Hks Vpro Manual
Hks Vpro Manual
Hks Vpro Manual
1 INSTRUCTIONS
CONTENTS
Outline
4
Settings
4
Step 1: Initial Setting 4
1. Initial Parameters 4
Step 2: Conversion Table Settings 6
Step 3: Parameter Settings 7
1. Basic Tab 7
2. Control Tab 9
3. Fuel 1 Tab ..11
4. Fuel 2 Tab ..14
5. Twin Injector Tab ..15
6. Ignition 1 Tab
..17
7. Ignition 2 Tab
..19
8. ISC Tab
..20
9. Option 1 Tab
..22
10. Option 2 Tab
..22
Step 4: Data Input
..23
1. Start Engine ..23
2. Idling
..24
3. Setting
..25
1-1. Fuel Control
..25
a. Standard Injection Time ..25
b. Injection Time At Start ..25
c. RPM Adjustment At Start ..25
d. None Phase Injection
..25
e. Main Injector Dead Time ..25
f. Sub Injector Dead Time ..25
g. Standard Injection Timing
..25
h. Injection Timing ..25
i. Twin Injection Distribution Ratio ..26
1-2. Fuel Map 1
..26
a. Fuel Trim Map.. ..26
b. Sub Map 1-4
..26
c. Throttle Compensation
..26
d. Speed Compensation
..26
1-3. Fuel Map2
..26
a. Start Fuel ..26
b. Start Fuel Time ..26
c. Acceleration Compensation
..26
d. Acceleration Water Temp ..27
e. Water Temp Compensation
..27
f. Intake Air Temp Compensation ..27
Outline
This instruction is to show only how to set up a vehicle using F-CON V PRO. It is highly
recommended to read all instructions before attempting to install the V PRO in the vehicle.
Note: A new VPRO contains no data. Setup for parameters and data is required before
attempting to start engine. Misuse or incorrect settings can cause engine damage or fire.
Setting Outline
There are four steps:
1. Initial Settings
2. Conversion Table Settings
3. Parameter Settings
4. Data Input
Step 1: Initial Settings
1. Initial Parameters
1. Basic Engine Type
Select the appropriate engine from the pull down menu in the initial parameter
screen. The rest of the parameters will then be set up automatically.
If an appropriate engine type is not in the list, select not selected in the Base
Engine Type field. The other fields would then need to be configured manually.
2. Crank Signal Type
Select an appropriate type from the chart below.
When a basic engine is selected, a crank type corresponding to the selected basic
engine will be automatically set up.
Crank Signal Type
Nissan
Toyota 1
Toyota 2
Mitsubishi
Mazda RE
Subaru
Description
Nissan engines using 180 (120, 90)
and 1
Toyota engines using G signals and Ne
signal of 30
Toyota engines using G signal and Ne
signal of 30 + 10.
Mitsubishi engines using crank duration
signal and TDC signal
Rotary engines using G signal and Ne
signal of 30.
Subaru engines using crank angle signal
and cam position signal
Engine Type
RB26DETT, SR20SET,
VG30DETT
2JZ-GTE, 3S-GTE
2JZ-GTE VVTi, 3S-GE
VVTi
4G63, 6G72
13B-REW, 13BT
EJ20K, EJ20H, EJ207,
EJ208
If the engine output is over 700 horsepower, generally, there is no airflow meter
that can measure that amount of airflow. Therefore, select pressure or throttle for
the intake airflow type.
7. Pressure Range
Set up the minimum and maximum value for the map load sites..
Set up the value in the measurable range of the pressure sensor used.
8. Number of Injection Group
For sequential injection, enter the number of cylinders.
Enter the number of groups for simultaneous, or group injection
Generally, use the same number as the number of groups for the stock engine.
10. Target A/F range
Input the minimum and maximum values for A/F feed back control.
11. Main Injector Volume
Input the injectors flow rate in cc/min.
The injector flow may be different depending on the fuel pressure.
The injector output is proportional to the square root of the fuel pressure.
Injector Output = (used fuel pressure/standard fuel pressure) X (injector output
at standard fuel pressure).
12. Engine Volume
Input the engines displacement in cc/min.
** All the parameters that are setup above are very important to establish the foundation
for the engine management. Therefore, if one of those parameters needs to be modified,
reset all the items starting with the initial setup, instead modifying just that one. An
incorrect setup can damage the engine.
13. Recheck all settings, then click on OK.
After clicking on the OK button, the initial setup dialog box will close and a
conversion table dialog box will appear.
Voltage(mV) + Z
The combination for X Y and Z parameters for the pressure sensor that can be
selected the conversion table settings are shown in the table below.
