software manual landi lsi - nsi for lsi prime - lsi one ecus

2012

-10

*3*

gb

SOFTWARE MANUAL LANDI LSI - NSI

for LSI PRIME - LSI ONE

ECUs

Version:

2.16.8 S

3555556

710

101720

2326

30 32 36

42 43

464950

5356

5759626364656667

68

2 LANDI AUTOGAS EQUIPMENT

Software 2.16.8 SRestricted document

The materials and documents of any nature contained and published in this Manual are for information and promotional purposes only and, unless otherwise stated, are the sole property of Landi Renzo S.p.A. or its successors in title who retain worldwide copyright for the entire duration of the protection offered by law; any other use that has not been expressly granted is forbidden. The Manual and the materials contained therein cannot be reproduced, published, transmitted, distributed, publicly displayed, removed, cancel-led, added to, modified, used to create derivative works, sold or acquired. Any other use of the material in this Manual, including reproduction for purposes other than those it was intended for, modification, distribution or publishing is forbidden without the written permission of Landi Renzo S.p.A.

UPDATESRev. Date Description of change Performed by Approved by

0 2012-10 First issue I.Martinelli

NotesSoftware

Minimum computer requirements for software installationSoftware distributionSoftware installationSoftware operationError codes software program

Software initial viewF1 Vehicle configuration

F1 Gas change overF2 LambdaF3 EmissionsF4 Gas levelF5 PressureF6 TemperatureF7 K insertionF8 InjectorsF9 AutocalibrationF10 Gas/petrolF11 AdaptivityF12 Exit

F2 DispalyF3 DiagnosisF4 Automatic calibration Injectors size Calibration fine tuningF5 Modify calibrationF6 Save current configurationF7 Load New configurationF8 ECU ProgrammingF9 Update cards and mapsF10 ExitWiring diagrams

Index(interactive)

LANDI AUTOGAS EQUIPMENT is a brand produced and distributed by LANDI RENZO SpA

This document is the property of LANDI RENZO. It cannot be distributed or copied without prior written approval.



NOTESThe software program described in this manual applies to different types of ECU.The software automatically recognises the connected ECU by means of firmware that is loaded by the manufacturer during the initial programming stage.

Certain program windows and functions are only visible/available on some versions of ECUs. In such cases, the words LSI PRIME or LSI ONE appear alongside the function as do the customised icons that identify this latest version.

As regards the LSI PRIME LRE184 -188 ECUs, refer also to previous software manuals “Omegas 2.6.4” or earlier.

The LSI ONE version can be installed on 2-3-4 normally aspirated and turbocharged cylinder engines.The MAP sensor that comes with the unit must always be fitted.At present, the combined injectors are series “AEB and Lo-vato J-K” with various types of calibrated nozzles.The field of application is described in the “Component In-stallation Manual”.

A range of minimum/maximum settings is available for se-lection. WARNING if you enter a value that is outside the range, the maximum or minimum applicable value will be saved, not the previously set value and no warning window will appear.

The boxes and drop-down menu open together when you press the button for the box.

To activate any changes made to the program, press “En-ter”. The parameters in “RED” can be changed only if the ignition is OFF as the software string at the bottom of the “F1 Ve-hicle Configuration window; “F1 Gas change over” reminds us. To correctly save changes to the parameters in “RED” made with the engine running, you need to: - switch the engine off;- wait until the switch is OFF (if delayed ignition);- re-start the engine.

This document is the property of LANDI RENZO. It cannot be distributed or copied without prior written approval

TO USE THE NEW FUNCTIONS,

SOFTWARE VERSION 2.16.8 NE-

EDS THE FIRMWARE BELOW:

LRE194_#00371.plrLRE198_#00361.pln

EVO_#00470.ple

OR LATER UPDATES




index

FUNCTIONS NOT DISPLAYED IN THE SOFTWARE

EmERgENCY START FUNCTION (can be set “in acceleration” or “in deceleration”).The gas system allows an “emergency start” system to be implemented in the event of problems with the petrol feed system (i.e.: out of petrol, broken petrol pump, etc..) Customers must be aware however that this option can only be used for a maximum number of 10 times.To start the engine on gas:• turn the vehicle ignition key on and wait until the dashboard lights up (for vehicles with key cards

“insert the card”);• hold the switch button down for at least 5 seconds without starting the engine (at this point,

the green led will come on);• start the engine. The engine will now start on gas.

To zero the number of emergency starts performed, press “Zero errors” in the “F3 DIAgNOSIS” WINDOW.

* Emergency starts can only take place with the ignition on. When the dashboard lights up, the switch has to stay lit for the time needed for the emergency start procedure to take effect.




index

SOFTWAREMINIMUM COMPUTER REQUIREMENTS FOR SOFTWARE INSTALLATIONOperating system - Windows 98 2nd edition or later;RAM - At least 16 Mbyte;Hard disk - At least 20 Mbyte free at time of installation;Screen resolution - 800 x 600 or better;Internet Explorer version 5.5 or better.

SOFTWARE DISTRIBUTIONLANDI RENZO S.p.A. distributes the software (and future up-dates) through the website “www.landi.it/private area/download software programs” or on a CD.

SOFTWARE INSTALLATIONTo install the calibration program, put the CD in the reader and wait for the installation wizard to appear.If the installation program does not start, select “Start” from the “Application Bar”. Select “run” and enter: “D:\setup.exe” (where D indicates the CD reader).During installation you will be asked which directory you want to use for installation. We recommend that you use the preset directory.When installation is complete, an icon will appear on the desktop.

SOFTWARE OPERATIONThe calibration software needs a specific hardware key and can be opened without being directly connected to the ECU.To connect to the ECU, the computer and ECU must be properly connected with a modular adaptor. Depending on the characteristics of the computer, use the appropriate module: version for Serial/USB port; version for serial RS232 port; WIRELESS SERIAL KIT; USB/RS232 adaptor.The ECU must also be powered with a 12 volt battery (Red/Black wire) and an earth connection (Black wire) and with 12V with the ignition ON (dashboard lights ON - engine OFF).Open the program by selecting the specific icon on the computer screen.

Landi LSI NSI




index

SOFTWARE PROGRAM FAULT CODES

ERROR DESCRIPTION

PROGRAMMINGP01 Cannot connect to ECU on COM or USB ports, cannot find a connected control unit.

The ECU is not communicating or the communication pathway is not complete.P02 The ECU connected is incompatible due to hardware or firmware.P03 Error opening the programming file.

P04 Error in decryption of the programming file.(The reprogramming procedure re quires the presence of Internet Explorer 5.5 or higher, with at least 128-bit cryptography).

P05 Incorrect programming voltage.P06 Error in flash cancellation.P07 Error during initialisation (BAD_PREPARATION).P08 Error during initialisation (BAD_ERASE).P09 Error in start programming phase.P10 Null dimension in input data.P11 Incorrect encryption mode.P12 Generic programming error.

P13 (1-6) Firmware isn’t correct for the ECU connected.from P1000 to above

Error in record programming (ERR.CODE-1000). Firmware writing was notsuccessful, the programming must be repeated.

H01 Error reading/writing hardware key.H02 - H03 Key with expired data or number of accesses.H04 Data not compatible with internal data of key.

C01 Cannot connect to ECU on COM or USB ports, cannot find a connected control unit.The control unit is not communicating or the communication pathway is not complete.

C02 Error loading control unit identification data.C03 The firmware of the connected ECU is not compatible with the program installed on the PC.C04 The program installed on the PC is not compatible with the control unit firmware.C05 ECU in boot mode, you must reprogram it with a suitable FW

HARDWARE KEY

CONNECTION




index

SOFTWARE INITIAL vIEW

A

C

B

D E F G

A Drop-down command barB Keyboard C Language selection bar D Computer/ECU communication status bar E Name of program currently in useF Version of hardware loadedG Type of fuelH Software visualisation

HLSI PRIME ONE




index

A Drop-down command bar

Drop-down “File” menu• Open configuration: Same function as “F7” - allows an

existing configuration to be loaded on the PC with the additional option of searching for it in all the files on the PC;

• Save configuration: Same function as “F6” - allows the configuration currently being used on the PC with the additional option of saving it in all the files on the PC;

• Print configuration: lets you print a copy of the current configuration;

• Print corrections: lets you print details of changes made to this configuration since the last data save was made.

• Print diagnosis: lets you print the diagnosis page;• Installation instructions: If loaded on PC, this system

displays vehicle-specific screenshots for installing the gas system.

• Exit: same function as “F10” to exit the program.

