COMPONENTS AND INSTALLATION HANDBOOK · 2019. 5. 27. · LANDIRENZO OMEGAS ECU, by using the Omegas...

LPG5-6-8 CYLINDERS

LPG5-6-8 CYLINDERS

COMPONENTS ANDINSTALLATION HANDBOOK

COMPONENTS AND INSTALLATION HANDBOOK

2 LANDIRENZOS.p.A. Componetsandinstallationhandbook

Table of ContentsCHAPTER 1 SYSTEM DESCRIPTION ........................................................... 5

1.1 Principle of operation 5

CHAPTER 2 SIGNALS PROCESSED ........................................................... 7

2.1 INPUT signals 72.1.1 Petrol injection signals 7

2.1.2 RPM (Engine Revolution) signal 7

2.1.3 MAP pressure signal (if present) 7

2.1.4 Engine coolant temperature signal (optional) 7

2.1.5 Gas temperature signal 7

2.1.6 Gas pressure signal 7

2.1.7 Gas level sensor 7

2.2 OUTPUT signals 82.2.1 Gas injection signals 8

2.2.2 Driving the gas solenoid valves 8

2.2.3 Petrol/gas switch/Indicator 8

2.2.4 PC diagnostics 8

CHAPTER 3 COMPONENTS ......................................................................... 9

3.1 IG1 PRV vaporizer/pressure regulator 11

3.2 Water temperature sensor (optional) 12

3.3 Filter FL-ONE 13

3.4 Injector rail 14

3.5 Nozzle – manifold 163.5.1 Standard nozzle 16

3.5.2 Optional nozzle 16

3.6 LANDIRENZO OMEGAS control unit 16

3.7 Petrol/gas switch 19

3.8 Wiring harness 203.8.1 Injection system 20

3.8.2 Injector cutting harness 22

Componetsandinstallationhandbook LANDIRENZOS.p.A. 3

CHAPTER 4 INSTALLATION ....................................................................... 23

4.1 Equipment/tools required 23

4.2 Assorted workshop materials 23

4.3 Before starting the installation 23

4.4 Assembling components 244.4.1 Notes relating to all components involved in handling gas 24

4.4.2 Closing and opening the CLIC-R clamps on the gas tubes 24

4.4.3 Vaporizer/pressure regulator 25

4.5 Filter unit 26

4.6 Injector rail 27

4.7 Nozzles 28

4.8 Connection tubes 294.8.1 Engine system 29

4.9 ECU 32

4.10 Petrol/gas switch 32

4.11 Electrical connections 334.11.1 System for aspirated engine with IG1 regulator 33

4.11.2 System for aspirated engine with two IG1 regulators 34

4.12 Recommendations 35

4.13 Tank 35

4.14 In case of accident 35

CHAPTER 5 REMINDER .............................................................................. 36

5.1 Installation 37

5.2 Engine idling 38

5.3 Slight acceleration from idle 39

5.4 High acceleration from idle 39


DonotunderanycircumstancestamperwiththeoriginalLandiRenzocomponents,especiallywiththeenginerunningorwiththecontrolpanelinserted.

Washingtheenginewithwaterjetandinstallationinunsuitablepartsoftheenginecompartmentmayleadtowaterpenetrationintothecomponents(controlunit,reductionunit,injectors,etc.)leadingtodamage.

LANDI RENZO S.p.A declines any responsibility for damage or injury to persons or objects caused by tampering with components by unauthorised personnel.

5.5 Petrol-gas changeover 40

5.6 Returning to idle 41

5.7 Full open throttle engine operation 42

5.8 Full throttle acceleration at medium-high regimes 43

5.9 High torque low RPM operation 43

5.10 Miscellaneous 44

5.11 Diagnosis 45

5.12 LR OMEGAS program error codes 48

CHAPTER 6 GLOSSARY ............................................................................. 49


CHAPTER 1 SYSTEM DESCRIPTION

1.1 PRINCIPLE OF OPERATION

TheLANDIRENZOOMEGASphasedsequentialsystemispartofthelatestgenerationofpetroltogasphaseLPGconversionsystemsonthemarket.TheprinciplewithwhichthegasECUdeterminestheinjectiontimesactuatedonthegasinjectorsisbasedontheacquisition,duringthegasoperationofthepetrolinjectiontimesonemulationimpedancesinternaltothegasECUitself.Thismeansthatthecontrolofthemotorislefttothepetrolcontrolunitwhilethegascontrolunitisgiventhetaskofconvertingthedatageneratedbytheformerforthepetrolinjectors,intosuitabledataforthegasinjectors.Toputit insimpleterms,onecouldsaythatthegascontrolunitconvertsacertainquantityofenergythatshouldhavebeenreleasedfrompetrolintoacorrespondingquantityofenergythatwillbereallyreleasedbythegas.Theresultisthatthesystemisasuninvasiveaspossiblecomparedwiththeoriginalpetrolsystemandisabletointegrateeffectivelywiththelatter’smain(controllingfuelratio,cutoff,EGR,purgecanister,cutoffforover-revving,etc.)andsecondary (air-conditionerclutchcontrol,powersteeringoverpressure,electricalloads,etc.)functions.

Theconversionofpetrol injectiontimesingas injectiontimesiscarriedoutonthebasisofaseriesofparameters,inadditiontothepetrolinjectiontimesacquiredbythegasECU: -gaspressureintherail -gastemperature -enginewatertemperature -enginerevolutions -batteryvoltage.

Inparticular,aimingatmaintainingperfectcoherencewiththepetrolsystem,thegasECUactuatestheinjectionofthegasonthesamecylinderonwhichthepetrolinjectiontimewasacquired.

Start-upnormallyoccurswithpetroland,inemergencyconditions,thereisanoptionforstartingwithgasbymeansofaPetrol/gasswitch.Havingstartedtheengine,ifthePetrol/gasswitchisinthegasposition,thegasECU(Electronic Control Unit) checksfortheconditionsthatmustbeverifiedforswitching.Theliquidgas,whichisstoredinthetankatapressurethatdependsonitscomposition and the ambient temperature, is atomized in the reducer andadjustedtoanoutputpressurethatis1barhigherthanthepressureinthesuctionmanifolds.

Fromthemomentatwhichthefollowingconditionsarereached:minimumRPMthreshold,minimumenginecoolanttemperatureandaccelera-tionordeceleration,thesolenoidvalvesopenandafter1secondthesystemswitchestogas.At thispoint, thepetrol injectorsaredeactivatedandthegasECUstartstodrivethegasinjectors.

ThegasECUreadseachindividualpetrolinjectiontimeandtranslatesitintoagasinjectiontimetodrivetherelativeinjectorsetincorrespondencetothesamecylinder.

Forthisreason,theinjectorsuppliesthecorrectquantityofgasthatreachesthesuctionmanifold.


Fig. 1

TheprecisecalibrationofthemapobtainedusingLandiRenzosoftwaremeansthatthereisnoneedforspecificadaptabilitytogas,butthateverythingcanbeassignedtopetroladaptability.

Inadditiontomanagingthegasinjectors,theLANDIRENZOOMEGASECUalsocontrolsotherfunctionsforthepurposeofcompletingthesystem,suchastheleveloffuel,theoperationofthesolenoidvalves,thetransferbacktopetrolwhentheLPGrunsout,etc.

During theassemblyandmaintenancephases, it ispossible todisplay theoperationofthesystemandcheckthediagnosticsbyconnectingaPCtotheLANDIRENZOOMEGASECU,byusingtheOmegasinterfacesoftwareandaserialRS232orUSBinterface.


CHAPTER 2 SIGNALS PROCESSED

2.1 INPUT SIGNALS

2.1.1 Petrol Injection signalsThesystemusespetrolinjectiontimesasthemainparametersforthecalculationofthequantityofLPGtoinject:thegasECUconvertsthepetrolinjectiontimesintogasinjectiontimesandactuatesthembymeansofthegasinjectors.Nevertheless,thevoltageprovidedtothepetrolinjectorsisalsousedforre-cognizingtherootkey.

2.1.2 RPM (Engine Revolution) SignalTheRPMsignalisoneofthetwobasicparameters,togetherwiththepetrolinjectiontime,usedforconvertingthepetrolinjectiontimeintoagasinjectiontime.Itisalsousedforcheckingiftheengineisrunningorstopped.Forthissignal,itisnecessarytoconnectacabletotheengine’signitionsystem.

2.1.3 MAP pressure signal (if present)TheMAPsignalisusedtomanagetheswitchbacktopetroliftheLPGshouldrunout.Itshouldbeconnectedtothewireoftheoriginalvehiclesensor(ref.Bfigs25and26).

2.1.4 Engine coolant temperature signal (optional)Thecoolanttemperatureisused:- tomanagethepetrol–gastransfer;- tocorrectthegasinjectiontime.Thiscorrectionisusedtomanageenginewarm-upduringgasoperation.Thesoftwareincludesanewstrategytoensurethatifthewireisnotconnectedtheswitchfrompetroltogasisstillmanagedcorrectly.

2.1.5 Gas Temperature Signal Thetemperatureofthegasisusedtocorrectthegasinjectiontime;thiscor-rectiontendstocompensateforthevariationsindensityandvolumetricenergyduringengineoperationuponthevariationofthesametemperature.Ifthewatertemperaturereadingwireisnotconnectedthisisusedtomanagetheswitchfrompetroltogas.

