The sensors wired to the dash rather than to the ECU.
Sensors whose data is not engine-critical are wired to the dash, which conditions the signal and passes it over CAN to the M150 to be logged. This split keeps the ECU's inputs available for engine-critical parameters.
No part-specific design process is documented. The Custom Electronics subsystem design process applies: 1. Collect the sensor list from every subteam, agree location and type with the designer who needs the data. 2. Split sensors between ECU and dash based on which parameters are engine-critical. 3. Size the charging system and validate it. A custom current measurement board (50 A bidirectional sensing chip, inline on the rectifier-to-PDM wire) measured what the rectifier actually puts back. 4. Build the datalogging parameter list with rates, then check CAN bus load. 5. Validate on a mock endurance: average battery voltage 13.4 V, minimum 12.1 V excluding cranking on CR26I.
CR22 Issue Log, 2023-08-26: a radiator inlet temperature sensor read 195 C because its wire had been crushed between the radiator top tab and its mount. Separately, the Car Wiring Lessons Learned document records that rotary encoders and potentiometers should not be used to measure braking, because the pedal does not move much and its travel varies with temperature and system wear; a brake pressure sensor is the accurate method.
Nothing in CrimsonStorage covers these yet.