GPR MOTORCYCLE
Nº de pieza #23358
VISIÓN GENERAL
El paquete M1 GPR para motocicletas de MoTeC es una plataforma versátil y adaptable principalmente para el funcionamiento de motores de motocicletas con inyección en puerto equipados con sistemas drive by wire. Este único producto puede configurarse en una amplia gama de complejidades, desde el control de un motor sencillo hasta un motor de cuatro levas con dos inyectores por cilindro que también puede incluir una caja de cambios secuencial y muchas otras características. Los modos configurables de sincronización del motor se adaptan a la mayoría de los sistemas modernos de activación del motor.
Se incluyen numerosas funciones auxiliares comunes a las motocicletas de carreras, como el control de frenado del motor, las divisiones de pista para acelerar y frenar, los interruptores del piloto (interruptor de boxes, habilitación de lanzamiento, ajuste de tracción, etc.), el control de la caja de cambios, el control de golpes, el control de lanzamiento, el control de luces de lluvia, el control de admisión variable y el control de tracción.
Este paquete se integra perfectamente con otros productos MoTeC y proporciona mensajes CAN predefinidos para todos los registradores con pantalla, registradores cerrados, módulos de distribución de energía y otros dispositivos, incluidos E888, VCS, GPS, ADR, BR2 y SLM. Se proporcionan esquemas de cableado de ejemplo para el funcionamiento básico.
VARIANTES ECU
Este paquete está disponible para su uso con el puerto de MoTeC inyección ECUs: M130, M150, M170 y M190.
CARACTERÍSTICAS ESPECÍFICAS DE LA MOTOCICLETA
The following features in GPR Motorcycle have been specifically designed to work with motorcycles:
- Onboard real time lean angle calculation from commonly available 3-axis IMUs (Bosch MM5.10, Yamaha R1, E Lean all currently supported).
- Ability to correct wheel speeds for variation in rolling tyre circumference due to lean angle.
- Wheelie detection by means of suspension position conditioning.
- Rider trim channels for traction control and engine braking.
- Engine braking strategy with open loop (throttle minimum position by gear and calculated engine speed) and closed loop (wheel speed differential with P controller) components. Utilises track sectors for enhanced performance.
- PID traction control by means of wheel speed differential and percentage slip. Multiple aim compensation and gain compensations available, including lean angle, longitudinal G, wheelie state and rider trim.
- Multiple throttle grip translation tables (engine speed v throttle grip position) selectable by gear position, rider switch and track sector.
- Gearbox shift request via up shift switch/down shift switch or gear lever force sensor.
- Gearbox shift control with ignition cut, fuel cut, ignition timing and throttle blipping.
- Launch control managing throttle limit and engine speed limit. Rider based entry with automatic exit based on gear position.
- Suspension Position Front and Rear.
- Rain light control strategy.
- Variable inlet length support (Yamaha R1, BMW S1000RR).
CARACTERÍSTICAS COMUNES DE LA GPR
- Operates port injected engines from 1 to 8 cylinders.
- Configurable engine synchronisation modes for many common engine types. Refer to the Supported Models 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 2 assignable knock sensors and selectable centre frequencies.
- Configurable camshaft control from 1 to 4 cams, plus 1 switched camshaft.
- 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.
- Transient fuelling compensation using physical modelling of fuel film or throttle position rate of change.
- 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 motorcycles.
- Supports MoTeC devices: ADR, E8XX, PDM, SLM, VCS.
- 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 turbocharger boost control (using a normal and inverted solenoid output).
- Supports turbocharger bypass valve control.
- Supports two coolant fan outputs (PWM controlled).
- 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 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.
- 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.
- Race time system with trim tables for ignition timing compensation, 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.
- Assisted 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.
- 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. Supports 1 CAN bus.
- ECU CAN transmit of the most common channels using standard MoTeC CAN templates plus a GPR Motorcycle specific dataset (contact support@moteceurope.co.uk for more details).
- 8 configurable switches and 8 rotary switches (wired or CAN input) with each of 9 positions simultaneously mappable to all indexed rider switches.
- Analogue tachometer output with configurable output pin and scaling.
- Dual bank drive by wire throttle servo control.
- Throttle Grip sensor with multiple translation tables selectable according to gear and/or track position.
- Use of a Throttle Grip sensor or a Throttle Position sensor in case of a cable throttle.
- 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.
