Kms Management Fa23 Fuel Manual v3.08

FA23 / FUEL Manual V3.
08
Contents
page.
KMS (Kronenburg Management Systems) ................................................................ 3
Software installation ........................................................................................ 5
KMS software .................................................................................................. 7

3.1
The main screen ........................................................................................ 7
3.1.1 The injection characteristic diagram ..............................................................8
3.2
The function bar ........................................................................................ 9
3.2.1 Function key F1........................................................................................9
3.2.2 Function key F2........................................................................................9
3.2.3 Function key F3........................................................................................9
3.2.4 Function key F4........................................................................................9
3.2.4.1
Options ......................................................................................... 10
3.2.4.1.1 RPM pickup ................................................................................ 10
3.2.4.1.2 RPM limiter ................................................................................ 12
3.2.4.1.3 Engine load sensor ....................................................................... 12
3.2.4.1.4 Start-up .................................................................................... 17
3.2.4.1.5 Throttle pump effect .................................................................... 17
3.2.4.1.6 Interpol. to limits and Fuel cut ........................................................ 18
3.2.4.1.7 AUX 1 / Second Stage ................................................................... 19
3.2.4.1.8 Correction-table.......................................................................... 19
3.2.4.1.9 Remarks .................................................................................... 20
3.2.4.1.10 Communication port ................................................................... 20
3.2.4.2
Change user access level .................................................................... 22
3.2.5 Function key F5...................................................................................... 22
3.2.6 Function key F7...................................................................................... 24
3.2.7 Function key F10 .................................................................................... 24
3.3
The communication bar .............................................................................. 25
Programming .................................................................................................. 27
4.1
Manual changing ....................................................................................... 27
4.2
Bar charts ............................................................................................... 27
Hardware installation ...................................................................................... 29

5.1
Fitting the ECU ......................................................................................... 29
5.2
Connecting the communication cable ............................................................ 29
Fault tracing .................................................................................................. 30
Specifications ................................................................................................. 31
Wiring diagrams ............................................................................................. 32

8.1
Wiring diagram FA23 ................................................................................. 32
8.2
Wiring diagram FUEL ................................................................................. 33
KMS FA23 / FUEL manual

Version 3.08
1 KMS (Kronenburg Management Systems)

Kronenburg Management Systems (KMS) is a complete line of programmable engine control units
(ECU), that offers you an extremely reliable and user-friendly system at a very competitive price. It
gives you the possibility to manage all turbo and naturally aspirated Otto engines (engines in which
the fuel mix is ignited via a spark plug) up to 12 cylinders.
An engine control unit is a type of electronic control unit that determines the amount of fuel,
ignition timing and their parameters which is needed to keep an internal combustion engine
running. It does this by reading values from multidimensional maps which contain values calculated
by sensor devices monitoring the engine.
The programmable KMS ECU doesnt not have a fixed behaviour, but can be (re)programmed by the
user. Programmable ECUs are required when a significant modification has been made to a vehicle's
engine. For example adding a turbocharger, changing the camshaft profile or a conversion to an
alternative fuel. In these situations, a programmable KMS ECU can be wired in. The KMS ECUs can
be programmed/mapped with a laptop connected using a serial or USB cable, while the engine is
running.
The programmable ECU controls the amount of fuel to be injected into and ignition moment for
each cylinder. This varies depending on the engine's RPM and the position of the gas pedal and/or
the Manifold Absolute Pressure (MAP). This can be adjusted by bringing up a spreadsheet page on
the laptop where each cell represents an intersection between a specific RPM value and a throttle
position. In this cell a value corresponding to the amount of fuel injected can be entered. This
spreadsheet is referred to as a fuel table or fuel map. The same way the ignition spreadsheet can
be setup.
By modifying these values while monitoring the exhaust gas composition (best way is using a wide
band lambda sensor) you can see if the engine runs rich or lean. This way you can find the optimal
amount of fuel and optimal ignition moment needed for all possible combinations of RPM and
throttle position/manifold absolute pressure. This process can be best carried out at a
dynamometer, giving a controlled environment (without influence from outside) to work in. An
engine or chassis dynamometer gives a more precise calibration for your (racing) applications.
The KMS ECU range offers a complete self learning air fuel ratio control (lambda control) for most
common types of oxygen sensors (broadband/narrow band).
In addition to lambda control, this management system also provides the following functions: loaddependent boost pressure control, water injection control, (variable) launch control, powershifting, (variable) A.L.S., staged/banked injection, mapselector, odd fire, idle control, rpm
limiters, engine diagnostics, 4mb datalogging, etc.
This FA23 management system can be used as an independent injection system for virtually all types
of Otto engine (engines in which the fuel mix is ignited via a spark plug).
It can also be used in combination with a standard engine management system, to take over the
standard injection at any desired engine speed, boost pressure or throttle valve position. For this
purpose it is mainly applied in compressor or turbo sets.
We advice to read the manual complete before starting. The set-up of the system software is kept
as clear and simple as possible, so that even people with little computer experience will be able to
use this system. Working with the software is simple, but if the settings are incorrectly configured,
there is a serious risk of engine damage. In this manual there are warning signs
and notes that
need your extra attention to bring this setup to a good end. We recommend you leave the
programming to specialists.

