DATASHEET
M1 GPR AUTO TRANSMISSION PACKAGE
MoTeC’s GPR Automatic Transmission Package is a
versatile and adaptable platform for the operation of
port-injected engines coupled with automatic
transmission control.
This single product provides a flexible solution that
can be used to control a large number of engine and
automatic transmission combinations (with up to 5
gears).
This Package allows for the operational control of an automatic
transmission’s line pressure solenoids, gear shift solenoids, torque
convertor lockup clutch solenoids and manual range selector. It
also gives users full control of the gear shift points, torque
convertor lockup clutch and line pressure. Refer to the
Transmission Compatibility section for a full list of capabilities.
Also included are many ancillary features commonly found on race
cars, such as anti-lag, driver switches (e.g. pit switch, launch
enable, boost trim), knock control, intercooler sprays, launch
control, traction control, gearbox, differential and coolant pumps.
Also accommodated are many systems found on modified road
vehicles, such as air conditioning.
The product fully integrates with other MoTeC devices, and
provides pre-defined CAN messaging for all current Display
Loggers, Loggers, E888 Expanders, Video Systems, GPS, ADR,
BR2, PDM and SLM modules. A Vector database (.dbc) file is
available on request.
LICENSING
To load the Package onto an M1 ECU, MoTeC's M1 GPR
Automatic Transmission Licence (part number 23394) is
required.
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PART 23394
ECU VARIANTS
This Package is available for use with MoTeC M150 or M190
ECUs. A pinout example for the M150 follows.
AUTOMATIC TRANSMISSION FEATURES
The GPR Auto Transmission Package is based on MoTeC’s GPR
Package with the addition of the following automatic transmission
specific features:
• Support for Manual or Automatic shift modes, selectable via a
driver switch.
• The Automatic shift mode automatically shifts gears based on
a user definable vehicle speed and throttle pedal position. A
multi-position switch (up to 10 positions) can also be
configured to vary the gear shift points.
• The Manual shift mode allows the driver to shift up and down
at any time via up and down gear shift switches.
• Configurable gear shift engine speed settings that
automatically shift gears when the engine speed is outside the
user definable range (e.g. above maximum engine speed).
• Support for a switching and/or proportional torque convertor
lockup clutch solenoid.
• Fully configurable torque convertor lockup clutch control that
can be based on vehicle speed, gear, throttle pedal,
transmission temperature, range selector position and torque
convertor slip. The proportional solenoid can also be ramped in
and out as the torque convertor lockup clutch is applied and
released, delivering smoother transitions.
• Support for a line pressure control solenoid to vary the
pressure of the transmission's hydraulic fluid. This line
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pressure solenoid’s output can be set to be dependent on
many variables, including: gear, gear shift state, throttle pedal
position, torque convertor lockup clutch state and transmission
temperature to give the ideal transmission pressure under all
conditions.
• Support for up to 3 other pressure control solenoids that can
be used to vary the line pressure within the transmission (e.g.
3-2 Control Solenoid on a GM 4L60E transmission). These
solenoid outputs can be set to be dependent on numerous
variables, including: gear, gear shift state, throttle pedal
position, torque convertor lockup clutch state, transmission
temperature and vehicle speed. Also included are a wide
variety of settings that can be used to ramp in and out these
solenoids during gear shifts and range selector position
changes.
• Support for up to 4 gear shift solenoids. These shift solenoids
can be set to any user defined combination, enabling many
transmissions to be run from this single Package.
• Support for a manual range selector whose position (Park,
Neutral, Drive etc.) can be configured from any combination of
up to 8 individual switch inputs. This range selector can then
be used to limit the gears selectable in each position.
• Supports input and output shaft speed sensors with
calculations for torque convertor, as well as internal clutch and
band slip (Gear Slip).
• Warnings to alert the user of excessive torque convertor and
gear slip. Once active, these warnings can reduce engine
torque via engine speed limiting or reduced throttle (DBW
engines only).
• Support for a transmission temperature sensor with overrides
and trims for the torque convertor lockup clutch, pressure
control solenoids and gear shift points.
• Support for a transmission pressure sensor.
• Warnings to alert the user of undesired transmission pressures
and temperatures.
• Support for a transmission cooler fan along with an additional
temperature and pressure sensor.
• Support for a transfer case with selector and position
switches, allowing the output ratio to be set based on the
transfer case selector position.
• Support for a shift lock solenoid to restrict movement of the
range selector under certain conditions.
• CAN transmit of the most common transmission channels
using standard MoTeC CAN templates that can easily import
into MoTeC displays and other devices.
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PART 23394
GPR FEATURES
The following features from MoTeC’s GPR Package are maintained
in the GPR Automatic Transmission Package:
• Operates port injected engines from 1 to 12 cylinders (M150
or M190) or 1 to 8 cylinders (M130 or M170).
• Configurable engine synchronisation modes for many common
engine types. Refer to the Engine Synchronisation Modes
section for current details.
• Configurable top dead centre for each cylinder allows for odd-
fire engines.
• Configurable ignition output pin for each cylinder allows for
coil-on-plug or wasted spark and distributor ignition systems.
• Configurable on-board knock for each cylinder with up to 4
assignable knock sensors (hardware dependant) and
selectable centre frequencies.
• Configurable camshaft control from 1 to 4 cams, plus 1
switched camshaft.
• Dual bank lambda control supported; requires optional LTC
with Bosch LSU4.9 sensor or LTCN with NTK sensor.
• Physical settings for engine displacement, fuel density+molar
mass, stoichiometric ratio and injector characteristics allow for
simplified engine start-up prior to tuning.
• Quick and easy engine tuning using engine efficiency map.
• Engine load modelling based on inlet manifold pressure and
inlet manifold temperature. Alternatively, for example, when
using individual throttle bodies, throttle position can be used.
• Sensor calibrations available for many common automotive
sensors.
• Transient fuelling compensation using physical modelling of
fuel film.
• Nitrous system with two activation stages and additional fuel
pumps, bottle heater control and pressure sensor.
• Transmission brake control ('bump') functionality for perfect
positioning of cars.
• Support for MoTeC devices: ADR, E8XX, PDM, SLM, Video
Capture Systems
• Test settings for most outputs, including injection and ignition
outputs, for easier setup.
• Turbocharger wastegate pressure control with pressure sensor
and two PWM outputs.
• Configurable turbocharger boost control (using a normal and
inverted solenoid output).
• Support for a turbocharger bypass valve control.
• Support for two coolant fan outputs (PWM controlled).
• Air conditioner support with switched output control.
• Coolant temperature compensations for engine speed limit,
ignition timing, fuel mixture, boost limit.
• Coolant pump output with PWM control.
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 DATASHEET
• Coolant pump after-run functionality, optionally with additional
pump output.
• Engine speed limiting with ignition cut and/or fuel cut.
• Fuel pump switched output.
• Fuel Flow Supply Sensor and Fuel Flow Return Sensor.
• Gearbox position detection via optional dual sensor or engine
speed/wheel speed estimate.
• GPS acquisition and logging via CAN or RS232 (hardware
dependent).
• Intercooler temperature and spray control.
• Differential temperature control with dedicated temperature
sensor and switched pump output.
• Engine Charge Temperature calculation, allows for correction
of Inlet Air Temperature (compensation for heat soak effect
etc.).
• Lap distance, time and number via BR2, GPS or switched
input, with split and sector options.
• Race time system with trim tables for ignition timing
compensation, fuel mixture aim, boost limit and throttle limit.
• Idle closed loop control system using ignition, drive by wire
actuation or idle solenoid.
• Idle bypass control with stepper motor supported.
• Engine Load Average channel with tables for engine speed
limit, ignition timing trim, fuel mixture aim, boost limit and
throttle limit.
• Inlet Manifold Flap support (actuator with 2 bank position
feedback).
• Inlet Manifold Runner support (actuator with position
feedback).
• Assisted engine start with dedicated fuel volume and idle
compensations during crank and post start.
• Closed loop Alternator control.
• Engine run time total for engine hour logging.
• Configurable security for multiple users.
• Configuration of brake state using a switch or a pressure
sensor.
• Brake Vacuum control system with dedicated switched pump.
• Configuration of clutch state using a switch, a position sensor
or a pressure sensor.
• Calculation of clutch slip.
• ECU-internal G-force (acceleration) – longitudinal, lateral,
vertical
• ECU CAN receive from a defined CAN ID for data reception
from MoTeC devices. Support of one (M130/M170) or 3
(M150/M190) CAN buses.
• ECU CAN transmit of the most common channels using
standard MoTeC CAN templates.
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PART 23394
• 8 configurable switches and 8 rotary switches (wired or CAN
input) with each of 10 positions simultaneously mappable to
Pit Switch, Auxiliary Time, Race Time Reset, Engine Speed
Limit Maximum, Throttle Pedal Translation, Ignition Timing,
Fuel Mixture Aim, Boost Limit.
• Analogue tachometer output with configurable output pin and
scaling.
• Dual bank drive by wire throttle servo control.
• Throttle Pedal sensor with translation table.
• Use of a Throttle Pedal sensor or a Throttle Position sensor in
case of a cable throttle.
• Transmission pump output with transmission temperature
threshold and hysteresis control.
• Vehicle speed measurement using wheel speed sensors,
estimation or GPS.
• Vehicle Speed Limit Control system (DBW-throttle based),
which can also be used for pit speed limiting.
• Configurable warning system with light and CAN output.
• Auxiliary time system with tables for ignition timing
compensation, fuel volume trim and fuel mixture aim.
• 4 auxiliary outputs for PWM control of added actuators:
○ Duty cycle tables using Engine Speed and Throttle or
Manifold Pressure Axes
○ Activation based on inlet manifold pressure or throttle
position
○ Auxiliary Output 1 includes tables for Ignition Timing
Compensation, Fuel Volume Trim and Fuel Mixture Aim
• Optional channels for additional sensors via input pin and/or
CAN message, including:
○ Airbox Mass Flow, Pressure and Temperature
○ Ambient Pressure and Temperature
○ Boost Pressure
○ Brake Pressure Front and Rear
○ Brake Switch
○ Clutch Pressure and Position
○ Clutch Switch
○ Coolant Pressure and Temperature
○ Engine Oil Pressure and Temperature
○ Engine Crankcase Pressure
○ Exhaust Pressure Bank 1 and Bank 2
○ Exhaust Temperature (EGT) via TCA Thermocouple
Amplifier, Generic CAN, or E888 for Collector, Bank 1 and 2
Collector, and Cylinders 1 to 8 (M150/M190: 12)
○ Exhaust Lambda via LTC, LTCN, or PLM for Collector, Bank
1 and 2 Collector, and Cylinders 1 to 8 (M150/M190: 12)
○ Fuel Pressure and Temperature
○ Fuel Tank Level
○ Intercooler Temperature
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 DATASHEET
○ Steering Angle and Pressure
○ Transmission Pressure and Temperature
○ Turbocharger Speed
○ Turbocharger Inlet/Outlet Temperature
○ Turbocharger Wastegate Position
○ G-Force (acceleration) – Longitudinal, Lateral, Vertical
○ Wheel Speed sensors front/rear left/right, wired or CAN
input.
TRANSMISSION COMPATIBILITY
This product is a generic, versatile solution that has been
designed for adaptability to a wide range of automatic
transmissions. It can control any transmission that has the
following electrical requirements and features:
• Up to 5 forward gears. Automatic transmission control
Packages with more than 5 gears are in development.
• Up to 5 forward drive gear ranges (e.g. Drive, Drive 3, Drive
Low etc.) and 1 Park, Neutral and Reverse range.
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PART 23394
• A line pressure control solenoid (Proportional).
• Up to 3 other pressure control solenoids (Proportional or
Switched), e.g. 3-2 Solenoid found in GM 4L60E transmission.
• Proportional and/or Switching torque convertor lockup clutch
solenoid.
• Up to 4 gear shift solenoids (Proportional or Switched).
• Input and/or output shaft speed sensor. (A driven wheel speed
sensor can also be used to determine the output shaft speed).
• Transmission fluid temperature sensor and warning light
output.
• Manual range selector position detection using up to 8
position indication switches.
• Gear shift pattern switch.
• Manual up and down gear shift switches.
• Manual/Automatic gear shift mode selection switch.
• Shift lock solenoid.
• Transmission brake solenoid output (Switched).
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TRANSMISSION OPERATION IN M1 (f) Ensure all Auxiliary Measurements are added to

