VPRO Manual 3.1

1

F-CON V PRO VERSION 3.1 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

2

g. Exhaust Temp Compensation ……………………..27 h. Fuel Pressure Compensation ……………………..27 i. Individual Cylinder Compensation ……………..27 j. Idle Intake Air Temperature ……………………..27

1-4. A/F ……………………………………………………..27 a. A/F Map ……………………………………………..27 b. A/F Mask ……………………………………………..27

1-5. Fuel Cut ……………………………………………………..28 a. Deceleration Fuel Cut ……………………………..28 b. RPM Fuel Cut ……………………………………..28 c. Airflow Fuel Cut ……………………………………..28 d. Pressure Fuel Cut ……………………………………..29

2-1. Ignition Control ……………………………………………..29 a. Ignition Main Map ……………………………………..29 b. Ignition Sub Map ……………………………………..29 c. Main Close Angle Time ……………………………..29 d. Sub Close Angle Time ……………………………..29 e. Index Ignition Timing ……………………………..29

2-2. Ignition Trim ……………………………………………..29 a. Sub Map 1-4 ……………………………………..29 b. Throttle Compensation ……………………………..30 c. Acceleration Compensation ……………………..30 d. Water Temp Compensation ……………………..30 e. Intake Air Temp Compensation ……………………..30 f. Exhaust Temp Compensation ……………………..30 g. Fuel Pressure Compensation ……………………..30 h. Speed Compensation ……………………………..30 i. Individual Cylinder Compensation ……………………..30 j. Main Close Angle Time ……………………………..30 h. Sub Close Angle Time ……………………………..30

3-1. ISC ……………………………………………………..30 a. Target Idle RPM ……………………………………..30 b. ISCV Number ……………………………………..30 4-1. Option Output ……………………………………………..31

a. OPT Voltage Output 1-4 ……………………………..31 b. OPT Frequency Output 1-2 ……………………………..31

Step 5. Data Logging ……………………………………………………………..31 1. Setup and Starting ……………………………………………………..31 2. View Log ……………………………………………………………..31 3. Load Unit Log Data ……………………………………………..31 4. Internal Data Logging ……………………………………………..31 Step 6. Error Codes ……………………………………………………………..32

3

4

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 Description Engine Type Nissan Nissan engines using 180° (120°, 90°)

and 1° RB26DETT, SR20SET, VG30DETT

Toyota 1

Toyota engines using G signals and Ne signal of 30°

2JZ-GTE, 3S-GTE

Toyota 2 Toyota engines using G signal and Ne signal of 30° + 10°.

2JZ-GTE VVTi, 3S-GE VVTi

Mitsubishi Mitsubishi engines using crank duration signal and TDC signal

4G63, 6G72

Mazda RE Rotary engines using G signal and Ne signal of 30°.

13B-REW, 13BT

Subaru Subaru engines using crank angle signal and cam position signal

EJ20K, EJ20H, EJ207, EJ208

**ST215W cannot be used for Toyota 2.

5

Nissan TDC Signal Hi Angle Parameter used to determine which cylinder to be used by crank signal type. 4 cylinder engines can be run with a value of 14, 6 cylinders with 22, and 4 cylinder distributor with 8. In case engine does not start, decrease the value by 2. 3. Intake Air Volume Measurement Select an appropriate type in the list below. a. If the factory setting is used, For Karman Vortex type airflow sensors, select “Airflow Frequency.

When using a Karman sensor, high pressure correction cannot be measured, so a separate pressure (MAP) sensor is required. For hot wire air flow sensors and only one air flow sensor is used, select VOLTAGE AIRFLOW x 1. For engines using two airflow sensors, select VOLTAGE AIRFLOW x 2. b. If the factory setting is not used, Select the appropriate setting for the type sensor to be used. If a pressure sensor is used, an intake temperature sensor is also required. Select AIRFLOW FREQUENCY if using a Karman Meter. Karman Meters cannot read high pressure, so a separate MAP sensor is required. For hot wire mass air meters, and only one meter is used, select VOLTAGE x 1. Select VOLTAGE x 2 for engines utilizing two meters 4. Number of Cylinders

• From the menu, select the number of cylinders. • If basic engine is selected, the number of cylinders will be automatically selected. • Inputting the incorrect number of cylinders will result in incorrect RPM readings. • For rotary engines, select 4 for a 2 rotor engine, and 6 for a 3 rotor engine.

