GPRP Drag

The following GPR Motorcycle features are designed specifically to work with motorcycles:

• Built-in real-time tilt angle calculation from commonly available 3-axis IMUs (Bosch MM5.10, Yamaha R1, E Lean all currently supported).
• Ability to correct wheel speeds for variation in tire circumference due to lean angle.
• Wheelie detection through suspension position conditioning.
• Rider compensation channels for traction control and engine braking.
• Engine braking strategy with open loop (minimum throttle position per gear and calculated engine speed) and closed loop (wheel speed differential with P controller) components. Uses track sectors to improve performance.
• PID traction control via wheel speed differential and percent slip. Multiple aim compensation and gain compensations available including lean angle, longitudinal G, wheelie state and rider trim.
• Multiple throttle grip conversion tables (engine speed x throttle grip position) selectable by gear position, rider switch and track sector.

• Gearbox shift request via up/down shift switch or shift lever force sensor.
• Gear shift control with ignition cut, fuel cut, ignition timing and throttle blipping.
• Launch control managing throttle limit and engine speed limit. Pilot based input with automatic output based on gear position.
• Front and rear suspension position.
• Rain light control strategy.
• Variable intake length support (Yamaha R1, BMW S1000RR).

• Operates 1 to 8 cylinder port injection engines.
• Configurable engine timing modes for many common engine types. See Supported Models section for current details.
• Configurable top dead center for each cylinder allows for odd-firing engines.
• Configurable ignition output pin for each cylinder allows for coil-on-plug or wasted spark and distributor ignition systems.
• Configurable integrated knock for each cylinder with 2 assignable knock sensors and selectable center 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 the engine efficiency map.
• Modeling of engine load based on intake manifold pressure and intake manifold temperature. Alternatively, for example when using individual throttle bodies, the throttle position can be used.
• Sensor calibrations available for many common automotive sensors.
• Fuel transient compensation using physical modeling of the fuel film or the rate of change of the throttle position.
• Nitrous system with two stages of actuation and additional fuel pumps, bottle heater control and pressure sensor.
• Transmission brake control functionality ('bump') for perfect motorcycle positioning.
• Supports MoTeC devices: ADR, E8XX, PDM, SLM, VCS.
• Test settings for most outputs, including injection and ignition outputs, to make setup easier.
• Turbocharger wastegate pressure control with pressure sensor and two PWM outputs.
• Configurable turbocharger boost control (using both a normal and inverted solenoid output).
• Supports turbocharger bypass valve control.
• Supports two cooling fan outputs (PWM controlled).
• Coolant temperature compensations for engine speed limit, ignition timing, fuel mixture and boost limit.
• Cooling pump output with PWM control.
• Coolant pump after-run functionality, optionally with additional pump output.
• Engine speed limitation with ignition cut-off and/or fuel cut-off.
• Fuel pump switched output.
• Fuel Flow Supply Sensor and Fuel Return Flow Sensor.
• Gearbox position detection via optional dual sensor or engine speed/wheel speed estimation.
• GPS acquisition and recording via CAN.
• Calculation of engine load temperature, allows correction of inlet air temperature (compensation for heat absorption effect, etc.).
• Distance, time and lap number via BR2, GPS or switched input, with split and sector options.
• Race timing system with compensation tables for ignition timing compensation, fuel mixture aiming, boost limit and throttle limit.
• Closed loop idle control system using ignition, pull-by-wire drive or idle solenoid.
• Idle bypass control with stepper motor supported.
• Average Engine Load Channel with tables for engine speed limit, ignition timing compensation, fuel mixture targeting, turbo limit and throttle limit.
• Assisted engine starting with dedicated fuel volume and idle compensation during crank start and post-start.
• Total engine running time for engine hour logging.
• Configurable security for multiple users.
• Setting the brake state using a switch or a pressure sensor.
• Setting the clutch state using a switch, a position sensor or a pressure sensor.
• Calculation of clutch slip.
• ECU internal G-force (acceleration) – longitudinal, lateral, vertical.
• The ECU CAN receive from a defined CAN ID for receiving data from MoTeC devices. Supports 1 CAN bus.
• ECU CAN transmits the most common channels using standard MoTeC CAN models plus a motorcycle specific GPR data set (contact us support@moteceurope.co.uk for more details).
• 8 configurable toggle switches and 8 rotary switches (wired or CAN input) with each of the 9 positions simultaneously mappable to all indexed switches.
• Analog tachometer output with configurable output pin and scale.
• Dual bank drive by wire throttle servo control.
• Accelerator grip sensor with several selectable translation tables according to gear and/or track position.
• Use of a throttle grip sensor or a throttle position sensor in the case of a cable throttle.
• Measuring vehicle speed using wheel speed sensors, estimation or GPS.
• Vehicle speed limit control system (based on DBW accelerator), which can also be used for well speed limitation.
• Configurable warning system with light output and CAN.
• Auxiliary timing system with tables for ignition timing compensation, fuel volume compensation and fuel mixture target.
• 4 auxiliary outputs for PWM control of actuators added:
  • Duty Cycle Tables Using Engine Rotation Shaft and Throttle or Manifold Pressure'
  • Activation based on intake manifold pressure or throttle position
  • Auxiliary Output 1 includes tables for Ignition Timing Compensation, Fuel Volume Compensation, and Fuel Mixture Target
• 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
  • Front and rear brake pressure
  • 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 manifold, bank 1 and 2 manifold and cylinders 1 through 8
  • Exhaust lambda via LTC, LTCN or PLM to manifold, bank 1 and 2 manifold and cylinders 1 to 8
  • Fuel pressure and temperature
  • Fuel tank level
  • Steering angle
  • Suspension position: front and rear
  • Transmission pressure and temperature
  • Turbocharger speed
  • Turbocharger inlet/outlet temperature
  • Turbocharger wastegate position
  • G-force (acceleration) – Longitudinal, Lateral, Vertical.
  • Front/rear wheel speed sensors, wired or CAN input.
  • Gearbox shift request via up/down shift switch or shift lever force sensor.
  • Gear shift control with ignition cut, fuel cut, ignition timing and throttle blipping.
  • Launch control based on switch input and gear.
  • IMU supports Bosch MM5.10 and Yamaha R1 OE fitment.
  • Pitch angle estimation via IMU input
  • Determination of the state of the horse

Engine efficiency

The engine efficiency calculation method has some differences when compared to the standard GPR firmware. The main change is that engine efficiency is calculated from two separate tables; Primary Engine Efficiency and Secondary Engine Efficiency. These tables are added together and multiplied by the Intake Manifold Pressure Engine Efficiency Compensation table to give the final Engine Efficiency value.

A typical setup for a normally aspirated motorcycle engine would be to use only the primary engine efficiency, with the secondary engine efficiency and intake manifold pressure engine efficiency offset set to zero. However, it is very common for OE engine management systems to use these two tables together, with the lower load being managed by the secondary engine efficiency table (intake manifold pressure load) and the higher load being managed by the primary engine efficiency table (throttle position load).

Supported Models: