6.16 - sequent installers handbook

8/9/2019 6.16 - Sequent Installers Handbook

1/61

M.T.M. s.r.l.

Via La Morra, 1

12062 - Cherasco (Cn) - Italy

Tel. +39 0172 4860140

Fax +39 0172 593113

Regulation 115 handbook

LPG Sequent system

Part Ia - (Installer’s handbook)

90AV99001039of 10.20.2008

M.T.M. srlTECHNICAL MANAGER

Danilo CERATTO, Eng.

TECHNICAL OFFICERMr. Marco BORDONARO

E3#115R00-2426-05


2/61

INDEX

PART I - (I)

1. DESCRIPTION OF LPG SEQUENT SYSTEMS

2. WORKING PRINCIPLE OF LPG SEQUENT SYSTEMS

3. DESCRIPTION OF LPG SEQUENT SYSTEMS COMPONENTS

FRONT SIDE

3.1 GENIUS MB TH2O REDUCER (800-1200-1500 MBAR)3.2 “FJ1 HE” HIGH-EFFICIENCY FILTER3.3 “RAIL” WITH BRC INJECTOR3.4 GAS PRESSURE AND TEMPERATURE SENSOR (PTS)3.5 MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)3.6 GAS PRESSURE SENSOR (P1)3.7 “FLY SF” ECU3.8 PUSH-PUSH CHANGEOVER SWITCH WITH LEVEL GAUGE AND ACOUSTIC INDI-

CATOR (BUZZER)3.8.A PETROL MODE3.8.B GAS MODE3.8.C ERROR INDICATION (JUST WITH DIAGNOSTIC ENABLED)3.8.D FUEL INDICATION: LPG MODE

3.9 LEVEL SENSOR3.10 FUSES3.11 RELAY3.12 DIAGNOSTIC SOCKET3.13 SEQUENT SYSTEMS MAIN HARNESS

3.14 SEQUENT SYSTEMS INJECTORS EMULATION3.15 “ET98 NORMAL” WP LPG SOLENOID VALVE3.16 “ET98 SUPER”WP LPG SOLENOID VALVE3.17 SEQUENT SYSTEMS HARNESS

4. DESCRIPTION OF LPG SEQUENT SYSTEMS COMPONENTS

REAR SIDE

4.1 REFUELLING POINT4.2 LPG RING-SHAPED TANK4.3. MULTIVALVE

5. MECHANICAL INSTALLATION

5.1 GENIUS MB TH2O LPG REDUCER5.2 “FJ1 HE” HIGH-EFFICIENCY FILTER5.3 RAIL AND INJECTORS GROUP

2


3/61

5.3.1 BRC INJECTORS ASSEMBLY ON RAIL WITH GAS PRESSURE AND TEMPERATURE SENSOR5.3.2 INSTALLATION OF INJECTORS RAIL ON VEHICLE

5.4 MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)5.5 PIPES5.6 NOZZLES5.7 ECU5.8 PUSH-PUSH CHANGEOVER SWITCH5.9 SEQUENT SYSTEMS HARNESS

6. RULES FOR A RIGHT INSTALLATION OF LPG SEQUENT

SYSTEMS REAR SIDE

6.1 RING-SHAPED TANK ASSEMBLY RULES6.2 REFUELLING POINT ASSEMBLY RULES

7. CHECK PROCEDURES FOR A RIGHT INSTALLATION

8. START UP PROCEDURES (RANGE-VALUES)

9 SEQUENT SYSTEMS SOFTWARE INSTALLATION

10. COMPONENTS MAINTENANCE SCHEDULE

10.1 PRELIMINARY OPERATIONS10.1.1 SECURING THE EQUIPMENT

10.2 LPG COMPONENTS OVERHAULING AND/OR REPLACEMENT10.2.1 OVERHAULING AND / OR REPLACEMENT OF LPG SOLENOID VALVE FILTER GROUP

10.2.1.a Disassembly of LPG Solenoid Valve with plastic cap

10.2.1.b Reassembly of LPG Solenoid Valve with plastic cap

10.2.1.c Disassembly of LPG Solenoid Valve with polar10.2.1.d Reassembly of LPG Solenoid Valve with polar

10.2.2 REPLACEMENT OF LPG SOLENOID VALVE CORE AND / OR COIL10.2.2.a Core replacement of LPG Solenoid Valve with plastic cover

10.2.2.b Core replacement of LPG Solenoid Valve with polar

10.2.3 GENIUS REDUCER REPLACEMENT10.2.4 FJ1 HE FILTER OVERHAULING10.2.5 BRC INJECTORS REPLACEMENT10.2.6 REPLACEMENT OF GAS PRESSURE AND TEMPERATURE SENSOR10.2.7 FLY SF ECU REPLACEMENT10.2.8 FUSES REPLACEMENT10.2.9 CHANGEOVER SWITCH REPLACEMENT

10.3 FINAL OPERATIONS

3


4/61

11. INSTALLER’S LEVEL OF COMPETENCE

12. WIRING CONNECTIONS

12.1 LPG SEQUENT PLUG&DRIVE MAIN HARNESS12.1.1 56-POLE CONNECTOR12.1.2 SOLENOID VALVES CONNECTIONS12.1.3 SUPPLY AND BATTERY GROUND

12.1.4 FUSES AND RELAY12.1.5 PUSH-PUSH CHANGEOVER SWITCH12.1.6 DIAGNOSTIC SOCKET12.1.7 LEVEL SENSOR12.1.8 SOLENOID VALVES12.1.9 GENIUS MB TH2O12.1.10 GAS INJECTORS12.1.11 LAMBDA OXYGEN SENSOR SIGNAL12.1.12 POSITIVE UNDER KEY12.1.13 10-POLE CONNECTOR, PETROL INJECTORS HARNESS CONNECTION

12.1.13.A Injectors polarity

12.1.14 GAS PRESSURE AND TEMPERATURE SENSOR12.1.15 MAP ABSOLUTE PRESSURE SENSOR12.1.16 CONNECTION OF EOBD DIAGNOSTIC SOCKET12.1.17 ADDITIONAL CONNECTIONS

12.2 SEQUENT 24 MY07 MAIN HARNESS12.2.1 24-POLE HARNESS12.2.2 SUPPLY AND BATTERY GROUND12.2.3 PUSH-PUSH CHANGEOVER SWITCH12.2.4 DIAGNOSTIC SOCKET

12.2.5 LEVEL SENSOR12.2.6 SOLENOID VALVES12.2.7 GENIUS MB TH2O12.2.8 LAMBDA OXYGEN SENSOR SIGNAL12.2.9 POSITIVE UNDER KEY12.2.10 RPM SIGNAL12.2.11 GAS INJECTORS12.2.12 PETROL INJECTORS HARNESS CONNECTION

12.2.12.A Injectors cutting

12.2.13 “MAP” ABSOLUTE PRESSURE SENSOR12.2.14 “P1” PRESSURE SENSOR

4


5/61

PART I - (II)

1. DESCRIPTION OF ALTERNATIVE COMPONENTS OF LPG

SEQUENT SYSTEM FRONT SIDE

1.1 SEQUENT GENIUS MAX REDUCER1.2 WATER TEMPERATURE SENSOR1.3 “RAIL” WITH KEIHIN INJECTORS

1.4 GAS PRESSURE AND TEMPERATURE SENSOR (PTS)1.5 SEQUENT 24 ECU1.6 CHANGEOVER SWITCH WITH LEVEL GAUGE1.7 “ET98 SUPER” WP LPG SOLENOID VALVE

2. LIST OF ALTERNATIVE COMPONENTS OF LPG SEQUENT

SYSTEM FRONT SIDE

3. DESCRIPTION OF ALTERNATIVE COMPONENTS OF LPG

SEQUENT SYSTEM REAR SIDE

2.1 CYLINDRICAL TANK2.2 REFUELLING POINT ON BUMPER

4. LIST OF ALTERNATIVE COMPONENTS OF LPG SEQUENT

SYSTEM REAR SIDE

4.1 LIST OF STAKO CYLINDRICAL TANKS4.2 LIST OF STAKO 0° RING-SHAPED TANKS4.3 LIST OF STAKO 0° RING-SHAPED TANKS (W/O LEGS - CENTER FILLED)4.4 LIST OF STAKO 30° RING-SHAPED TANKS4.5 LIST OF STEP 0° RING-SHAPED TANKS4.6 LIST OF STEP 30° RING-SHAPED TANKS4.7 LIST OF ULTRA STEP RING-SHAPED TANKS4.8 LIST OF STEP CYLINDRICAL TANKS4.9 LIST OF TUGRA MAKINA 0° RING-SHAPED TANKS4.10 LIST OF TUGRA MAKINA 30° RING-SHAPED TANKS4.11 LIST OF TUGRA MAKINA CYLINDRICAL TANKS4.12 LIST OF TUGRA MAKINA CYLINDRICAL TANKS

5


6/61

PART I - (I)

1. DESCRIPTION OF

LPG SEQUENT

SYSTEM

Sequent is a family of control

systems for sequential injection car-

buration in gaseous phase, divided

into m any di f ferent conversion

systems satisfying the more and

more technological requirements of

today’s and tomorrow’s car genera-

tions.

Sequent is a real Common Rail.

In fact, it introduces in the field of

gas supply the winning evolution formodern Diesel engines: a "rail-line"

under pressure (rail) that supplies

fuel to all injectors.