5. RPM Axis Max Value

• Select the maximum engine RPM. • The value selected above will be the maximum value in the map cells. • If an RPM limiter is used, the maximum map cell value should be higher than the

actual RPM Rev limit. 6. Airflow Axis Max

• Select the target maximum output of the engine. • It can be selected only if either VOLTAGE AIRFLOW x 1, VOLTAGE

AIRFLOW x 2 or AIRFLOW FFREQUENCY is selected as an intake airflow type.

• This is a standard value for determining the maximum load value in the map cells. • Select a value in the measurable range of the airflow meter.

6

• 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 engine’s 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.

Step 2: Conversion Table Settings

1. Water Temp • Select the water temp sensor that is going to be used from the menu. • The default setting will be the sensor from the manufacturer selected in the initial

setup.

7

2. Intake Air Temp • Select the intake air temp sensor to be used from the menu. • Default sensor type is [HKS]. • If this function is not going to be used, leave the menu at [HKS].

3. Pressure • Select the pressure sensor that is going to be used from the menu. • Select the sensor type if either [pressure] or [airflow frequency] was selected for the

intake air volume in the initial parameters. • If a stock base engine and pressure sensor was selected in the initial parameter

screen., the type will be selected automatically to work with the factory setup. • In all other cases than listed above, [HKS3] is the default setting.

4. Airflow Meter

• Select the airflow meter that is going to be used from the menu. • If the selected intake air volume type from the initial parameter screen is set at either

[pressure] or [throttle], then it cannot be selected.

5. A/F • Select the type of air/fuel meter that is going to be used from the menu. • Default parameter is [Not Used]. • If no A/F meter is used, leave setting at [Not Used].

Step 3: Parameter Settings

1. Basic Tab

1. Crank Signal Type, Intake Air Volume Type, Cylinder Count • Make sure the previous settings are correct in the initial settings. • Normally this will not need to be changed.

2. Crank Offset Angle

• Default setting is [0]. • Set the angle that is going to be offset only if the initial ignition timing is going to

be adjusted through the F-CON V Pro. • Normally this will not need to be changed.

3. Nissan TDC signal HI angle

• Default settings are [14] for Nissan 4 cylinder engines, and [22] for 6 cylinders. • When the key switch input is used to prevent over-run on Nissans, a value of 1 may

need to be added or subtracted to the initial value to make it an odd number. • Normally this will not need to be changed.

8

4. Pressure Conversion Parameter

• This parameter is already configured for the type pressure sensor selected in the conversion table setup screen.

• The relationship between pressure and voltage may be determined using the equation with 3 parameters shown below.

Pressure (mmHg) = X/Y 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 X Y Z HKS 1 9 20 -25 HKS 2 27 50 230 HKS 3 3 4 -375 TOYOTA 1 2 5 -300 TOYOTA 2 1 2 -250 MAZDA RE 2 5 -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.

