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Introducing M25O

The M250 module is a compact electronics module that is suited to computationally intensive applications requiring a chassis mounted, sealed metal housing with IP67 environmental protection. Based on the same Freescale MPC5534 32-bit microcontroller as the M460, the M250 features 2 CAN interfaces, precision analogue 12-bit inputs and configurable high current switching outputs. A group of inputs and outputs are particularly suited emissions control applications with appropriate sensor signal conditioning and drive characteristics.

Pi Product: M250

Build Options

At additional cost it is possible to build options that will modify the hardware specification within certain limits.

Custom Variations

Pi Innovo engineering services can rapidly develop custom ECUs based on the resusable block designs within OpenECU.

Optional Capabilities

  • Daughter card slot
  • 128K EEPROM
  • Wakeup from CAN interrupt
  • Secondary microprocessor

Development Tools

  • Simulink™/RTW based development platform
  • Simulink™ RTW-Embedded Coder blockset, as well as a C API function library to support C-language implementation of code (or TargetLink™)
  • Reprogramming via CAN using CCP
  • Calibration: ATI Vision™ or ETAS INCA™ or Vector CANape
  • Processor JTAG port accessible internally


Status Released
Processor MPC5534
Clock Rate 80MHz
Code Space 512KB
RAM Space 64KB
Calibration Space 256KB
Actuator Supplies 1x 20A
Sensor Supplies 2x 5V@250mA (VM)
Input Pins 20
Output Pins 11
Communications 2x CAN 2.0
Single-ended 6x 12-bit unsigned (+ 6x selectable from # )
RTD Sensor 7x 12-bit unsigned
Ignition Sense 1
Digital, Frequency, PWM 6x 0V to Vpwr (#)
H-Bridge or 2x high + low side (SM, VM, CM, CTM) 2x 8A
Low side GP, PWM (SM, VM, CM, CTM) 1x 10A 1x 2A (+ 3x 5A selectable from $ )
Low side GP, PWM (SM, VM) 1x 500mA
Low side GP, Spark (SM, VM, CTM) 1x 8A
Low side GP, Injector (SM, VM, CM) 3x 5A peak/ 2A hold ($)
Internal Features Daughter board slot
Optional Features 128K EEPROM Watchdog processor CAN wakeup
Dimensions (mm) 228x158x50
Material Aluminum
Weight 1.02Kg
Connectors 1x 46
Vibration Ford IIIB - Severe (On or Near Suspension Mounting Points)
Environmental Protection IP67 Sealed/Gore-tex® vent
Location Engine Compartment/ Chassis
Supply Voltage (normal operation) 6.5 - 36V



M250 Applications Include:

Application Description
Diesel exhaust after-treatment M250 is suited for basic aftertreatment systems that utilize a combination of Diesel Oxidation Catalyst (DOC) and Diesel Particulate Filter (DPF) to control carbon monoxide and particulate matter.
Electric Vehicle Control M250 can be used for electric vehicle supervisory control development interacting with battery, inverter, motor drive and other vehicle systems to provide drive control, torque management, for electric vehicles
Active Damping Control System Enhanced safety, stability and ride control can be achieved with active damping control system with the M250
Aerodynamic actuator control M250 can be used for an active aerodynamic control system for rear spoiler deployment and vehicle ride height adjustment to provide increased traction and stability at high-speed without significantly increasing aerodynamic drag or adversely affecting low-speed ride and handling qualities.



For complete M250 Pinout download, click here.
This is a default configuration, optional configuration available, please contact us.
For a full list of downloads click here.



Active Damping System for Commercial Armored Vehicles



An armored  Chevrolet Suburban equipped with Pi Innovo's OpenECU for active damping control.


Adding 3000lb+ mass to the vehicle body when armoring the passenger compartment significantly raises the center of gravity, adversely affecting:

  • Body roll
  • Increased risk of roll-over
  • Pitch
  • Yaw
  • Braking stability
  • Ride quality
  • Soft springs - too much body motion
  • Hard springs - harsh ride
  • Traction on rough surfaces
  • Durability
  • Harshness, jounce crash, etc.