- 4 auxiliary outputs 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 includes 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
- 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
- Exhaust Lambda via LTC, LTCN, or PLM for Collector, Bank 1 and 2 Collector, and Cylinders 1 to 8
- Fuel Pressure and Temperature
- Fuel Tank Level
- Steering Angle
- Suspension Position Front and Rear
- Transmission Pressure and Temperature
- Turbocharger Speed
- Turbocharger Inlet/Outlet Temperature
- Turbocharger Wastegate Position
- G-Force (acceleration) – Longitudinal, Lateral, Vertical.
- Wheel Speed sensors front/rear, wired or CAN input.
- Gearbox shift request via up shift switch/down shift switch or gear lever force sensor.
- Gearbox shift control with ignition cut, fuel cut, ignition timing and throttle blipping.
- Launch control based on switch input and gear.
- IMU supports Bosch MM5.10 and Yamaha R1 OE fitment.
- Lean angle estimation via IMU input
- Wheelie state determination
FUNCIONAMIENTO DEL MOTOR DE LA MOTOCICLETA EN LA M1
Eficiencia del motor
El método de cálculo de la Eficiencia del Motor tiene algunas diferencias en comparación con el firmware GPR estándar. El principal cambio es que la Eficiencia del Motor se calcula a partir de dos tablas separadas; Eficiencia del Motor Principal y Eficiencia del Motor Secundario. Estas tablas se suman y se multiplican por la tabla de Compensación de la Eficiencia del Motor de la Presión del Múltiple de Entrada para dar el valor final de la Eficiencia del Motor.
Una configuración típica para un motor de motocicleta de aspiración normal sería utilizar sólo la Eficiencia del Motor Principal, con la Eficiencia del Motor Secundario y la Compensación de la Eficiencia del Motor de la Presión del Múltiple de Entrada ambos ajustados a cero. Sin embargo, es muy común que los sistemas de gestión del motor OE utilicen ambas tablas juntas, con la carga más baja gestionada por la tabla de Eficiencia del Motor Secundario (carga de presión del colector de admisión) y la carga más alta gestionada por la tabla de Eficiencia del Motor Principal (carga de posición del acelerador).
MODELOS CON SOPORTE
| Make | Model | Years | Throttle |
|---|---|---|---|
| Aprilia | RSV4 | All | DBW x 2 |
| BMW | S1000RR | 2015 on | DBW x 1 |
| Honda | CBR1000 | 2017 on | DBW x 1 |
| Kawasaki | ZX10R | 2017 on | DBW x 1 |
| MV Agusta | F3 | All | DBW x 1 |
| MV Agusta | F4 | All | DBW x 1 |
| Suzuki | GSXR1000 | 2017 on | DBW x 1 |
| Yamaha | R6 | 2006 on | DBW x 1 |
| Yamaha | R1 | 2007 on | DBW x 1 |
MODOS DE VELOCIDAD DEL MOTOR
A partir del Sistema M1 1.4.00.0104
- AMC 242 – Jeep Cherokee XJ/XI (1994-2000), Jeep Wrangler TJ
- Aston Martin AJ37
- BMW M62TU V8
- BMW M54
- BMW N55 – BMW N55 and N52 engines
- BMW S1000RR MY2015
- BMW S50 – BMW S50B32 (E36M3)
- BMW S62 – BMW E36 M3 S52B32, BMW E46 M3 S64B32, BMW E39 M5 S62B50 NOTE: not tested – please contact MoTeC before running this engine
- BMW S85 – BMW E60 M3 S85B50, BMW E90 M3 S65B40
- Bosch 140 40 – General Motors LLT, Audi BXA / Lamborghini LP560, Mazda L3-VDT
- Bosch 140 40 36M1 – Polaris RZR Pro R (2022)
- Bosch 140 40 36M2 – Polaris Rebel (2021)
- Bosch 140 40 Alternate
- Bosch 60 120 180
- Camshaft One Missing Four Stroke
- Camshaft Two Missing Four Stroke
- Chrysler Pentastar
- Chrysler SRT8 2005 – Chrysler 6.1l Hemi 2005-2010 (eg Chrysler 300C SRT–8, Dodge Challenger SRT–8)
- Chrysler SRT8 2011 – Chrysler «Apache» 6.4l Hemi with variable camshaft timing 2011- (eg Chrysler 300C SRT–8, Dodge Challenger SRT–8)
- Corvette C4 ZR1 – GM LT5 (1990 – 1995)
- Crankshaft 12P15 Two Stroke
- Crankshaft One Missing Four Stroke
- Crankshaft One Missing Two Stroke
- Crankshaft Two Missing Four Stroke
- Crankshaft Two Missing Two Stroke
- Cummins B Series – Dodge Ram 2500, 3500, 4500 trucks equipped with ISB engines (2003-), Cummins QSB Marine engines, Cummins QSB Off-highway engines
- Custom EJ20G – Subaru GC8 WRX and STi (EJ20G, EJ20K, EJ207 etc.) from MY95 – MY00 with the MY01 crankshaft sprocket (part number 13021AA141)
- Denso 270 90
- Denso 270 90 Magnetic
- Dodge Viper
- Dodge Viper MY2008
- Fiat TwinAir
- Ford Cosworth YB
- Ford Coyote
- Ford Coyote GEN3 – Ford Mustang GT (2018-)
- Ford Cyclone – Ford F150 (2011-2016), Ford Expedition (2015-2016), Ford Racing M-6007-35T 3.5L V-6 Ecoboost crate engine
- Ford Duratec Synchronisation – Duratec, EcoBoost, BA cams
- Ford Falcon I6 – (Ford Falcon EA-ED)
- Ford Nano – Ford Raptor (2017-), Ford GT (2017-)
- Ford Navistar T444E – Ford Powerstroke 7.3L Diesel (1994-2003)
- Ford Sigma TiVCT
- Ford Windsor – with ‘PIP’ sensor in the distributor
- Formula Renault V6
- Gastech TX1
- Gastech TX2
- 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.
