. NEW MoTeC Nissan R35 GT-R Plug-In M150 ECU Kit OVERVIEW M1 Plug-In Solution now available for legendary GT-R MoTeC's Nissan R35 GT-R Engine Plug-In ECU Kit is a fully programmable replacement for the factory-fitted engine ECU. No rewiring is necessary because the kit plugs straight into the stock wiring harness and uses the original sensors and fuel system. All essential Original Equipment (OE) functions are maintained, including dashboard, VDC traction control and gearbox systems. Compatibility This Plug-In ECU kit has been designed for compatibility with the Nissan R35 GT-R in all geographic regions, years 2007 – 2013. Features •Intelligent, next generation engine control •Quick, plug-in installation •Easy tuning with MoTeC's M1 Tune software* •Full integration with factory systems •Full cruise control capability •Torque limiting delivered via throttle and ignition control •Integrated, fully tuneable DSP knock control on individual cylinders •M1 Level 2 Data Logging with 250 MB on board memory •Data analysis via MoTeC's world renowned i2 software (i2 Pro optional) *IMPORTANT: Tuning an M1 ECU is vastly different to previous MoTeC ECU products. We recommend watching the M1 ECU webinars prior to using this system. Modifications MoTeC has developed a Modifications Guide to assist customers wanting to replace standard parts. It is a good idea to look at this guide before selecting components to ensure they are fully compatible with MoTeC's engine management system. MoTeC Engine Management Systems are for racing and off-road use only. KIT CONTENTS The Nissan R35 GT-R Engine Plug-In ECU Kit is available in left-hand and right-hand drive variants to suit specific mounting requirements; the kit contents are the same except for differing loom lengths. Installation notes are included in the data sheet. Kit Contents: •MoTeC M150 ECU with Level 2 Data Logging and 250 MB memory •Nissan R35 GT-R Adaptor Kit (LHD or RHD) which includes:     •Nissan R35 GT-R Adaptor Box     •Nissan R35 GT-R Breakout Loom     •M1 Adaptor Stub Looms     •Network Cable RJ45     •LTCD-NTK Dual Lambda to CAN module     •NTK Lambda Sensor and Extension Loom x 2     •Delco Air Temperature Sensor     •Fastening Velcro Optional Upgrades:     •M1 Data Logging Level 3     •M1 Pro Analysis Frequently Asked Questions These common queries may help you plan your installation. Also, see our helpful Modifications Guide. Can I change turbos? Yes, alternate turbos can be characterised via the Boost Aim table and PID boost control settings. Can I use external waste gates? Yes, however, they must be characterised via PID boost control parameters. Can I change throttle bodies? Yes, however, we recommend using the stock throttle bodies as these are sufficient even for high powered drag applications. Alternate throttle bodies must be fully characterised. Can I change injectors? Yes, as long as the injector calibrations are changed to suit. MoTeC provides standard calibrations, a limited range of injectors is recommended. Do I need to re-tune the engine after an injector change? As long as the injector calibrations are correct, the system will recalculate fuel delivery and only fine tuning may be required. Can I change fuel pumps? Yes, switch points can be adjusted to suit. In addition, an external PID controlled pump can be used, which requires a MoTeC DHB (Dual Half Bridge) to drive the pump. Can I change plenum chambers? Yes. A single control parameter must be changed and the efficiency may need retuning. Can I change intercoolers? Yes, crossover-type intercoolers are compatible but not recommended. Can I change intercooler piping? Yes, changes to ECU settings should be unnecessary. Can I change the MAF sensor or sensor housing? Yes, the calibration must accurately reflect the sensor behaviour. Can the MAF sensors be removed? Yes. The software can use another combination of load sensors to run the engine. Can I change boost and MAP sensors? Yes, as long as the calibration reflects the altered sensors. Can I run high/low injectors? The kit hardware has the capability, however, the feature is not available in the initial release. Can I use stock Lambda sensors? No, the kit includes two NTK wideband sensors and an LTCD-NTK controller for accurate and repeatable measurements. Can I change fuel formulations? Yes, as long as the Fuel Density and Fuel Stoichiometric Ratio calibrations are changed to suit. Flex fuel sensors are not supported in the initial release but may be in future. Will my stock odometer and tripmeter work? Yes. Does Cruise Control work? Yes, full Cruise Control is included. Can I use this system with a stand-alone VR38DETT engine in another vehicle? This firmware is designed for full vehicle integration with the Nissan R35 GT-R and errors will result if the associated vehicle systems are not detected. The engine may be used standalone, however, some sub systems may not function correctly. MODIFICATIONS GUIDE While many standard components in the Nissan R35 GT-R may be replaced to achieve better performance, some combinations are more likely to deliver improvements with minimal retuning of the MoTeC ECU. In general, factory fuel injection components will be suitable for improved performance, however, when the capabilities of these parts reach their limits, e.g, inadequate injector flow, it is necessary to replace them with higher performance alternatives. It is our recommendation that components are chosen from our list of suitable options when selecting alternate parts. Each component listed below includes the settings which should be adjusted or checked with M1 Tune. Clicking on these settings within M1 Tune displays operational help relevant to the item. COMPONENT MODIFICATION SETTINGS Fuel Formulation Current MoTeC injector calibrations are performed with a reference fluid which closely models unleaded gasoline. If fuel formulations such as E85 are used where the density is dramatically different to conventional gasoline, it may be necessary to recalibrate injectors to suit such fuel. In most