Pi Innovo, working with an armored vehicle manufacturer, developed a solution to the stability and ride control challenges presented by armored passenger vehicles – the Active Damping Control System – and installed it on a 2011 Chevrolet Suburban demonstrator vehicle.

This system provided enhanced safety, stability and control by actively adjusting damping forces to match vehicle operating conditions

  • As speed increases, more damping is provided to maintain control and give greater ride comfort
  • During braking, more damping is provided to control front suspension dive and give greater control for maneuvering
  • At low speeds, less damping is provided to give optimum traction and ensure ride comfort is maintained
System Architecture

Pi Innovo’s system included a low cost embedded controls Electronic Control Unit (ECU), electronically-controlled dampers, accelerometers, and the associated wiring harness to connect with the vehicle for power and CAN bus communications.

  • All four conventional dampers on the vehicle were replaced with electronically-controlled dampers.
  • Accelerometers were mounted to the axle or wheel hub at all four corners of the vehicle, to determine each damper’s instantaneous direction of travel.
  • A Pi Innovo OpenECU M250 rapid controls prototyping controller, including model based control software, was used to provide the electrical current supplied to the electronically-controlled dampers.
  • The ECU utilized two CAN channels: one to communicate with a programming and calibration tool, and the other to receive vehicle CAN bus messages, such as vehicle speed and brake status.
System Operation

The system adjusted damping forces at each wheel, based upon a combination of inputs:

  • Vehicle Speed (CAN message)
  • Brake Actuation (CAN message)
  • Wheel Travel Direction (accelerometer)
  • Steering Wheel Angle (CAN message)

There are several types of commercially-available electronically-controllable dampers. The prototype system installed on Pi Innovo’s Chevrolet Suburban demonstrator vehicle utilized off-the-shelf GM MR-fluid type dampers.

Alternatively, the Pi Innovo Active Damping Control System was designed to support an electronically-controlled needle-valve type damper.

Results and Impact

During vehicle testing in comparison to a vehicle in typical armored configuration, the ride quality and handling were seen to be greatly improved and much closer to the base vehicle’s pre-armoring ride performance.

In summary, the benefits of active damping control seen were:

  • Better comfort and ride across a variety of terrains
  • Better dynamic handling
  • Increased traction on rough surfaces
  • Decreased risk of vehicle roll over
  • Increased vehicle durability due to decreased shock and vibration (estimated; no durability testing was undertaken, but no failures were seen).

Luke Hayward, former US Army Special Forces and now CEO of Kinetic Options LLC, who provide driver training for current Special Forces operators, described a Chevrolet Suburban with this kit:

“With the advanced suspension system, [it is] by far the best armored NTV [Non-Tactical Vehicle] I have ever driven”, and that “During driver training maneuvers the Special Forces operators…all commented that the armored Suburban with the Active Damping Control System was the best handling armored vehicle they had ever driven.”

Kurt Delia, former SWAT Team leader and now President of Delia Tactical International, having conducted driver training using a Chevrolet Suburban with Pi Innovo’s suspension system, commented:

“I was extremely impressed with the quality and performance of the vehicle… [the] suspension system is second to none and far exceeded our staff driving instructor's expectations”.

Project Features

The project consisted of software development, hardware integration, on-vehicle testing and software calibration.

The demonstrator system consisted of the following:

M250DS 2


  • Armored 2011 Chevrolet Suburban
  • From the armored vehicle manufacturer partner
  • Off-the-shelf GM suspension components
  • MR dampers from Cadillac Escalade/GMC Yukon Denali
  • Up-rated springs and jounce bumpers
  • Selected by the armored vehicle manufacturer partner
  • “Helper” springs left off (typically used in this application)
  • Short jounce bumpers (long bumpers typically used in this application)
  • Pi Innovo OpenECU rapid controls prototyping controller
  • With custom model based software calibrated for this vehicle

The project was three months in initial development and approximately one month of tuning and evaluation time (spread over an additional three months).

