M670

OVERVIEW

Introducing M670

The M670 is a 154-pin high-feature Engine Control Module (ECM) designed to support Model Based Controls development for Gasoline PFI, Diesel Solenoid and alternative fuel applications up to 8 cylinders.  The configurable M670 is perfectly suited for replacing an OEM ECM for engine development programs.

The Electronic Control Unit (ECU) integrates a broad range of Engine Control features such as dual ETC, quad V.V.T, VGT, dual Knock, UEGO, HEGO and more.

The M670 ECU can read a pulse-width based directional hall-effect crank sensor and providing a measurement of the current crank position even if the crank has stopped or moved backwards. This feature is useful for start-stop feature. With constant current drive feature the M670 can be used for Transmission Control Unit (TCU).

Pi Innovo’s systems, controls and software engineers are available to support application implementations from prototype to production.

Pi Innovo OpenECU M670

Features

  • Supports four-stroke and two-stroke
  • 12V and 24V operation
  • 8 boosted peak-and-hold injector outputs
  • Build configurations for saturating or non-boosted injectors
  • Programmable injector waveforms
  • 8 smart spark coil outputs
  • Two banks with independent high-side for overlapping injections
  • Up to 12 injections per TDC
  • Three H-bridge outputs
  • Two generic high-side outputs
  • Two wideband exhaust oxygen sensor interfaces
  • Dual knock sensor interface
  • Optional daughter board for circuit prototyping, cylinder pressure FPGA, etc.
  • Protected against reverse supply and I/O short-circuits
  • Supported platform software: OpenECU

Optional Control Software

  • Torque-based engine control strategy
  • Gasoline PFI, GDI, and diesel strategies
  • Simulink-based control strategies
  • Available black box or source code license

Injector Boost Supply

  • Injector high-side control selectable battery or programmable 45V to 65V boost
  • Boost supply total power output 120W
  • Fully diagnosed and protected

Hardware Specifications

Processor MPC5674F
Clock Rate 264MHz
Code Space 3 MB
RAM Space 128kB
Calibration Space 128kB
Actuator Supplies 2x 10A @ Vbatt
Sensor Supplies 4x 250mA @ 5V
Input Pins 54
Output Pins 49
Communications 4x CAN 2.0B
Single-ended analog input 32 x 12-bit
RTD Sensor 4
Knock Sensor (differential) 2
Lambda Sensor (UEGO) 2x
Lambda Sensor (HEGO) 4x (only 2x available when using 2x UEGO)
Ignition Sense 1
Digital inputs (on/off general-purpose) 5
Digital, Frequency, PWM 3
Cam Shaft (VR/Hall single-ended) 4x Hall only
Crank Shaft (VR/Hall differential) 1x Hall (VR option)
H-Bridge or dual Half-Bridge 1x 5A full-bridge & 2x 10A full-bridge or 4 x 10A half-bridge
Low-side GP, PWM (SM, VM, CTM) 9x 0.2/0.5A lamp & relay, with monitoring of state, voltage, and fault status
Low-side GP, Spark (SM) 8x (Smart Coil only) with monitoring of state; on-off mode for non-spark uses
Low-side GP, Injector (SM, VM, CM) ·8x software-programmable waveform peak-and-hold: nominal 25A peak, 15A hold
·Co-processor current control with state, voltage, and current comparators
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
Internal Features ·2 x 25A peak high side injector bank supply with boost.
·Daughter board slot
Optional Features ·120W Injector boost power supply may be removed for lower cost
·FPGA duaghterboard for in-cylinder pressure measurement
·Customizable input bias configurations
Dimensions (mm) 266 x 299 x 56.5mm
Material Aluminum
Weight 2.5kg
Connectors Molex CMC 154-pin, 3-pocket
Vibration ISO 16750-3
Environmental Protection IP69K
Location Engine Compartment / Chassis
Supply Voltage (normal operation) 12V or 24V

APPLICATIONS

M670 Applications Include:

Application Description
Engine Control Module (ECM) The M670 is suited for engine development, prototyping and production applications. Internal Combustion applications include:

  • Common Rail Diesel ECM
  • Gasoline Direct Injection (GDI) ECM
  • Gasoline Port Fuel Injection (PFI) ECM
Replace OEM ECM Engine development programs in certain scenarios require access to the ECM. The M670 is suited to replace OEM ECU providing complete development access to engine control design and development.
Transmission Control Unit M670 is suited for transmission control of Dual-Clutch Manual (DCT), Auto Shifting Manual (ASM) and traditional automatic transmissions with two high current H-bridge drivers and up to 8 current controlled solenoid drivers.

