Windows. Hondata K-Series
The Hondata K-Series Programmable ECU is a plug-in replacement for the factory ECU in Honda K-Series engines. It features a high-speed USB interface and allows you to edit fuel, ignition, and cam angle tables, adjust fuel trim (including individual cylinders), control rev limiter, and protect your engine from overboost and overheating. It supports alternate MAP sensors, VTEC set as a VTEC window, and nitrous control. You can also adjust for different sized injectors and use closed-loop and idle speed adjustments.
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21 Hondata K-Series Programmable ECU
6 Windows
6.1
Settings
The window allows you the alter general KManager parameters and settings.
General Settings
Table change for increase and decrease keys - this sets the amount by while the ignition and fuel tables are altered when the increase and decrease keys are used to alter a selection in the
The Cam Angle is always altered by 1 degree.
Rounding - currently unused.
File association - check this to associate calibration and datalogging files with KManager. If you associate files with
Display Settings
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This tab contains settings for the display window.
Size - this is the height of the fields in the display window, measured in pixels.
Sensors - this selects which sensors are shown in the display window.
6.2
Main Window
The main window contains a number of child windows which allow you to edit the current ECU calibration and show and datalogging and graphing.
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The Status Bar (at the bottom of the main window) contains:
On Line / Off Line - Shows if the laptop is connected to the ECU via the USB cable.
Ignition On / Ignition Off - Shows the state of the vehicle ignition.
Datalog - displays Datalog when the ECU is being datalogged.
Record - displays Record when the ECU is being recorded.
Modified flag - displays Modified when the calibration has been edited but not saved.
6.2.1
Undo History
The Undo History window shows a list of editing activities performed on the current calibration.
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This window is for informative purposes only.
6.2.2
New Calibration
The New Calibration window is a way of creating a new calibration from a pre-defined calibration.
To load a calibration select a calibration from the list and select 'OK', or double-click on the calibration.
Note: All the calibrations were tuned and tested by Hondata on vehicle setups are shown in the description column. These calibrations make a good starting point but usually require further tuning to run perfectly.
6.2.3
Create Forced Induction Tables
This window allows you to initialize the forced induction parts of the fuel & ignition tables.
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Only boost columns are altered (columns 11-13).
Ignition tables
Don't change - doesn't alter the ignition table.
Initialise to lowest normal advance - copies the highest naturally aspirated ignition column into all the boost portion columns of the ignition tables.
Retard ignition - as above but retards the ignition based on specified retard value (degrees per pound boost).
Fuel tables
Don't change - doesn't alter the fuel table.
Initialise to highest normal fuel value - copies the highest naturally aspirated fuel column into all the boost portion columns of the fuel tables.
Add fuel under boost - as above but adds fuel in proportion to the increase in manifold pressure over atmospheric pressure. To allow for the lower BSFC for forced induction it is normal to add for fuel than the absolute increase in pressure would suggest.
6.2.4
Adjust Selected Values
This window allows you to adjust a selected group of cells in a table.
Enter a number into only one box in this dialog.
Percentage adjustment - this adjusts the selected cells by the specified percentage. A negative percentage may be used. e.g. -10 will decrease the specified cells by 10%.
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Add to values - this increases or decreases the selected cells by the specified number. A negative number may be used.
Set values - this sets the selected cells to the specified number.
6.3
Table Window
The table window contains the main tables from the ECU - ignition, fuel and cam angle.
It is important to understand that for Ignition and Fuel tables the ECU stores multiple tables for various intake cam angles. Ignition and Fuel tables are broken into low-speed and high-speed tables, which are then broken down into 6 tables (for intake cam angles of 0, 10, 20, 30, 40 and 50 degrees). Thus there are a total of 12 Ignition tables (2 x 6), 12 Fuel tables (2 x 6) and 2 Cam Angle tables. Only one table may be viewed at a time.
Option Area
The area at the top of the table window selects which table is shown in the table window.
Table - selects Ignition, Fuel of Cam Angle table.
VTEC - selects either low or high speed cam.
Cam Table Edit - determines how the multiple tables for each cam angle are edited for Ignition &
Fuel tables.
Single Table edits each table individually. Any change made to the current table will only effect that table.
