GPR DIESEL
Nº de pieza #23189
VISIÓN GENERAL
El paquete M1 GPR Diesel de MoTeC es una plataforma versátil y adaptable para el funcionamiento de motores diésel.
Este paquete ha sido diseñado para inyección directa, common rail, motores turbo diesel, pero también se puede utilizar para aplicaciones diesel de aspiración natural. Muchas características de los paquetes GPR de gasolina de MoTeC se han reproducido en este paquete, proporcionando una sensación familiar para los usuarios actuales de GPR.
Se incluyen muchas características auxiliares que se encuentran comúnmente en los coches de carreras, tales como el control de lanzamiento, control de tracción, interruptores del conductor (por ejemplo, interruptor de boxes, habilitación de lanzamiento, ajuste de sobrealimentación), control de la caja de cambios, sprays intercooler, bomba de transmisión, bomba diferencial y bomba de refrigerante. También tienen cabida muchos sistemas que se encuentran en vehículos de carretera modificados, como el aire acondicionado.
El Paquete se integra completamente con otros productos MoTeC, y proporciona mensajería CAN predefinida para todos los Registradores de Visualización, Registradores, E888, VCS, GPS, ADR, BR2, PDM y SLM actuales. Un archivo de base de datos de vectores (.dbc) también está disponible bajo petición.
LICENCIAS
Para cargar el Paquete en una ECU M1, se requiere la Licencia M1 GPR Diesel de MoTeC (número de pieza 23189).
VARIANTES ECU
Este paquete está disponible para su uso con ECUs de inyección directa de MoTeC: M141 y M142. Una variante del paquete para M130 y M150 ECUs está también disponible y se utiliza conjuntamente con una caja de la impulsión del inyector cabida en algunos vehículos (e.g. Toyota Hilux).
La diferencia clave entre las ECUs M141 y M142 de MoTeC es la máxima tensión de sobrealimentación disponible y las corrientes de pico/retención para el funcionamiento directo del inyector. En consecuencia, los requisitos de alimentación del inyector de cualquier motor deben tenerse en cuenta al elegir una ECU M1.
| ECU | Max Boost Voltage | Max Peak Current | Max Hold Current |
|---|---|---|---|
| M141 | 188V | 20A | 10A |
| M142 | 80V | 20A | 15A |
Consulte la sección Compatibilidad del motor de esta hoja de datos para determinar la ECU correcta para la aplicación. Un ejemplo de pinout para el M142 sigue.
COMPATIBILIDAD DEL VEHÍCULO
Los kits adaptadores para vehículos diesel comunes estarán disponibles en breve. Estos kits adaptadores conectan el arnés del motor original del vehículo directamente a la M1 sin necesidad de modificar el cableado existente del equipo original.
Los siguientes sensores son necesarios para hacer funcionar un motor diesel con este GPR Diesel Package:
- Sensor de temperatura del refrigerante
- Sensor directo de presión de combustible (Common Rail)
- Sensor de masa de aire o sensor de presión del colector de admisión y sensor de temperatura del aire de admisión (preferiblemente los 3)
- Sensor del pedal del acelerador
- Sensor de referencia de velocidad del motor
- Sensor de sincronización del motor (posición del árbol de levas)
Para un rendimiento óptimo se recomienda el uso de los siguientes sensores con el GPR Diesel Package:
- Sensor de temperatura de escape
- Sensor de presión de sobrealimentación
- Sensor de temperatura del combustible
- Sensor de presión ambiente
CARACTERÍSTICAS ESPECÍFICAS DEL DIÉSEL
Las siguientes funciones del GPR Diesel se han diseñado específicamente para hacer funcionar motores diésel:
- 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.
CARACTERÍSTICAS COMUNES DEL GRP
Las siguientes funciones del paquete GPR de MoTeC se mantienen en el paquete GPR Diesel:
- 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.