Version 3.08
WARNING:
Disconnect the battery cables when youre doing electrical work.
Disconnect the KMS ECU from the wiring harness connector when
welding on the vehicle.
Make sure there are no fluid leaks and all connections are secured
and/or tightened.
Wiring and fuel system components must be mounted away from
heat sources or shielded if necessary.
Do not use a batterybooster or a 24V charger. Do not reverse the
polarity of the battery or the charging unit. Do not change the
battery with the engine running. The peak power supply could
severely damage the KMS ECU and other electrical devices.
Avoid open sparks and flames near flammable substances.
Do not use unsuppressed spark plugs and leads. They can cause
electromagnetic interference.

Version 3.08
2 Software installation
The software is supplied together with the system, on a CD-ROM. Installing the software is very
easy. The CD-ROM carries the KMS installation program, which launches automatically when the CD
is inserted.
The program KMS FIRMWARE DOWNLOADER can be used to update the ECU. When there are new
options available, they can be downloaded as a zip file from the Van Kronenburg website. The zip
file consists of 1 file, see figure below.
Unpack the zip file on your computer in the KMS Firmware downloader folder. This is the location
where you installed the Firmware downloader, see example below.

Version 3.08
With the firmware downloader this update file can be sent to the ECU. (see figure below).
For the FA23 the update file name starts with the number 3 and has extension *.FF0. Its only
possible to use this firmware downloader if you have an KMS ECU with serial nr. higher then 300000.
Once installed, the program is set to work via communication port COM1. If this port is already
being used or not available, another communication port can be used. For the procedure to change
the communication port, see 3.2.4.1.10 Communication port.
(USB connections have the most various numbers of communication ports, so make sure youve got
the communication port right. For settings and finding the right communication port check
paragraph 3.2.4.1.10 Communication port)

Version 3.08
3 KMS software
When the program is started, the main screen will appear, which is composed of three parts:
The main screen
The function bar
The communication bar
The following sections describe the possibilities and functions of the system.
3.1 The main screen

The main screen consists of one spreadsheet, the injection spreadsheet. The spreadsheets are twodimensional diagrams showing engine speed against engine load.
The engine speed range can stretch from 500 rpm to 20.000 rpm. Standard the screen stretches
from 500 rpm to 12.500 rpm. This however can be changed (see 3.2.4.1.1 RPM pickup). The RPM
range is divided over 25 boxes.
The engine load range is sub-divided into 16 boxes dividing the range that has been set for the
engine load sensor. When no engine load sensor is connected only column 15 of the ignition
spreadsheet can be used.
The rows and columns are shown in graphs (in the form of bar charts), when the left mouse button
is clicked on an engine speed or a load value. For further information, see section 4. Programming.

Version 3.08
3.1.1 The injection characteristic diagram

In the injection characteristic diagram, figures can be entered that indicate the injector opening
time per injection in ms. This means that at any engine speed and any engine load, the desired
quantity of fuel can be injected.

Version 3.08
3.2 The function bar

The vertical bar on the right-hand side of the screen shows several function keys, which can be
activated using the mouse arrow or the relevant function keys on the keyboard. An explanation on
the different function keys is given in the following sections.
3.2.1 Function key F1

This function key gives access to the manual in Acrobat reader. Acrobat reader 3.0 or higher is
required. Acrobat reader 4.0 can be found on the installation CD-ROM.

This function key enables a previously saved file to be retrieved from the hard disk, CD-ROM, USB
memory key, etc. The files can be recognised by a blue floppy
icon and by the extension .F03

This function key is used to save modified files.
The names of these files automatically receive the extension .F03.

When this function key is activated, a popup screen will appear. The options will be
explained in the following sections.

Version 3.08
3.2.4.1 Options
If 'Options' is selected, a menu appears which lists several possible settings. These settings are
described below.
3.2.4.1.1 RPM pickup

In this menu, the settings for the pickup signal and the injection frequency can be entered.
RPM Range:
By clicking on the function you can set the rpm range for the main parameter maps (minimum rpm
is 500 and maximum is 20.000).
Standard the 25 rows are divided over a rpm range 12.500 rpm (example see left figure on the next
page). If your engine doesnt make more than 8.000 rpm, you can devide the 25 rows over this 8.000
rpm (example see right figure on the next page). So the mapping will be more fine tuned for this
engine rpm range.

