Page 1 of 9 NepTune Help 31/07/2008 http://hrtuning.com/software

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NepTune Help
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I first started off by tracing out the nylon screws onto a piece of blank white paper like so....
Next I mic'd everything up and drew out a professional drawing in Solidworks.... This is what I came out with....
http://hrtuning.com/software/NepTuneRTP/RTPHelp/
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Orient the cover with the drawing....
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And with a caliper I measured out where the holes are going to be. You can also take the trace from before, cut out the
holes and then use it as a stencil to trace onto the top of the cover.
NOTE: ALL MARKINGS SHOULD BE ON THE TOP SIDE OF THE COVER.
Next I moved into the ECU itself. Since I am using a USDM OBD1 P72 I have the knock board. This is why I have the
unit where it is.
Inside you will want to fold down some board components so that the RTP board fits. Do it like you see in the pics....
Don't forget the two transistors....
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You will also need to have your ECU modified like you would for all other software type EMS's that still use the Honda
ECU. Refer to this pic for what needs to be done....
AND DON'T FORGET THE HEADER ON CN2....
Install the socket to ribbon cable adapter....
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Mock up the RTP board so that you can cut the USB adapter hole....
Mark it. I opted to remove the label so that I didn't destroy it. It makes for a cleaner looking install....
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Here is with the label removed....
Now get your dremel out and cut it like so....
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Run the ribbon cable under the ECU chassis brace. This will require that you undo the screws on the back of the ECU to
pass the connector through....
BTW this is what the RTP board looks like on the ECU cover....
NOTE: MAKE SURE THAT YOU UST THE SUPPLIED NYLON SPACERS ON THE BACK SIDE OF THE
BOARD SUCH THAT THEY ARE SANDWICHED BETWEEN THE BOARD AND THE COVER.
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Install the connector end of the ribbon cable onto the RTP board like so....
Install the data cable like so... If you have the 3 wire cable, pin 1 is red. If you have the 4 wire cable, pin 1 is orange.
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And connect the other end to the RTP board....
That's about it! If you have done this correctly it should come out something like this....
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First Thing
Copy the serial number located on the back of your unit (Starts with 07) onto a piece of paper or into a text file on your
computer.
When you have the NepTune software up, go into the preferences under the Serials tab and hit the + button. Double click
on the new row that has been created with the title "Serial". Select and erase "Serial" and enter your unit's serial number
there. If the serial number is not correct or is not present you will be unable to connect to your unit.
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Preferences
Preferences Section
Main
Alternate map coloring allows you to see the maps colored in a shaded single color scale or multi-color scale. With it
checked it changes your map colors to a red and white scale. Unchecked, it gives you the default green, orange, and red
coloring.
Set the base timing on the motor then set it in the base timing box as well.
In the datalogging gauge window check your current TPS voltage values in the 0% open, your TPS closed voltage, and
then hold your throttle body 100% open and take your TPS open voltage reading. Insert your findings in the open fields.
To have NepTune automatically check for updates when the application starts, check the appropriate box.
(Recommended)
Units
This page allows you to select what units of measure you want to use for your scalars. Take note that there are separate
scalars for Vacuum and Pressure.
The last option on this page is your temperature reading. Select either F or C. This applies to your parameters, gauges, and
your data window.
Ports
This is how you'll setup your connectivity with your computer. You have the option of either using USB or Bluetooth.
(Bluetooth module is not included with RTP).
Go to your Control Panels folder and open up your System Control Panel. Select the Hardware tab then click on Device
Manager.
Find out what USB com port the RTP is using then link the RTP software to the correct com port.
*Remember to install the correct USB communication drivers found on the software download page.
For Bluetooth users please see the Bluetooth setup link for your OS on the initial help page.
Logging
To have you're A/F datalogging start past a set TPS, set the % TPS that you want it to start at.
Use the wideband offset feature to dial in your wideband. This shifts the whole span of your wideband output. IE: 14.7:1
plus offset value of .4 = 15.1:1
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You can next set the Max A/F Ratio that you want the ECU to see.
IE: This is so that the software doesn't record when you let off the gas. Set a number and the software will not datalog it
past that number.