- General Motors LLR – H3 Hummer (2007 – 2010)
- General Motors LN3 – (Holden Commadore VN-VT)
- General Motors LS1 – (Gen 3 V8)
- General Motors LS7
- Gibson ZA348
- Honda Bike Synchronisation
- Honda CBR250RR – Honda CBR250RR 2017
- Honda F20C (Honda S2000)
- Honda J32A (Acura TL & CL)
- Honda J35A
- Honda K20
- Honda K20C1 – Civic Type R 2015+
- Honda K24Z7
- Honda L15B7 – Honda Civic (2016-)
- Honda Marine BF250D
- Honda S07A – Honda S660 Roadster (2015-).
- Hyundai Gamma T GDI
- Hyundai Lambda II RS GDi Engine (Hyundai Genesis V6)
- Hyundai Lambda II T GDI – KIA Stinger (2016-)
- Isuzu 4JK1
- Kia G4TH
- KTM SXF – KTM SX-F, Honda CRF250R, Suzuki RMZ250 (2016), Kawasaki KX250F (2013)
- Lamborghini V10 – Experimental mode for 5.0L port injected Gallardo 2003 – 2007
- Lamborghini LP520
- Mazda BP Z3 – MX5 NB (2001-2005)
- Mazda L3 – Mazda L3 VVTi (example Mazda 3 SPorts SP23, Mazda 6), Ford Duratec 23EW iVCT (e.g. Ford Fusion CD338)
- Mazda MX5 2006: Mazda LF (MZR family) in MX5 NC (2006-), Suzuki M16A VVT in Swift Sport (2012-)
- Mazda RX8 – Mazda Renesis 13B-MSP
- Mazda SkyActiv G – Mazda6 GJ 2012+, MX5 ND 2015+, Mazda3 BM 2014+, Mazda2 DJ 2014+
- Mercedes M120 – 6.0l V12 (S600 1992 – 2001)
- Mercruiser 1075
- Mitsubishi 4B11 – Lancer Evolution X
- Mitsubishi 4G63T
- Mitsubishi 6A12 – 6A12, 6A13, 6G74, 6G75
- Mitsubishi Fuso 4P10 (also Agco Sisu Power 49G)
- Mitsubishi Fuso 6M60 – 2015 Fuso TKG-FK61F
- Multi Tooth Four Stroke
- Multi Tooth Two Stroke
- Nissan MR16DDT
- Nissan MR20DD (Nissan Sentra 2010-)
- Nissan RB26 – Nissan RB26 and other six cylinder engines with 360 degree optical trigger on camshaft
- Nissan SR20 – Nissan SR20, CA18DET and other four cylinder engines with 360 degree optical trigger on camshaft
- Nissan One wide slot – Nissan RB30 and other engines with 360 degree optical trigger on camshaft
- Nissan VK50VE
- Nissan VK56DE – Nissan VK56DE engine and others
- Nissan VQ35 – Nissan VQ35HR engine, Nissan VR38DETT engine as used in the R35 GTR 2007
- Nissan VR30DDTT
- Nissan YS23DDT
- Peugeot PSA EW10 J4S – Peugeot 206 GTi and RC (2003-2007)
- Polaris RMK snowmobile – Two stroke, twin cylinder (2014- ), Including turbo versions
- Porsche 997: Porsche Direct Injected engine, 2009 Porsche GT2 with 3.6 Lt engine (Variocam PLUS)
- Private 1 – Private 6
- PSA EP6DTS – Mini Cooper S Turbo (2007-2010) and Peugeot 207 RC/GTI (2006-2010)
- Renault F4R – Clio Sport RS 3 (2005-2012)
- Rotax BRP 2 Stroke
- Rover K Series – Lotus Elise (1996-2001), Lotus Elise 111S (1999-2004)
- Scania DC16
- Scania SGL12A
- Subaru EA82 – Subaru Leone (1984-1994), Subaru XT (1985-1991)
- Subaru EJ207AVCS – Subaru EJ205, EJ207, EJ255, EJ257 from MY01 to MY05
- Subaru EJ20G – Subaru GC8 WRX and STi (EJ20G, EJ20K, EJ207 etc.) from MY95 – MY00