Sequent introduces the concept

of harness modularity. This allows

installing SEQUENT equipment on

a vehicle by only connecting three

electrical cables (obviously besides

the supply and ground connections)

and adding further electrical con-

nections just in case of particularly

sophisticated vehicles.

SEQUENT 24 MY07

Sequential injection system for

3- and 4-cylinder vehicles conver-

ted to LPG, it introduces the new

philosophy of components integra-

tion, with faster connections and

mapping.

SEQUENT Plug&Drive (P&D)

The transformation system with

n e w e n g in e c o n tr o l s o ft w a re .

Dedicated to vehicles from 3 up to 8

cylinders.

6


7/61

2. WORKINGPRINCIPLE OFLPG SEQUENTSYSTEMS

SEQUENT is a system put “inseries” with the petrol system, that’s

to say that it allows petrol ECU,

during gas mode too, deciding fuel

quantity to provide to the engine.

We can also say that SEQUENT is

a “passive system”, or “slave”, or that

SEQUENT acts as a “translator”

between petrol system and gas fuel

management. SEQUENT system is

based on the fact that Fly SF ECU

is connected to the petrol ECU ter-

minal/s driving injectors (pict. 1).

In this way, it recognizes petrol

injection time (Ti). (During gas

mode, injectors signal will be reco-

gnized thanks to the presence of

injectors emulation integrated in the

system itself). Thanks to Ti and

RPM signal, Fly SF ECU calculates

petrol flow that original ECU wants

to supply to the engine, converts itin gas flow and realizes it by suita-

bly piloting gas injectors.

This choice is very important,

because as petrol ECU is always

operating and pilots gas dosage

from itself, system can carry out, in

a clear and transparent way, func-

tions such as stoichiometric control,

enrichment in full load and cutting

during tip-out (cut-off) according to

the criteria expected by the manu-facturer, RPM maximum limitation,

coherent control of petrol vapours

bleeding, right communication with

air conditioner equipment, and so

on. And this with no possibility of

false error codes. For what con-

cerns petrol system, nothing chan-

g es , s o i f a n e rr or m es sa ge

appears during petrol or gas mode,

this has to be considered as true.

Moreover, if vehicle has some pro-

blems during petrol mode, those

will be present in gas mode too.

This is very important if you

want to respect OBD anti-polluting

laws, also in gas mode.

Low impedance injectors are

piloted in peak & hold mode, consi-

dering gas physical parameters

(temperature and absolute pressu-

re) read by Fly SF ECU in real time

(pict. 2).

We want to underline that Ti is a

precise and precious parameter,

because it grows out of sophistica-

ted calculations made by the petrol

ECU according to complete and

specific sensors.

As gas pressure and temperatu-

re conditions may change accor-

ding to vehicle use condit ions,

system is equipped with temperatu-re sensors and suitable absolute

pressure sensors placed on the

injectors gas supply and on the

intake manifold. So, Fly SF ECU

can adapt in real time its calcula-

tions and, above all, can work righ-

tly in presence of big changes of

parameters too.

Reducers used in the different

configurations tend to keep a practi-

cally constant pressure differential

between gas outlet pressure and

intake manifold, exactly as it hap-

pens in most of petrol equipments.

T his helps to optim ize system

Pict. 2

Pict. 1

+

Petrol

Injector

Gas

Injector

Orange

Purple

PETROLECU

GASECU

Phase 1 Phase 2 Phase 3

MAP

TonB TonG

P1 TGas

TonBreading TonG

calculation

BRC injector

feature

Petrol flow

calculation

Gas

FlowCalcu-

lationPetrolFlow Gas

Flow

+12 V

+12 V

+12 V

Rail

Ti

gas flow

t P&D ECU

(t < 0,005 s)

Problem

“knowing gas body

we want to get,

temperature and gas pressure,

calculateTi injection time

of gas injectors”

7


8/61

working, but it isn’t indispensable,

as control electronic is faster than

pressures steady condition.

For example, after a sudden

acceleration, pressure in the redu-

c e r i n c r e a s e s i n a f r a c t i o n o f

second. During this lapse of time,E C U m a ke s m a ny c a l cu l a ti o n

cycles and obviously compensates

any mechanic delay.

As you can imagine, ECU, in

addit ion to the system working

general program, has to contain

specific data of vehicle where we

install it (it’s a rather complex kit of

maps and other setting – mapping

parameters).

Computer has also the task to

make diagnostic to verify system

right working or to detect possible

anomalies.

8


9/619

3.1 GENIUS MB TH2OREDUCER(800-1200-1500 MBAR)

GENIUS MB TH2O reducer (pict.

1) only consists of one stage, with a

variable outlet pressure, which

stands approx. 1,2 bar higher than

the intake manifold pressure. Inside

the GENIUS MB room, LPG evapo-rates thanks to the heat exchange

with the engine coolant liquid, as in

a common reducer. Gas outlet pres-

sure is controlled by a spring-diaph-

ragm-shutter system (lever-moved

shutter), equipped with proper

vibration-damping systems.

Water compartment is comple-

tely insulated from the gas one.

In spite of its compact dimen-

sions, the reducer assures high gasflow able to satisfy engine up to

140 kW (190 CV). It doesn’t need

bleeding operation because of its

single-stage structure.

Reducer is equipped with a

water temperature sensor on its

body, with the task to supply to the

Fly SF ECU all information neces-

sary to obtain the right petrol-gas

changeover management, in order

to avoid passage of LPG not com-

pletely vaporized.

Reducer is supplied with straight

gas outlet (but you can buy adjusta-

ble outlet). Moreover, reducer can

3. DESCRIPTION OFLPG SEQUENTSYSTEMCOMPONENTSFRONT SIDE

Pict. 2Genius MB TH2O

ReducerSection view

WATER TEMPERATURE SENSOR

WATER

WATER

VAPORIZED LPG

Pict. 1Genius MB TH2O

Reducer

LPG

OUTLETLIQUIDINLET

COMPONENTS DESCRIPTION HOMOLOGATIONET98 LPG solenoid valve E13*67R01*0015*

Genius MB LPG reducer E13*67R01*0016*

FJ1 HE filter, pipe-holder E13*67R01*0168*

BRC Rail E13*67R01*0185*

PTS Sensor (Gas pressure and temperature) E13*67R01*0262*

MAP Sensor E13*67R01*0036*

BRC injectors E4*67R01*0092*

Fly SF ECU E3*67R01*1001*

Changeover switch and level gauge --------------


10/61

Pict. 3“FJ1 HE” filter withpipe-holder fittings

Pict. 4Version with BRCinjectors, gas pres-sure and temperatu-

re sensor.

be provided with plastic or brass

water elbow according to the kind of

Sequent system.

3.2 “FJ1 HE” HIGH-EFFI-CIENCY FILTER

“FJ1 HE” filter is a very small

cartridge filter but he has an inside

cartridge with innovative filtering

elements allowing to have a higher

filtering power with regards to the

previous ones (pict. 3).

We suggest replacing the inside

cartridge each 20.000 km.

3.3 “RAIL” WITH

BRC INJECTOR

This is the element on which

injectors are installed; i t al lows

distributing gas in a suitable way to

e a c h i n j e c to r a t t h e p r es s u re

wished.

A patent covers BRC injectors

protecting its details of construction.

It’s a “bottom feed” injector (sup-

plied from the bottom). Gas contai-

ned in the rail comes into the injec-

tor lower side and it’s injected in the

intake m anifold when shutter,

moved by the electromagnet, frees

the passage section.

Tightness is assured by the rub-

ber final part of the shutter that

pushes on a frustum-of-cone-sha-

ped component (called volcano).

Pressure differential acting on

the shutter enables it remaining inthe closure position when coil is not

excited, and prevents gas from

being discharged in the intake

manifold.

The injector has been especially

planned to have a long life in extre-

me conditions of use:

• Diaphragms insulate the delicate

area of magnetic circuit, avoiding

that any kind of gas deposit modi-

fies its geometry.

• Operating temperature: from –40

°C to +120 °C.

• 15 g accelerations.

• Strong electromagnetic forces

Pict. 5“Normal”, “Max” and“Super Max” BRCinjectors

assure opening also if there are oils

or waxes in the dirty gas that, not

retained by the filter, tend to paste

shutter to its seat.

It’s a low impedance injector

(2,04 ohm / 2,35 mH at 20 °C) and

so it requires a peak & hold piloting.

Shutter opens by applying all bat-tery voltage during peak phase;

then voltage with which injector is

supplied becomes the keeping one

(hold), enough to keep it open for

the wished time. Shutter opens in

brief time, and this allows having a

good control of gas, injected in

small doses too, as at idle condi-

tions. Gas passage sections, then,

allow a right supply also for the

most powerful vehicles into the cur-

rent market.In order to better satisfy needs

of good idle control and good sup-

ply in high speed, there are many

kinds of injectors with different pas-

10


11/61

sage sections.

3.4 GAS PRESSURE ANDTEMPERATURE SENSOR(PTS)

This sensor (pict. 6) has a com-pact body and is already integrated

with the connector; it’s available in

versions with P1 pressure sensor

and gas temperature sensor.

This sensor allows obtaining a

more precise measure of gas pres-

sure and temperature, and making

faster gas carburetion corrections if

needed.

3.5 MANIFOLD ABSOLUTEPRESSURE SENSOR (MAP)

This sensor (pict. 7) is l ight,

small and easy-to-fix to the car

body.

It has a pressure sensor suitable

for both aspirated and turbo-CNG

engines, allowing an accurate set-

ting on every kind of vehicle.