BLOCK DIAGRAM

For complete M670 Pinout download, click here.
This is a default configuration, optional configuration available, please contact us.
For a full list of downloads click here.

 

CASE STUDIES

Rapid OEM Engine ECU Replacement with Pi Innovo’s M670 OpenECU

INTRODUCTION

Traditionally, replacing an OEM engine ECU or Engine Control Module (ECM) has almost always been out of the question. OEMs exercise proprietary rights to the hardware and software design used for engine control. This can often cause an undesirable delay, or even lead to a complete halt on advanced engine research programs or testing of new components on a base engine. Often, automotive organizations looking to modify ECU behavior face a big setback due to lack of access to engine controls.

Pi Innovo has developed a systematic approach to replace OEM ECUs (ECM) allowing full access to software and calibration, for prototypes, advanced technology development, demonstration fleets, or low to medium volume production programs. This is established with a combination of Pi Innovo’s engineering team expertise and the OpenECU family of rapid control prototyping ECUs and software suite. OpenECU is implemented to volume production standards and offers an accessible platform for custom configuration, adaptation, and further development. The goal is to provide a baseline engine control to customers to allow them to focus on what they do best.

Pi Innovo's approach for OEM ECU replacement

Figure 1: Pi Innovo's approach for OEM ECU replacement

OEM ECU Replacement Process
1. Baseline the OEM ECU

The first step in this process is understanding the OEM ECU inputs and outputs, and mechanical configuration of the engine. Requirements capture related to characteristics of sensors and actuators is a critical step to confirm the compatibility of the engine system with the right OpenECU hardware. This is done using a customer questionnaire and preliminary review of available datasheets for different engine components. M670 is commonly used for engine control applications. M670 can also be customized to meet specific customer requirements.

In situations where data sheets for sensors are unavailable, and actuator characterization or trigger wheel patterns are not known, we use a bespoke break out box (BoB) and in-line connector setup allowing access to all the pins of the OEM ECU.

Setup for baselining the OEM ECU

Figure 2: Setup for baselining the OEM ECU

This setup is then used to develop transfer functions for sensors, establish crank and cam patterns, and analyze output waveforms using dual instrumentation methods, oscilloscope measurements, etc. Important parameters are recorded to develop the baseline performance dataset. Some of the typical measurements made are:

  • Injector timing and duration
  • Number of injections
  • Voltage and current recordings of actuators
  • Fuel pressure for various speed and load conditions

A pin-out sheet to assign the available I/O to the relevant pins of the selected OpenECU module is drafted, which is the next step prior to model configuration and hardware-in-loop (HIL) testing.

2. Model configuration

Model-based control design (MBD) has gained significant momentum in the automotive industry to accelerate product development, while addressing the increased complexity of automotive systems, and reducing development time and costs. A rapid prototyping cycle is possible since MBD enables continuous simulation and verification of the control algorithm to allow early detection of errors, and the C-code is typically auto-generated which can then be deployed and tested on hardware.

At Pi Innovo, we have developed a model-based Generic Engine Control (GEC) strategy, which is accessible source code in the form of Simulink libraries (for both gasoline and diesel applications extendable to other fuel types such as LPG, CNG, etc.). These strategies are supported by documentation of the control architecture and software functional requirements for better understanding and knowledge transfer to the customer. The strategies can be used on OpenECU hardware to meet operating system needs. These strategies use floating point arithmetic and native Simulink blocks in the core of the application to allow for easier hardware target portability.

Within the model the crank, cam, and cylinder TDC configurations are appropriately set for the engine type. An application-defined sync logic based on crank and cam patterns is implemented to achieve engine sync. The OpenECU platform is designed in a way that allows software configurable waveforms for boosted/ non-boosted peak and hold injectors, saturating injectors and valves such as the fuel control valve, etc. that might require current controlled actuation.

