Landirenzo Software Omegas Manual
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CHAPTER 1 CHAPTER 2 LANDIRENZO OMEGAS SOFTWARE MAIN SCREEN
2.1 2.2 2.3 2.4 2.5 Main screen Main menu Function buttons Multi-language panel Status bar 6
LANDIRENZO OMEGAS SOFTWARE CONFIGURATION
3.1.1 3.1.2 3.1.3 3.1.4 3.1.5 3.1.6 3.1.7
Change to gas Lambda (optional) Gas level Pressure Temperature K insertion Injectors
3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9
Visualisation Diagnosis Automatic calibration Change calibration Save present configuration Load new configuration Programming control box Finish program
4.1 First programming 37
LANDI RENZO S.p.A.
LANDIRENZO OMEGAS SOFTWARE
The LANDIRENZO OMEGAS program allows distributors technicians in the Landi Renzo network to work on the LANDIRENZO OMEGAS injection control box. In particular, it is possible to program gas control boxes with data from the auto file, to see and modify several parameters acted upon by the control box. The program can be used without special knowledge of the functioning of a Personal Computer except, of course, the basics of the Windows interface. The LANDIRENZO OMEGAS program requires one of the following operating systems: Windows 98 SE, Windows ME, Windows 2000 and Windows XP. It must also have Internet Explorer 5.5 or better. 6.0 is recommended. When a new version of the software is installed, it is recommended that the old versions are uninstalled completely and the new cd-roms used. The new cds contain a package EncPak IE with a file Install.htm. This file contains the correct links to further files on the cd-rom which allow updating of computers with the Internet Explorer files needed to proceed with the programming of the control boxes. The minimum requirements for the Personal Computer are: 486 processor, 8Mb RAM, SVGA 640X480 graphics card with 256 colours, CD ROM reader (or Internet connection), at least 10Mb available on the hard disc (this figure depends on the number of auto cards in the file, since each auto card requires about 600Kb). For best functioning, a system with Pentium 133 processor or better, 16Mb RAM, and SVGA 800X600 graphics card is recommended. To install the LANDIRENZO OMEGAS Program: - run program setup.exe - or installation starts automatically with autorun. The installation program starts automatically; when asked by the program, press Next (you will be asked three times), Install and Finish. The completely automatic installation process allows the state of progress to be viewed. The only data required is the file where the program is to be installed. If the destination file is not specified, it is <PROGRAMS\Landi Renzo\Landi Renzo Omegas. Once installation has been completed, to Start the program double-click on the LANDI RENZO OMEGAS icon on the desktop, or Start Programs\Landi Renzo\Landi Renzo Omegas. Before starting to use LANDIRENZO OMEGAS ensure that the PC has ACROBAT READER 4.0 software or better installed; this program is necessary for consulting the auto cards. A copy of this software is included on the Landi Renzo CD.
Every time the program is started, the main screen (Fig. 1) appears.
Fig. 1 The essential elements it contains are: 1. Main menu 2. Function buttons 3. Multi-language panel 4. Status bar
The main menu contains all the programs main commands and settings. Specifically, there are the following items: 1 - FILE: contains the commands: OPEN CONFIGURATION.: allows files not in the LPG or METHANE file in the LRE 184 directory to be opened; SAVE CONFIGURATION.: allows files not in the LPG or METHANE file in the LRE 184 directory to be saved; PRINT CONFIGURATION: allows pages from F1 menu Vehicle configuration to be printed; PRINT CORRECTION: allows the page from F5 menu Change calibration to be printed; PRINT DIAGNOSIS: allows the page from F3 menu Diagnosis to be printed; EXIT: allows LANDIRENZO OMEGAS Software to be closed; 2 - CONNECTION: includes the commands CONNECT and DISCONNECT, to respectively connect or disconnect the control box; 3 - HELP: contains INFORMATION ON, a window with the programs identification data and copyright information.
The buttons in the centre of the screen allow the programs functions to be carried out. They can be activated both with the mouse and with the function key indicated by the button. The functions are: F1 VEHICLE CONFIGURATION: this activates a page which allows the correct setting of input signals from the vehicles and the parameters of the specifications of the gas equipment fitted to the vehicle; F2 VISUALISATION: this activates a page which allows the visualisation of all the basic parameters for the correct functioning of the gas system; F3 DIAGNOSIS: this activates a page which allows error messages to be visualised; F4 AUTOMATIC CALIBRATION: accessing the menu activates an automatic vehicle calibration procedure; F5 CHANGE CALIBRATION: this is a menu allowing optimisation of the calibration on the file created/already in the control box; F6 SAVE PRESENT CONFIGURATION: a menu allowing the vehicles present configuration to be saved; F7 LOAD NEW CONFIGURATION: a menu allowing existing files to be loaded into an archive; F8 PROGRAMMING CONTROL BOX: a menu allowing updating of control box software version; F9 EXIT: finish program.
The panel on the right of the screen allows selection of the language in which all the programs scripts and messages will be expressed. The functioning of this panel is very simple, just press the button for the language required and the whole program is INSTANTLY configured in the new language. The same operation can also be carried out by right-clicking the mouse at any point on the screen. A rapid menu appears containing the language corresponding to the button on the multilanguage panel.
The bar in the lower part of the screen contains several pieces of information regarding the status of the program. It is divided into 3 areas which contain, from the left: 1 An indication of whether the control box is connected or not. 2 If the control box is connected, the name of the file it contains. 3 The control box software version. The status bar cannot be directly altered.
The first time the LANDIRENZO OMEGAS program is used, certain parameters used for its correct functioning must be configured. These are: - Connection to be used for the internet (ONLY if an Internet connection is available). The first connection is made directly within the LANDIRENZO OMEGAS program: To select the Internet connection, proceed as follows: 1) Select INTERNET CONTROL PANEL SETUP in the Start Windows menu. 2) Select the page CONNECTION. Enable the item CONNECT TO INTERNET WHEN NECESSARY. Next to this a check sign will appear. In the box USE REMOTE CONTROL CONNECTION, select the connection normally used to connect to your Internet Provider. Confirm with OK. N.B.: if these settings are already enabled, no action is necessary. These settings, like the dimension of the window, are permanently stored in the memory, even after the computer is switched off. Every time the program is started up, the previously-saved data is recalled. This is: - Language - Position and dimensions of the main window. The serial port is automatically sought by the program in use where the serial cable used for programming the LANDIRENZO OMEGAS control box is connected.