3.6 GAS PRESSURESENSOR (P1)

Inside the P1 device there’s the

P1 sensor, measuring rail absolute

pressure.

This device is preamplified, so

jamming the signal is very difficult.

It’s easy-to-install, thanks to its pre-

cabled connection.

3.7 “FLY SF” ECU

ECU is the operating unit that

controls the whole system. It’s com-

pletely made by automotive compo-

nents, being therefore suitable to

face high temperatures inside the

engine compartment, event though

precautions must be taken to not

assembly it near white-hot devices

such as the exhaust manifold. It

incorporates components of the

latest conception with a data pro-

cessing speed higher than most of

the original petrol ECUs.

Pict. 6Gas pressure andtemperature sensor,introduced in therail body (PTS)

Pict. 7MAP Sensor

Memory where program and

setting data are contained is not

volatile, so, once programmed, Fly

SF ECU can even be disconnected

from the battery with no loss of

data. It can be programmed many

tim es without any problem , for

instance it can be moved from avehicle to another one and re-pro-

grammed. Some data acquisition

channels have been planned in

order to be connected to various

signals, very different according to

the kind of vehicle (e.g. TPS, MAP,

and so on). Task of the ECU is col-

lect and process full information

and so check all different system

functions.

So, Sequent system is able to

assure the best integration at elec-tronic and communication level

(through serial K-l ine and CAN

BUS) keeping the same petrol con-

trol strategies and “translating”

Pict. 8P1 Sensor

11


12/61

one recorded at the switching on

(idem for petrol mode).

3.8.A PETROL MODE

The red round LED turned on

informs the user of this state; gas

level information disappears, that’s

to say the four green level LEDs are

turned off.

3.8.B GAS MODE

In this state, vehicle starts in

petrol mode (level LEDs are on)

and it changes automatically over to

gas when program changeover set-

tings are reached. The round LED,

by becoming first orange and then

green (gas mode), informs the user

that changeover has been done.

3.8.C ERROR INDICATION (JUSTWITH DIAGNOSTIC ENABLED)

When com m unication fai ls,

3.8 PUSH-PUSHC H AN G E OV E R S W I TC HWITH LEVEL GAUGE AND

ACOUSTIC INDICATOR (BUZZER)

It is a push-button changeover

switch with a separate acoustic

indicator (Buzzer) and with a level

indicator consist ing of 4 green

LEDs for gas level and possible

errors indication, and of a bicolourLED (green-red) which indicates

the gas or petrol mode.

Unlike the changeover switches

provided until now, the Push-Push

is a one-position changeover swit-

ch. F uel change is recognised

every time the push-button is pres-

sed.

When you switch off the vehicle,

ECU recognises and records the

fuel state (gas or petrol), in order to

re-propose the same state at the

next switching on. Therefore, i f

during the switching off vehicle is in

gas mode, the gas mode will be the

12

petrol ECU injection times into the

corresponding gas ones, precisely

and fast, adapting itself to gas pres-

sure and temperature variations.

It sat isf ies OBD regulat ions

thanks to an efficient diagnostic

system on each sensor and actua-tor.

ECU is contained in a strong

aluminium case totally watertight,

able to face high temperatures and

to protect i ts electronic compo-

nents, both from external atmo-

spheric agents, and from mechani-

cal stresses it is subjected to, and

from electromagnetic radiations

irradiated by the engine electrical

components or by other sources

(transmitters, repeaters, mobile

phones, and so on).

We wish to remember that ECU

has been planned to withstand pro-

longed short-circuits, both towards

ground and battery positive, on

each of its inlet/outlet cables (natu-

rally except for grounds and sup-

plies). This allows not ruining ECU

even in presence of the most com-

mon wiring errors (polarity inver-

sion, wrong connection of one or

more cables, etc…).

Wiring connection passes throu-

gh a single 56-way connector,

which contains all the necessary

signals for its different functions,

within the limit of max. 4 injectors.

ECU incorporates the following

functions, previously obtained by

installing many external compo-nents:

• “modular” function for injectors

cutting and emulation,

• crankshaft sensor adapter

function, even more useful on

new vehicle models,

• ECU contains the main adap-

ters for “current” and “sup-

plied” lambda oxygen sen-

sors, that on other system s

must be assembled externally.

Pict. 10Push-Pushchangeover switch(version with and

without body andwith separateacoustic indicator)

Pict. 9Fly SF ECU


13/61

system informs user by turning on

the two blinking green level LEDs in

the middle, and by the round oran-

ge LED blinking too. In this situation

the changeover switch doesn’t work

anymore, and the ECU records the

fuel mode that you had before theerror indication. If vehicle was in

gas mode, the mode remains the

same (idem for petrol mode).

If ECU recorded the gas mode,

but meanwhile the fuel ends, pas-

sage to the petrol mode will happen

automatically and without any acou-

stic indication.

3.8.D FUEL INDICATION:

LPG MODE

Changeover switch also works

as level gauge thanks to the four

green LEDs.

In order to know how much gas

there is in the tank (LPG) is enough

to control how many LEDs are tur-

ned on. If four LEDs are turned on,

tank is completely full (80% of tank

total capacity), if three led – 3/4 of

the tank, if two led – half tank, if

one led – 1/4 of the tank.

Fuel reserve indication is given

by the first LED blinking and it is

purely indicative.

You can obtain correct indication

with vehicle in plain and after few

minutes since the starting, also if

indication is immediately present.

We suggest using the partial

speedometer in order to controlvehicle autonomy.

I f t h e f o u r g r e e n L E D s a r e

blinking at the same time, it means

that it could be a gas exceeding

quantity inside the tank or the cylin-

der. In this case, we suggest cove-

ring som e ki lom etres unti l the

blinking is over.

Just in gas mode the tank gas

level is displayed on the four green

LEDs.

Avoid that petrol tank be com-

pletely empty, so always keep

petrol level at 1/4 or 1/2 of the

tank and periodically refill it.

3.9 LEVEL SENSOR

SEQUENT ECUs control gas

level indication by m eans of asignal on the GREEN LEDs of the

changeover switch. To do that, ECU

is able to elaborate the signal

coming from the BRC resistive level

sensor (pict. 11) placed on the LPG

tank multivalve. LEDs lighting thre-

sholds can be freely set up with the

PC (see Software Handbook 3/3

Part Ic), to allow a precise indica-

tion.

3.10 FUSES

LPG Sequent system is supplied

with fuses at the correct amperage,

fitted in the right seat.

We suggest not inverting their

position or replacing them with

fuses with different amperage.

- SQ P&D up to 4 cylinders: 5A fuse

and 15A fuse.- SQ P&D up to 4 cylinders: 5A fuse

and 25A fuse.

- SQ 24 MY07: 15A fuse.

The 5A fuse must be inserted in

the fuse-holder with the smaller

section cables, while the 15A fuse

in the fuse-holder with the larger

section cables.

3.11 RELAY

Sequent system uses relay to

interrupt battery positive coming

from the actuators.

3.12 DIAGNOSTIC SOCKET

The PC connection to the FLY

SF ECU is based on a diagnosticsocket, directly coming out from the

wiring. It is the 3-way connector dia-

gnostic socket (female-holder on

the harness), equipped with a pro-

tection cap.

F or the PC connection, i t is

necessary to use the suitable cable

code DE512114 or the USB cable

code DE512522.

3.13 SEQUENT SYSTEMSMAIN HARNESS

You will find a detailed descrip-

tion of sheaths and main wirings in

chapter 12.

3.14 SEQUENT SYSTEMSINJECTORS EMULATION

Sequent ECU carries out thewhole cutting and emulation func-

tion of petrol injectors.

With the word “cutting”, we mean

the function that, by interrupting

electr ical connection between

petrol ECU and injectors, avoid that

injectors could introduce petrol into

the cylinders during gas mode.

Actually, in this phase engine

gas supply must be carried out by

the SEQUENT system, and the

contemporaneous petrol injection

must be absolutely avoided becau-

se it should be dangerous for both

engine and catalyst. Obviously, the

13

Pict. 11Resistive levelsensor onBRC Europa 2Multivalve


14/6114

petrol ECU diagnostic has especial-

ly been studied to detect possible

interruption in actuators connection,

especially for injectors.

T h i s i s t h e r e a s o n w h y i t ’ s

necessary to “emulate” the load that

was before represented by thepetrol injectors, that’s to say to

replace from an electrical point of

view the petrol injectors disconnec-

ted with “fake” injectors that ECU

cannot distinguish from the true

ones.

This function happens directly

inside the ECU without any external

component in respective harness.

3.15 “ET98 NORMAL” WPLPG SOLENOID VALVE

LPG solenoid valve is Water

Proof (with watertight connectors).

Filtering system has been impro-

ved, especially for what concerns

ferromagnetic particles. Using this

kind of solenoid valve is compul-

sory, because of the injectors high

precision.

3.16 “ET98 SUPER”WPLPG SOLENOID VALVE

ET98 Super solenoid valve is a

necessary device to intercept LPG,

planned to give higher performan-

ces. An im proved coi l , in fact,

allows having a more efficient ope-

ning strength with the same current.

This also allows having bigger pas-sage sections, and so, higher LPG

flow. In this case too, solenoid valve

has been planned for high-powered

engines, always keeping an high fil-

tering power. Equipped with Water

Proof connectors, solenoid valve

body is brass-coloured with no sur-

face covers, while coil is red.

3.17 SEQUENT SYSTEMS

HARNESS

Please make reference to para-

graph 12, “Wiring connections”.