Select the type of gas you are using for the tune. Use the pull down menu on the side to select the type of fuel or manually
insert the number in the field box.
Datalogging speed is just what it says. It allows you to throttle the amount of data that comes from the RTP to your
computer. It is recommended that you start in the middle. Then if you want greater or less datalogging definition just
adjust the slider.
If you want to follow where you're motor is at in the map, then check the box. This will ghost on the map where your
motor is operating at. You can have it be a single trace or 4 trace. If you want 4 then check the box. Next you can setup
the trace to follow all the maps or just the map you are currently on. For optimum performance with a slower computer
you should select the trace to follow the current map.
Next section is O2. The box use ELD for 02 logging is so that instead of using your stock primary or secondary O2 sensor
input you can log it through the ELD input.
Select the style of O2 sensor you have. If you select a pre made wideband then you do not have access to adjust the
voltage to A/F values. If you are using a wideband that you don't see listed, click the + button on the left side of the page.
You will see that the RTP software adds an option called Wideband. You can label it whatever you want. With that
highlighted, move over to the right table, and click the + button over there. Now you can add your known values for your
wideband. I suggest that you get at least 2 known values (the min and max). The RTP software fills in the rest of the
values since it is a linear guage. You may need to contact the manufacturer for those numbers.
Gauges
This allows you to customize your graphical gauge display. To view the gauges click Datalogger, then Show Gauges. Or
just use the quick key Control + Y.
The color A/F box based on O2 will color the gauge based on your O2 values. It uses the colors that you select for your
maps. Check the box to apply this setting. To see the results open the gauge window or click on the A/F box to the right
on the map calibration window.
The same goes for the color A/F by % difference. It gives you a visual color of what the % difference between target and
actual A/F ratio.
Serials
To allow your computer to connect to your RTP board you need to plug in the serial number into the RTP software. You
can do this by clicking the + button in the lower left corner of the window. Next, you will see the word 'serial' in the table.
Click on 'serial' twice, which allows you to edit the text, and insert your RTP board serial number. Once that is done hit
enter. Your serial number is not active and you can connect to the RTP board with your computer.
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Connecting
Before connecting, make sure you have your ports setup correctly in the NepTune preferences and also make sure you've
added the unit's serial number to your list of serials. With the unit plugged into the USB you can find out what COM port
to use by looking in the Device Manager under "Ports ( COM & LPT)". It will be labeled as "USB Serial Port" and will
have the COM port in parenthesis.
To connect simply select Connect USB or Connect Bluetooth from the submenu in the Emulator menu. Once you've
connected the Emulator Status in the status bar at the top will show "Connected". From there if you already have a
calibration loaded into the unit you can select Download Base Code or if you are starting fresh simply go through the
steps to create a basemap and with the basemap open and ready to load into the unit select Upload Base Code. Once
you've done this you're ready to key on and begin datalogging and tuning. Upload Calibration uploads the maps and
parameter settings only, not the complete base code, so you must upload the base code at the beginning to load the base
code into the unit. From there you can make changes to the parameters and maps. You can choose to manually update the
unit with changes by selecting Update from the Emulator menu at any time or you can choose to have it automatically
make updates by selecting Live Update. It will show a check mark next to the menu item when in Live Update mode.
To begin datalogging once you've connected to the unit select Start Datalogging from the Datalogger menu. Once you've
begun datalogging you can choose to start recording at any time. Updates to the parameters will still be made live when
you're in Live Update mode.
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Creating A New Basemap
Start by selecting New from the File menu. Select the codebase and the map sensor type you wish to use. Hit next.
The next window allows you to select the ECU type. Depending on which ECU you select here settings like VTEC, ELD,
Injector Test, Knock Sensor, etc will be switched on or off to fit your specific ECU type. Hit Next.
The next window allows you to select the ignition and fuel maps to start with. Select the correct maps to start with and hit
next to open your map.
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You will be brought to a map much like this.
If your goal is tuning an NA vehicle, this may be all the map you need to begin. If you are looking to create a custom
sized map or a map for a boosted setup you can expand the map size to your liking by using shift+alt+left/right/up/down.
