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TP Load Register
BFuel Schedule (Theoretical Pulsewidth) is the replacement TP (load) parameter used with NEO ECUs. This
parameter used for maptracing the columns on the fuel and timing maps and is a preliminary calculation used
for final injection
Upgrading to a larger flowing MAF sensor will subsequently increase the total theoretical pulsewidth (TP) since
K constant (TP injection multiplier) is increased. The boost sensor compensation for MAF voltage can have a
temporary effect at initial acceleration, sometimes resulting in delayed acceleration.
Resolution 1: Upgrade injectors
When resizing to larger injectors, the reduction of K constant can offset the TP increase when upgrading the
MAF sensor. Suitable injector sizes about 700CC with Z32 MAF (98 octane) or 1000CC (E85) prove to be a
suitable combination.
Resolution 2: Disconnect MAP sensor
It has been found that removing the boost sensor connection results in using a default value and reduces the
effect of MAF sensor upgrades. Disconnecting the boost sensor will result in the following DTC:
This has no effect but will trigger the check engine light (CEL). In expert user mode you can disable DTC
filtering for the boost sensor and remove the CEL.
(File > Configuration > User Mode = Expert)
Future updates to Nissan firmware will allow MAF and injector resizing without affecting TP (via K constant).
Increasing the values of these tables to a maximum of 5100 millivolts will work upto 18psi for safely limiting
boost levels.
Above 18 psi to avoid the fuel cut increase the counter to increase the time at over 18psi before cutting fuel
(maximum of 255 will effectively disable the cut completely)
Important note: When the boost sensor is disconnected, and there is a Boost Sensor DTC fault code, the
ECU will instead use the TP limit tables and counter
These tables work similar to earlier ECUs when there is no boost sensor available. The current Theoretical
Pulse width (TP) load is compared against the table value for the given RPM. A counter increases upto the
limit and then a fuel cut is performed by the ECU
Increase the values in the limit table to remove the injection cut when the boost sensor is not used.
If the boost sensor voltage exceeds the specified max voltage the Boost Sensor DTC code will be raised. This
is about 16-17psi
Below 60mv the DTC is raised (primarily for detecting a disconnected boost sensor). Note setting to 0 will not
clear the DTC code if the boost sensor is disconnected
Above 4840mv the DTC is raised. Increase this to 5120mv to increase to 18psi before the DTC code is raised.
If you are going above 18psi then disable the boost sensor filter flags
Fuel maps
NEO equipped ECUs now use two separate fuel maps. These function differently to earlier Nissan ECUs
The primary fuel map no longer uses the 'O2' feedback flag overlay over the map like used with earlier Nissan
ECU implementation
Values equal 128 indicate the closed loop area of the fuel map
Values above 128 command adjustment to the base fuel mixture. Increased values result in additional fueling
Take note of the current TPS cursor value and the maptraced cells in the Volumetric Efficiency (VE) map
(covered next page)
Note: Take care whilst making adjustments to the fuel map. Any adjustments not affecting the injection time
and subsequent AFRs should be observed, where the TPS is higher than values in this table
Either:
(a) Increase the TPS voltage levels in this table to use the full fuel map. Then tune the fuel map
accordingly, keeping in mind the VE map may reference values below the threshold in this table
(b) Adjust the fueling using the last column value of the fuel map. This column is used when TPS exceeds
the voltage values in this table
(Tune for safest AFRs in the event of high/full throttle and maximum boost)
Volumetric efficiency
Table is used in addition to the fuel map to trim mixtures based on TPS vs RPM scaling. VE maps are used
adjust enrichment based on TPS position for all later model Nissan ECUs
TPS Voltage Quantifier
TPS is calculated firstly by converting TPS raw voltage to a TPS reference position
The TPS reference position is then divided by RPM and used to reference the VE map index table.
VE Map Index table
Boost sensor available: The value in this table is then multiplied against the boost sensor table
Boost sensor not available: Value is divided by two
The calculated value is used to index the VE map
Horizontal indexing takes the TPS index table value and multiplies against the boost multiplier value. For
example, the TPS index table value (above) of 110 determined then divided by 50% and used to reference
column 96-112 in the VE map.
The TPS position is correctly traced from Nistune 1.2.10 versions upwards by direct reading internal ECU
memory. The trace is subsequently not available in normal consult (stream mode) and will update slower then
other gauges.
To enable the TPS position in stream mode, Nistune 1.2.54 versions upwards must be used.
This will add an extra parameter to the factory consult table 'Adjusted TPS VE index' at consult register
location 0x19 (Reserved by Nissan). To add the parameter, connect to consult which will add then register.
Then disconnect and reconnect to see the parameter added to the list. Tick this item to get tracing in stream
mode.
It has been found during recent investigation into the NEO ECU program code that disabling filter flags for
these features will prevent the ECU code from calling those functions
Unticking both of these items will disable the Code 44 (ABS/TCS comms circuit DTC error)
Unticking both of the motor throttle circuit will remove the Code 46 (Throttle Motor Sensor DTC error)