TECHNOCARB SEQUENTIALINJECTION LPG&CNGCALIBRATIONANDCONFIGURATIONMANUAL VERSION1.

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ESIP - Sequential LPG - CNG Vapor Injection System. Calibration and Configuration Manual

1.Generalinformation
Technocarb ESIP Sequential LPG - CNG Injection Systems are designed for vehicles equipped with electronic combustion emission control and diagnostics systems (OBDII or EOBD), with a catalytic converter and oxygen sensors. Technocarb ESIP complies with international emission standards. Technocarb ESIP systems can be installed on engines with multi-point fuel injection, sequential injection, semi-sequential or single point injection. Technocarb ESIP is also compatible with standard turbo charged engines; however vehicles with high level supercharging may experience problems running with LPG CNG. Please check with Technocarb in these cases. Please indicate vehicle make, model and year, as some makes will require a special ECU configuration. Technocarb ESIP sequential injection ECU controller may not work properly with engines having a duty-cycle (RENIX type) injector controller with 3 ohms or less PETROL injector coil resistance.

2.Verificationofinjectorwiringinstallation.
After assembling your Technocarb ESIP system, verify each injector connection is correctly made. It is CRITICAL that each connection of the ESIP harness is made to the correct negative wire (-) end of each cut petrol injector. If the injectors are connected incorrectly, Technocarb ESIP ECU will not work properly or the calibration process will be erratic and incorrect. Identify the (-) negative polarity wire on each PETROL Injector for each cylinder. Cut the wire and solder each end according to the installation schematics. The general rule is that the colored and black stripped wire will be soldered to the PETROL injector end coming from the PETROL ECU and the plain color wire will be soldered to the PETROL injector end wire coming from the PETROL injector. The fourth column on the table indicates the color of the corresponding wire on the LPG - CNG harness connector that plugs into each LPG - CNG injector rail.

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(Image 1)
4 Cylinder Engines Cylinder Solder to wire coming from Solder to wire coming PETROL ECU End from PETROL Injector End 1 Grey-black Grey 2 Yellow-black Yellow 3 Violet-black Violet 4 Blue-black Blue LPG - CNG Injector Connector Grey Yellow Violet Blue

6 Cylinder Engines Cylinder Solder to wire coming from Solder to wire coming PETROL ECU End from PETROL Injector End 1 Grey-black Grey 2 Yellow-black Yellow 3 Violet-black Violet 4 Blue-black Blue 5 Green-black Green 6 Red-black Red 8 Cylinder Engines Cylinder Solder to wire coming from Solder to wire coming PETROL ECU End from PETROL Injector End 1 Grey-black Grey 2 Yellow-black Yellow 3 Violet-black Violet 4 Blue-black Blue 5 Green-black Green 6 Red-black Red 7 Brown-black Brown 8 Pink-black Pink

LPG - CNG injector

Grey Yellow Violet Blue Green Red

LPG - CNG injector

Grey Yellow Violet Blue Green Red Brown Pink

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3.NozzleBoreSelection.

(Image 2)
Preliminary nozzle size is determined according to the following table: Engine Horse Power per Cylinder [HP/Cylinder] 12-17 HP 18-24 HP 25-32 HP 33-40 HP >40 HP Nozzle Bore 1.8mm 2.1mm 2.4mm 2.7mm >3.0mm The calibration software will indicate the status of the nozzle size after the autocalibration process has been concluded. Installation program 1.45 and newer will suggest the appropriate injector nozzle size even if the PC it is not connected to the LPG - CNG controller. See Image 2A

CC2

(Image 2a) Injector nozzles suggestion Note: On 4 cylinder engines, start with 2.0 mm nozzles and verify the MULT parameter after the auto calibration. Obtaining an optimal MULT value is one of the most important steps in the calibration process.

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Injector nozzle size is conveniently stamped.

4.BasicandAdvancedConfigurationData.

(Image 3)

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(Image 3a)

(Image 3b)

(Image 3c)

(Image 3d)

(Image 3e)

(Image 3f)

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(Image 3g)

(Image 3h)

(Image 3i)

Useatleast35Castemperatureforswitchingtogasoncolderweather (Image 3j) LPG CNG Calibration and Configuration Manual Ve. 1.45 Page 7

Advanced Configuration Data.