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Pulses per revolution:

This is the number of pulses from the hall sensor/coil to determine the engine speed. The number
of pulses depend on the kind of engine, type of coil or distributor.
RPM pickup direct from coil:
To get a pickup signal from the coil, connect the right wire to the
(-) pole of the coil.
RPM pickup from Hall:
To get a pickup signal from the hall sensor, make sure that you connect the signal wire of the KMS
ECU to the right signal pin on the Hall sensor. You can use a Hall sensor on the crankshaft only when
5 pulses per revolution isnt exceeded. For example 60-2 trigger pattern on the crankshaft cant be
used with a Hall sensor.
Injection in x stroke mode:
The injection frequency (x) can be set to:
2 times per crankshaft revolution
(x = 1)
1 time per crankshaft revolution
(x = 2)
1 time per two crankshaft revolutions
(x = 4)
Normally, it is recommended to use the 4-stroke setting.

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3.2.4.1.2 RPM limiter

Not available on older Fuel system.
This menu can be used to set the rpm limiter.
When the RPM limit is reached, the limiter switches off
injection completely.
3.2.4.1.3 Engine load sensor
On the older KMS Fuel systems, only a TPS can be connected!

Two engine load sensors called "Engine load 1" (for TPS = Throttle Position Sensor) and "Engine load
2" (for MAP = Manifold Absolute Pressure sensor) can be connected. Even a MAF sensor (Mass Air
Flow meter) can be connected (not recommended). Please note that certain combinations will
result in the exclusion of some options.
When no engine load sensor is connected only column 15 of the ignition spreadsheet can be used.
The use of two load sensors for most N/A and all turbo-charged engines is higly recommended.
Some settings in the software are always related to TPS and some to the MAP-sensor. However there
is the possibility to select on which sensor (TPS, MAP, combination TPS/MAP) the main load tables
are linked to. In the picture above you can see all the possible combinations.

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The possible combinations are explained below.
Main Load is : TPS
All the load tables included lambda target are linked to TPS value.
This is normally used for N/A engines with throttle bodies.
Main Load is : MAP
All the load tables included lambda target are linked to MAP value.
This is normally used for turbo/supercharged engines .
Main Load is: TPS + MAP as boost correction table
The ignition load table and lambda target

are linked to MAP value (The ignition table
for a turbocharged and supercharged engine
should always be linked to MAP). The
injection table however is linked to TPS and
works in combination with the boost
correction table to determine the main fuel
injection time.
The values in the boost correction table stand for a correction percentage over the nominal
correction ratio of 1:1. This means that if all values are 0 the fuel injection time will be calculated
by the injection time set in the injection table (TPS v RPM) and corrected with 1% per 1 kPa of MAP
pressure offset from 100 kPa. So if the injection time in the complete injection table is set at 10 ms
and boost correction table is set on 0, the injection time increases with 10ms/100kPa. What results
in a injection time of 20 ms at 200 kPa (1 bar boost) and 30 ms at 300 kPa (2 bar boost). If the
engine runs on 50 kPa (0.5 bar vacuum) the injection value will be 50% of 10 ms = 5 ms.
With the boost correction table set on 25% this will result in an extra 25% enrichment. So if MAP
pressure raises with 100 kPa the enrichment will not be 100% but 100 + 25 = 125% which results in an
injection time of 22.5 ms at 200 kPa (1 bar boost) and 35 ms at 300 kPa (2 bar boost).
In theory an engine runs on lower loads lambda = 1.00 (A/F 14.7 on pump gas) to meet emission
standards. However on higher loads it is recommended to run a richer mixture to keep the engine
under the critical combustion temperature where engine damage can occur. Typically for a charged
engine this would be a recommended lambda value between 0.75 - 0,85 (A/F 11.0 - 12.5). In theory
this means 17.6% - 33.6% more fuel is needed. In the boost correction table you can set extra
enrichment at every RPM and Map-load, see example in the figures below.

Version 3.08
13
Main Load is : TPS + MAP as boost correction factor
The ignition load table and lambda

target are linked to MAP value (the
ignition table for a turbocharged and
supercharged engine should always be linked to MAP). The injection table however is linked to TPS
and works in combination with the boost correction factor to determine the main fuel injection
time.
TPS + MAP as boost correction factor