Expand the map up to 24x24 cells to suit your needs.
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At this point if you'd like to alter the NA scalars or setup boost scalars you can look to the Tools menu for both of those
options.
Select the options if you wish to change the settings specified. Selecting Don't Change on any of these options will leave
them unaltered in your maps. Setting up the boost scalars allow you to specify which column to start with (Column 11
normally), what PSI to start from (Specifying 0 will start at 0 and add the increment from there into the first column,
specifying 1 or more will start at the specified start PSI in the first column and add the increment from there), and how to
increment the boost level. Using this feature you have the ability to step increments starting at certain columns of the map
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(1 psi increments for the first 4 psi, then 2 psi increments afterwards, etc).
Retarding ignition will retard the specified amount per PSI across the board. You must have the scalars setup before you
apply this. If you apply this again at a later time it will overwrite your ignition values starting above atmospheric pressure.
Fuel Increase is a percentage of fuel increase per PSI across the board. You must have the scalars setup before you apply
this. If you attempt to apply this at a later time it will overwrite your fuel maps starting above atmospheric pressure. 10-12
is a good value to use to get a rich result.
Above is an example of the outcome after setting up the Boost Tables. Don't forget to setup your Injector Calibration
values once you are here.
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Working With Air/Fuel Logging
Using the Air/Fuel logging capabilities in NepTune is simple.
First, start out by setting your target air/fuel ratios under Tools>Target A/F. Highlight the area you want to change and
just like the fuel and ignition maps you can adjust using Control+Up/Down. To change a load point simply click the load
point you wish to change, use the Up/Down Arrows to adjust to the load you desire, and hit return to save.
Once you have that setup and your wideband is connected to the ECU your Air/Fuel ratios will be logged on a per cell
basis as you datalog and drive around. After you've logged and are ready to make changes, highlight the area you want to
change while you're in the A/F or Percentage Difference (%) view. Simply switch back to the map by using
Shift+Up/Down Arrow and you'll switch back to the map view while keeping the same area highlighted. Make your
changes and if you're done looking, hit Control (Apple on Mac) X to clear the log. Continue on and enjoy!
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Working With The Maps
Most of this information can be found in the Quick Keys section under the Help Menu.
Switching Between Maps
To easily access any of the maps you simply hit f1-f9 to change the map. At the top of the window will be a label showing
which map you're on. f1-f4 are the primary maps, f5-f8 are the secondary maps, f9 is the VE/Open Loop fuel enrichment
map.
Selecting Cells
Selection with the maps is very simple. You can maneuver the selection on the current map by pressing the Arrow Keys.
Add to/subtract from the selection by using Alt+Arrow Keys. You can also use the mouse to select an area or cell.
Changing Values
When you have an area selected you can simply use Control+Up/Down or click the + or - buttons on the right to add to or
subtract from the current selection in the map. This works in both table and 2d mode or when in split window mode. You
can also use this key stroke to change the RPM values on the left hand side by having them selected on the map. To
change a scalar at the top of the map simply click the scalar you want to change with the mouse. A small window with the
value with pop up. Using the up and down arrows you can change it to the value you want. Click return when you're
finished to make the change.
Interpolation
When more than two cells are selected you can interpolate the values by row (R key), by column (F key), or both (E key).
2D Mode/Split Window Mode
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To get to 2d mode simply click the 2d button on the right or hit Shift+M.
The result will look like above. You can then drag the slider bar at the center just above the 2d map to go into split
window mode where both the 2d and table view will be visible.
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AC Cutoff
AC Cutoff allows you to switch your AC output off based on throttle position or RPM to free up the load on the engine
created by the AC compressor.
Enable AC Cutoff turns on the cutoff parameters and starts disabling your AC output at the settings provided immediately.
If the RPM is above the set RPM point OR the throttle position is above the set TPS point your AC will be disabled.
The idle recovery cut RPM switches the AC off if the RPM gets too low in order to help the engine reach it's target idle
again. The resume is the RPM that the AC is allowed to kick back on. These settings are always applied regardless of the
RPM and TPS settings above.
