ADL Seminar 2008

The above program is an outline of the topics covered in today’s seminar. If you have a question at any stage, feel free to ask.

Copyright MoTeC – 2008

MoTeC ADL Training Seminar

Our main products:• Advanced Dash Logger - ADL2• Sport Dash Logger – SDL• Advanced Central Logging System – ACL & VIM• M4 Engine Management System (ECU)• M48 Engine Management System• M400 Engine Management System• M600 Engine Management System• M800/880 Engine Management Systems• 8 Channel CDI System • Professional Lambda Meter – PLM• Power Distribution Module – PDM



• Number of gauges that can be installed and monitored is limited– Each additional sensor requires a new gauge to be engineered into

the dash. Each gauge also adds weight to the vehicle• Warning lights are used to indicate abnormal conditions, generally one

light per warning source• May need multiple sensors: one for ECU, one for the gauge and one for

a warning light• Limited sensor history is available to show ranges of operating

conditions (Max RPM, etc.)



Starting to get out of hand here. How can the driver be expected to monitor all the dials and gauges in case there is a problem?



• Displays data on important drive-train parameters• Displayed data can change to allow easy viewing of vehicle status• Displayed data can change based on sensor readings• Normal values of all data can be assumed by viewing one instrument. A

digital dash continually scans all gauges and abnormal data can be automatically displayed, and warnings generated, based on sensor data

• Only one warning light is required to alert a driver of any problem -source of warning can be displayed on the dash

• Extra sensors can be added simply by connecting 2-3 wires to the dash, no other mechanical changes necessary. Lighter weight than analogue instrumentation

• Data statistics available at end of session



Data Logging is used to record quantitative data (facts) about vehicle performance (drive train and chassis).• Monitor the drive train in all parts of a lap to look for unusual changes• Confirm ‘gut feel’ and driver feedback about what is happening in the

vehicle• Sampling rate is determined by the sensor being logged - must log fast

enough to record important data variations• Maximise information available in a test session. Datalogging will record

everything that happens. • Data can be used for future setups and as comparison with other

drivers.• Help diagnose faults and optimise performance, e.g. check fuel and oil

pressure are stable during the session - no surges• overlay speeds before and after a chassis change• measure oversteer/understeer at individual corners for planning chassis

adjustments• Measure braking ability of vehicle (and driver)• Compare all elements of a lap against a reference lap to understand

chassis changes, driver technique, tire performance, etc.



• Some of the sensor types that can be measured by the ADL include:• Rotary or linear potentiometers• Signal conditioned 3 wire pressure sensors• Thermocouple amplifiers (Typically K-type Thermocouples are used that

will accurately record temps from 0 to 1250)• 0 - 5V Accelerometers• Two wire thermistor (variable resistance) temperature sensors• Two wire variable resistance pressure sensors• Bosch LS11 Wide Band Lambda sensor• Hall effect, Magnetic (wheel speed, engine RPM)• Switches• Period and pulse measurement



• While a software and resource CD is included with MoTeC products, as the software is regularly updated, it will become necessary to download the latest software from the MoTeC website. Go to www.motec.com.au and follow the links or go to http://software.motec.com.au/release

• Next to each software item are two links. The first “US Server” is intended for customers in the Americas, while “AU Server” is for local customers. If there is a problem with one, then the other can be used.

• To download software, click on the link and a dialog will appear asking if you would like to open the file or save it to your computer.

• Choose ‘Save’ and a ‘save as’ file dialog will then appear. Save the file to a location on your pc – the ‘desktop’ is suitable. The file will then begin to download. The time taken for this can vary widely and will depend on the speed of the connection to the internet.

• Once the file has been downloaded, it needs to be ‘run’ to install the software. Find the program in the location it was downloaded to and double-click on it to run the installation.

• It may then also be necessary to upgrade the firmware in the dash. Details on this are included below.

• To be informed of the latest software release you can join the MoTeC software announce mailing list by sending an email to [email protected]



The dash firmware is field updateable so that new software features may be added as they become available. This means the unit does not need to be sent back to any MoTeC office and can be done by all users.

To communicate with a laptop, the major version being run on the laptop has to match that of the firmware in the dash. When calling or emailing MoTeC for support it is helpful to tell us both the Dash Manager software version and the dash firmware version that you are running.



When upgrading the ADL2 or SDL, it is useful to have a copy of the current configuration on your laptop. Since version 3.0, Dash Manager includes the option to automatically upgrade the config in the dash. However, it is still recommended that you download a backup first if possible.To do this:1. Open the version of DM that matches what is currently in the dash and

select ‘Get Configuration’ from the Online menu

2. Save the config to your PC.

3. Close DM and then open the newly installed (latest) version

4. From the ‘Online’ menu select ‘Upgrade Dash Version’ – this sends the new control software to the dash. There is an option to automatically upgrade the config file that is in the dash.

5. Click on ‘Upgrade’



Various options allow the dash to be configured as a simple stand-alone Display or a Data Logging and Display System. The configuration of the ADL/ADL2/SDL determines exactly how it operates. The strength of the ADL lies in its flexibility of configuration. All aspects of the ADL may be configured including, which sensor is connected to which input, calibration for each sensor, what to display and where to display it, what to log and how fast to log it for example. There are also a number of pre-defined functions for common operations, such as gear detection and fuel prediction. More complex functions can be generated with 2D & 3D tables and channel math operations on channels.

The ADL2 can perform a range of calculations to generate data for display or to control external devices. Examples include:• Simple shift lights• Gear dependent shift lights• Gear Detection• Down shift light• Lap Times• Minimum Corner speed • Maximum Straight speed• Thermo fan control, Diff oil cooler



The ADL will operate over a wide voltage range, and is protected against over-voltage on the inputs and short circuit on the outputs.The ADL is protected against all voltage transients that may be generated in an automotive / motor racing 12V environment. But don’t reverse the battery +ve and –ve wires…(note: this will blow the internal fuse there to protect against this eventuality. No damage to the ADL, but it will need to go back to Motec to have the fuse replaced)



The ADL has a range of options available to upgrade the system beyond the standard version. Options may be enabled at any time by entering a password obtained from MoTeC. The standard ADL has 22 out of 48 pins available for input and output and 1 Mbyte out of a possible 8Mbyte (4 Mbytes on the ADL-4) of logging memoryOptions include:• 30 I/O and 50 I/O: This enables additional input/output channels - see

table on page 25 for details• Lambda: enables wide band lambda inputs to read 2 Bosch LSM (4

wire) sensors• Memory Upgrades are incremental starting 1Mbyte to 2 Mbytes, 4Mbyte

and 8 Mbytes of logging memory• 4Mbytes of logging memory enables burst logging and fastest lap

logging capability• Pro Analysis: Allows use of i2 Pro - advanced analysis software with

extended maths, additional overlay laps, video/data synchronisation and playback, unlimited display layouts

• Telemetry: enables the ADL to send telemetry data to a PC• Remote Logging: Realtime logging of Telemetry data to PC via a remote

or local communications link.