9

Stock methods for detecting air

Type of intake airflow Pressure Correction

Position of the pressure sensor connection

Pressure Input Port

Hot wire Airflow sensor

Voltage airflow x 1 Used Option pressure sensor Option Port

Voltage airflow x 2 Not used ----------------- Not used Pressure ------------ Option Pressure sensor Option port Throttle Used Stock Airflow Meter Airflow port Throttle Used Option Pressure Sensor Option port Throttle Not used ----------------- Not used Karman Airflow Sensor

Airflow frequency ---------- F-CON V PRO pin 21 Airflow Port

Airflow Frequency ----------- Option Pressure Sensor Option Port Pressure ----------- Option Pressure Sensor Option Port Throttle Used F-CON V PRO pin 21 Airflow Port Throttle Used Option Pressure Sensor Option Port Throttle Not used ---------------------------- Not used Pressure Sensor Pressure ----------- Stock Pressure Sensor Airflow Port Throttle Used Stock Pressure Sensor Option Port Throttle Used Option Pressure Sensor Option Port Throttle Not used ---------------------------- Not used

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.

10

• 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 Output Airflow Input 1 Airflow Output 1 Airflow Input 2 Airflow Output 2 Option Map 1 Option Output 1 Option Map 2 Option Output 2

4. Option Frequency Output

• Select the type load unit for the Y axis. • If the option frequency output map is not used, leave the initial setting OFF.

Input Output Airflow Input Option Map

Airflow Output

Speed Input Speed Output

5. Voltage Output 1-4, Frequency Output 1 MAX Value • Only valid when the option voltage output field is set to AIRFLOW INPUT 1. • Functions as a FCD. Input value will be the voltage ceiling for the output to the

ECU. • Input voltage where it is just below stock ECU fuel cut voltage.

6. Oxygen Voltage Threshold

• The minimum and maximum 02 sensor output voltage that distinguishes from rich and lean fuel efficiencies.

• A standard 02 voltage is set up as default. • This is only active when 02 is selected in the GCC ignition input section.

7. Switch Input • Used for an option switch that can control data logging, ignition cut, or different

load map.

8. Ignition GCC Input • Select the sensor that connects to the GCC ignition input terminal. • Default setting is OFF • Select either 02 for the stock 02 sensor or A/F for a wide band air/fuel meter with

a 0-5 volt analog output. ** If an A/F meter is used for feedback setting and it is removed after the tuning is complete, change the setting from A/F to OFF. If the A/F meter is removed without changing the parameter, engine damage may result.

11

9. Voltage Input Fuel GCC • Select the device connected to the GCC Fuel input terminal. • The default setting is NO USE. • If fuel correction is done by the exhaust temperature, and an EGT sensor is

connected to the Fuel GCC connector, then select EXHAUST TEMP. • Select the I_ Cut RPM if the Mixture Controller is connected for different rev

limit points. • For fuel correction using the GCC or Mixture Controller, select

F_COMPENSATION. • A Mixture Controller can also be used for fuel or ignition map selection.

10. Air Conditioner • Select a type of the signal that reads the stock air conditioning system. • If the voltage is 0 when turning on the A/C, and 5-12 volts when off, select

ON=LOW, OFF=HIGH. • If the voltage is 5-12 volts with A/C on, and the voltage is at 0 with A/C off,

select ON=HIGH, OFF=LOW. • The initial setting is ON=LOW, OFF=HIGH. • The following table shows the settings for each make.

Make Type Engine Stock ECU Signal A/C Setting TOYOTA JZX 100 1JZ-GTE VVTi AC1 ON=LOW, OFF=HIGH TOYOTA JZA80 2JZ-GTE A/C ON=LOW, OFF=HIGH NISSAN BCNR33 RB26DETT A/C Relay Control

Signal ON=LOW, OFF=HIGH

NISSAN S14 SR20DET A/C Relay Control Signal

ON=LOW, OFF=HIGH

MAZDA FD3S 13B-REW A/C Signal 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.