The following section describes the basics of Gathering
Information, Wiring, Initial Setup and Tuning required to get an
automatic transmission running on this Package. Preconfigured
start files for common automatic transmissions can be found on
MoTeC Online. These files have been fully configured to match the
OE behaviour. If your transmission matches one of these, the
Gathering Information and Initial Setup sections are not
required.
Gathering Information
When running a new transmission it is imperative to gather as
much information as possible about its behaviour and operation.
This includes:
• Wiring schematics
• Gear Ratios
• Solenoid operation
• Power flow charts
• Gear shift speeds
• Operating pressure range
logging, with the Voltage, Frequency and Duty Cycle
channels logged at 100Hz.
(g) The sensor values from Step 1e should also be logged
at 100Hz.
(h) It is also highly recommended to fit a pressure sensor.
Most transmissions will have an external test port that
can be used to measure the transmission’s hydraulic
fluid pressure. This sensor should have a range of at
least 0-300psi gauge pressure. Absolute pressure
sensors can also be used. The information from this
sensor will be very useful when tuning the line
pressure.
2. Logging
(a) Starting with a cold engine and transmission, drive at
various speeds and engine loads. This should include:
(i) Accelerating through all gears at 20, 40, 60, 80,
100% approximate throttle pedal positions.
(ii) Gradually accelerating and decelerating at vehicle
speeds which apply/release the lockup clutch.