Pict. 12“ET98” WPLPG Solenoid valve

Pict. 13“ET98 SUPER” WPLPG Solenoid valve


15/6115

4.1 REFUELLING POINT

LPG refuelling point has a big

importance in the equipment.

Besides allowing the tank refuel-

ling, it has to assure the complete

absence of gas leakages during

vehicle normal conditions.

So, refuelling point is a further

security device, because the non-

return valve inside it is ranged in

row with the LPG tank multivalve.

Refuelling point (pict. 1) is made

up of a brass main body, wheresupply gun is hooked and of a non-

return valve carrying out all main

functions. Copper pipe goes from

the filler body to the multivalve.

A plastic closing cap, present or

not in accordance with the refuel-

ling point position, protects it from

possible foreign bodies.

Refuelling point is normally fixed

inside the petrol refuelling point

compartment, or to the vehicle rearbumper.

Refuelling point assembly doe-

sn’t influence the working principle

of LPG system in which it’s installed

(i t doesn’t need adjustm ents);

however, it has to respect installa-

tion regulations in force in the coun-

try where it’s installed.

4.2 LPG RING-SHAPEDTANK

LPG tank is the biggest additio-

nal element of the equipment and

it’s normally installed in the vehicle

rear side, using the spare wheel

place.

Tanks too have to comply with

pres cr ipti on o f Eu rope an

Regulation R 67-01. They’re made

for supporting an exercise pressure

of 30 bar, bigger than the normal

one which is of few bar, and must

be equipped with an overpressure

valve.

Special attention must be

paid to NEVER fill up tank

at 100% with liquid LPG.

Until a part of its capacity, even

litt le, contains LPG in gaseous

state, pressure inside the tank is

equal to the vapour tension of that

specific LPG mixture at that specific

temperature, so, anyway, pressure

values are low compared with tank

resistance. If, instead, tank is com-

pletely full of liquid, pressure can

Pict. 1Refuelling point

Pict. 2LPG ring-shapedtank

4. DESCRIPTION OF

LPG SEQUENT

SYSTEMS

COMPONENTS

REAR SIDE

COMPONENTS DESCRIPTION HOMOLOGATION

1 - Ring-shaped tank (Stako-Step) E20*67R01*XXXX*

Europa Multivalve E13*67R01*0004*

2 - B1 refuelling point E13*67R01*0020*

15


16/6116

reach very high levels. Liquid LPG,

in fact, has a coefficient of cubic

expansion very high, roughly 0.002

- 0.0025 °C-1, that’s to say roughly

2000 times more than the steel one

and, as almost all liquids, it cannot

be compressed a lot. Therefore, anincrease of temperature provokes a

liquid LPG expansion, of course,

developing in this way high pressu-

res if in a closed place. So in this

case, pressure doesn’t depend so

much on liquid LPG, as on tank

resistance.

To avoid this situation, law

obliges to never fill up tank

with liquid LPG more than the

80% o f its vo lu me. Multivalve

( d e sc r i be d i n p a r ag r ap h 4 . 3 ),

manages this limitation by means of

a f l o a t a n d o f a s u i t a b l e b l o c k

system.

The 80% filling limitation assu-

res a big security level. In fact, to

occupy all the tank volume with its

expansion, it’s necessary that LPG

overheats more than 80° C above

the refuelling temperature.

A so high temperature range is

possible just in case of fire, but

NOT during normal working condi-

tions.

Finally, we have to consider that

tank complete filling is just a possi-

bility of danger, but it doesn’t mean

that it’s going to explode, because

sheet metal still has all its stret-

ching ability before breaking.

4.3. MULTIVALVE

Multivalve for LPG irremovable

tanks is a group of devices planned

on the basis of Regulation 67 01. It

must be directly installed on the

tank without using connections and

must be piloted so that it can auto-

matically close gas flow when engi-

ne stops, even accidentally.

Multivalve has inside itself the

following functions:

- valve for 80% filling limitation;

- non-return valve;

- level gauge;

- security valve for overpressure;

- remote control valve (solenoid

valve) with excess flow valve.

Pict. 3Multivalve

16


17/6117

pipes 17x23; pipes rather big,

because LPG needs a good water

flow to vaporize. Water connection

m ust be real ized in a row or in

parallel compared with the passen-

ger compartment heating circuit.

During the functional inspection of

the equipment installed, it’s impor-

tant to check that gas temperature

doesn’t reach low values especially

after a long use in power.Reducer is only avai lable in

pipe-holder fittings version, so use

click clamps for tightening.

5.2 “FJ1 HE”HIGH-EFFICIENCY FILTER

Fi lt er c an b e f ixe d to t he

bodywork or to the engine with any

kind of orientation.

Pipe that connects filter to the

rail should not be longer than 200-

300 mm. We suggest to place filter

in an easily accessible area in order

to carry out scheduled replacement

without any problem.

NOTE: During filter installa-

tio n , b ein g car efu l w ith

respecting the way shown by the

arrow printed on the sticker. It

shows the gas flow right way, that’s

to say from the Genius reducer to

the injectors rail.

Filter described is only available

in the pipe-holder fittings version.

We suggest replacing filter car-tridge every 20.000 km.

1717

T h e fo llow in g in stallatio n

rules have to be considered as

general.

Before install ing the various

components of Sequent system, it

is recommended to check the vehi-

cle good working in petrol mode.

Especially, it is necessary to care-

fully check the electronic ignition

equipment, the air-filter, the catalyst

and the Lambda Oxygen sensor.

5.1 GENIUS MB TH2OLPG REDUCER

Reducer must be firmly fastened

to the bodywork so that it is not

subjected to vibrations during its

working. With the engine understress, the reducer must not hit any

other device. It can be installed with

any orientation; it’s not important

that diaphragm be parallel to the

running direction.

Pipe that connects reducer to

the rail should not be longer than

200-300 mm.

Te m pe r a tu r e s e n so r c a bl e

should not be too tight or twisted,

and it should not make sudden

folds at the outlet of the sensor.

Pipe going from the solenoid

valve to the reducer mustn’t go

through too hot areas of the engine

compartment.

As no adjustment is expected for

reducer, it’s not essential to assem-

ble it in an easily accessible area.

However, the installer should avoid

too uneasy positions, in order to

realize maintenance operations

without too many difficulties. Please

note that reducer has on the water

side some pipe-holder fittings for

Pict. 1Genius MBreducer - exampleof installation

5. MECHANICAL

INSTALLATION

17

Pict. 2FJ1 fi lter - exampleof installation

17


18/6118

Pict. 3

2

8

4

1

3

5

7

6

9

10

Pict. 4MAP sensor -example ofinstallation

Injector ends with a threaded

part, where you have to connect the

pipe on which fitting ought to be

installed, as indicated in paragraph

5.5.

5.3.2 INSTALLATION OFINJECTORS RAIL ON VEHICLE

The rail with the injectors can be

fixed both to the vehicle and to the

engine; the orientation is not impor-

tant .

F i x i n g m u s t b e s t a b l e ; i t i s

necessary to place injectors as

close as possible to the engine

head so that air-intake manifold

connection pipes are as short as

possible. They should not be longerthan 150 mm.

In case of BRC injectors, the

suitable connection nut has to be

assembled on one end of the pipe

as indicated in paragraph 5.5. Pipes

181818

5.3 RAIL AND INJECTORSGROUP

5.3.1 BRC INJECTORSASSEMBLY ON RAIL WITH GAS

PRESSURE AND TEMPERATURESENSOR

On the rail body, besides the

injectors, the gas pressure and tem-

perature sensor (already described

in paragraph 3.4) is also directly

inserted, as you can see in picture

3.

There’s no more connection with

P1 pressure sensor (a cap closes

the hole), but pipe-holder fitting at

the gas outlet remains (P&D ver-

sion).

In SQ24 MY07 version, instead,

rail may have or not the PTS sen-

sor, that’s to say may have or not

the P1 fitting.

BRC injectors has to be installed

as follow:

• Insert O-Ring (1) on the rail

seat (2).• Insert O-Ring (3) on the injec-

tor threaded part (4).

• Insert injector (4) on the rail

seat (2).

• Fix injector to the rail and lock

i t w i t h w a s h e r a n d n u t ( 5 ) .

During tightening, hold firmly the

i n j e c t o r w i t h a h a n d i n t h e

wished position, avoiding its

rotation. Do not use pliers or

spanners to hold injector as theycan damage the steel body or

the plastic covering. Apply a

maximum torque wrench of 8 ±

0,5 Nm.

• Insert washer (6) on the sen-

sor threaded part (7).

• Insert sensor (7) in the rail seat

(8).

• Install fixing bracket (9) on the

vehicle using the two screws

and washers (10).

Please pay attention to the

clean in g d u r in g assemb ly to

avoid dirtiness could damage

injector.

18


19/6119191919

must have the same length and

don’t create any narrowing.

Injectors must not be situated

near the exhaust manifold. Always

follow good installation criteria for

pipes and electric wires indicated in

paragraph 5.5 and in chapter 6.As the injectors are not totally

noiseless, it is better to not fix them

to the bulkhead that divides the

engine from the passenger com-

partment, because it may become

a resonance box and amplify the

noise. In case you cannot choose

any other position, it is necessary

to equip the fixing bracket with sui-

table damping systems (silent-

block).

5.4 MANIFOLD ABSOLUTEPRESSURE SENSOR (MAP)

Sensor has to be fixed to the

vehicle bodywork (pict. 4) avoiding

high heat irradiation areas. It is bet-

ter than pipes are as short as pos-

sible and anyway no longer than

400 mm.

