Specifications

Engine Management and Data Acquisition SystemsPage 74
CDI-8 Ignition
Capacitive Discharge Ignition has been used in racing and in some automobiles for a number of years. MoTeC offers one of the industry’s most
advanced capacitive discharge ignition systems available. e CDI-8 is an 8 channel CD Ignition which can either run in stand alone mode (meaning
it does not require an ECU to run it) or in slave mode. In slave mode, the CDI-8 receives an encoded signal from a MoTeC ECU which tells it which
coil output to fire. In this mode, a CDI-8 can deliver a full energy spark at up to 1.1KHz which is enough to keep up with an 8 cylinder engine turning
16,000 rpm!
MoTeC Software
Always free from www.motec.com New software upgrades will allow additional features for your ECU. Since each ECU is produced with all of the
same hardware, there will never be an issue of a feature not working with an older ECU. New features will always work with every ECU.
Security
MoTeC offers its customers the option of securing their tuning file through two methods. e first is a simple password protection which can be set
on the ECU so that others are not able to make changes to the tuning file nor can they send a new file to the ECU unless they have the password.
e password can be reset as often as you like, and you may choose to turn the password off at anytime but you must know the password in order to
perform these functions. Additionally, MoTeC allows the tuner to encrypt a file which is stored within the ECU. In this case, the file can only be sent
to an ECU which has a matching password for the encrytped file. If file encryption is used, a tuner could send an encrypted file to a customer with a
matching password, and the customer would be able to send the file to the ECU without knowing the password. e customer would still not be able
to view or in anyway modify the file. Data downloads can always be retrieved whether or not a password is set on an ECU.
High/Low Injection Capability
On many types of racing engines, tuners may find improved efficiency by changing the physical location of the injector in relation to the intake valve.
MoTeC allows the user to run 2 sets of injectors in the inlet path and switch from one to the other with a 3 dimensional table based on load and rpm.
Typically this feature is used when an engine is making substantial amounts of horsepower but requires only small amounts of fuel at low speeds. In
this case, the tuner can select 2 injectors of differing flow rates, one for low speed operation, the other for high speed/power operation. MoTeC allows
you to define the flow differential between the 2 injectors, so that the proper amount of fuel can be delivered out of each injector. Another way to use
the MoTeC High/Low capability, is to use 2 injectors of equal flow rate, but located at different points in the inlet path. In this manner, fuel injection
location can be varied at certain points in the rpm band to provide the highest efficiency. Of course MoTeC allows you to enrich or enlean the engine at
the transition from 1 set of injectors to the other to provide seamless operation.
Crank Index Position
e CRank index Position is perhaps the most important timing value in the ECU. e CRiP tells the ECU where the engine is in relation to TDC
Cylinder #1. e CRiP is defined as the distance in crankshaft degrees, between the reference tooth when it is aligned with the crankshaft position
sensor, and Top Dead Center Compression Number 1. For example, if the reference tooth is aligned with the crankshaft sensor when the crankshaft
is 55 degrees before TDC Compression Number 1, then the CRiP is 55. An easy way to determine the CRiP before startup is to rotate the crankshaft
in the direction of rotation until the reference tooth is aligned with the crankshaft position sensor. en measure the number of degrees, required to
turn the crankshaft in the direction of rotation until the number 1 cylinder is at Top Dead Center of the Compression stroke. Once you determine this
value, you may start the engine and enter the CRiP set screen under the Ignition menu. Use a non dial-back timing light to check the CRiP. e timing
advance displayed in the CRiP set screen should match the measured value using the timing light. If they do not match, move the CRiP value until the
timing does match.
Reference Tooth
e definition of the Reference Tooth depends on the type of Ref/Sync mode being used. If using missing or extra tooth type modes, the reference
tooth is defined as the tooth which occurs directly following the missing or extra tooth or teeth. If using 1 tooth per TDC or Multiple tooth mode with
a sync input, the reference tooth is defined as the tooth which occurs directly following the sync input.