- Subaru EZ30 – EZ30D with Dual AVCS
- Subaru FA20D – Subaru EJ205, EJ207 etc. with dual AVCS (MY06-), Subaru FA20D for BRZ and FT86 (2012-)
- Subaru FA20DIT – Subaru Forester 2014, WRX 2015
- Suzuki K6A – Caterham 7 160, Suzuki Swift GT (2016 Indonesia)
- Toyota 1FZ FE – Toyota Landcruiser
- Toyota 1GD FTV
- Toyota 1KD FTV
- Toyota 1UZ-FE
- Toyota 2GR-FE – Lotus Evora, 3GR-FE etc, V6 with dual VVT-i.
- Toyota 2JZ GE – Toyota 6 cylinder 2JZ-GE with VVT (example Lexus IS300)
- Toyota 2UR-GSE in Lexus RC-F 2015 MY (2014/09 -)
- Toyota 2ZR – Lotus Elise (2012-), Lexus RC 300 (2015-)
- Toyota 2ZZ – Toyota 2ZZ, 3GS and others with VVT.
- Volkswagen EA189
- Volkswagen EA211 – Volkswagen Golf mk7 (2015-)
- Volvo B4204T9
- Volvo B5244S
- Volvo D11C – D11C truck engine (FM450 Platform)
- Yamaha FX SHO
- Bosch 140 40 Alternate – 36M1, 36M2
- BMW M62TUB44
- Cosworth AG2
- Honda UTV 999cc – (Honda Talon (2016-2021), Honda Pioneer (2016-2021)
- Synergy V8 – based on S1000RR (2020-)
- Rover/MG K-series 1.4L without Sync sensor.
EJEMPLOS GPR M130 PINOUT – YAMAHA YZF -R1 2012
M130 Conector A – 34 vías
Mating Connector: Tyco Superseal 34 Position Keying 1 – MoTeC #65044
| Pin | Abbreviation | Name | Example Usage |
|---|---|---|---|
| A_1 | OUT_HB2 | Bridge Output 1.Positive | Throttle Servo Bank 1 Motor Output |
| A_2 | SEN_5V0_A | Sensor 5.0V A | ECU Sensor 5V0 A Voltage |
| A_3 | IGN_LS1 | Low Side Ignition 1 | Ignition Cylinder 1 Output |
| A_4 | IGN_LS2 | Low Side Ignition 2 | Ignition Cylinder 2 Output |
| A_5 | IGN_LS3 | Low Side Ignition 3 | Ignition Cylinder 3 Output |
| A_6 | IGN_LS4 | Low Side Ignition 4 | Ignition Cylinder 4 Output |
| A_7 | IGN_LS5 | Low Side Ignition 5 | Coolant Fan 1 Output |
| A_8 | IGN_LS6 | Low Side Ignition 6 | |
| A_9 | SEN_5V0_B | Sensor 5.0V B | ECU Sensor 5V0 B Voltage |
| A_10 | BAT_NEG | Battery Negative | |
| A_11 | BAT_NEG | Battery Negative | |
| A_12 | IGN_LS7 | Low Side Ignition 7 | |
| A_13 | IGN_LS8 | Low Side Ignition 8 | |
| A_14 | AV1 | Analogue Voltage Input 1 | Throttle Grip Sensor Main Voltage |
| A_15 | AV2 | Analogue Voltage Input 2 | Throttle Grip Sensor Tracking Voltage |
| A_16 | AV3 | Analogue Voltage Input 3 | Throttle Servo Bank 1 Position Sensor Main Voltage |
| A_17 | AV4 | Analogue Voltage Input 4 | Throttle Servo Bank 1 Position Sensor Tracking Voltage |
| A_18 | OUT_HB1 | Bridge Output 1.Negative | Throttle Servo Bank 1 Motor Output |
| A_19 | INJ_PH1 | Peak Hold Injector 1 | Fuel Cylinder 1 Primary Output |
| A_20 | INJ_PH2 | Peak Hold Injector 2 | Fuel Cylinder 2 Primary Output |
| A_21 | INJ_PH3 | Peak Hold Injector 3 | Fuel Cylinder 3 Primary Output |
| A_22 | INJ_PH4 | Peak Hold Injector 4 | Fuel Cylinder 4 Primary Output |
| A_23 | INJ_LS1 | Low Side Injector 1 | |