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Anti-lag Settings
Anti-lag allows you to retard timing and add fuel in to help spool a turbo while you are on the 2-step.
The retard value is the amount of ignition to pull out in order to pass uncombusted air/fuel mixture through the exhaust
ports. This must be a positive value to work.
The enrichment value is how many fuel units to add in. It is a value between 0 and 255.
Enable anti-lag above throttle position allows you to set what throttle position the ECU pulls the specified amount of
ignition and adds in the specified amount of fuel. This also allows you to pre-stage on the 2-step before kicking in the
anti-lag and spooling the turbo up creating less wear on your turbo.
Apply to overall timing is a setting that pulls the specified amount of ignition retard from the overall ignition value rather
than the value in the current ignition map. It is possible to reach 0 degrees of actual ignition with this method.
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Boost Control Settings
Boost control allows you to use the outputs of the ECU to activate a boost controller with on/off solenoids such as the
Turbo XS dual or quad stage controller.
Enable boost control allows boost control to be activate based on the settings in the window.
Disable if there's an MIL code allows boost control to remain inactive when there is an error code present which is a
safety net for your engine.
Minimum RPM and throttle position settings are to set the lowest points that the boost control can become active.
Activation input allows you to hook up an on/off pull to ground switch to any of the inputs listed in the menu. When set to
none it will only be active based on the parameters in the window, but when an input is selected boost control will only be
active when the switch is set to on.
Invert input allows you to use switches that are grounded in the off position instead of the on position.
Secondary thru Fourth stage boost setting allows you to activate the second stage of boost via the output selected in the
menu above the speed set in the speed box above it. When set to none no output will be activated. When an output is
selected and the speed is set to 0 the output will be active anytime the car is moving.
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Boost Cut Settings
Boost cut allows you to stop the engine's combustion process if it sees above a load you feel is safe. The ECU will stop
combustion until the RPM has dropped and then your power will be restored.
Enabling boost cut with the checkbox will immediately turn on its capabilities so make sure your load settings are not
below what you're idling at or it will start to cut.
Below the hot/cold temperature threshold the ECU will use the load value next to cold cut. Above the hot/cold
temperature threshold it will use the load value next to hot cut.
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Closed Loop Settings
Closed loop settings allows you full control of close loop.
To disable closed loop all the time simply uncheck the checkbox labeled Closed Loop Enabled.
Disable closed loop above load will allow you to specify the maximum load that closed loop will remain enabled. Good
for supercharged setups that can build boost without much throttle.
Use open loop VE tables above engine coolant temperature uses the VE table map (f9) to add enrichments when in open
loop. Unchecking the checkbox will run off of the fuel maps only and not add the enrichment value from the open loop
VE map. If it is enabled, it will only kick in above the engine coolant temperature specified to allow you more control
over startup enrichments before closed loop kicks in.
Target oxygen sensor voltage allows you to specify the target that closed loop will shoot for in it's fuel trims. This is good
if you have a wideband with narrowband output and would like to specify a target voltage that's different than that of
stock.
Disable by throtte position. This is how closed loop is disabled in stock form. Per the RPM in the top box closed loop is
disabled at the Disable TPS throttle position and re-enabled at the Enable TPS position.
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Clutch Input Based 2-step Settings
These settings are to setup your 2-step based on speed and only active when the clutch input is on. You can also use a
regular switch to turn your 2-step on/off via toggle.
To use this feature the Enable 2-step option must be checked and the Use Clutch Input radio button must be set.
The cut RPM is the specific RPM that the 2-step will cut at.
Below speed is the speed at which the 2-step will no longer be active and full-throttle shifting can become active.
Clutch input is the input used for the clutch or regular switch you have wired in.
Invert input should be active if you are using a switch that pulls to ground in the off position instead of the on position.
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Cranking Fuel Settings
This allows you to alter the raw cranking fuel values per engine coolant temp that are sent to the injectors while starting.
These are affected by the cranking calibration setting under injector calibration as well. Using a value in the cranking of 50 will effective use only half of the values listed in the table above.