This information can normally be found in service and workshop (iii) Driving in all range selector positions, including
manuals. revving the engine in Park and Neutral.

It is also highly recommended to log the OE behaviour over a 30- (iv) Holding constant speed (20, 30, 40, 50, 60, 70,
50 minute drive. This data can then be used to populate the 80, 90, 100km/h) and then quickly applying the
various parameters and tables within the Package. An M1 ECU throttle to cause a downshift.
can be used to log this data, provided it has Level 2 or 3 Logging. Analysis of this data in MoTeC's i2 Data Analysis application can
The following process describes how to log the OE behaviour in determine the information required in the following sections.
MoTeC M1 hardware that is running this Package firmware:
1. Setup
(a) Splice into every wire that is connected between the
automatic transmission and the OE TCM (or ECU if no
TCM is fitted).
(b) Also splice into the engine speed reference sensor,
engine synchronisation position sensor (if required),
throttle pedal (or position) sensor, brake switch and a
wheel speed sensor.
(c) Run wires from these splices into the M1 UDIG or DIG
input pins. AVs can also be used for switches and
analogue sensors. This can be documented in Table 1.
(d) With the Package open in M1 Tune, select the Auto
Trans | OE Measurements Worksheet. Set up the
Auxiliary Measurement resources and parameters
with the pins from Step 1c.
(e) Calibrate the engine speed reference, throttle pedal,
brake switch and wheel speed sensors using the
appropriate inputs within the Package.

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 DATASHEET PART 23394

Wiring
The following information details each electrical component of the automatic transmission and to which M1 pin they need to be
connected. Data obtained in the Gathering Information section can be used to determine the electrical operation of each component.

Table 0.1: OE Behaviour Auxiliary Measurement Setup

Resource OE OE Pin Wire Description M1 M1 Pin Comment

Connector # Colour Designation #

Example TCM-A 26 Green SLT Solenoid + UDIG3 D8

Aux Measurement Voltage 1

Aux Measurement Voltage 2

Aux Measurement Voltage 3

Aux Measurement Voltage 4

Aux Measurement Voltage 5

Aux Measurement Voltage 6

Aux Measurement Voltage 7

Aux Measurement Voltage 8

Aux Measurement Voltage 9

Aux Measurement Voltage 10

Aux Measurement Solenoid 1 Pos

Aux Measurement Solenoid 1 Neg

Aux Measurement Solenoid 2 Pos

Aux Measurement Solenoid 2 Neg

Aux Measurement Solenoid 3 Pos

Aux Measurement Solenoid 3 Neg

Aux Measurement Solenoid 4 Pos

Aux Measurement Solenoid 4 Neg

Aux Measurement Solenoid 5 Pos

Aux Measurement Solenoid 5 Neg

Aux Measurement Solenoid 6 Pos

Aux Measurement Solenoid 6 Neg

Aux Measurement Solenoid 7 Pos

Aux Measurement Solenoid 7 Neg

Brake Switch

Engine Speed Reference

Engine Speed Synchronisation

Throttle Pedal

Transmission Pressure

Wheel Speed

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 DATASHEET PART 23394

Solenoids Figure 1: Shift Solenoid Pattern from Service Manual

Most automatic transmission solenoids will have one wire that is GEAR 1-2 SOLENOID 2-3 SOLENOID
switched to either ground or battery positive, when active, and a
second wire that is permanently connected to either the battery Park, Reverse, Neutral ON ON
positive or ground. Low side driven solenoids (switched to ground First ON ON
when active) can be connected to either a Half-Bridge Output,
Low Side Ignition Output or Low Side Injector Output. High Second OFF ON
side driven solenoids (switched to battery positive when active) Third OFF OFF
can only be connected to a Half-Bridge Output. PWM solenoids
without some sort of flyback control in the solenoid or wiring must Fourth ON OFF
be connected to a Half-Bridge Output. The permanent solenoid
wire can be connected directly to either a Battery Negative (if In this example, "1-2 Solenoid" has been set up as
always 0V) or Battery Positive (if always 12V) pin. Transmission Shift Solenoid 1 with the following duty cycle.