The application is developed in a modular fashion and the required software modules can be integrated into the main model depending on the components involved in the application such as:

  • Turbocharger
  • Exhaust gas re-circulation (EGR)
  • Variable valve timing (VVT)

The application incorporates a balance of first-principle physics-based modeling as well as 1D and 2D look-up maps, to characterize the underlying behaviors of different engine components. Commonly used functions are maintained in libraries and re-used to accelerate development and improve overall software quality. For production intent software, Pi Innovo focuses on the development of a modular architecture, which is essential since the software will go through inevitable expansion and refinement.

The model-based design approach lends itself to easy testing of the logic using simulation to prove the concept before integrating it with the main model. Further testing such as Model-in-Loop (MIL) and Software-in-Loop (SIL) testing can also be performed depending on the rigor required for the program.

The base calibration data available either from the customer or captured during the baselining process is integrated with the software before moving to the next step.

3. Hardware-in-Loop (HIL) testing

A one-click build system results in C-code generation: an S-record (s37) or Hex-record (hex) binary file along with an A2L file are generated. The A2L file contains all the information about measurement and calibration variables available in the control software and is typically utilized with industry standard calibration tools to communicate with the ECU via CCP.

The binary file is flashed on the OpenECU hardware, and HIL testing is performed with individual engine components to test basic functionality. This form of testing is made easier using calibratable overrides throughout the model. Crank and cam signals are setup using the HIL simulator, and the ability to achieve engine synchronization is verified first. OpenECU’s rapid control prototyping toolchain allows changes to be implemented and available on-target within a few minutes. This is of advantage for cases where there is interfacing with new components that might require quick software changes. After engine sync is achieved, injector firing and the waveform is verified along with actuation of other outputs such as spark, ETC, valves, etc.

This step also serves to identify any hardware changes that might be needed. Often a sensor might not function appropriately due to a different impedance than what is expected, and in cases like these OpenECU’s capability to be customized for specific system requirements becomes highly relevant. At Pi Innovo, this is referred to as an ECU ‘Option Control’. Some common changes in an option control are changing analog input pull resistance, changing low pass filter frequency of a digital input, changing pull-up source on analog and/or digital inputs, etc. Pi Innovo is also able to add completely new functionality to an existing OpenECU module depending on the specific needs of the customers such as 6-axis IMU addition to the OpenECU M670, piezoelectric pressure sensor addition to M670, etc.

After the option control exercise is completed and the available components are tested manually on the bench, the pin-out details are fixed, and the wire harness is developed by the customer.

4. First Fire

For this phase, a team from Pi Innovo typically arrives at a customer’s facility of choice. A dynamometer is used for the initial commissioning and calibration. The ECU is installed with the wire harness. One of the first steps is to perform signal and wiring checks for all sensors and actuators. If no issues are found, various key-on plausibility checks such as coolant temperature, battery voltage, etc. are performed. Crank and cam sync are established by motoring the engine without any combustion activity. This critical step ensures that engine sync is achievable which is necessary for enabling angular outputs/ actuators during normal operation.

At this point, the sensor transfer functions are also validated, and calibrated further as necessary. On the actuator side, angular outputs such as fuel control valve are verified against baseline data. Injector waveform and firing are confirmed by monitoring injector current and fuel rail pressure. If applicable, closed loop fuel rail pressure and cam phasing control are also tuned.

Once the operation of all the components is confirmed, the baseline calibration is verified. As a result, the engine is now able to operate with a new ECU.

5. Steady state calibration development

This step is intended for progress towards better engine operation with the new ECU. Traditional calibration refinement and verification activity in collaboration with the customer’s calibration engineers is performed. Steady state calibration is confirmed for various critical sections such as fueling, spark timing, target AFR, and cam phasing.

To further match OEM steady state performance, closed loop fueling, boost pressure control, and engine idling is tuned as well. Steady state operation across the engine’s nominal speed range is established.

A considerable amount of engine calibration is required to achieve the best performance from the engine control strategies, and once the initial steady state calibration is brought up to a pre-established customer expectation, a hand-off to the customer development team is performed. A training workshop is typically conducted at the end of the project to help the customer’s engineering team better understand the capabilities of OpenECU, along with new technology evaluations and understanding any future scope. Pi Innovo engineers train customer engineers while working alongside them to ensure the transfer of knowledge for full ownership.