350
300
250
Enrichment [%]
200
150
Boost correction factor = 1.00
100
50
0
0
100
200
300
-50
-100
-150
Manifold Absolute Pressure [kPa]
In the figure above, you can see an example of how different boost correction factors influence the
enrichment percentage and injection time. So if the injection time in the complete injection table
is set at 10 ms and correction factor set on 1.00 the injection time increases with 10ms/100kPa
what results in a injection time of 20 ms at 200 kPa (1 bar boost) and 30 ms at 300 kPa (2 bar
boost). With the correction factor set on 1.25 this is 1.25 x 10 ms = 12.5ms/100kPa and thus giving
an injection time of 22,5 ms at 200 kPa (1 bar boost) and 35 ms at 300 kPa (2 bar boost).
Unregarded the correction factor the negative fuel enrichment (under 100 kPa) will always be at a
1:1 ratio.
So if engine runs on 50 kPa (0,5 bar vacuum) the injection value will be 50% of 10 ms = 5 ms.
TIP: Try to start the engine with the complete fuel map at the same injection time (4 - 12 ms
depending on the injector size) and the boost correction factor set on 1.25. Try to get the engine
running smooth with changing the complete fuel map (all cells at once) with positive or negative
percentage (using the edit menu). If lambda control is active and the engine is at normal operating
temperature you can start programming (the separated cells in) the fuel map with the boost
pressure (set) as low as possible. After the injection table is mapped at low boost, the next step is
to raise the boost level in steps to the desired boost pressure. Check your fuel correction again.
Now dont correct the injection table with this percentage but correct your boost correction factor
with this percentage.

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Engine load sensor calibration:

The engine load sensor connected to the system will have to be calibrated.
The range within which the sensor operates can be set here. A load sensor issues a voltage of 0 to
5V. The range is divided into 8 bits (256 steps). In practice a load sensor does not run through its
full range. For this reason, the upper and lower limits must be set, so that the 16 columns in the
spreadsheets can be best utilised.
There are two ways of calibrating the load sensor:
Automatic calibration
Manual calibration
Automatic calibration. When a throttle valve potentiometer is used, it is easy to opt for automatic
calibration. Select 'Automatic cal.' and then keep the throttle valve in rest position, pressing OK.
Then turn the throttle valve to full load and press OK again.
The minimum and maximum values of the throttle positions will now be shown.
A warning will appear if automatic calibration cannot be finished correctly. For possible causes, see
'Fault tracing'.
Manual calibration. When a map sensor or an air mass sensor is used, automatic calibration is not
easy, because the minimum and maximum output signals of the sensor are not known before the
engine has run. We recommend filling in the figures by hand, making sure that the output signal of
the sensor under any engine operating condition is between the two figures set.
Tip: first set the minimum value 15 and the maximum value 250. If you use a KMS 400 kPa Map
sensor there are recommended settings for the calibration on the datasheet of the sensor.
Not all load sensors emit signals that are linear with the engine load. For this reason the system
offers the possibility to choose between three load characteristics. This enables the upper/lower
areas to be made more sensitive or less sensitive.
The three load characteristics are linear, logarithmic and e-log and are explained in a overview on
the next page.

Version 3.08
15
Image
Definition
Linear
Function
The load steps are divided in proportion to
the signal.
Application
MAP-sensor
Logarithmic
At lower loads the load signal is divided

over a smaller number of steps and at
higher loads it is divided over a larger
number of steps.
The action is opposite to that of the
logarithmic parabola.
Air mass sensor
e-log

Version 3.08
Single Throttle body

setup
16
3.2.4.1.4 Start-up
When the engine is started, a certain quantity of extra
fuel (in most cases dependent on the coolant
temperature) will have to be injected to ensure proper
firing of the engine. There is a possibility of giving a
start-up injection impulse and start-up enrichment. The
start-up injection impulse is given once, at the moment
the first crankshaft signal is registered.
After the start-up injection impulse, the injection periods
shown in the injection graph will be adhered to. As long
as the engine speed is lower than 500 rpm, the quantity
of injected fuel shown in the first row applies. Proper
firing of the engine often requires more fuel (depending
on coolant temperature) than the quantity needed when
the engine is already running at the same engine speed.
This extra enrichment can be entered in the table for the
duration of a certain amount of crankshaft rotations.
There are four coolant temperature ranges for which an enrichment table can be completed. The
additional enrichment (%) in the table can be set during the input of the rpm range. An enrichment
map and a startup-pulse can be filled in for four coolant temperature ranges. Above the highest
temperature the normal startup pulse will be used.
3.2.4.1.5 Throttle pump effect

When the throttle valve is opened, the engine will draw
in more air and therefore need more fuel to keep the mix
ratio at a constant level. As air is a gaseous substance, it
will reach the inlet valve earlier than the liquid fuel,
which because of its higher inertia needs more time to
accelerate. As a result, there will briefly be a weak mix,
causing the engine to 'hesitate'. The faster the throttle
valve is opened, the greater this effect will be. To
neutralise the effect of fuel having a higher inertia than
air, acceleration enrichment can be applied. This means
that, depending on the throttle valve opening speed,
extra fuel is injected. This prevents the formation of a
poor mixture.
There are two types of acceleration enrichment (these
can be set on/off separately). We recommend to use
Type 2 acceleration enrichment.
Type 1:
The quantity of extra fuel to be injected can be set for
the three engine speed ranges indicated. The duration of
enrichment can be set by entering the number of
crankshaft rotations. The acceleration enrichment will
automatically decrease at lower throttle valve opening
speeds. Acceleration enrichment type 1 is always linked
to Engine load 1.