(Image 4) Fill in the basic configuration data according to suggested values on images 3 and 4 and according to the actual value of number of cylinders and the kind of signal used to capture the RPM source. Write Configuration Data Complete the basic configuration saving configuration data into the LPG - CNG ECU by pressing the button Write Configuration. It has to be done every time you change the data. Note: Write configuration only stores configuration data. At this time is good idea to save a file that you may retrieve in case you have to clear controllers memory and restore factory default. Initially use a file that suggests that it contains the basic configuration data only. For instance (Ford 5.4L 3V ConfigDataOnly) Use the FILE menu command to save or to retrieve the file.

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Write Default Configuration. (Factory Default) Use the menu command on the image To delete every data stored in the controller, Clean controller memory and restore factory default.

Oxygen sensor signal connection.

Installing the oxygen sensor signal is optional but recommended as it gives a visual verification of the calibration. Select the type of the physical signal between 0-1 Volt or 0-5 Volt. (Note. Dont cut or interrupt the oxygen signal wire of the vehicle, just splice to it the violet wire from the LPG - CNG harness. Continue the basic configuration by adjusting the OFFSET value according to the type of LPG - CNG injector rail installed in the system. Open the Calibration (F4) and Modeling (F9) window and set OFFSET value to 2,0, which corresponds to Rail, Valtek LPG - CNG injector rail included with Technocarb ESIP system. Refer to (Image 5) Note: Some data gathered by the software has a direct effect in the calculation while other information is used for future reference or informative purpose only. Refer to mark (*) on images 3 and 4 in this manual.

(Image 5)

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5.VerificationofElectronicSignalsandReadings
The aim of this process is to verify that the software reads each signal properly. Connect the computer to the LPG - CNG ECU using the cable interface supplied with the calibration kit. Open the calibration software Technocarb ESIP Start the vehicle and verify that the program has established communication with the LPG - CNG ECU

(Image 6) After the communication between the LPG - CNG ECU and the personal computer has been established, with the engine running, open the window Reading (F2). 5.1. RPM Signal Verification. Verify and compare the reading of the RPM with the tachometer reading on the vehicle if so equipped. Erroneous reading could be due to either soldering the brown wire of the harness to the wrong wire from the engine or by entering the wrong information in the Basic Configuration program [(F4) + (F11) window] (See image 3). 5.2. LPG - CNG Pressure Verification. Switch the operation of the engine to LPG CNG using either the Fuel Selector switch located on the dashboard or mouse clicking over G on the selector switch image on the screen. (See Image 7)

(Image 7)

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The value of the pressure reading while the engine is at idle should be close to 1.8 Bar on CNG and at least 1.0 Bar on LPG. However, LPG requires higher pressures according to engine power. Check with Technocarb or use the following approximate suggestion chart. Suggested LPG Reduced Pressure at Idle.
Power 120 HP 140 HP 170 HP 200 HP 240 HP Reduced Pressure 1.0 Bar 1.0 Bar 1.10 Bar 1.15 Bar 1.25 Bar Power 270 HP 300 HP 340 HP 380 HP 400 HP Reduced Pressure 1.30 Bar 1.40 Bar 1.45 Bar 1.50 Bar 1.60 Bar

5.2.a. LPG - CNG Pressure Verification A good method to verify the most suitable LPG CNG reduced pressure and Nozzles sizes is by comparing the Petrol fuel pulse readings at idle with the engine running on petrol and then with the engine running on LPG CNG This procedure will guarantee a good calibration. You may use the following chart as a guide for comparison.
RPM Idle Idle Idle Idle LPG - CNG Pulses Running On Petrol 2.8 2.8 2.8 2.8 LPG - CNG Pulses Running On LPG - CNG 3.5 2.2 2.5 2.8

Case #1 Case #2 Case #3 Case #4

The idea is to achieve the closest possible petrol pulses on both fuels. #1 Higher Petrol Pulses on LPG CNG indicates Low Pressure or Small Nozzles #2 Lower Petrol Pulses on LPG CNG indicates High Pressure or Big Nozzles #3 Closer Petrol Pulses on Petrol and on LPG CNG = Appropriated #4 Equal Petrol Pulses on Petrol and on LPG CNG = Ideal 5.3. LPG - CNG Vaporizer and Injector Rail Temperature Verification. Vaporizer Temperature should read a value near to the temperature of the engine coolant while the temperature of the LPG - CNG indicated in the program window as GAS TEMP. [C] Must be lower. The parameter Temperature for switching to gas in the configuration window refers to the minimum temperature of the coolant in the LPG - CNG regulator which is expected to be over 25 C to ensure that the LPG - CNG is appropriately vaporized. Note: If you are using an old style pressure sensor CC1, the calibration software will display vacuum pressure reading only during the Mapping procedure when the additional map sensor is installed Pressure sensor CC2 will display vacuum pressure permanently. See Section 8.