5.5 PIPES

Pipes belonging to the Sequent

s ys t em a r e r e al i se d b y B R C.

According to the Sequent kit used,

we provide pipes ø 10x17 or ø

12x19 mm with fitt ings on each

ends (pict. 5) and pipes ø 5x10,5

mm with fitt ing on one end only

(pict. 6).For applications for BRC injec-

tors, we use pipe ø 5x10,5, that

must be cut at the length desired to

allow installing on it a pipe-holder

with a fitting-nut. In such cases,

installation will be as follows (pict.

7):

• Install pipe-holder fitting (1) on

the suitable nut (2).

• Fit the click clamp (3) on the

pipe (4).

• Fit deeply the pipe on the pre-

viously assembled pipe-holder.

• Tighten pipe on the pipe-holder

with the click clamp using suita-

Pict. 5Gas pipe ø10x17,to use in kit havingrail with threaded fit-ting for gas outlet

Pict. 7Assembly ofpipe-holder on pipe

1234

Pict. 6Pipe ø 5x10,5 mm

Pict. 8Inclination ofmanifold drillingYES NO

Manifold

E n g

i n e

19


20/61202020

Pict. 9Holes orientationon manifolds

Pict. 10Manifold drilling

Pict. 11Manifold threading

YES YES

NO

ble pliers.

Be careful with not leaving any

rubber residuals while cutting pipe

or fitting pipe-holder, because they

could obstruct the pipes or other

com ponents of the equipm ent,

prejudicing i ts working. Beforeinstalling pipe, it’s better to blow it

with compressed air, in order to

expel any impurities or residuals.

Verify that clamp assures tightness.

We recommend not using pipes

different from the supplied ones and

always installing them using high-

quality wrenches in order to avoid

damage to the nuts.

Every time you need to remove

a fitting, use two wrenches, in order

to firmly hold the component not to

be unscrewed. Fittings are waterti-

ght and they seal on conical-spheri-

cal surfaces. Do not apply excessi-

ve torque wrenches to avoid dama-

ging the fittings.

Do not use any sealing product.

The usual criteria related to the cor-

rect installation of pipes should

always be respected, avoiding any

relative movements during running

in order to not creating frictions and

wears, contacts against sharp cor-

ners or drive belts, and so on.

Once installed, pipes should not

be too stretched, they should not

make any folds or be positioned in

such a way to have the tendency to

make folds in the future.

5.6 NOZZLES

Nozzles installation is one of the

most important operations of the

whole installation.

We suggest to clearly indicating

on the manifold all the points that

will be drilled, before beginning.

Use specific tools included in

the tool-case Injection Systems

code 90AV99004048.

Drill should be quite near the

cylinder head, but preserving the

same distance on all manifold bran-

ches and the same nozzle orienta-

tion. Each nozzle has to be perpen-

Pict. 12Nozzle wrenchingon pipe fitting.Just for BRCinjectors.

20


21/6121

some special nozzles, shorter

than the standard ones.

5.7 ECU

It can be fixed both inside the

passenger and in the engine com-

partment.Use the fixing holes on the alu-

minium body avoiding subjecting

structure to excessive stresses

(e.g.: do not fix the ECU on a con-

vex surface, thinking you can tigh-

ten the bolts thoroughly, level so

everything).

If available, always use the sui-

table fixing bracket.

Avoid too hot areas, or areas

subjected to high thermal radia-

tions.Even though ECU is watertight,

avoid installing it in areas subjected

to continuous dripping in case of

rain, so that the water doesn’t pene-

2121

Pict. 15ECU assemblyinto the enginecompartment

dicular to the intake-pipe axis, or at

least, create an angle such to con-

vey flow towards the engine and not

towards the throttle-body.

On the plastic manifolds, find

areas whose walls are as less thin

as possible. After having markedproperly the drilling points with a

pencil, before starting to drill, verify

with the drilling-machine equipped

with a helical bit, that there are not

overall dimensions such to avoid

the correct drilling of all branches

following the direction wanted.

Make an engraving and now drill

(pict. 10). Use a correctly sharpe-

ned 5 m m hel ical bi t , and then

make an M6 threading (pict. 11).

While drilling and threading, take all

necessary measures to prevent the

chips from going into the manifold.

In particular, we suggest to fre-

quently remove chips while drilling

a n d g r e a s e t h e b i t d u r i n g t h e

breaking last phase of the wall, in

order to stick the chips to the bit.

T he last part of wal l should be

broken slowly so that the chips

could be very thin: in this way, chips

stick better to the bit and, if any of

them falls inside, it would cause no

dam ages. Even during the M 6

threading, it is necessary to often

grease, extract and clean the screw

tap.

By using two 10 mm wrenches

(pict. 12) screw each nozzle to the

used ø 5x10,5 mm pipe connection.

Using some sealing product, asLoctite 83-21 (pict. 13), screw nozz-

le and pipe on the manifold hole

(pict. 14). Fit the nozzles correctly in

order to avoid t ightening them

excessively and stripping them.

During the wrenching, we suggest

to always use a proper wrench, as

the one contained in the tool-case

code 90AV99004048.

Never change either the inside

diameter of the nozzles or their out-

side shape.

NOTE: In presence of small

diameter intake manifolds,

it can be necessary to install

Pict. 13Threads-blockerproduct.Just for BRCinjectors

Pict. 14Nozzle wrenchingwith pipe onmanifold

21


22/61222222

right direction.

Warning: all not pre-cabled

connections should be carried

out through sweet brazing (soft

soldering) and opportunely insu-

lated. Be careful that solde-

r in g i s n ot “ c ol d” a nd

without risk of detachment in the

future. Any unused wiring cables

should be shortened and separa-

tely insulated. Never use weldersthat are connected to the battery

of the same vehicle, or quick

type welders.

trate and stagnate in the harness or

sheaths.

No adjustment is programmed

on the ECU; i t is therefore not

important it’s easily accessible.

It’s more important, instead, that

cable going from the ECU with thecomputer connection is placed in a

very accessible area and protected

by the cap from possible water infil-

tration.

5.8 PUSH-PUSHCHANGEOVER SWITCH

Push-push changeover switch is

available in two versions, with or

without the round frame. So, installation

must be carried out as following:

built-in fixing: making a 23 mm hole

and introducing changeover switch

without its frame (pict. 16).

external fixing: making a 14 mm

hole that allows the cable passage,

and pasting changeover switch with its

round frame (pict. 17).

5.9 SEQUENT SYSTEMSHARNESS

From a “mechanical” point of

view, we suggest placing wiring

very carefully and avoiding forcing

on the connections (never pull on

wires to let a connector passing

through a hole or to disconnect

it!!!). Avoid making too remarked

folds, too strong clamping, sliding

against moving parts, etc. Avoidthat some pieces of cables are too

stretched when the engine is under

stress. Fix opportunely the pieces

of cable near connectors, to prevent

that, by dangling, they could wear

them out in the future. Avoid any

contact with sharp corners (burr the

hole rims and install some wire-

leads). Avoid placing Sequent

system cables too close to the

spark plugs cables or to other parts

subjected to high voltage.

Each connector is polarised,

and this is the reason why you can

install it without stress only in the

Pict. 16Push-Push chan-geover switch -example of built-infixing

Pict. 17Push-Push chan-geover switch -example of externalfixing

22


23/6123

6. RULES FOR A

RIGHT INSTALLA-

TION OF LPG

SEQUENT SYSTEMS

REAR SIDE

6.1 RING-SHAPED TANKASSEMBLY RULES

Tank is provided with Multivalve

already installed.

R67 01 regulation describes in

its part II prescriptions to follow for

assembling tanks; in Italy, further

prescriptions are indicated in the

Ministry’s circular Prot. 1671-4102 of

05.21.2001.

Place tank in the luggage com-

partment strongly anchoring it to

the car body with its suitable sup-

ports, with fixing clamps and tie

rods, following assembly instruc-

t i o n s d e s c r i b e d i n i t s s p e c i f i c

instruction PART II (i) b.

6.2 REFUELLING POINTASSEMBLY RULES

Fix refuelling point inside the

petrol refuel l ing com partm ent,

being careful to apply some anti-

rust paint on the holes. Let perfectly

a d h er e r e fu e l li n g p o i nt t o t h e

bodywork, also using some silico-

ne.

Pict. 3Refuelling point

Pict. 1Ring-shaped tank

Pict. 2Ring-shaped tankfixingTANK

PIPES PROTECTION

DUCT

PLATE

BASE OF WHEEL

COMPARTMENT

VEHICLE

FRONT SIDE

23


24/6124

C H E C K L I S T

G A S P E T R O L

Components fixing

Pipes narrowing

Water clamps

Fittings of high-pressure gas pipes

Fittings of low-pressure gas pipes

Gas leakages

Liquids

Components slidings

Right 80% refuelling

Reducer heating

Changeover switch LED working

Level sensor working

Right changeover

Check of software last vers. with PC

Parameters check with PC

Petrol mode

7. CHECK

PROCEDURES FOR

A RIGHT

INSTALLATION

In the engine com partm ent,

verify that all tightness clamps have

been inserted, that fittings are clo-

sed and that every component has

been installed.

With the engine switched on,

check that components and pipes

in the engine compartment don’t

touch any moving mechanical part

or any heat source.

Verify fittings tightening to avoid

possible gas leakages and checkthat pipes don’t create any nar-

rowing.

Control liquids level, and being

sure with the right reducer heating.