VEHICLE CONFIGURATION 3.1.1 Change to gas
Fig. TYPE OF FUEL: Allows the type of fuel to be set: - METHANE - LPG 2 TYPE OF INJECTOR: A window which identifies the type of injector fitted to the vehicle. The wiring informs the control box of the type of injector fitted, therefore in the event that the injector mounted is XJ 544.09 for LPG or XJM 544.09 for Methane and the file loaded presents a drive incompatible with the injector, the software will not allow gas to pass. It then provides the possibility for the drive to be updated to make it compatible with the injector fitted. The incompatibility is signalled to the operator by a buzzer. The injectors which can be installed are: - M (XJ 544.09, XJ 533.09 for LPG or XJM 544.09, XJM 533.09 for Methane) - K (18030023/L-R, 18030013/L-R) - L (LANDI RENZO) Memorised within the software is a series of possible configurations, with combinations specific to the type of fuel, the type of injector and engine. If the configuration set by these three parameters does not exist in the settings, the software will not allow itself to be set, and will show a message as in Fig. 4.
3 - CAPACITY: Allows the capacity of the vehicle to be set from as minimum of 900cc to a maximum of 8000cc. 4 TYPE OF ENGINE Indicates the type of engine in the vehicle in question, which can be set to normally-aspirated or turbo. 5 TYPE OF R.P.M. SIGNAL Allows the setting of either a weak signal or a standard signal. Selection of a WEAK signal must be carried out if the RPM input comes from the drive of the transistor of the starter coil: the STANDARD option is used if connection is to the coil negative. If connection is to the rev-counter, either signal can be used, although WEAK SIGNAL is preferable. 6 NUMBER OF CYLINDERS The number of cylinders in the engine of the converted vehicle must be set. The software accepts 3, 4, 5, 6 and 8 cylinders. In the window, the possibility of setting 5, 6 and 8 cylinders will only be visualised if connected to an 8-cylinder control box.
7 TYPE OF IGNITION The software allows the setting of the following parameters: A Single coil B Double coil C Rev-counter This information is used by the control box for correct calculation of the engine speed starting from the period read on the input of revolutions. Select SINGLE COIL if the vehicle has one coil for each cylinder and the signal is taken from the negative or drive (transistor) of the coil; select DOUBLE COIL if the vehicle has one coil driving a pair of cylinders and the signal is taken from the negative or drive (transistor) of the coil. In other cases use the REV COUNTER option. 8 TYPE OF CHANGEOVER Allows setting of the type of changeover to be used. It can be set to: - acceleration - deceleration - starting with gas 9 REVOLUTIONS THRESHOLD FOR CHANGEOVER This is the minimum threshold which must be exceeded to allow the changeover from petrol to gas; the default setting is 1600. Values between 0 and 3000 engine revolutions can be set. 10 WATER TEMPERATURE FOR CHANGEOVER In addition to the revolutions threshold for changeover, this is the other parameter which must be checked for the changeover from petrol to gas. Values between 30C and 90C can be set. 11 GAS TEMPERATURE FOR CHANGEOVER In addition to the revolutions threshold for changeover and the water temperature for changeover, if set in page F5, this is the other parameter which must be checked for the changeover from petrol to gas. Values between 30C and 90C can be set. 12 OVERLAP TIME this is the time in which petrol and gas supplies overlap. The default setting is 0 seconds, but this can be increased up to 2 seconds. 13 SLOWING CHANGEOVER FROM PETROL TO GAS This is the minimum threshold which must be exceeded, from starting, to allow the changeover from petrol to gas. The default setting is 35 seconds, but retardation can be increased up to 225 seconds. 14 ZEROING CONTROL BOX AND RETURN TO BASE PARAMETERS If key 9 is pressed, the data previously set (from 1 to 8) are changed and revert to default values. The modification of parameters 1, 4, 5 and 6 must take place as shown in line 10 with key removed and commutator off. In the event that modifications are made without the commutator being off, they will only be visualised, and at the next disconnection/connection with the control box they will be lost.
15 - WARNING! MODIFY THE PARAMETERS IN RED ONLY WITH LOCK REMOVED AND COMMUTATOR OFF 16 STATUS BAR The status bar shows, from left to right: A type of fuel being used; B number of engine revolutions; C time of petrol injection, time of gas injection; D engine water temperature, gas temperature and gas pressure; E voltage of Lambda sensor and rich (red) or lean (green) carburation of the vehicle while functioning (if the sensor is connected).
3.1.2 Lambda (optional)
Fig. - TYPE OF LAMBDA SENSOR Allows setting of type of lambda sensor fitted to the vehicle, to obtain a correct interpretation of the signal. The following values can be set: A - 0 - 1 Volt; B - 0 - 5 Volt; C - 5 - 0 Volt; D - 0.8 - 1.6 Volt. 2 NUMBER OF LAMBDA SENSORS If two Lambda sensors are fitted, allows setting and visualisation of both signals.
3.1.3 Gas level
Fig. TYPE OF GAS LEVEL SENSOR Allows setting of the type of gas level sensor installed. The following gas level indicators can be set: A - A.E.B.; B - 0 - 90 ohm; C - Landi Renzo; D - Non standard; E - Non standard inverted. The standard predefined setting is the Landi Renzo sensor. By selecting the option NON STANDARD or NON STANDARD INVERTED it is possible to customise the settings for the type of gas level sensor used by setting the relevant thresholds.
2 AUTOMATIC RETURN TO PETROL If this control is activated, two conditions are possible governing the return to petrol: - the lower pressure read for a certain period (point 3 fig. 5) can be set to a predetermined value. In this case an automatic return to petrol takes place accompanied by an audible (fast intermittent buzzer) and visual signal (petrol and gas led lit up). - from the series of calculations, the time on gas is greater than the maximum admissable (Tmax_inj_gas = (120000/rpm) -Time_closure_inj_gas [ms]), once this time related to this action has passed, there is a momentary changeover to petrol. This is a temporary situation, and as such there is a visual signal of functioning on petrol on the commutator, but no audible signal. Also, normal functioning with gas is re-established as soon as the reset condition is effected: this condition corresponds to a time of petrol injection less than a pre-determined value (default value is 8 ms).