Range Selector Position Switches (or Pressure Switches) Figure 2: Shift Solenoid 1 Duty Cycle
These switches change state when the driver changes the
position of the range selector. If any of these switches, when
active, switch to ground (low side) they can be connected to
either a Digital Input or Universal Digital Input (with the Gear
Range Selector Switch N Pullup Control set to On). If any of
these switches, when active, switch to battery positive (high side)
they need to be connected to a Universal Digital Input (with the
Gear Range Selector Switch N Pullup Control set to Off).
Fluid Temperature Sensor
The fluid temperature sensor can be connected to either an
Analogue Temperature Input or Universal Digital Input.
Sensors not requiring a pull-up resistor can also be connected to
an Analogue Voltage Input.
Speed Sensors While the “2-3 Solenoid” has been set up as Transmission
Any speed sensors should be connected to a Universal Digital Shift Solenoid 2 with the following duty cycle.
Input.
Figure 3: Shift Solenoid 2 Duty Cycle
Initial Setup
Data obtained in the Gathering Information section can be used
to populate the various resources, parameters and tables listed in
this section.
Inputs
With the Package open in M1 Tune, select the Auto Trans |
Inputs Worksheet. All inputs can be set up in this Worksheet
using the appropriate resources that were used when Wiring the
automatic transmission harness to the M1 ECU.
Solenoid Setup
Select the Auto Trans | Solenoid Setup Worksheet.
Shift Solenoids: The shift solenoids vary the hydraulic fluid
path for a given gear. These solenoids only change state when
changing gear. Set the appropriate Transmission Shift Line Pressure Control Solenoid: This is a Pulse Width
Solenoid N Resource, Drive and Frequency. The Modulated (PWM) solenoid that controls the pressure of the
Transmission Shift Solenoid N Duty Cycle needs to be set transmission’s hydraulic fluid immediately after the
for each gear to match the transmissions shift solenoid transmission pump. The pressure of the hydraulic fluid affects
pattern. For example the data in Figure 1 was taken from a how fast (harsh) or slow (soft) each of the automatic
transmission service manual. transmission's clutches, bands and brakes change from
released to applied. It also affects the clamping force on these
components. On the Auto Trans | Solenoid Setup

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 DATASHEET PART 23394

Worksheet set the Transmission Pressure Control Line To set up the Gear Range Selector go to the Auto Trans |
Solenoid Resource, Drive, Frequency, Minimum and Range Selector Setup Worksheet. Assign the Gear Range
Maximum parameters. Selector Switch N Resource, Pullup Control, Active Edge,
Threshold, Hysteresis and Debounce parameters for each
Other Pressure Control Solenoids: Along with the Line
switch that is to be used.
Pressure Control Solenoid, automatic transmissions often have
other pressure control solenoids that modify the transmission’s Set the Gear Range Selector Mapping for each Gear Range
hydraulic fluid pressure in a particular part of the hydraulic Selector position. For example, the data in Figure 1 was taken
circuit. This is used to isolate certain clutches, brakes or bands from a transmission service manual.
to provide better control of their behaviour.
Figure 5: Range Selector Switch Pattern from Service Manual
An example of this is the 3-2 Control Solenoid in the GM 4L60E
transmission. This solenoid only alters the pressure going to
the 3-2 band brake, allowing for a smoother application of this
brake without affecting other components in the hydraulic
circuit.
These other pressure control solenoids can be set as
Transmission Pressure Control Solenoid 1,2 or 3. If the
transmission contains any of these solenoids, set the
Transmission Pressure Control Solenoid N
Resource,Drive and Frequency parameters.
Lockup Clutch Solenoids: Automatic transmissions with a
Torque Converter Lockup Clutch will have at least one solenoid In this example, ‘N’ has been set up as Gear Range Selector
to control when the lockup clutch applies. This Package allows Switch 1, ‘R’ is Gear Range Selector Switch 2 while ‘P’ is
for a ‘Switching’ (On/Off) and/or ‘Proportional’ (PWM) solenoid. Gear Range Selector Switch 3. Figure 6 shows the Gear
If the transmission contains a ‘Switching’ solenoid, set the Range Selector Mapping for Neutral and Drive (Overdrive)
Transmission Torque Converter Lockup Clutch based on the information from Figure 5.
Switching Resource, Drive and Frequency parameters. The Figure 6: Gear Range Selector Mapping
Transmission Torque Converter Lockup Clutch
Switching Duty Cycle needs to be set for each state of the
Torque Converter Lockup Clutch. Most transmissions will have
this duty cycle set as per Figure 4.
Figure 4: Lockup Clutch Switching Solenoid Duty Cycle

If a proportional solenoid is required for the torque converter

lockup clutch, set Transmission Torque Converter Lockup
Clutch Proportional Resource, Drive and Frequency
parameters.
Range Selector Setup
In order to determine the position of the manual gear range
selector (e.g. Park, Neutral, Drive), the automatic transmission will
activate different switched inputs for each position. The
combination of these inputs is used to determine the position of
the Gear Range Selector.
Gear Shift Setup
The Gear Shift Setup parameters and settings can be found in the
Auto Trans | Range Selector Setup Worksheet.
Maximum & Minimum Gear: The maximum and minimum
gear that may be selected for each Gear Range Selector
position can be set by the Gear Maximum and Gear
Minimum parameters.