Check right changeover, and

LEDs and level sensor working.

Control tank fixation.

Start vehicle up and refill it with

5 l i tres of LPG in the refuell ing

area.

C h ec k t h e r i g ht w o r ki n g o f

refuelling point and Multivalve while

refuelling.

It ’s absolutely necessary to

verify that:

a: 80% f i l l ing l im itat ion device

works, testing that it really inter-

rupts filling at roughly the 80% of

the tank;

b: opening and closing of supply

solenoid valve are clear and preci-se.

With the engine switched on,

connect yourself to the PC and, by

means of the suitable software,

verify vehicle working parameters

(download software as shown in

paragraph 9).

24


25/6125

8. START UP

PROCEDURES

(RANGE-VALUE)

You’ll find Start Up proceduresand all information about diagnostic

into the handbook Part Ib.

9 SEQUENT

SYSTEMS

SOFTWARE

INSTALLATION

Installation can be made both

using CD-ROM, and downloading

files from our website www.brc.it.

M o re o ve r, y o u c a n u p d at e

software on PC and ECU program-

ming files (software, loader, map-

pings and setting up) both using

CD-ROM, and downloading files

from our website www.brc.it.

In order to program an ECU, you

need SEQUENT program, which

allows controlling and programming

ECU, and files to be transferred onthe ECU itself, especially:

• Program allowing the ECU

working

• Loader allowing the passage

from a program already installed

in the ECU to a new one

• Files containing maps of vehi-

cles already developed (the

ones called .AAP)

• Files containing setting up of

vehicles already developed (the

ones called.FSF)

25


26/6126

10. COMPONENTSMAINTENANCESCHEDULE

The following rules for compo-

nents maintenance have to be con-

sidered as general.

10.1 PRELIMINARYOPERATIONS

10.1.1 SECURING THEEQUIPMENT

THESE OPERATIONS ARE NOT NECES-

SARY IF YOU REALIZE INTERVENTIONS ON

FLY SF ECU AND ON FUSES (PARA-

GRAPHS 10.2.9 AND 10.2.10), IN THIS

CASE, GO TO PARAGRAPH 10.2.

Op e n th e b o n ne t, l i f t th e sp a re

wheel cover, and remove the gas-

tight housing cap on LPG tank by

operating on the 2 screws.

Close tap on multivalve (pict. 1).

NOTE: while closing tap

d on’ t a pp ly t oo mu ch

strength, to avoid damaging the

inside rubber shutter.Start vehicle up with changeover

switch on automatic mode (pict. 2,

Red LED off; changeover switch but-

ton has a red LED that reports vehi-

cle working mode).

Bring vehicle to 3000 RPM; after the

changeover to gas, wait for gas

exhaustion in the pipes.

When gas is over, an intermittent

sound informs that vehicle has auto-

matically changed over to petrol.Push changeover button. Button

should turn on and sound should

stop.

Switch vehicle off.

NOTE: sometimes, during

the automatic changeover

from forced gas to petrol, vehicle

could switch off. In these cases,

change over to petrol (button on)

and turn dashboard off.

EUROPA

MULTIVALVE

TAP

Pict. 1Multivalve

Pict. 2Changeover switch

Inspection of LPG system mechanical components X X X X X X X

Inspection and replacement of LPG SV filter - - X - X - X

Air filter cleaning X X X X X X X

Check of spark plugs cables, spark plugs, ignition system X X X X X X X

Inspection of connection clamping X X X X X X X

Inspection of water-gas clamps tightening X X X X X X X

Inspection of carburation with BRC special instrument X X X X X X X

replacement of FJ1 filter cartridge X X X X X X

Inspection and adjustment of valves gap X X X X X X

Key:X= to carry out

1 0 0 0 k m

2 0 . 0

0 0 k m

4 0 . 0

0 0 k m

6 0 . 0

0 0 k m

8 0 . 0

0 0 k m

1 0 0 . 0

0 0 k m

1 2 0 . 0

0 0 k m

Scheduled maintenancecoupons

26


27/6127

10.2 LPG COMPONENTSOVERHAULING AND/ORREPLACEMENT

In this section we described pro-

cedures necessary to overhaul

and/or replace LPG system compo-nents. Choose paragraphs concer-

ning component and operations

you are interested in.

10.2.1 OVERHAULING AND / ORREPLACEMENT OF LPGSOLENOID VALVE FILTER GROUP

10.2.1.a Disassembly of LPG

Solenoid Valve with plastic cap

AFTER REALIZING PRELIMINARY OPE-

RATIONS DESCRIBED IN PARAGRAPH

10.1:

1) Close Solenoid Valve in a vice as

you can see in picture 4.

2) With a CH17 wrench unscrew Cup

Torque Screw (12).

3) Remove Cup (11) which contains

Filter (6, 5, 10).

4) Decouple Screw (12) from Filter

(6, 5, 10).5) Remove Bracket (3).

6) Remove every OR of disassem-

bled components.

7) Make a careful wash/cleaning of

every component not replaced

(Body, Cup, Filter, and so on).

10.2.1.b Reassembly of LPG

Solenoid Valve with plastic cap

1) Close Solenoid Valve body in a

vice as you can see in picture 5.2) Fit OR (2) in the suitable housing.

3) Install Bracket (3) and OR (4).

4) Take Filter Group (6, 5, 10), house

it in the Cup (11) checking the pre-

sence of Magnet (30), then insert

Screw (12) with OR (13) and assem-

ble all on the Solenoid Valve body by

locking Screw (12) with a CH17

dynamometric wrench, applying a

15±1,5 Nm torque wrench.

5) Reassembly of Solenoid Valve on

vehicle.

ONCE OVERHAULING / REPLACEMENT

E N D E D, C A R RY O U T O P ER AT I ON S

DESCRIBED IN PARAGRAPH 10.3.

Solenoid valve

Core Group

Pict. 3Solenoid valvewith plastic cap

Pict. 4

Pict. 5

27


28/6128

Solenoid valveCore Group

Pict. 6Solenoid valvewith Polar

Pict. 7

Pict. 8

10.2.1.c Disassembly of LPG

Solenoid Valve with polar



10.1:


you can see in picture 7.2) With a CH17 wrench, unscrew

Cup Torque Screw (12).

3) Remove Cup (11) which contains

Filter (6, 5, 10).

4) Decouple Screw (12) from Filter

(6, 5, 10).

5) Remove Bracket (3).

6) Remove every OR of disassem-

bled components.

7) Make a careful wash/cleaning of

every component not replaced

(Body, Cup, Filter, and so on).

10.2.1.d Reassembly of LPG

Solenoid Valve with polar


vice as you can see in picture 8.

2) Fit OR (2) in the suitable body

housing.

3) Install Bracket (3) and OR (4).

4) Take Filter Group (6, 5, 10), house

it in the Cup (11) checking the pre-

sence of Magnet (30), then insert

Screw (12) with OR (13) and assem-

ble all on the Solenoid Valve body by

locking Screw (12) with a CH17

dynamometric wrench, applying a

15±1,5 Nm torque wrench.


vehicle.


E N D E D, C A R RY O U T O P ER AT I ON SDESCRIBED IN PARAGRAPH 10.3.

28


29/6129

Solenoid valve

Core Group

Pict. 10

Pict. 11

Pict. 9Solenoid valvewith plastic cap

10.2.2 REPLACEMENT OFLPG SOLENOID VALVECORE AND / OR COIL

10.2.2.a Core replacement of LPG

Solenoid valve with plastic cap

AFTER REALIZING PRELIMINARY OPE-RATIONS DESCRIBED IN PARAGRAPH

10.1:


vice as you can see in picture 10.

2) Remove Cap (22) with a screwdri-

ver.

3) Take out the Coil (21), then, with a

CH19 wrench, unscrew Cylinder

(20).

4) Replace Nuclear Group with the

new one and the OR (19), then

screw Cylinder on the Solenoid Valve

Body with a CH19 dynamometric

wrench applying a 15 Nm torque

wrench.

5) Insert Coil (21) on cylinder and

install Cap (22) with a plastic/rubber

hammer.


vehicle.

ONCE OVERHAULING / REPLACEMENTE N D E D, C A R RY O U T O P ER AT I ON S


P.S.: If you merely replace Coil,

follow steps 1, 2 and 5 only.


30/6130

Pict. 13

Pict. 14

Solenoid valve

Core Group

Pict. 12Solenoid valvewith Polar

10.2.2.b Core replacement of LPG

Solenoid valve with polar



10.1:


you can see in picture 13.2) With a CH17 wrench unscrew

Polar (22).

3) Take out the Coil (21) and the

Washer (24), then with a CH19 wren-

ch unscrew Cylinder (20).

4) Replace Nuclear Group with the

new one, then screw Cylinder on the

Solenoid Valve body with a CH19

dynamometric wrench applying a 15

Nm torque wrench.

5) Insert Washer (24), Coil (21) and

ORs (19, 23), then close Polar (22)

with CH17 dynamometric wrench

applying a 15 Nm torque wrench.


vehicle.




P.S.: If you merely replace Coil,

follow steps 1, 2 and 5 only.


31/6131

Pict. 18

FILTER

OUTLET

REDUCER

OUTLET

FIXATION

CLAMP

31

10.2.3 GENIUS REDUCERREPLACEMENT



10.1:

By using a 13 mm wrench, unscrewGenius reducer fixation screw.

Unscrew vacuum pipe 5x10,5 mm.

Unscrew gas pipe 10x17 mm.