Fig. AVAILABLE PRESSURE METER This indicates the type of meter installed on the vehicle; it is possible to set it as absolute for turbo vehicles and differential for normally-aspirated vehicles. 2 PRESSURE READING Indicates how the pressure is read and how it is visualised on the screen; it is possible to set it as absolute for turbo vehicles and differential for normallyaspirated vehicles. 3 GAS PRESSURE METER This is the characteristic of the pressure sensor used. Default settings are: Offset: -108 Gradient: 542 for the Landi Renzo Sensor used on normally-aspirated engines; Offset: 125 Gradient: 750 for the Motorola Sensor used on turbo engines. If it is decided to use an absolute meter and relative reading or vice versa, the software requires parameters to be set by an EXTERNAL MAP which is not available at present.
1 TYPE OF GAS TEMPERATURE SENSOR Identifies the type of gas sensor used. Default settings are 4K7 sensor for normally-aspirated engines and 2K2 for turbo engines. 2 ENABLING CHANGEOVER WITH GAS TEMPERATURE If this control is enabled, changeover is possible only if there is a condition where T gas is greater than the temperature set in page F1 changeover to gas (Fig. 1 point 11). This enablement is not set as default. 3 ENABLING CHANGEOVER WITH WATER TEMPERATURE If this control is enabled, changeover is possible only if there is a condition where T water is greater than the temperature set in page F1 changeover to gas (Fig. 1 point 10). This enablement is set as default. NB.: one of these two enablements must always be present
4 - USE OF VEHICLE ENGINE TEMPERATURE SENSOR
If it is desired that the vehicles original engine temperature sensor should be used, proceed to set parameters of the signal using a hand-held tester and building up step by step the Temperature/Voltage specifications of the sensor.
3.1.6 Insertion of K
This is the main carburation map; the three main variables are: - RPM in x-axis - Tinj petrol in y-axis - Coefficient of K in the cells The series of calculations for Tinj gas is: Tinj_gas = (Tinj_benz - Tmorto_benz) * K1(Tinj_benz, giri) * K2(Pressione) *K3(Temp_acqua) * K4(Temp_gas) + Tmorto_gas where: Tinj_benz: time of petrol injection Tmorto_benz: petrol injection downtime K1(Tinj_benz, giri): map coefficient of K K2(Pressione): pressure compensation K3(Temp_acqua): water temperature compensation K4(Temp_gas): gas temperature compensation Tmorto_gas: gas injector downtime
Fig. 10 The line K open loop can be used to manage the open loop when functioning with gas. When Tinj benz assumes a value higher than that shown in fig.10 point 1, the coefficient of K used to calculate the related Tinj gas is no longer that of the main map but as in point 2. These values of Tinj e K can be modified when calibrating the vehicle. At present this function is not used, but the open loop can be managed with the main map.
Fig. 11 With the modification CELL CENTRES, MAP OF K COEFFICIENTS it is possible to modify the cell centres of: - RPM (from 0 to 8000) - Tinj petrol (from 0 to 40 mS)
The gas injector downtime and petrol downtime are two parameters characteristic of the respective injectors and serve to compensate for the transitions from open to closed of the injector itself. They differ, as can be seen in Fig. 12, if they are relative to main injected (point 1) or extra injected (point 2).
Fig. 13 CALIBRATION PROCEDURE The objective here is to ensure that the petrol does not modify the Tinj in the changeover from petrol to gas, and to this end the stages to be followed to obtain the best carburation are these: - click on start calibration 1 (management of the commutator takes place automatically by pressing key 2); - set a precise point of vehicle functioning characterised by an exact cell in the map above (e.g. 1000 RPM, Tinj petrol 4.5 mS); - allow the injection time to stabilise then click on key 2; the vehicle will change over to gas; - by observing bar 3, evaluate how far in percentage terms the petrol injection time differs during functioning with gas compared with the petrol injection time when functioning with petrol; - if the space bar assumes high percentage values it means that the petrol control box is increasing the injection time while functioning with gas, or the vehicle on gas is lean and it is therefore necessary to increase the K coefficient of the cell in question; if the space bar assumes low percentage values it means that the petrol control box is reducing the injection time while functioning with gas, or the vehicle on gas is rich and it is therefore necessary to reduce the K coefficient of the cell in question. Variations of 2% are acceptable in the changeover from petrol to gas.
Fig. 14 NB.: while functioning with petrol or gas, the percentage bar (point 3) loses all significance. If it is attempted to exit from the calibration without this being completed, the system advises of the need to close the procedure before it is possible to continue.
Fig. 15 This page shows some of the characteristics of the injector and its drive. 1 12V CURRENT MAXIMUM TIME (Tmax) This is the time 12V are supplied to the injector. 2 MAINTENANCE CURRENT (Cm) This is the current supplied to the injector during the maintenance stage. 3 INJECTOR IMPEDANCE This is the resistance of the injector.
4 GAS INJECTOR MINIMUM OPENING TIME If the calculation of Tinj gas provides a value which is less than this minimum time, the system activates the value set as the minimum time. 5 EXTRAINJECTED GAS MINIMUM OPENING TIME As point 4 relating to extrainjection.
Fig. 16 This command allows all the important signals with which the gas control box works to be visualised on a screen. There follows a brief description of the information visualised: 1 STATUS VISUALISER: This shows, from left to right: A - Lock; B - Cutoff; C - Gas; D - Petrol. The active status is highlighted by a red led, the inactive status by a green led. 2 - PRESSURE This shows the gas pressure in bar. 3 INJECTION TIME A - Gas Injection time on gas actuated by gas injectors. B - Petrol Petrol injection time read from the LANDIRENZO OMEGAS control box via the injector disconnection wiring.
4 - WATER TEMPERATURE, GAS TEMPERATURE, GAS INJECTOR VOLTAGE A Water temperature Provides indications of the water temperature read from the sensor fitted to the T inserted into the engine cooling water circuit at the reduction unit inlet. B Gas temperature Provides indications of the gas temperature read from the sensor fitted to the injector rail. C Gas injector voltage Indicates the power feed voltage of the gas injectors. 5 LAMBDA SENSOR This is the value in Volts supplied by the Lambda sensor (if connected). 6 - EXIT
Fig. 17 The functioning diagnosis page allows the viewing of any possible malfunctions of components and system which may occur while functioning with gas. If an error is seen, after resolving the problem which caused the error, zero the system by pressing key 1. The malfunctions which may be indicated are: GAS INJECTOR DIAGNOSIS While functioning with gas an error is signalled on the corresponding injector if for a certain consecutive number of injections (10) situations of open-load or short circuit occur in the coil of that injector. LOW PRESSURE DIAGNOSIS While functioning with gas an error is signalled if the pressure read stays for a certain time (low pressure time for return, which can be set from Tools in the Gas Level page) at a level: - less than 0.4 bar for normally-aspirated engines and 1 bar for turbo engines running on LPG - less than 1.54 bar for normally-aspirated engines and 2.6 bar for turbo engines running on Methane when at the same time the gas level is not on reserve. HIGH PRESSURE DIAGNOSIS While functioning with gas an error is signalled if the pressure read stays for a certain time (5 seconds) at a level: - higher than 1.4 bar for normally-aspirated engines and 2.85 bar for turbo engines running on LPG - higher than 2.5 bar for normally-aspirated engines and 4.1 bar for turbo engines running on Methane.
