HKS F-CONV Pro Gold and 1JZ-GTE

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Hi guys,
I recently acquired a HKS F-CONV Pro v3.1 with JZX90 harness and am trying to get it to work with the 1JZ-GTE.

Just wondering if anyone has experience with this combination, to run in either correction-only mode, hybrid-control mode or full-control mode. Or any experience with the HKS.

In correction-only mode, the engine runs for less than 1s the first time and stops. After that, it fails to start at all. I've set all correction numbers to 0, no go.

IAT and MAP sensors are set to use Toyota OEM. ISCV has the Todd-inspired restrictor plate mod which allows idle to start from 1100-1200 RPM in stock ECU (and PowerFC) setup.

In full-control mode but with the OEM ECU still connected, this is much better but not perfect. I applied the original fuel and injection maps that are set to default on the PowerFC, and of course rescaled (0, 400 to 5600 RPM in 200 RPM steps, then 400 RPM steps to 7200 RPM, and pressure set from 12 kPa to 260 kPa absolute in steps of 8 kPa). HKS controlled engine idles roughly.

software logging shows the following:
* Pressure: 38-40 kPa absolute (~ -450mmHg)
* ECT: 31 C
* IAT: 23 C
* RPM 850 dropping down to 550 RPM.
* Main INJ: 2.75 mS
* Main IGN: 22 degress BTDC
* Correction INJ: +20%
* Correction IGN: +3
* ISCV: 125

To me, ISCV setting looks suspect. I have it set to the following:
* ISCV type: Stepping motor
* ISCV start compensation: 0 steps
* Compensation time: 0 msec
* ISCV range: 125 (max), 0 (min)
* ISCV feedback cycle time: 100 msec

I'm thinking max should be 0 and min should be 125, as the original settings were both 0.

Any other ideas?

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Well, it can't be the ISCV. On the harness, the ISCV only goes to the OEM ECU, which if reset will idle at 500 RPM with the restrictor plate until it hits 70C+. I would need to modify the harness, or make a custom harness, to allow the HKS to control the ISCV. But that's not the problem.

Even when it idles at 700 RPM when ECT hits 72C, it's rough but not rough enough to sound like its running on 5 cylinders.

Engine check light randomly pops up. On the HKS, "2" then "3" was reported. Not sure if the codes would be the same as Toyota OBD-I. If it is, then it would have been IAT error. Unfortunately, Toyota OBD doesn't report IAT temperature, only ECT.

I connected up my custom-made Toyota OBD reader. Ignition was jumping from 17 degress BTDC to 4 degrees ATDC, then back to 10 degrees BTDC. It's not stable at all. HKS logging shows normal ignition... I wonder why it's not reading the ignition from the OEM ECU if it's in correction mode. Otherwise it would impose its own ignition values in full-control mode.

Bleh who knows. I'll do more testing tonight.

Where's Todd... maybe he can be the first in Australia to get running and then self-tune a HKS F-CON V Pro ECU

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I've tried changing fuel trim by +20% at 800 RPM, no change whatsoever.

ignition is still jumping around. on very minimal throttle, ignition (according to OEM ECU) is 12 degrees. I dont know whether the HKS is even doing full control or correcting the injection and/or ignition. I do know the HKS is intercepting the signals, whether it puts its own or alters the output based on the input, is anyone's guess.

There are three types of maps: full control (32x32), trim (full 32x32), and 4x correction (4 smaller maps).
Then there's different types of injection and ignition: 1x injector or 2x injection, with sub injectors.
For ignition there's 1x through to 8x ignition per cycle. But there is just no option to say "set to full control mode, or to correction-only mode". Even the manuals say nothing about it, even though other people claim they have their HKS tuned for "full injection control only".

Can anyone confirm the following engine parameters for non-vvti 1JZ-GTE:
* Crank Signal Type: G signal, Ne signal of 30 degrees interval, no offset.
* Nissan TDC Signal Hi Angle(???): i've tried setting 20 degrees and 0 degrees, no change at all.

Should leading closing angle time be changed? leading/trailing is used for rotaries, but no clue if leading is used at all.

Crank angle position for firing cylinders:
* cyl 1: 0 degrees
* cyl 2: 600 degrees
* cyl 3: 480 degrees
* cyl 4: 360 degrees
* cyl 5: 240 degrees
* cyl 6: 120 degrees.

error 23 on the HKS is "no O2 signal detected". I wonder if connecting this to the WBo2 controller will resolve the problems and allow the ECU to run properly?

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I'm enjoying the stunned silence

Some good progress just now. "pulled" error codes (bridging TE1 and E1) from OEM ECU. One in particular stood out. error code 14 - "ignition signal no 1".

Checked the HKS->JZX90 harness, and what do you know, it goes to the HKS GCC connector which is not connected to anything (dont have the HKS GCC device - thought it was purely optional).

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Since I call myself the ECU king (hah - I have to post the photo to show what I mean), I tried the other HKS F-CON V Pro (borrowed) that I have, loaded the maps I set up for the first ECU....

Then fired up the engine and it's running smoothly!

Something must be fscked up electronically with the HKS ECU that I bought. Or I misjumpered it (there's 13 jumpers that need to be physically set).

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Found the problem. one of the ignition drivers was FUBAR'd.

Anyway... I've created an unofficial F-CON ECU FAQ website - http://1jzmerc.com/hks-faq/

Hope someone appreciates it since the PowerFC FAQ is butt ugly

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Got the 1jz merc finally tuned yesterday with the HKS F-CON V Pro GOLD.

pretty much stock engine, besides custom 2" ID twin dumps to 3" exhaust, 600x180x75 intercooler with 2.5" pipes, and relocated IAT sensor.

216 rwkw @ ~5800 rpm on dynopacks, at 14 psi. aim was not for maximum power, but a safe tune. didn't tune it past 6000 rpm either, considering the car has a very tall diff ratio. sorry, no dyno graph.

Target AFR map with wideband feedback helped very nicely during first batch of tuning.

Ignition was barely touched (used default powerfc ignition map as a base) since we didn't really have time to figure out how to connect the HKS knock amp (one of the downsides to HKS ECUs - no integrated knock amp). Ignition had to be pulled (reduced) in one or two parts since pinging was heard by ear!

Overall, happy that I finally got the 1jz-powered merc tuned, together with the mysterious ECU that is the F-CON V Pro.

[midengine3sgte]

Good read. I hope it can help me with my F-CON v-PRO.You seem to know alot about the system