Saturday, May 21, 2016

Yamaha YXZ1000R MoTeC PNP Kit

I have recently released the MoTeC M1 plug and play engine management system for the Yamaha YXZ1000R, which brings a new level of engine control to this vehicle.

In a market well supported by reprogramming the factory ECU, many owners are likely unfamiliar with the capabilities of the MoTeC M1 ECU (and wonder why they would even want or need one). I will outline some of the features of the M1 YXZ software package, and also cover why it makes a good long term engine control investment for many YXZ owners.

A quick note about the components that make up the MoTeC M1. There is the hardware (the actual ECU you get to hold in your hands and show off to your friends) and then the software (also called firmware or "package").
  • The hardware is generic, and it is selected based on how many inputs and outputs you need for your setup. Most common on the YXZ is the M130 ECU, which has enough I/O to handle all of the stock vehicle functions while allowing the addition of common sensors and output devices.
  •  This software "package" has been written specific to the YXZ. It controls the OEM dash, differentials, power steering, even the seat belt light and parking brake buzzer exactly like the stock ECU did (which you can remove and leave on the shelf). In addition to this there are many other features and controls. Some are generic motorsport control strategies, and some are specific to the YXZ. MoTeC YXZ owners have input into the features in this software package. If you have a feature need, submit a request and it is likely you will get that feature added into the software (assuming it is something reasonable). And yes, I put a picture of a YXZ directly in the software. No question what it is built for!

The first main advantage of the M1 versus a stock ECU is you always have full control of your tuning. You are not locked out of anything, and you can connect any Windows laptop with a simple ethernet cable (using the free MoTeC M1 Tune software). No more sending your ECU off and hoping that the "canned" tune is ideal for your particular setup, your type of driving, or even your personal preference. If you are not a tuner, that is ok too. It is far easier to find qualified MoTeC tuners all over the world, than it is to find places that can reflash the stock ECU. If you are out racing, sending your ECU in during a race weekend is not a option if you need to change something or if you are trying for every last percentage of power on a given weekend, in any condition. Not to mention the cost and down time associated with sending your ECU back each time a change is needed.

Screenshot of YXZ software showing a sample ignition timing map:

For turbocharged cars, built in boost control is a huge advantage. Boost can be controlled against many channels, but most common is based on gear, throttle position, coolant temp (for engine protection), air temp (for engine protection), elevation (to prevent turbo over-speed). This is all included and built into the software. You simply connect your boost control solenoid to the M1 and start tuning! You can also add a switch to the dash to change boost settings on the fly.

Just a few of the options relating to boost control, targets and limits:

The M1 supports most any fuel injector - size does not matter! Input the flow and offset data for your new injectors (supplied by any quality injector supplier) and you are off and running. Also supported is running two sets of injectors. Keep the stock ones (for ease of installation or optimum drive ability) and then add a second set of larger injectors to have enough flow for high power turbo applications. Blending between the two sets is handled seamlessly by the ECU, and you can program what percentage of each set is used where. 

Flex fuel is also supported - a flex fuel sensor can be installed which allows blending between gasoline and and any percentage of ethanol you put in the tank. Another feature is the ability to run two separate fuel systems. You could leave the stock fuel system alone, running on pump gas. Then install a second fuel system with a small tank holding race fuel, feeding a second set of injectors. The M1 can then be programmed to bring on this second set of injectors only under boost. The transition is seamless, and it allows race gas power without wasting it just cruising around. 

Picture showing the basic injector data and the table which defines how much of the total fuel flow is from the secondary injectors:

Need more spark? Programming the M1 to handle different ignition coils is no problem at all.

Data logging is a huge advantage in most any situation, and is yet another area the M1 excels. Recreational users can keep an eye on things and make sure the investment they have made in engines and other parts is well protected. Racers can use it for the same, but also to seek out optimum performance from both the vehicle and themselves. The M130 has 125Mb of on-board data memory, and comes standard with 100 fixed channels (basic tuning and diagnostic data). This can be expanded to a user definable 200 or 2000 channels, as needed. Upgrades can be handled via email - sending the unit in is not required. 