All Tables edits all related cam angle tables together. For Ignition tables the change in value for the current table is applied to all other cam angle tables. e.g. adding 2 degrees timing to some cells in the 30 degree table will also add 2 degrees times to the 0, 10, 20, 40 and 50 degree tables
(to the same cells in the table as the 30 degree table). For fuel tables the percentage change in value for the current value is applied to all other cam angle tables. e.g. adding 4% fuel to a potion
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on the 20 degree fuel table will add 4% fuel to the 0, 10, 30, 40 and 50 degree tables. Note that for fuel tables the other tables are always altered by a percentage change, even if the current fuel table is not changed by a percentage.
Cam Angle - selects the cam angle table
Graph Type - 2D or 3D graph.
Grid View
The area on the left of the table window shows a numerical representation of the current table. Cell values may be altered either by clicking on the cell and entering a value, or using the arrow keys to move the current selection (blue square) onto a cell, then entering a value. Cells may be selected by using the mouse to allow more than one cell to be altered at a time. All the cells in the table may be
select by using Ctrl+A. If multiple cells are selected, the Adjust Selected Values
window (Ctrl+J) may be used to alter the selected cells. Ctrl+I and Ctrl+D will increase and decrease the selected cells.
Graph View
The right side of the table window contains a 2D or 3D representation of the current table. Mapping points on the 2D graph may be altered by clicking on the rectangles and dragging up or down. On the
3D graph clicking will select an area on the Grid View.
6.4
Graph Window
The graph window displays sensor values either while recording, or while reviewing a datalogged recording.
The graph may be scrolled using the scroll bar at the bottom of the window. A cursor may be positioned on the screen by left-clicking on the graph window. This will change the sensor values displayed in the
Graph Templates
The graph window displays sensors based on pre-defined graph templates. These templates specify
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the number of sub-graphs on the graph window, and the sensors in each sub-graph. For more information see the
Graph Menu
Additional graph functions may be accessed either from the Graph menu, or by right clicking on the graph window.
Zoom In - zooms the graph in centered on the cursor.
Zoom Out - zooms the graph out centered on the cursor.
Zoom Full - shows the full recording on the graph window.
Next Template - selects the next graph template.
Previous Template - selects the previous graph template.
Define Templates - opens the Graph Templates Window
6.5
Graph Templates
This window allows you to define and edit graph templates, which are used in the
This allows you to switch between many different display configurations for the graph window quickly.
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The graph window is broken down into 1 to 4 sub-graphs. Each sub-graph can contain 1 - 4 sensors.
6.6
Parameters Window
The Parameters Window allows you to edit the following ECU parameters:
Also see:
6.6.1
Fuel Trim Parameters
Injectors
This tab contains settings for injector size and fuel trim.
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Changing the injector size will automatically compensate the fuel tables for the rating of the injector
(but not for the specific characteristics of the injector). Also the cranking fuel is compensated based on the injector size.
Fuel Trim
The overall fuel trim is an additional compensation applied evenly to the main fuel tables. The cranking fuel trim is applied when starting the engine.
Note that the injector size will automatically reduce the overall fuel and cranking fuel even if the trims are set to zero.
Cylinder Fuel Trim
By changing the cylinder fuel trim it is possible to add or remove fuel for individual cylinders. Note that the injector duration as datalogged is the duration for injector #1. Changing the fuel trim for cylinder #1 will result in the datalogging showing the duration for cylinder #1, not the rest of the cylinders.
Warning: Do not set the cylinder fuel trim from reading the spark plugs. The only reliable way to set the fuelling for individual cylinders is using EGTs.
6.6.2
Rev Limit Parameters
Note: All rev limiters operate via fuel cut.
Overall Rev Limiter
This is the main engine speed limiter value.
Do not increase the rev limiter unless you are sure all the components of the engine will withstand the greater stress.
Launch Rev Limiter
The launch rev limiter operates when the car is stationary. When the clutch is released and the car
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starts to move the launch rev limit is removed.
6.6.3
MAP Parameters
This tab contains MAP Sensor parameters. Also see
Warning : Exceeding the MAP sensor upper pressure limit will result in the engine running lean.
Warning : Setting the boost limit beyond the MAP sensor upper pressure limit will result in the boost limiter not functioning.
The MAP (manifold absolute pressure) sensor reads air pressure in the intake manifold to determine engine load. It is the primary sensor in determining fuel, ignition and other requirements of the engine.
The stock MAP sensor can read pressure to approximately 1.8 bar (11.4 lbs boost pressure). Beyond this value a replacement MAP sensor is necessary. Any sized linear 5V MAP sensor can used - which is virtually any MAP sensor.
