1. Topics About MoTeC. ECU Basics. How to install MoTeC PWC Plug-In ECUs.
Connecting and communicating with the MoTeC M400 Marine ECU.
Setting up Logging.
Using i2 analysis software and analysing basic data.
Making basic changes to the ECU setup such as RPM limit.
Improving the tune in ECU Manager based on the data analysis.
Tuning Yamaha Launch Control.
Question and answer session.

2. MoTeC the Company Since 1987 Australian owned Motorsport focus
Over 200 dealers
The founder, Richard Bendell, has over 30 years engineering experience and is well known within the automotive arena.
MoTeC as a company have been working with racing teams since the beginning and has grown to become one of motor sports leading engine management solutions.
MoTeC has prided itself on employing only the highest quality of staff throughout all levels of the organization. We now employ over 44 people in our Australian Research Center and many more worldwide.

3. Why MoTeC ? Support Existing large infrastructure
Bolt-on and go compatibility
22 Years of experience
Proven
Racers choice
Professional solution
Backup Worldwide dealer support network, With Track Support as well as and phone support
Quality / Manufacturing Standards Manufactured to Internationally recognised standards ISO 9002, ISO9001 / IPC-S-815-A Class 3 high Reliability.
Years of Experience Design is highly refined through years of experience in top level racing & rallying to ensure optimum performance.
Proven Used by many top marine race & rally teams around the world.
Unmatched Performance Motorola 32 Bit 33 MHz Microprocessor with Time co-processor.
OEM Compatibility Compatible with a majority of OEM Trigger Sensors, Ignition Systems, Temp Sensors, Pressure Sensors, Injectors etc. This makes our ECU a cost effective replacement for the standard ECU.
Universal Can be used with different engines without modification, Rotary, 2 Stroke, 4 stroke, Odd Fire, Any injector type (programmable current). Any trigger sensor type. Any Ignition System including DFIs
Documentation Drawings available for most Trigger Sensors, Ignition Systems and Auxiliary devices
Sequential Injection Full sequential injection for optimum performance. End or start of Injection Timing mappable against Load and RPM.
Diagnostics Full Sensor and Injector diagnostics : saves time in the event of a problem Injectors, Ignition system and Auxiliary devices can be tested without the engine running.

4. System Overview
Each system is tailored to the specific PWC and consists of:
M400 Marine ECU.
Installation Set, including adaptor loom and required devices.
Mounting Set, including all brackets and fasteners to install the ECU and peripheral devices.
Each PWC has been bought into MoTeC,s facility for comprehensive assessment of the required solution to meet the customers needs
If at all possible the functions of the std ECU are matched, this includes the operation of the factory dash and warning system.
Looms are then designed and manufactured using waterproof plugs and aircraft standard wiring.
A mounting solution is designed tested and included with the system.

5. Compatibility Yamaha WaveRunner FX SHO, FZR and FZS.
Kawasaki Ultra 250X and 260X Jet Ski.
Sea-Doo RXP, RXP-X and RXT
Hydro Space Stand Up
Most of today's modern Muscle Craft are covered and new models will be constantly assessed and kits updated

6. PWC Installations ECU comes preconfigured
Talk to your dealer (fuel, mods)
Can always be better with fine tuning
PWC manual
8 hours Lambda and Logging
Cooling
Look after connections
Your PWC kit comes with a generic start file already installed.
This file should run the engine and if you have communicated with your dealer about the modifications and type of fuel you will be running, then a more closely suited file potentially can be installed.
These files while a very good start will still not be the best that can be achieved.
Careful tuning of the system can net further gains and with the use of data logging and testing the craft will increase further in performance on its existing speed and acceleration.
Read the PWC manual
The manual which is available from the MoTeC website contains all the basic information required to physically fit the kit.
Installation should take less than 2 hrs and in most cases less than 1
The lambda and logging functions within the M400 ECU are turned on free for the first 8hrs of engine running time.
This allows the owner or tuner time to set up the engine and make sure everything is in order.
During this time things like the lambda value (AFR) (sensor required) can be checked along with engine and oil temperatures.

7. Installation Yamaha ECU and KTC
The M400 Marine ECU replaces the factory ECU in the electrical box which is
located behind the engine. A rubber insert is placed under the M400 and the
ECU mounting brackets are aligned with the existing bolt holes in the plastic
bulkhead. The KTC device can be zip-tied to a suitable anchoring position.
Immobiliser Bypass
The Yamaha Installation Set includes the
Immobiliser Bypass which replaces the original
Yamaha Immobiliser and renders the PWC
permanently unlocked.
To install the Immobiliser Bypass, simply
unplug the Yamaha Immobiliser and plug the
MoTeC Immobiliser Bypass into the loom. The
Immobiliser is located behind the front storage
compartment bulkhead, on the right front side
of the hull.

8. Installation Kawasaki
The M400 Marine ECU replaces the factory ECU on the ECU mounting
bracket which is located behind the front bulkhead in the front storage
compartment. The stainless steel clamp is placed over the M400 and aligned
with the existing bolt holes in the plastic bulkhead.
The KTC and KPE devices can be zip-tied to a suitable anchoring position.
The Ignition Module is fitted to the Ignition Mounting Plate.
Note: This module generates significant heat and requires the use of
dielectric grease between the module and mounting plate to ensure proper
heat transfer. Firm fixing of the mounting bolts is also necessary for proper
heat transfer.
The mounted module/plate assembly is placed on the underside of
the M400 mounting bolts, behind the ECU mounting bracket. Nylock nuts are
then used to secure the ignition assembly.
Due to the extra weight of the combined assembly there are 4 extra mounting
bolts and nuts supplied to bolt the factory plastic support bracket back into the
ski.
These bolts take the place of the plastic push lock clips that are used by the
Kawasaki.