SAFETY RELAY DIAGNOSIS An error is signalled if in the absence of lock (and thus with the relay disabled) there is downstream from the relay a voltage greater than 6V for more than 150 seconds. This situation corresponds to a case of relay unstuck. A diagnostic error is also signalled if while running, downstream from the relay a voltage of less than 6V for 5 seconds is read. ELECTROVALVE DIAGNOSIS It is possible that short or open circuits in the gas electrovalve coils are diagnosed when functioning with gas. Bearing in mind that the wiring of the two electrovalves is connected in parallel to the same contact, it is possible to enable the check only at the drive outlet (reduction unit electrovalve check). The error is signalled when for 5 seconds the absorption of current measured does not fall within the working range. PETROL INJECTOR DIAGNOSIS (OR RATHER, INJECTOR DIVIDER PHASE) While functioning with gas an error is signalled if for a certain time (8 seconds) petrol is not detected injected in any channel of the injector divider. Obviously, the vehicle must not be in cut-off and this check (to avoid unusual conditions of partialisation of petrol injected) is only carried out if RPM are between 650 and 1000 (idling zone, where it is assumed that the petrol control box is not activating the injectors with a particularly unusual strategy). GAS TEMPERATURE DIAGNOSIS Can only be activated if enable changeover with gas temperature has been set from Tools in the Temperature page. When functioning with gas it may indicate: - sensor disconnected: in the event of a similar reading for 10 seconds of a reference corresponding to the absence of the temperature sensor - temperature too low: for 10 seconds a temperature is read which is lower than a value which can be set from the diagnosis page. - temperature too high: for 10 seconds a temperature is read which is higher than a value which can be set from the diagnosis page. WATER TEMPERATURE DIAGNOSIS Can only be activated if enable changeover with water temperature has been set from Tools in the Temperature page. When functioning with gas it may indicate: - sensor disconnected: in the event of a similar reading for 10 seconds of a reference corresponding to the absence of the temperature sensor - temperature too low: for 10 seconds a temperature is read which is lower than a value which can be set from the diagnosis page. - temperature too high: for 10 seconds a temperature is read which is higher than a value which can be set from the diagnosis page. Also visualised in this page is a counter logging the hours of functioning respectively with petrol and with gas. This can be zeroed by pressing key 2
This procedure allows calibration of the mapping of the vehicle in question to be carried out quickly, thus obtaining good driving characteristics. In order to proceed with the mapping of the vehicle a water temperature threshold set at 50C must be exceeded. If the procedure is attempted without this condition being met, message 1 will appear as shown in the figure.
Fig. 19 If the temperature is higher than 50C, press Start to proceed with the automatic calibration. The program requires engine RPM to be stabilised at 3000.
Fig. 20 The software automatically manages the changeover form petrol to gas to systemise the two injectors and obtain a correct carburation map. During these continual changeovers from petrol to gas it is important to maintain steady pressure on the accelerator pedal to avoid the system becoming unstable and prolonging the time needed to map the vehicle.
Fig. 21 Once the correct mapping has been obtained, the software itself carries out a series of validation tests.
Fig. 22 If these tests are positive, the message Autocalibration correctly completed appears. N.B.: Exit the program by using the EXIT key (1); in this way the calibration setup will be correctly downloaded to the control box. Exit the screen with the guide keys and NEVER with key 2, except in extreme circumstances such as the program freezing.
An additional function which allows refinement of the map created/downloaded to the control box. When functioning with gas, the box corresponding to the present operating zone will be lit up in red. It is possible to effect a precise correction to each of the sixteen cells corresponding to the sixteen possible zones of vehicle functioning. To increase or reduce the percentage correction, use the keys to increase the zone (PgUp) (4) or decrease the zone (PgDn) (5). To carry out a complete diagnotis of the vehicle, it may be useful to use: - scantool code no. 616287001 - the Lambda sensor connection. Also shown in the page are: 1 Fuel in use 2 Petrol injection time 3 Lambda sensor voltage 6 - Exit. ATTENTION: Exit the program by using the EXIT key (6); in this way the calibration setup will be correctly downloaded to the control box. Exit the screen with the guide keys and NEVER with key 7, except in extreme circumstances such as the program freezing.
SAVE PRESENT CONFIGURATION
Fig. 24 By accessing SAVE PRESENT CONFIGURATION it is possible to save the 3,4 cylinder or 5, 6 or 8 cylinder file in the relevant archive, depending on the type of fuel used. Recognising the type of control box connected, the program automatically saves the file relating to 3, 4 cylinders or 5, 6 or 8 cylinders. Selecting the type of fuel in the CHANGE TO GAS page (paragraph 3.1.1) will determine whether the METHANE file is saved in the METHANE archive or the LPG file is saved in the LPG archive. Each METHANRE or LPG archive is structured with an archive in the left part of the screen and organised as a hierarchical tree diagram on three levels. This means that to arrive at a particular vehicle model it is necessary to move around the tree, each time selecting the correct branch from those available. The first level corresponds to the type of fuel in use and is managed automatically by the software once the type of fuel is set in the page F1 CHANGE TO GAS in F1 VEHICLE CONFIGURATION. The second level corresponds to the names of the vehicle manufacturers, arranged in alphabetical order, so the branch corresponding to the manufacturer in question must be expanded (keys RIGHT ARROW or RETURN. The third and last level corresponds to the vehicle model. In this case it is not possible to expand the branch further, but it is necessary to select the model using the UP/DOWN ARROW or mouse. If a wrong branch is accidentally expanded, it is possible to re-compress it by pressing the keys RETURN or LEFT ARROW, clicking on the - sign or doubleclicking on the branch itself.