The ADL2 has a range of options available to upgrade the system beyond the standard version. Options may be enabled at any time by entering a password obtained from MoTeC. The standard ADL2 has 28 out of 48 pins available for input and output and 8 Mbyte out of a possible 16Mbyte of logging memoryOptions include:• 50 I/O: This enables additional input/output channels – see table on

page 25 for details• Lambda: enables wide band lambda inputs to read 2 Bosch LSM (4

wire) sensors• Memory Upgrade to 16 Mbytes of logging memory• Burst logging capability as standard• Pro Analysis: Allows use of i2 Pro - advanced analysis software with


• Telemetry: enables the ADL to send telemetry data to a PC• Remote Logging: Realtime logging of Telemetry data to PC via a remote

or local communications link.



The SDL has a range of options available to upgrade the system beyond the standard version. Options may be enabled at any time by entering a password obtained from MoTeC. SDL upgrade options include:• Lambda: enables a single wide band lambda input to read a single

Bosch LSM (4 wire) sensor• 8Mb logging – it is possible to order an SDL without memory making is

“display only”• Pro Analysis: Allows use of i2 Pro - advanced analysis software with




High resolution inputs allow all types of sensors to be directly connected and measured accurately over a range of 0-15V. All analogue inputs can be calibrated using one of several measurement methods. These include:• Absolute: sensor output is independent of the supply voltage. This

measurement method is used for G sensors, thermocouple amplifiers and all other signal conditioned sensors.

• Ratiometric (5V): sensor output is proportional to the supply voltage. This is used for resistive sensors such as VDO pressure sensors, TPS, suspension position

• Variable resistance: sensor and pull-up resistance may be entered directly

• Logic: the high and low voltages may be entered if the analogue input is connected to a binary (on/off) channel

Analog Voltage Inputs (x20)• Inputs more suitable for 3 Wire Sensors• Input Resistance : 100k to 0VAnalog Temp Inputs (x8)• Inputs more suitable for 2 Wire Sensors• Input Resistance : 1k pull-up to 5V Sensor supply and 100k to 0V



High resolution inputs allow all types of sensors to be directly connected and measured accurately over a range of 0-5.5 or 0-15.3V. The smaller voltage range gives increased resolution for these inputs. This can be an advantage for measuring such things as suspension movement.

eg: With the ADL, on a 100mm linear pot with 5v supply, you previously had .075mm resolution when used with a high resolution suspension channel. With the ADL2, you now have .027mm resolution for the same sensor on a 5v supply.

These are very small changes in position, so why is it useful to be able to measure suspension positon down to such a small changes? Because we are interested in damper velocity and maximising resolution of damper velocity data.



High resolution inputs allow all types of sensors to be directly connected and measured accurately over a range of 0-5.5 or 0-15.3V. The smaller voltage range gives increased resolution for these inputs. This can be an advantage for measuring such things as suspension movement.eg: With the ADL, on a 100mm linear pot with 5v supply, you previously had .075mm resolution when used with a hires suspension channel. With the SDL or ADL2, you now have .027mm resolution for the same sensor on a 5v supply.All analogue inputs can be calibrated using one of several measurement methods. These include:• Absolute: sensor output is independent of the supply voltage. This

measurement method is used for G sensors, thermocouple amplifiers and all other signal conditioned sensors.

• Ratiometric (5V): sensor output is proportional to the supply voltage. This is used for resistive sensors such as VDO pressure sensors (with pull-up), TPS, suspension position

• Variable resistance: sensor and pull-up resistance may be entered directly• Logic: the high and low voltages may be entered if the analogue input is

connected to a binary channelAnalog Voltage Inputs (x10): Input Resistance 100k to 0V, more suitable for 3

Wire SensorsAnalog Temp Inputs (x4) Input Resistance 1k pull-up to 5V Sensor supply and

100k to 0V, more suitable for 2 Wire Sensors



Analogue Voltage (AV) and Temperature (AT) input calibrations include 3 options for the “measurement method”. It is important to select the correct method for the sensor that is connected to that input. Drawing supplied with Motec sensors should include the measurement method as a part of the calibration information.

Ratiometric: the input voltage is measured as a ratio of the 5V sensor supply. There are always small variations (+/- 0.02 V) on a voltage supply rail. This will affect the readings on such sensors as throttle or damper pots where the output from the sensor is proportional to the input voltage. If this small ripple on the supply is not taken into consideration, then a sensor will appear to be moving even when it isn’t. This may be negligible on a throttle pot (where 0.02V may not be enough to trigger a change of 0.1%) but it will affect such things as damper histograms. Selecting this method will ensure the minute changes in the supply voltage do not effect the sensor reading.

Absolute: Sensor output is read directly and is independent of the voltage supplied to the sensor. This is commonly used for sensors with electronically conditioned outputs such as G sensors and thermocouple amplifiers.

Variable resistance: sensor and pull-up resistance may be entered directly, generally used for variable resistance temperature sensors wired with a pull-up resistor. When entering the calibration, the measured voltage is converted to a resistance in the table.



The two high accuracy, fully temperature compensated Wide Band Air Fuel Ratio measurement inputs may be used if the Lambda Option is enabled.The Lambda input can determine if the sensor is cold, and the sensor includes a heater element to allow for mounting in a wide range of locations.These inputs connect directly to a MoTeC Wide Band Lambda Sensor and are accurate to 1.5% up to 1.2 Lambda under all load and temperature conditions.

PLEASE NOTE – This is not the same as the Bosch LSU or NTK UEGO sensors used in the M800 and PLM.



Useful for dash input buttons, or other on/off sensors. Sensors normally switch to ground as there is a ‘weak’ internal pull-up to 5V.Output Characteristics

Pull-up Resistor : 4700ohm to 5VMeasurement Methods : Off/ On only

External ButtonsA number of external buttons are required for various functions of the ADL. These buttons are normally wired to the ADL Switch Input pins, but may also be wired to the Digital or Analog Inputs if the Switch inputs are occupied.



Use switch to ground or drive with an open collector device (e.g. Hall Switch).Internal Pull-up Resistor : 4700ohm to 5VAll digital inputs can be calibrated using one of several measurement methods. These include:• Beacon - used for lap marker to generate lap times for display and

logging• Frequency - used for wheel speed or RPM measurement• On/Off (Logic) - used for buttons, brake switch, etc.• Period 1 / 100us resolution b/w rising edges• Pulse Width 1 / 100us resolution – pulse low time• Count - count the number of events that occur. The count returns to

zero when the maximum value in the calibration table is reached• Phase Difference: Use 2 inputs (combination of digital and Speed) to

measure the phase difference in degrees between 2 input signals. eg: for ignition retard, tailshaft or axle twist



HALL ModeUse switch to ground or drive with open collector devicePull-up Resistor : 4700ohm to 5VMeasures pulse width High time and period between falling edges

MAGNETIC ModeUse with two wire Magnetic sensor (Variable Reluctance sensor)Input Resistance : 100k to ground (No Pull-up)Programmable trigger levels, variable with channel value

Factors affecting Mag sensor output voltage:sensor design (number of windings)distance between tooth and sensorspeed of tooth past sensor



The ADL/ADL2 have 50 input and output pins in total.Basic configuration for the ADL2 analog and digital channels are:• 10 Voltage• 4 Temperature• 4 Switch Inputs• 2 Digital Inputs• 4 Speed InputsMore inputs are available when the 30 and 50 Inputs & Outputs options are enabled. These allow the Lambda inputs to be used as 0 - 1V differential AV inputs if the Wide Band Lambda option is not enabled.

The ADL2 comes with the equivalent of 30 I/O as standard.

All dashes come with RS232 and CAN communications as standard.