9. Installation Sea-Doo
The M400 Marine ECU replaces the factory ECU on top of the engine. The
factory ECU is removed (4 x M6 bolts) and three anti-vibration mounts are
screwed into 3 of the mounting holes (see picture).
The Sea-Doo ECU mounting plate is then screwed to the anti-vibration
mounts using Loctite 243 and M6x10 stainless steel countersunk screws.
Then the rubber backing pad is placed on the plate and the M400 Marine
ECU is secured with the Mounting brackets using 4 M6x16 stainless steel cap
screws and 4 M6 stainless steel spring washers.
Finally the adaptor loom harness is connected between the M400 ECU and
the factory wiring harness.
Note – the Sea-Doo connectors are labelled A and B and are keyed so
that only the correct plug can be inserted. If the slide-lock on the plug
will not slide shut, then the plug is fitted into the wrong connector.
For the ECU to function normally the IGN4, DMCF, and STC-S devices must
all be connected. These can all be secured by zip-ties.

10. ECU Upgrades Data Logging (512Kb) How the process works
Updateable in the field
Data Logging (512Kb)
Wideband Lambda
Drive By wire
Advanced Functions
Options
Advanced Functions upgrade Upgrades to an advance features package. Some of the features include, Traction control, launch control, gear change ignition cut, ground speed limiting and over run boost enhancement (anti-lag).
Data Logging Enables the 512Kbyte data logging in the M400M. The logging system allows the user to individually select from over 300 channels at logging rates up to 200 samples/second.
Wide Band Lambda (Air Fuel Ratio) Enable the use of a high accuracy fully temperature compensated wide band lambda sensor.
Cam Control, Drive By Wire, Servo Control Options to run special features required for some applications

11. Accessories Laptop Interface Cables GPS Pressure Sensors Extra Temps
Professional Lambda Meter
Sport Dash
SLM
Laptop Interface cable The M400 requires the use of a USB To CAN Cable (UTC) This device plugs into the laptop via an available USB port then into the round 5 pin communications lead which protrudes from the loom on the PWCGPS The garmin 5HZ GPS can be connected directly to the M400 ECU. The GPS then supply’s information via an RS232 data stream to the M400 to be logged. Once logged and viewed in i2 the following information can be obtained. 1. Accurate Speed 2. Accurate Distance 3. Acceleration 4. Track Mapping 5. Ridden lines around the track. 6. Lap times 7 Overlay ridden lines into Google Earth
Sensors A wide range of sensors are available to measure almost anything conceivable. Pressure Sensors for things like Oil, Fuel, Intercooler, Crank case, Jet outlet, Jet intake Pressure Temperature Sensors for things like Air, Water, Oil, Exhaust Movement Sensor for things like Steering, Nozzle angle, Ride plate angle, trim tab angle, Hull flex.
Professional Lambda Meter Reads exhaust gases to determine mixture strength using either a Bosch LSU or Uego NTK sensor. Has an analogue and CAN output that can be read by an ECU or dyno. Useful as a stand alone device on any engine.
Sport Dash Logger The SDL is a standalone, fully configurable display unit that can be upgraded with 8 MB of logging memory at any time, using a simple password system. Replacing traditional analogue gauges with an SDL adds all the benefits of a digital display such as warning alarms, minimum corner speeds, maximum straight speeds and lap times. While the SDL can be used standalone it can also receive information from an ECU such as RPM and engine temperature, throttle position, boost and speed.
Shift Light Module The SLM has an array of eight multicolour LEDs, each programmable as to its purpose, colour and intensity, which provides enormous flexibility and scope for customisation.

12. ECU Basics - Inputs Inputs Power Communications Crank/Cam trigger
Throttle Position
Manifold Pressure
Engine Temp
Air Temp
Other
Lambda
GPS
Speed
Exhaust Temp
Intercooler Temp
ECU Basics
An ECU takes measurements from various sensors via input pins. The information received from the sensor inputs is used by the ECU as reference points for all its calculations. Sensors let the ECU know the engines running conditions at all times.
Certain sensors are required for comprehensive control of the engine. i.e.: Crank/Cam Trigger, Throttle Position, Manifold Pressure, Air Temperature, Engine Temperature.
A number of other sensors can be added, such as; Lambda (Air/Fuel ratio), GPS Speed, Exhaust Gas Temperature, Oil Pressure Fuel Pressure, Jet Unit Pressure etc, depending on the particular installation.
Almost any sensor in the world can be connected and calibrated into the M400 ECU
Communications

13. ECU Basics - Outputs Outputs Power Fuel injectors Ignition System
Auxiliary Devices
Boost Control
Fuel Pump
Idle Speed
Cam Control
Drive by Wire
ECU Basics Outputs
Fuel Injectors, the Ignition System and various other Auxiliary devices, e.g.: fuel pump, Boost Control Valve, Electronic Throttle etc. are controlled according to the calibration and setup data which is stored via tables in the ECUs programmable memory.
Communications

14. Tables inside Fuel Table Comps Ign Table Comps Many others
All interact with each other
Each controlled device (eg injectors) is operated very accurately based on look up tables inside the ECU
These tables are configuable by the user to change how the injectors (in this example) operate within the engine, ie richen or lean the mixture.
Input sensor information is usually used on the axes of these tables so as the engine changes for example its rpm and boost, the table is referenced to a different point.
There are over 50 3D tables inside the ECU
Many of the tables are not required for use with PWC’s and others will never realistically need to be changed during any normal tuning operation.
The main set of tables that people have the likely cause to adjust are the ones relating to the supply of fuel to the engine.
There is a main fuel Map which is corrected by multiple compensation tables
The same exists with ign where there is one main map and again many different (usually) safety based compensation tables.

15. Lambda Table -Press “F8” from any screen Lambda “look up”
ECU tuning reference
Lambda V AFR
Pressing the “F8” key will display the Lambda Table. This Table is used for a number of different functions in the ECU and is a “look up” reference for what the desired Lambda (AFR) is for a certain engine operating condition. The Lambda table generally will have the same axis setup as the main fuel table.
The values set in the lambda table are mainly based on experience and how the engine is to be operated.
At low loads the mixtures can be leaner than at full load. Idle mixtures will depend on the engine configuration but generally 0.90 La is a good starting point.
To convert AFR into lambda ( For Petrol) divide by your target AFR by 14.7
14.7/14.7 = la 1.00 or
13.5/14.7 = la 0.92
13/14.7 = la 0.88
12.5/14.7 = la 0.85
11.8/14.7 = la 0.80
The calculation for different fuels will be different, this is why lambda is used as the reading is always the same.