Pressure Sensor
HKS 1
HKS 2
HKS 3
TOYOTA 1
TOYOTA 2
MAZDA RE
X
9
27
3
2
1
2
Y
20
50
4
5
2
5
Z
-25
230
-375
-300
-250
-300
5. Throttle Parameter
This is the minimum and maximum voltage of the throttle position sensor.
Click the SET button for the CLOSE field with your foot off the accelerator
pedal. This records the voltage of the TPS in its closed position.
Step on accelerator pedal and click the OPEN throttle SET button.
6. Throttle Tangent Calibration Set Time
Coefficient that calculates how much the throttle changes for acceleration
correction.
Initial setting is 50 msecs.
The larger the value, the larger the throttle change.
7. Pressure Input Port
Select the input port for the pressure sensor
Default setting is OPTION PORT.
If airflow port is selected, use pin 21 as the pressure input terminal.
If option port is selected, use pin 14 for the pressure input terminal.
The chart below shows the correspondence of the port with four different variables.
Pressure
Position of the pressure
Correction sensor connection
Used
Option pressure sensor
Not used
-----------Used
Used
Not used
----------
Not used
Option port
Airflow port
Option port
Not used
Airflow Port
--------------------Used
Used
Not used
----------Used
Used
Not used
Option Port
Option Port
Airflow Port
Option Port
Not used
Airflow Port
Option Port
Option Port
Not used
Option Port
2. Control Tab
1. Number of Speed Signal Pulse
Select the number of pulses from the speed sensor per distance unit.
In the data monitor screen, check to see if the vehicle speed matches the speed in
the monitor.
If the speed on the screen reads twice as that on the meter, double the pulse
number. If it is half of the speed on the meter, cut the pulse number in half.
2. Speed Signal Adjustment Rate
Corrections in speed can be made caused by gear ratio change or tire size.
The larger (smaller) the setting value is, the larger (smaller) the display of the
speed on the PowerWriter monitor.
Usually, the initial setting does not need to be changed.
3. Option Voltage Output 1 4, items on the Y axis
There are 4 fields, 2 channels of which are outputs that can output an airflow
voltage signal by either an option map or actual air flow meter.
If sending the stock air meter signal through to the stock ECU to prevent a check
engine light, select AIRFLOW INPUT 1, and the output will be on pin 56 mass
air sensor output 1.
If sending a voltage signal from an option map to the stock ECU, select from
option voltage output map 1 or 2, and output will be on pin 43 or 44 Option
output 1 or 2.
Input
Airflow Input 1
Airflow Input 2
Option Map 1
Option Map 2
Output
Airflow Output 1
Airflow Output 2
Option Output 1
Option Output 2
Output
Airflow Output
Speed Output
10
Type
JZX 100
JZA80
BCNR33
Engine
1JZ-GTE VVTi
2JZ-GTE
RB26DETT
NISSAN
S14
SR20DET
MAZDA
FD3S
13B-REW
A/C Setting
ON=LOW, OFF=HIGH
ON=LOW, OFF=HIGH
ON=LOW, OFF=HIGH
ON=LOW, OFF=HIGH
ON=LOW, OFF=HIGH
3. Fuel 1 Tab
1. Ports 1-8
When the base engine was selected in the Initial Setup, the settings should be
automatically configured. If not, either MAIN x 1 or MAIN x 2 will need to be
selected to coincide to the number of fuel groups used. The remaining ports are to
be set to OFF.
MAIN refers to a main injector, and SUB refers to a sub injector.
X 1 or 2 is number of times of injection per one cycle.
For the rotary engines, it means the number of times of injection per one rotation
of the eccentric shaft.
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Engine
3
cylinders
4
cylinders
6
cylinders
8
cylinders
RE
Fuel Control
Sequential
Injection
Simultaneous
Injection
Sequential
Injection
2 group
Injection
Simultaneous
Injection
Sequential
Injection
3 group
Injection
2 group
Injection
Sequential
Injection
4 group
Injection
Twin injector
Injection
Port1
Main
x1
Main
x2
Main
x1
Main
x1
Main
x2
Main
x1
Main
x1
Main
x1
Main
x1
Main
x1
Main
x1
Port 2
Main
x1
Main
x2
Main
x1
Main
x1
Main
x2
Main
x1
Main
x1
Main
x1
Main
x1
Main
x1
Main
x1
Port 3
Main
x1
Main
x2
Main
x1
Off
Port 4
Off
Port 5
Off
Port 6
Off
Port 7
Off
Port 8
Off
Off
Off
Off
Off
Off
Main
x1
Off
Off
Off
Off
Off
Off
Off
Off
Off
Main
x2
Main
x1
Main
x1
Off
Main
x2
Main
x1
Off
Off
Off
Off
Off
Main
x1
Off
Main
x1
Off
Off
Off
Off
Off
Off
Off
Off
Off
Off
Main
x1
Main
x1
Sub
X1
Main
x1
Main
x1
Sub
X1
Main
x1
Off
Main
x1
Off
Main
x1
Off
Main
x1
Off
Off
Off
Off
Off
If the main injector plus a sub injector is used and fired sequentially, select SUB x
1.
