignition 4
C07 IGN_LS5 Low Side Ignition 5 Ignition Cylinder 1 (Timing Light Output)
C08 IGN_LS6 Low Side Ignition 6
C09 SEN_5V0_B1 Sensor 5.0V B Sensor 5V Analogue Signals
C10 BAT_NEG1 Battery Negative Ground
C11 BAT_NEG2 Battery Negative Ground
C12 IGN_LS7 Low Side Ignition 7
C13 IGN_LS8 Low Side Ignition 8
C14 AV1 Analogue Voltage Input 1 Throttle Pedal Sensor Main
C15 AV2 Analogue Voltage Input 2 Throttle Pedal Sensor Tracking
C16 AV3 Analogue Voltage Input 3
C17 AV4 Analogue Voltage Input 4
C18 OUT_HB1 Half Bridge Output 1 Fuel Primary Pressure Direct Bank 1 Pump -
C19 INJ_D3A_POS Direct Injector 3A + Fuel Cylinder 3 Primary Output +
C20 INJ_D3B_POS Direct Injector 3B +
C21 INJ_D4A_POS Direct Injector 4A +
C22 INJ_D4B_POS Direct Injector 4B +
C23 INJ_LS1 Low Side Injector 1
C24 INJ_LS2 Low Side Injector 2
C25 AV5 Analogue Voltage Input 5
C26 BAT_POS1 Battery Positive ECU Battery Voltage
C27 INJ_D3A_NEG Direct Injector 3A - Fuel Cylinder 3 Primary Output -
C28 INJ_D3B_NEG Direct Injector 3B -
C29 INJ_D4A_NEG Direct Injector 4A -
C30 INJ_D4B_NEG Direct Injector 4B -
C31 OUT_HB3 Half Bridge Output 3 Fuel Pump Primary
C32 OUT_HB4 Half Bridge Output 4
C33 OUT_HB5 Half Bridge Output 5 Boost Servo Actuator Motor -
C34 OUT_HB6 Half Bridge Output 6 Boost Servo Actuator Motor +
M142 Connector D – 26 Way
Mating Connector D: Tyco Superseal 26 Position Keying 1 – MoTeC #65045
Pin Designation Full Name OE Pin Function
D01 UDIG1 Universal Digital Input 1 Engine Speed Sensor
D02 UDIG2 Universal Digital Input 2 Inlet Camshaft Position Sensor
D03 AT1 Analogue Temperature Input 1
D04 AT2 Analogue Temperature Input 2 Inlet Air Temperature Sensor
D05 AT3 Analogue Temperature Input 3 Fuel Primary Temperature Sensor
D06 AT4 Analogue Temperature Input 4
D07 KNOCK1 Knock Input 1
D08 UDIG3 Universal Digital Input 3
D09 UDIG4 Universal Digital Input 4
D10 UDIG5 Universal Digital Input 5
D11 UDIG6 Universal Digital Input 6 Throttle Servo Bank 1 Position Sensor
D12 BAT_BAK Battery Backup
D13 KNOCK2 Knock Input 2
D14 UDIG7 Universal Digital Input 7
D15 SEN_0V_A2 Sensor 0V A Sensor 0V for digital signals
D16 SEN_0V_B2 Sensor 0V B Sensor 0V for digital signals
D17 CAN1_HI CAN Bus 1 High MoTeC 1 Mbit/sec CAN
D18 CAN1_LO CAN Bus 1 Low MoTeC 1 Mbit/sec CAN
D19 SEN_6V3 Sensor 6.3V
D20 AV6 Analogue Voltage Input 6 EGR Actuator Servo Position Sensor
D21 AV7 Analogue Voltage Input 7
D22 AV8 Analogue Voltage Input 8 Inlet Manifold Pressure Sensor
D23 ETH_TX+ Ethernet Transmit + Ethernet Green/White
D24 ETH_TX- Ethernet Transmit - Ethernet Green
D25 ETH_RX+ Ethernet Receive + Ethernet Orange/White
D26 ETH_RX- Ethernet Receive - Ethernet Orange

PURCHASING

If you are interested in purchasing this product contact an Authorised MoTeC Dealer.

PACKAGE DOWNLOAD

Download this package from MoTeC Online.

DOWNLOADS

User Manuals & Guides
Name
Version / Part
Published
Download
Name, Version / Part, Published
Name
Version / Part
Published
Download
 M1 Flex Fuel User Guide
Mar 2017
M1 Flex Fuel User Guide
Mar 2017
 M1 Flex Fuel User Guide
Mar 2017
 M1 Launch Control User Guide
Mar 2017
M1 Launch Control User Guide
Mar 2017
 M1 Launch Control User Guide
Mar 2017
 M1 To PDM CAN Messaging User Guide
Aug 2017
M1 To PDM CAN Messaging User Guide
Aug 2017
 M1 To PDM CAN Messaging User Guide
Aug 2017
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