16. Hooking Up Download ECU Manager and i2 USB to CAN UTC
Power up Sea-Doo (Lanyard) Kawasaki (key in) Yamaha (wire)
Before you start make sure you you have all the relevant software on the laptop.
ECU Manager and i2 standard
These software programs (unlike some other systems) are free from our website or on our Resource CD if you have one.
You will need a UTC to connect the laptop to the ECU and the system will need to be powered up so the 2 devices can communicate.
All PWC can communicate with the laptop while the engine is running but different models have different power up stragy,s while the engine is off.
Sea-Doo
The system remains constantly powered whilst the lanyard is plugged in.
Kawasaki
The system powers up when the immobilizer key is inserted
The system stays powered for approx 3 1/2 minutes
If you need longer than that to make the changes then push the key again.
Yamaha
The system powers up automatically when the starter button is pressed for more than 0.75 of a second
The system remains powered (along with the bilge pump) for approx 1 minute
This may not be long enough to make on going on line changes.
For this reason a separate labeled power up wire is included in the Yamaha loom and when this wire is connected to ground the system remains powered up.
Don’t forget to disconnect the wire as if left powered up the battery will go flat.

17. ECU Manager ECU Options currently enabled are listed on the left 
The program can be started from the ‘Start’ menu, or from a desktop shortcut. Both are added automatically during the installation.
If the ECU is connected, the left side of the status bar will show the firmware version in green. Next to this are Diagnostic Errors in red. The screen above shows ECU Manager prior to opening the ECU file.
The serial number of the ECU is displayed on the top left side of the screen. Below that is the list of options that have been enabled in this ECU.
1. From either the ‘Adjust’ or ‘File’ menu choose ‘Open ECU’.
ECU type, Connection Status and errors 

18. File selection
When you connect to an ECU, the software checks to see if the current file in the ECU matches a file in the computer.
If the file does not exist then a new file is created on the computer. If the file already exists then you have a choice of using the current file or creating a new file.
It is good practice to create a new file if any major changes are to be made, this allows original file to be at hand if anything goes wrong.

19. ECU Manager – ECU open
Once a new file is created or the matching file selected, ECU Manager will open a layout screen displaying various information. More than one layout can be open at the same time - press the ‘tab’ key to move between them. Each screen layout is fully customizable (see ‘Layout’ section below). You may choose to set up different screens for different engines or screens that suit tuning different parts of the same engine, e.g. Launch control
The ECU software version is displayed (ECU Connected V3.2J ) at the lower left.
MoTeC Software has an on-line help system, it is accessible at any time by pressing the “F1“ key.
There is also comprehensive help available from the “Help” menu at the top of the page.
Prospective engine tuners are highly encouraged to read the entire contents of the above help file to learn the most possible about the system.

20. Sensor Check -Press “V” F for Fuel I for Ign F3 Errors
In the background of the main tuning screen there are multiple information screens.
To easily access these press “V” for the sensors view screen and check that all your values appear to be realistic.

21. Data Logging ECU records channel values Data downloaded for analysis
Engine tune can be monitored in real world
Accurate offline tuning changes
All MoTeC ECUs have the option to record data.
The data recorded is highly accurate and can be sampled at up to 200 times per second. (200hz)
The ECU has a menu system of various parameters and channels which can be used to create a “Log Set”.
Up to 64 different ECU sensors and parameters can be logged at rates between 1 hz to 200hz
The more things that are chosen to be logged then the less logging time there is available
Similarly the faster each item is logged the more this reduces the available logging time.
So a set of say 20 parameters logged at 20hz may last up to 15 mins, but if the configuration were changed and more items logged then the time would reduce.
The logging is cyclic which means once downloaded you always get the last (say 15 mins of information)

22. Data Logging, Setup What to record How fast to record
-Adjust
-Data Logging Setup
-Engine Sensors
What to record
How fast to record
Maximum of 64 channels
The Data Logging Setup sets the logging rate for each parameter/channel that is to recorded. A “0” value means the parameter is not to be logged, a number greater than “0” means the parameter is to be logged and the number sets the number of times per second the parameter will be logged.
Various parameters will need to be logged at different rates. RPM and Load (Throttle Position in the example) are logged at a high rate of 20Hz because their values can change rapidly. Temperature channels like Air and Engine Temperature change fairly slowly and are generally only logged at 1Hz, Exhaust Gas Temperatures for example will be logged at a higher rate.
Pressing “N” will move to the next list of logging parameters, pressing “P” will move to the previous. There are 48 pages of up to 13 parameters so it is possible to record just about anything the ECU calculates.
Remember a maximum of 64 items can be logged at any time.
The ECU only has a set amount of logging memory space so it is important to be aware of how much time is needed for any test/race. The logging time in minutes is displayed at the lower middle of the Logging Setup screens, it is updated every time a parameter is added/removed. The Logging time is only displayed while an ECU is connected.

23. Testing Warm up first Slowly accelerate through RPM Range
Pick a test procedure
Use full throttle starts
Fix cavitation
Stick to the procedure
When performing accurate testing a test procedure should be written up and adhered to.
Fuel levels should be kept to similar levels and try to test at a point in the day where there are no dramatic temperature changes
Warm the engine up properly then download the data to make sure everything is working correctly.
For tuning it’s a good idea to very slowly and smoothly accelerate through the rev range till you get to max rpm.
Don’t hold max rpm for long until you are sure that the lambda readings are correct.
Once a long slow ramp test has been completed come straight back to the bank and download the data.
For performance testing try to keep water conditions the same
Try to always do the same test
Example
Idle forward until craft is going its maximum speed (idling)
Then hit the throttle as hard as possible until full speed is reached
If cavitation is a problem then fix it with either the blade or with a computer activated launch control strategy.
If Cavitation can not be fixed then start the testing from a higher rpm, say 3000
Once this rpm is chosen then always stick to it for all testing in the future.
You could also use a certain speed as your start point, either way once chosen, stick 2 it.
Data in the future will be compared back to data from today and if the test proceedure itself is not consistant then the information becomes much less valuable.