The SDL comes with a total of 22 inputs and outputs as standard. A single wideband lambda input is available as an optional extra. the SDL comes with Serial and CAN communications as standard – users can select communications templates from a list that has been provided with the installation.



Input and measurement resolution.If you had a 100mm damper pot to an AV inputADL input resolution is 12 bit over 15V, giving 3.74 mV / step.Over 5 volts this is, 5/0.00374 = 1337 steps. 100mm / 1337 = 0.075mm per step.

High Resolution Inputs on ADL2 and SDLThe ADL2 has 8 higher resolution inputs (AV1 to AV4 & AV11 to AV14) thatmeasure 0 – 5.5V. These are particularly useful for suspension positionmeasurement to improve suspension velocity histograms.

The input resolution has been increased by a factor of three by reducingthe input measurement range from 15V to 5.5V. With the ADL2, you nowhave 0.027mm resolution on a 100mm linear with a 5v supply. With theADL8, you previously had 0.075mm resolution for the same sensor

Note that voltages above 5.5V will not damage these inputs but they willnot read correctly and will cause erroneous readings on other inputs.



Absolute Pressure: Measures pressure relative to vacuum (absolute zero pressure). Reads about 101 KPa in open air – atmospheric pressure.

Gauge Pressure: Measures pressure above current atmospheric pressure.

eg: a boost pressure sensor that measures gauge pressure might show 1.5 bar of boost. The absolute pressure sensor reads 2.5 bar at this pressure

SensorsRow 1: pitot tube, Delco MAP, 5 Bar TI MAPRow 2: Honeywell, TI Nitro, installed brake pressure



EGTs come in either ‘open tip’ or ‘closed tip’ versions.The closed tip are more robust and will last longer, but they have a slower response than the open tip sensors.

SensorsRow 1: Infrared tyre temp, infrared brake temp, infrared brake tempRow 2: Delco Air temp, EGT, installed Bosch water temp



SensorsSingle Axis G force, Gear lever strain gauge, Bosch yaw rate



Channel OverviewChannels are used to convey information between the various systems of the ADL. For example an input pin may feed a channel called “Engine Temperature”, this channel may then be used by any other system, such as the Display or Data Logging systems.

Channel ListMoTeC has defined an extensive list of channels. All systems within the ADL that generate values must choose to feed one of these channels.

Channel UsageThe ADL channel scheme allows complete flexibility in channel usage, as any available channel can be used by any other function, i.e. any channel can be logged, displayed, used in conditions, used in alarms, used as an input to the general purpose tables, etc.



An extensive list of channels have been predefined. Predefining the channels allows them to be uniquely identified so that comparisons may be more easily made between channels in the analysis software, as well as allowing other aspects of the channel to be fully defined. The channel definition includes all information required for the ADL dash logger to read, process, display and log information from the vehicle.The units for a channel may be selected from a predefined list e.g. Engine Temp may have units of C, F or K, The units are used for display purposes only. This means that the units may be changed at any time with out effecting the calibration of the channel. Also the units shown on the Dash display may be different to the units used for calibration of the channel.The resolution of the predefined channels is fixed, e.g.. Engine Temp resolution is fixed as 0.1 degrees C. This allows easy comparison of channels because engine temperature always has the same resolution, independent of the chosen units.Channels may be user defined if necessary, however it is best to choose from the extensive list of predefined channels if possible.



This example illustrates the flexibility of the ADL Dash Logger. The following sources have been connected:• Data from an ECU has provided the Throttle Position and RPM

channels. • A G sensor has been connected to analogue voltage input (AV1) and

assigned to the Lateral G (G lat) channel. This input would then be calibrated to match the sensor.

• A wheel speed sensor has been connected to a speed input (SPD1) and connected to the Road Speed channel. This input would then be calibrated for the number of teeth and the tire rolling circumference.

The following functions were then used:• An alarm was defined for RPM. This alarm will flash “Over Rev” if RPM

exceeded a programmed value. The alarm output was connected to the Warning Light (WarnL) channel.

• The current gear was then detected from RPM and Road Speed and connected to the Gear channel.

The channels were then used as follows:• displays: RPM on the bar graph and gear on the gear numeric• outputs: Warning Light was used to flash Aux1• logging: Throttle position, RPM Gear and Lateral G



Please note the name of your current configuration file is listed on the top menu bar.

Locale FileAfter installing Dash Manager software, the first time the software is run, a dialogue will appear asking you what ‘locale’ file you want to use, with a choice of:All channels metricCommon channels in PSI, F, MPF, InCommon channels in PSIDrag Racing

By default all channels in the ADL are treated as Metric. while it is possible to change the units used for any particular channel by using the ‘Edit channel’ feature, the locale file offers a way to change the units for a large group of commonly used channels Select the one most appropriate to your application. The selection can be changed at a later date by going to ‘Tools – Options’ and selecting a different locale file.



A rough guide to an setting up an initial ADL2 configuration is to work across the menus starting at the Inputs, going down the menu, then across to the next one. Each config will be different, but this can be summarised very briefly as follows:

•Configure the sensor inputs and calibrate sensors•Add serial or CAN templates if receiving data from an ECU or other device•Calculations Menu: For circuit racing Lap Time-Number and the Ground Speed – Lap Distance calculations are essential, everything else is optional.•Functions Menu: Logging (choose channels, set the start and stop logging conditions), Display and Alarms (most likely) are essential, again the rest is optional.•Test everything. Send the configuration to the dash and test sensor readings (Monitor Active Channels), output functions and even conditions by simulating channels (more on this later)



Config files have their version number as their extension.

The open file dialogue can be used to open configs made with previous versions of dash manager.



1. From the main screen select “ File “ then “ New “The New window appears where MoTeC has standard templates for you to choose from.

2. For this example highlight the “ ADL Basic - General Purpose ” option and then click on the “ OK “ button.

3. This gives us a totally empty configuration to work with, the other options include some pre-set channels.



Please use this space for any notes



The first thing you must do is set up the inputs channels so the ADL has data to work with.1. From the main menu select “ Inputs “ then “ Input Pins “ In this menu

you choose the input pin type and calibrate the sensor. To choose the pin type, just click on the different pin heading tabs at the top of the form.

2. The Example above shows that AV1 (Pin 45) has been selected for “lateral G” This channel was found under the section “Car sensors”. The channel list has been divided up into suitable subheadings. As you can see under “car” there is then a subheading for Aero, Axles, brakes etc.

3. After Selecting a channel the next step is the calibration. If you are new to the dash it is worth taking time to expand the different sections of channel names to see where they all are. To do this you either double click with the mouse or use the right arrow key.

4. You can define your own names if you can’t find the one that suits your function. To do this select the Options menu and Channel Settings or by clicking on ‘Edit’ once a channel is selected. You are then presented with options to change the name and units for that channel.



The Input Pins screen now shows that a channel has been assigned to it.This is not yet calibrated.There are 2 ways of calibrating a sensor. You can click on the “ Change “ button and manually calibrate the sensor or click on the “Select “ button for a list of known calibrated sensors.

The above sheet shows two examples of calibrating voltages. Where a calibration file for the sensor is not available one can be created. This can be either from information from the manufacturer or as shown on the next page from a practical application.Analogue voltage pins will read absolute, ratiometric, and variable resistance with added resistorAnalogue temp pins have inbuilt 1000ohm pull-up resistor and will read ratiometric and resistance. However will not take absolute voltage without adding a resistor to the input to pull the value down.