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 DATASHEET
Ratio: The ratio for each gear needs to be set in the Gear
Ratio table. This information can be found in the service
manual or from an internet search.
Maximum & Minimum Engine Speed: The Maximum Engine
Speed before the M1 will request an upshift can be set in the
Gear Shift Request Engine Speed Maximum table. This
engine speed needs to be less than Engine Speed Limit
Maximum (start with 500 rpm less) to allow for the delay that
occurs when applying/releasing the clutches and or bands. The
Gear Shift Request Engine Speed Minimum should be
higher than the Idle Aim engine speed to ensure the
transmission shifts down to the lowest gear when stationary.
Maximum & Minimum Vehicle Speed: The Maximum
Vehicle Speed before the M1 will request an upshift can be set
in the Gear Shift Request Vehicle Speed Maximum table.
Initial values can be determined from data gathered in the
Gathering Information section. Otherwise this can be
estimated based on the user's knowledge of driving a vehicle
with the same transmission and OE transmission control unit.
The Gear Shift Request Vehicle Speed Maximum for each
gear must be higher than the adjacent gear down and lower
than the adjacent gear up. For initial testing, the same speed
can be used for each throttle position of a particular gear. See
Figure 7 for an example.
Figure 7: Initial Gear Shift Request Vehicle Speed Maximum
The Gear Shift Request Vehicle Speed Minimum for each
gear must be higher than the adjacent gear down and lower
than the adjacent gear up. The Gear Shift Request Vehicle
Speed Minimum for each gear must also be lower than the
Gear Shift Request Vehicle Speed Maximum of the
adjacent gear down. This is to avoid downshifts then causing
an immediate upshift. For initial testing, the same speed can
be used for each throttle position of a particular gear. See
Figure 8 for an example.
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PART 23394
Figure 8: Initial Gear Shift Request Vehicle Speed Minimum
Refinement of these tables is further explained in the Tuning
section.
Tuning
Once the Initial Setup is complete, the first item to tune is the
line pressure. The required parameters and channels for tuning the
line pressure can be found in the Auto Trans | Pressure
Control - Line Worksheet.
High line pressures will cause the clutches and bands to
apply/release quickly, which will result in harsher behaviour. Low
line pressures will cause slow application/release of the clutches
and bands which will result in softer transitions. If the line
pressure is too low the clutches and bands will continue to slip
after they have been applied. This leads to excessive heat and
accelerated wear of the components. Using the engine and shaft
speed sensors, the Package calculates both the Transmission
Torque Converter Slip and Gear Slip. These two channels can
assist in finding the ideal pressure for each transmission state.
The optimal line pressure will vary with transmission design, input
torque from the engine and which clutches and bands are applied.
The Transmission Pressure Control Line Main table provides
a variety of additional axes that can be used to alter the desired
Transmission Pressure Control Line Solenoid Output Duty
Cycle for various Driver Demands, Gears and Gear Shift
States. The Transmission Pressure Control Line Lockup
Clutch Main table can be used if a different line pressure is
required when the Torque Converter Lockup Clutch is applied.
There is also a Transmission Pressure Control Line Trim table
with axes for Transmission Temperature, Gear and Gear Shift
Request Setting Switch.
The information obtained in the Gathering Information section
can be used to populate these tables. In most automatic
transmissions, lowering the Transmission Pressure Control
Line Solenoid Output Duty Cycle will increase the line
pressure. This means the Transmission Pressure Control Line
Main table should have lower values at higher Driver Demands,
as the increased torque from the engine requires a higher line
pressure to stop the clutches and bands from slipping (See Figure
9).
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 DATASHEET
Figure 9: Transmission Pressure Control Line Table
Other Pressure Control
Any additional pressure control/adjustment solenoids that were
set up in the Initial Setup - Other Pressure Control Solenoids
section can be tuned in Auto Trans | Pressure Control - Other
Worksheet. Each solenoid has a set of enable conditions
(Transmission Temperature, Throttle Pedal and Vehicle Speed).
If any of these enable conditions are not met, the Transmission
Pressure Control Solenoid N Duty Cycle is set to 0%. If all
enable conditions are met, the Transmission Pressure Control
Solenoid N Output Duty Cycle is set by the Transmission
Pressure Control Solenoid N Duty Cycle. This duty cycle can
be varied for each Gear, Driver Demand and Torque Converter
Lockup Clutch state. There are also a variety of options that can
be used to alter the duty cycle when upshifting, downshifting or
range shifting (changing the position of the Range Selector).
This shifting duty cycle can be ramped in while the shift is in
progress and then ramped out again once the shift is complete
(See Figure 10 for an overview of the various states and options).
Figure 10: Shifting Duty Cycle Available States
Gear Shifts
Once the pressure control has been tuned, the vehicle can be
driven, allowing for more refinement of the gear shift points that
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PART 23394
were set up in the Initial Setup section. The required parameters
and channels for tuning the gear shifts can be found in the Auto
Trans | Gear Shift Tuning Worksheet. The Gear Shift Request
Vehicle Speed Maximum table sets the vehicle speed above
which an upshift is requested. The speed entered into the table,
for each gear, needs to be higher than the adjacent gear down
(See Figure 11). The table is normally set up to have lower
maximum speeds at low Driver Demands and high speeds at
higher Driver Demands. This allows the transmission to shift
gears at low engine speeds while at partial throttle, and then
delay shifts until higher engine speeds at higher throttle positions
(See Figure 11).
When aiming to shift at the maximum engine speed, the vehicle
speed entered should be lower than the vehicle speed at
maximum engine speed. This allows for the clutches and bands to
apply and cause a gear shift before the engine speed reaches the
maximum.
Figure 11: Gear Shift Request Vehicle Speed Maximum
The Gear Shift Request Vehicle Speed Minimum table sets
the vehicle speed below which a downshift is requested. The
speed entered into the table, for each gear, needs to be higher
than the adjacent gear down (See Figure 12). The table is
normally set up to have lower maximum speeds at low Driver
Demands and higher maximum speeds at higher Driver
Demands. This allows the transmission to downshift at low
engine speeds when decelerating. While the higher speeds at
larger Driver Demands cause the transmission to downshift
(“kick down”) when the driver requires the vehicle to accelerate
quickly (See Figure 12). To avoid downshifts causing an
immediate upshift, the Gear Shift Request Vehicle Speed
Minimum for each gear must be less than the Gear Shift
Request Vehicle Speed Maximum of the adjacent gear down.
Figure 12: Gear Shift Request Vehicle Speed Minimum
10
 DATASHEET PART 23394

Figure 13 shows a complete flow chart of the Gear Shift Request. The Gear Shift Request Up/Down Diagnostic channels can also be
used to assist with tuning the gear shift request parameters. These two channels display the reason that a gear shift has not been
requested.