24. Downloading the data Power up Connect ECU Manager Unload (Cntrl + F8)
Where is the data going
Meaningful comments
Data Down Loading:
At the completion of each run the data engineer should remove the logging from the ECU
Ensure the ECU is powered up and connect the UTC cable to the download port on the boat.
Open up ECU Manager
Goto Online, Get Logged data ( Control + F8)
Once download complete enter comments relevant to the run, this makes for easy analysis later on when data is being studied, also fill out any relevant set up details such as Venue, Driver, Event and the folder where the logged data will go to.

25. Make use of it Develop your ski Tuning with injectors X
Tuning with fuel pressure X
Tune with the laptop
Log your improvements
Develop your holeshot
Log it! log it! log it!
You have purchased a very powerful product
Make good use of it
Using data and ongoing development the improvements never stop coming.
The major performance gains in most forms of motor racing are known to the masses
Smart racers use data to measure the small gains left, its the only way to do it.
Make 1 change at a time and test, if you gained find out where and why, if you lost then go back
This way you should only ever make 1 backward step at a time.

26. Sending a log file
Right click on file
Copy
Paste to

27. Receiving a file from email
Paste into directory C:\motec\M800-v35
Send file to ECU
During the process of assisting people with their craft it is often helpful for the customer to receive a modified ECU configuration.
This is usually after they have sent a log file for their dealer to look at.
Simply copy and paste the new tune up which will have a file extension of something like .e35 into the directory listed above.
It is then a simply matter of connecting the laptop to the ECU and choosing the latest file and sending it to the ECU.

28. Data Analysis with i2
i2 is an all new Data Analysis program which represents a major step forward in the evolution of MoTeC's data analysis software. i2 Pro may be used to analyse data from all MoTeC Data Logging products with the ‘Pro Analysis’ option, including the ADL, ADL2 & SDL as well as MoTeC M400 family ECUs that have the Pro Analysis option.
An i2 Standard version is also available for products without the Pro Analysis option. This can open Standard files as typically found on the stock M400 ECU

29. Getting Started Projects Use Circuit
A Project stores the i2 program settings, screen layouts, math calculations etc used for analysis. I2 standard comes with 4 Preset Projects.
The one to use for PWC racing is Circuit.

30. Typical PWC Set Up Graphs of performance Graphs of Health Basic Report
Scatter plot, Boost
Mixture Map
GPS
A typical PWC layout is going to look something like this.
We will go through the next screens to show how to set up for these types of screens.

31. Open a log data file Open file dialog & Icons Open Log File dialogue
A file can be opened by going to the ‘File’ menu and selecting ‘Open Log File’, by using the keyboard shortcut ‘Ctrl+O’ or by clicking on the Open Log File icon on the toolbar.
On the left is a folder view with the currently open folder highlighted in grey, the folder name is also shown at the top of the window. Full details of the currently selected file are shown in the pane on the right.
Files shown can be filtered by the Venue, Driver name or Vehicle details by selecting one or more of these from the drop down lists.
Files can be sorted by the columns shown at the top of the centre pane by clicking the heading once – and again to reverse the order.
Columns shown and their order can be selected from a list by clicking on the ‘Options’ button or by right-clicking on the row of headings to a list of selectable headings.
Select the required file and click on ‘Open’.
Multiple files can be open at once allowing data to be selected from a number of sources. Ie: when a file is opened, previously opened files remain ‘open’, files can be closed individually or as a group.

32. Data Window Lap Selection Main Overlay FILE DETAILS Venue, Event
Driver, Vehicle
Date, Session
Time, Comment & Filename
Overlay 0
Main
Data Window
Press F8 to go into the data window.
This window lists files that are currently ‘open’ that you may choose to view. You can open as many files as you like from any folder on your computer. Once one or more files have been opened they will appear listed down vertically along with some file details as shown above.
One lap is chosen as the “Main” lap, this is indicated by a red dot in the circle next to the lap time. The next column across is for the ‘Overlay 0’ lap. This is really the first overlay lap (displayed on those components that only support a single overlay) and is also used for the variance calculation. You can choose to overlay a lap from within the same file or a lap from a file that may be from last year at the same venue. Simply find the appropriate file, open it and click in the second column beside the lap you wish to overlay.

33. Values Box Hide/Show Track Map Time and Distance at Cursor
Channels on graph with focus and active channel
The Values box shows channel values at the cursor for all channels, with those on the focused graph listed at the top.
When Reference and Overlay laps are shown their values are shown in additional columns.
The Values box can be toggled On/Off using the ‘V’ key.
It is also possible to show the difference between the Main and Reference laps by clicking on the ‘delta’ symbol at the top of the column. Whichever column is selected is used as a base, with the other columns showing the difference. eg: in the above example the Main lap column shows channel values, while the Ref lap column shows the difference to the Ref lap.
Values of all Channels

34. Display Layout Worksheets Unlock the layout Worksheets
Worksheets are used to contain the screen layouts, ie: where the data is actually displayed. Each worksheet is completely configurable and may contain a number of different components such as Graphs, Histograms, Gauges etc. These can all be mixed together in any one worksheet.
I2 Standard comes with 9 preset worksheets. The worksheet layout by default is locked, so for you to customize to your own you need to unlock the layout.
The picture above shows how to unlock.