LOAD NEW CONFIGURATION
Fig. 25 By accessing LOAD PRESENT CONFIGURATION, it is possible to load 3,4 or 5,6or 8 cylinder files into the gas control box, depending on the type of fuel used. Recognising the type of control box connected, the program automatically saves the file relating to 3, 4 cylinders or 5, 6 or 8 cylinders. Selecting the type of fuel in the CHANGE TO GAS page (paragraph 3.1.1) will determine whether the METHANE file is saved in the METHANE archive or the LPG file is saved in the LPG archive. Each METHANE or LPG archive is structured with an archive in the left part of the screen and organised as a hierarchical tree diagram on three levels. This means that to arrive at a particular vehicle model it is necessary to move around the tree, each time selecting the correct branch from those available. The first level corresponds to the type of fuel in use and is managed automatically by the software once the type of fuel is set in the page F1 CHANGE TO GAS in F1 VEHICLE CONFIGURATION. The second level corresponds to the names of the vehicle manufacturers, arranged in alphabetical order, so the branch corresponding to the manufacturer in question must be expanded (keys RIGHT ARROW or RETURN). The third and last level corresponds to the vehicle model. In this case it is not possible to expand the branch further, but it is necessary to select the model using the UP/DOWN ARROW or mouse. If a wrong branch is accidentally expanded, it is possible to re-compress it by pressing the keys RETURN or LEFT ARROW, clicking on the - sign or doubleclicking on the branch itself
PROGRAMMING CONTROL BOX
Fig. 26 By accessing the PROGRAMMING CONTROL BOX menu it is possible to update the control box software version. Press F8 to access the screen shown above. It is now possible to select the firmware version to be downloaded into the control box from those shown and if the version is for a 3-4 cylinder or 5-6-8 cylinder control box (1). During the updating phase, the software picks up the data present in the control box and, after updating it, reloads it.
To finish the program simply press ESC key when it is in the main screen. If the control box is connected, it automatically disconnects.
Once connected to the LANDIRENZO OMEGAS control box, the first programming must proceed by providing a series of data used for the recognition of certain characteristic parameters of the vehicle to be calibrated. These parameters are: - type of fuel (set with lock disengaged) - capacity - type of RPM signal (set with lock disengaged) - number of cylinders (set with lock disengaged) - type of ignition (set with lock disengaged) - RPM threshold for changeover - water temperature for changeover. By opening the program, all these values are set to default, but they must be customised to suit the vehicle to be calibrated. Next proceed to AUTOMATIC CALIBRATION (para. 3.4). In the event that connection with the control box is difficult, it is possible that the control box has no software version in it. This software must be downloaded following the procedure described in paragraph 3.8 PROGRAMMING CONTROL BOX.
GAS INJECTOR 2 GAS INJECTOR 1 GAS INJECTORS POSITIVE POWER GND GAS SOLENOID VALVES LOGIC GROUND LEVEL SENSOR GND SUPPLY LEVEL SENSOR LEVEL SENSOR
GAS INJECTOR 4 GAS INJECTOR 3 GAS INJECTORS POSITIVE POWER GND GAS SOLENOID VALVES GND GND COMM SUPPLY COMM SWITCH COMM SERIAL COMM
Brown Red Black Black Black Black Red Blue Brown
Red-BLACK Purple Red-white Pink-black Red-white Light blueblack Orange-black Red-white Yellow-black Green-black Red-black Blue-black
12V BATTERY INJECTORS CHECK IN LAMBDA 1 SERIAL SUPPLY SERIAL RX 5V SUPPLY PRESSURE SENSOR GAS PRESSURE GAS TEMPERATURE 12 UNDER LOCK CUT-OFF INJECTORS 4 CPU SIDE CUT-OFF INJECTORS 3 CPU SIDE CUT-OFF INJECTORS 2 CPU SIDE CUT-OFF INJECTORS 1 CPU SIDE
12V BATTERY REVOLUTIONS SIGNAL OUT LAMBDA 1 L GND SERIAL TX SERIAL PRESSURE SENSOR GND EXTERNAL MAP/ABSOLUTE PRESSURE TEMPERATURE SENSORS GROUND WATER TEMPERATURE CUT-OFF INJECTORS 4 CPU SIDE CUT-OFF INJECTORS 3 CPU SIDE CUT-OFF INJECTORS 2 CPU SIDE CUT-OFF INJECTORS 1 CPU SIDE
Red-black Brown Grey Black Pink Black Red-yellow Black Orange Yellow Green Red Blue
1 SICMA 2 plug female connector BLACK 56-way AMP SUPERSEAL series male 4-way. 2-way female 2 port connector Fuseholder 3 N.B. insert the 20-Ampere blade fuse in the fuse box 2-way AMP female Mini-timer connector, female port 8 BOSCH 4-way female connector female port 9 SICMA 2 2-way female connector male port 10 SICMA 2 2-way male connector female port AMP ECNOSEAL 10-way female connector female 11 port 12 JST 4-way male connector female port
A Protection plug
3.8.2 Injector Cutter
There are three available types of injector cutter cables available for 4-cylinder engines and two types of injector cutter cables for 6-cylinder engines. Bosch 4 cylinders Bosch 3 cylinders
Bosch 4 cylinders inverted
Bosch 3 cylinders inverted
Japan 4 cylinders
Japan 4 cylinders inverted
Cable outlet view
For the universal injector cutter connector, follow the instructions shown in figure.
10 Nm torque wrench. Assorted open-ended spanners. Electricians shears. Assorted cutters. Tap wrench. Male M8 x 1. Double meter tape. Multimeter. Personal Computer. Minimum requirements (Laptop): Pentium processor, 32 MB RAM, 5 MB of space available on the hard disk drive, monitor with VGA 800 x 600 resolution, Windows 98 SE, 2000, XP. Wire-stripping pliers. Lifting bridge. Assorted drill bits: from 4 to 8 mm. Gas or foam leak detector. Scanner/instrumentation for diagnosing the vehicles original ignition and fuel system or oscilloscope. LANDIRENZO OMEGAS interface software. Portable electric or pneumatic drill.
The above-mentioned equipment must be adequately maintained and, when necessary, calibrated following the manufacturers specifications and timing.
ASSORTED WORKSHOP MATERIALS
Grease Shrink-wrap sheathing Radiator coolant liquid Adhesive tape Sealant for threads
BEFORE STARTING THE INSTALLATION
Carry out the following checks on the engine: Air filter Using the oscilloscope, check that the status of the cables, spark plugs and coils conform to OEM specifications. The suction and exhaust valves, even if mechanical, must have the play specified by the OEM. The catalytic converter must be in good operating condition. The Lambda probe must be in good condition. Carry out a self-diagnosis of the vehicle. Carry out any adjustments and/or modifications required by the above-indicated diagnostic procedures and, if necessary, replace the defective components. 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.