OpenECU Used for Production Active Aerodynamic Systems Control


To develop an active aerodynamic control system for rear spoiler deployment and vehicle ride height adjustment to provide increased traction and stability at high-speed without significantly increasing aerodynamic drag or adversely affecting low-speed ride and handling qualities.


Pi Innovo’s engineering team utilized the M210 (a variant of the M250 OpenECU controller) and our Simulink API model based controls developer platform to develop the system.  The controls allowed the customer to electrically actuate a speed-dependent rear spoiler to increase rear aerodynamic down-force on the vehicle body as well as lowering the vehicle at speed via a pneumatic ride height adjusting system at each suspension corner to reduce the volume of air passing under the vehicle and control the overall attitude of the vehicle body.

Results and Impact

These combined systems had the effect of enhancing stability and traction during high-speed driving while minimizing the lifting effect of high-speed airflow without significantly increasing aerodynamic drag.

Product Features
  • OpenECU M210 controller
  • OpenECU platform software

OpenECU in prototype Jaguar Land Rover electric vehicle


Jaguar Land Rover


When Jaguar Land Rover heard that a leading South African specialist vehicle constructor, Barker Performance, had identified a market for an eco-friendly electric variant of the Defender chassis, they decided on a fast-track collaboration to create a demonstration vehicle in time for South Africa’s premier tourism tradeshow.

Pi Innovo with its OpenECU rapid controls prototyping tool suite and experience in electric vehicle control was selected to join the development team. There were less than six months available to create a fully functional vehicle for taking tourists on game viewing trips in South Africa’s excellent reserves.


The flexibility of OpenECU embedded control system and the extensive experience of Pi Innovo's systems engineers made the ideal choice for developing the electric vehicle control electronics.

Minimal formal requirements were available so Pi Innovo engineers worked closely with the customer and other system suppliers to innovate a solution that would integrate the battery, inverter, motor drive and other vehicle systems into a single system. Pi Innovo's OpenECU controller performed the role of the electric driveline supervisory controller

The electric vehicle control strategies were developed in MATLAB®/Simulink® and deployed on an OpenECU M250 ECU. The functionality included the startup and shutdown sequencing, integration of all driver controls, calculation of torque set point, management of limp home functions and revised cluster functionality. The prototype wiring harness was also specified and supplied. This enabled on site integration testing to be completed at the battery module supplier, Axeon, within just four weeks of project commencement.

Pi Innovo engineers were then engaged to work with a Jaguar Land Rover engineering team for three weeks at a proving ground in South Africa to support vehicle installation and debugging.

Results and Impact

Jaguar Land Rover had a fully functioning vehicle three months from project commencement. Because of Pi Innovo’s quick turn-around, Barker Performance was able to have the vehicle for body customization well before the target tradeshow.

Pi Innovo had all the necessary technology in reusable form and the capability to adapt and innovate within an unusually rapid development process environment.

Project Features
  • OpenECU M250 for rapid electric vehicle control ECU development
  • Simulink model based control strategies for electric vehicle drive system control
  • On-site vehicle development and debug engineering services
  • Prototype wiring harness specification and supply

Land Rover Electric All Terrain Vehicle


Jaguar Land Rover


Having been engaged by Land Rover in the development of an electrically powered Land Rover Defender for the safari market in Africa, Pi Innovo was called upon to further develop the electric vehicle control concept to enable the assessment of the applicability of an electric Defender for wider use.


An OpenECU rapid controls prototyping controller along with the skills provided by the Pi Innovo systems engineering team again provided the core vehicle control system for the electric Defender research vehicle, which was formally unveiled at the 2013 Geneva Motor Show. An OpenECU solution has three major advantages which made it an ideal choice for the application:

  • A well-developed embedded controls development tool chain enabling algorithms to be quickly deployed, extended and iterated in the field.
  • The durability of an electronic vehicle control unit designed to automotive production standards.
  • The availability of skilled engineering support to work cooperatively with Land Rover's development team.