CONCLUSION

OEM ECU replacement can be a tedious and complicated process. It can significantly affect advanced engine research programs, and customers looking to modify ECU behavior. With the OpenECU family of rapid control prototyping ECUs, and Pi Innovo’s expertise in system development and integration, you can accomplish ECU replacement seamlessly and in a short time frame.

Pi Innovo’s staged approach has been utilized in numerous engine programs. Pi Innovo can provide hands-on support with efforts ranging from commissioning and training on the OpenECU platform, through to providing full control software, hardware, and calibration, while being cost-effective and flexible.

To find out more about how Pi Innovo can help your organization replace an OEM ECU, develop a new prototype engine controller, or take your product from prototype to production, visit www.pi-innovo.com or email info@pi-innovo.com for more details.

M670 for Engine start-stop system and Component Development

M670To meet the increasingly stringent regulations on passenger vehicle fuel economy and emissions, automotive OEMs are frequently turning to mild hybrid technologies. A popular example is start-stop which allows the engine to turn off while a vehicle is stopped and then quickly restart with either the release of the brake or depression of the clutch, decreasing the time the engine spends idling. With such a system, synchronizing the engine and initiating combustion within the first engine rotation becomes paramount. To accomplish this task, the OpenECU platform for the M670 ECU is capable of reading a pulse-width based directional hall-effect crank sensor and providing a measurement of the current crank position even if the crank has stopped or moved backwards. Additionally, the M670 provides an infrastructure to resume crank synchronization after a restart on the second detected crank tooth in the forward direction instead of waiting to detect a crank region synchronization point as is traditionally the case. These features provide the necessary architecture to accomplish combustion quickly and reliably.M670 graph case

CAPTION: Flow chart of start-stop synchronization logic.

M670 constant current customization for transmission controls development

M670

Challenge

To develop a precision analog current source output using OpenECU's M670, to be utilized as a control source for precise force control of solenoids for developing transmission control strategies.

The continued push by OEMs for increased fuel economy has driven the market to develop automatic transmissions with an increasing number of gears. Recent designs make use of 11 or more speeds in new or upcoming transmissions. In order to be able to address the need for our customers to implement smooth and efficient transmission controls, Pi Innovo provides a constant current drive feature on the M670 OpenECU module.

Solution

Pi Innovo’s OpenECU M670 was applied for a specific application where precision current ADF control was needed to develop a prototype transmission control algorithm. Pi Innovo’s standard, off-the-shelf OpenECU hardware and software was designed to have sufficient flexibility so that an option control could be implemented to tailor the range and resolution of the constant current outputs along with a zero-current offset compensation algorithm and software to meet the precise needs of customers.  This customer's application development requirements were satisfied with a customer specific option control hardware configuration.  OpenECU option control M670B-00Z utilized components with tighter value tolerance to achieve the desired accuracy.

Results and Impact

Pi Innovo’s engineering team worked closely with the customer to develop M670B-00Z to meet their specific application needs. The development work performed using the OpenECU M670B-00Z led to the successful implementation of an analog constant current source with sufficient range and accuracy to meet the needs of the customer's development effort.

Available on up to 8 output pins, this feature makes use of an Infineon TLE8242 device to high accuracy (+/- 2% full scale error over temperature when autozero is used) constant current drive with feedback control and a range of up to 2.4A per channel (range configurable in hardware). OpenECU platform software provides the necessary MATLAB Simulink library blocks to configure, drive and monitor the module outputs directly on the M670. Because the interface to the constant current driver outputs is model based, the customer can focus their expertise on the high-level transmission application while relying on the hardware and platform software implementation from Pi.