12

Engine Fuel Control Port1 Port 2 Port 3 Port 4 Port 5 Port 6 Port 7 Port 8 3 cylinders

Sequential Injection

Main x1

Main x1

Main x1

Off Off Off Off Off

Simultaneous Injection

Main x2

Main x2

Main x2

Off Off Off Off Off

4 cylinders

Sequential Injection

Main x1

Main x1

Main x1

Main x1

Off Off Off Off

2 group Injection

Main x1

Main x1

Off Off Off Off Off Off

Simultaneous Injection

Main x2

Main x 2

Main x2

Main x2

Off Off Off Off

6 cylinders

Sequential Injection

Main x1

Main x1

Main x1

Main x1

Main x1

Main x1

Off Off

3 group Injection

Main x1

Main x1

Main x1

Off Off Off Off Off

2 group Injection

Main x1

Main x1

Off Off Off Off Off Off

8 cylinders

Sequential Injection

Main x1

Main x1

Main x1

Main x1

Main x1

Main x1

Main x1

Main x1

4 group Injection

Main x1

Main x1

Main x1

Main x1

Off Off Off Off

RE Twin injector Injection

Main x1

Main x1

Sub X1

Sub X1

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.

2. Main Injector Volume

• Make sure the initial setting is used. • Cannot be changed here. Go to SETTINGS, then INJECTOR SETTING.

3. Injector

• Set up a constant to calculate the amount of the fuel injection that is valid only when an airflow meter is used.

• The initial setting is 1280. • Try with the initial setting first.

13

• This cannot be used if the type of the intake airflow amount is PRESSURE or THROTTLE.

4. First Injection Time

• Set up the injection amount , which is consistent with each cylinder and occurs just once at the beginning, so that the engine will start easier.

5. Normal Mode Change RPM

• RPM, at which the FCON V PRO fuel control is changed to the normal mode from the start mode.

• The initial setting is 500 RPM. • Once the fuel control is in the normal mode, it will not change back to the start

mode even if the RPM goes under the set-up RPM, as long as the RPM is not at 0 or ignition is off.

• Usually, the setting does not need to be changed.

6. Load 1 Compensation • To improve the stability, set up a constant that makes the initial correction value

(after starting) smaller after changing the start mode to the normal mode. • The larger the constant, the faster the initial correction value (after starting)

decreases.

7. Idle Stabilize Coefficient • Correction ratio for stabilizing the RPM change when the FCON V PRO is under

the idling control. • If an airflow meter is used, adjust the ratio so that the RPM fluctuation is always

around 0%.

8. Acceleration Decay • Ratio, by which the correction value for the acceleration correction becomes

smaller. • The initial setting is 100%. • The larger the constant, the faster the correction value decreases. • Try with the initial setting first.

9. Define Sub Map

• 4 Maps that can be switched by using the V PRO data, dip switch, or optional Mixture Controller Switch.

• If using the Mixture Controller Switch: F_MAPSELECT also needs to be selected in the Voltage Input field under the Control Tab.

14

VOLUME SELECTED MAP

-2 Map 1 0 Map 2 2 Map 3 4 Map 4

• If DIP SWITCH is selected:

Switch 1 Switch 2 Selected Map OFF OFF Map 1 ON OFF Map 2 OFF ON Map 3 ON ON 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 70°C. • 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.

15

• Default setting is NONE.

6. Fuel Cut Throttle • This is a parameter for cutting fuel on deceleration • Set up the max throttle position for cutting fuel when decelerating. • The initial setting is 2%. • Usually, this does not need to be changed.

7. Fuel Cut Delay Time

• Correction value, to which the fuel supply can increase so that the fuel control returns to normal A/F from the lean condition of fuel cut in deceleration.

• The initial setting is 500 ms. • Adjust to prevent stalling on decel, and improve throttle response.

8. Fuel Cut Delay Coefficient

• The initial setting is –100% • The larger the constant, the faster the correction value decreases. • Start with the initial setting.

5. Twin Injector Tab 1. Twin Injector Adaptor

• Select ON for use with the optional twin injector adapter. • Can be used if there are not enough ports available for injector control.

2. Twin Injector Mode

• Select a mode how the twin injector will be controlled. • If MAZDA RE is selected as the crank sensor type in the initial setup,

AUTOMATIC DISTRIBUTION is selected as an initial setting. Otherwise, the initial setting should be OFF.