The M250 OpenECU remained the central vehicle system controller, providing the integration of the electric vehicle components such as the battery and motor controller along with donor components from a range of vehicles including; electrical power assisted steering, intelligent switch pack for the terrain selection, standard vehicle cluster and driver command inputs. The OpenECU vehicle system controller provides all the vehicle level features including:

  • High and low voltage start up and shutdown sequencing.
  • Driver information signals to the original Defender cluster (with revised overlay)
  • Driver demand signals processing providing exceptional drivability and optimized energy
  • Regeneration regime
  • Terrain selection and the associated modified control parameters
  • Hill descent control via closed loop regeneration modulation enhancing the off-road experience whilst simultaneously extending the operating range
  • Electrically power assisted steering tuned to maximize performance whilst minimizing energy consumption
  • Fault detection and limp home functions
Results and Impact

The electric Defender research vehicles are acting as a rolling laboratory for Land Rover to assess electric vehicles, even in the most arduous all-terrain conditions, giving the company a chance to evolve and test some of the technologies that may be introduced into future Land Rover models.

Project Features
  • OpenECU M250 for rapid electric vehicle systems control development
  • Simulink model based control strategies for electric vehicle drive systems
  • On-site vehicle development and debug engineering services




Compare ALL OpenECU Modules

Primary Processor SPC5534 SPC5746B MPC5534 MPC5534 MPC5534 MPC5674F MPC5746B SPC5746 SPC5746
Primary Clock Rate 80MHz 80MHz 80MHz 80MHz 80MHz 264MHz 160MHz 160MHz 160MHz
Primary Code Space 512KB 3MB 768KB 768KB 512KB 3MB 2302KB 3MB 3MB
Primary RAM Space 64KB 256kB 832KB 832KB 64KB 128kB 384KB 256KB 256KB
Primary Calibration Space 256KB 256kB 236KB 256KB 256KB 128kB 128KB 256KB 256KB
Secondary Processor SPC560P34 SPC560P34 SPC560P34
Secondary Clock Rate 64MHz 64MHz 64MHz
Secondary Flash Space 192KB 192KB 192KB
Secondary Calibration Space 20KB
Secondary RAM Space 12KB 12KB
Operating Voltage 9V to 32V 8V to 32V 7V to 32 V 7V to 32 V 12V or 24V 8V to 18V 8V to 18V 8V to 18V
Sensor Supply 1x 5V @250mA 1x 1 x 5V / 250mA 1 x 5V / 250mA 2x 5V@250mA 4x 250mA @ 5V none 2x 5V @200mA 2x 5V @200mA
Standby Current 0.25mA @12V 0.25mA @ 12V
Actuator Supplies 1x 20A 2x 10A @ Vbatt
Output Protection Short to Battery, Ground
Battery Input Protection Overvoltage, Reverse Voltage
Survive Voltage -28V to 36V
High Speed CAN 2.0 2x 4x 2x 2x 2x 4x 1x 4x 4x
LIN (master)2 2x
Inputs (Analog or Digital) 10x 6x 9x 16x 18x (Digital: 6x; Analog: 12x) 40x (Digital: 5x switched, 3x Frequency, PWM; Analog: 32) 4x 40x (Digital: 9x switched, 3x PWM; Analog: 28) 44x (Digital: 9x switched, 3x PWM; Analog: 32)
Reprogramming Enable (FEPS) 1x @ -18V 1x @ -18V 1x @ -18V 1x @ -18V 1x @ -18V 4x
Differential VRS 1x (2 pins)
Single Ended VRS 2x
Frequency 1x