Select SUB X 2 for the following conditions:
o Used as a twin injector.
o The sub injector is controlled as group injection.
o The injector is fired twice per cycle.
12
This cannot be used if the type of the intake airflow amount is PRESSURE or
THROTTLE.
13
VOLUME
-2
0
2
4
SELECTED
MAP
Map 1
Map 2
Map 3
Map 4
Switch 2
OFF
OFF
ON
ON
Selected Map
Map 1
Map 2
Map 3
Map 4
4. Fuel 2 Tab
1. A/F Feedback Map
Select which map to be affected by A/F feedback control.
2. A/F Feedback Start Time
Time to which A/F feedback control becomes active.
The initial setting is 150 sec.
Usually, this setting does not need to be changed; however, it needs be changed if
it takes more than 150 seconds for the A/F sensor to warm up.
3. A/F Feedback Cycle Time
The sampling time for A/F metering.
Initial setting is 50 ms.
The lower the number the more sample times per engine cycle.
After tuning is complete, change setting to 500 ms if the A/F meter and feedback
control is still connected.
4. A/F Feedback Water Temp
Water temperature above to which feedback control may become active.
The initial setting is at 70C.
A long as the A/F measure is used, this setting does not need to be changed.
5. Fuel Cut Condition
Fuel can be cut by airflow or RPM.
14
15
16
6. Ignition 1 Tab
1. Port 1-8
If a base engine is selected in the initial parameters, its standard setting is used.
If a base engine is not selected, MAIN X1 MAIN X4 is selected depending on
how many ignition groups the vehicle has: If the vehicle has 3 cylinders, MAIN
X1 will be selected up to the port 3.
If a port is set as MAIN, timing is controlled by the main map. If a port is set as
SUB, the ignition timing is controlled by the sub map.
For the rotary engines, MAIN is used for trailing ignition control and SUB is used
for the leading ignition.
The number following MAIN or SUB refers to the number of times the ignition
fires per one cycle. For the rotary engines, it refers to the number of times the
ignition fires per one cycle of the eccentric shaft.
17
Engine
3
Cylinder
4
Cylinder
6
Cylinder
8
Cylinder
RE
Ignition
Control
Sequential
Simultaneous
Sequential
2-Cylinder
Simultaneous
4-Cylinder
Simultaneous
Sequential
2-Cylinder
Simultaneous
3-Cylinder
Simultaneous
Sequential
2-Cylinder
Simultaneous
4-Cylinder
Simultaneous
FD3S
Method
FC3S
Method
Port
1
Main
x1
Main
x3
Main
x1
Main
x2
Main
x4
Main
x1
Main
x2
Main
x3
Main
x1
Main
x2
Main
x4
Main
x1
Main
x2
Port
2
Main
x1
OFF
Port
3
Main
x1
OFF
Port
4
OFF
Port
5
OFF
Port
6
OFF
Port
7
OFF
Port
8
OFF
OFF
OFF
OFF
OFF
OFF
Main
x1
Main
x2
OFF
Main
x1
OFF
Main
x1
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
Main
x1
Main
x2
Main
x3
Main
x1
Main
x2
Main
x4
Main
x1
Sub
x2
Main
x1
Main
x2
OFF
Main
x1
OFF
Main
x1
OFF
Main
x1
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
Main
x1
Main
x2
OFF
Main
x1
Main
x2
OFF
Main
x1
Main
x4
OFF
Main
x1
OFF
Main
x1
OFF
Main
x1
OFF
OFF
OFF
OFF
Sub
x2
OFF
OFF
OFF
OFF
OFF
OFF
Main
x2
OFF
OFF
OFF
OFF
18
SELECTED
MAP
Map 1
Map 2
Map 3
Map 4
Switch 4
OFF
OFF
ON
ON
Selected Map
Map 1
Map 2
Map 3
Map 4
7. Ignition 2 Tab
1. Speed Input - On
Used for rev limiting when shifting on full acceleration.
The speed condition means that ignition cut control starts operating so that rev
limit is activated when the ignition cut switch is on while the speed is over
10km/hour and throttle open angle is greater than 90%.