The top box is engine coolant temperate and the bottom box is raw fuel value to send to the injectors.
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ECT Corrections
ECT corrections are fuel and ignition adjustments based on engine coolant temperature.
ECT fuel corrections allow you to add or take away fuel based on the engine coolant temperature. The top box is the
temperature point and the bottom box is the fuel adjustment to be made in percentage. A negative value will take out fuel
and a positive will add it in. It also aids in cold startup and warming up the engine.
ECT ignition correction also aids in cold startup by adding ignition timing and starting the ingition process earlier. This
table will allow you to enter negative values to pull timing at higher temperatures for safety.
Note: An extra temperature point is added in if you wish to adjust the scale to your liking.
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Options
Options listed here are used to disable sensors and extras. When the box is checked it is on, unchecked it is off.
Ignition adjustments occur all the time. The ECU alters the ignition based on many variables like map sensor voltage,
throttle changes, and even rpm changes causing the actual ignition timing to differ from the maps. Unchecking this
checkbox allows you to disable adjustments above the specified load. This will give you full control of ignition timing
since it will only run what's in the maps, gear correction, individual cylinder correction, iat correction, and ect correction.
The load settings allows you to keep a completely stock partial throttle drivability while still giving you full control at
higher loads or in boost.
Ignore starter signal input allows you to tell the ECU to ignore this input so you can use it as a switch input for any one of
the other options available in NepTune.
Lock Ignition allows you to lock ignition timing at the specified value for setting base timing and other applications.
Kill Fuel Injectors turns fuel delivery to the engine off.
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Fan Control Settings
Fan control allows you to control your fan through the stock or modified wiring. It can always be used as a general output
for water injection or similar based on engine coolant temperature.
Enable fan control turns the option on immediately. The output selected from the pull down menu will be active at all
times above the engine coolant temperature specified.
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Full Throttle Shift Settings
Full throttle shift settings are used to hold the engine at a certain RPM while shifting with the throttle pressed. Holding the
engine at the RPM you will be at when switching into the next gear will make it a much smoother transition.
To use this feature the Enable Full Throttle Shifting option must be checked and you should have a clutch switch wired
up.
The cut RPM is the specific RPM that the engine won't be allowed to rev over.
Above speed is the speed at which the 2-step will no longer be active and full-throttle shifting can become active.
Clutch input is the input used for the clutch switch you have wired in.
Invert input should be active if you are using a switch that pulls to ground in the off position instead of the on position.
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Fuel Cut Settings
Fuel Cut settings are conditions in which the engine will cut fuel on deceleration.
The Load setting is a basis. Depending on RPM it may cut slightly higher or lower than the specified load. In a future
release I may give access to the complete RPM vs Load table.
Below Throttle Position. The vehicle must be below this throttle position to cut fuel.
TPS vs RPM allows you to control the RPM that fuel will come back on based on the current Throttle Position. It is
interpolated between the top point and bottom point. Example: At 5% TPS the fuel will come back in at 1800RPM.
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Fuel Pump Settings
Fuel pump settings allows you to determine when the fuel pump is active. Under the normal setting it will act as stock.
You can also set it to be always on or always off (For security or testing purposes).
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Gear Correction Settings
Gear correction allows you to adjust fuel and ignition per gear.
Fuel settings are plus or minus percentage trims.
Ignition settings are plus or minus degrees of ignition timing.
Only Active Above allows you to set a minimum load that gear based trims will be applied.
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IAT Settings
Intake air temperature settings allow you to adjust fuel and ignition based on the intake air temperature at different loads.
On Low, Medium, and High load fuel trim settings the top box represents the intake air temperature and the bottom box
represents the amount of fuel correction in plus or minus percentage.
Ignition correction allows you to add or pull ignition timing based on the intake air temperature in the top box.
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Idle Settings
Idle RPM is controllable through NepTune via the Idle Air Control valve located on the back of your intake manifold.
The target idle is the RPM you want to idle at once the car has warmed up.
The idle air control valve duty cycle adjustment can be used to control how much air is allowed to pass through to the
intake manifold. Going negative will allow less air to pass through and going positive will allow more air to pass through.