Cam Shaft 2x ±157V 4x Hall only
Crank Shaft 1x ±157V 1x Hall (VR option)
RTD Sensor 7x 4x
Knock Sensor Knock Sensor
Lamda Sensor (UEGO) 2x
Lamda Sensor (HEGO) 4x (only 2x available when using 2x UEGO)
Ignition Sense 1x 1x 1x
Low Current Low Side Drives Up to 1x 20mA & 2x 100mA & 6x 500mA Up to 6x 500mA LSD 12x 100mA, 3x 400mA, 14x 700mA, 2x 1A 11x 100mA, 4x 400mA, 14x 700mA, 2x 1A
Medium Current Low Side Drives Up to 4x 2A Up to 4x 2A LSD
High Current Low Side Drives 4x 2.2A, 1x 3.2A 4x 2.2A, 1x 3.2A
0-5 V Analog Output Up to 2x 10mA Up to 2x 10mA
PWM Low Side 2x 100mA 2x 100mA, 2x 250mA & 6x 2A
H-Bridge 1x 5A 2x 8A 1x 5A full-bridge & 2x 10A full-bridge or 4x 10A half-bridge 2x 50A peak or 10A 1x 10A, 2x 5A, 1x 3.2A 1x 10A, 2x 5A, 1x 3.2A
High Side Switch 1x 15A 1x Hall (VR option)
Low Side Injector 1x 15A or 5A 3x 5A peak/ 2A hold 8x software-programmable waveform peak-and-hold: nominal 25A peak, 15A hold
Current Monitors 2x
Voltage Monitors 2x
High Side Logic Outputs 2x 1mA 2x 1mA
High Side Outputs 4x 700mA 4x 700mA
Low Side General Purpose, PWM (SM, VM, CTM) 1x 10A, 1x 2A, 1x 500mA 9x 0.2/0.5A lamp & relay, with monitoring of state, voltage, and fault status
Low-side General Purpose, Spark (SM) 1x 8A 8x (Smart Coil only) with monitoring of state; on-off mode for non-spark uses
High-side Injector sources 2x Injector High-Side outputs with programmable boost voltage phase, 25A peak
Low side GP (General Purpose) (VM, CTM) 1x 8A, 2x 6A peak / 4A hold, with voltage and current-tripped monitoring
High-side GP (General Purpose) (CM) 2x 8A up to 85°C, intended for source to low-side outputs, with current monitoring
Constant-Current (with inductive actuator) 8x 2A
Vibration ISO 16750-3 ISO 16750-3 6g random RMS 6g random RMS Ford IIIB - Severe ISO 16750-3 IEC 60068-2-64 ISO 16750 chassis mount ISO 16750 chassis mount
Environmental Protection IP67 - Sealed IP67 – sealed IP67 IP69K IP67 Sealed/Gore vent IP69K IP69K & IPx8 Sealed/Gore vent IP69K Sealed/Gore Vent IP69K Sealed/Gore Vent
ESD ±8kV - SAE J1113-13 SAE J1113-13
Conducted and Radiated Emissions CISPR25 Class 2 CISPR25 Class 2
Conducted Transients ISO 7637-2 ISO 7637-2
Bulk Current Injection Immunity ISO 11452-4 ISO 11452-4
Material Plastic (PPA GF33) PPA GF33 Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum
Dimension in mm (W x H x D) 138 x 130 x 42 138 x 130 x 42 mm (L x W x H) 155 x 115 x 46 155 x 115 x 39 228 x 158 x 50 266 x 299 x 56.5 207 x 104 x 45 225 x 205 x 45 225 x 205 x 45
Weight 520g 520g 1.02 kg 2.5 kg 540g 1.1 kg 1.1 kg
Connectors 2 x 20 pin (Molex MX-150) 2 x 20 pin (Molex MX-150) 46 pin 46 pin 46 pin Molex CMC 154-pin, 3-pocket 1x 23 TE (AMSEAL) Molex 112pin (1x 48, 2x 32) Molex 112pin (1x 48, 2x 32)
Location Chassis mount Chassis mount Chassis mount Engine Compartment/ Chassis Engine Compartment / Chassis Passenger Compartment Chassis/Passenger Compartment Chassis/Passenger Compartment
Operating Temperature ISO 16750-4 (-40°C to 85°C) -40°C to 85°C -40°C to 85°C -40°C to 85°C -40°C to 85°C -40°C to 85°C -40°C to 85°C -40°C to 85°C -40°C to 85°C
Program Status LED drive 1x
Reprogramming Enable In 1x @18V