Lift reducer from the bracket and

unscrew gas pipe fitting of reducer

inlet.

Close water pipes on the reducer

with suitable pliers (pict. 17).

Loosen clamps fixing water pipes

on the reducer. Rem ove water

pipes and replace reducer.

Connect water pipes to the elbows

of the new reducer, then fix them

with clamps. Remove pliers from

water pipes.

Screw gas pipe coming from the

solenoid valve on the reducer

again.

Place reducer on the bracket again.


E N D E D, C A R RY O U T O P ER AT I ON SDESCRIBED IN PARAGRAPH 10.3.

10.2.4 FJ1 HE FILTEROVERHAULING



10.1, unscrew the two pipes of filter

outlet.

Unscrew gas pipe coming out from

the reducer.Unscrew filter fixation screw.

Rem ove f i l ter from i ts f ixat ion

clamp. Remove elastic clamp fixing

the filter cap. Remove cap (pict. 27).

Extract the old cartridge from the fil-

ter.

Put the old cartridge cap on the

new one.

Insert new cartridge in the filter,

with cap towards the inlet.

Place outlet cap again.

Close with elastic clamp.

Reassem bly f i l ter with f ixat ion

clamp.

Screw fittings again.

BRASS

ELBOWS

GENIUS FIXATION

SCREW

VACUUM PIPE

Pict. 15

Pict . 16

Pict . 17


32/6132323232




10.2.5 BRC INJECTORSREPLACEMENT

NOTE: we’ll show here how

to replace one only BRC

injector, because procedure is

the same for all injectors.



10.1, unscrew gas pipe coming to

the nozzle of injector outlet fitting.

Unscrew injector fixation nut (pict.

29).

Remove injector, being careful with

NOT missing small parts in the

engine.

Unhook connector from the injector,

by f i rst bringing yel low tongue

towards the outside, and pressing

then the black tongue.

Remove possible ORs left inside

the injector housing on the Rail.

Introduce new injector on the Rail,

being careful with using every new

small parts provided (OR, nut and

washer).

Fix new injector to the Rail with nut

and washer, placing this latter with

its concave side towards the Rail.




10.2.6 REPLACEMENT OF GAS

PRESSURE AND TEMPERATURESENSOR

On the rail, there’s the gas pressure

and temperature sensor.



10.1, replace sensor as follows.

Unhook connector and unscrew it

using a wrench.

Remove sensor together with the

aluminium tightness washer.

Introduce now the new sensor com-

plete with tightness ring (pict. 32)

and screw it using a wrench.

WARNING! Screw sensor on the

CAP

ELASTIC CLAMP

FOR FIXING CAP

GAS PIPE TO UNSCREW

Pict. 19

Pict. 20

Pict. 21

INJECTOR FIXING NUT

Pict. 22


33/613333

Pict. 25Changeover switch

3333

Rail holding the nut. Never

screw sensor on the Rail

holding the connector.

Join connector again.




10.2.7 FLY SF ECU REPLACE-MENT

Unhook Fly SF connector, pulling

purple slide towards the outside of

the connector.

Lift connector up.

Unscrew the two fixing screws.

R e p l a c e F l y S F a n d f i x i t w i t h

screws. Hook connector again.




10.2.8 FUSES REPLACEMENT

Fuses situated on the Fly SF ECU

must be replaced only with fuses

with the same characteristics.



DESCRIBED IN PARAGRAPH 10.3

10.2.9 CHANGEOVER SWITCHREPLACEMENT

Dismounting changeover switch

from its own housing. Unhook con-

nector and replace changeover

switch with a new one.

10.3 FINAL OPERATIONS

Once com ponents overhaul ing

and/or replacement ended, reas-

semble intake manifold.

Then, open tap of multivalve in the

rear side.

Start vehicle up.

Bring changeover switch in automa-

tic gas position (LED off).

Bring vehicle at 3000 RPM.

Wait for changeover to gas.

Open the bonnet and check the

absence of leakages on gas fittings

touched by the overhauling and/or

PTS SENSOR

TO UNSCREW

Pict. 23

Pict. 24

CONNECTOR

BLOCKING SLIDE

FLY SF FIXING

SCREWS

replacement of gas components.


34/613434343434

11. INSTALLER’S

LEVEL OF

COMPETENCE

Workshop must possess suita-

ble certifications that law makes

compulsory to realize gas system

conversions.

Moreover, it has to possess the

certificate of participation issued

during the installer’s technical cour-

ses made in MTM-BRC seat (or in

the BRC dealer seat).


35/613535353535353535353535

The following general installation

rules have to be considered as indi-

spensable for a good understan-

ding of the system.

SEQUENT ECUs are connected

to the SEQUENT electric equip-

ment (supplies, grounds, signals,

sensors, actuators, etc.) through a56- or 24-pole (according to the

system used) connector containing

all the signals necessaries for the

various functions.

Most of the wiring cables ends

on pre-cabled connectors, therefore

it becomes very easy to connect

the system com ponents to the

ECU; furthermore, conductors are

divided into many sheaths, in order

to simplify the installation and the

identification of the different cables.

All the connections of cables not

ending on a connector should be

carried out by a well-done and duly

insulated soft soldering. Avoid any

connections by simply twisting the

wires or using other scarcely relia-

ble systems. For the mechanical

assembly and the wiring location,

make reference to the chapter 5 ofthe present handbook.

In the following paragraphs

we’ll analyse wiring connections

of LPG Sequent Plug&Drive and

LPG Sequent 24 MY07.

12.1 LPG SEQUENTPLUG&DRIVE MAINHARNESS

12.1.1 56-POLE CONNECTOR

Being the 56-pole connectorused by the system SEQUENT the

same already used in the other

Sequent family systems, also

considering the similitude of ECUs

outside structure, it could happen

you install the wrong ECU in the

wrong system.

It’s very important to avoid

this error, because it could

damage ECUs and/or vehicle ori-

g in al su p p ly system. If, after

installing the system and inserting

ECU, vehicle doesn’t start up, we

s ug g es t n o t i n si st i ng , r at h er

checking that ECU is the right one.

12.1.2 SOLENOID VALVESCONNECTIONS

No solenoid valve terminal is

c o n ne c te d p e r p e tu a l ly t o t h eground, but a cable comes from the

+12V battery (through fuse and

relay), while FLY SF ECU controls

the other one.

Do not connect directly the

solenoid valve terminals to

the ground: this may cause a

short-circuit and will burn the

fu ses o n th e h ar n ess an d /o r

prejudice the correct operation

of the equipment.Separated piloting cables have

been planned for front and back

solenoid valve. This separation

allows FLY SF ECU understanding

whether and, in case, which of the

two solenoid valves is burnt or in

short-circuit. It is therefore neces-

sary to avoid connecting the twosolenoid valves in parallel: this may

prejudice the ECU diagnostic func-

tion (pict.1).

12.1.3 SUPPLY AND BATTERYGROUND

Sheath “A” in picture 4 contains

two red and three black cables to

be connected to the car battery: the

red wires to the positive and the

black ones to the negative. It is

important to connect the cables as

they are, allowing that they reach

separately the terminals of the bat-

tery, without joining wires of same

colour in one only or joining them

along the harness.

Grounds must be always

connected to the battery

negative and not to the car body,

to the engine ground or to other

grounds presents on the vehicle.

12.1.4 FUSES AND RELAY

At the outlet of the sheath “B”

(see pict. 4) there are the two 15A

and 5A fuses of the SEQUENT

equipment. The harness is supplied

with the two fuses at the correct

amperage, fitted in the right seat.We suggest not inverting their posi-

12. WIRING

CONNECTIONS

(-) (+) (-)

(+)

Pict. 1Connection offront and rearsolenoid valves

S h e a t h

“ E ”

S h e a t h

“ F ”

Extension cable

code 06LB50010062

35


36/613636363636363636363636

(-)

(+)

Pict. 2

S h e a t h

“ E ”

E x t e n s i o n

c a b

l e

c o d e

0 6 L B 5 0 0

1 0 0 6 2

tion. The 5A fuse ought to be inser-

ted in the fuse-holder with the smal-

ler section cables, while the 15A

fuse in the one with the larger sec-

tion cables. We want to remember

that for 6- and 8-cylinder versions,

the 25A fuse is provided, instead ofthe 15A one.

At the outlet of the sheath “B”

there is also a relay that SEQUENT

system uses to interrupt the battery

positive arriving to the actuators.

After ending connections, we

suggest to properly fix and protect

both fuses and relay.

12.1.5 PUSH-PUSH

CHANGEOVER SWITCH

The 5-poles multi-polar cable

“C1” of the wiring, ending on a 5-

way connector, is the cable for con-

nection between ECU and push-

push changeover switch situated

inside the passenger compartment.

The 2-poles multi-polar cable “C2”

of the wiring, ending on a 2-ways

connector, is the cable for connec-

tion between ECU and the acoustic

indicator (buzzer), which in this kind

of changeover switch is separated,

because of its small dimensions.

12.1.6 DIAGNOSTIC SOCKET

The PC connection to the FLY

SF ECU is based on a diagnostic

socket, directly coming from the

wiring “D”. It is the 3-way connectordiagnostic point (female-holder on

the harness), equipped with a pro-

tection cap. Diagnostic socket is

usually placed near the 56-poles

connector of the ECU.

F or the PC connection, i t is

necessary to use the suitable cable

code DE512114 or the USB cable

code DE512522.

12.1.7 LEVEL SENSOR

The resistive level sensor has

connected directly to the wiring

through the pre-cabled 2-poles con-

nector (sheath “E” in picture 4).