The ECU will try to correct and reach the target idle anyway, but if you go too far it won't be able to and your idle may
bounce around or suffer.
Disable IACV error allows those who no longer have the idle air control valve plugged in to continue on without a check
engine light and resulting error code.
Startup idle gives you the ability to adjust the target idle for engine coolant temperature during the warmup process. To
help the vehicle warm up quickly and properly a higher target idle is specified. The top box is the engine coolant
temperature in either celcius or fahrenheit depending on your preference setting and the bottom box is the target idle
setting for that temperature. The ECU interpolates between the temperature setting below and above the current
temperature and picks an RPM in between the target settings for both. It is best to set the target settings for normal
operating temperature to match the target idle rpm above. Other factors also effect the startup process. See ECT
Corrections.
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Individual Cylinder Trim Settings
Individual cylinder trim settings allow you to adjust both plus or minus for fuel on a per cylinder basis. This can used to
even out the burn on cylinders that run hotter than others. This also gives you complete control to match exhaust gas
temperatures on all 4 cylinders if you have the right equipment to watch the temperatures.
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Injector Calibration Settings
Injector calibration settings allows you to easily scale for new injectors.
Stock injector size is the size of injector you had stock.
New injector size should be entered as your new injector size and not changed if it runs lean or rich.
Overall fuel trim can be used to add or subtract fuel on top of what the stock/new injector sizes trim the fuel to. Bigger
injectors can take longer to open causing it to run a little lean even though you have the correct stock and new size injector
values entered. You can add or subtract a percentage in the overall trim to get it back to where you want it. The amount
needed will vary for different cars as well as different brand injectors and sizes.
TPS tip-in correction is used to adjust the amount of fuel added in on quick throttle changes. For bigger injector sizes you
will want to enter a negative percentage to take out fuel otherwise too much will be thrown in causing your vehicle to bog.
This value will vary based on your intake manifold, throttle body, and other variables in your setup.
Cranking trim is used to adjust the amount of fuel the injector puts out during cranking. For bigger injector sizes you will
want to enter a negative percentage to limit the amount of fuel thrown in. The value here will add or subtract the
percentage from the settings in the raw cranking values. If it ends up starting great at warm temperatures and not so great
at cold temperatures you can adjust the raw cranking values to get it perfect across the temperature range.
Post start is the amount of fuel delivered immediately after startup. Usually you will not have to change this value from 0,
but if you experience any issues you have the option.
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Map Sensor Settings
Map sensor settings allows you to choose from the many preset map sensors or enter values for a custom sensor.
Changing the map sensor will automatically rescale your maps for the new sensor and try to keep the load settings as close
as possible to what they were with the previously selected sensor. If you select a sensor that does not read as high as the
previous sensor it will set any values above the new sensors range to the highest pressure it is capable of, essentially the
maximum setting the sensor can see. For custom sensors, make sure you have your settings in there before you choose
custom and then you can adjust from there.
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Map Settings
Map settings allows you to set the load type for the primary and secondary set of maps separately.
If you want to use one set of maps (No low cam/high cam separately), you can check the use high cam maps only setting.
This will allow the vehicle to only run on the high cam primary or secondary maps.
Primary and secondary maps can be set to read based on the MAP sensor or the TPS sensor completely separate to allow
full TPS tuning, full MAP tuning, or a mix of the two. This can come in very handy for ITB setups.
When set to TPS settings the maps will look like the image below.
and when set to MAP they will show load based on your chosen vacuum and pressure units.
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MIL Shiftlight Settings
MIL shiftlight allows you to use the malfunction indicator light (aka check engine light) as a shiftlight at the specified
RPM.
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Output Settings
When the Enable Output checkbox is checked the chosen output will be activated based on the conditions set below.
Activation Input is the input to be used with a switch or when set to none will activate based solely on the conditions set
below. Invert Input is used when you have a switched that is grounded when off.
Output is the output you want activated when all conditions are met. Invert Output can be used to have the output be on
when conditions are not met and off when conditions are met. You can also choose to Switch Maps On Output which will
immediately run off of the secondary maps when all conditions are met giving you the ability to fully tune for Nitrous for
instance on completely separate maps.