Some standard three wire sensors will read better on temp pins if the 5V signal is removed and calibration is done as variable resistance (eg throttle, steering).For the MoTeC G sensor the scaling should be 250mV per G



1. Generally for calibration of linear sensors a max/min measurement is taken and the points are interpolated. The above example shows a simple way to calibrate such a sensor for steering angle.

2. We know that at maximum lock the steered angle is 13 degrees By turning the wheel to full lock we enter the number in the right hand column for the number of degrees.

3. By Pressing the Read Value button the voltage from the signal wire is read into the ADL and displayed in the left column

4. This procedure is repeated for straight ahead and the opposite lock

Steered Angle vs Steering Wheel AngleNote the difference between Steering Wheel angle and Steered (tire) Angle –one can be generated from the other using a 2D table – the relationshipmay or may not be linear. Steered Angle is used by i2 for an oversteer calculation.



The switch, digital Inputs and the wheel Speeds must all switch to ground to trigger.

1. In the above example the beacon is wired so that when it receives a signal from the Beacon transmitter on the pit wall it will switch the input pin to ground. Note that the Transmitter and receiver must have the same numbers set for TENS/UNITS/MODE for it to work. Also check who else has the same number to ensure you get the correct lap time.Also Place the beacon at the Same Location each time you go to that track.

2. The rpm calibration counts how many pulses per revolution and then converts this to rpm for the dash. NOTE The ADL must receive a conditioned signal such as an output specifically for electronic instruments (such as MSD) or many ignition drivers have a TACHO output. DO NOT CONNECT THE DIRECT COIL PULSES TO THE ADL.

3. The wheel speed pulses are used for one of the most important channels in the ADL. Wheel speed calibration is shown in more detail on the next slide.



The Wheel Speed sensor along with the beacon and lateral G are used for creation of a track map and for driver overlays. The wheel speed can be integrated to create the distance traveled in one lap. If the wheel parameters are entered incorrectly not only the speed is incorrect (Though this can be corrected in using maths in i2 Pro) but the overlays will show inconsistent distances. eg: an error of only a quarter of an inch will show a 5mph difference above 100mph.

It makes sense to ALWAYS check the tire which has the speed sensor fitted. Keep common sizes on a handy checklist or a spreadsheet on the computer.

After Any Changes the file should be saved using either the File menu and the Save command or by clicking the Disk icon on the toolbar.

Remember to send the updated config to the dash by using the F5 Key

Measuring Rolling Circumference



E8888 x EGT thermocouple inputs (with 2 CJC inputs)8 x AV inputs8 x Aux Outputs4 x Digital Inputs2 x Switch Inputs

E81616 x AV inputs8 x Aux Outputs4 x Digital Inputs2 x Switch Inputs2 x AT inputs

The expansion boxes are connected via CAN bus.Inputs and Outputs are configured as if they were connected directly to the ADL – there are extra tabs in the input pins setup.SDL: Note that when connected to an SDL, only the 8 thermocouple inputs are available from an E888



The ADL may be fully integrated with a MoTeC Engine ManagementSystem (ECU), which avoids duplication of sensors and allows logging ofmany ECU channels.In order to allow a reasonable update rate of the data sent from the ECUto the ADL the number of items is limited to 48 items, this results in anupdate rate of about 20 times per second.Note that the connection from some ECUs* to the dash requires an ECUComputer Interface Cable (CIM kit) to convert the ECU signals to RS232levels.Metric Calibration is required in the ECU otherwise special scaling isrequired in the Dash Comms Set-up.CAN CableThe CAN interface is used for: ADL configuration, unloading log memory,and receiving data from other devices. The CAN cable plugs into the PCParallel Port (Printer port) which must be set-up within the bios of yourcomputer to be “bi-directional”

The ADL can receive information from an ECU or other device such as aProfessional Lambda Meter or GPS system providing the correct protocolhas been implemented.

*M8, M48 and M4s with serial number < 3000 require a CIM kit.



The most common form of communications found on ECUs with data-streamsis RS232. This is being replaced by a much faster network called CAN. Theadvantages of a digital connection is reduced wiring in the vehicle with 30-40channels being sent along two wires as opposed to feeding maybe up to 60wires through the bulkhead. It also allows you to increase the sensor count onthe vehicle more cost effectively.In the above example we are connecting an M4 to the ADL and selecting dataset 5. Note: the data set and baud rate must also be configured in the ECU sothat it matches the ADL configuration.The RS232 connection to the ADL is made on Pin 79. Typically MoTeC willprovide all the cabling required for this operation but notes on how this can bedone can be found in the ADL online help. Simply Select Help and then selectTopics type the search word communications.If you wish to use a device not listed or have specific channel requirements withan ECU that is listed, MoTeC will be happy to work with you and if needed themanufacturer of the product to arrive at a solution.The appropriate parameters must also be correctly set in your ECU. Also notethat you can only communicate with one device at a time via RS232. Thismeans if you are trying to map the engine then no data will transfer to the dashas you are interrupting the comms line. (i.e. the dash will not display channelstransmitted on the data stream) This is not a problem with CAN or whenconnecting to the ADL2 on USB.



Parameters:The parameters on the Advanced comms screen may need to be adjusted if Telemetry is being used.

The Telemetry Rate is the baud rate at which telemetry data is being transmitted. This should be set to match the baud rate of the devices used for transmission. If this is a GSM modem, then it may require a transmission control channel to indicate to the ADL that it can begin transmission.

For both RS232 and CAN data, having a Diagnostic Channel can be useful if there is a problem.

Received Channels:If using a predefined template, then the parameters for the channels being received should not be changed. If creating your own template (most likely on CAN) then the screen is set up according to the parameters of the data stream. Again, Motec can provide assistance in establishing a new CAN or RS232 data template.



As noted, it is possible for Motec to generate a comms template to match the data being received. While for RS232 data a captured sample of the datastream is required, it is possible to generate a comms template for a CAN datastream providing enough information is supplied.

The screen capture above shows what the setup looks like in Dash Manager. The following information would be required for a CAN datastream:Base Address: One or moreCompound IDs: Is compound addressing used?Byte order: Normal (little endian/Intel) or Word Swap (big endian/Mac)Channels: What channels are transmitted in each packetOffset: What is the offset (in bytes) of each channel in the packetLength: Length of each channel in bytesScaling: How many ‘units/bit’, is there a +/- offset



These are predefined functions to suit racers and simplify configurationLap Time and NumberUsed to set up the beacon, lap counters, lap time options such as reset conditions and output channels. Split beacons (if used) are configured here also.

Speed and DistanceUsed to set up the calculations for Ground Speed, Wheel Slip, Lap Distance, Trip Distance and the Odometer. It is important to activate the Ground Speed calculation so that the distances are calculated. This is intended to be the actual vehicle speed, rather than that of a single wheel.

Lap Gain / LossThe Lap Gain/Loss system calculates a running gain or loss time of the current lap compared to a reference lap. Ie: how far ahead or behind the vehicle is compared to the pre defined reference lap. This is continuously updated as the vehicle proceeds around the track. The Running Gain/Loss is reset each time the vehicle passes the beacon.Due to the way the reference lap system works, the reference lap can only be generated by Interpreter using a post processing procedure.