• If the number of main injectors and sub injectors in use are same, select AUTOMATIC DISTRIBUTION. The injection time for the two injectors will both be the same.

• If the number of main injectors and sub injectors are the same as well as the injector volume, select the DISTRIBUTION MAP to determine a distribution ratio for the map.

• For different management control between the main and the sub injectors, select INDEPENDENT.

If INDEPENDENT is selected, the rest of the settings on the twin injector page do not need to be set.

16

3. Sub Injector Volume • Input the sub injector volume in cc/min. • This can only be set up if AUTOMATIC DISTRIBUTION is selected. • Actual volume of the injector varies with fuel pressure, therefore, input the

corrected volume of the injector based on fuel pressure to be used. • The general relationship between the fuel pressure and injector volume is

described in the initial settings at the beginning of this manual.

4. Twin Injector Compensation • Compensation to correct for the difference in rated injector volume and actual fuel

flow. • Set up a correction percentage consistent to the A/F value’s change. • The initial setting is 0.0%. • Increase (+) the correction if A/F goes lean after switching to the twin injector,

and decrease (- value) for rich A/F. • Try with the initial set up first.

5. Twin Injector Start RPM

• Input minimum RPM to where the twin injector starts. • Default setting is 20,000 rpm. • The twin injector control starts operating when RPM reaches the start RPM value

AND the Twin Injector Start Minimum Injection Time is met. • To prevent damage caused by the switching back and forth between single

injector and twin injector, set up rpm 1000 higher than the twin injector return RPM.

6. The Twin Injector Return RPM

• RPM where twin injector control switches back to the single injector control. • Default setting is 19000 rpm. • The single injector starts operating when RPM is lower than the one set up here

AND the injection time is shorter than the Minimum Injection Time value. • To prevent damage caused by switching back and forth between the single

injector and twin injector mode, set up rpm at least 1000 lower than the Twin Injector Start RPM.

7. Twin Injector Start – Minimum Injection Time

• Minimum injection time for switching to twin injector control. • The twin injector starts operating when injection time is longer than the input

value here, and RPM is higher than the Start RPM value. • The initial setting is 30000 �sec. • After switching to the twin injector control, injection time will be cut in half.

Therefore, set up the injection time at least 4000 �sec. If the time is too short, the amount of fuel injection will not be consistent.

17

8. Twin Injector Return Minimum Injection Time • Minimum injection time to switch back to the single injector control from twin

injector control. • The single injector starts taking over control when the injection time is shorter

than the time set up here and the RPM is lower than the Twin Injector Return RPM.

• The initial setting is 30000 �sec.

9. Twin Injector Change Compensation • Correction value to keep A/F consistent when switching to the twin injector

control. • The initial setting is 0.0%.

10. Twin Injector Decay Coefficient • This constant is a ratio for reducing the correction constant set up in the Twin

Injector Change Compensation field. • The larger the correction adjustment constant, the larger the ratio that the

correction value becomes smaller, and the shorter the correction time. • The initial setting is 0%.

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.