While the speed condition is set up and the ignition cut control is activated, the
ignition cut control is canceled when the RPM is reduced by more than 1000rpm.
The initial setting is OFF.
19
8. ISC Tab
1. ISCV Type
Select the correct type of idle air control valve.
Generally, Nissan vehicles use solenoid valves and Toyota vehicles with the 3S
engine use rotary solenoid. Select SOLENOID for these vehicles.
Toyotas with the 1JZ engine use stepping motors, select STEPPING MOTOR.
The initial setting is SOLENOID.
20
9. Option 1 Tab
1. Option Switch Output 1 - 2
Select to output a low current ground signal to trigger a fuel pump, electric fan, or
NVCS (Nissan Valve Timing Control System)
If fuel pump is selected, pump will turn on for 3 seconds after ignition switch is
turned on, or when engine is cranking.
2. RPM
Valid only if NVCS is selected
Input RPM to switch on off
3. Injection Time
Valid only if NVCS is selected
When engine is under light load, activation of NVCS is not wanted. Input the
minimum injection time to start operation.
4. Water Temp
Valid only if Electric Fan is selected
Input the turn on and off temperature in degrees C.
10. Option 2 Tab
1. Option Switch Output 2-3
Low current ground switch that can trigger a shift light or warning light by RPM,
water temp, exhaust temp, fuel pressure, or knock sensor.
2. Speed Threshold
Valid only if RPM is selected
Input value to where the low speed RPM and high speed RPM switch will be
active.
3. Low Speed RPM
RPM switch when vehicle speed is below the Speed Threshold value.
4. High Speed RPM
RPM switch when vehicle speed is above the Speed Threshold value.
5. Water Temp
Valid if Water Temp is selected
Input the turn on and off temperatures in degrees C.
22
6. Exhaust Temp
Valid if Exhaust temp is selected
If an EGT sensor is connected a warning light can be triggered.
7. Load Threshold
Valid if Fuel Pressure is selected
Threshold between the low and high load pressure switches
Step 4: Data Input
1. Start Engine
1. Check the Injector Dead Time in the Fuel Control field
Since a general value is set up as an initial setting, the setting does not need to be
modified as long as there are no conflicts occurring, even if the dead time is
unknown.
The initial setting is determined based on a standard injector; therefore, the
injector dead time may need to be increased if a larger injector is used.
2. Send the Data to the FCON V PRO and turn off the ignition once so the FCON V PRO
can memorize the data.
3. Start the Engine.
If Engine Does Not Start
A. No Spark
Check harness if correct.
Recheck all initial settings and conversion table sensors.
Check if the setting for the close angle duration is correct.
Check if the spark plug is soaked with gas. If so, shorten the injection time at
beginning (the first injection time).
B. Engine Fires, But Does Not Start.
Check connection of the harness.
Recheck all initial and conversion table settings.
Go to the FUEL CUT CONDITIONS on the Parameter Fuel 2 Tab. Uncheck all
selections in the Fuel Cut Condition Field.
Make sure that the RPM setting for the Deceleration Fuel Cut map under the
FUEL CUT heading is not 0.
Check if the spark plug is soaked with gas. If not, increase the start injection time
gradually so that the time from the cranking to the first firing can be shortened.
23
If the engine stalls awhile after starting, there are no problems on the engine itself. Go ahead to
Idling.
2. Idling
If idle control is not controlled though the V PRO, sections 1 and 2 are not necessary.
1. Set up a target RPM for the idle control and a basic value for the bypass valve.
Input target idle RPM
During the cooling time, keep the RPM between 1500 and 2000rpm.
For the solenoid valves, the standard value for the bypass valve is set at 100% to
be in the first idling condition. Adjust, later, the RPM to be the target RPM.
2. Start the Engine.
3. Adjust the main correction map using a map trace function in the link mode to stabilize
idling.
If an A/F sensor is used, adjust the map. Make sure the A/F value is correct on
the monitor.
If RPM is to be adjusted by the throttle, set up the A/F feedback time at 10ms so
that the FCON V RPO can automatically reach the target A/F.
If using an idle control valve, adjust the standard bypass valve value, looking at
the monitor, so that the value matches the target RPM.
24
3. Setting
1-1 Fuel Control
a. Standard Injection Time
The standard injection time is valid only if either PRESSURE or THROTTLE is
selected as a type of the intake airflow amount.
The initial values are calculated using the target A/F during idling, wide open
throttle, injector size, and engine displacement.
Normally, no modification is necessary.