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. Attach the components directly to the bodywork of the vehicle or, indirectly, using the supports provided in the kit. Do not fix elements in the area of the passenger compartment ventilation system; also make sure that the component is not installed near the air intake of the passenger compartment ventilation system. Do not fix the component less than 150 mm from the exhaust system or from the silencers. If this is not possible, it will be necessary to install a guard made of metal or equivalent material, with a thickness not less than 1 mm. Even in this case, do not install the component at a distance of less than 75 mm from the exhaust system. Make sure not to create folds or tight curves in the connecting tubes.
Closing and opening the CLIC-R clamps on the gas tubes
The fittings, tubes and clamps used are in strict correlation for the purpose of guaranteeing a leak-free connection. Special clamps are used on the gas tubes; pliers should be used to attach and remove them.
Manual pliers with side grips
Cut and open the clamp
The following instructions must be observed for the installation of the reducer: Fix the reducer so as to make adjustment and maintenance easy. Attach the reducer/atomizer to the body of the vehicle, DO NOT under any circumstances attach it to the engine or other components in their turn attached to the engine. Position the water circulation tubes as shown in figure. The fittings on the pressure reducer can be rotated to create the most convenient positions for the water tubes. Using the clamps, make sure the heating tubes are connected to the water connections of the reducer as shown in figure. The other end of the water tube must be connected in parallel with the tubes of the vehicle heating system, by means of T junctions. Take care not to create kinks or tight curves when connecting the tubes. Good heating is necessary so that the LPG will evaporate.
Fig. 20 Fix the reducer below the level of the radiator so as to avoid the accumulation of air bubbles in the cooling system. Thoroughly clean the LPG tank and tubing before assembling in order to avoid the accumulation of dirt inside the reducer. When assembly is complete, start the engine and allow it to reach normal operating temperature, making sure that there are no water leaks and the reducer heats up quickly. Every time the cooling system is drained, it will be necessary to reset the level of the cooling system based on the OEMs specifications, making sure to eliminate any air pockets that could prevent the coolant liquid from circulating inside the reducer.
Follow the procedures for installing the filter unit, as shown below: Place the filter unit as close as possible to the injector rail and not too far from the reducer. The maximum length of the tube between reducer and filter is 70 cm, while that between the filter unit and injector rail is 25 cm. Avoid the gas tubes passing close to thermal conduction points, in order to protect them and not heat the gas. Fit the gas tubes as shown in the figure. The 14-mm tube A on the input coming from the reducer and the 14 mm tube B on the output that brings the gas to the rail.
Follow the procedures for installing the injector rail, as shown below: The injector rail has two threaded M6 holes for fitting the unit using the support provided in the kit. It will be necessary to place the tubes with the 6-mm interior on the injector output to connect the injector with the nozzle placed on the suction manifold. There is a tight correlation between the location of the injector rail and the nozzles. Place the injector rail close to the suction manifold in such a way that the connection tubes can be as short as possible and so that the nozzles can easily be connected without kinks. 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. In interrupting the petrol (in the event that the universal cable is used) pay attention to the directionality of the wire connections.
Blue-blue/black Red-red/black Green-green/black Yellow-yellow/black
Yellow-yellow/black Green-green/black Red-red/black Blue-blue/black
The correct installation of the nozzles is crucial for the good operation of the engine. These must be installed exclusively with the prior removal of the manifold. Dismantle the suction manifold taking care not to damage the gasket. Carefully note the connections and assembly of all the components installed on the manifold. Following the instructions provided on the vehicle cards, make the holes for installing the nozzles on the manifold. In the event that no vehicle card is available to define the positions of the nozzles, place them as close as possible to the petrol injector. Mark the points to be drilled. Before making the holes, punch the exact points where the holes will be made.
Fig. 23 Apply grease to the point of the drill bit so as to avoid spreading swarf, then drill using a 7-mm bit if the suction manifold is made of aluminum alloy. In the event that the suction manifold is plastic, use a 6.8 mm bit. During drilling, it is important to keep the drill in a perpendicular position with respect to the surface to be drilled. Tap a thread with a male M8x1. Carefully clean the suction manifold and remove all the drilling swarf. Take care not to damage the threads in tightening the fittings. If fitting to a plastic collector, place a 1.mm aluminium washer between the nozzle and the collector Use a drop of brake thread sealant in the coupling to improve the grip. Reassemble the suction manifold and use new manifold gaskets, if necessary. Reassemble all the components previously removed during the course of the dismantling operation.
CONNECTION TUBES 4.8.1 Engine system with IG 1 reduction unit
Below is a general layout of tubes used in this system.
F E D M C I H A L B
Legend: A. Pressure regulator B. Filter unit C. Injector Rail D. Nozzles E. MAP fitting F. Suction manifold G. Gas inlet H. Gas tube I. Gas tube L. Gas tube M. MAP tube N. Radiator heating tubes
Technical specifications: Water tube G: Gas tube H: Gas tube I: Gas tube L: Compensation tube M: LPG gas tube type approval N:
inside 15, outside 23 inside 14, outside 22 inside 14, outside 22 inside 6, outside 13 inside 5, outside 10 E4 67R-010128
4.8.2 Engine system with LI 02 reduction unit
Below we show the general layout of tubes used in this system
F E D M C I H L B
Legend: A. Pressure regulator B. Filter unit C. Injector rail D. Nozzles E. MAP fitting F. Suction manifold G. Gas inlet H. Gas tube I. Gas tube L. Gas tube M. MAP tube N. Radiator heating tubes Fig. 25 Technical specifications: Water tube G: Gas tube H: Gas tube I: Gas tube L: Compensation tube M: LPG gas tube type approval N:
inside 15, outside 23 inside 14, outside 22 inside 14, outside 22 inside 6, outside 13 inside 5, outside 10 E13 67R-010128
Install the ECU in the engine or passenger compartment in the position shown on the relevant car sheet. In the event that no car sheet is available, attach the control unit directly to the body of the vehicle in a vertical position or rotated 90, as shown in the figure. Position the ECU far away from heat sources, such as the exhaust manifold, radiator, etc., and protect it from water infiltration. Place the ECU so as to allow easy access for connecting and disconnecting the connector of pre-assembled Wiring harness loom A. Connect the cable connector by pressing it on the ECU and with locking lever B completely pulled out.
Legend: A. Connector B. Locking lever Lock the connector to the ECU by pressing lever B inwards.