Figure 13: Gear Shift Request Flow Chart

Torque Converter Lockup Clutch Figure 14: Lockup Clutch Vehicle Speed Minimum
The required parameters and channels for tuning when the torque
converter lockup clutch is applied and released can be found in
the Auto Trans | Torque Converter Clutch Worksheet. The
torque converter lockup clutch has a set of enable conditions
(Transmission Temperature, Range Selector position, Throttle
Pedal and Torque Converter Slip). If any of these enable conditions
are not met, the torque converter lockup clutch will not be applied
and, if it is already applied, the torque converter lockup clutch will
be released. If all enable conditions are met, the torque converter
lockup clutch will be applied when the vehicle speed is above The Transmission Torque Converter Lockup Clutch Actuator
Transmission Torque Converter Lockup Clutch Vehicle Proportional has additional parameters and channels that allow
Speed Minimum. This minimum speed can be set for each Gear the duty cycle of the Transmission Torque Converter Lockup
and Range Selector position (See Figure 14). Clutch Actuator Proportional Solenoid to ramp in and out as
the torque converter lockup clutch is applied and released (See
Figure 15). These parameters can be used to smooth the
transition between lockup clutch states.

© MoTeC Published 6 December 2018 Check for latest version at www.motec.com 11

 DATASHEET PART 23394

Figure 15: Lockup Clutch Actuator Proportional States

Figure 16 shows a complete flow chart of the Transmission Torque Convertor Lockup Clutch operation. The Transmission Torque
Converter Lockup Clutch Diagnostic channel displays the reason why the lockup clutch is not applied.
Figure 16: Transmission Torque Converter (TCC) Lockup Clutch Flow Chart

© MoTeC Published 6 December 2018 Check for latest version at www.motec.com 12

 DATASHEET
ENGINE SPEED MODES
As of M1 System 1.4.00.0044. This Package currently supports
only the following engine speed reference modes:
• Aston Martin AJ37 - V8 Vantage (2005–)
• BMW M54
• BMW N55 - BMW N55 and N52 engines
• BMW S50 - BMW S50B32 (E36M3)
• BMW S62 - BMW E36 M3 S52B32, BMW E46 M3 S64B32,
BMW E39 M5 S62B50 NOTE: not tested - please contact
MoTeC before running this engine
• BMW S85 - BMW E60 M3 S85B50, BMW E90 M3 S65B40
• Bosch 140 40 - General Motors LLT, Audi BXA / Lamborghini
LP560, Mazda L3-VDT
• Bosch 140 40 Alternate - Ford EcoBoost 1.0 with M-sport
camshafts
• Bosch 60 120 180 – BMW S1000RR MY2015
• Camshaft One Missing Four Stroke
• Camshaft Two Missing Four Stroke
• Chrysler Pentastar
• Chrysler SRT8 2005 - Chrysler 6.1l Hemi 2005-2010 (eg
Chrysler 300C SRT–8, Dodge Challenger SRT–8)
• Chrysler SRT8 2011 - Chrysler "Apache" 6.4l Hemi with
variable camshaft timing 2011- (eg Chrysler 300C SRT–8,
Dodge Challenger SRT–8)
• Corvette C4 ZR1 - GM LT5 (1990 - 1995)
• Crankshaft 12P15 Two Stroke - Two stroke engine with 12+1
teeth
• Crankshaft One Missing Four Stroke
• Crankshaft One Missing Two Stroke
• Crankshaft Two Missing Four Stroke
• Crankshaft Two Missing Two Stroke
• Custom EJ20G - Subaru GC8 WRX and STi (EJ20G, EJ20K,
EJ207 etc.) from MY95 - MY00 with the MY01 crankshaft
sprocket (part number 13021AA141)
• Denso 270 90
• Denso 270 90 Magnetic - AJ41 Port Injection AJ-V8 in 2005-
2009 Land Rover Discovery and Range Rover
• Dodge Viper - Experimental mode for dodge Viper pre 2008
• Dodge Viper MY2008 - Experimental mode for dodge Viper
2008 -
• Fiat TwinAir
• Ford Coyote
• Ford Duratec - for Ford Duratec, EcoBoost, BA cams
• Ford Sigma TiVCT
• Ford Windsor - with 'PIP' sensor in the distributor
© MoTeC Published 6 December 2018 Check for latest version at www.motec.com
PART 23394
• General Motors DMAX LMM - General Motors 6.6L Duramax
LMM diesel engines (late 2007 - early 2011) when the eighth
digit of the VIN number is 6.
• General Motors LS1 - (Gen 3 V8)
• General Motors LS7
• Honda 20FC (Honda S2000)
• Honda Bike Synchronisation
• Honda K20
• Honda K20C1 - Civic Type R 2015+
• Honda K24Z7 - Ninth Generation Civic Si (FB6/FG4) (2012-)
• Hyundai Gamma T GDI
• Hyundai Lambda II RS GDi Engine (Hyundai Genesis V6)
• Isuzu 4JK1
• Kia G4TH
• Lamborghini V10 - Experimental mode for 5.0L port injected
Gallardo 2003 - 2007
• Mazda L3 - Mazda L3 VVTi (example Mazda 3 SPorts SP23,
Mazda 6), Ford Duratec 23EW iVCT (example Ford Fusion
CD338)
• Mazda MX-5 2006: Mazda LF (MZR family) in MX5 NC (2006-
), Suzuki M16A VVT in Swift Sport (2012-)
• Mazda RX8 - Mazda Renesis 13B-MSP
• Mazda SkyActiv G - Mazda6 GJ 2012+, MX5 ND 2015+,
Mazda3 BM 2014+, Mazda2 DJ 2014+
• Mercedes M120 - 6.0l V12 (S600 1992 - 2001)
• Mercruiser 1075
• Mitsubishi 4B11 - Lancer Evolution X
• Mitsubishi 4G63T
• Mitsubishi 6A12 - 6A12, 6A13, 6G74, 6G75
• Mitsubishi Fuso 4P10 (also Agco Sisu Power 49G)
• Mitsubishi Fuso 6M60 - 2015 Fuso TKG-FK61F
• Multi Tooth Four Stroke
• Multi Tooth Two Stroke
• Nissan One wide slot - Nissan RB30 and other engines with
360 degree optical trigger on camshaft
• Nissan RB26 - Nissan RB26 and other six cylinder engines
with 360 degree optical trigger on camshaft
• Nissan SR20 - Nissan SR20, CA18DET and other four cylinder
engines with 360 degree optical trigger on camshaft
• Nissan VK50VE
• Nissan VK56DE - Nissan VK56DE engine and others
• Nissan VQ35 - Nissan VQ35HR engine, Nissan VR38DETT
engine as used in the R35 GTR 2007
• Porsche 997: Porsche Direct Injected engine, 2009 Porsche
GT2 with 3.6 Lt engine (Variocam PLUS)
13
 DATASHEET
• PSA EP6DTS - Mini Cooper S Turbo (2007-2010) and Peugeot
207 RC/GTI (2006-2010)
• Scania DC16
• Scania SGL12A
• Subaru EJ207AVCS - Subaru EJ205, EJ207, EJ255, EJ257
from MY01 to MY05
• Subaru EJ20G - Subaru GC8 WRX and STi (EJ20G, EJ20K,
EJ207 etc.) from MY95 - MY00
• Subaru EZ30 - EZ30D with Dual AVCS
• Subaru FA20D - Subaru EJ205, EJ207, etc. with dual AVCS
(MY06-), Subaru FA20D for BRZ and FT86 (2012-)
• Subaru FA20DIT - Subaru Forester 2014, WRX 2015.
© MoTeC Published 6 December 2018 Check for latest version at www.motec.com
PART 23394
• Toyota 1FZ FE - Toyota Landcruiser
• Toyota 1GD FTV -2.8L common rail diesel (2015- )
• Toyota 1KD FTV - 3.0L common rail diesel (2000- )
• Toyota 1UZ-FE
• Toyota 2GR-FE - Lotus Evora, 3GR-FE etc, V6 with dual VVT-i.
• Toyota 2JZ GE - Toyota 6 cylinder 2JZ-GE with VVT (example
Lexus IS300)
• Toyota 2UR-GSE in Lexus RC-F 2015 MY (2014/09 - )
• Toyota 2ZZ - Toyota 2ZZ, 3GS and others with VVT.
• Volvo B4204T9 - 2.0L Turbo in XC60 T6 (2014-)
• Volvo D11C - D11C truck engine (FM450 Platform)
• Yamaha FX SHO
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 DATASHEET PART 23394

