MoTeC (generic, M1 General, M1 ProDrag)

Applies to: IOcan · Standalone controller. What this means

You have a ZF 8HP or a Porsche PDK to run and a MoTeC managing the engine — the generic stream, M1 General or M1 ProDrag. MoTeC broadcasts a torque value, which removes the hardest part of the calibration. Three mandatory signals are not in the stream and will come from device inputs.

This page covers the ECU side. The transmission side — which controller to add and which transmission preset to pair — is on the per-transmission pages (8HP · PDK).

Choosing between devices? Which device do I need? settles it in one question, and compares the IOcan CAN gateway with the standalone transmission controller.

Compatibility summary
Preset name in the app MoTeC
Torque broadcast Yes
Injector pulse width No
Recommended torque method ECU Reported Torque

The preset belongs to the shared CAN layer, so it behaves the same behind the IOcan gateway drivers and the standalone transmission drivers.

Three separate presets share this signal set: the generic MoTeC stream, M1 General and M1 ProDrag. Pick the one matching your package — the difference is frame layout, not which signals are available.

The 2.0.1 release added the ProSpeed MoTeC communication protocol; see the release notes.

This preset also transmits back to the ECU. It sends transmission state back to the ECU on its configurable base ID plus +1, +2 and +3 (M1 ProDrag), so the ECU can display and log transmission state without any hand-mapping. See what the device transmits.

What this preset does not provide

The OEM gateways require seven mandatory inputs — eight on PDK. This preset does not carry the following, so they must be supplied from a device input, another CAN preset, or hand-mapped CAN inputs:

  • Oil temperature
  • Coolant temperature
  • Brake status
  • Vehicle speed

A missing mandatory input raises fault 0x0001 and the driver will not run, so resolve these at the wiring stage rather than during commissioning. The full set is on the signal requirements matrix.

Signals this preset does provide: RPM, MAP, TPS, Pedal position, IAT, Engine torque

Wiring

  • One CAN bus between the ECU and the device.
  • The bitrate must match on both ends.
  • Termination: exactly two 120 Ω terminators, one at each physical end — the device's is software-switchable, so enable it only if the device sits at an end. See CAN Bus Diagnostics.
  • Twisted pair, routed away from ignition and injector wiring.

Setup

  1. Enable the CAN stream output in the ECU's own software, and note its base ID or configured frame set.
  2. Add a CAN bus in the device configuration, at the matching bitrate.
  3. Add the MoTeC preset to that bus.
  4. Assign the preset's signals to the inputs your controller needs.
  5. Supply the missing mandatory signals listed above.
  6. Choose a torque calculation method — see below.
  7. Set a Timeout and Timeout mode on every input feeding the torque estimate. UsePrevious holds a stale value forever and is the wrong choice on anything safety-relevant.

Torque signal setup and validation

Yes. This ECU broadcasts an engine torque value, so ECU Reported Torque is available and is the most accurate option — it needs no calibration.

Verify it anyway before relying on it. A tuner who deleted or decalibrated the torque structure produces a value that still looks alive in a log, and nothing in the driver checks whether it is plausible. Run the ten-minute check.

If it fails that check, switch to a calculated method instead of trying to correct it.

The full method reference, the correction maps and the all-or-nothing VE table warning are on Engine torque estimation.

Validate before driving. The torque value sets clutch pressure, nothing checks whether it is plausible, and under-reporting is the direction that slips and overheats clutches. On a gateway it also sets the depth of every shift cut, because the TCU's requested torque limit is rescaled against it.

Verification checklist

  • [ ] RPM tracks the ECU's own RPM channel.
  • [ ] TPS reads zero closed and full scale at wide-open throttle.
  • [ ] MAP is plausible at idle and tracks load.
  • [ ] Every signal from the "does not provide" list above is present and correct from its alternative source.
  • [ ] Engine torque is present, changing, and passes the verification points.
  • [ ] No mandatory-input faults are active.