Data log screen shots showing just a glimpse of the available data on the typical YXZ setup:

One of the most unique features of the YXZ in this market segment is the sequential transmission. The M1 also offers some powerful tools to support this transmission. Basic items include the ability to add sensors for transmission temperature and pressure. More advanced features included gear shift cut - using a switch or load cell to allow full throttle shifting without lifting the throttle or using the clutch. This is not a simple cut, it is an advanced level motorsport control that begins the cut when the gear lever is pulled. It then monitors the gear position sensor on the transmission and does not end the cut until the transmission is in the next gear. This will help prevent unnecessary wear and tear on the transmission, even when shifting very fast under full power. All aspects of the cut control are fully programmable by the end user. Paddle shift is also supported. You can connect paddles and a shift actuator to the M1 and it can be setup to operate it all (including shifting it automatically under certain conditions, if desired). 

Data log showing transmission shift cut in operation:

There are so many features, that the length of this post would be prohibitively long to cover them all. Some of them include:
  • Launch control - Armed based on vehicle speed, clutch switch, or other options. Works extremely well for building boost on turbo cars.
  • Anti Lag - useful on turbo vehicles to help maintain boost in off throttle situations - for course racing or if you have to do a throttle chop up a dune and get back in it the lag is all but eliminated.
  • Knock control - add a knock sensor and get extra protection when running turbo cars on pump gas
  • Nitrous control
  • Lap Timing - add a GPS and record your lap times and also do full track mapping in the data logging
  • Much much more (and growing with each revision)
If you have more questions or comments, if you would like a copy of the YXZ1000R base map to look at, or are interested in purchasing a kit,  please email me at

Thanks for reading!!

John Reed
John Reed Racing

Sunday, December 6, 2015

JRR M1 package update for 2008+ Subaru STi

I am finishing an update on my MoTeC M1 firmware package for 2008-2015 Subaru STi vehicles. Until now this package was targeted primarily at full motorsport use, and only offered minimal integration with the OEM CAN system (just enough to keep the gauges working). I have now upgraded it to be fully integrated with the factory CAN system and electronics. The ABS, cruise control, and DCCD will all continue to function as standard with the installation of the MoTeC M1 ECU and this firmware.

I know there are a lot of good choices for engine tuning in the Subaru world, and my target audience is only those clients who want the highest level of control and data acquisition in their vehicle. Obviously this suits those in motorsports most, however I have been getting more higher power street/track cars that also want this same level of technology. I feel there is no better or more powerful engine control for your Subaru STi than MoTeC M1 with my firmware package.

The Subaru STi features many factory installed sensors, which can now be viewed and integrated into the M1 for data logging and also used as part of control strategies. If your car is missing some of these OEM sensors, you can also wire in your own sensors in a traditional manner. The image below shows the main channels that are now available in the STi package, no extra sensors or wiring required:

While this package transmits the necessary data to keep the factory DCCD system working correctly, many want to be able to custom tune the DCCD system for their unique driving style or requirements. My Subaru STi package contains full DCCD control, with no additional hardware or purchase required. You simply wire the DCCD actuator, control switch and a couple of other items to the M1 (that previously went to the OEM DCCD controller) and then begin mapping the DCCD directly in the M1. You can also data log all DCCD parameters directly in the M1. In addition, the M1 uses the DCCD mode display in the factory gauge cluster to indicate which map you are on. For those who have used the MoTeC SDC diff control products, you should find the functionality and capability familiar.

I also did a quick video showing how some of the signals we are receiving from the OEM sensors can be used for the M1 DCCD control. The M1 DCCD control also supports switching the DCCD maps with the factory up/down switch (requires wiring it to the M1 ECU).


In addition, the SI Drive switch can be assigned to any driver switch function in the M1. These switches include anti lag, launch control, DBW throttle targeting, fuel trims, ignition trims, boost trims, the list goes on. No additional wiring required to use the SI Drive switch. You can also assign it to more than one function at a time, as shown below:


A quick video of the factory gauge cluster from one of my test drives. The only light on after the installation of the MoTeC M1 is the security light, due to the removal of the immobilizer system.


This package is one of the JRR M1 packages eligible for an end of season contingency payout in the Rally America 2016 championship in SP class.

Attention MoTeC dealers: I am happy to do private label, customized versions of this package (or any other package I offer). This allows you to have your own unique version that suits your client base, without the expense of fully developing it yourself. There is no up front cost for this service, as I simply make a % of each one you sell. I already have dealers running private versions of this particular package. 

For any questions or comments, or if you would like to purchase one of these M1 packages please email me:

Tuesday, April 7, 2015

JRR Rally Packages for MoTeC M1 ECU

I am very excited to be rolling out some rally specific firmware packages for the MoTeC M1 ECU line up. This combination will bring the highest level of control and capability to popular rally platforms, along with being more affordable than most previous high quality options. Feedback from rally teams will allow me to continue to grow these firmware packages tailored to the specific needs of rally. The packages will also work quite well for a track or modified street car of the same models.