This map cannot be used if either airflow voltage or airflow frequency is selected as a
type of the intake airflow.
b. Injection Time At Start
Water temperature based injector pulse width for starting
c. RPM Adjustment At Start
Table to help stabilize engine RPM after starting.
d. None Phase Injection Time (Non-Corresponding Injection Time)
A map for the fuel injection interval irregardless of the normal injection map.
Adjustment for fuel by the amount of throttle change under load and RPM. Used
with acceleration correction, but can help in areas where the acceleration map
cannot cover.
e. Main Injector Dead Time
The time it takes the injector to open once it receives a voltage signal from the V
PRO. When the V PRO sends a signal to fire an injector, there is a dead time
before the injector actually opens.
Mainly affects initial starting and idle, but can affect air/fuel ratio over the whole
map.
If using large injectors, increase the dead time by 10-12 percent
f. Sub Injector Dead Time
Time it takes for the sub injector to open once it receives a voltage signal.
g. Standard Injection Timing
Crank angle position when each injector is fired. The V PRO only sees a pulse
for the number 1 cylinder. This map tells the V PRO the TDC of the other
cylinders.
h. Injection Timing
The initial setting for the injection timing is determined based on the type of the
crank signal and the number of the fuel groups.
25
With this initial setting, injection is completed right before the intake valve opens.
Use the initial setting for good response. For better fuel economy, change the
initial setting to the one that injection starts after the intake valve closes.
Injection timing is based upon the end of injection. (BTDC)
26
27
1-4. A/F
a. A/F Map
Map where the target A/F is set for the A/F feedback.
Under feedback control, map cell correction to the main fuel map are shown here
Manual inputting of values may be needed to help A/F correction by reducing the
percentage of error.
b. A/F Mask
Certain areas can be turned on or off for auto fuel correction.
0 turns off feedback in that cell, and 1 turns it on.
1-5. Fuel Cut
a. Deceleration Fuel Cut
Water temp based rpm table to cut fuel on deceleration.
This setting is valid only when throttle angle is smaller than the value set up in the
fuel cut throttle field, under Fuel 2 tab from the parameter screen.
To prevent frequent switches between the fuel cut and the normal condition, the
RPM set for the normal condition should be at least 200 rpm lower than the RPM
for the fuel cut.
b. RPM Fuel Cut
For each port, set up an RPM for cutting fuel and a recovery RPM.
Fuel cut occurs when the RPM is above the RPM set for fuel CUT. It goes back
to the normal condition when the RPM is below the RPM set for Fuel
RECOVERY.
Active only if the RPM box is checked in the Fuel Cut Condition in the Fuel 2 tab
under the parameter screen.
To prevent frequent switching between the fuel cut and normal condition, the
RPM set for Fuel Recovery should be at least 200 rpm lower than the RPM for the
Fuel Cut.
c. Airflow Fuel Cut
For the each port, set up air flow voltage for cutting fuel and switching back to
normal condition.
Fuel cut starts when airflow voltage exceeds the set up value.
This is valid only if AIRFLOW is checked in the fuel cut condition field in Fuel 2
Tab in the parameter screen.
To prevent frequent switching between fuel cut and normal condition, the amount
of the intake airflow for the fuel recovery should be lower than the air flow
voltage for the fuel cut.
28
29
b. Throttle Compensation
30 degrees can be added or subtracted from the map based upon RPM and
throttle position.
c. Acceleration Compensation
RPM vs. throttle movement for timing compensation
d. Water Temp Compensation
Coolant temp based trim table for timing control
e. Intake Air Temp Compensation
Air temperature based trim table
f. Exhaust Temp Compensation
Exhaust temp trim table if an EGT sensor is used
g. Fuel Pressure Compensation
Fuel pressure trim table to adjust for fluctuations in fuel pressure if a fuel pressure
sensor is used.
h. Speed Compensation
Timing can be added or subtracted based upon vehicle speed to compensate for
different load caused by wind drag, etc.
i. Individual Cylinder Compensation
Timing can be modified for different cylinders caused by uneven manifold
distribution, weak, or cylinders with slightly higher compression.
j. Main Close Angle Time Compensation
Compensation to coil charge time for low battery voltage.
k. Sub Close Angle Time Compensation
Compensation to sub coil charge time for low battery voltage
3-1. ISC
a. Target Idle RPM
Idle RPM based on engine temperature
Helps to prevent stalling on engine warm up
b. ISCV Number
This determines the basic position of the idle speed control valve.
For solenoid type or rotary solenoid type valves, it will be a duty cycle. Normally
set at 50%.
30
The V PRO can internally data log 8 channels. 4 channels are user selectable. The
other channels, RPM, pressure, fuel, and ignition, are automatically logged. With
a laptop computer connected, many more channels can be recorded.
2. View Log
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