FUNCIONAMIENTO DEL MOTOR DIESEL EN LA M1
Sistema de inyección multipulsos
El combustible se suministra mediante hasta cuatro pulsos: dos pilotos, uno principal y un postpulso. La masa de combustible se calcula como se describe en la sección siguiente, donde la masa total de combustible puede dividirse entre los pulsos piloto y principal.
Los postpulsos se calculan por separado de los demás pulsos. No se consideran en términos de entrega de par en un motor, más bien como estrategias de tratamiento de escape o control de turbo que tienen un efecto limitado en el par motor global.
Sistema de pulso principal
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
- El sistema de Control de Mezcla Mínima de Combustible aplica un ajuste al Límite de Masa de Combustible para asegurar que el Lambda de Escape no sea más rico que el límite definido por el usuario, que se fija en la tabla de Mezcla Mínima de Combustible (ver 4 en Fig 1).
- Sistema de Control de Limitación de Velocidad del Motor varía la Masa de Combustible para mantener la velocidad del motor dentro de los límites definidos por el usuario (ver 5 en Fig 1).
- Protección de Temperatura de Escape El sistema de control que limita la Masa de Combustible (ver 6 en Fig 1) basado en la temperatura de escape puede ser usado para prevenir el sobrecalentamiento de los componentes de escape (ej. turbocompresor).
- Control de ralentí con control de bucle cerrado de la masa de combustible (véase 7 en Fig. 1) para garantizar un régimen de ralentí suave y estable. También se puede utilizar la función de rampa descendente para proporcionar una transición suave al ralentí.
- Cambios de marcha asistidos con control independiente de la masa de combustible (véase 8 en Fig. 1). Los cambios de marcha ascendentes y descendentes pueden ajustarse independientemente mediante tablas separadas.
- Control configurable de hasta 2 bombas de combustible de inyección directa proporcional y 1 síncrona.
- Los límites de masa de combustible (ver 9 en Fig 1) se pueden configurar para cada una de las 61 advertencias individuales que se pueden supervisar con el sistema de advertencia. El sistema de avisos determina si una medición está fuera de las condiciones normales de funcionamiento o si un sensor, entrada o salida tiene algún fallo.
Se incluyen advertencias para:
- 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: Diagrama de flujo del pulso de inyección principal
Sistema de impulsos piloto
Admite hasta dos impulsos piloto antes del impulso principal para permitir un funcionamiento más suave y reducir el ruido. La masa de combustible de cada impulso piloto puede variar con la velocidad del motor y la masa total de combustible que se suministra. La masa de combustible piloto también puede ser compensada por la temperatura del refrigerante. La sincronización del impulso piloto puede ser relativa al punto muerto, al impulso principal o calculada. El tiempo también puede variar con la velocidad del motor y la masa total de combustible y puede ser compensado por el refrigerante y la temperatura de carga del motor.
Fig 2: Diagrama de flujo del pulso de inyección piloto
Sistema Post Pulse
Se puede añadir un único postpulso después del pulso principal para reducir las emisiones o aumentar la sobrealimentación sin afectar a la potencia del motor. La masa de combustible del postimpulso puede variar con la velocidad del motor y la masa total de combustible que se suministra. La masa de combustible piloto también se puede compensar con la temperatura del refrigerante.
El tiempo del post impulso puede ser relativo al TDC, al impulso principal o calculado. El tiempo también puede variar con la velocidad del motor y la masa total de combustible y puede ser compensado por la temperatura del refrigerante. El postpulso puede controlarse de forma independiente en sobremarcha y arranque del motor con opciones para desactivar/activar el postpulso durante los cambios de marcha y el control de tracción.
Fig 3: Diagrama de flujo del pulso post-inyección
COMPATIBILIAD DE MOTOR
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.
MODOS DE VELOCIDAD DE MOTOR
A partir del Sistema M1 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)
EJEMPLO M142 PINOUT
M142 Conector A – 34 vías
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
Si está interesado en adquirir este producto, póngase en contacto con un Distribuidor Autorizado MoTeC.
DESCARGA DE PAQUETES
Descargue este paquete de la seccion descargas