EXAMPLE M150 PINOUT

M150 Connector A - 34 Way
Mating Connector: Tyco Superseal 34 Position Keying 2 (MoTeC #65067)

Pin Designation Full Name OE Pin Function

A01 AT5 Analogue Temperature Input 5 Transmission Temperature Sensor
A02 AT6 Analogue Temperature Input 6
A03 AV15 Analogue Voltage Input 15 Transmission Pressure Sensor
A04 AV16 Analogue Voltage Input 16
A05 AV17 Analogue Voltage Input 17
A06 IGN_LS9 Low Side Ignition 9
A07 IGN_LS10 Low Side Ignition 10
A08 IGN_LS11 Low Side Ignition 11 Transmission Shift Solenoid 1
A09 IGN_LS12 Low Side Ignition 12 Transmission Shift Solenoid 2
A10 SEN_5V0_C1 Sensor 5.0V C
A11 LA_NB1 Lambda Narrow Input 1
A12 LA_NB2 Lambda Narrow Input 2
A13 KNOCK3 Knock Input 3
A14 KNOCK4 Knock Input 4
A15 DIG2 Digital Input 2
A16 DIG3 Digital Input 3
A17 DIG4 Digital Input 4
A18 SEN_5V0_C2 Sensor 5.0V C
A19 SEN_5V0_B1 Sensor 5.0V B
A20 LIN LIN Bus
A21 RS232_RX RS232 Receive
A22 RS232_TX RS232 Transmit
A23 DIG1 Digital Input 1
A24 BAT_NEG1 Battery Negative
A25 BAT_NEG2 Battery Negative
A26 SEN_0V_C1 Sensor 0V C
A27 SEN_0V_C2 Sensor 0V C
A28 CAN3_HI CAN Bus 3 High
A29 CAN3_LO CAN Bus 3 Low
A30 CAN2_HI CAN Bus 2 High
A31 CAN2_LO CAN Bus 2 Low
A32 BAT_NEG3 Battery Negative
A33 SEN_0V_B1 Sensor 0V B
A34 SEN_0V_A1 Sensor 0V A

© MoTeC Published 6 December 2018 Check for latest version at www.motec.com 15

 DATASHEET PART 23394

M150 Connector B - 26 Way

Mating Connector: Tyco Superseal 26 Position Keying 3 (MoTeC #65068)

Pin Designation Full Name OE Pin Function

B01 OUT_HB9 Half Bridge Output 9 Transmission Pressure Control Line Solenoid Output

B02 OUT_HB10 Half Bridge Output 10 Transmission Torque Converter Lockup Clutch
Actuator Switching Output

