Specifications

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Lambda Control
There are two types of control methods used in closed loop fueling. Narrow band closed loop control attempts to keep the air fuel ratio "pertubating" (dithering) slightly
richer and slightly leaner than stoichiometric for emissions control. In a MoTeC ECU, narrow band control is simply turned on or off based on load and rpm. Wide Band
closed loop control measures the current lambda and adjusts the fuel delivered to the engine, by comparing the measured lambda to the preset lambda goal table.
Configurability
MoTeC ECU's are well known for their ability to be customized to meet the demands of nearly any application. Software configurable hardware within the ECU allows a
tuner to match the requirements of any inductive or capacitive discharge type ignition available. Triggering can be done using hall effect, magnetic pickup, logic level
switch or optical sensor. There are specific modes which are selectable to allow MoTeC to read LS-1, LT-1 Opti-Spark, Ford TFI, Subaru, Honda, Mazda, BMW, Nissan,
Toyota, as well as aftermarket flying magnet or hall type crank triggers. If you make a change to a new type of trigger wheel, MoTeC allows you to simply redefine the
signals in software. No need to send your ECU in for hardware upgrade. Every MoTeC ECU can be configured quickly so it is possible to borrow an ECU, send your
calibration file to the new ECU and be up and running in merely seconds.
Data Logging
MoTeC M4 and M48 ECU's feature 512Kbyte non-volatile logging memory space. M800's feature a full Megabyte of logging space and the M880 is available with up to 4
Megabytes of logging memory. Tuners can select which items they want to log, and what rate they wish to sample. M4 and M48 can sample up to 20 times per second
(.050 Seconds) while M800/880 max out at 200 times per second (.005 Seconds) Maximum logging time is dependant on the number of items being logged and the rate
at which you are logging.M4 and M48 maximum logging time is 382 minutes at 1 sample per second. If the logging memory becomes full, MoTeC automatically begins
logging over the top of the existing log ensuring that you will always have the most recent data available in your log when it is retrieved.
RPM Limiting
RPM Limiting can be done a number of ways using MoTeC. Software allows you to select whether your cut will be based on fuel only, ignition only, fuel with ignition 100
rpm above, ignition with fuel 100 rpm above or both fuel and ignition at the same time. An adjustable control range allows the tuner to set the harshness of the cut and
an adjustable randomizer gives the tuner the opportunity to get a fully random cut no matter what number of cylinders the engine has. The overall RPM Limit sets the
maximum engine rpm you want the engine to ever see. Other cuts allow starting line rev limits which typically are lower than the maximum rpm limit. Using a 9 position
trim switch, MoTeC can provide you with 9 separate, driver selectable RPM Limits for ultimate adjustability to conditions without the need for a laptop to change the
setting.
Oddfire tables
Tables in the ECU describe the oddfire angle in crank degrees for use on oddfire engines such as the Viper V-10, Harley Davidson V-Twin and the Chevy V-6. Simply tell
the ECU the number of degrees past TDC Number 1 that each cylinder arrives at its own TDC. A special requirement for triggering is needed to run the oddfire engines.
The crank input must have at least 1 tooth per TDC and they must be evenly spaced. This usually requires a 12 tooth wheel in the case of the V-6 Chevy. MoTeC CDI-8
Capacitive discharge Ignition can be used to supply the spark to oddfire engines of 8 cylinders or less controlled directly by a MoTeC ECU. For engines with greater than
8 cylinders, 2 CDI-8's can be used.
Comprehensive Online Help
All MoTeC software comes with Comprehensive online help available by pressing the F1 key on your keyboard. Whether it is Engine Management, Data Acquisition or
our Data analysis software you can always access the help files through the use of the F1 key.