2.1.6 Gas Pressure SignalAs thepressureof thegas increases, itsdensityandvolumetricenergy in-crease.Tocompensateforthis,apressurecorrectionofthegasinjectiontimeisused.Thegaspressuresignalisalsousedtodeterminewhentoactuatethetran-sferbacktopetrolintheeventthattheLPGtankisemptyorthegasfilterisclogged.

2.1.7 Gas Level SensorThefuellevelsensoronthemultivalvetellstheECUhowmuchLPGremainsinthetank.TheECUusesthissignaltomakeitvisibletotheuser,usingthefuellevelindicatorintegratedintothePetrol/gasswitchunittogetherwiththefuelswitch.Itisalsousedtotelltheuserifproblemshaveoccurredandifdia-gnosticsaresetorthetransferbacktopetrolhasbeenimplemented.


2.2 OUTPUT SIGNALS

2.2.1 Gas Injection SignalsTheECUusesgasinjectiontimes,calculatedbeginningfromthepetrolinjec-tion times, todrive thegas injectorsandallow thecorrectoperationof thevehicle.

2.2.2 Driving the Gas Solenoid ValvesThegascontrolunitdrivesthesystem’stwosolenoidvalvesinthe:-tank-reducer/atomizer.

2.2.3 Petrol/gas switch/IndicatorThePetrol/gasswitch/indicatorshows:-thetypeoffuelinuse;-thequantityofLPGinthetank;-diagnosticandacousticsignals.

2.2.4 PC DiagnosticsThePersonalComputerisusedfor:- programmingthegasECU;- vehiclediagnostics.


CHAPTER 3 COMPONENTS

LANDIRENZOOMEGAScomponents

1IG1Pressureregulator

2Watertemperaturesensor(optional)

3Filter

4Injectorsrail

5Intakemanifoldnozzle

6ECU

7Petrol/gasswitch

8Gaseousfuel

intake

9LPGmultivalve

10Fueltank

Fig. 2 - A(5 cylinders)

2

13

5

46

7

10

89

5

46

4

10

7

8 9




3Filter

4Injectorsrail


6ECU

7Petrol/gasswitch

8Gaseousfuel

intake

9LPGmultivalve

10FueltankFig. 2 - B(6 cylinders)

13

2





3Filter

4Injectorsrail


6ECU

7Petrol/gasswitch

8Gaseousfuel

intake

9LPGmultivalve

10Fueltank

Fig. 2 - C(8 cylinders)

2

1

3

54

6

7

10

89

5

4

6

4

10

7

8 9




3Filter

4Injectorsrail


6ECU

7Petrol/gasswitch

8Gaseousfuel

intake

9LPGmultivalve

10Fueltank

Fig. 2 - D(8 cylinders with 2 pressure regulators )

1

3

2

4

1


3.1 IG1 PRV VAPORIZER/PRESSURE REGULATOR (Oversize version for aspirated engine, turbo version for turbocharged engine)

Thepressureregulator(Fig.3)isatwo-stage,compensated,diaphragmtype,withwater-gasheatexchanger,gassolenoidvalvewithincorporatedfilterandinternalsafetyvalve.Itiscalibratedforasupplypressureof0.95bar(95kPa)intheaspiratedengine,1.1bar(110kPa)intheturbochargedengine,higherthanthepressurepresentinthesuctionconduitsfornormally-aspiratedandturbovehicles.

Technical specifications:Weight 1870g.Nominaloperatingflowrate 50Kg/hWorkingtemperature -20to120°CSafetyvalvecalibrationpressure 3.5bar(350kPa)Workingpressure 0.95bar(95kPa)EVcoilelectricalcharacteristics 12V11WTypeapprovalR67 E1367R-010025

AC

H

E

F

I

GD

BA GasinputB GassolenoidvalveC GasoutputD SupportpointsE MAPcompensationintakeF WateroutputG WaterinputH 2ndstagepressureregolationI Drainplug

Fig. 3


3.2 WATER TEMPERATURE SENSOR (OPTIONAL) Whensettingupthesystemtherearethree3differentoptionstochoosefrom(refA.figs.25and26).

A1UseofcurrentlyoptionalwaterTsensor,purchaseseparately.A2 Connection of orange wire (PIN N° 33) to the original vehicle water temperaturesensorA3Neitherofthe2wiresconnected.

Inallthreecasestheswitchfrompetroltogasismanagedcorrectly.The temperaturesensor isfittedon thecoolingcircuit justupstreamof thepressureregulator.TheelectricsignalissenttotheECUaspartofastringofinformationnecessaryfortheenginerunningongas.

Technical specifications:Weight 71g.Tubeconnection 15mmSensortype 4.7ohmConnector: IP54typeSICMA2

Fig. 4


3.3 FILTER FL-ONE

ThefilterhasthefunctionoffilteringtheLPGinthegasphase.

Theinputofthefilterisconnectedtotheoutputofthepressurereducerusingatubewithaninternaldiameterof14mm.Thefiltercontainsareplaceablefilteringcartridgewhichhasthefunctionofobtainingeffectivefilteringinthedirectionofthegasflowfromtheoutsidetowardstheinside.Theoutputofthefilterisconnectedtotheinputoftheinjectorrailusingatube

withaninternaldiameterof14mm.Technical specifications:Weight 82g.Degreeoffiltration 80µmmMaximumworkingpressure 4barLPGtypeapprovalN°: E1367R-010181Input/outputgaspipe Ø14mm

A GasinputB GasouputC Filtercartridge

Fig. 6

Fig. 5

BA

C


3.4 INJECTOR RAIL

TheLPG,comingfromthefilter,entersfittingAandfeedstheinjectors.Appropriatelydosed,thegasexitstheinjectorsthroughnozzlesBandreaches,throughasuitableconnector,thesuctionmanifoldand,thus,theengine.TheinjectorsaredrivenbythegasECUandareconnectedtoitthroughtheconnectorsD.ThegaspressureandtemperaturearemeasuredbysensorC.

A GasinputB GasoutputC TemperaturesensorGaspressureD Wiringconnector

Fig. 7

C

A

D

B


Technical specifications:Weight(4-cylinders) ~850g.Injectorsperrail: 3or4Responsetime: 1.7ms±0.2Workingtemperature: -40to+120°C(R110)Maximumworkingpressure: 3barPowerabsorbed: 1WinmaintenanceLPGinjectortypeapprovalN°: E1367R-010234LPGinjectorrailtypeapprovalN°: E1367R-010233Drivingmethod: PeakandHold

A GasinputB GasoutputC Electricalconnection

A

B

C

Fig. 8

Fig. 9


3.5 NOZZLE-

3.5.1 StandardThenozzleisclampedtothesuctionmanifoldandconnectedtotheinjectorsbymeansofasuitabletube.

Technical specifications:Calibratedpass-throughhole: Ø4mmConnectiontothefuelrail: outsideØ6mmManifoldconnection: M6x1thread

3.5.2 OptionalThenozzleisclampedtothesuctionmanifoldandconnectedtotheinjectorsbymeansofasuitabletube.

Technical specifications:Calibratedpass-throughhole: Ø4mmConnectiontothefuelrail: outsideØ6mmManifoldconnection: M8x1thread

3.6 LANDIRENZO OMEGAS CONTROL UNIT

ThecontrolanddrivingofthesystemareeffectedthroughtheElectronicControlUnit(ECU),whichis,therefore,consideredthe“brain”ofthesystem.The main functions of the gas ECU are:Measuring the engine original input signals:- Petrolinjectors- Watertemperature(enginecrankcrane)*- EngineRPMs- BatteryvoltageMeasuring the system input signals:- Gaspressure- Watertemperatureontheexternalenginecoolingcircuit*- Gastemperature- FuellevelsensorDriving the system outputs

A TubeattachmentB Outlet

A

B

Fig. 10

A

B

Fig. 11A TubeattachmentB Outlet


Fig. 12

- Petrol/gasswitch- Drivingthesolenoidvalves- Drivingthegasinjectors- Deactivatingthepetrolinjectors- Serialcommunicationswiththefuelswitch- Indicatingthefuellevel- Operatingthebuzzer- Controllingthecomponentsanddiagnostics- Communicatingwiththeinterface(PC)software.Whenthesoftwareisupdated,itisalwayspossibletoupdatetheprogramresi-dentintheECUthroughthePC.Itisalsopossibletomodifyseveralcalibrationparametersatanytime.(*alternatively)

Technical specifications: OMEGAS OMEGAS PLUS

Weight 680g. 630g.Electicalsupply: 8÷16V 8÷16VFunctioningtemperature -40÷+100°C -40÷+105°CMaximumabsorptionofpower: 10A 4AFlashmemory: 128Kb 128KbProcessorspeed(PLL): 50Mhz 40MhzInjectordrivers: until8 until8Solenoidvalveoutputs: 2 2Connector IP54IP59KTypeapproval E367R-016002

B

A

A ElectronicsWiringharnessconnectorB Fixingpoints

B

A


Fig. 13


3.7 PETROL/GAS SWITCH

A)Gas/petrolpushbutton- indicationofthefuelinusethroughthetwoluminousLEDs(B)and(C);- pressedfor5secondswiththerootkeyinsertedallowsdirectstartingwith gas.B)GreenLED- constantlylit:indicatesnormalgasoperation;- rapidflashing:indicatesthestateofwaitingfortheautomaticPetrol/gas switchtogasduringthestart-upphase(whichisalwayswithpetrol);- slowflashing:indicatesasystemmalfunctionduringtheuseofgas(dia gnosis);- litsimultaneouslywiththeyellowLED:indicatesPetrol/gasswitchbackto petrol.ThismodeisalsoindicatedbyabuzzeralsoactivatedbythePetrol/ gasswitch.C)YellowLED- constantlylit:indicatespetroloperation.D)SeriesLEDs- indicatethelevelofgas(dividedintofourths)inthetank;theredLEDindi catesreserve.E)connector- connectsthePetrol/gasswitchtotheWIRINGHARNESScomingfromthe LANDIRENZOOMEGAScontrolunit.