B03 UDIG8 Universal Digital Input 8

B04 UDIG9 Universal Digital Input 9

B05 UDIG10 Universal Digital Input 10 Gear Input Shaft Speed Sensor

B06 UDIG11 Universal Digital Input 11 Gear Output Shaft Speed Sensor

B07 UDIG12 Universal Digital Input 12

B08 INJ_LS5 Low Side Injector 5 Gear Range Selector Switch 3

B09 INJ_LS3 Low Side Injector 3 Gear Range Selector Switch 1

B10 AV9 Analogue Voltage Input 9

B11 AV10 Analogue Voltage Input 10

B12 AV11 Analogue Voltage Input 11

B13 BAT_POS1 Battery Positive

B14 INJ_LS6 Low Side Injector 6

B15 INJ_LS4 Low Side Injector 4 Gear Range Selector Switch 2

B16 AV12 Analogue Voltage Input 12

B17 AV13 Analogue Voltage Input 13

B18 AV14 Analogue Voltage Input 14

B19 BAT_POS2 Battery Positive

B20 OUT_HB7 Half Bridge Output 7 Transmission Pressure Control Solenoid 1 Output

B21 OUT_HB8 Half Bridge Output 8 Transmission Torque Converter Lockup Clutch
Actuator Proportional Solenoid Output

B22 INJ_PH9 Peak Hold Injector 9

B23 INJ_PH10 Peak Hold Injector 10

B24 INJ_PH11 Peak Hold Injector 11

B25 INJ_PH12 Peak Hold Injector 12

B26 SEN_5V0_A1 Sensor 5.0V A

© MoTeC Published 6 December 2018 Check for latest version at www.motec.com 16

 DATASHEET PART 23394

M150 Connector C - 34 Way

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

Pin Designation Full Name OE Pin Function

C01 OUT_HB2 Half Bridge Output 2/Bridge Output Throttle Servo Bank 1 Motor Output
1.Positive
C02 SEN_5V0_A2 Sensor 5.0V A
C03 IGN_LS1 Low Side Ignition 1 Ignition Cylinder 1 Output
C04 IGN_LS2 Low Side Ignition 2 Ignition Cylinder 2 Output
C05 IGN_LS3 Low Side Ignition 3 Ignition Cylinder 3
C06 IGN_LS4 Low Side Ignition 4 Ignition Cylinder 4
C07 IGN_LS5 Low Side Ignition 5
C08 IGN_LS6 Low Side Ignition 6
C09 SEN_5V0_B2 Sensor 5.0V B
C10 BAT_NEG4 Battery Negative
C11 BAT_NEG5 Battery Negative
C12 IGN_LS7 Low Side Ignition 7
C13 IGN_LS8 Low Side Ignition 8
C14 AV1 Analogue Voltage Input 1 Throttle Servo Bank 1 Position Sensor Main
C15 AV2 Analogue Voltage Input 2 Inlet Manifold Pressure Sensor
C16 AV3 Analogue Voltage Input 3 Throttle Pedal Sensor Main
C17 AV4 Analogue Voltage Input 4 Throttle Servo Bank 1 Position Sensor Tracking
C18 OUT_HB1 Half Bridge Output 1 Throttle Servo Bank 1 Motor Output
C19 INJ_PH1 Peak Hold Injector 1 Fuel Cylinder 1 Primary Output
C20 INJ_PH2 Peak Hold Injector 2 Fuel Cylinder 2 Primary Output
C21 INJ_PH3 Peak Hold Injector 3 Fuel Cylinder 3 Primary
C22 INJ_PH4 Peak Hold Injector 4 Fuel Cylinder 4 Primary
C23 INJ_LS1 Low Side Injector 1 Fuel Pump
C24 INJ_LS2 Low Side Injector 2
C25 AV5 Analogue Voltage Input 5 Fuel Pressure Sensor
C26 BAT_POS3 Battery Positive
C27 INJ_PH5 Peak Hold Injector 5
C28 INJ_PH6 Peak Hold Injector 6
C29 INJ_PH7 Peak Hold Injector 7
C30 INJ_PH8 Peak Hold Injector 8
C31 OUT_HB3 Half Bridge Output 3 Boost Actuator Normal Output
C32 OUT_HB4 Half Bridge Output 4 Tachometer Output
C33 OUT_HB5 Half Bridge Output 5 Inlet Camshaft Bank 1 Actuator Output
C34 OUT_HB6 Half Bridge Output 6 Idle Actuator Solenoid Normal

© MoTeC Published 6 December 2018 Check for latest version at www.motec.com 17

 DATASHEET PART 23394

M150 Connector D - 26 Way

Mating Connector: Tyco Superseal 26 Position Keying 1 (MoTeC #65045)

Pin Designation Full Name OE Pin Description

D01 UDIG1 Universal Digital Input 1 Engine Speed

D02 UDIG2 Universal Digital Input 2 Engine Synchronisation Position

D03 AT1 Analogue Temperature Input 1

D04 AT2 Analogue Temperature Input 2 Coolant Temperature Sensor

D05 AT3 Analogue Temperature Input 3 Fuel Temperature Sensor

D06 AT4 Analogue Temperature Input 4 Inlet Air Temperature Sensor

D07 KNOCK1 Knock Input 1 Knock Cylinder 1

D08 UDIG3 Universal Digital Input 3 Wheel Speed Rear Drive Sensor Input

D09 UDIG4 Universal Digital Input 4 Inlet Camshaft Bank 1 Position

D10 UDIG5 Universal Digital Input 5 Inlet Camshaft Bank 2

D11 UDIG6 Universal Digital Input 6

D12 BAT_BAK Battery Backup

D13 KNOCK2 Knock Input 2

D14 UDIG7 Universal Digital Input 7 Fuel Composition Sensor

D15 SEN_0V_A2 Sensor 0V A

D16 SEN_0V_B2 Sensor 0V B

D17 CAN1_HI CAN Bus 1 High

D18 CAN1_LO CAN Bus 1 Low

D19 SEN_6V3 Sensor 6.3V ECU Sensor 6.3 Voltage

D20 AV6 Analogue Voltage Input 6 Throttle Pedal Sensor Tracking

D21 AV7 Analogue Voltage Input 7

D22 AV8 Analogue Voltage Input 8

D23 ETH_TX+ Ethernet Transmit+ Ethernet Green/White

D24 ETH_TX- Ethernet Transmit- Ethernet Green

D25 ETH_RX+ Ethernet Receive+ Ethernet Orange/White

D26 ETH_RX- Ethernet Receive- Ethernet Orange

© MoTeC Published 6 December 2018 Check for latest version at www.motec.com 18