18

Engine Ignition Control

Port 1

Port 2

Port 3

Port 4

Port 5

Port 6

Port 7

Port 8

3 Cylinder

Sequential Main x 1

Main x 1

Main x 1

OFF OFF OFF OFF OFF

Simultaneous Main x 3

OFF OFF OFF OFF OFF OFF OFF

4 Cylinder

Sequential Main x 1

Main x 1

Main x 1

Main x 1

OFF OFF OFF OFF

2-Cylinder Simultaneous

Main x 2

Main x 2

OFF OFF OFF OFF OFF OFF

4-Cylinder Simultaneous

Main x 4

OFF OFF OFF OFF OFF OFF OFF

6 Cylinder

Sequential Main x 1

Main x 1

Main x 1

Main x 1

Main x 1

Main x 1

OFF OFF

2-Cylinder Simultaneous

Main x 2

Main x 2

Main x 2

OFF OFF OFF OFF OFF

3-Cylinder Simultaneous

Main x 3

Main x 3

OFF OFF OFF OFF OFF OFF

8 Cylinder

Sequential Main x 1

Main x 1

Main x 1

Main x 1

Main x 1

Main x 1

Main x 1

Main x 1

2-Cylinder Simultaneous

Main x 2

Main x 2

Main x 2

Main x 2

Main x 4

OFF OFF OFF

4-Cylinder Simultaneous

Main x 4

Main x 4

OFF OFF OFF OFF OFF OFF

RE FD3S Method

Main x 1

Main x 1

Sub x 2

OFF OFF OFF OFF OFF

FC3S Method

Main x 2

Sub x 2

OFF Main x 2

OFF OFF OFF OFF

2. Normal Mode Change RPM

• RPM where the ignition control switches to the normal control mode from the start mode.

• The initial setting is 500 rpm. • Once ignition control switches to normal mode, it won’t switch back to the start

mode even if RPM goes under this setting, as long as the RPM does not goes to 0 or ignition is turned off.

• Usually, no modification is necessary.

3. Start Ignition Timing • Fixed ignition timing for starting. • The initial setting is 0° BTDC. • Normally, no modification is necessary.

4. Idle Stabilize Coefficient

• Percentage to stabilize idle fluctuation if the VPRO is controlling idle speed.

19

• The initial setting is 100%. • Adjust value for lowest idle fluctuation. • Normally, no adjustment is necessary.

5. Deceleration Fuel Cut Time Out Coefficient

• Ratio that the correction value for the acceleration adjustment can become smaller. • The initial setting is -100%. • This constant can be adjusted in Step 4. • The larger the number of the constant, the larger the ratio that the correction

constant becomes smaller is and the shorter the correction time. • Try with the initial ratio first.

6. Define Sub Map • Select how sub maps to be controlled, or switched. • If using an optional Mixture Controller: (I_MapSelect also needs to be selected in

the Voltage Input Field under the Control Tab.

VOLUME SELECTED MAP

-2 Map 1 0 Map 2 2 Map 3 4 Map 4

• If DIP SWITCH is selected:

Switch 3 Switch 4 Selected Map OFF OFF Map 1 ON OFF Map 2 OFF ON Map 3 ON ON 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.

20

2. Ignition Cut RPM (Standard) • RPM where the ignition cut control starts. • Ignition cut control will be activated when the engine speed exceeds the set up

RPM. • The initial setting is at 20000 rpm. • Set up an RPM higher than the RPM that is already set up for the ignition cut

switch.

3. Ignition Cut RPM (Switch) • Can be used as a two stage rev limiter. • Rev limiting is active when engine speed is over the set RPM, vehicle speed is

less than 10km/hour and the switch is on. • The initial setting is 20000 rpm.

4. Ignition Cut Compensation

• Engine timing can be advanced or retarded at rev limit. • Range of + 60 degrees, or -60 can be input. • The initial setting is 0°.

5. Ignition Cut Volume RPM

• By connecting a Mixture Controller, different RPM rev limit points can be selected.

• To use the Mixture Controller, connect to the GCC fuel input and IGNITION CUT RPM in the Fuel GCC field on the Control Tab must be selected.

• The initial setting is 0 rpm. • Normally, this does not need to be set.

During ignition cut, ignition signals are not generated, therefore, the stock tachometer for most cars will not operate. If anything other than airflow frequency is selected as a type of the intake airflow or OFF is selected in the Option Frequency Output, the signal output for the output frequency terminal depends on the RPM.

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.

21

3. Target Idle RPM (Air Conditioner) • Set up a target idle RPM with the A/C is on. • The RPM set up in this field coincides with the value set up in the Load

Compensation A/C Field. The FCON V PRO recognizes the higher RPM as a target RPM and starts the idle control.

• The initial setting is 1000 rpm.