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5.4. DIAGNOSTIC. Diagnostic (F6) module, will show you any injector wiring installation or other problems at this stage of the installation process and will find any functional trouble in the ESIP conversion system when the calibration process has been completed or at any time that the vehicle might return to the shop for diagnostics.

(Image 8) Advanced Diagnostics See image 21, Section 11 for complete information.

5.5 Oxygen sensor signal verification.

Open Window (F2 Reading) and verify the oxygen sensor voltage and the position of the horizontal bar. The horizontal bar should be located in an intermediate position between LEAN and RICH.

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6.AutoCalibrationProcess.
Auto Calibration in Technocarb ESIP system, is only the first part of the overall calibration process which will be complete only after the LPG - CNG ECU controller has gathered engine mapping on both Petrol and LPG - CNG while driving the vehicle at different engine loads. The Auto-Calibration is aimed at tuning up the IDLE stage only, and to verify and suggest the ideal LPG - CNG nozzle bore diameter in relation to reduced pressure. Even if after the autocalibration the engine seems to be performing on LPG CNG as good or as better than on Petrol, it is mandatory to perform the second calibration stage (MAPPING) to achieve fuel consumption and emission efficiency and to avoid possible check engine lights being sent to the dashboard.

STARTING AUTOCALIBRATION Set MULT = 0 and OFFSET = 2 (See Image 5) Open the Calibration (F4) + Autocalibration (F8) window. Run the engine on Petrol. Pulse the START button as indicated on the (image 9) and accelerate and keep the engine to 2200 rpm and click on START on the screen. IN PROGRESS message will show up on the screen. The controller will switch the engine from Petrol to LPG - CNG back and forth and could rev. the engine momentarily. This process could last for 2 to 3 minutes. When the auto calibration has concluded, open the window (Calibration F4) (Modeling F9) and WRITE the configuration to the controller by clicking on the bottom right button. Then verify the LPG - CNG Nozzles bore as indicated in section 7.

(Image 9)

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Whattodoiftheautocalibrationdoesntstart?
IF THE WIRING AND INSTALLATION ARE CORRECT, THE NOZZLES ARE MORE OR LESS IN RANGE AND THE LPG - CNG VAPORIZER IS DELIVERING 1 BAR, T HE ENGINE SHOULD RUN ON LPG - CNG EVEN BEFORE THE AUTOCALIBRATION PROCESS. Make sure that the communication between the LPG - CNG ECU and the personal computer has been established. (Image 6) Running the engine on petrol, change it over to LPG - CNG. If the engine dies immediately after switching to LPG - CNG or has very obvious failure, do the following verifications. Verify every Petrol and LPG - CNG injector wiring according to the schematics. Verify that every LPG - CNG line connecting the injector output to the nozzle in the plenum corresponds to the correct cylinder number according to the electrical wiring schematics. Verify electronic signals and readings as instructed on section 5. Verify appropriate injector nozzle as instructed on section 3. Verify that the LPG - CNG pressure on Idle is at least 1 bar on idle. (This verification is possible only if the engine runs on LPG - CNG at least for a few seconds) Verify that Liquefied Propane is reaching the inlet of the vaporizer. Verify that the lock off valve opens when it is energized with 12 VDC. Verify all configuration data in the F3 window according to suggested values. If after all previous verifications have been conducted and the autocalibration process breaks continually, run the autocalibration at higher or lower RPM. Set the MULT = 0 and OFFSET = 2 every time before starting the autocalibration. In an extreme situation where the autocalibration cant be completed, manually adjust the MULT value to make the LPG - CNG injector pulses similar to the PETROL injector pulses. It should always be possible to run the autocalibration if the installation and LPG - CNG pressure system is correct, if you cannot complete this process contact Technocarb.

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7.MULTParameterLPGCNGInjectorNozzlesSizeVerification.
At the end of the autocalibration process the program will show new values of MULT parameter as well as a message that qualify the status of the LPG - CNG nozzle bore.

Too Small Too Big In Range Optimal.

Proceed to adjust the injector nozzle bore and or LPG - CNG pressure and run the autocalibration process again until In Range or Optimal injector nozzle bore has been achieved. The suggested nozzle bore is calculated based on a pressure of 1 Bar at idle. On high power engines like 340 HP the reduced pressure may be adjusted up to 1.5 BAR on idle to ensure flow demand on high acceleration and avoid the pressure going lower than 0,5 Bar

(Image 10)

(Image 11) It's useful to have a drill bit set from 1.8 mm to 3.5 mm (step by 0.1mm) to adjust the diameter of the nozzles.