LANDIRENZOOMEGASisequippedwithaself-diagnosticsystemthatusesthegreenLED(B),thesameonewhichindicatesgasoperation,tosignalanymalfunctionsortheacquisitionofincorrectdatabythesystem.Whenoneoftheseabnormalconditionsoccurs,thegreenLEDwillbegintoflashslowlyduringgasoperation.Intheeventofamalfunctionoccurringwhichcouldaffectthecorrectoperationoftheengine,theLANDIRENZOOMEGAScontrolunitwillautomaticallyswitchoperationfromgastopetrol.ThisconditionwillbereportedbythelightingoftheyellowLED,theslowflashingofthegreenLEDandabuzzeractivatedbythePetrol/gasswitch.

Fig. 14AB C

D

E

WHITE(OMEGAS)

RED(OMEGASPLUS)


3.8 WIRING HARNESS

3.8.1 Injection System Allthenecessaryelectricalconnectionsareintegratedintoasinglecable.The56-pinmainconnectormustbeconnectedtotheECU.

Fig. 15


A

Fig. 16

CONNECTOR DESCRIPTION1 SICMA2plugfemaleconnectorBLACK56-way

2 AMPSUPERSEALseriesmale4-way.2-wayfemaleportconnector

3 FuseholderN.B.insertthe20-Amperebladefuseinthefusebox.4567891011

2-wayAMPfemaleMini-timerconnector,femaleport.

12 JST4-waymaleconnectorfemaleport.13 SICMA22-waymaleconnectorfemaleport.1415 AMPECNOSEAL10-wayfemaleconnectorfemaleport.

16 BOSCH4-wayfemaleconnectorfemaleport.17 JSTmaleconnectorfemaleport

COMPONENT DESCRIPTIONA connector


3.8.2 Injector Cutting HarnessTherearethreeavailableinjectorcuttingharnesstypesfor4-cylinderenginesandtwoinjectorcuttingharnesstypesfor6-cylinderengines.

For theuniversal iinjectorcuttingharnessconnector, follow the instructionsshowninfigure.

Fig. 17

Bosch4cylinders

Bosch4cylindersinverted

Bosch3cylinders

Bosch3cylindersinverted

Japan4cylinders

Japan4cylindersinverted

Universalversion

Cableoutletview

Connector

A

!RossoRed

A


CHAPTER 4 INSTALLATION

4.1 EQUIPMENT/TOOLS REQUIRED

· 10Nmtorquewrench.· Assortedopen-endedspanners.· Electrician’sshears. · Assortedcutters. · Tapwrench. · MaleM8x1. · Doublemetertape. · Multimeter. · PersonalComputer.Minimumrequirements(Laptop):Pentiumprocessor, 32MBRAM,5MBofspaceavailableontheharddiskdrive,monitorwith VGA800x600resolution,Windows98SE,2000,XP.· Wire-strippingpliers. · Liftingbridge. · Assorteddrillbits:from4to8mm.· Gasorfoamleakdetector.· Scanner/instrumentationfordiagnosingthevehicle’soriginalignitionand fuelsystemoroscilloscope.· LANDIRENZOOMEGASinterfacesoftware.· Portableelectricorpneumaticdrill.

Theabove-mentionedequipmentmustbeadequatelymaintainedand,whennecessary,calibratedfollowingthemanufacturer’sspecificationsandtiming.

4.2 ASSORTED WORKSHOP MATERIALS

· Grease· Shrink-wrapsheathing· Radiatorcoolantliquid· Adhesivetape· Sealantforthreads

4.3 BEFORE STARTING THE INSTALLATION

Carryoutthefollowingchecksontheengine:· Airfilter· Usingtheoscilloscope,checkthatthestatusofthecables,sparkplugsand coilsconformtoOEMspecifications.· Thesuctionandexhaustvalves,evenifmechanical,musthavetheplay specifiedbytheOEM.· Thecatalyticconvertermustbeingoodoperatingcondition.· TheLambdaprobemustbeingoodcondition.· Carryoutaself-diagnosisofthevehicle.

Carryoutanyadjustmentsand/ormodificationsrequiredbytheabove-indicateddiagnosticproceduresand,ifnecessary,replacethedefectivecomponents.

N.B. At increasing respective heights, mount the pressure reduction unit, filter and injector rail, to avoid oil, present in LPG, collecting in the injector rail.


4.4 ASSEMBLING COMPONENTS

4.4.1 Notes relating to all components involved in handling gas· Fix all gas components in the engine compartment, in the positions

shown. Attachthecomponentsdirectlytothebodyworkofthevehicleor,indirectly,

usingthesupportsprovidedinthekit.· Donotfixelementsintheareaofthepassengercompartmentventilation

system;alsomakesure that thecomponent isnot installednear theairintakeofthepassengercompartmentventilationsystem.

· Donotfixthecomponentlessthan150mmfromtheexhaustsystemorfromthesilencers.Ifthisisnotpossible,itwillbenecessarytoinstallaguardmadeofmetalorequivalentmaterial,withathicknessnotlessthan1mm.Eveninthiscase,donotinstallthecomponentatadistanceoflessthan75mmfromtheexhaustsystem.

· Makesurenottocreatefoldsortightcurvesintheconnectingtubes.

4.4.2 Closing and opening the CLIC-R clamps on the gas tubesThefittings, tubesandclampsusedare instrictcorrelationfor thepurposeofguaranteeingaleak-freeconnection.Specialclampsareusedonthegastubes;pliersshouldbeusedtoattachandremovethem.

Manualplierswithsidegrips

Cutandopentheclamp

Cableclamp

Fig. 18


4.4.3 Vaporizer/pressure regulatorThefollowing instructionsmustbeobservedfor the installationof theredu-cer:• Fixthereducersoastomakeadjustmentandmaintenanceeasy.• Attachthereducer/atomizertothebodyofthevehicle,DO NOTunderany

circumstancesattach it to theengineorothercomponents in their turnattachedtotheengine.

• Positionthewatercirculationtubesasshowninfigure.• Thefittingsonthepressurereducercanberotatedtocreatethemost

convenientpositionsforthewatertubes.• Usingtheclamps,makesuretheheatingtubesareconnectedtothewa

terconnectionsofthereducerasshowninfigure.• Theotherendof thewater tubemustbeconnected inparallelwith the

tubesofthevehicleheatingsystem,bymeansofTjunctions.

• Takecarenottocreatekinksortightcurveswhenconnectingthetubes.GoodheatingisnecessarysothattheLPGwillevaporate.

• Fixthereducerbelowtheleveloftheradiatorsoastoavoidtheaccumu-lationofairbubblesinthecoolingsystem.

• ThoroughlycleantheLPGtankandtubingbeforeassemblinginordertoavoidtheaccumulationofdirtinsidethereducer.

• Whenassemblyiscomplete,starttheengineandallowittoreachnormaloperatingtemperature,makingsurethattherearenowaterleaksandthereducerheatsupquickly.

• Everytimethecoolingsystemisdrained,itwillbenecessarytoresetthelevelof thecoolingsystembasedon theOEM’sspecifications,makingsuretoeliminateanyairpocketsthatcouldpreventthecoolantliquidfromcirculatinginsidethereducer.

Fig. 19


4.5 FILTER UNIT

Followtheproceduresforinstallingthefilterunit,asshownbelow:· Placethefilterunitascloseaspossibletotheinjectorrailandnottoofar

fromthereducer.Themaximumlengthofthetubebetweenreducerandfilteris70cm,whilethatbetweenthefilterunitandinjectorrailis25cm.

· Avoidthegastubespassingclosetothermalconductionpoints,inordertoprotectthemandnotheatthegas.

· Fitthegastubesasshowninthefigure.The14-mmtubeAontheinputcomingfromthereducerandthe14mmtubeBontheoutputthatbringsthegastotherail.

A InputB Output

B

A

Fig. 20


4.6 INJECTOR RAIL

Followtheproceduresforinstallingtheinjectorrail,asshownbelow:· The injector railhas two threadedM6holes forfitting theunitusing the

supportprovidedinthekit.· Itwill be necessary to place the tubeswith the6-mm interiorØon the

injectoroutputtoconnecttheinjectorwiththenozzleplacedonthesuctionmanifold.

· Thereisatightcorrelationbetweenthelocationoftheinjectorrailandthenozzles.