4. Load Compensation Air Conditioner • Percentage added for opening the idle control valve when A/C is on to prevent

stalling. • Set this up after adjusting the other idle fields. • The initial setting is 2.0%.

5. ISCV Range – Max Value

• Maximum open angle for the idle control valve. • The idle control valve cannot open larger than this set up value. • The initial setting is 100%. • Usually, no modification is necessary.

6. ISCV Range – Min Value

• Minimum open angle for the idle control valve. • The idle control valve cannot close smaller than the set up angle. • The initial setting is 0%. • Usually, no modification is necessary.

7. ISCV Feedback Coefficient (UP)

• RPM increase ratio (feedback amount) for idle RPM feedback control. • The larger the ratio, the larger the feedback amount. • The initial setting is 2. • Normally, no modification is necessary.

8. ISCV Feedback Coefficient (DOWN)

• RPM decrease ratio (feedback amount) for idle RPM feedback control. • The larger the ratio, the larger the feedback amount. • The initial setting is 2. • Normally, no modification is necessary.

9. ISCV Feedback Cycle Time

• Cycle for the idle RPM feedback control. • The initial setting is 10. • Usually, no modification is necessary.

10. Dash Pot Trim

• Correction value so that the engine does not stall during deceleration. • The smaller the correction value, the less RPM drops during decel.

22

• The initial setting is 1%. • Usually, no modification is necessary.

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.

23

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.

24

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.

A. Engine Keeps Stalling.

• Check harness connections. • Go to the FUEL CUT CONDITION field on the Parameter Fuel 2 Tab. If any

field is checked, check to see if any data is 0 for the fuel cut in the mapping screen.

• Make sure that the RPM for the deceleration fuel cut is not less than the RPM for idling.

• If idle control is used, make sure the parameters are correctly set in the ISC page.

Engine Does Not Idle

25

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.

26

• 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)

i. Twin Injector Distribution Ratio • Injection ratio between the main and sub injectors is set up through this map if

DISTRIBUTION is selected in the Twin Injector Mode. • If INDEPENDENT is selected in the Twin Injector Mode, the sub injector works

independently regardless of the main injector. Map as an additional injector. 1-2. Fuel Map 1 a. Fuel Trim Map

• Correction map to the standard injection time map • In A/F feedback control, correction values are displayed here.

b. Sub Maps 1-4

• Correction maps that affect the main fuel map without changing the actual values. • Can be selected by either fixed through the Parameter screen, mixture controller

switch, or VPRO dip switches. c. Throttle Compensation

• If PRESSURE is selected as a type of the intake airflow for multi-throttle engines, or high duration camshafts, A/F goes lean because of the unstable vacuum. To prevent this, set the correction using the throttle open angle.

• The initial setting must be around 0.0% when the throttle open angle is closed: 30% when the throttle open angle is opened.

• Normally, keep 0.0%.

d. Speed Compensation • Fuel can be added or subtracted based upon vehicle speed to compensate for

different load caused by wind drag, etc.

1-3. Fuel Map 2 a. Start Fuel

• The correct intake air amount cannot be measured after switching from the start mode to normal mode after the engine has already started. Therefore, engine idle is not stable. Correction may needed by increasing the percentage of start fuel.

• Base values are already set up. • Generally, no modification is necessary.

27

b. Start Fuel Time • Water temperature based time in which the Start Fuel has effect.

c. Acceleration Compensation • Used to obtain good engine response on acceleration. • Data log an acceleration run. Note the throttle rate of change, RPM, and A/F.

Generally, A/F should stay around 12.5 on acceleration. • A lean spike can be eliminated by using a larger correction value. Readjustment

between this table and the Acceleration Decay value in the Fuel 1 Tab from the Parameter screen may be necessary.