35. Time / Distance Graph 1 Lap select, Zoom and Scroll X axis
Channel name
Min Max Avg
The first sample worksheet includes 2 graphs. The top graph displays a single lap of data of 5 channels in four groups. The lower graph shows the Corrected Speed channel over the entire session. The cursors on the 2 graphs are linked, and the currently selected lap is highlighted in a green rectangle on the second outing graph.
Value at cursor

36. Time / Distance Graph 2 Active Channel mark
Time / Distance Axis
The graph may operate in time or distance mode – the F9 key toggles the horizontal axis between time and distance. The mode is remembered for each worksheet and all components on the worksheet use the same mode.
The graph uses the corrected distance (Corr Dist) channel to determine the distance for the axis when in distance mode. If the Corrected Distance channel cannot be calculated then the graph will not display data in distance mode. Note that the Corrected Distance calculation normally requires that the Corrected Speed calculation is working.
Active Channel
Each graph has an active channel. A square next to the channel name indicates which is the active channel. The active channel can be selected by clicking on the channel label or by using the PgUp & PgDn keys.
This is required for operations that are initiated via keyboard hot keys. For example the hot keys from the active channel menu will operate on the active channel. (eg Ctrl+Shift+F to filter the channel).
Also when vertical zoom or vertical pan are used via the keyboard they apply to the panel containing the active channel.
The active channel is also used when showing information on a particular channel – for example the datum cursor measurements that are shown in the values window are for the active channel.
F9 toggles the Time / Distance axis.
Rescale / Vertical Zoom group with active channel by dragging arrows

37. Zoom Functions Mouse scroll Keyboard shortcuts Scroll bars Zoom Icons
Horiz Zoom out full – F2
Zoom to cursors
Horiz Zoom Default - W
Double click and drag to zoom
Zoom window
Horizontal Zoom
Zoom in & Out is normally performed using the Up & Down arrow keys to zoom around the cursor, or by dragging the ends of the horizontal scroll bar. The wheel on a mouse will also scroll in/out around the cursor. Place the pointer, double click and drag, then click again to zoom to the selected level.
The W key is used to return to the default zoom level, which in the case of lap mode is a single lap. Note that if the cursor is placed on a lap other than the current main lap then the main lap will be changed to the lap that the cursor is in when W is pressed.
The F2 key is used to zoom "Full Out". This will normally allow the whole file to be viewed.
Horizontal Pan
Horizontal pan is performed by dragging the horizontal axis or by dragging the horizontal scroll bar or using the Shift+Left or Shift+Right Arrow keys or the F & B keys (Forward & Back)
Vertical Zoom
Vertical zoom is performed on the panel for the active channel and can be performed using the Alt+Up or Alt+Down Arrow keys, or by dragging the ends of the vertical scroll bar.
Vertical Pan
Vertical pan is performed using the Shift+Up or Shift +Down Arrow keys, or by dragging the vertical scroll bar.
Vert Zoom out full
Zoom in Horiz
Vert Zoom in
Zoom out Horiz
Vert Zoom out

38. Keyboard shortcuts
See the Help File for a complete list of Keyboard Shortcuts
THE MOST IMPORTANT KEYBOARD SHORTCUTS
VIEWS
F8 Data Window
C Channel Window
V Values Window Off/On
Esc Defocus the active window and return focus to the worksheet
DATA
F4 Overlays Off/On
N Next Range (eg Lap)
P Previous Range (eg Lap)
F9 Time / Distance mode toggle
COMPONENTS
F5 Component Properties
Tab Focus next component
GRAPH
Left / Right Arrows Cursor Movement
Ctrl + Left / Right Arrows Fast Cursor Movement:
Up / Down Arrows Horizontal Zoom In / Out
F2 Horizontal Zoom Full Out
W Horizontal Zoom to Default (eg 1 Lap)
Shift + Left / Right Arrows Pan Left / Right
F3 Variance Off/On
E Status & Errors Off/On

39. Graph Properties 1 Creating a graph Channels Groups
Use the Graph Properties page to add groups – which can contain one ore more channels, and then add channels to those groups. The ‘move up’ and ‘move down’ functions apply to groups and channels.
The Remove function will remove either a single channel or a group, depending on which is selected.
Channel properties such as scaling and colour can be accessed from this screen by double clicking on a channel, or by selecting a channel then hitting ‘Edit’. Note that these are global properties and will be applied wherever this channel appears.
Display - Linking
By default the cursor is linked across all worksheets and books. This means that a cursor position set on one worksheet will be the in the same position on another worksheet..
By default all components are also ‘Zoom Linked’, when the zoom level changes on a graph, linked components will display data based on the selected zoom level.

40. Channel Properties Unit Decimal Places Colour Up Sampling Scaling Info
Edit Channel Colour Scheme
Channel Name and Quantity (unit type) are shown at the top, these cannot be edited.
Unit – Display units on all components
Decimal Places – Displayed on all components
Colour – The channel will be the same colour in all graphs and gauges. 8 colours are available in a colour scheme, these can be changed by clicking on the icon next to the channel colour selection.There are also complete colour schemes that can be loaded, eg: black backgrounds. See ‘Tools – Options – Colours’ and then ‘Select Scheme’. You can also add colours to your channel colour selection in the same place.
Up Sampling – how lines are drawn on a graph between sample points. By default this is linear, meaning that a straight line is drawn to join data points. This is generally what you would use, except for on/off channels such as Brake Status.
Scaling – Manual: A min and max value may be set for each channel. This allows the components to use common scaling avoiding the need to set the min and max for every component. Auto: the various components will auto scale the min and max scale unless they are specifically set to manual scale. Auto scaling can be bad for noisy data as it often expands the trace out beyond the area that you would like to see anyhow.
Info – general information about the channel: Source Type, the sample (log) rate and number of samples in the file.
A complete list of channels can be found under ‘Tools – Channel Editor’, the properties for any channel can then be edited from this screen.

41. Channel options on a Graph
Filter
Scale / Offset
Zero at Cursor
Channel Properties
Right click on a channel name to see the above menu. At the top is shown the channel name along with the logging rate.
Hide channel - removes the trace from the graph, but leaves the label and channel value.
Remove channel - removes the channel from the graph. If there are no other channels in the group, the group will be removed and others automatically expanded to fill the available space.
Edit Maths - is greyed out unless there is a filter or Scale/Offset applied to the channel
Filter – a channel can be filtered by time or number of samples. This filter is temporary while i2 is open and will be lost the next time i2 is loaded.
Scale and Offset – Correct or adjust data. Changes are stored as local file maths.
Zero at Cursor – Correct sensors that have not been zeroed. Changes are stored as local file maths.
Previous Channel – make previous channel on graph the active channel*
Next Channel – make the next channel on the graph the active channel*
Channel Properties – display the channel properties window
*Active Channel: Each graph has an active channel. A square next to the channel name indicates which is the active channel. This is required for operations that are initiated via keyboard hot keys. For example the hot keys from the active channel menu will operate on the active channel. (eg Ctrl+Shift+F to filter the channel).