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17
Type 2:
Mixture []
With most engines it is recommended to use only this

acceleration type2. However type 2 can be combined
with type 1 (for some engines useful).
Acceleration enrichment type 2 is always linked to main
engine load.
The initial burst is one pulse that is directly injected
when needed no matter what crank position and will
intervene to avoid a short lean mixture. The sensitivity is
linked to opening speed of the throttle. A low value for
sensitivity means that the initial burst wont occur fast, a
high throttle opening speed is needed. For a high
sensitivity value a lower throttle opening speed is needed for initial burst enrichment to occur. The
amplifier is more or less a factor for the amount of fuel injected. A higher amplifier results in more
enrichment.
Additional enrichment follows after the initial burst. After the initial burst, the mixture briefly can
get lean again. More enrichment is
Throttle pump effect
needed. You can choose how many
1,25
rotations the additional enrichment is
needed. The amount of extra fuel will
1,2
slowly decrease during these rotations.
Sensitivity and the amplifier function
1,15
the same as they do with the initial
1,1
burst. The additional enrichment can
be increased by a percentage for the
1,05
water temperature. More enrichment is
needed with a low water temperature.
1
The figure on the right gives an
indication of how these two types of
enrichments affect the mixture, when
suddenly the throttle valve is opened.
0,95
No enrichment
Initial burst
0,9
Initial burst + Additional enrichment
0,85
0,8
3.2.4.1.6
Interpol. to limits and Fuel cut
This function enables the interpolation within the outer

limits of the graphs to be switched on or off. This enables
a safe engine speed limiter to be set or to stop injection
entirely when the accelerator is released. In the case of
the speed limiter, the engine can be prevented from
running on an increasingly poor fuel air mix, which might
cause engine damage. This does not apply when the
speed limiters are set to a lower maximum engine speed.
We recommend to use the standard limiters (see also
section: 3.2.4.1.2 RPM Limiter).

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3.2.4.1.7 AUX 1 / Second Stage

AUX1 is Second stage on older Fuel systems!
The system features one extra output. This extra output
can be separately activated via direct ground (up to 1A)
or via relay. They can be used for shift indicators, water
injection, cooling fan, etc. There is a choice of several
combinations of input quantity to activate the AUX
output. The AUX output is activated when both the
values set are exceeded. If 'none' is selected, this
channel will be ignored.
A hysteresis can be set for each AUX output. This means
that the switching ON value can be set higher than the
switching OFF value. The advantage of this is that the
output does not need to be switched on and off
unnecessarily. An example is a cooling fan that activates
at 88 Celsius and deactivates at 85 Celsius.
Second stage on older Fuel systems :

This menu enables a second stage to be activated at a
certain engine speed or engine load. So an extra output
can be activated, providing an ground-switching output
directly (up to 1A) or via a relay. This can be used for a
shift light or water injection, for example.
3.2.4.1.8 Correction-table
Only for the older fuel systems!
This menu offers the possibility to calibrate a sensor to
which corrections can be made. Normally, a water
temperature sensor is used for this purpose, to enable
cold start enrichment to be set. Cold start enrichment is
required at low engine temperatures, because the fuel
then condenses against the cold cylinder walls and is
forced out of the exhaust without having been burned. As
a result, the mix becomes too poor, so that the engine
will hesitate. To compensate for the loss of fuel at low
engine temperatures, more fuel will have to be injected.
When a 2-pole Bosch water temperature sensor is used,
the only thing to do is click the box next to the text 'NTCtemp. sensor'. As this sensor is pre-programmed in the
software it does not have to be calibrated. When another sensor is used, the range can be set
manually.

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This menu also offers the possibility to make a correction to the air temperature and/or the battery
voltage. The air temperature correction is a fixed table and cannot be changed with the PC
software. This air temperature correction can only be made if an NTC temperature sensor is used.
The battery voltage correction is used to make corrections for the opening loss time of an injector.
This opening loss time is dependent on the battery voltage and may vary from 1.8 ms at 8V to 0.4
ms at 16V. For instance, 0.68 ms will be added to the duration of injection when the battery
voltage is 12.6V. The table can be used for injectors with a resistance of 12 to 15.
If the air temperature and battery voltage correction functions are not activated, this will be shown
in the communication bar. The two relevant readings will then turn grey.
3.2.4.1.9 Remarks
This is room for making notes, for instance; engine

specifications.
3.2.4.1.10 Communication port
Select the required communication port and save using the 'Save'
button.
The KMS FA23 system only has an serial
port connection. If you want to use this
ECU on newer PCs with only USB then
you will need an USB to serial converter.
In this example on the left
(startcontrol panelsystemdevice
manager) you can see that the USB-toserial connection has set to COM 7.
(make sure that USB serial converter will be dedicated to a COM
connection between 1 and 8. If this number exceeds 8, sometimes the
converter will not function properly. At the advanced settings of the COM
port you can change the port number of your converter to a number
between 1 and 8).