Beacon TroubleshootingReceiver1. Does the receiver have power and connected correctly? The red LED should “blink” when plugged in or when the dash power is turned on, then stop blinking. If there is no blink when turned on, it’s not getting power. f it continues to blink there is a problem: 2 blinks = no CAN, 4 blinks = no Digital output wire2. Is the receiver aligned? Make sure the eye of the receiver has a clear opening. Check the alignment before going out on the track. It should be level and pointed out at the same height as the transmitter.3. Which side does it belong on? This might be different from track to track. 4. Are there any obstructions in the view? Tinted glass or normal car glass will block infrared light, preventing the receiver from picking up a signal. Polycarbonate windows are generally safe.5. Is the code set correctly? Check the code by waving the transmitter in front of the receiver and look for lap times. When waving more than once, remember that there is a delay time set in your config (5 seconds by default). When changing the code, the transmitter needs to be power cycled (unplugged and reconnected).Transmitter6. Insure the battery is charged. Many times it will appear charged, but will only last half the day. The MoTeC transmitter light should be green. An orange light specifies the battery has only 10.5 volts, and a red light means the battery is too low.7. Is the transmitter aligned properly? Place the transmitter as close to the track as possible. It needs to be at the same height and angle as the receiver. his can be difficult if the track is banked!8. Are there other transmitters nearby? Make sure there are no other transmitters within 5-15 feet.9. Check the transmitter half way through the day. This is important, not only for other transmitters placed too closely but also the battery. If another class runs after yours, many times their transmitters won’t be out for your first session.



GPS receivers are becoming more popular in racing due to their ability to capture the global position of your vehicle as latitude, longitude and altitude. Logging this data provides the line driven around a race track making it easy to overlay the driven lines from lap to lap and compare lines through a corner to, for example, entry and exit speeds.

To add to this further, the inside and outside edges of a track can be plotted by logging the GPS data while driving these lines. This data can be used later to show an actual track, overlaying the race lines then shows where on the track the vehicle is in relation to the edge and if the driver is using all of the available space to maximise corner speed.

Another use for GPS in motorsport is to create beacon points based on latitude and longitude for lap timing. The logging device is configured with a coordinate and when the vehicle passes that point a beacon is triggered.

RequirementsGPS receiver that transmits data via RS232 (NMEA messages RMC and GGA)MoTeC logger - ACL v1.30C, ADL2 v4.42T or SDL v1.60E. Note: Not compatible with ADL.i2 standard or i2 Pro v1.02.0019 or later



You need to decide under what conditions lap number and time should be reset. You can do it each outing (perhaps whenever rpm goes to 0) or each session (requiring a manual reset, eg: holding the alarm button for 3 seconds).



Speed CalculationsRolling Speeds (eg: FL and FR) -> Ground Speed

Optional Longitudinal G correctionDriven Speeds (eg: RL and RR) -> Drive Speed

Ground Speed and Drive Speed -> Slip

Ground Speed -> Distance Calculations

Drive Speed -> Gear Detection

Drive speed is usually taken as some balance ratio between the two wheel speeds. Specifies the balance ratio to use when using the Balance calculation method. 0% = Slowest Wheel. 100% = Fastest Wheel. 50% = Average of Fastest & Slowest.



The Lap Gain/Loss calculation is used to compare the current lap beingdriven with a previously stored lap – the ‘Reference Lap’. The outputchannels will then tell the driver if he is ahead or behind the reference lap,the final difference between the current lap and the reference lap and givea predicted lap time that is continually updated.

The reference lap is created from an existing log file using i2 and it mustthen be uploaded into the ADL from the online menu. Once sent, thisreference lap is used until another one is sent. The lap distance channelmust have been logged to create a reference lap.

The Gain/Loss channels provide the driver with real-time performanceinformation, which is particularly useful during a qualifying session. Itprovides them with a constant update of their lap performance, and allowson the fly decisions to be made with regards to aborting a lap, and savingtyre life or restricted lap running. Additionally, the “predicted lap time” canagain be used by the driver (or the team if using a MoTeC real timetelemetry system) to make instant decisions during the course of a lap orqualifying session.

Note that an incorrectly calibrated wheel speed or lap distance channel willeffectively render this information useless!



The Gear Detection often causes problems as people forget that each time a tire is changed and/or ratios are changed, the ADL must be updated and the NEW configuration sent to the dash – assuming gear is being calculated from speed / rpm and not directly from a voltage sensor.

Gear will only be displayed if:• The correct tire size is entered (correct wheel speed calibration)• The correct Ratios are entered in the details editor [File Menu] [Edit

Details] Gears Tab• You have gone to the gear detection page and clicked [Calculate]



1. The Output Channel Gear is selected from [ADL generated channels][GEAR]

2. The acceptance delay applies a filter, otherwise (especially forspeed/rpm method) the fluctuations in rpm during the change willcause it attempt to show more than one gear.

3. The method can be either derived from speed and a rpm signal orpurely from a sensor

4. If the details are entered (as shown on previous page) for the ratios andthe correct circumference of the tire is entered, pressing the Calculatebutton will update the speed/rpm ranges for the dash.

5. A dialog appears asking the user to confirm the details – pressing onCalculate (again) then updates the information in the Gear Detectionscreen.



The ADL can calculate fuel consumption figures using either a channel from an ECU, or from a fuel level sensor.There are three calculation methods, each slightly different with ‘Incrementing Fuel Used Value’ being the most common and widely supported by different ECUs.

MoTeC ECUs transmit “Fuel Used (RAW)” in 10ml units, eg: a value of 15 on the input channel corresponds to 150ml. As the calculation is done in ml’s, this means that the RAW Fuel Used value must be multiplied by 10, giving a scaling of (+0)*10/1

The Fuel Used value is stored in permanent memory so that if the ADL power is removed the Fuel Used value is maintained at next power on. If the fuel used figure stops updating for 4 seconds and it has been at least 10 minutes since it was last saved then it will be saved. RPM is not used in determining when to save the fuel used.

The Fuel Used is only zeroed when the reset condition becomes true.Check the boxes under the other tabs to select the channels you wish to have calculated, eg: Fuel user per Lap, Fuel Remaining.



For example, Minimum Corner Speed can be used as a display override and displayed to the driver on exiting a corner. During a practice session this would allow a driver to see if they are carrying speed through a particular corner – immediate feedback on each lap rather than later analysis.



Here the table is used to generate a percentage (duty cycle) from a speed channel.Often used in Porsche Cup to convert from ‘throttle position degrees’ to a TP% channel.

The hysteresis value specifies that the input channel should change in steps. When the channel input exceeds that tabulated value by the hysteresis amount, the table input will jump to the next value. For majority of cases this can be left as zero.

Up to 20 values can be entered in a table to approximate a non-linear curve.Eg: wheel position from suspension position when there is a non-linear motion ratio.or, RPM based pressure channel as an oil pressure alarm threshold.



As the name suggests – this table takes the two specified input channels and then produces an output by means of a look-up table.

The inputs can be direct input pins or the outputs from previous tables or other functions/calculations.As per the 2D table, up to 20 values each for X and Y can be used, giving 400 possible sites.

Eg: Air Temp vs RPM PWM % to control water injection system (duty cycle control of an injector).Or the brake bias percentage from brake pressure font and rear.



Timers can either count up from 0 or a pre-determined value, or down from any value to another value.