· Placetheinjectorrailclosetothesuctionmanifoldinsuchawaythattheconnectiontubescanbeasshortaspossibleandsothatthenozzlescaneasilybeconnectedwithoutkinks.

. The injector rail/manifold tubes must be no longer than 18 cm.· The difference in length between the tubes must not be greater than

2 cm.· Pay particular attention to the correspondence of the injectors indicated

by the letters ‘A, B, C and D’ located on the injector with the sequence of wires for the interruption of petrol injection.

It is essential that the injector marked with the letter ‘A’ feeds the cylinder on which the blue-blue/black wires are used to interrupt petrol injection (therefore, the first or the fourth).

All the others go in sequence.

· Ininterruptingthepetrol(intheeventthatthe“universal”cableisused)payattentiontothedirectionalityofthewireconnections.

Fig. 21

1° Yellow-yellow/black2° Green-green/black3° Red-red/black4° Blue-blue/black

1° Blue-blue/black2° Red-red/black3° Green-green/black4° Yellow-yellow/black


4.7 NOZZLES

Thecorrectinstallationofthenozzlesiscrucialforthegoodoperationoftheengine.Thesemustbeinstalledexclusivelywiththepriorremovalofthemanifold.· Dismantlethesuctionmanifoldtakingcarenottodamagethegasket.Ca-

refullynotetheconnectionsandassemblyofallthecomponentsinstalledonthemanifold.

· Followingtheinstructionsprovidedonthe“vehiclecards,”maketheholesforinstallingthenozzlesonthemanifold.

· Intheeventthatnovehiclecardisavailabletodefinethepositionsofthenozzles,placethemascloseaspossibletothepetrolinjector.

· Markthepointstobedrilled.· Beforemakingtheholes,punchtheexactpointswheretheholeswillbe

made.

· Applygreasetothepointofthedrillbitsoastoavoidspreadingswarf,thendrillusinga7-mmbitifthesuctionmanifoldismadeofaluminumalloy.Intheeventthatthesuctionmanifoldisplastic,usea6.8mmbit.Duringdrilling,itisimportanttokeepthedrillinaperpendicularpositionwithrespecttothesurfacetobedrilled.

· TapathreadwithamaleM8x1.· Carefullycleanthesuctionmanifoldandremoveallthedrillingswarf.· Takecarenottodamagethethreadsintighteningthefittings.. Iffittingtoaplasticcollector,placea1.5–2mmaluminiumwasherbetween

thenozzleandthecollector. Useadropofbrakethreadsealantinthecouplingtoimprovethegrip.· Reassemblethesuctionmanifoldandusenewmanifoldgaskets,ifneces-

sary.Reassembleallthecomponentspreviouslyremovedduringthecourseofthedismantlingoperation.

Fig. 22


4.8 CONNECTION TUBES

4.8.1 Engine system

Belowisagenerallayoutoftubesusedinthissystem.

Fig. 23 B

E

G

D

6 cylinders

5 cylinders

F

M L L

C

C

B

H H

A

N

E

G

D

F

M L L

C

B

H H

A

N

C

O

O

Fig. 23A


Fig. 23 C

E

D

ML L

C

B

H

A

N

F

G

C

H

8 cylinders

O


E

F

ML

C

L

H

H

B

A A

NNG G

D

O

O

Technical specifications:WatertubeG: insideØ15,outsideØ23GastubeH: insideØ14,outsideØ22GastubeL: insideØ6,outsideØ13CompensationtubeM: insideØ5,outsideØ10LPGgastubetypeapprovalN°: E467R-010128

Legend:A. PressureregulatorB. FilterunitC. InjectorRailD. NozzlesE. MAPfittingF. SuctionmanifoldG. RadiatorheatingtubesH. GastubeL. GastubeM. MAPtubeN. GasinletO. Threewaysfitting

Fig. 23 D

8 cylinders


4.9 ECU

· Install theECU in theengineorpassengercompartment in thepositionshownontherelevantcarsheet.

Intheeventthatnocarsheetisavailable,attachthecontrolunitdirectlytothebodyofthevehicleinaverticalpositionorrotated90°,asshowninthefigure.

· PositiontheECUfarawayfromheatsources,suchastheexhaustmanifold,radiator,etc.,andprotectitfromwaterinfiltration.

· PlacetheECUsoastoalloweasyaccessforconnectinganddisconnectingtheconnectorofpre-assembledWiringharnessloomA.

· ConnectthecableconnectorbypressingitontheECUandwithlockingleverBcompletelypulledout.

· LocktheconnectortotheECUbypressingleverBinwards.

4.10 PETROL/GAS SWITCH

· InstallthePetrol/gasswitchonthedashboardinthepassengercompartmentinapositionthatisvisibleandaccessibletothedriver.

· Makea12Øhole.· ConnectthecablecomingfromthegasECUcontrolunittothebackofthe

Petrol/gasswitch.· AttachthePetrol/gasswitchusingtheØ12bi-adhesiveprovided.

Legend:A. ConnectorB. LockingleverFig. 24

A

B


4.11 ELECTRICAL CONNECTIONS

Theelectricalconnectionsmust:· Followthelayoutintheinstallationmanualorcarsheets.· Bekeptwellawayfromheatsourcessuchasexhaustmanifolds,radiator,

etc.· Followthepathoftheoriginalvehiclecablesand,ifnecessary,securethe

LANDIRENZOOMEGASWiringharnesswithclampstoprotectthesystemfromaccidentaltearingduringengineoperation.

· Bekeptfarawayfrommovingpartssuchasfans,belts,etc.· Theconnectorsandcablesmustbekeptfarawayfromhighvoltagewires

suchassparkplugleads.· Soldereachconnectionandsealitwithheat-shrinksheathing.· Tofindthe+12VbatterysignalforLANDIRENZOOMEGAS,seethedia-

graminthe“VehicleInstallation/ConversionManual.”· Connecttheearthcablestoareliablesocketsuchasthenegativebattery

poleorthevehiclesoriginalearth.

4.11.1 Engine system aspirated with IG1 reduction unit

Fig. 25


4.11.2 Engine system aspirated with two IG1 reduction unit

Fig. 26


4.12 RECOMMENDATIONS

TogetthebestfromLPG,theengineofyourvehiclehastobecorrectlytunedupandithastobemaintenanced(formechanicalandelectricalrequirements).InadditiontotheO.E.M.maintenanceforthevehicle,itisrecommendedto:Every20.000km:thesubstitutionofthesparkplugs,thecheckoftheexhaustgaswithanalyzer,thecheck/substitutionoftheairfilter,thecheck/substitutionofthegasfilter,thecheckofthegoodfunctioningofthelambdasensor.Every30.000km:checkofvalvesslack(valvesplay).Werecommendtocheckthegoodfunctioningofthepetrolinjectionsystemevery4.000/5.000km,drivingforsomekilometresonpetrol.Itisimportanttokeepthepetrollevelnotunder1/4ofthetankcapacitytonotdamagethegoodfunctioningofthepetrolpump.LPGhasaparticularsmellsothatitissimpletoidentifyleaks;incaseofgasleaksitisnecessarytoswitchofftheengine,switchoffthelightdashboard,changeoverpetroltheLandiRenzoswitch/indicator,donotsmoke,verifythattherearenoignitionsourcenearthevehicle.WhentheLPGsmelldisappears,isolatethetank.Nowitispossibletousethevehiclerunningonpetrolandwesuggesttoyoutocheckthesystemtoaninstaller.IncaseofthesmellofLPGdoesnotdisappears,switchofftheengine,isolatethetank,donotswitchtheenginenomorebeforetheverifyofyourinstaller.

4.13 TANK

Rememberthesesimplecautions:switchonthehandbrake,switchofftheengine,switchoffthelightsdashboard,donotsmoke.FORSAFETYREASONS,TANKHASNOTTOBEFILLEDFOROVERTHAN80%OFITSCAPACITY(I.E.WITHATANKOF80LT.,ITISPOSSIBLETOSTOREABOUT64LT).ThelimitofthefillingitisensuredfromthemultivalveplacedontheLPGtank.Incaseofafillingoverthe80%,werecommendtonotleavethevehicleparkedatthesunformanyhours,beforeyoudon’tfinishthefuelinexcess.LPGtankhasalifetimeof10years(Europeanregulation).Tankmanufactoringdateitisnormallyplacednearthemultivalve.

4.14 IN CASE OF ACCIDENT

Themaincautionsareequaltotheonesforapetrolpoweredvehicle,rememberalwaystoswitchonthehandbrake,switchofftheengine,(automaticallyitwillbeactivedasafetydevicethatstopstheflowofthegastotheengine),switchoffthelightsdashboard,andifpossible,isolatethetankclosingthevalve(A)placedoverthemultivalveoftheLPGtank.


CHAPTER 5 REMINDER

Before installing thedevicecheck that thevehicle functionscorrectlyusingpetroland/orthatnoerrorsarestoredinthepetrolinjectioncontrolunit,andmakeanyrepairsnecessary.

TheoperatingpressureofthereductionunitsecondstagedisplayedonthePCwiththevehicleoperatingusinggasatidle:0.95bar(LPG),2bars(CNG)±3%normally aspirated engines 1.45/1.5 bar (LPG), 3.5 bar (CNG) turboengines.Thesystemchangesbacktopetroleverytimethepressurefallsmorethan0.5barsbelowtheoperatingpressure.