cases, however, it is sufficient to make the following setting adjustments : •Fuel Density Reference •Fuel Density Temperature Coefficient •Fuel Stoichiometric Ratio Fuel Injectors Standard fuel injectors flow 580cc/min or 620cc/min at 3 bar fuel pressure. Suitable replacements are: •ID1000 injectors - 1000cc/min at 3 bar. Fully calibrated for M1. •Siemens Deka 110333 (2315cc/min at 3 bar). This option requires extra spacing for the fuel rail but otherwise fits under the OE manifold. The following M1 ECU settings must be adjusted to reflect such a change:  •Fuel Cylinder 1 Injector Linearisation  •Fuel Cylinder 1 Injector Minimum Volume  •Fuel Cylinder 1 Injector Reference Flow  •Fuel Cylinder 1 Injector Reference Pressure  (The above settings must also be adjusted for cylinders 2 to 6) •Fuel Injector Peak Current •Fuel Injector Hold Current •Fuel Injector Peak Time •Fuel Injector Off Time •Fuel Injector Pin Drive High/Low Injectors The initial release of the Nissan R35 GT-R Kit does not accommodate high/low injection. Future releases will have this feature and settings will be detailed at the time of release. Turbo and Wastegate Any suitable turbo and wastegate combination may be used, however, the following M1 ECU settings must be adjusted to optimise performance: •Boost Filter •Boost Activate •Boost Margin •Boost Maximum •Boost Hysteresis •Boost Aim Main •Boost Control Feed Forward •Boost Control Proportional Gain •Boost Control Integral Gain •Boost Control Derivative Gain •Boost Actuator Polarity •Boost Actuator Minimum •Boost Actuator Maximum •Boost Actuator Output Frequency Throttle Bodies Standard throttle bodies have been used in engines delivering up to 1500 HP. We suggest retention of standard throttle bodies. The M1 throttle model is a characterisation of the flow characteristics of the throttle body and recalibration is not easily performed by the installer, dealer or tuner. Fuel Pump A replacement fuel pump is recommended as the standard pump may be inadequate. The M1 package allows for PWM control of an external fuel pump (via a suitable driver device such as MoTeC Dual Half Bridge - DHB). The following M1 ECU settings must be adjusted to reflect such a change: •Fuel Pump External Output Frequency •Fuel Pump External Polarity •Fuel Pressure Control Default •Fuel Pressure Control Over Pressure Margin •Fuel Pressure Control Feed Forward •Fuel Pressure Control Proportional Gain •Fuel Pressure Control Integral Gain •Fuel Pressure Control Integral Minimum •Fuel Pressure Control Integral Maximum •Fuel Pressure Control Derivative Gain Inlet Manifold or Plenum Chamber The stock manifold may have horsepower limits, and numerous aftermarket devices are available. M1 ECU settings must be adjusted to optimise performance: •Inlet Manifold Volume •Inlet Manifold Time Constant Intercooler Alternate intercoolers may be used. Cross-flow types are not recommended. Tuning adjustments may only be required if airflow changes significantly. MAF (Mass Air Flow) Sensor The standard MAF sensor provides adequate measurement range up to 650 HP (480 kW). If the standard sensor is placed in a larger diameter housing it is necessary to adjust the sensor calibration. The calibration can be approximated by using the squared ratio of cross-sectional areas of the original housing and the replacement housing. For example: Standard housing is 64mm, new housing may be 80mm Ratio would be 80/64 = 1.25 Squared Ratio would be 1.5625 (that is, 56% more flow at a given voltage reading) For best accuracy the sensor should be physically calibrated. The following M1 ECU settings must be adjusted to reflect such a change: •Airbox Mass Flow Bank 1 Sensor Calibration •Airbox Mass Flow Bank 2 Sensor Calibration Boost and MAP sensors The stock boost sensor has a range to 270kPa absolute, that is, 1.7 bar or 25lbs of boost. If higher boost levels are achieved, the boost sensor can be replaced with another which has a higher range. Boost sensors may only need to read down to 100kPa absolute. M1 ECU settings must be adjusted to reflect such a change: •Boost Pressure Bank 1 Sensor Calibration •Boost Pressure Bank 2 Sensor Calibration •Boost Pressure Bank 1 Sensor Voltage Filter •Boost Pressure Bank 2 Sensor Voltage Filter The stock MAP sensor may also be changed, however replacement MAP sensors should be capable of reading down to 20kPa. The following M1 ECU settings must be adjusted to reflect such a change: •Inlet Manifold Pressure Bank 1 Sensor Calibration •Inlet Manifold Pressure Bank 2 Sensor Calibration •Inlet Manifold Pressure Bank 1 Sensor Voltage Filter •Inlet Manifold Pressure Bank 2 Sensor Voltage Filter TECHNICAL SUPPORT MoTeC’s professional, race-grade electronics are sophisticated and therefore it is highly recommended that installation is performed by a professional installer.  It is NOT advised for the average installer.  An advanced understanding of electrical systems is necessary.  Fischer Motorsports will support all sales and also offers professional grade wiring harnesses and installation services for all applications.  We have 10+ years of professional race experience based upon MoTeC control and specialize in Power train, Chassis, Drivetrain, and Data programming both at our facilities, onsite customer dyno/track support, or even remote support.  Please remember that if you cannot find the time or finances to do the job right the first time, you will ultimately end up looking for time or funds to do it over again.  Select us or find a qualified installer, it will ultimately increase your results and minimize future expenses or downtime related to improper setup or installation. 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All returns and cancellations will be charged a 20% re-stocking fee. You must contact us via email and request for your case to be reviewed. RA numbers expire 15 days after they are issued. Items returned without an RA number or using an expired RA number will be refused. Please Visit Our eBay Store Or Contact Us For All Your MoTeC Needs THANK YOU