42. Adding Channels Search the channel list
View properties of the selected channel
Category or Alphabetic view still applies
Search the channel list
Press ‘C’ to open the Channel list flyout. Double click on a channel to add it to the display component that currently has focus.
Or, press ‘Tab’ to go into the channel list, arrow up and down then press ‘Enter’ to add a channel. Enter part or all of a channel name into the box at the top of the list to search.
You will find that some channels are grouped together, while others remain on their own. The time/distance graph that we have added is being divided into “Groups”. Each Group can have one or more channels on it. If we add channels that have the same units they will be placed on the same group, channels with different units are given a new group.

43. Scatter Plot Engine RPM verses Jet Pressure
The scatter plot shows points for two channels where one channel is on the x axis and the other on the y axis allowing for relationships and dependencies between them to be identified.
By default the Scatter Plot will scale according to the minimum and maximum channel values of the X and Y axis channels. This can be changed by selecting ‘Manual Scale’ for either channel and entering min and max values. It is zoom linked to other worksheets and will display data based on the current zoom level. To see an entire session worth of data press F2. Select a different lap using the Data window or the lap select bar above the worksheets.
Colour Channel
The scatter plot allows a 3rd channel to be used to colour each of the data points, the above example uses throttle position as the colour channel. The channel selected is divided in the number of bands specified and colours assigned accordingly. Data can be removed from the plot by unchecking the box next to the range values. This can be used to filter data.
It is also useful to know that the number of samples logged in the particular band areas is shown on the right of the colour.

44. Mixture Maps 1
Colour channel legend. Ranges can be turned off/on by clicking on colour box.
Lean
If you have lambda sensors in your boat and data logging on your MoTeC device, you can tune your boat at the track, keeping your boat perfectly tuned to get the most out of it during racing. This type of tuning is one of the most accurate methods with the boat tuned as it will be raced, including all of the speed induced variables such as inlet air pressure, engine bay temperatures, barometric pressure variations, and more. It is always worthwhile to fine tune your engine at the track after a dyno session, especially if you are going to get it exactly right for when you go racing.
To do this tuning, you need to view engine RPM, load and lambda from when the boat is being driven. A way to view the lambda readings for a given RPM range from your logging is to use the Mixture Map. This is a specifically designed scatter plot to help show where all the sample points from your lambda sensor readings fall on an RPM vs Lambda scatter plot.
The advantage of this method is that it doesn’t just look at one example of when the engine was at an RPM and throttle or MAP point, but plots a point every time that engine was there from the selected area of data. It is a very good method of determining the average reading for an engine in that part of the range.
The down side of this method is that it doesn’t show you other considerations that you may see in a full trace, such as engine temperature, manifold pressure, and other sensor readings that can effect the lambda reading.
As with all scatter plots, the average line is created from the collection of samples. The number of samples is shown beside the colour in the legend on the mixture map. If you are using mixture maps, ensure that you don’t place too much weight on an average trace made up of only a few samples, increase the zoom area to include more samples in your mixture map.
Multiple Lambda Channels
If multiple lambda channels are added to a mixture map, then the ‘G’ key can be used to toggle between different display modes. ie: on separate graphs, then on the one graph and finally showing a single trace that is the average of the selected lambda channels.
Rich

45. Track Mapping
A track map provides a graphical representation of the venue at which the logged data was acquired. For this function to be available in the marine industry, an on board high speed GPS is required. The GPS provides 3 key channels of information.
Longitude and latitude which provide actual position and information for Start and Finish locations, split time beacons can also be utilized.
Speed, which provides speed and when used with time gives distance traveled.
Given this information the software will then derive a map based upon the driving line of the fastest lap in the log file. The map allows the user to relate the data to the specific track position where an event has occurred.
In i2 Track maps can be used to show a graphical representation of data logged in the log file. It can of course show any of the logged channels, Throttle position, RPM, Jet Unit Pressure etc but can also be used to show say oil pressure as a rainbow track map. In this example different oil pressure can be shown colored into the track as different colors. This helps show up problems especially relating to corners and oil surge etc. In the example above the rainbow track map has been configured to show speeds, any speed above 90kph is shown as green and any speed below 50 kph is shown as red. Obviously we want to aim for as much green as possible on the track.

46. Inserting Beacons Shift F7 (Beginning) Shift F7 (End) 46
Creating laps is one of the most useful things you can do.
Once you have similar laps formed they can be over laid and the difference between the data viewed.
Place the cursor at the point you want to start the lap, usually just at the point the throttle is opened.
Shift F7
This places a red dotted line in the data.
Then go to the end of the run, somewhere after you lift off the throttle
This will then create a lap
You can tell the lap if you push F2 (Full out scale)
Then you can see the lap which is labeled at the top of the screen and is also a slightly lighter background colour.
Simply pushing the W key will view the Whole lap full screen. 46

47. Comparing Runs – Overlays
Reference Lap (Black)
Faster
Main Lap (Red)
Comparing two laps is one of the best ways to find places where your boat or driver can improve. Using two laps of data, select one as the Main lap, and the other as the reference lap. When you do this, it puts the overlayed data in black along side the Main data. One thing to remember when overlaying laps is to always do it in distance mode, not time. The reason for this is that if you are comparing two laps, the track distance will be the same lap to lap, so your speed, throttle, pressure and other readings are compared at the same points on the track. If you try to compare the data using time, as you lose time over the lap, the traces become no longer aligned, offset by the amount that one lap is slower than the other.
So, now that you have a screen like this, what can you learn?
By pressing F3, you can insert a variance trace at the top of the worksheet as shown above. As you can see, the variance line shows where one lap has gained or lost time over the other lap. This is a useful trace to find the points on the track where the most time has been gained or lost, showing the driver what part of the track to focus on to make gains in time. Look for the steepest slope in the variance line, then zoom in on that area of data.