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CAUTION! Always remove nozzles from the injector block before drilling, and ensure they have been thoroughly cleaned before re installation. Small engines (below 1.2 Liters) will require nozzle bores smaller than 1.8 mm. If 1.8mm is not available, it will be necessary to fill the existing hole with bronze solder and then redrilling the hole to the correct orifice size. (1.5mm for instance)

DO NOT CONTINUE WITH THE CALIBRATION PROCESS IF THE AUTOCALIBRATION HAS NOT PRODUCED A MULT PARAMETER AT LEAST BETWEEN -15 TO +15. TRY TO ACHIEVE -5% TO +5%

8.CollectingtheMap(Mappingprocedure)
If you are installing a pressure sensor type CC2 like the one shown in the picture, go directly to point 8b.

Pressure sensor Type: CC2

8.a.) Install the additional Map sensor. (This step is required only if installing pressure sensor type CC1) Before you can start the MAPPING procedure, install the additional map sensor supplied with the calibration kit, using the Tee harness and in the Image 12 below.

8.b.) Start Mapping Procedure Select the RPM range to perform the drive test according the type of vehicle and route. 1500 RPM range will fit automatic vehicle in city traffic, then follow steps from 1 to 4 according to the image 13 below.

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(Image 13) Step 1a, 1b. Clearing Previous Map from the LPG - CNG ECU Memory. Having established communication between LPG - CNG ECU and the personal computer, clear any stored mapping data from the LPG - CNG ECU memory before starting the procedure. In case you have to repeat the procedure, you will probably only need to repeat the LPG - CNG mapping only, in this case just clear LPG - CNG map as indicated in step 1b. If you accidentally cleared both Petrol and LPG - CNG map, you will need to collect points and mapping for both fuels again. Step 2. Running the Mapping Procedure. Having established communication between LPG - CNG ECU and the personal computer, and with the vehicle running on PETROL, start the procedure by pressing the Read Map button. Take the vehicle for a short drive `(5 to 10 minutes) trying to drive at least 1 minute at the specified RPM. For Example 1500 RPM if it was selected in the configuration window (See Image 13). Drive 1 minute at specified RPM on 1-2-3-4-5 or D-3-2-1 if automatic transmission. Allow the software to collect enough RED PETROL points for High, Medium and Low load, then change the operation manually to LPG - CNG and repeat the process until the software has collected enough GREEN LPG - CNG points for each of the three loads as displayed on image 15.

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(Image 14)

(Image 15) The mapping process should continue until the program has collected enough points on both Petrol and LPG - CNG. (15 points is good number) You may shift from Petrol to LPG - CNG or LPG - CNG to Petrol during the process. (Its advisable to drive the same route on both fuels). If you have to repeat the mapping process for LPG - CNG only, press the clear LPG CNG map button before pressing Read Map button but do not press Clear Petrol Map button otherwise you will have to collect the PETROL points again.

NOTE: YOU MUST CLEAR ANY PREVIOUS MAPPING DATA BEFORE STARTING A NEW MAPPING PROCEDURE BY USING C LEAR PETROL OR LPG - CNG BUTTONS.

It is very important to collect points on each load, High, Medium and Low.

Step 3. Saving Mapping After you have collected both PETROL and LPG - CNG points, save the mapping to a file in your personal computer. The file is identified with the file extension .DMF Refers to Step 3 in (Image 13).

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Step 4. Recalculating Model. After you have saved the map file into the personal computer, press the button Recalculate Model as indicated on step 4 in (Image 13). This action will automatically open the Calibration (F4) Modeling (F9) window, then after few seconds the program will recalculate the points into a model generating a model graph which shows a diagonal red line and some green dots. See (image 16).

(Image 16) You must make the red line closely follow the trajectory of the green dots.