There is no possibil i ty of error,

because the connector of the level

sensor is the only one of this type.

The connection between ECU and

sensor can be made through the

special extension cable

(06LB50010062) ending on special

connector of resistive sensor for

Europa multivalve. Sheath “E” also

contains the 2-poles connector forrear solenoid valve connection.

12.1.8 SOLENOID VALVES

Solenoid valves are connected

to the harness through precabled

connectors joined to the cables in

sheats “E” and “F”.

Front solenoid valve ought to beconnected to the connector of

sheath “F ”, whi le the rear one

(“Europa 2” multivalve) ought to be

connected to the connector of

sheath “E” through suitable exten-

sion cable code 06LB50010062.

Sheath “E” also contains con-

nector for connecting resistive sen-

sor described in paragraph 12.1.7.

12.1.9 GENIUS MB TH2O

It ’s connected to the harness

through the suitable 4-way connec-

tor (male-holder on harness) onwhich 3 cables of sheath “G” end

(pict. 4).

Pict. 3

Push-Push

Changeover

Buzzer

Push-Push

Changeoverswitch

Connector

Buzzer

connector

36


37/61


38/613838383838383838383838

12.1.10 GAS INJECTORS

Gas injectors are connected to

the wiring through the cables with

pre-cabled connectors contained in

the sheaths “I1”, “I2”, “l3”, “I4” (pict.4).

Gas injectors connectors are

numbered from 1 to 4 (or from 1 to

8 if we use ECU with two connec-

t o r s ) ; t h e s a m e i s f o r s h e a t h s

whose cables will be connected to

the petrol injectors.

I t i s v e r y i m p o r t a n t t o

maintain correspondence

between gas and petrol injectors.

Actually, gas injector to which

connector n° I1 has to be connec-

ted, must correspond to the cylinder

containing the petrol injector to

which we will connect the plug of

Injectors Connection Sequent

Wiring (or the Orange and Violet

wires of the Universal Injector

C on n ec ti o n S e qu e nt W ir i ng )

marked with the n° P1, and so on. If

there is not this correspondence,

you could feel a worsening in the

equipment performances, such as:

worse driving conditions, higher

unsteadiness of lambda control,

less “clean” petrol/gas changeover,

etc.

Rememb er th at n u mb er

distinguishing gas injec-

tors connectors is printed on

wiring cables arriving to the con-

nector itself.

12.1.11 LAMBDA OXYGENSENSOR SIGNAL

In sheath “N” there is the Yellow

cable to be connected, if neces-

sary, to the Lambda Oxygen sen-

sor signal wire, placed before the

catalyst. You don’t have to cut this

cable but rather only strip it, weld it

with SEQUENT wiring cable and

insulate it.

Yellow cable connection allows a

quicker self-adapting of the Fly SF

ECU and is therefore very useful if

the self-mapping phase needs a

further map refinement.

12.1.12 POSITIVE UNDER KEY

The Brown cable of SEQUENT

equipment, contained in sheath “L”in picture 4, has to be connected to

the under key positive signal of the

original equipment.

You don’t have to cut this cable

but rather only strip it, weld it with

SEQUENT wiring cable and insula-

te it.

12.1.13 10-POLES CONNECTOR,PETROL INJECTORS HARNESS

CONNECTION

Sheath “M” , ending with a 10-

poles connector, makes possible

petrol injectors cutting. Now, it’s

enough to connect one of the spe-

cific injectors cutting wirings accor-

ding to the kind of connector pre-

s e n t o n t h e v e h i c l e ( B o s c h o r

Sumitomo).

Code list of wirings with Bosch

connector not supplied into the kit

but sold apart:

• code 06LB50010102 Right

S eq ue nt Wi ri ng 4 Pe tro l

Injectors Connection,

• c o d e 0 6 L B5 0 01010 3 L e ft





Injectors Connection,• code 06LB50010106 Left



• code 06LB50010101 Universal



• code 06LB50010104 Universal



to choose according to the petrol

injectors polarity.

Code l ist of wir ings with

Sumitomo connector not supplied

into the kit but sold apart:


Sequent Wiring 4 Petrol Injectors

Connection,

• code 06LB50010114 Left


Connection,


Sequent Wiring 2 Petrol InjectorsConnection,

• code 06LB50010116 Left


Connection,

to choose according to the petrol

injectors polarity.

Connection is very easy, and phi-

losophy of injectors cutting is the

same followed by BRC during all

these years. To select the right wiring

you only have to follow the instruc-tions inside the single packages.

During gas mode, it’s impor-

tant to keep the same injec-

tion sequence you had during the

petrol mode. Therefore, it’s neces-

sary to interrupt petrol injectors

signals in the same order you will

follow to connect gas injectors.

To do this, you can pair a conse-

cutive number to each cylinder, for

instance from 1 to 4 in case of a 4-

cylinder engine (note that this order

only help to carry out the SEQUENT

installation so that it could be different

from the one assigned by the car

manufacturer). Generally, in case of

engine positioned in a transversal

way, you will indicate as number 1 the

cylinder placed on the timing belt side

(see picture 4).

Petrol injector sprinkling in thecylinder n. 1 will be stopped with the

group 1 of the Petrol Injectors

Connection Sequent Wiring (or with

the Orange and Violet wires identified

with n. 1 of the Universal Petrol

Injectors Connection Wiring Sequent

Wiring) and so on.

The numbers identifying both

gas and petrol injectors connec-

tions are printed directly on the

wiring connection cables.

38


39/613939393939393939393939

12.1.13.A Injectors polarity

I n o r d e r t o c h o o s e t h e r i g h t

injectors cutting wiring (Right or

Left) or to precisely know which is

the negative wire (in case you pre-

ferred to use a Universal wiring),it’s important to know the injector

polarity, that’s to say where positive

wire is placed to safely intervene on

the Negative one.

Therefore, referring to picture 4

it is necessary to:

• Disconnect all injectors con-

nectors and, if necessary, all

other connectors eventual ly

installed upstream (only after

c on ta c ti n g B RC t ec h ni c al

Assistance Service).

• Switch the dashboard on.

• Detect which pin of each fema-

le connector just disconnected

has a +12 V voltage (use the

POLAR device code

06LB00001093 or a pilot-light).

[Check all of them!!].

• If watching the connector as

indicated in picture 4 (pay atten-

tion to the reference teeth orien-

tation) the +12V cable is on the

right, you have to use a RIGHT

Wiring. If instead you are instal-

ling a Universal wiring you will

have to cut the negative cable

(on the left).

• If supply is on the left, use a

LEFT Wiring. If instead you are

installing a Universal wiring you

will have to cut the negative wire(on the right).

12.1.14 GAS PRESSURE ANDTEMPERATURE SENSOR

Gas pressure and temperature

sensor, as described in paragraph

3.4, is directly situated on the rail

( d e di c a te d t o B R C i n je c to r s) .

Connection with wiring happens by

means of the suitable 4-ways con-

nector (male-holder in wiring) on

which the 4 cables of wiring sheath

“P” end.

Pict. 4aBosch connector

Pilot-light on orRight Polar LED

Original

injectorconnector

Original

injectorconnector

Pilot-light on orLeft Polar LED

Use a leftwiring or,

if using a

Universalwiring,

intervene onNegative cable

on the right

Use a rightwiring or,

if using a

Universal wiring,intervene on

Negative cableon the left

Pict. 4bSumitomoconnector

Original

injector

connector


Use a leftwiring or,

if using a

Universalwiring,

intervene onNegative cable

on the right


Original

injector

connector

Use a rightwiring or,

if using a

Universal wiring,intervene on

Negative cableon the left

12.1.15 MAP ABSOLUTEPRESSURE SENSOR

The new conception MAP pres-

sure sensor is connected to the

wiring with the suitable pre-cabled

connector, in its turn connected to

the sheath “O” cables.

In this case we add, at the end

of wiring, roughly 10 cm of grey

thermo-shrinking pipe.

12.1.16 CONNECTION OF EOBDDIAGNOSTIC SOCKET

Thanks to cables of sheath “L” we

can take signals from the EOBD

diagnostic socket in order to obtain

a better integration of the system

with petrol injection strategies.

You have to connect to the EOBD

diagnostic socket the White cable

or the Yellow and Yellow/Black

cables, and not the three ones at

the same time (pict. 4).

12.1.17 ADDITIONALCONNECTIONS

At the outlet of sheath “N” there

are the Green cable (to the Outer

timing advance processor), the grey

cable (RPM ) and the l ight blue

cable (Lambda Oxygen Sensor).

T he s e c o nn e ct io n s c a n b e

made only on special vehicles,

under indication of BRC technicalassistance.

39


40/61404040404040404040404040

12.2 SEQUENT 24 MY07MAIN HARNESS

12.2.1 24-POLES HARNESS

SEQUENT 24 MY07 harness is

easier than the previous ones. Wego from a 56-pole connector har-

ness to a 24-poles one. In order to

respect norms about electromagne-

tic compatibility, some shielded

c o nd u ct or s h av e b e en u s ed .

Harness connectors are water-tight,

except for the changeover switch

one: but this one is naturally protec-

ted from water because inside the

passenger compartment.

Special attention must be

paid to the injectors cut-

ting, that is the main innovation

of the system.

In the following paragraphs we’ll

only describe harness differences,

compared to the previous systems

ones.

12.2.2 SUPPLY AND BATTERY

GROUND

Sheath “A” in picture

6.16 - sequent installers handbook

Documents