Install the commutator on the dashboard in the passenger compartment in a position that is visible and accessible to the driver. Make a 12 hole. Connect the cable coming from the gas ECU control unit to the back of the commutator. Attach the commutator using the 12 bi-adhesive provided.
The electrical connections must: Follow the layout in the installation manual or car sheets. Be kept well away from heat sources such as exhaust manifolds, radiator, etc. Follow the path of the original vehicle cables and, if necessary, secure the LANDIRENZO OMEGAS Wiring harness with clamps to protect the system from accidental tearing during engine operation. Be kept far away from moving parts such as fans, belts, etc. The connectors and cables must be kept far away from high voltage wires such as spark plug leads. Solder each connection and seal it with heat-shrink sheathing. To find the +12 V battery signal for LANDIRENZO OMEGAS, see the diagram in the Vehicle Installation/Conversion Manual. Connect the earth cables to a reliable socket such as the negative battery pole or the vehicles original earth.
4.11.1 Engine system aspirated with IG1 reduction unit
viola purple grigio gray
Fusibile 15 A max fuse 15A max
Connettore tester programmazione Tester programmer connectors
nero (massa) black (ground) nero (massa) black (ground)
rosso-nero (+12 batteria) red/black (+12 battery)
connettore commutatore switch connector
blu nero blue black
blu / bianco blue / white A 4cilindro / 4th cylinder verde green bianco white nero black Marrone (antenna) Brown (antenna) arancio orange nero / bianco black / white
blu blue nero black
Segnale giri RPM signal
Sensore livello carburante Fuel level sensor
Rosso/giallo (MAP) Red/yellow (MAP) A B C D
A1 A2 A3
B1 sensore MAP B2 open circuitmacchina originale B2 circuito aperto
B1 original vehicle MAP sensor
A B C D
A1 sensore temperatura A1 water temperature sensor
A2 original vehicle temperature A2 sensore temperatura sensor
4cilindro / 4th cylinder
A3 open circuitaperto A3 circuito
4.11.2 Engine system aspirated with LI 02 reduction unit
injector exclusion harness
B1 sensore MAP
B2 open circuit macchina originale
B2 circuito aperto
A1water temperature sensor A1 sensore temperatura acqua A2 sensore temperatura A2 original vehicle temperature sensor originale macchina A3 circuito aperto A3 open circuit
Before installing the device check that the vehicle functions correctly using petrol and/or that no errors are stored in the petrol injection control unit, and make any repairs necessary. The operating pressure of the reduction unit second stage displayed on the PC with the vehicle operating using gas at idle: 0.95 bar (LPG), 2 bars (CNG) 3% normally aspirated engines 1.45/1.5 bar (LPG), 3.5 bar (CNG) turbo engines. The system changes back to petrol every time the pressure falls more than 0.5 bars below the operating pressure. DIAGNOSIS stores a series of errors that is kept in the memory until deleted manually. All options should be left enabled. Connection to the Lambda sensor is optional, but where possible should also be carried out. The gas injector supply voltage is vital for the device to function correctly. This value can be read in the Display window F2. The optimal range is: 8 - 16 Volts The engine changes back to petrol when the gas is finished if the switch indicates reserve and the pressure falls below a preset threshold; changing back for any other reason stores an error in diagnosis (diagnostics section). (*) NOTE Where 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 advance In addition, if the petrol control unit saves any errors, the error code and the condition in which the error occurred should be written down.
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. 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. 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.
File not found in archive.
The control unit is not compatible with the file sought.
Control unit programming stops at a particular percentage value.
Internet Explorer 5.5 or higher is not installed on your PC.
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. 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.
Control unit program does not start; nothing seems to be working.
The LR Omegas control unit is in standby.
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. 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.
Press NO, exit configuration and set the parameters manually.
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.
The number of RPM at idle is too high or too low.
Air is infiltrating the compensation circuit. The vehicle idle on petrol is not properly regulated. 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. The length of the injector-nozzle rail tubes is not correct. The injector rail-nozzle tubes are twisted.
Replace the damaged tube. Regulate the vehicle idle on petrol. 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.
With the air conditioning on the idle periodically becomes unstable for a few seconds.
Replace the injector-nozzle rail tubes.
Idle is rough (the engine stutters) but the lambda sensor works.
One of the injector nozzles has a different diameter to the other ones. The VAE is supplying air frontally to one of the single cylinder tubes, and therefore a higher quantity of air is supplied at idle. The Lambda sensor signal is weak or incorrect. The control driver of one of the injectors is not working.
Replace the wrong nozzle with the right one. Review the installation following the instructions supplied in the vehicle sheet. Check functioning on petrol and replace the sensor if defective. Replace the OMEGAS control unit. Review the injector rail wiring and injector exclusion wiring. Install appropriate nozzles or recalibrate.
Carburation is so rich or lean that the engine will not run at idle speed.
The injector exclusion wiring has been connected incorrectly. Nozzles of non-standard diameter have been fitted and re-calibration has not been performed.
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.
The exhaust gas analyser indicates rich or lean carburation with the engine at idle.
Replace the OMEGAS control unit. 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.
ACCELERATION SLIGHTLY FROM IDLE
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. The Lambda sensor occasionally stops working and the system adjusts the richness or leanness of petrol carburation more than necessary before entering recovery. The K coefficients in the transition area are too high and carburation is too rich.
The engine stalls or tends to stall.
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
The injector exclusion wiring has been connected incorrectly DIAGNOSIS has intervened. The No. of RPMs for change threshold has been set too high. The engine does not changeover to gas The control unit does not read the engine RPMs.
Check connections. If this is the case, check the cause of the problem, remove it (if possible) and then zero the errors in the DIAGNOSIS page. Check the value set in the program and reset to an acceptable value. Check the connections of the Brown wire. Program the type of RPM signal parameter as Weak. If the engine RPMs still cannot be read install a RPM amplifier. Change the programming until the actual engine RPMs correspond to the reading on the program. Check in functioning diagnosis for any acquired errors, replace the injector of control unit if defective. Replace the Omegas unit. Check the electrical connections; if correct, replace the temperature sensor. Increase the Water temperature for change value. Check Diagnosis for any acquired errors, then repair the electrical connections or replace the defective solenoid valve as appropriate. Change the Overlap time parameter. Repeat the calibration procedure. Check in functioning diagnosis for any acquired errors, replace the injectors rail if defective. Check the pressure reducer, the efficiency of the gas filter, and for any blockages in the high/low pressure circuit. The filter is clogged.
The engine RPMs signal is too weak.