DIAGNOSISstoresaseriesoferrorsthatiskeptinthememoryuntildeletedmanually.Alloptionsshouldbeleftenabled.

ConnectiontotheLambdasensorisoptional,butwherepossibleshouldalsobecarriedout.

The“gasinjectorsupplyvoltage” isvital forthedevicetofunctioncorrectly.Thisvaluecanbereadinthe“Display”windowF2.Theoptimalrangeis:8-16VoltsTheenginechangesbacktopetrolwhenthegasisfinishediftheswitchindi-catesreserveandthepressurefallsbelowapresetthreshold;changingbackforanyotherreasonstoresanerrorindiagnosis(diagnosticssection).

(*) NOTEWhere carburation modification is suggested in the following pages, on vehicles fitted with the OBD system, although not specifically mentioned, this means using a diagnostic tester to measure the parameters needed to establish correct carburation. Specifically, the following parameters should be displayed:- slow corrector- fast corrector- Lambda sensor- ignition advanceIn addition, if the petrol control unit saves any errors, the error code and the condition in which the error occurred should be written down.


5.1 INSTALLATION

36 LANDI RENZO S.p.A. Componets and installation handbook

5.1 INSTALLATION

SYMPTOM CAUSE SOLUTION

An error message appears on the PC in any condition. Can be caused by several factors.

Check the error code in the table at the end of this manual.

File not found in archive. The control unit is not compatible with the file sought.

The program automatically recognises the type of control unit used. It is probably trying to use a file for 3-4 cylinders on a 5-6-8 cylinder control unit, or vice versa.

Control unit programming stops at a particular percentage value.

Internet Explorer 5.5 or higher is not installed on your PC.

Install the Internet Explorer 6.0 update, on the CD, or a more recent version if you have one.

Check the error code in the table at the end of this manual. A file cannot be loaded to the control

unit, a message window showing “ERROR 01 or 03” appears.

The BLACK wire, corresponding to pin 22 for the 3-4 cyl control unit and to pin 16 for the 5-6-8 cyl control unit, is not connected.

Two wires provide the negative connection to the control unit. Connect both to the negative terminal of the battery.

Control unit program does not start; nothing seems to be working.

The LR Omegas control unit is in standby.

Dismantle the fuse on the control unit power cable. Refit the fuse and press the desired wire within 4 seconds of power being supplied to the control unit.

When control unit programming is complete a window appears asking for parameters to be updated.

The wire used is not suitable for the system installed, you have used a wire optimised for a type of gas injector that is not the same as those installed in your vehicle. The files are identified by the following letters: L (Landi) K (Keihin) M (Matrix). E.g.: Model_16_03_XYZ_ L-K-M _G_602.

Press NO, exit configuration and set the parameters manually.

The wiring used is inadequate. Our system recognises the type of gas injectors used on pin 14 of the gas control unit Pin n° 14 connected to positive (+5V)

Landi Renzo injectors; Pin n° 14 connected to earth

Keihin injectors; Pin n° 14 empty Matrix injectors.

In the calibration phase the petrol injection times remain at “0” and the cut-off light remains on.

Incorrect wiring installation. Petrol injectors not included. Fit suitable wiring.


5.2 ENGINE IDLING

Componets and installation handbook LANDI RENZO S.p.A. 37

5.2 ENGINE IDLING

SYMPTOM CAUSE SOLUTION Air is infiltrating the compensation circuit. Replace the damaged tube. The number of RPM at idle is too high

or too low. The vehicle idle on petrol is not properly regulated. Regulate the vehicle idle on petrol.

With the air conditioning on the idle periodically becomes unstable for a few seconds.

The idle adjustment area is too large and the K coefficients of the points in the map where the engine runs with the air conditioning compressor on and off are not sufficiently dissimilar.

Check the K coefficients in the two different operating conditions (compressor on and off) while the engine is warm, and change the corresponding map areas accordingly.

The length of the injector-nozzle rail tubes is not correct.

The injector rail-nozzle tubes are twisted.

Replace the injector-nozzle rail tubes.

One of the injector nozzles has a different diameter to the other ones.

Replace the wrong nozzle with the right one.

The VAE is supplying air frontally to one of the single cylinder tubes, and therefore a higher quantity of air is supplied at idle.

Review the installation following the instructions supplied in the vehicle sheet.

Idle is rough (the engine “stutters”) but the lambda sensor works.

The Lambda sensor signal is weak or incorrect.

Check functioning on petrol and replace the sensor if defective.

The control driver of one of the injectors is not working. Replace the OMEGAS control unit.

The injector exclusion wiring has been connected incorrectly.

Review the injector rail wiring and injector exclusion wiring. Carburation is so rich or lean that the engine will not run at idle speed.

Nozzles of non-standard diameter have been fitted and re-calibration has not been performed.

Install appropriate nozzles or re-calibrate.

The engine is not stable at idle , the engine speed fluctuates by several hundred RPMs. .

Idle is not correctly adjusted.

Adjust the idle, ensuring that the idle areas with the air conditioning compressor on and off are well separated.

Replace the OMEGAS control unit. The exhaust gas analyser indicates rich or lean carburation with the engine at idle.

The petrol injector emulator in the control unit is allowing petrol through.

An injector emulator has to be installed on some vehicles. Consult the Landi Renzo technical support division.


5.3 SLIGHT ACCELERATION FROM IDLE

5.4 HIGH ACCELERATION FROM IDLE


5.3 ACCELERATION SLIGHTLY FROM IDLE

5.4 ACCELERATION FLAT OUT FROM IDLE

SYMPTOM CAUSE SOLUTION The fall in RPM means that the engine operates in the medium-low part of the first column (500-700 rpm), where the K coefficients are often excessive.

Decrease the value of the K coefficient in that area of the map and check that enrichment at idle is not excessive.

The engine misses beats and then suddenly stalls. The Lambda sensor occasionally stops

working and the system adjusts the richness or leanness of petrol carburation more than necessary before entering “recovery”.

Check the efficiency of the Lambda sensor and replace if necessary.

The RPMs only increase with difficulty and the Lambda is stuck on rich.

The K coefficients in the transition area are too high and carburation is too rich.

In the general map, decrease the value of the cells through which the RED point transits during the acceleration phase.




SYMPTOM CAUSE SOLUTION Carburation is lean for a few tenths of a second after full depression of the accelerator pedal, then the Lambda sensor value remains red for a considerable time.

The values of the K coefficient during the transition are too low.

Gradually increase the K coefficients in the zone below the idle from the 2nd to the 6th column from the left (see the NOTE at the start of the chapter).



The nozzles on the rail injectors have been replaced without recalibration. Recalibrate (F4). The nozzle diameter is not correct.

Install nozzles of the correct diameter.

Carburation is lean throughout the depression of the accelerator pedal and the subsequent acceleration.

The installation requires excessively long tubes (and therefore excessive gas volumes and response times).

Review the installation, moving the rail so as to reduce the length of the rail injectors/nozzles tube and if necessary move the nozzles closer to the intake valves.

Carburation is lean during the whole depression and subsequent acceleration.

The values of the K coefficient during the transition are too high.

Gradually decrease the K coefficients in the zone below the idle from the 2nd to the 6th column from the left (see the NOTE at the start of the chapter).

Carburation during acceleration is too lean.

See solutions for the analogous case of lean carburation.

The engine stalls or tends to stall. Carburation during acceleration is too rich.

See solutions for the analogous case of rich carburation.


5.3 ACCELERATION SLIGHTLY FROM IDLE

5.4 ACCELERATION FLAT OUT FROM IDLE

SYMPTOM CAUSE SOLUTION The fall in RPM means that the engine operates in the medium-low part of the first column (500-700 rpm), where the K coefficients are often excessive.

Decrease the value of the K coefficient in that area of the map and check that enrichment at idle is not excessive.

The engine misses beats and then suddenly stalls. The Lambda sensor occasionally stops

working and the system adjusts the richness or leanness of petrol carburation more than necessary before entering “recovery”.

Check the efficiency of the Lambda sensor and replace if necessary.







SYMPTOM CAUSE SOLUTION Carburation is lean for a few tenths of a second after full depression of the accelerator pedal, then the Lambda sensor value remains red for a considerable time.





The nozzles on the rail injectors have been replaced without recalibration. Recalibrate (F4). The nozzle diameter is not correct.

Install nozzles of the correct diameter.

Carburation is lean throughout the depression of the accelerator pedal and the subsequent acceleration.

The installation requires excessively long tubes (and therefore excessive gas volumes and response times).

Review the installation, moving the rail so as to reduce the length of the rail injectors/nozzles tube and if necessary move the nozzles closer to the intake valves.

Carburation is lean during the whole depression and subsequent acceleration.

The values of the K coefficient during the transition are too high.

Gradually decrease the K coefficients in the zone below the idle from the 2nd to the 6th column from the left (see the NOTE at the start of the chapter).

Carburation during acceleration is too lean.

See solutions for the analogous case of lean carburation.

The engine stalls or tends to stall. Carburation during acceleration is too rich.

See solutions for the analogous case of rich carburation.


