Specifications

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Lambda Control
ere 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. ere 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 de-
pendant 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. e 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 trig-
gering is needed to run the oddfire engines. e crank input must have at least 1 tooth per TDC and they must be evenly spaced. is 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.