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3.2.4.1.10.1 Communication with a Windows Vista based desktop/laptop

Windows Vista uses a different kind of communication then for example Windows XP.
The KMS software must be modified to the compatibility of Windows XP.
To modify the KMS software to a Vista computer, look for the KMS motormanagement.exe file. (if
you installed the KMS software the standard way, you can find this file at c:/program files/KMS/KMS
Motormanagement ). Press with the right mouse button on this file and select properties. You will
now see a screen with some tabs. Select the tab compatibility and set the compatibility mode in
this screen to Windows XP SP2. Dont forget to click the box above it to select the compatibility
modes.
The KMS software will now see the different communication ports and you will be able to connect
the ECU to the desktop/laptop.

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3.2.4.2 Change user access level

Determines security level and access restriction by setting a password.
ECU settings read only:
Settings are displayed but not adjustable
Display dashboard only:
Only the communication bar is displayed (no maps)
No access to ECU:
No access to ECU
The standard password in the system can be changed to a password you like.
To save the changes made click Send tot ECU

By clicking this function, correction tables are displayed that allow you to correlate injection to
certain sensor values.
Coolant temperature correction:

This table is used to enter figures that indicate the relative richness or weakness (over the entire
injection diagram in %) at readings that are within the range of the coolant temperature sensor.
This enables cold start enrichment to be achieved and it can also be used as a safeguard against
overheating, by providing enrichment at unduly high coolant temperatures. Cold start enrichment is
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essential at low engine temperatures, because the fuel condenses against the cold cylinder walls
and is forced out of the exhaust without having been burned. As a result, the mix becomes too
weak, so that the engine will hesitate. To compensate for the loss of fuel at low engine
temperatures, more fuel will have to be injected.
There is also an option to completely cut off the injection so no fuel will be injected. If you insert
exactly -100% in the water temp. correction fields, fuel will cut off.
Air temperature correction:
Here figures can be entered that indicate the relative richness or weakness (over the entire
injection diagram in %) at readings that are within the range of the air temperature sensor.
As air density is dependent on temperature, the quantities of fuel to be injected will at low
temperatures be larger than at high temperatures. This table can also be used to offer protection
when the inlet temperature is excessively high, by providing extra enrichment.
Battery voltage correction:
The battery voltage correction is used to compensate for the opening loss time of an injector. The
opening loss time is dependent on the battery voltage and may vary from 1.8 ms at 8V to 0.4 ms at
16V. When battery voltage correction is not applied, the mix will weaken when the battery voltage
decreases, with the risk of engine damage. In this table this effect can be compensated for by
matching the injector opening time to the battery voltage. The correction values are indicated in
ms per injection. For instance, 0.68 ms will be added to the duration of injection when the battery
voltage is 12.6V. The table is suitable for injectors with a resistance of 12 to 15.
Atmospheric pressure correction:
If you use an internal or separate atmospheric pressure sensor, you can set correction percentages
for ambient pressure levels in this table.

Version 3.08
23

When data is changed or downloaded to the system, the screen will show the text 'DATA IS NOT
LOCKED !!!'. At the same time, the silver-colour bar of the diagram will change to a yellow colour.
This is to indicate that the changes have not been saved yet. Save the changes by pressing the F7
function key.
When the
box is clicked, the changes will be saved. If saving is
successful, the box will automatically change to

. Once again, if
UNLOCKED is not clicked after the program has been changed, the changes
in the system will be lost when the power supply to the system is broken.
Function key F10 offers the choice of working off-line or on-line. It switches communication with
the system on or off. Communication will also be stopped when the power
supply to the system is broken. If there is no communication, a red bar will
appear at the bottom of the screen. To resume the communication with
the system, function key F10 should be pressed. A menu will appear
offering a choice between loading the file on the PC to the system and
loading the file in the system to the PC. There will still be the possibility of
breaking the communication again.
Warning:
Make sure that the battery of the vehicle supplies more than 10V. If the
battery doesnt exceed 10V the changes you made to the ECU will not be
saved.
Tip: On vehicles with an ignition lock switched in such a way that the power supply to the system is
cut off when the engine is started, always download the data from the PC to the system (as in the
PC the modified data will not get lost when the power supply to the system is broken). This is of
course only necessary if the data has not been saved to the system.

Version 3.08
24
3.3 The communication bar

The horizontal bar at the bottom of the screen is the communication bar. If the system is connected
to the COM or USB port of the PC and the power supply to the system is on, function key F10 can be
used to activate the communication.
There are six check lights in the communication bar, which indicate the status of the relevant
outputs.
The following readings will be shown (only for the FA23 system, for older Fuel system look at the
next page):
(Boost pressure will change into air pressure, depending on the hardware configuration)
These readings can be used to check whether the right sensors are being used and all settings are
correct.