M670 used in KUKA engine final test lines to control multiple engine configurations

OpenECUTypically, an Engine Control Unit (ECU) is developed for a specific engine and expected to live with that engine for the life of the ECU. However, in KUKA’s production manufacturing environment, there can be a need to test an entire family of engines with drastically different configurations using one ECU. Accommodating multiple engines with differences in sensors types and actuators can pose a significant challenge for ECUs designed for a single engine.OpenECU provides the flexibility needed to switch between engines while still being designed specifically for engine control. This functionality was put to the test by KUKA who had a hot test station that needed to run 4 engine types with varying crank profiles, cam phasing actuators, and sensor communication protocols (SENT vs Analog). Using the ECU intended for installation in the vehicle would have required the ECU to be reflashed with every change in engine configuration. Using the M670 OpenECU and Pi Innovo’s model based engine control strategies using Simulink, all engine types could be run using the same software, therefore eliminating the need for reflashing. This significantly decreased the time required to test each engine and vastly increased the number of engines that can be tested by a single ECU.

M670 and Engine Control Strategies used by the Enviornmental Protection Agency (EPA)

Challenge

Pi Innovo M670 OpenECU hardware and GDI Engine Control Strategies are being used by the Environmental Protection Agency (EPA) for dyno-based research using a four cylinder Gasoline Direct Injection (GDI) engine with dual variable valve timing (VVT). Pi Innovo commissioned the engine on-dyno and provided the customer with the GDI Engine Control Strategies, which the EPA then used as a start-model for their own research investigations regarding emission controls.

The EPA wanted to quantify benefits and evaluate feasibility of adding emissions control systems to an existing typical GDI passenger car engine. To do so,  a production passenger car engine was installed in a dynamometer lab environment. Because the underlying controller strategy on the production engine ECU was ‘closed’ and in general, source code strategy was not released by the OEM to a third party, an alternate solution was required.

The combination of Pi Innovo’s OpenECU engine controller, GDI Engine Control Strategies, and Pi Innovo systems and controls engineering teams provided the solution.

This engine included:

  • Peak-and-hold low impedance fuel injectors
  • Peak-and-hold, synchronous fuel pump solenoid
  • Independent intake and exhaust cam phasing
  • 2.5 L displacement, 14:1 geometric compression ratio, electronic throttle control (ETC), injection pressures to 200 bar
Solution

Throughout a phase of engineering support, Pi Innovo worked with the customer to understand the details of the application. Beginning with Pi Innovo’s OpenECU GDI Engine Control Strategies,  a customized model-based control strategy specific to the customer engine’s I/O was written. Pi Innovo defined a wire harness and delivered OpenECU M670 hardware for installation in the customer’s dyno.

Once the software was prepared and the dyno was assembled, Pi Innovo assisted with a first-fire exercise on location to verify the system was working properly and train customer employees to use the engine control tool chain. Further software customizations were added while on-site to support input interfaces to the electronic control unit (ECU) from various lab-grade measurement devices such as airflow and mixture sensors. After a week on-site support the tool chain was handed over to the customer for their ongoing use.

Project Features
  • OpenECU Simulink API
  • OpenECU Engine Control Source Code
  • OpenECU M670
  • Pi Team engineering services

DOWNLOADS

IMAGES

MODULE
COMPARISON

Compare ALL OpenECU Modules

Primary Processor SPC5534 MPC5534 MPC5534 MPC5534 MPC5674F MPC5746B SPC5746 SPC5746
Primary Clock Rate 80MHz 80MHz 80MHz 80MHz 264MHz 160MHz 160MHz 160MHz
Primary Code Space 512KB 768KB 768KB 512KB 3MB 2302KB 3MB 3MB
Primary RAM Space 64KB 832KB 832KB 64KB 128kB 384KB 256KB 256KB
Primary Calibration Space 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 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 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
High Speed CAN 2.0 2x 2x 2x 2x 4x 1x 4x 4x
Inputs (Analog or Digital) 10x 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
Low Current Low Side Drives Up to 1x 20mA & 2x 100mA & 6x 500mA 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
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
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 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 IP69K IP67 Sealed/Gore vent IP69K IP69K & IPx8 Sealed/Gore vent IP69K Sealed/Gore Vent IP69K Sealed/Gore Vent
ESD ±8kV - SAE J1113-13
Conducted and Radiated Emissions CISPR25 Class 2
Conducted Transients ISO 7637-2
Bulk Current Injection Immunity ISO 11452-4
Material Plastic (PPA GF33) Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum
Dimension in mm (W x H x D) 138 x 130 x 42 155 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) 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