Tab Parameters
MAP Sensor Selection
Either the stock MAP sensor or an alternate sensor can be used. If the stock MAP sensor is selected then the stock voltage to pressure conversion is used - you do not need to enter anything in the
Voltage to Pressure conversion section of the tab.
Quick Select
Selects from a number of pre-set voltage to pressure conversion parameters. If the MAP sensor you are using is not listed then you will need to enter a custom conversion.
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Scalar
The scalar (multiplication value) for the MAP sensor voltage to pressure conversion. For more information see scalar & offset.
Offset
The offset for the MAP sensor voltage to pressure conversion. For more information see scalar &
offset.
Full Scale Values
This calculates the full scale pressure readings at in mbar and lbs boost. Note that these values are calculated at 5V and may not be achievable due to differences in supply voltage from the ECU. See
Boost Limit for more information.
Atmospheric Pressure Values
This calculates the expected voltage at standard atmospheric pressure (1013.2 mbar). Note that not all MAP sensors will report atmospheric pressure under key-on-engine-off conditions.
Scalar & Offset
A MAP sensor converts a pressure reading into a voltage output. There is a relationship between output voltage and pressure which determines the pressure range of the MAP sensor. This relationship should be linear (otherwise the MAP sensor is poor quality) and therefore can be described using a linear equation.
The scalar and offset describe the pressure / voltage equation. These values may be determined by measuring the voltage output from the MAP sensor and plotting on a graph, or from the specifications of the MAP sensor.
If you do not know the scalar of offset for a MAP sensor then please do not guess.
Boost Limit
The boost limit operates when the manifold pressure exceeds a pre-set value. The value must be within the range of pressure that the MAP sensor can read, with a margin for production tolerances on the ECU sensor output voltage and MAP sensor. You must not assume that a 5V MAP sensor will reach 5V output at maximum pressure. e.g. the boost limit is set to 11.3 lbs for a stock MAP sensor, which equates to an output voltage of 4.96 V from the MAP sensor. This is too close to the maximum output of the MAP sensor for reliable triggering of the boost cut (the MAP sensor might never exceed 4.9 V for instance). It is recommended that a 1 lb or 0.2V margin is left between the boost cut and MAP sensor maximum pressure reading.
5 Bar MAP Sensors
While any linear MAP sensor is supported, the fuel,ignition and cam angle tables are only currently mapped to 28 lbs. For MAP sensors greater than 3 Bar absolute a future software release will allow the column pressure index to be altered to allow higher values. The number of columns will not change.
6.6.3.1
Adding a MAP Sensor
Wiring in a replacement MAP Sensor
If wiring in a replacement MAP sensor take great care to ensure that the wiring is correct before
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applying power. Most MAP sensors will not tolerate reversed polarity and will burn out very quickly.
To save cutting the wiring harness it is recommended to use a replacement MAP sensor with a
Honda type connector. Failing that, use a MAP sensor with wiring pigtail and wire the MAP sensor in parallel with the stock MAP connector (only plug in one MAP sensor at a time!). This allows easy diagnostics of any problems by allowing the stock MAP sensor to be hooked up at any time. It is not recommended to cut the stock MAP sensor connector off.
Stock MAP Wiring
Wire Color
yel/red grn/red grn/wht
Function
VCC
MAP Signal
GND
MAP Marking
V
O
G
Determine the replacement MAP sensor wiring and splice the wiring into the factor harness. Double check all connectors before switching the ignition on as most MAP sensors will burn out if you make a wiring mistake.
Plumbing in the MAP sensor
Run a vacuum line from the intake manifold for the MAP sensor. The MAP sensor must read the intake manifold pressure accurately.
· For supercharged vehicles make sure that the MAP sensor is connected to the intake manifold after the supercharger, otherwise it will not see boost.
·
Do not be tempted to use the cold air bypass fitting close to the cylinder head between number
2 and 3 cylinders. This supplies air to the injector tips while cold for better emissions and is a poor place to read manifold vacuum.
· Run a single vacuum line from the manifold to the MAP sensor with no 'Ts' or branches to other devices, such as blow of valves, boost gauges and boost controllers.
6.6.4
VTEC Parameters
This tab contains parameters for setting the VTEC point & window.
VTEC Window
The VTEC window is a variable VTEC switch point based on engine speed and engine load. Usually you want the VTEC point to move higher with lighter engine load. The above screen shot shows VTEC switching at 5000 rpm when the manifold pressure is 89 kPa or above (which is close to full throttle), reducing in a linear fashion to 5800 rpm at 25 kPa manifold pressure.