48. Where did I lose/gain time?
Variance (F3)
Speed of Main Run
Here we are showing an example lap.
There are 3 Channels displayed. RPM,Throttle Position,Speed
We have overlaid a later run which appears on the graphs as white lines while the Main lap has the colored lines.
At the top of the 3 channels is the variance line. To display this when looking at overlays press F3
This line represents the difference in time between the 2 runs.
You can see that the line almost consistently goes down meaning the second run was gaining time on the first almost all the way.
Close study shows the most gain occurred in the first 300M or 16 seconds.
The cursor has been place at a point where there is a speed difference
There is a lot to be said for knowing where time is gained and lost when we are talking about differences like this.
Better drivers will have much smaller differences lap to lap, and much smaller gains, but the process is the same.
Speed of Overlaid run
Boat
Speed Difference 48

49. Offset Axes Shortcut icon Enter Offset value
In some instances you may be comparing data from different sessions where the beacon has been moved or was manually inserted. In this case it becomes necessary to offset one lap relative to another. This can be achieved using the ‘Offset Axis’ feature of i2.
To allow precise alignment of main and reference each may be offset in time or distance. This is done by turning on the offset axis by selecting Show Offset Axis from the graph component menu or by pressing the O key.
This shows an axis for the main and reference below the nominal axis, which allows either one to be dragged relative to the nominal axis. Dragging can be performed using the mouse or by using the keyboard shortcuts: Ctrl+Shift+Arrows to move the main lap or Alt+Shift+Arrows to move the reference lap. Offsetting may be turned off by pressing the O key again, this will also zero the offsets for the main & reference lap. Normally offsetting is used to make small corrections to allow for slight difference in the distance calculation from lap to lap. The best way to align laps is to look at bumps or corners in the track using either the vertical or lateral G channel. An offset can also be entered in seconds or meters by right clicking on an offset axis and selecting ‘Set Offset’.
Click and drag Main or Ref (or Overlay) axes
Offset in Distance or Time

50. Channel Report example
The Channel Report above is actually 4 separate Channel Report Components
This was done to help separate the data and make it easier for other race team members to look at.
At a very quick glance the Crew Chief can see minimums and averages of critical channels.
In the example above one can see the fuel pressure average was less than 2 PSI different one run to the next. This tells him that the pump is still in good condition and he can concentrate on other things, the same can be said for the jet unit pressure. All pressures Min,Max and Average are very close to one another so therefore no problems. All this knowledge can be gained within seconds of looking at the page. 50

51. Temperatures Max Engine Temp The maximum temps for each channel by lap
Reading temperatures is a similar process to the reading the throttle trace. If we look at the engine temperature trace, we can see that it started at around 80 degrees, and fluctuated up and down for a while. At around –250 seconds (from the start of the selected lap) we can see that the temperature peaks at over 100degrees. It is important to consider for what reason are you looking at the temperature. Are you looking for peak temperature to decide if a different cooling setting is required for times on the start line or as the boat heats up at the end? Perhaps you are looking at racing laps only, so that you can see if there is sufficient cooling during a race situation. The answer to this determines where and how you should be looking at the data.
If you are keeping a log of maximum temperatures that an engine has reached, it is usually best to look at peak racing temperature rather than a stationary temperature. Don’t be fooled by maximum outing temperatures in the channel report, you can see above, that it has reported that the maximum engine temp reported is This number isn’t an indication of the cooling ability of the boat, more a representation on how quickly the boat may have been shut down after the run.
Max Engine Temp
The maximum temps for each channel by lap

52. Pressures Oil Pressure Trace G Force Lateral
Pressure traces are often vital in examining the health of your boat. Whether it be fuel, oil, Jet Unit, manifold or other pressure, checking these values after each outing is an important part of ensuring that the boat is running well. To read the traces, again from the left, you can note that the oil pressure trace has some alarming dips.
The first thing to look at is the RPM going up and down to match this, a quick check show that this is not the case. In this case a check of the lateral G trace clearly shows the engine losing oil pressure each time the boat travels around a left hand corner. Given this information the sump can be modified and rechecked at a later date. The sump modification can be made knowing that the issue only exists due to oil flowing within the sump from from left to right.
G Force Lateral

53. Logging Rates What rate should I log at?
100hz log rate
What rate should I log at?
Logging rates are an important concept to understand when talking about data logging. The logging rate of a channel is the indication of how many times that a given sensor is sampled to get its reading and store the value. This rate should be altered depending on what you are measuring, and how fast you expect it to change value.
Same channel at 5hz log rate
10hz log rate
Some examples of this are air and water temperatures, these will rarely change more than 1 degree per second, so logging this channel any faster than 1Hz will just duplicate channel values without really adding any extra accuracy to the data. The Jet unit pressure on the other other hand is moving very quickly, and as such needs to be logged fast enough so that you can read the ever changing pressure fluctuations. Obviously, the logging rates are a function of the amount of memory you have available and the type of sensors that you wish to log.
The following list is a guide to suitable logging rates:
·        Oil and water temperatures 2 Hz
·        Oil and fuel pressure, Hz
Jet Unit Pressures Hz
·        Steering, Speed to 50 Hz
·        Accelerometers and Yaw sensors to 500 Hz
·        Throttle position to 50 Hz
·        Linear potentiometer 50 to 200 Hz
Exhaust Temperature Hz
Lambda Hz
A quick guide to sample rates. Sensors should be sampled at twice the sensors update rate for the best accuracy for that sensor if its update rate is known.
5hz log rate

54. Tuning for Max RPM How to zoom and Average realistic max rpm
Most would agree that if you improve the power of the engine then the RPM will increase given consistent test conditions
The problem is that only large jumps in rpm can be noticed normally
Using data you can highlight in on a consistent section of full rpm where there is no cavitation from the rough water.
An average RPM of the highlighted area can be observed and even small changes in the max rpm can then be noted.