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9.ManualAdjustmentExample
Studying the Image 16 example, notice that the red line is not even with the green dots after the segment 6 and up on the horizontal axis. Adjust the trajectory of the red line by modifying the segments and enrichment as follows: Set the values of the Segments as: A=6, B=10, C=15, D=20 Set the values of the Enrichment as follows: For Segment A6 Enrichment = 0 For Segment B10 Enrichment = -20% For Segment C15 Enrichment = -20% For Segment D10 Enrichment = -20%

(Image 17) Following the manual adjustments, you must run the LPG - CNG mapping process and recalculate the model. Re-run the LPG - CNG MAPPING procedure. Do not clear the Petrol map. Follow the steps indicated on section 8, image 13 from step 1b. Omit step 1a. You will notice new LPG - CNG collected points following the trajectory of the PETROL points (see Image 17). After the new model has been recalculated, you should also notice the red line following the green dots on the graph (see Image 18)

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(Image 17)

(Image 18)
The adjustable values for each segment make reference to the values on the horizontal axis on the graph (Tb (ms)), which represents Petrol Pulse Time in milliseconds. This feature is useful (as shown in the previous example), to adjust the fuel mix by modifying the LPG - CNG injector pulse only over a certain portion (Low, Medium, High) of the engine load. It is also possible to make adjustments to the whole engine load from low to high, changing the values of the MULT and OFFSET parameters.

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MULT will produce proportional changes of the LPG - CNG pulse on the full engine load. OFFSET will produce fine linear changes of the LPG - CNG pulse on the full engine load. For a deeper understanding about how MULT and OFFSET parameters interact, let us explain the basic formula used in the program to calculate the LPG - CNG injector pulse Tg = [MULT x (Tb) ] + OFFSET Tg = LPG - CNG Injector Pulse Tb = Petrol Injector Pulse

Advanced Adjustments. ESIP system has an advanced calibration feature, which allows LPG - CNG pulse adjustment for one or several specific cylinders.

(Image 17A) This feature will prove very convenient when calibrating engines where the Petrol pulses are not balanced or equalized due to a particular situation or design of the engine. Using the diagnostic module of the ESIP feature or an external advanced OBD-II scanner will indicate every cylinder trim indicating that using the advanced individual cylinder calibration is required. Otherwise disregard this function.

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10.SavingtheConfigurationFile.
After the configuration has been successful you may save the configuration file either to be used on identical vehicles and avoid the whole calibration process or for further reference on the same vehicle. Note that the configuration file must match the physical signals and features of the system. Changes or variations of the LPG - CNG pressure, injector nozzle bore, LPG - CNG injectors type, etc will require a new mapping process and making a different configuration file. To save or load the configuration file, use the File Menu command on the top left corners of the program. See Image 19.

(Image 19) LOADING CONFIGURATION FILE You can recover the configuration for use on the same or future vehicles, which have the same type of engine and configuration. In addition you could upload just the calculated model from the Load Model from File button at the Calibration module. (See image 20)

(Image 20)

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11.ADDITIONALFEATURES
Advanced Diagnostics

(Image 21) Lock & Unlock Use Lock and Unlock function to set up a password, which will protect access to the configuration file against accidental modification or uploading. To unprotect the LPG - CNG ECU you may use the Write default configuration / Reset command but it will restore the ECU to the factory setting, deleting any data and configurations previously stored.

(Image 22)

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12.FinalVerificationoftheCalibration,Emissions,FuelEconomy.
Scanner OBDII After the calibration is done, the use of an OBDII scanner is mandatory to verify the calibration by comparing LPG - CNG fuel trims and PETROL fuel trims, because the onboard OEM combustion controller wont always send a MIL to the dashboard to report an improper combustion condition. Both short and long term fuel trims must be compared and analyzed on both LPG - CNG and PETROL to detect conditions of very rich or very lean that may cause high emissions, high fuel consumption, and even damage to the combustion system or the engine. Use a comparison table as in the following example to tabulate the fuel trims.

Fuel Trim s
RPM Idle 1000 1500 2000 2500 3000 Petrol Short LPG Short DIF Petrol Long LPG Long DIF

No more than 6% variation should be expected on a good calibration For a more accurate comparison add a vacuum column to compare values at different engine loads.
The calibration software delivered with Technocarbs SvisKp universal sequential injection system is totally configurable and adjustable by the installer. The hardware and software is delivered without any previous calibration.

THE INSTALLER ASSUMES SOLE RESPONSIBILITY TO INSTALL AND CALIBRATE THE SYSTEM PROPERLY, TO ENSURE THAT THE VEHICLE IS DELIVERED TO THE CUSTOMER ACCORDING THEIR LOCAL REGULATIONS AND THAT THE LPG - CNG SYSTEM WONT CAUSE PROBLEMS FOR THE COMBUSTION SYSTEM OR THE ENGINE.