Do not set the VTEC switch point too low as there will be insufficient oil pressure for the rest of the engine. As a guide do not go below 2000 rpm.
Do not set the VTEC switch point too high as the high speed rocker arm will float on the lost motion spring and damage the valve train. As a guide do not set the VTEC point higher than 6500 rpm.
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VTEC Options
For JDM engines and JDM ECUs disable the VTEC oil pressure sensor.
Disable VTC for engines with locked camshafts.
Secondary Intake Runner Options
The option is only available for engines with secondary intake runners. Disable the secondary intake runners if the intake manifold is replaced with a single path manifold (e.g. a supercharger manifold).
6.6.5
Misc Parameters
Additional miscellaneous parameters.
Immobilizer enabled - Sets whether the immobilizer is enabled or disabled. Keep the immobilizer enabled except for engine-swaps where the vehicle has no immobilizer key and transponder.
Multiplexor enabled - Enables/disables the multiplexor, which communicates with the rest of the vehicle. Only disable this for engine-swaps where the vehicle does not have the multiplexor unit in the fuse box.
OBDII - Enables/disables most OBDII functions. To remove the secondary o2 sensor error (from using a race header with no catalytic converter or secondary o2 sensor) clear the check mark from the OBDII box. Note: Only disable OBDII for race vehicles, as doing so will prevent many OBDII tests and error checking from being performed.
Copy Protect ECU Calibration - checking this will prevent the calibration from being downloaded from the ECU. Warning: If you check this, be sure to save the calibration to disk, as there is no way of reading the calibration from the ECU once copy protected. This feature is currently disabled.
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6.6.6
Nitrous Parameters
These parameters allow the ECU to control the use of nitrous oxide or water/alcohol injection.
Enable Nitrous Control - enables the control on nitrous.
Arming Input - specifies which ECU pin is used to arm nitrous.
Output Control - specifies which ECU pin controls the nitrous solenoid. Important: the ECU cannot sink enough current directly to control a solenoid. A relay must be used between the ECU and solenoid to prevent damage to the ECU.
Conditions - specifies the conditions which must be met before the output is switched on.
Fuel & Ignition - specifies changes to fuel and ignition when nitrous is activated.
The maximum retard is 40 degrees, and the ignition timing can be retard to a maximum of 10 degrees
BTDC.
Do not make nitrous changes without using a wideband lambda meter to determine the correct air/fuel ratio. As a general guide, the following extra fuel is necessary:
Nitrous Jet Fuel Value
0.24
0.32
0.47
200
350
850
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With nitrous control it is possible to remove fuel and/or advance ignition timing by using negative values. This is useful when using water/alcohol injection.
The above example will remove fuel and advance the ignition timing by 4 degrees when activated.
6.6.7
Protection Parameters
Engine protection parameters.
Boost Cut
The boost cut is designed to prevent engine damage from over-boosting. It has two settings - a cold boost limit and a hot boost limit.
The cold boost cut operates below the cold/hot transition temperature; the hot boost cut operates above the transition temperature. In this way the engine can be protected from boost when not fully warmed up.
When the boost cut is triggered fuel is immediately cut to the engine, as per the main rev limiter. When either engine speed falls below 2000 rpm or the throttle is released, the rev limiter is removed.
With a stock MAP sensor the maximum level for a boost cut is 10.5 lbs. This must be less than the maximum range of the MAP sensor (~11.3 lbs) so that the MAP sensor is capable of sensing when the manifold pressure exceeds the boost cut limit.
To disable the boost cut set the units to kPa and enter a value of 0 for both hot and cold boost cuts.
Overheating Protection
Overheating protection attempts to protect your engine from damage via overheating. Note that it will not prevent the cause of the overheating in the first place!
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Overheating temperature is the temperature above which the engine is deemed to be overheating.
Set this above the normal operating temperature of the engine.
If the engine temperature exceeds the overheating temperature, then one or more of the following actions are taken:
Add extra fuel - this enrichens the mixture in an attempt to cool the engine. Note that this will not usually cure the overheating condition.
Generate P0217 error code (engine overheating) - will generate an error code which can be read with KManager or an OBDII scan tool.
Illuminate the MIL - switches on the MIL (check engine light) when the engine over-heats.
Go into 4000 rpm limp mode (optional) - this will rev limit the engine to 4000 rpm. This is not recommended for race applications.