We have been testing a variety of platforms and combinations, and the initial releases will be as follows (with more to come based on demand and/or requests):

  • Mitsubishi Evolution 4G63 (supports direct ACD control)
  • Mitsubishi Evolution 4B11 (supports direct ACD control)
  • Subaru STi 2008+ (supports direct DCCS control)
  • FA20 engine package (DI FA20 engine w/o driver box, supports direct Subaru DCCS control). This package is intended for FA20 engine swaps into Subaru rally cars using custom looms. 
  • FRS/BRZ - Supports OEM car with some additional rally/race specific functionality
Aside from the level of logging you want to have on your M1, with these packages there are no other options you need to buy! They come with drive by wire control, camshaft control, anti lag, launch control, knock control, flex fuel and other general features you would expect from a high end engine management system. 

In addition, some of the packages above contain built in active diff control!! This is a HUGE cost savings. Instead of buying a separate diff controller you simply wire your diff control components to the M1 ECU and program it right from the M1 Tune software. Future growth also allows us to expand the diff control model and incorporate any channels that exist within the M1 to that control strategy. 

Please email me ( with any questions or purchase inquiries. These packages can be purchased together with an M1 ECU, or separately if you already own an M1 ECU (or if you are a MoTeC dealer just needing the software package). Full package functionality is supported by the M130 and M150 ECUs, assuming you have enough I/O available. M190 package is available by special request.

Below are some screen shots highlighting a few of the features included with the JRR Rally Packages. The Evo version is shown but all will be similar. 

The boost control system allows you to incorporate a turbo inlet pressure sensor and a turbo shaft speed sensor into the control strategy. Turbo speed limiting is handled in actual shaft speed rpm values, not weird scaled values. Boost pack pressure sensor and waste gate position sensor inputs also supported for setup and data analysis.

Intercooler spray function is included, along with full per cylinder knock control with 4 software defined center frequencies along with definable knock window and trim levels.

Full anti lag control system, which is fairly similar in function to the M800 system. The M1 rev limiting and timing control is second to none, making this and the launch control work just that much better! I have also incorporated controls to operate air bypass ALS, which is highly effective for off throttle boost. 

Here is a glimpse of the diff control. The Mitsubishi ACD is shown but the Subaru setup is similar. There are 4 pairs of tables, with half of each pair for lock under acceleration and the other half for lock under braking. There is also a road mode (0% lock) and a fully locked (100%) mode. The tables and these modes can be selected by using the driver switch functionality. This allows a momentary switch, 0-5v rotary switch, CAN message or even a Racegrade CAN Keypad to change the diff modes. Standard axis available for the tables are vehicle speed, throttle position and steering angle. Future upgrades could allow more functionality based on user demand.

In addition to standard toggle and rotary switches, the package also supports using momentary switches to control various functions. Direct input from a Racegrade CAN keypad is also supported, with ability to assign any key on the keypad to a driver switch function. Currently the keypad is only supported when there is also a PDM connected, but future upgrades may include the ability to use the keypad independently.

Tuesday, August 13, 2013

Why should you choose a MoTeC C125 dash logger?

The new MoTeC C125 color dash logger has arrived! I am very excited about this new product. Knowing that you have other options in this entry or club level price range, I wanted to take the time to go over some of the features of this device and why I feel it is by far the best product in the category.

MoTeC has built their reputation over the years by delivering some of the highest quality motorsport electronics in the business, with highly functional and easy to use software. The C125 is no different. The color screen is simply gorgeous. Bright, crystal clear and easy to read even in direct sunlight. It makes every other display on the market look a bit dated (including I am afraid some of the outgoing MoTeC dashes). A high quality sealed connector on the back, along with built in mounting studs makes for an easy installation. MoTeC also has two offices in the USA along with a large dealer network, providing the best support I have personally ever seen in this industry. I don’t know about you, but it is nice buying a highly capable piece of equipment knowing it is engineered to last and that I have a strong support network for it.

We have found many users start by wanting a data display unit, to replace a myriad of traditional gauges with one high quality, configurable display. The C125 interfaces with other MoTeC devices, along with most popular standalone engine controllers. It can also display information from most OBD2 data streams. It features two separate CAN BUS inputs, along with two RS232 inputs giving a great deal of flexibility in connecting to the devices already on your car (or to the OEM systems on the car itself). Communications between your laptop and the C125 is via Ethernet, providing very fast and reliable downloads. This also means using inexpensive and easy to source Ethernet cables (no special/hard to find/high dollar cables needed).