• Generally, higher than 50% is not necessary.

d. Acceleration Water Temp • Water temp based correction table for acceleration compensation.

e. Water Temp Compensation • This setting is used to increase the injection time when the coolant temperature is

low. • Adjust only after fuel mapping the engine at operating temperature.

f. Intake Air Temp Compensation

• Since the standard intake air temperature for the FCONV PRO is set at 20°C, the initial setting is based on the air specific gravity at 20°C.

• Adjust to the most common air temp in your location. g. Exhaust Temp Compensation

• EGT based fuel correction table. • The initial setting is 0.0%. • If this correction is not used, no settings are necessary.

h. Fuel Pressure Compensation • Fuel pressure based fuel compensation table

i. Individual Cylinder Compensation

• Fuel correction trim for the each cylinder. • The initial setting is 0%. • Generally, no modification is necessary

j. Idle Intake Air Temp Compensation

• Air temp fuel trim at idle

28

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.

29

d. Pressure Fuel Cut • For each port, set a pressure for cutting fuel and switching back to normal. • If pressure is over the pressure set up for cutting fuel, fuel cut starts. If the

pressure is less than the pressure set up for switching back to normal, fuel cut stops and switches back to the normal.

• This is valid only if PRESSURE is checked in the Fuel Cut Condition field in the Fuel 2 tab under parameters.

• To prevent frequent switching between fuel cut and normal condition, the pressure for FUEL RECOVERY should be lower than the pressure for FUEL CUT.

2-1. Ignition Control a. Ignition Main Map

• Main ignition timing map where a base map is loaded based upon initial engine setup.

WARNING!!! The initial setting for the ignition timing is a general setting, which means that the setting is not always applicable to any type of engines. Do not drive under high load, otherwise engine damage may occur.

b. Ignition Sub Map

• Ignition Timing map for ports that were selected as SUB x _

c. Main Close Angle Time • Charge, or dwell time for current to flow to the coils

d. Sub Close Angle Time • Coil charge time for sub coils if selected • Use for rotary engines.

e. Index Ignition Timing • Crank angle position for firing the cylinder. The V PRO only sees TDC for the

number 1 cylinder. This map tells the V PRO the TDC of the other cylinders.

2-2. Ignition Trim

a. Sub Maps 1-4 • Correction maps that affect the main timing map without changing the actual

values. • Can be selected by either fixed through the Parameter screen, mixture controller

switch, or VPRO dip switches.

30

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%.

31

4-1. Option Output a. Voltage output 1-4

• This map can be used to output a quasi-signal to simulate an airflow meter and can be output to the stock ECU to prevent an engine check light.

• This setting is valid only when AIRFLOW, PRESSURE, or THROTTLE is selected in the initial parameter screen, and Voltage Output 1, 2, 3, or 4, in the Control Tab.

b. Frequency Output 1-2

• This setting is used so that a quasi-signal can be output to the stock ECU to prevent a check engine light.

• This setting is valid only when AIRFLOW, PRESSURE, or THROTTLE is selected in the parameter screen, and Option Frequency Output 1 or 2 in the control tab.

Step 5. Data Logging 1. Setup and Starting

• 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.

• Click on the far right tool bar icon to open the data log screen. • Click on the START button to start data logging and the computer keyboard

ESCAPE key to stop.

2. View Log

• To open the Log View Setting Screen, click on the icon in the lower left of the screen.

• Click to highlight a log item and check the View box to display.

3. Load Unit Log Data

• Click on the icon in the lower left corner of the Data Log screen. 4. Internal Data Logging

• Click on SETTING(S) > UNIT LOG SETTING. • Select items to be recorded and the sample rate. • Logging can be started and stopped by a scramble or option switch if configured

in the Voltage Input field under the Control Tab.

32

Step 6. Error Codes

21: Air Flow Signal 22: Pressure Signal 23: A/F 02 Signal 24: Throttle Signal 25: Water Temperature 26: Intake Temperature Signal 31: Fuel GCC Signal 32: Option Voltage 1 Signal 33: Option Voltage 2 Signal 41: Twin Injector Adapter Connection