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

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

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

**ST215W cannot be used for Toyota 2.

4

Engine Type
RB26DETT, SR20SET,
VG30DETT
2JZ-GTE, 3S-GTE
2JZ-GTE VVTi, 3S-GE
VVTi
4G63, 6G72
13B-REW, 13BT
EJ20K, EJ20H, EJ207,
EJ208

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.

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.

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.

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.
7

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
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.

Stock methods for Type of intake airflow

detecting air
Hot wire
Voltage airflow x 1
Airflow sensor
Voltage airflow x 2
Pressure
Throttle
Throttle
Throttle
Karman
Airflow frequency
Airflow Sensor
Airflow Frequency
Pressure
Throttle
Throttle
Throttle
Pressure Sensor
Pressure
Throttle
Throttle
Throttle

Pressure
Position of the pressure
Correction sensor connection
Used
Option pressure sensor

Pressure Input Port

Not used
-----------Used
Used
Not used
----------

----------------Option Pressure sensor

Stock Airflow Meter
Option Pressure Sensor
----------------F-CON V PRO pin 21

Not used
Option port
Airflow port
Option port
Not used
Airflow Port

--------------------Used
Used
Not used
----------Used
Used
Not used

Option Pressure Sensor

Option Pressure Sensor
F-CON V PRO pin 21
Option Pressure Sensor
---------------------------Stock Pressure Sensor
Stock Pressure Sensor
Option Pressure Sensor
----------------------------

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

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
Airflow Input
Option Map
Speed Input

Output
Airflow Output
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.

10

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
TOYOTA
TOYOTA
NISSAN

Type
JZX 100
JZA80
BCNR33

Engine
1JZ-GTE VVTi
2JZ-GTE
RB26DETT

NISSAN

S14

SR20DET

MAZDA

FD3S

13B-REW

Stock ECU Signal

AC1
A/C
A/C Relay Control
Signal
A/C Relay Control
Signal
A/C Signal

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.

11

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.

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.

12

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.

13

VOLUME
-2
0
2
4

SELECTED
MAP
Map 1
Map 2
Map 3
Map 4

If DIP SWITCH is selected:

Switch 1
OFF
ON
OFF
ON

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

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.

15

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 values 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.

16

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.

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

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 wont 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.

18

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
-2
0
2
4

SELECTED
MAP
Map 1
Map 2
Map 3
Map 4

If DIP SWITCH is selected:

Switch 3
OFF
ON
OFF
ON

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

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.

20

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.
21

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.

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.

Engine Does Not Idle

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.

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)

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.

26

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 20C, the
initial setting is based on the air specific gravity at 20C.
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

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

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.

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

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.

31

Step 6. Error Codes

21:
22:
23:
24:
25:
26:
31:
32:
33:
41:

Air Flow Signal

Pressure Signal
A/F 02 Signal
Throttle Signal
Water Temperature
Intake Temperature Signal
Fuel GCC Signal
Option Voltage 1 Signal
Option Voltage 2 Signal
Twin Injector Adapter Connection

32