This image shows the communications setup screen, with just a few of the many pre-built communications templates available for popular devices. You can also build your own templates using the powerful and flexible software.

Perhaps you have no other devices on your car and want to just use the C125 as a standalone unit, or you want to supplement the data coming into your C125 from other devices with sensors connected directly to it. Either situation is easily accommodated, via a software upgrade code which unlocks the physical input/output pins of the C125. No need to send your hardware in, or worse buy a new piece of hardware simply because your needs grew.

The C125 features 6 0-5v inputs, 2 thermistor temp inputs, 2 digital inputs and three speed inputs. Along with these it also has a built in 3 axis accelerometer and internal temperature sensor. Just like we saw above with the communications screen, the setup is straight forward and there is pre-built templates for many sensors. Or you can again build your own as well. No need to buy special sensors specific only to this device. The C125 can work with most any sensor out there, OEM or aftermarket, providing you have the calibration data for that sensor.

Another option is connecting a GPS via one of the two RS232 connections, which will allow the C125 to do track mapping and lap timing. This is a very simple, cost effective alternative to the traditional beacon setup. It is also extremely valuable for longer events such as rally, off road racing, land speed, and others where traditional timing and tracking are much more difficult.

Now that we have some data coming in, we can configure the C125 to display our information. The C125 features 3 pages that can be independently configured using a variety of basic template screen, then populating with the data you want to see. You can use a switch to toggle through the pages, or you can set a condition to automatically change pages for you based on one or multiple parameters.

These two pictures show some of the display templates, along with a glimpse of the setup for the parameters, units and labels for the display. The bottom row can have up to 20 “rows” setup that can be toggled through with a switch. You can also setup overrides to show pertinent data when an alarm condition is present. Screen backlighting can be adjusted via potentiometer, using a switch to toggle between two brightness levels programmed in the software, or it can be left at one fixed value.

MoTeC hit a home run a few years back with a little device called the SLM (shift light module). A shift light driven via CAN, it required no outputs on the device driving it, and was highly flexible with programmable multi-color LEDs. Well that device is now built into the C125! You can build your own pattern/color patterns which are triggered by just about any parameter in the system. This photo is an example of the main setup screen, a couple SLM patterns and then the layout editor where you can pick your colors/position, can set the brightness for each layout, flash or steady, and the channel driving that pattern. SLM brightness can be adjusted the same as the dash backlight, either using the same controls as the dash backlight or independently controlled.

The C125 also features an alarms system, which allows you to set a variety of conditions that will trigger the alarm. From there you can have the alarm condition do various things, such as flash the SLM a specific pattern (see image above for warning pattern), flash messages and important data on the screen during alarm, or even send that data to other devices to change control strategies based on the alarm. In the image below you can see the alarm setup window, allowing up to 48 different conditions (each with multiple parameters as triggers). You can set light to flash or steady for each condition, set the warning message that comes up, and the duration the warning lasts.

Should you decide you want to now use your C125 as a logging device as well as a display, it has an available 250MB of memory. Again no need to send your device back or worse purchase a new one, you simply purchase and enter the logging enable code and off you go! You can log up to 300 channels, across any and all the devices you have hooked to your C125, either directly or via CAN BUS. You can set the logging speed per channel, set multiple start/stop conditions and more. Analysis is done using MoTeC’s powerful i2 software.

The C125 also has user defined tables, both 2D and 3D, that you can apply any of the parameters in the system to the axis of, to create a new channel from the result.

An available 4 outputs, configurable for a wide variety of tasks, allow the C125 to control various devices such as fans, pumps, sprayers all based upon data parameters within the system (or the output of a table or condition).

One of the coolest features is the ability of the C125 to simulate data parameters, allowing you to test all systems driven by them without actually running the vehicle. Simply set each parameter you are working with to the desired value, and verify that the output or control is working how you want.

There is a lot more that could be covered about the C125, but it is outside the scope of this (already long) article. Hopefully my tour has given you an idea of what it is capable of. There are units out there that are priced less than the MoTeC C125, but it is my personal belief that the C125 offers by far the best value for a long term dash logger investment. Flexibility, gorgeous screen, support network, easy room for growth make it an unbeatable choice. I put my money where my mouth is, I own one as well and could not be more pleased with it.  Race Smart!

For more information please email: