• 13142M - M142 ECU MARINE
• 61464 - M142 PORSCHE 991/2 2017 ADAPTOR KIT
  • 61465 - M142 PORSCHE 991/2 2017 ADAPTOR BOX
  • 61451 - M142 PORSCHE 991/1 MOUNTING KIT
  • 61404 - M1 ADAPTOR 250MM 26W KEY 1 STUB LOOM
  • 61405 - M1 ADAPTOR 250MM 26W KEY 3 STUB LOOM
  • 61406 - M1 ADAPTOR 250MM 34W KEY 1 STUB LOOM
  • 61407 - M1 ADAPTOR 250MM 34W KEY 2 STUB LOOM
  • 61467 - PORSCHE 991_2 2017 BREAKOUT LOOM
  • 61301 - LTCD - DUAL LSU LAMBDA TO CAN
  • 61456 - LAMBDA SENSOR EXTENSION LOOM FOR LSU 0.6 METRES

Licence

• 23609 - M1 LICENCE - PORSCHE 991/2 2017

Reference Mode

The M1 Reference Mode in this Package is locked to the Porsche 991.2pattern.

ECU Power

The M1 ECU will be powered as follows:

• When the ignition switch is on.
• When the M1 is connected to the M1 Tune application via Ethernet. Once on, power will remain when the M1 is connected to the M1 Tune application via Ethernet.

Engine Start

This feature operates identically to OE behaviour.

Driver Switches

Various in-car dials and switches are acquired over the CAN bus and assigned to Firmware resources to allow for mode switching in the ECU. See the Help for the main Porsche group in M1 Tune.

Staged Injection (Port Injectors)

A Breakout loom is included that contains 12 V power and outputs to run saturated port injectors. The Fuel Injector Secondary Location setting is set to Not in Use in the provided Package. To enable secondary port injectors, change this setting to reflect the location of the port injectors. Relevant settings will now be exposed so that the port injector characteristics can be configured.

The principle control mechanism is the Fuel Injector Secondary Contribution Main table which determines the balance between primary (direct) and secondary (port) injectors.

Adaptor Box Expansion Outputs

The included Adaptor Box provides additional outputs for some subsystems on the vehicle. These are controlled from the M142 ECU via LIN messaging. If the LIN settings are modified or the LIN wiring to the Adaptor Box is compromised, these outputs will not function, so it is imperative that LIN settings are not changed in the Package.

The Adapter group in the Package provides status information on each of the outputs.

CAN bus 1 on pins 32 and 33 of the Adaptor Box breakout are connected directly to the OE bus which is 500k. Care must be taken not to over-extend this bus nor transmit messages that might conflict with OE communications on this critical vehicle bus. MoTeC suggests all external connects are made to CAN bus 2 on pins 27/28 of the Adaptor Box breakout for additional engine bay CAN connections over and above the currently connected LTCD on CAN bus 2.

Engine Efficiency Model

This product provides two maps for Engine Efficiency to accommodate the Porsche valve lift switching system. The Engine Efficiency Main table is used when the Adaptor Lift Valve State is Enabled. The Engine Efficiency Low Lift table is used when the variable lift system is Disabled.

Fuel Pressure Control - (Lift Pump)

The vehicle uses a PWM controlled low pressure fuel pump (lift pump). The Package is configured without a fuel pressure (lift) sensor, operating the fuel pump controller on the car with the ‘Open Loop’ setting Enabled so it runs directly off the Feed Forward table.

Fuel Pressure Direct Control

The vehicle uses a current controlled continuous high pressure fuel pump (unlike many contemporary engines which use synchronous piston DI pumps). The Fuel Pressure Direct Bank 1 group provides tables to match desired flow with required pump current, and also uses a pump current sensor provided in the Adaptor Box to facilitate closed loop current control. The current control settings for the Package are pre-configured and it is recommended that these settings are not changed. Settings for the pump flow and feed forward may be optimised as required.

Engine Oil Pressure Control

Engine oil pressure is controlled via a closed loop PWM actuator and pressure sensor. Target pressures are set to mimic the behaviour of the OE installation. As insufficient (or excess) oil pressure can cause irreversible damage to an engine, it is recommended that the supplied settings are not changed without extreme caution.

Methanol

This subsystem runs a PWM controlled pump to inject secondary fuel (methanol, water/methanol) with ignition & fuel compensations.

TCM Features

These features aid useful interaction with the OE TCM.

• Logging: Clutch pressure and shaft speed logging.
• TCM Clear: Fault code clearing of the TCM
• Porsche PDK Clutch Re-Learn compatibility with service level OBD port tools. Performing a clutch re-learn allows the transmission to verify the location and thickness of the clutches used to transmit power to the drive wheels. This enables the transmission control computer to make adjustments to clutch engagement as the discs wear over time. A service grade OBD port tool is required to initiate this sequence which will run a correlation routine using the M1 ECU and factory Porsche TCM. This routine requires the PDK transmission is at normal operating temperature (140F / 60C) and will require 10-20 minutes of the operator's time with their foot pressed firmly on the brake throughout the entire procedure.The PDK transmission clutch re-learn function will not operate if the TCM has been flash tuned.

Torque Reduction

This product offers sophisticated torque reduction of the vehicle, by means of various combinations of throttle control, ignition retard, and fuel cut.

Torque reduction is employed via the following subsystems:

• Gear Up Shift Torque Reduction Main table
• Engine Oil Level Warning Torque Limit - reduces engine torque when Engine Oil Level is critically low.
• Porsche Torque Translation - translates calculated torque values to and from the Porsche CAN bus.
• Porsche TCM Torque Reduction Extend - the ECU can react too quickly to the torque reduction request from the TCM, so this setting can extend the reduction by up to 30 ms.
• Porsche VDC Torque Limit Gain
• Torque Demand Bias - allows scaling of torque demand based on throttle pedal.
• Torque Reduction Limit - limits the maximum torque reduction that can be applied. Can limit excessive ignition retard being applied from high torque reduction requests from the TCM.
• Torque Reduction Ignition Timing Limit - sets the transition between ignition timing and fuel cut methods of reducing torque.
• Torque Ideal Generated Scale - used in calculating the generated torque based on Engine Load.
• Torque Ideal Correction Internal Loss - mapping of torque lost to internal friction and drives.
• Torque Minimum Feed Forward

M142 Connector A - 34 Way

M142 Connector B - 26 Way

M142 Connector C - 34 Way

M142 Connector D - 26 Way

Breakout Connector E - 34 Way

Mating Connector: Tyco Superseal 34 Position Keying 1 (MoTeC #65044)