The Start and Stop conditions are edge sensitive. This means that to start, the condition must go from false to true (regardless of the stop condition) and to stop, the condition must go from false to true. It is the transition that matters, not the actual state of the condition.

Resolution can be altered depending on the output channel used (eg: any of the GP channels, including timers, have different dps).

Eg: start a timer when the ‘pit speed limit’ button is pressed.



Eg: to give a 0 – 400m time;Start when G-Long > 0.3 and Engine RPM > 3000 rpm ands Ground Speed >0.2 km/h (or something suitable depending on data)Stop when Lap distance >= 400m

Or for a 0 – 100 km/h time;Start when Ground Speed > 0.2 or G-Long > 0.1Stop when Ground Speed > 100.0 km/h



Conditions are used for many purposes throughout the setup of the ADL. This function allows you to set up a single comparison or combinations of comparisons to generate an On/Off (True/False) output channel. These can then be fed into other parts of the config, for example to control an output, or start a timer. Especially useful if the same condition is used more than once – saves defining it again.

The example above shows a the setup for a channel that is used for thermo fan control. It includes a hysteresis value of 5 degrees – ie: switches on at 90 degrees and off at 85.



Before you get to i2, the ADL has 10 possible maths channels (the ADL2 has 20) that can be viewed, used or logged as a pre-written math calculation while on the track.The inputs of the functions can either be fixed numerical values or channels.The output can be condition based – ie: calculation is only performed under specified condition(s)Result is a new channel that can be used for any purpose.Choice of operations to perform; time based integration and differentiation, min/max and simple math functions.eg: differentiate Anti-roll bar position to give ARB velocity

Maths can also be used to create a channel with a constant value.



The available logging time is displayed based on memory size, and as youadd channels or change the logging rate for a channel, the logging time isupdated automatically. By highlighting a channel and then clicking on the“Rate“ button, the logging Rate may be individually set for each channelbetween 1 to 1000 times per second. The first 10 logged channels aremarked with a ‘F’ to indicate that they are filtered by an anti-aliasingtechnique. Channels are sampled at their maximum rate and thenaveraged to match the chosen logging rate.

Notes on Logging rates.Whilst trying to conserve memory it is important to understand that ideal conditions are to sample at least twice the fastest rate of change that could occur for that parameter. Do not log suspension at 25Hz and expect to see what’s going on. Conversely if a sensor has an update rate of 0.1seconds then anything faster than 20Hz will be wasting logging as the sensor does not react that quickly. Logging Rates:

1000/500/100 times/sec Max - direct ADL2 channels20 times/sec sampling - ECU channels via RS23250 times/sec - CAN channels

SDL: Note that the maximum sample rate for inputs in the SDL is 200Hz



Fastest lap loggingNote that Fastest Lap Logging requires that a Lap Beacon is connected.Fastest Lap Logging is in addition to and works concurrently with Normal Logging. Up to 50 values may be logged.Maximum Lap TimeNote that a maximum Lap Time must be entered which indicates to the ADL how much memory to reserve for fastest lap logging. If there are no Lap Times less than this value then Fastest Lap data will not be available.Memory OccupiedThe amount of memory occupied by Fastest Lap logging depends on how may items are logged, how fast they are logged and the specified maximum Lap Time. The effect on normal logging time is shown by the configuration software.

Start and Stop Logging ConditionsTo avoid the fastest lap being recorded when testing the beacon the Start logging conditions should be used to avoid logging when the vehicle is stationary. For example logging might start when the vehicle exceeds 50 km/h and stop when the vehicle speed is less than 10km/hr for 10 seconds. Note that the start and stop logging conditions are also used to start and stop Normal Logging.



The Dash Manager software performs an estimation of how long the memory will last based on the actual logging rates you have defined.This calculation is displayed in the logging screen instantaneously as the changes are made.



The ADL2 has three independent display modes, Race, Practice andWarmup. The driver can use a button to switch between modes, or thedisplay can be configured to automatically change modes by a usercondition.



The bar graph is intended for displaying Engine RPM and has featuressuch as ‘peak value hold’ and a ‘shift point’ indicator. The ‘tick points’ canbe configured individually by the user or there are pre-defined rangesavailable using the ‘Select’ button. The bar graph can be used for otherchannels, for example as a boost pressure gauge.



The ‘Options’ button is used to configure the Mode Conditions and the option to have the Bottom line return to the first line automatically after a set period of time.

Also note that each display segment (except the bar graph and gear) has the option for ‘Overrides’. These are channels that will be displayed on a trigger condition becoming true. eg: the Lap Time can be displayed for 15 seconds when the vehicle goes past the beacon.



The warning alarm limits are fully programmable and may also be used to activate a warning light.The alarm can change the information displayed on the bottom line of the display. The message may be cancelled automatically after a programmable duration or after a button is pressed.

After an alarm has occurred, the alarm limit may be modified to a different value. The limit will revert to normal after a programmable time.Smart alarm limits are also possible. For example:

If Oil pressure less than 50 PSI and RPM greater than 2000 RPM for 1 second then generate an alarm.This prevents the alarm going off when the vehicle is on the air jacks, or in the garage with the engine off or other situations where the alarm is not needed.

Note: the Alarms are listed in priority order. If 2 or more are active at the same time, the one highest up in the list will be the one displayed on the screen. If/when this is cleared, the next active alarm will be shown.



The Add Comparison window: This dialog is slightly different to the other conditional setups. It has extra parameters to control the way the warning is triggered.

The three parameters near the bottom of the screen are used to modify the original warning value. For example if we set the first to 3.0 degrees, then the alarm will only activate when the temperature is 3 degrees higher than at the original alarm. The second parameter sets the number of these ‘steps’ that will be allowed, giving a maximum channel value for the alarm. The third parameter specifies that the alarm value return to it’s normal value after a certain time if the alarm hasn’t been triggered.



The Options tab is where you control how the alarm is removed from the display once it is activated and if a warning light is activated.

In the Acknowledgement section enable the “ Automatically “ checkbox and place a value of 30 next to the word “ after “.

This will display the alarm message for 30 seconds and automatically clear it from the display after this time. If the alarm condition is still true, then it will display again after the time given in the next box (20 seconds in this example)

Remember: Alarms worry drivers, crew chiefs and engineers. Only use for genuine conditions and always test them first using the Online menu function “Simulate”.

Note: the Simulate function is not available in the SDL.



Shift Light Set-upThe Shift lights are set up in a two stage process. The setup page isaccessed from the Functions - Shift Lights menu item as shown in thepicture above.Next choose which channel drives the lights. This is most likely to beRPM, However If you wish to have the lights as a boost gauge for testinga turbo engine or inline G for deceleration then this channel could also beassigned to be the channel for a light. (Not in the Shift Light setuphowever)The shift lights can also be set to gear dependant. This requires a Gearsignal from either the gearbox, or can be calculated by using speed andrpm. The gear channel must first be setup under ‘Calculations – GearDetection’. (see below). The acceleration in rpm however will decrease asthe gear increases. By use of a gear channel the shift RPM can bemodified for the higher gears.Try to remember to put the rpm signal lower than the actual rpm you wishto shift at. Why? The main reason is the driver will always need to seethe light before he knows to change gear. If you want to shift at 6700 rpmfor example the light should come on 100rpm less (more for a new driver)Hysteresis is to stop potential ‘flickering’ of the shift light if RPM is aroundthe shift point.