Version 3.08
25
For the older Fuel systems the dashboard shows other values. See the picture below.

Version 3.08
26
4 Programming
Before programming is started, all connections and sensors must be checked. Look at the
communication bar to check the sensors for correct functioning and setting.
If everything is in good working order, the programming of the diagrams can be started.
There are two ways of changing the values shown in the diagrams:
Filling in the data manually
Changing bar charts using arrow keys
4.1 Manual changing

By checking a control box, the relevant parameter can be set manually. If a
control box has been selected, an edit menu will appear that allows you to
change the selected values in various ways.
4.2 Bar charts

The columns or rows of the diagrams can also be shown in the form of bar charts. The bar charts
will appear when an engine speed or engine load value is clicked. If an engine speed is clicked, a
bar chart will appear showing all the values related to that engine speed.
If an engine load value is clicked, a bar chart will appear showing all the values related to that
engine load value. Access to the bar charts can also be obtained by pressing the ALT + C keys or the
ALT + R keys simultaneously. The thin yellow line in the graphs of the injection diagram indicates
the maximum duration of injection for the engine speed concerned. If the yellow line is exceeded
injectiontime overflow occurs.
You get overflow of injectiontime when one injection takes more time than the time for two
rotations. The time of these two rotations is the maximum injection time because the upcoming
rotation is for the next injection.
For example a injectiontime of 23 ms and a engine speed of 6000 rpm. The time of 2 rotations =
1/(rpm/minute)x2 = 1/(6000/60)x2 = 20 ms. The overflow is 23 20 = 3 ms.
When choosing injectors its important that the flow is high enough so that injectiontime doesnt
occur. When there is a correction on watertemperature, injectiontime overflow can occur when the
injector flow is to narrow.
Version 3.08
27
It is also possible to modify the diagram values in the bar charts by using the arrow keys, or the
arrow keys in combination with the Ctrl or Alt key. The left/right arrow keys can be used to move
through a column or row. When the upward or downward arrow key is used, the value will go up or
down 0.10 with each touch of the key. If the Alt key is pressed simultaneously, the value will
change 0.01 per touch and if instead of the Alt key the Ctrl key is pressed, the value will change
1.00 per touch.
When the engine is running, the space bar can be touched to go automatically to the relevant value
in the bar chart (matching the current situation of the engine), even when this value is at another
engine speed or engine load.
To go to another engine speed or engine load, use the Page Up / Page Down keys.
The correction tables can also be shown in the form of a bar chart if a correction figure is clicked.
And here can also the arrow keys be used to change the values.

Version 3.08
28
5 Hardware installation
To guarantee that the system functions properly, it is of utmost importance to adhere to the
instructions given below.
5.1 Fitting the ECU

It is important that the ECU should be fitted in a dry and not too hot place.
5.2 Connecting the communication cable

Attached to the included wiring loom of your KMS Fuel/FA23 system is a serial port. You can use this
communication for your desktop/laptop and make a connection with the KMS Fuel software.
Warning:
Make sure that you know what kind of injectors you
are using. Because of the fact that when you connect
low impedance injectors, eventually the ECU will
malfunction because of overheating. When using low
impedance injectors, a high current will run through
the ECU which will break down some components.
Injectors above 10 are always right. If you have
injectors below this impedance, please use an injector
driver. (the ECU can handle up to 7A on the injector
output, so you can make a calculation on the required
current).

Version 3.08
29
6 Fault tracing
Fault
No communication between PC
and system
Possible cause
- No power supply to the system
- Cable connected to wrong COM
port (standard is COM1)
Engine does not start
Poor engine starting when the

engine is cold
Poor accelerator to engine
response
Solution
- Switch the contact on or check the
fuse
-
Connect cable to COM1 or

select another COM port;
For WINDOWS a COM port
lower than 9 is preferred.
See paragraph 3.2.4.1.10
Communication port
- No engine speed signal
- Check the sensor and wiring
- Start-up menu settings are not

correct
- Set duration of injection to the

correct value
- Engine temperature correction

table not correctly set
- Incorrect setting of acceleration
enrichment
- Set correction table correctly
- Defective engine load sensor
- Check whether the engine load

indicated on the dashboard changes
evenly when the accelerator is
slowly depressed
- Adjust values in throttle pump

effect menu
- Engine load sensor not calibrated - See paragraph 3.2.4.1.3 Engine

load sensor
Temperature reading gives
incorrect value
- Wrong type of NTC temperature

sensor
- Fit the correct temperature sensor
Temperature reading gives --- in - Sensor not connected or short

the communication bar
circuit in sensor wiring
- Check the wiring
Auto calibration gives message