5.5 PETROL-GAS CHANGEOVER

Componets and installation handbook LANDI RENZO S.p.A. 39

5.5 PETROL-GAS CHANGEOVER

To change to gas the system requires: The no. of RPMs must exceed the threshold value set in F1 “No. of RPMs for change threshold ”, under the heading “Type of change” . The engine water temperature must exceed the threshold value set in F1 “Water temperature for change” ; depending on the engine water temperature with the lock disengaged, the time set in “Petrol-gas transfer delay” must have elapsed.

SYMPTOM CAUSE SOLUTION The injector exclusion wiring has been connected incorrectly Check connections.

DIAGNOSIS has intervened. If this is the case, check the cause of the problem, remove it (if possible) and then zero the errors in the DIAGNOSIS page.

The “No. of RPMs for change threshold” has been set too high.

Check the value set in the program and reset to an acceptable value.

The control unit does not read the engine RPMs. Check the connections of the Brown wire.

The engine RPMs signal is too weak.

Program the “type of RPM signal” parameter as “Weak”. If the engine RPMs still cannot be read install a “RPM amplifier”.

The “Type of ignition” parameter has not been programmed correctly.

Change the programming until the actual engine RPMs correspond to the reading on the program.

The injectors do not open. Check in “functioning diagnosis” for any acquired errors, replace the injector of control unit if defective.

The Omegas control unit is defective. Replace the Omegas unit.

The engine does not changeover to gas

The engine water temperature value cannot be read.

Check the electrical connections; if correct, replace the temperature sensor.

Carburation is not optimal for several seconds after the changeover.

Faulty carburation can occur in winter if the “Water temperature for change” value is set too low.

Increase the “Water temperature for change” value.

The solenoid valves on the tank and/or reduction unit do not open.

Check “Diagnosis” for any acquired errors, then repair the electrical connections or replace the defective solenoid valve as appropriate.

Check the “Overlap time” in F1. Change the “Overlap time” parameter.

The engine carburation is too lean or too rich. Repeat the calibration procedure.

One or more injectors is not functioning correctly.

Check in “functioning diagnosis” for any acquired errors, replace the injectors rail if defective.

The pressure falls rapidly. Check the pressure reducer, the efficiency of the gas filter, and for any blockages in the high/low pressure circuit.

The engine changes to gas and stalls.

The filter is clogged. The pressure is low.

Adjust the pressure.

The gas pressure cannot be read. Check the electrical connection and the efficiency of the pressure sensor. The engine changes back to petrol.

The gas injection times are too high and longer than the period between two petrol injections.

Call a Landi Renzo Technician.


5.6 RETURNING TO IDLE


5.6 RETURNING TO IDLE


Connectthecellsusedduringthereturntoidlebetter,reducingthevalueoftheKcoefficientinthefirstcellsofthec.1200to1600RPMscolumns,orrecalibratethecarburationmap(seeNOTEatstartofchapter).

TheKcoefficienthasbeenincreasedinthehighpartofthemaptoobtainfasterresponsesafterflooringtheacceleratorpedalathighRPMs.

Changetheparametersin“Leanercarburationduringreturnfromcut-off”inF1“Emissions”window.

Stallingafterslowreturntoidle.

The“gasinjectorsminimumopeningtime”istoohigh.

Changethevaluefrom2.5msto2.0ms.InthewindowF1-F7injectors.

Checkthehydrauliccircuit.StallingwhenreturningfromhighRPMs.

Thereductionunitbecomestoocoldwhileacceleratingundertorque,thegasincreasesindensityandthecarburationisthustoorichatidle.

Changetheparametersin“Leanercarburationreturningfromcut-off”inF1“Emissions”window.

Theidlenotwelladjustedinvalueswithandwithouta/con.

CheckthevalueassumedbytheKcoefficientduringcorrectfunctioningattheidle,enteringdifferentaccessoryloadsasnecessary.

Thearelargediscontinuities(10-20Kpoints)aroundthemapzonesthathavebeenadjusted.

Connectthecorrespondingmapzonesbetter.

Thesmalltubesbetweentheinjectorrailandthenozzlesaretoolongand/orthenozzlesaretoofarfromtheenginevalves.

Reviewthepositionoftheinjectorrailanddecreasethelengthofthesmalltubestobringthenozzleholesclosertotheenginevalves(ifaholecannotbemadeclosertotheenginevalvesuse8cmnozzles).

TheengineisunabletoestablishrotationspeedandtheregimeoscillatesbyseveralhundredRPMs.

Checkifthisalsohappenswhenusingpetrol,inalessaccentuatedway.

Eliminatethedefectwhenrunningonpetrol.


5.7 FULL OPEN THROTTLE ENGINE OPERATION


5.7 FULL OPEN THROTTLE ENGINE OPERATION


TheKcoefficientofthecellsinthepowerzoneofthemapisinsufficient.

IncreasethevalueoftheKcoefficientandmakerepeatedaccelerationtestswithload(seeNOTEatstartofchapter).

Theinjectornozzlediameterresultsinatotalpassagesectionthatisinsufficienttosupplytheengineintheseconditions.

Checkthenozzlediameterinformationonthecardatasheet.

Thereductionunitisdamaged.

Themultivalveonthetankdoesnotsupplyenoughgas.

Thevehiclelosespowerbecausecarburationislean

Thepressurevariationreadingishigh,andremainsbelownominalvaluetoalongtime.

Replacethegasfilter.

Thevehiclelosespowerbecausecarburationisrich.

TheKcoefficientofthecellsinthepowerzoneofthemapistoohigh.

DecreasethevalueoftheKcoefficientandmakerepeatedaccelerationtestswithload(seeNOTEatstartofchapter).

Thereductionunittemperaturefallstovaluesthataretoolow,andasaresulttheOMEGAScontrolunitacquirestheerrorindiagnosis.

ThehydrauliccircuitdoesnotsupplysufficientthermalpowertomaintainthereductionunittemperaturewhilehighratesofLPGarebeingsupplied.Checkthehydrauliccircuitandtheinstallation.

Thegasinjectiontimeislongerthantheenginerevolutionperiod.

Thesystemchangesbacktogaswhentheinjectiontimefallsbelowthevaluesetin“Max.injectiontimeforchangetogas”inthewindowF1Vehicleconfiguration,F1Changegas.

Thepressurefallsmorethan0.5barsbelowtheoperatingpressure.

Checkthegasfilter,checkthegasinthetank,checkforany“bottlenecks”inthehighandlowpressurepiping.

Afteracertainperiodoffunctioningatfullpowertheenginechangestopetrol.

ThesignaldetectedbytheBrownwireistooweak,andthereforetheengineRPMscannotbereadathighregimes(notethatthechangeoverswitchcutsoutandtheenginehastobeturnedoffandonagaintoreturntogas).

ChangehowtheBrownwire(antenna)isconnected,orinstallasignalamplifier.

Theengineover-RPMistriggeredandthevehiclechangestopetrol. DriveatalowerRPMsregime.Duringsharpaccelerationinlowgears,

thecarjerksviolentlywhentheRPMsarehigh. TheLambdasensorstopsworkingand

doesnotsupplyactualvalues.

Changethecartopetrolandcheckthatthesensorstartstoworkcorrectlyagain.Ifitdoesn’t,replaceit.

Fuelconsumptionsdifferconsiderablyfromtheestimatedaverageconsumptionforthetypeofvehicle.

Somezonesofthemaparetoorich.Correctthemapzones,decreasingthevaluesoftheKcoefficientinthecellsinvolved(seeNOTEatstartofchapter).


5.8 FULL THROTTLE ACCELERATION AT MEDIUM-HIGH REGIMES

5.9 HIGH TORQUE LOW RPM OPERATION


5.8 FLAT OUT AT MEDIUM-HIGH REGIMES


SYMPTOM CAUSE SOLUTION Thecarburationmapisnotcorrect. Recalibratethevehicle.

Thehighpartofthemainmappresentsdiscontinuities.

Connectthevariouszonesofthemainmapbetter,maintainingcontroloftheslow/fastcorrectors(seeNOTEatstartofchapter)orrecalibratethecarburationmapF4.

Thedistancebetweentheinjectorrailandthepointsthegasisinjectedintothemanifoldistoogreat.

Reviewtheinstallation,movingtherailinjectorssoastoreducethelengthofthetubesandifnecessarymovethenozzlesclosertotheintakevalves.

Themotorisnotphasedcorrectlytofunctionwiththealternativefuel.

Checkthatthereisasuitableadvancevariatorforthevehicle.

Delaybeforeaccelerationstartsafterpressingthepedal.

Theengineperformsmanyextrainjectionsandtheyarenotreplicatedcorrectlywhenusinggas(theredpointthatoscillatesrepeatedlybetweentheactualinjectiontimeand0canbedisplayedinthemap).

ContactLandiRenzoTechnicalAssistance.

SYMPTOM CAUSE SOLUTION ChecktheprogrammingoftheOMEGAScontrolunitandproceedtorecalibrationthecarburationmapF4.

Whenmovingthiswaythepetrolcontrolunitimplementsspecialstrategiestomanageignitionadvances,withunfavourableeffectsongasusage. Ifmethane,checkwhetheranadvance

variatorcanbeinstalled.Atlowregimesthevehiclestuttersandjerks.

Theadvancevariatorchangestheoriginaladvancetoomuch.