Recently released, the Shift Light Module – SLM is a CAN communications based shift light with eight individual LEDs that can each emit eight different colours at user defined brightness. The lights can be driven by the Up Shift Light channels, as well as the Warning Light channel or any others.When used with an SDL, the SLM can be configured as a four stage shift light as well as having patterns based on up to four User Condition channels and a Warning Alarm option. The number of lights, and the colour and brightness for each, can be individually set for each display configuration.The ADL2 configuration for the SLM is similar to the SDL, but with additional flexibility. Included is the ability to pick individual items out of status groups and error groups. It is also possible to have a light flash, as well as changing between two colours when active; each colour is up to the user. The ability to have certain colours displayed when any condition is false is also available as an alternative to simply having the lights “off” when nothing is triggering them. Patterns are arranged in priority order, with the top of the list having the highest priority. This means that if a pattern has a high priority, e.g. Warning Lights, it cannot be affected by another pattern condition lower in the list becoming true.



After Selecting the shift Light Channel, the Auxiliary output which isconnected to the shift lamp must be chosen. When activated the output isdriven to ground, so the light must be wired accordingly.

Highlight the Auxiliary output that is to be used and click on ‘Change’.Select the Output Mode from the drop down list (eg: light) and the ‘Select’the shift Light ChannelThe output setup can be found under the Functions menu.

For Shift lights the mode selected is Light – this allows setting of abrightness percentage.Once the channel has been selected remember to check the “ enable thisoutput ” function in the top right corner.



Each digital output can be controlled in one of several modes:On/OffLight: If the light is on, it is driven with a programmable duty cycle to vary its intensityFrequency: the output is driven at a programmable frequency (Note: 22Hz minimum)Duty Cycle: the output is driven at a programmable duty cycleFrequency and Duty Cycle: both the Frequency and Duty Cycle of the output can be varied

Electrical SpecificationsThe Auxiliary Outputs switch to ground and may drive up to 0.5 Amps.



ADL: Functions on the Online Menu require the CAN cable - the umbilical cord between the MoTeC user and the MoTeC ADL.ADL2 / SDL: Use a USB cableThe most common functions are sending configs and retrieving log data. Multiple downloads of the same log data from one dash is possible – there is an option to clear, not clear or ask after each download. It’s worth noting whenever you send a dash config or retrieve logged data, the software will show the Details page of the car. This is stored on your computer and not in the dash.Most of the errors in missed details on laptops come from users not having the details for the car they download on their computer. Note that some of the details information is actually sent to the dash during the ‘Send config’ operation, for example Track Length (which is used in missed beacon correction)The Online menu should also be used to verify sensor readings before thevehicle leaves for the track/rally stage etc. Monitor Active Channels willdisplay the calibrated values that the motec ADL will log. If you click on thescope button at the bottom of the screen you can also check for smallvariances such as noise on a worn trace, or in the case of wheel speeds ifthe sensor gap is correct.



Enable Dash Options: The dash is a self contained unit and does notneed to be returned for upgrades. Upgrades can be purchased at any timeand entered into the dash. Once a function has been enabled it cannot beturned back off.

Upgrade Dash Version: As newer versions of the software come out youcan upgrade at any time by downloading software freely fromhttp://software.motec.com.au/release . Note: When upgrading theADL2, the config may also need to be upgraded, this can be handledautomatically by Dash Manager.

In the Interpret section you will learn how to create a reference lap and thiscan then be loaded into your ADL2 and used to give a continual plus orminus on time against your best lap.

Engine logs can be set up to record the running time the engine under setconditions. For restricted championships there is the ability to passwordthese history logs for use by a championship scrutineers.



Channels can be viewed as a list, or by setting up a display of variouselements, eg: dials, bar graphs, etc. This is very similar to the interface ofthe i2 gauges and Telemetry Monitor software.

The Monitor Channels screen also includes a function for changing ‘Remote Control’ channels under the ‘Utilities’ menu. If the configuration contains channels that have been set up under ‘Inputs | Remote Control’, then the value can be changed by going into this screen.

‘Remote Control’ is a feature for adding channels to a configuration that are not actually connected, instead they are given an initial value and can then be modified from the ‘Monitor Channels’ screen. Used as constants or for configuring the MDD display for example.



Another very useful diagnostic tool. This is used to send channel values tothe ADL, for example Engine RPM or other ECU channels when theengine is not running. This can be used to test alarms, conditions, timers,etc and assists in setting up the ADL without needing to run the car. Withthe ADL online we can simulate values for any channels configured asinputs – either sensors or via a data stream. Channels generated byinternal calculations are then generated in turn.

Select the channel to be simulated by double clicking on it (now highlighted in blue), enter the value in the box and hit ‘OK’. Multiple channels can be simulated simultaneously, with the all the values remaining active while you are in this screen.

All the channels deemed to be physical inputs can be generated. Channels that the ADL calculates such as Gear cannot, though these will be calculated from simulated channels sent to the dash.



This function displays the ‘live’ voltages seen by the ADL on it’s analogue voltage and analogue temp inputs. This is very useful for testing wiring and sensors, and even determining which sensors are connected to which inputs. There are separate tabs for AV inputs, AT inputs and those from Expanders.

Note that without a sensor connected the Analogue Temp inputs will read close to 5 volts due to the internal pull-up.

Note: Only those inputs that are enabled will read a voltage. (eg: in the above example, AT 5 – 8 read 0 volts as the ADL connected only has Standard I/O)



You may find in your default configuration that your channel names are not meaningful for the sensors or data that you are measuring. By going into the menu item ‘Tools - Edit Channels’, you can change the channel name to something a little more sensible. It is even possible to change the names to be in a different language, as in the above screen shot. Highlight the channel and click on ‘Edit’.

You may also be used to reading your fuel pressure in PSI rather than kPa, so you can use this screen to also change the units of your sensors from metric, to imperial as well as many other conversions. These settings will be saved onto your laptop and into the config that you are working with and used whenever you use dash manager. Channels that have been changed from their default are shown in bold in the channel list.



Details EditorMany People ignore this section, but there are some important things to note. And it is what you need to identify the date, location and conditions that the vehicle ran under on the day.



Details EditorMany people ignore this section, but there are some important things to note here. • Remember that the venue length is used by the ADL2s missed beacon

detection, and if you forget to change the details between events, as some did between Winton and Bathurst a few years ago, your laptimeswill be inserted at the length of Winton’s track + 5%.

• Note: Even if nothing else in the config has changed, after entering the new track distance, you still have to send the config to update the value in the Dash.

• The Venue Length value is used by: Lap Speed Calculation, Missed Beacon Auto Lap Increment, and Auto Lap Distance Reset

• The name of the track map generated will be from the name you enter in the Venue Name. The software uses the length of track to apply missed beacon. Note the units are in miles or kilometers.

• The location of the log files is where they are on your hard drive. Look at this tab and then using i2 goto the same location to find your log files. The default is C:\motec\logged data\

Venue details are stored as a file, hence the option to ‘Select’ and existing Venue or create a ‘New’ one. Can seem annoying at first, but will save you time in the long run – ie: the second time you visit a track.



• Vehicle Number and Dash Serial Number. These are the parameters the ADL looks for when sending or retrieving configs or data from the dash. It will match up this page with the ADL serial number. If you wish to upload and download on multiple computers, this information should match and be on all computers used.