'warning range too small'
- Sensor range too small or

potentiometer connected
incorrectly
- Check the wiring

- Fill in the values of the engine
load sensor manually

'warning signal reversed'
- Throttle valve potentiometer

turns in the wrong direction
- Interchange the earth and 5V

wiring of the potentiometer

'engine load sensor not
connected'
- The engine load sensor signal

does not change
- Interruption in potentiometer
signal wiring
or potentiometer does not turn
when the throttle valve is opened

Version 3.08
30
7 Specifications
Minimum system requirements:
Windows 95,98,2000,NT,ME,XP or Vista
Internal memory 32Mb
Screen resolution 1024x768
Serial port or standard USB port
CD-ROM station
Acrobat reader 3.0 or higher (Acrobat reader 5.0 is included on the CD-ROM supplied)
ECU specifications:
Supply voltage 8.5 16V
Power consumption 200mA at 12V
5V supply to sensors can have a maximum of 100mA
Inputs:
Inputs are protected up to 50V.
Input for coolant and air temperature is suitable for an NTC-sensor as standard.
(2,2k at 25 Celsius)
Input for engine load is suitable for potentiometers, air mass meters and map sensors with an
output between 0 and 5V.
Outputs:
Injector output can deliver at most 7A at 12V (for instance 6 injectors with a resistance of 16)
AUX and fuel pump outputs: max. 1A at 12V per output
Dimensions:
KMS FA23
LxWxH: 85 x 85 x 40 mm
Weight: 280 gram
KMS Fuel
LxWxH: 111 x 67 x 22 mm
Weight: 200 gram

Version 3.08
31
8 Wiring diagrams
8.1 Wiring diagram FA23
Standard colours KMS FA23 wiring-loom
Pin nr. KMS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Colour
Diameter: 0,75mm
Function
Injector driver output

Aux out 1
Load signal MAP
ECU ground
12V ECU supply
Communication
Use 5-10 Amp. Fuse on ignition key

Pin 2
orange/black
Coil / hall signal
(-) Coil or hall sensor
grey
black
red
white/black
*
Pin 5
*
*
Load signal TPS

Sensor ground
Communication
Fuel pump relay
white
blue
grey/black
black
red
green
Length
Diameter: 0,5mm
*
*
*
*
*
brown
yellow
grey/blue
red/blue
black

Version 3.08
MAP or air pressure sensor
Ground
TPS/MAP/Water T/Air T
Pin 3
Connect to ground of relay
Extra ground together with ECU
ground
5V Load sensor supply

Water temperature signal
Air temperature signal
Communication
Pin 5
*
*
*
*
Details
32
8.2 Wiring diagram FUEL

Version 3.08
33

Kms Management Fa23 Fuel Manual v3.08

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FA23 / FUEL Manual V3.

KMS (Kronenburg Management Systems) ................................................................ 3

Software installation ........................................................................................ 5

KMS software .................................................................................................. 7

The communication bar .............................................................................. 25

Manual changing ....................................................................................... 27

Bar charts ............................................................................................... 27

Hardware installation ...................................................................................... 29

Fitting the ECU ......................................................................................... 29

Connecting the communication cable ............................................................ 29

Fault tracing .................................................................................................. 30

Wiring diagrams ............................................................................................. 32

Wiring diagram FA23 ................................................................................. 32

Wiring diagram FUEL ................................................................................. 33

KMS FA23 / FUEL manual

1 KMS (Kronenburg Management Systems)

KMS FA23 / FUEL manual

KMS FA23 / FUEL manual

KMS FA23 / FUEL manual

KMS FA23 / FUEL manual

3.1 The main screen

KMS FA23 / FUEL manual

3.1.1 The injection characteristic diagram

KMS FA23 / FUEL manual

3.2 The function bar

3.2.1 Function key F1

3.2.2 Function key F2

icon and by the extension .F03

3.2.3 Function key F3

3.2.4 Function key F4

KMS FA23 / FUEL manual

3.2.4.1.1 RPM pickup

KMS FA23 / FUEL manual

Pulses per revolution:

2 times per crankshaft revolution

1 time per crankshaft revolution

1 time per two crankshaft revolutions

Normally, it is recommended to use the 4-stroke setting.

KMS FA23 / FUEL manual

3.2.4.1.2 RPM limiter

3.2.4.1.3 Engine load sensor

On the older KMS Fuel systems, only a TPS can be connected!

KMS FA23 / FUEL manual

The possible combinations are explained below.

Main Load is : TPS

Main Load is : MAP

Main Load is: TPS + MAP as boost correction table

The ignition load table and lambda target

KMS FA23 / FUEL manual

Main Load is : TPS + MAP as boost correction factor

The ignition load table and lambda

TPS + MAP as boost correction factor

KMS FA23 / FUEL manual

Engine load sensor calibration:

KMS FA23 / FUEL manual

At lower loads the load signal is divided

Air mass sensor

KMS FA23 / FUEL manual

Single Throttle body