The Type of ignition parameter has not been programmed correctly. The injectors do not open. The Omegas control unit is defective. The engine water temperature value cannot be read. 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. The solenoid valves on the tank and/or reduction unit do not open.
Check the Overlap time in F1. The engine carburation is too lean or too rich. One or more injectors is not functioning correctly. The pressure falls rapidly.
The engine changes to gas and stalls.
The pressure is low. The engine changes back to petrol. The gas pressure cannot be read. The gas injection times are too high and longer than the period between two petrol injections.
Adjust the pressure. Check the electrical connection and the efficiency of the pressure sensor. Call a Landi Renzo Technician.
RETURNING TO IDLE
The vehicle loses power because carburation is lean
The vehicle loses power because carburation is rich.
The K coefficient of the cells in the power zone of the map is too high. The reduction unit temperature falls to values that are too low, and as a result the OMEGAS control unit acquires the error in diagnosis.
The gas injection time is longer than the engine revolution period. After a certain period of functioning at full power the engine changes to petrol. The pressure falls more than 0.5 bars below the operating pressure. The signal detected by the Brown wire is too weak, and therefore the engine RPMs cannot be read at high regimes (note that the changeover switch cuts out and the engine has to be turned off and on again to return to gas). During sharp acceleration in low gears, the car jerks violently when the RPMs are high. Fuel consumptions differ considerably from the estimated average consumption for the type of vehicle. The engine over-RPM is triggered and the vehicle changes to petrol. The Lambda sensor stops working and does not supply actual values. Some zones of the map are too rich.
Change how the Brown wire (antenna) is connected, or install a signal amplifier.
Drive at a lower RPMs regime. Change the car to petrol and check that the sensor starts to work correctly again. If it doesnt, replace it. Correct the map zones, decreasing the values of the K coefficient in the cells involved (see NOTE at start of chapter).
FLAT OUT AT MEDIUM-HIGH REGIMES
The carburation map is not correct.
Recalibrate the vehicle. Connect the various zones of the main map better, maintaining control of the slow/fast correctors (see NOTE at start of chapter) or recalibrate the carburation map F4. Review the installation, moving the rail injectors so as to reduce the length of the tubes and if necessary move the nozzles closer to the intake valves. Check that there is a suitable advance variator for the vehicle.
The high part of the main map presents discontinuities.
Delay before acceleration starts after pressing the pedal.
The distance between the injector rail and the points the gas is injected into the manifold is too great. The motor is not phased correctly to function with the alternative fuel. The engine performs many extra injections and they are not replicated correctly when using gas (the red point that oscillates repeatedly between the actual injection time and 0 can be displayed in the map).
Contact Landi Renzo Technical Assistance.
HIGH TORQUE LOW RPM OPERATION
When moving this way the petrol control unit implements special strategies to manage ignition advances, with unfavourable effects on gas usage.
Check the programming of the OMEGAS control unit and proceed to recalibration the carburation map F4. If methane, check whether an advance variator can be installed. Check that the programming of the advance variator is not too high, or is regulated so as to be off during the RPM regime in which the problem occurs.
At low regimes the vehicle stutters and jerks. The advance variator changes the original advance too much.
The fuse on the red-Black wire is burnt out. The control unit is not programmed. Incorrect wiring installation. Petrol injectors excluded. The OMEGAS control unit wiring connector is rusty. The changeover switch cable is damaged. The changeover switch is not working.
Replace the fuse with one of the same type. Program the control unit. Fit suitable wiring. Replace the connector or clean with suitable products. Repair or replace the cable Replace the changeover switch. Replace the Omegas unit.
The changeover switch does not light up.
Long start up time.
Gas is mixing with the petrol.
An injector emulator has to be installed on some vehicle models. Contact Landi Renzo Technical Assistance. Check the file that is loaded and if incorrect reprogram the OMEGAS control unit. Check the injector(s) and replace if necessary. Check the system. Check the seals on the installation and the operating pressure of the reduction unit (see NOTE at start of chapter). Check the operating pressure (see NOTE at start of chapter), and service or replace the reduction unit if necessary. Check the operating pressure (see NOTE at start of chapter), and service or replace the reduction unit if necessary. Replace the OMEGAS unit. An injector emulator has to be installed on some vehicle models. Contact Landi Renzo Technical Assistance. Modify the carburation map using a diagnostic tester (see NOTE at start of chapter). Review the installation. Replace the control unit. Check the connection to the battery, the continuity of the red/Black wire, and the state of the fuse holder on the wire itself. Remove the supply fuse, replace within 4 and press the Program box.
H01 H02 H03 H04
C01 C02 C03 C04
Acceleration flat out from idle: What happens when the driver starts with sudden pressure on the accelerator pedal (page 38). What happens when the driver starts with gentle pressure on the accelerator pedal (page 38).
Acceleration slightly from idle:
Cylinder: Part of the engine inside which combustion occurs, and where the piston slides (page 9).
ECU: Electronic Control Unit: The electronic unit that manages the engine injection system (page 18). Functioning of the engine on while the vehicle is stopped, without the accelerator pedal being pressed (page 37). Number of engine revolutions per minute (page 18). Conduit to collect the burnt engine gases (page 9).
Engine RPM: Exhaust manifold:
Fast corrector: Filter unit: Firmware: Flash memory: Full open throttle engine operation: Parameter of the fast adaptivity of the petrol (page 35). Device to trap impurities present in the fuel (page 14). Control unit programme (page 43). Microcontroller programme memory (page 18). Functioning of the engine at a high RPM and with a high load (above starting torque RPM and with the accelerator depressed) (page. 41).
Gas injectors: Gas refuelling socket: Gas solenoid valve: Gas tank: Device that injects fuel gas into the intake manifold (page 5). Device through which the gas bottle is refilled (page 9). Device to cut off gas flow, controlled by the gas ECU (page 11). Recipient of variable shape and size to contain specific gas as reserve (page 9).
Hardware key: Hardware protection device that allows particular software to be used (page 44).
Ignition advance: This is the number of degrees by which ignition of the fuel in the combustion chamber, when using alternative fuels their detonating power is slower than that of petrol (page 35). Device to route the flow of fuel to the injectors (page 28). Signals incoming to the control unit needed for the operation of the programme (page 7). Conduit to collect and distribute fluids from the throttle body to the engine entrance (page 9).
Injector rail: Input signals:
K coefficient: This is the value read in the cells of the general map (F1 F7 K entry) and is the ratio of the petrol injection time and the gas injection time, where the value 128 corresponds to the same injection time for the two fuels (page 37-38).
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