| A_24 | INJ_LS2 | Low Side Injector 2 | |
| A_25 | AV5 | Analogue Voltage Input 5 | Gear Position Sensor Main Voltage |
| A_26 | BAT_POS | Battery Positive | ECU Battery Voltage |
| A_27 | INJ_PH5 | Peak Hold Injector 5 | Fuel Cylinder 1 Secondary Output |
| A_28 | INJ_PH6 | Peak Hold Injector 6 | Fuel Cylinder 2 Secondary Output |
| A_29 | INJ_PH7 | Peak Hold Injector 7 | Fuel Cylinder 3 Secondary Output |
| A_30 | INJ_PH8 | Peak Hold Injector 8 | Fuel Cylinder 4 Secondary Output |
| A_31 | OUT_HB3 | Half Bridge Output 3 | |
| A_32 | OUT_HB4 | Half Bridge Output 4 | Fuel Pump Output |
| A_33 | OUT_HB5 | Half Bridge Output 5 | Yamaha YZF R1 Inlet Actuator Inverting Output |
| A_34 | OUT_HB6 | Half Bridge Output 6 | Yamaha YZF R1 Inlet Actuator Normal Output |
M130 Connector B – 26 Way
Mating Connector: Tyco Superseal 26 Position Keying 1 – MoTeC #65045
| Pin | Abbreviation | Name | Example Usage |
|---|---|---|---|
| B_1 | UDIG1 | Universal Digital Input 1 | Engine Speed Reference |
| B_1 | UDIG1 | Universal Digital Input Pair 1.Phase A | |
| B_2 | UDIG2 | Universal Digital Input 2 | Engine Synchronisation Position |
| B_2 | UDIG2 | Universal Digital Input Pair 1.Phase B | Engine Run Switch |
| B_3 | AT1 | Analogue Temperature Input 1 | Airbox Temperature Sensor Voltage |
| B_4 | AT2 | Analogue Temperature Input 2 | Coolant Temperature Sensor Voltage |
| B_5 | AT3 | Analogue Temperature Input 3 | Rider Switch 1 |
| B_6 | AT4 | Analogue Temperature Input 4 | Rider Switch 2 |
| B_7 | KNOCK1 | Knock Input 1 | Suspension Position Front Sensor Voltage |
| B_8 | UDIG3 | Universal Digital Input 3 | Wheel Speed Front Sensor Input |
| B_9 | UDIG4 | Universal Digital Input 4 | Wheel Speed Rear Sensor Input |
| B_10 | UDIG5 | Universal Digital Input 5 | Rider Switch 7 |
| B_11 | UDIG6 | Universal Digital Input 6 | Rider Switch 8 |
| B_12 | BAT_BAK | Battery Backup | ECU Battery Voltage |
| B_13 | KNOCK2 | Knock Input 2 | Suspension Position Rear Sensor Voltage |
| B_14 | UDIG7 | Universal Digital Input 7 | Rider Switch 3 |
| B_15 | SEN_0V_A | Sensor 0V A | |
| B_16 | SEN_0V_B | Sensor 0V B | |
| B_17 | CAN_HI | CAN Bus High | |
| B_18 | CAN_LO | CAN Bus Low | |
| B_19 | SEN_6V3 | Sensor 6.3V | ECU Sensor 6V3 Voltage |
| B_20 | AV6 | Analogue Voltage Input 6 | |
| B_21 | AV7 | Analogue Voltage Input 7 | Airbox Pressure Sensor Voltage |
| B_22 | AV8 | Analogue Voltage Input 8 | Gear Lever Force Sensor Voltage |
| B_23 | ETH_TX+ | Ethernet Transmit+ | |
| B_24 | ETH_TX- | Ethernet Transmit- | |
| B_25 | ETH_RX+ | Ethernet Receive+ | |
| B_26 | ETH_RX- | Ethernet Receive- |
Purchasing
Si está interesado en adquirir este producto, póngase en contacto con un Distribuidor Autorizado MoTeC.
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