• Description - this will usually be the style of vehicle, LMP675, Star Mazda, Mitsubishi EVO6 etc.

• Engine ID. If you are running a sealed engine, note the serial number and the install date. Most people ignore it and when they come to talk with their supplier they have forgotten these details.

• Weight/fuel tank etc. Useful for when you’re back in the office and forgot what run 23 Friday afternoon was. Also note the units can be metric or imperial. 100 gallons will not fit in a 100 liter fuel tank.

• Driver – This will be displayed in Interpret as the ‘user’ along with the log file. Leaving it blank may save time but wastes valuable post processing time matching your laps up to the official timing and scoring sheet to work out who was driving.

• Comments section. This will be added to the Log file. Its your main hope of remembering which run was with fresh tires different springs etc. the setup sheet should be in your truck but most likely is in the Engineers clipboard and not your office.

• Track is used by Interpreter for its Vehicle Roll calculation• Wheelbase is used by i2 for the Oversteer calculation• Fuel Tank Capacity is used for Fuel Remaining calculations• Diff / Gear Ratios. For the record and used if calculating Gear from speed and

rpm.



For easy maintenance of the loom to add and change wiring, all wires should run together for 300mm. This allows the ADL to be moved enough to get access to the main connector. The main connector should not be obstructed by the ADL mounting to allow easy connection / removal of the loom.The vehicle loom should be designed to allow complete removal for maintenance and repair



Stick to some standard conventions for all connections. Some suggestions include:1. Female pins on the ADL loom side and Male pins on the sensor side.2. 0 volts to the lowest pin eg: Pin 1 or A3. Supply voltage to the highest4. Signal wires from lowest to highest 5. Use colour to help distinguish one sensor from anotherAfter each connection confirm secure fitment by tugging on each wire



There are a number of common problems that have been observed in new ADL installations. The following details some of the practices to avoid:• Sensor wires should not be run close to ignition leads or EFI wiring,

particularly injector or ignition wiring.• Screw terminals are not acceptable for wiring! Good quality wire and

connectors must be used to ensure a reliable installation• Insulation should be neatly stripped and all strands of the wire must be

crimped into the terminal. If any strands of the wire were marked by wire stripping the wire should be cut and re-stripped

• The vehicle battery should be grounded to the chassis and engine block. The ADL should be properly grounded to the chassis.

• If the ADL is sharing sensors with an ECU it should be grounded to the ECU ground wire, as close as possible to the ECU.

• Sensors must be correctly mounted. Loose RPM and speed sensors produce bad signals!



Not a crimp to be seen



Do it yourself Group-N conversion. ECU board not mounted at all – maybe a bit of glue holding it down. What’s under the tape?



Not just soldering, but poor quality soldering.Pins are bent apart – poor connections.



Whenever possible avoid soldering wires together, always use a crimp terminal. Special crimp splicing terminals can be purchased but if none are available cut the head off a spare brass eye terminal and use its crimp section.

A piece of hot melt glue heat shrink should then be used as strain relief.



When wiring multiple devices the wires must consist of a main network ‘trunk’ with each device branching off from this.

Multiple DevicesThe CAN bus should consist of a twisted pair trunk with 100R (0.25Watt) terminating resistors at each end of the trunk. The preferred cable for the trunk is 100R Data Cable but twisted 22# Tefzel is usually OK.

The maximum length of the bus is 16m (50ft) including the MoTeC CAN Cable (PC to CAN Bus Communications Cable). CAN Devices (such a MoTeC ADL, BR2 etc) may be connected to the trunk with up to 500mm (20in) of twisted wire.



The ADL2 can transmit the current value of any channel via RS232 orCAN. Typically RS232 is used with radio modems in conjunction withMotec Telemetry Monitor software. Telemetry data can also be encryptedto ensure that only authorised personnel can receive and interpret thedata.

The ADL2 may transmit real time and end of lap telemetry data,synchronized with the lap beacon. Real time telemetry providesinformation on the general vehicle status, typically including:• Engine RPM• Speed• Temperatures, etc.End of lap telemetry is used for slowly changing data, such as:• Lap time / number• Fuel UsedTelemetry may be sent via GMS modem, radios modem or anything thatprovides a transparent RS232 connection end-to-end. The Telemetry baudrate is adjustable up to 57600, however if receiving RS232 from anotherdevice, eg: GPS or ECU, then the telemetry baud rate must be the sameas the (other) device baud rate. Otherwise, the rate used is usuallydependant on radio limitations.



Telemetry option must be enabledPin 67 on ADL or ADL2, single wire RS232 telemetry outputChoice of license free frequencies available for Australia, UK and Europe via radio modem – legislated by power output.

Choosing the correct antennae and cabling will make all the difference (db gains, low loss cable)

GSM telem available but needs re-dialling if connection is lost, possible network busy etc problems. Also requires ‘data specific’ SIM cards. (Note, this is important if racing internationally)



The Telemetry Monitor offers a means of monitoring a vehicle in realtimeeither by:• Direct RS232 communications Link• Radio Link• Digital Mobile Phone LinkThe Telemetry Option must be enable in ADL.Telemetry Monitor uses the same graphics interface used in the Virtual Dash window of Interpreter. Screens produced in Interpreter can be used in Telemetry Monitor and vice versa.

Beta Telemetry Monitor software supports the re-transmission (and reception) of data over TCP/IP network, ie: the internet. Data can also be sent over DDE to Excel for real-time processing. ie: use a spread sheet for pit stop / fuel strategy



The I/O Terminal Module is an accessory product to the ADL. It offers quick and easy connection of sensors etc. via screw terminals. It is suited to portable and industrial applications with the ADL.

Additional features:• Realtime Clock - The RTC provides time and date channels to the ADL.

The RTC facilitates time stamp logging, alarm events on time etc.• RS232 Data - An additional full duplex RS232 port for both data and PC

communications• Power Supply - An extra 1 Amp power supply is fitted to facilitate

powering the ADL from a +24VDC Nominal power source



Anti Aliasing FilterThe first 10 channels in the logging list are sampled at 1024 times per second then the average value logged at the specified logging rate. This helps to filter the signal and allows the signal to be logged at a lower rate than would otherwise be necessary. Normally the signal would need to be logged faster than the fastest variations in the signal to avoid aliasing (unrepresentative values) being logged. This can be useful for sensors such as G Force sensors and other noisy sensors since they often contain fluctuations that are at a higher rate than of interest.Sampling TimesIn analysis, recorded points are placed as though they are recorded at precise time intervals. If the data logger records outside a small margin of where it is expected, then the recorded data will not be valid. This is known as “jitter” in log timing. Log rates in the M800 are limited to 200Hz to ensure that there is no jitter in the logging. It is primarily concerned with running the engine with data logging its secondary function, while the prime function of the ADL is data logging.MoTeC guarantee sample times to within 20μSec.ADL Channel Update RatesA/V Inputs 1 to 4 & 11 to 14 1000Other Analog Voltage Inputs 500Analog Temp Inputs 500Lambda Inputs 100Digital Inputs & Speed Inputs 100RS232 & CAN Communications 50 max *• The RS232 & CAN Communications update rate depends on how frequently the data is

sent from the device. Typically the update rate from an M4, M48 or M8 ECU is about 20 times per second. E888/816 data updates at 200Hz over the CAN bus.


ADL Seminar 2008

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Transcript of ADL Seminar 2008