55. RPM Limit -Adjust -General Setup -RPM Limit -Set up Limit
To adjust the RPM limit follow the pictured menu structure then adjust the rpm limit to just above your clean water max rpm.
This way as soon as the engine comes out of the water the ECU starts to cut the fuel and spark to prevent excessive over revs.
The control range is used to determine how soft the RPM limit will act
So a control range of 200 rpm means the ecu will perform a soft cut until the rpm is 200 above your rpm limit setting, at this point the ECU performs a hard cut.
The smaller the control range the less the engine will over rev when the jet unit becomes unhooked, however when the control range is very small the engine will take longer to recover from the rpm limit meaning that the rpm will fall further under the rpm limit before full power is returned.
-Adjust
-General Setup
-RPM Limit
-Set up
Limit
Control Range 55

56. Lambda Logging
Using a Mixture Map, display the Load and RPM range you wish to tune. Take note of the Lambda reading at each RPM and Load point that needs to be retuned. In the above example take 100% throttle (in red) and 6000rpm, the lambda reading is 0.91La.
Note: The number of logged sample points is listed beside each throttle position level. If the number of samples is low (below 300) then there may not be enough information to form an accurate picture of what is happening.
If this is the case use a normal graph screen to determine the exact lambda reading for each rpm and boost level in the fuel map. 56

57. Lambda Logging, cont.
The Graph page should also be used to back up the values that have been noted from the Mixture Map. The Mixture Map is only a record of what the Lambda was at a certain RPM and Load and does not take into account the car may be on cold start or the boat is coasting.
Find RPM and Load points in the graphs that match the points of interest and make sure it is when the boat is accelerating.
The fuel Acceleration Enrichment parameter should be logged and displayed to avoid making an incorrect judgment on mixtures after a large, rapid change in throttle position.

58. Fuel Tuning, Lambda Was What was the La? What should La be? -Adjust
-Main Table
What was the La?
What should La be?
Prior to using the Lambda Was function it is useful to clear all asterix’ if present. By pressing “F9” an option to Clear All “*” will be available.
From our logging we have written down the actual Lambda values the car produced. Go to the first site to be modified and press the “L” key, the “Lambda Was” dialogue box will appear which contains an area to enter the logged Lambda value, the Lambda Table value for this site is also displayed. It can be seen that the logged value is slightly leaner than the LA Table value.
Type in the logged Lambda value and hit ”Enter” the Lambda Was function will calculate a new fuel table value. The “Back Space” key should be pressed, to keep track of the sites that have been modified.

59. Fuel Tuning Lambda Aim Lambda Actual Graphical help
With a map site chosen for tuning and the engine running at the matching RPM and Load the Lambda difference needs to be seen. On the above picture a Chart Recorder has been added to show the Lambda Aim table value and the actual current Lambda reading from the Lambda sensor.
From the chart recorder it can be seen that the actual Lambda (green) is below the Aim Lambda (red), this means the engine is richer than it needs to be, some fuel must be taken out of this site. Using the “Page Down” the fuel table value could be altered until the Lambda and Aim Lambda matched, remembering to press the “Enter” key.

60. Quick Lambda “Q” for Quick Lambda Fast mapping from look up
All MoTeC ECUs have a “Quick Lambda” function available. By hitting the “Q” key the tuner is given the option to use the Quick Lambda function. The function uses the percentage difference between the Aim Lambda and the actual Lambda to automatically alter the relevant fuel table value by the same percentage amount.
When pressing “Q” the Quick Lambda function will automatically jump to the nearest fuel map site without the tuner having to use the arrow keys so it is important to know exactly where the engine is (target).
The Quick Lambda function will take out about 80% of the error with the first press of the “Q” key, it may be necessary to press two or three times to remove large errors.

61. Ignition Tuning Done on a dyno Done by a professional Leave it alone
To make peak performance on any engine, ignition timing must be optimized.
The normal process to achieve the best settings is to fit the engine to a dyno and measure power gains for different ignition angles.
The problem is that often when using poor quality fuels or higher boosted engine best power occurs around the same time as the harmful condition called detonation. (knocking)
Dyno cells are set up with detonation detection systems that measure how badly the engine is knocking for a given ign figure.
Therefore if you don’t have an accurate knock detection system on board your PWC engine then do not attempt to adjust the ign timing.
If you have a MAP that is labeled suitable for a particular octane fuel then only use that fuel in the craft.

62. Full Throttle Timer Set up Safety for Ign Launch Control
The full throttle timer is a very useful feature that can be used in many different ways in a PWC tune file.
It can be used in conjunction with an ign compensation to remove ignition timing after a certain amount of full throttle time.
So in this case an aggressive ign curve can be used for a closed course situation and if the rider chooses to enter a long distance race the ign is pulled out after a certain amount of throttle time has been achieved.
It can also be used for launch control.
In this situation power is removed either via the electronic throttle on the Yamaha or with ign timing on the other models
The full throttle timer is started at “launch” at which time power is removed.
After a certain amount of full throttle time power is phased back in.

63. Launch Control Yamaha DBW Full Throttle Timer Sea-Doo IGN Kawasaki IGN
Now that the full throttle timer is configured this channel may be added to any axis on any table within the ECU
Typically on a Yamaha the electronic throttle is used to reduce power at launch.
So the full throttle timer is placed on the verticle axis of the Drive By Wire Translation table.
When the rider hits 100% on the handle bars the full throttle timer starts and progesses vertically up the table.
Each number on the table represent the ATCUAL throttle blade angle that is required for a given rider throttle request.
It can be seen on the right hand side of the table when the rider requests 100% the actual throttle angle is 100% for the first ¾ of a second, then as the full throttle timer progresses the throttle angle is reduced to 50% then phased back in.
A similar set up to this can be used with ignition timing on Seadoo and Kawasaki

64. Tell tale Log Permanent record of history Password protected
Use for servicing and lifeing parts

65. Our Support MoTeC committed to this market
How to get Help Forums Website Your dealer Phone MoTeC USA Phone MoTeC AU
Questions?

66. Finish
Thanks for your support 66