Checkthattheprogrammingoftheadvancevariatorisnottoohigh,orisregulatedsoastobeoffduringtheRPMregimeinwhichtheproblemoccurs.


5.8 FLAT OUT AT MEDIUM-HIGH REGIMES


SYMPTOM CAUSE SOLUTION Thecarburationmapisnotcorrect. Recalibratethevehicle.

Thehighpartofthemainmappresentsdiscontinuities.

Connectthevariouszonesofthemainmapbetter,maintainingcontroloftheslow/fastcorrectors(seeNOTEatstartofchapter)orrecalibratethecarburationmapF4.

Thedistancebetweentheinjectorrailandthepointsthegasisinjectedintothemanifoldistoogreat.

Reviewtheinstallation,movingtherailinjectorssoastoreducethelengthofthetubesandifnecessarymovethenozzlesclosertotheintakevalves.

Themotorisnotphasedcorrectlytofunctionwiththealternativefuel.

Checkthatthereisasuitableadvancevariatorforthevehicle.

Delaybeforeaccelerationstartsafterpressingthepedal.

Theengineperformsmanyextrainjectionsandtheyarenotreplicatedcorrectlywhenusinggas(theredpointthatoscillatesrepeatedlybetweentheactualinjectiontimeand0canbedisplayedinthemap).

ContactLandiRenzoTechnicalAssistance.

SYMPTOM CAUSE SOLUTION ChecktheprogrammingoftheOMEGAScontrolunitandproceedtorecalibrationthecarburationmapF4.

Whenmovingthiswaythepetrolcontrolunitimplementsspecialstrategiestomanageignitionadvances,withunfavourableeffectsongasusage. Ifmethane,checkwhetheranadvance

variatorcanbeinstalled.Atlowregimesthevehiclestuttersandjerks.

Theadvancevariatorchangestheoriginaladvancetoomuch.

Checkthattheprogrammingoftheadvancevariatorisnottoohigh,orisregulatedsoastobeoffduringtheRPMregimeinwhichtheproblemoccurs.


5.10 MISCELLANEOUS


5.10 MISCELLANEOUS

SYMPTOM CAUSE SOLUTION Thefuseonthered-Blackwireisburntout.

Replacethefusewithoneofthesametype.

Thecontrolunitisnotprogrammed. Programthecontrolunit.

Incorrectwiringinstallation.Petrolinjectorsexcluded.

Fitsuitablewiring.

TheOMEGAScontrolunitwiringconnectorisrusty.

Replacetheconnectororcleanwithsuitableproducts.

Thechangeoverswitchcableisdamaged. Repairorreplacethecable

Thechangeoverswitchdoesnotlightup.

Thechangeoverswitchisnotworking. Replacethechangeoverswitch.

ReplacetheOmegasunit.

Longstartuptime. Gasismixingwiththepetrol. Aninjectoremulatorhastobeinstalledonsomevehiclemodels.ContactLandiRenzoTechnicalAssistance.

TheOMEGAScontrolunithasbeenprogrammedwiththewrongmapfile.

CheckthefilethatisloadedandifincorrectreprogramtheOMEGAScontrolunit.

One(ormore)injectorsontherailis(are)notfunctioningcorrectly.

Checktheinjector(s)andreplaceifnecessary.

Thevehicleremainsinmotionwithdifficultyandstallsoccasionally,anddriveabilityisnotgoodinanycondition.

Thegasinjectorrail/injectorexclusioncablingsequencehasnotbeenrespected.

Checkthesystem.

Thereisagasleakinsomepartofthesystemandcorrectcarburationisthereforecompromised.

Checkthesealsontheinstallationandtheoperatingpressureofthereductionunit(seeNOTEatstartofchapter).Theenginefunctionsuncertainly,

particularlyatidle,andgascanoftenbesmelt. Thereductionunitvalveseatshave

deteriorated,andthishaschangedtheirflowrates.

Checktheoperatingpressure(seeNOTEatstartofchapter),andserviceorreplacethereductionunitifnecessary.

Carburationisrichatallregimes.

Theseatsofthe1stand/or2ndstagelevervalvesarewornandthepressurereadingishigherthanthecalibrationvalue.

Checktheoperatingpressure(seeNOTEatstartofchapter),andserviceorreplacethereductionunitifnecessary.

ReplacetheOMEGASunit.WhenunderpowerwithLPGthereisanobviousandcontinuousconsumptionofpetrolatthesametime.

TheinjectoremulatorisdefectiveandthevehicleisconsumingLPGandpetrolatthesametime.

Aninjectoremulatorhastobeinstalledonsomevehiclemodels.ContactLandiRenzoTechnicalAssistance.

AfterafewhundredkilometresofusewithLPGthevehicleexhibitsaclearworseninginemissionsduringusewithpetrol.

Thecarburationmapisnotoptimised.Modifythecarburationmapusingadiagnostictester(seeNOTEatstartofchapter).

Lossofwaterfromthehydrauliccircuit. Thebandsarenotattachedcorrectly. Reviewtheinstallation.

Thecontrolunitisnotworking. Replacethecontrolunit.Thecontrolunithasmemorisederrorsinfunctioningdiagnosisundertheheading“ControlUnitSelfDiagnosis”

ThereisnopowerpermanentlyorsporadicallyintheRed/Blackwire(+battery).

Checktheconnectiontothebattery,thecontinuityofthered/Blackwire,andthestateofthefuseholderonthewireitself.

Removethesupplyfuse,replacewithin4”andpressthe“Program”box.

Thecontrolunitisnotcommunicatingcorrectly.

Checkthatthecontrolunithaspower,andthattheinterfacecableisconnectedtothecomputerandthecontrolunit.

Controlunitprogrammingstopswhen“LoadnewConfigurationF7”or“ControlUnitProgrammingF8)ispressed.

Thecontrolunitiscurrentlyprogrammedwithanobsoleteandnon-compatibleversionofthefirmware.

Programthecontrolunitwithamoreuptodateversion.

Componetsandinstallationhandbook LANDIRENZOS.p.A. 45Componets and istallation handbook LANDI RENZO S.p.A. 45

5.10 DIAGNOSIS

The diagnosis page allow to see each components and system malfunctions, thatcan appear during the gas functioning.In case of error, after you solve the trouble, it is possible to delete it using theappropriate button.

1

2

AB

CD

EF

GH

IL

M

IGB

E

D

AH

OMEGASDIAGNOSIS PAGE

1

OMEGAS PLUSDIAGNOSIS PAGE

Fig. 30

Fig. 31

OMEGASDIAGNOSISPAGE

Fig. 27

Fig. 28

OMEGASPLUSDIAGNOSISPAGE

Componets and istallation handbook LANDI RENZO S.p.A. 45

5.10 DIAGNOSIS

The diagnosis page allow to see each components and system malfunctions, thatcan appear during the gas functioning.In case of error, after you solve the trouble, it is possible to delete it using theappropriate button.

1

2

AB

CD

EF

GH

IL

M

IGB

E

D

AH

OMEGASDIAGNOSIS PAGE

1

OMEGAS PLUSDIAGNOSIS PAGE

Fig. 30

Fig. 31

5.11 DIAGNOSIS

Theallowtoseeeachcomponentsandsystemmalfunctions,thatcanappearduringthegasfunctioning.Incaseoferror,afteryousolvethetrouble,itispossibletodeleteitusingtheappropriatebutton.


Thelearnablemalfunctionsare:

A.SYSTEMSOLENOIDVALVESDIAGNOSISItispossibletodiagnoseshortcircuitsoropenloopsonthegassolenoidvalvesbobbinsduringthegasfunctioning.Rememberingthatinthewiringthetwoso-lenoidvalvesareconnectedinparallel,onthesameconnectionitisnecessarytoenablethecheckofthepilotexit(pressureregulatorsolenoidvalvecheck).Thefailureitisreadedwhenfor5secondsthecurrentabsorptionmeasuredisnotinsidetheworkingrange.

B.LOWPRESSUREDIAGNOSISDuringthegasfunctioningitisdisplayedanerrorifthereadedpressurekeepsforacertaintime(lowpressuretimeforthereturn,settablefromthetoolinthepageGasLevel)inalevel:-lowerthan0,4barforaspiratedengineand1barforturboenginewithlpgsystem-lowerthan1,54barforaspiratedengineand2,6barforturboenginewithcngsystemandatthesametimethegaslevelisnotreserve.