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13.CommonMistakesandCorrectiveActions
a. Installation In some vehicles you may encounter electromagnetic interference that could make the LPG - CNG ECU malfunction. To avoid this, ground the LPG - CNG ECU directly to the (-) Pole on the car battery as shown.

Mounting the control unit with a direct battery ground will remove the effect but not the cause. Replacing ignition high-tension components (wiring, spark plugs, etc.) will usually fix or reduce the problem. - After switching over to LPG - CNG the engine stalls, check the installation schematics in section 2 of this manual. Verify that the colored wires with black stripes are connected to the PETROL ECU end and the single (one) colored wire is connected to the PETROL injector cut end. - Do not route the wiring harness near ignition system, coils, spark plug wires, etc. - All electrical signals (PETROL injectors, rpm, etc) should be taken from PETROL ECU whenever possible. - Check that the fuel LPG - CNG reducer and injector hoses are clear of sharp bends or any flow restrictions. If the hoses from the gas injectors to the intake manifold are restricted, the engine will likely not develop full power. It is absolutely necessary to ensure that ignition system components such as spark plugs, high voltage wires and coils are in good condition to avoid LPG CNG ECU interference b. Autocalibration If the autocalibration process initiation fails, it will be necessary to perform the calibration manually by entering the LPG - CNG injector pulse identically to the PETROL injector pulse times. To enter pulse times, go to MULT and OFFSET data box on Calibration/Modeling tabs wrong values will cause the system to work incorrectly. c. Mapping procedure Sequential LPG - CNG injection system will perform well only after the MAP procedure has been correctly performed. If the gas control unit does not collect any data, check the connection of the calibration interface and pressure sensors. If the LPG - CNG ECU is not calibrated by using the Map procedure it can cause: Check engine (MIL) will be displayed on the dashboard. High consumption of gas (more than 20% in comparison to PETROL). Stumbling and hesitation during the change from Gas-PETROL-Gas. Cylinder misfire detected. LPG CNG Calibration and Configuration Manual Ve. 1.45 Page 26

 Engine not having full power. Engine misfiring and erratic operation at high revolutions (R.P.M.)

Replacing any component of the conversion system (reducer, nozzles, filters, injectors) or any manual modification to the parameters will require the mapping procedure to be performed again. d. Engine shaking injector pulses disappear from the configuration screen. Engines having very high PETROL injection pulse readings (more than 20ms at high R.P.M) will cause the PETROL injection pulse timing to disappear from the configuration program. PETROL injection pulses will disappear due to: PETROL injector pulses merge (The PETROL injectors are always open) Causes: LPG - CNG mixture is too lean LPG - CNG injector pulses merge (the gas injectors are always open error code is sent: Gas mixture too lean) Causes: Injector Nozzles are too small LPG - CNG Pressure is too low Wrong mapping model parameters e. Modification of input signals Because of changes on some new vehicles to comply with emissions regulations, you could get a 20000-25000 RPM reading while at idle. If this happens, it will be necessary to install an additional filter in the RPM signal by installing a resistor.

Examples: For FORD Windstar 2003, FORD Focus 2003 (American version) R1=R2=100 K ohm/0,5W; C1=33nF/250V For FORD Expedition 2002 5,4l V8 R1=15 K ohm/0,5W: R2=100 K ohm/0,5W: C1=33nF/250V

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f. General Good Practices F Installation. d For Elect trical Wire Connections C The b best wire con nnection me ethod is soldering.

Th best Insulation is shr he u rink tubing.

Elect tronic Devic Protectio ce on

Alway disconnect the (-) ter ys rminal of the battery befor working on the electric system. re cal

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14.ALWAYSSTARTONLPGCNG(OPTION)

Only use this feature after the engine has been completely calibrated in PETROL according to the instructions given in this manual.

After the installer checks the option Always start on gas the engine will always start on LPG - CNG or CNG because the LPG - CNG ECU will energize and open the LPG CNG lock off valve while cranking. This option will set the engine to an LPG - CNG almost dedicated system, it is called almost dedicated because petrol is required to set up the systems. After calibration on Petrol, the vehicle will permanently start and run on LPG - CNG. Please note: Minor future recalibrations may be performed to the system in dedicated mode but any major recalibration that demands Petrol Mapping, will require the original gasoline system running. The user wont be able to start the engine on Petrol unless the vehicle is returned to the installer to have the option Always start on gas removed permanently. Also removing the 10 Amp fuse from the system will turn off the LPG - CNG controller returning the system back to permanent operation on petrol. The almost dedicated LPG - CNG option is a beta version. We always recommend keeping the petrol system on the vehicle.

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