Disable Output If MIL Code is present can be a safety option to not allow the output to activate when there's an error code
present.
Disable On FTL/FTS Activation can be used as a safety net to disable the output during 3-step usage.
Except for TPS, all conditions have a minimum and a maximum setting to widen the array of uses. The TPS threshold is
minimum only.
While the output is active you can add or subtract fuel and ignition timing per rpm point. RPM points can be adjusted
separately for fuel and ignition trims.
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Rev Limit Settings
Rev limits are used to control an engine's RPM by cutting fuel to prevent the combustion of the air/fuel mixture. This
being the case, a rev limit cannot prevent mechanically enduced over revving such as downshifting into 2nd gear instead
of going into 4th.
The low cam rev limit is for non-vtec setups or also used as a cold limit while the engine warms up before VTEC will
engage.
The high cam rev limit is used while in VTEC only.
The limit is the RPM the cut happens and the restart is the RPM it goes back to normal.
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Service Connector Input Settings
The Service Connector Input allows you to choose what input to use to set the ECU into service mode to check codes or
set timing. This can also be set to none to allow the service connector to be used as an input for a switch based option
elsewhere in the software. When set to none, you can check your codes by having the car off, key on, and the gas pedal to
the floor. While checking codes, either regularly or via the gas pedal, you can hold the brake pedal down to clear your
current codes.
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Speed Based 2-step Settings
These settings are to setup your 2-step based on speed. You can also activate an output for use with an external 2-step
such as the MSD.
To use this feature the Enable 2-step option must be checked.
The cut RPM is the specific RPM that the 2-step will cut at.
Choosing an output from the Use Output Below Speed popup menu will tell NepTune to activate that output for an
external 2-step instead of using the NepTune 2-step.
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Switch Map Settings
Switch Maps allow you to set parameters to switch to the secondary set of maps instead of using the primary set. The
input and RPM are applied full time, but TPS and Load minimums can be enabled or disabled depending how you want it
set up. With the input set to none it will be ignored and only activate at the conditions set.
The input can be used with a simple switch to easily go between a pump gas tune and a race gas tune.
The Load condition can allow you to switch maps at a specific load to have a wider area of boost tuning available to you
with the secondary maps making it a full 48x48 extended map if you want.
The Throttle Position condition can allow you to switch maps at a certain point for ITB setups to run between MAP and
TPS based load.
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TPS Based 2-step Settings
When using TPS based 2-step you can adjust your 2-step RPM on the fly for each run without having to make changes
with a laptop.
The Minimum RPM setting is to keep the 2-step from activating above the engage throttle position at low RPMs. While
leaving a stoplight, for instance.
The Engage Throttle Position allows you to rev up below this threshold to any desired RPM and once you cross this
threshold it will lock the RPM in and activate the 2-step. It will stay locked in until you go below the Disengage Throttle
Position threshold.
Require Clutch Input can be enabled to only allow the TPS Based 2-step to be active when the clutch is depressed. It can
also be used with a switch. The Invert Input option allows you to use a switch that is grounded in the off position.
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VTEC Settings
VTEC Settings are conditions and settings for which VTEC will be engaged and disengaged.
High and Low load engage are the RPMs to engage based on whether you're below or above the Low/High Throttle
Threshold setting.
Disengage Delay is how many RPM below the engage RPM to disengage VTEC. With VTEC set to engage at 5500RPM
a Disengage Delay of 500 would disengage VTEC at 5000RPM. Minimum Load, Speed, and Engine Coolant
Temperature settings are the thresholds in which to allow VTEC to engage.
Disable Below Load Threshold will disable VTEC any time the load gets below the threshold in the load setting and kick
back in once all conditions are met again.
VTEC Options can be used to disable VTEC for non-VTEC setups or disable a few of the checks that prevent VTEC from
engaging. Disable VTEC Error Check will allow VTEC to engage even with a check engine light that would normally
prevent VTEC operation.
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Page 1 of 9 NepTune Help 31/07/2008 http://hrtuning.com/software

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