B.HIGHPRESSUREDIAGNOSISDuringthegasfunctioningitisdisplayedanerrorifthereadedpressurekeepsforacertaintime(5seconds)atalevel:-upperthan1,4barforaspiratedengineand2,85barforturboenginewithlpgsystem-upperthan2,5barforaspiratedengineand4,1barforturboenginewithcngsystem

C.MAPSENSORAnerrorwillbedisplayediftheMAPsensorcableisconnectedandsetted,thetoolwilldiagnose:-thecableisinshortcircuitversusgroundorpositive-thecableisinsulated-thevaluedisplayedshowsapressureoutofrange

D.GASTEMPERATUREDIAGNOSISItispossibletousethisdiagnosisonlyiffromtoolithasbeensettedthepara-meter“Enablechange-overwithgastemperature”intheTemperaturepage.Itispossibletolearnduringgasfunctioning:-sensornotconnected:incaseofanalogicconsecutivelearningfor10secondsofareferencecorrespondenttoabsenceofthetemperaturesensor-toolowtemperature:for10secondsitisreadatemperaturelowerthanava-luesettablefromthediagnosispage-toohightemperature:for10secondsitisreadatemperaturehigherthanavaluesettablefromthediagnosispage

E.WATERTEMPERATUREDIAGNOSISItispossibletousethisdiagnosisonlyiffromtoolithasbeensettedthepara-meter“Enablechange-overwithwatertemperature”intheTemperaturepage.Itispossibletolearnduringgasfunctioning:-sensornotconnected:incaseofanalogicconsecutivelearningfor10secondsofareferencecorrespondenttoabsenceofthetemperaturesensor-toolowtemperature:for10secondsitisreadatemperaturelowerthanava-luesettablefromthediagnosispage-toohightemperature:for10secondsitisreadatemperaturehigherthanavaluesettablefromthediagnosispage


F.GASLEVELSENSORAnerrorwillbedisplayedifthewiringofthelevelsensorisinterruptedorinshortcircuitshowingvaluesoutofrange.

G.GASINJECTORSDIAGNOSISDuringthegasfunctioningitisdisplayedanerrorforthecorrespondentinjectorincaseithaslearnedsuccessivelyforacertainnumberofinjections(10)openloopcasesorshortcircuitoverthebobbinofthesameinjector.

H.PETROLINJECTORSDIAGNOSISIncontrolunititisdoneacheckoftherightconnectionoftheinjectorscuttingharness.Inthegasfunctioningitisdisplayedtheerrorforacertaintime(8seconds)arenotlearnedanypetrolinjectionsoneachchanneloftheinjectorscuttinghar-ness.Itisnecessarythatthevehicleitisnotincut-offandthischeck(toavoidstrangeconditionsofpetrolinjectionschoking)itisdoneonlyiftherevsareincludedbetween650and1000(minimumzone,wherethepetrolcontrolunitdoesnotactsitsinjectorswithparticularlystrangestrategy).

I.SAFETYRELAYDIAGNOSIS-ECUAUTOMATICDIAGNOSISThetooldisplaysanerrorincaseofabsenceofsubkey(thereforewithrelaynotconnected),itislearneddownstreamwithatensionupperthan6Vforatimeupperthan150seconds.Thisstatuscorrespondtothecaseofrelay“sticked”.Itisalsodisplayedanerrorofdiagnosiswhentherevsdownstreamoftherelayitisreadatensionlowerthan6Vfor5seconds.

OmegasVersion

Inthepageitisdisplayedalsoavehiclegasfunctioningandpetrolfunctioningandhourcounter;itispossibletoreset


5.12 LR OMEGAS PROGRAM ERROR CODES


5.11 LR OMEGAS PROGRAM ERROR CODES

ERROR CAUSE PROGRAMMING

P01

CannotconnecttocontrolunitonCOMorUSBports,cannotfindaconnectedcontrolunit.Thecontrolunitisnotcommunicatingorthecommunicationpathwayisnotcomplete.

P02 Thecontrolunitconnectedisincompatibleduetohardwareorfirmware.

P03 Erroropeningtheprogrammingfile.

P04Errorindecryptionoftheprogrammingfile.(The reprogramming procedure requires the presence of Internet Explorer 5.5 orhigher,withatleast128-bitcryptography).

P05 Incorrectprogrammingvoltage.

P06 Errorinflashcancellation.

P07 Errorduringinitialisation(BAD_PREPARATION).

P08 Errorduringinitialisation(BAD_ERASE).

P09 Errorinstartprogrammingphase.

P10 Nulldimensionininputdata.

P11 Incorrectencryptionmode.

P12 Genericprogrammingerror.

fromP1000up Errorinrecordprogramming(ERR.CODE-1000).Firmwarewritingwasnotsuccessful,theprogrammingmustberepeated.HARDWARE KEY

H01 Errorreading/writinghardwarekey.

H02 Nohardwarekeycompatiblewiththeprogramispresent.

H03 Keywithexpireddataornumberofaccesses.

H04 Datanotcompatiblewithinternaldataofkey.

CONNECTION

C01

CannotconnecttocontrolunitonCOMorUSBports,cannotfindaconnectedcontrolunit.Thecontrolunitisnotcommunicatingorthecommunicationpathwayisnotcomplete.

C02 Errorloadingcontrolunitidentificationdata.

C03 ThefirmwareoftheconnectedcontrolunitisnotcompatiblewiththeprograminstalledonthePC.C04 TheprograminstalledonthePCisnotcompatiblewiththecontrolunitfirmware.


CHAPTER 6 GLOSSARY

A

Acceleration flat out from idle:

Acceleration slightly from idle:

CCylinder:

EECU:

Engine idling:

Engine RPM:

Exhaust manifold:

F

Fast corrector:

Filter unit:

Firmware:

Flash memory:

Full open throttle engine operation:

GGas injectors:

Gas refuelling socket:

Gas solenoid valve:

Gas tank:

Whathappenswhenthedriverstartswithsuddenpressureontheacceleratorpedal(page38).

Whathappenswhenthedriverstartswithgentlepressureontheacceleratorpedal(page38).

Partof theengine insidewhichcombustionoccurs,andwherethepistonslides(page9).

ElectronicControlUnit:Theelectronicunitthatmanagestheengineinjectionsystem(page18).

Functioningoftheengineonwhilethevehicleisstopped,withouttheacceleratorpedalbeingpressed(page37).

Numberofenginerevolutionsperminute(page18).

Conduittocollecttheburntenginegases(page9).

Parameterofthefastadaptivityofthepetrol(page35).

Devicetotrapimpuritiespresentinthefuel(page14).

Controlunitprogramme(page43).

Microcontrollerprogrammememory(page18).

FunctioningoftheengineatahighRPMandwithahighload(abovestartingtorqueRPMandwiththeacceleratordepressed)(page.41).

Devicethatinjectsfuelgasintotheintakemanifold(page5).

Devicethroughwhichthegasbottleisrefilled(page9).

Devicetocutoffgasflow,controlledbythegasECU(page11).

Recipientofvariableshapeandsize tocontainspecificgasasreserve(page9).


HHardware key:

I

Ignition advance:

Injector rail:

Input signals:

Intake manifold:

KK coefficient:

LLambda sensore:

LPG multivalve:

LPG:

MManifold nozzle:

Maximum current absorption:

Hardwareprotectiondevicethatallowsparticularsoftwaretobeused(page44).

Thisisthenumberofdegreesbywhichignitionofthefuelinthecombustionchamber,whenusingalternativefuelstheirdetonatingpowerisslowerthanthatofpetrol(page35).

Devicetoroutetheflowoffueltotheinjectors(page28).

Signalsincomingtothecontrolunitneededfortheoperationoftheprogramme(page7).

Conduittocollectanddistributefluidsfromthethrottlebodytotheengineentrance(page9).

Thisisthevaluereadinthecellsofthegeneralmap(F1–F7Kentry)andistheratioofthepetrolinjectiontimeandthegasinjectiontime,wherethevalue“128”correspondstothesameinjectiontimeforthetwofuels(page37-38).

Sensorthatmeasurestheconcentrationofoxygenintheexhaustgases(page35).

DeviceattachedtotheLPGbottlethatperformsthefollowingfunctions:-LimitationandmeasurementofthelevelofLPGinthebottles;-Anti-explosionsafetyswitchregulatedbytemperatureandpressure;-Cutoffofgasflowusinganelectromagneticdevice;-Manualtapcuttingofftheflow(page9).

LiquefiedPetroleumGas.

Terminalconduitforgasflow(page17).

Themaximumcurrentabsorbedbyacomponent(page18).


OOBD:

Output signals:

PPetrol injectors:

PLL processor speed:

Pressure reducer:

RReturning to idle:

RS 232 COM Port:

S

Slow corrector:

Switch petrol/gas:

U

USB 1.1/2.0 Port:

W

Water temperature sensor:

Wiring harness:

OnBoardDiagnosis.(page35).

Signals from the control unit needed for the system tooperate(page8).

Devicethatinjectspetrolintotheintakemanifold(page5).

Operatingfrequencyusedbythemicroprocessorinsideacomputertoprocessdatareceived(page18).

Devicetosupplygasataconstantpressurelessthanitssupplypressure(page11).

WhathappenswhentheacceleratorpedalisreleasedwhentheengineisathighRPM,andtheenginespeedfallstominimum(page40).

SerialportforthePC-controlunitinterface(page44).

Parameteroftheslowadaptivity(flow)ofthepetrol(page35).

Devicethatallowstheusertochangethevehiclefuelfrompetroltogasandviceversa(page20).

SerialportforthePC-controlunitinterface(page44).

Deviceusedtomeasure the temperaturevaluesneededforthegastoflow(page13).

Assemblyofwiresthatconnectthepartsoftheequipmentandelectricalorelectronicsystems(page9).

COMPONENTS AND INSTALLATION HANDBOOK · 2019. 5. 27. · LANDIRENZO OMEGAS ECU, by using the Omegas...

Documents

Transcript of COMPONENTS AND INSTALLATION HANDBOOK · 2019. 5. 27. · LANDIRENZO OMEGAS ECU, by using the Omegas...