Warn driver by cyclically applying a brief rev limiter (optional) - this will briefly rev limit at around a
1 second interval. The rev limiter is very brief and the driver will feel this as a slight hesitation, especially under full power. Idle and low load running is not affected.
6.6.8
Compensation Table Parameters
Air Temperature Compensation
The air temperature compensation tables determine how the ECU alters the amount of fuel delivered based on the intake air temperature. There are two air intake temperature compensation tables; one for low load and idling conditions and another for medium to high load. As a guide the low load table is used below 3500 rpm at light manifold pressure, 2000 rpm at medium manifold pressure and 1000 rpm at high manifold pressure.
The compensation tables have two rows - temperature and correction factor. The temperature is measured in degrees Fahrenheit. A higher correction factor will increase the amount of fuel delivered, a lower correction factor will decrease the amount of fuel delivered.
Theory of Air Temperature Compensation
Air density decreases with increasing temperature, so the corresponding amount of fuel needs to be less with hotter intake air temperatures. The calculation for the change in density (and theoretical change in fuel) is :
Density ratio = Temp 1
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Temp 2
Both temperatures are measured in degrees Rankin (= degrees F + 459.67) or degrees Kelvin (= degrees C + 273) e.g. if the air intake temperature changes from 80 degrees to 100 degrees, the air density change is 80
+ 460 / 100 + 460 = 0.964 = -3.6 %
However in practice the fuel requirements of the engine are different from that calculated from the above air density calculation. In practice the decrease in engine fuel requirements is less than what the change in air density would suggest. What happens is that the speed of sound increases as the air temperature increases, and the engine will flow slightly better. Generally the air temperature compensation needs to be slightly less than half that calculated from the change in air density.
Tuning the Air Temperature Compensation Tables
The engine behaves differently at light load than high load, which is why there are two tables to tune the air temperature compensation. Generally at idle and light load the engine requires almost no reduction of fuel at higher air intake temperatures.
For the medium/high load table a rough guide of 1 % reduction in fuel for every 10 degrees F increase in air intake temperature. At high air intake temperatures it is usually best to not reduce the fuel as much, in order to cool the engine with a richer mixture.
6.6.9
Notes Parameters
This allows you to enter notes about the calibration.
6.6.10 Closed Loop Parameters
These parameters control closed loop operation.
Disable closed loop while tuning. Otherwise the ECU will adjust the air/fuel ratio resulting in an inconsistent air/fuel ratio.
Disable P1167 and P0134 DTCs for race vehicles without a primary oxygen sensor.
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Maximum Map for closed loop - this determines the maximum engine load for closed loop.
Disable fuel over-run cutoff delay - this disables the 0.5 second delay between closing the throttle and the fuel injectors being shut down under over-run conditions. Disable this if you experience a hesitating while shifting with large injectors or see the short term fuel trim go sharply negative while shifting.
6.6.11 Idle Parameters
Idle speed parameters.
Sets the hot idle speed.
6.6.12 Knock Sensor Parameters
Knock sensor parameters.
Always enable the knock sensor.
Flashing the MIL (check engine light) when the ECU detects knock will help alert you if the engine is knocking.
6.7
Sensor Window
The sensors window displays a list of sensors, which are updating when datalogging or while displaying a recording.
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Sensor units can be changed from the
window.
6.8
Display Window
The display window shows some sensor values in a large font. It is useful while dynoing to monitor the engine parameters.
To alter what is shown in the display window see
6.9
Error Codes Window
The error codes window lists fault codes (error codes or DTCs) and readiness codes from the ECU.
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Fault Codes
Fault codes are error codes from the Honda ECU, and usually indicate a problem with a sensor or wiring in the vehicle. The Honda ECU does not store temporary DTCs so only stored DTCs are shown.
Fault codes are stored once the ignition is switched off. Fault codes may be cleared using the
command.
Readiness Codes
Readiness codes indicate which OBDII tests the ECU supports and the status of those tests. The
Honda ECU does not support all tests. Readiness codes are reset to 'Not Complete' when the
command is used. Readiness codes may be marked as 'Complete' using the
command.
6.10
ECU Information Window
The ECU information windows shows information from the ECU.
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Key features
- Plug-in replacement for factory ECU
- High-speed USB interface
- Editable fuel, ignition, and cam angle tables
- Fuel trim, including individual cylinders
- Expanded tables for forced induction
- Alternate MAP sensor support
- Rev limiter control