Drop-down “Connection” menu• Connect: connects the PC with the ECU, the connection

bar opens and when the connection has been made, the bar “D” changes status and colour;

• Disconnect: disconnects the PC from the ECU;• Personalisation: currently only available “After market”.

Drop-down “Help” menu• Information about...: a second window appears with in-

formation about the version of the software currently in

use 1 and the hardware key expiry date 2 .

B KeyboardFor accessing the various functions or using the mouse to select them.

1 2

B

C

Ctrl

A




index

D

E F G

C Language selection barClick on the flag of the language you want to use.

D Computer/ECU communication status bar Shows whe-ther the ECU is connected or not to the calibration software. It is important to remember that any settings made when the ECU is not connected will be lost on reconnection unless they have been saved beforehand to a configuration file.On connection (“Ctrl”+ “C” or from the drop-down “Connec-tion” menu - “Connect”), the SW will automatically try to con-nect with the ECU.If the PC fails to connect, an error software string appears. At this point, check:- the interface serial connection.- that the ECU has an electrical supply,- that the ignition has not been turned OFF for more than 1 hour, to connect, you will need to turn the ignition ON for a few seconds or start the engine. Once the connection has been made, the left side of the bar will change description and colour.

E The middle of the bar shows the name of the file loaded

on the ECU F and the version of the software it is using.

G The right side of the bar shows the type of fuel selected when the program was saved.

H With the ECU disconnected from the PC, press “Ctrl + A” to select the type of program you want to use. The choices available will appear at the top right of the screen for a about 1 second. Function mainly for technical course instructors.

H

ONE

LSI PRIME




index

F1 Gas change-over

NOTETo activate any changes made to the program, press “En-ter”. The parameters in red can only be modified with the “KEY OFF”.

EC

DB

MLK

JIH

GFA

O

W

Q

R

S

T

UV

PN

Z




index

R

CDB

MLK

JIH

GFA

WS

T

UV

NOTETo activate any changes made to the program, press “En-ter”. The parameters in red can only be modified with the igni-tion OFF.

N O

E

Z

ONE




index

A

B Fuel type: select LPG/Methane depending on the type of fuel used.C Engine: select Aspirated or Turbo depending on the

engine in question.

D Injector type: Matrix, Keihin, Landi, OMEGAS- EvO only - AEB, Lovato J, Lovato K.Detection of type of injector connected to the ECU is perfor-med automatically thanks to the wiring system used. AEB injectors can be detected by the ECU thanks to the firmware loaded on the ECU during programming at the factory.NoteInjectors of a different make cannot be fitted without chan-ging the wiring and program settings.

E Size: must be selected based on the type of injectors/ nozzle installed on the vehicle (combined function only with Landi or Keihin injectors).There are three Landi-Med injector sizes and their use is determined by the power output of the engine:- Small: from 0 to 18.5 kW/cylinder- Medium: from 15 to 27.5 kW/cylinder- Large: from 25 to 40 kW/cylinder

A KeyboardFor accessing the various functions or using the mouse to select them.

W Input signal barPetrol/Gas: signals from switch;Revs: RPM;Level: signals from fuel level indicator;Tinj. Gas: injection time for gas injector;Tinj. Petrol: injection time for petrol injector;T. water: temperature of coolant in radiator in °C.T. gas: temperature of gas in °C;Press. diff: gas pressure measured at injectors;Press.: absolute pressure (gas pressure added to intake manifold pressure);Lambda: lambda probe valueMAP: Manifold Absolute Pressure signal value.

B

C

LSI P

RIM

E

W

E

LSI O

NE

LSI P

RIM

E

D

D




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Selecting AEB lets you set the matching value of the noz-zles fitted to the injectors.The procedure for determining the right nozzles for an engi-ne type are described in the “Automatic Calibration” section.

F Displacement: (range 900-8000cc.): enter the cubic capacity in cm3. Given the cubic capacity and the number of cylinders, the software calculates the capacity of each cylinder then feeds the ECU with a basic carburretion map that helps optimise the system during auto-calibration.

G Type of rev signal: Standard/Weak/Custom (only LSI PRIME version). Leave the “Standard” setting with signals that fluctuate from 5V to 12V. Select “Weak” for signals that vary from 2V to 5V.When you select“Custom” the “Range” (0-5) option appe-ars that lets you set the engine RPM signal minimum volta-ge value. This application is used when the signal measu-red is lower than 2 Volt. This parameter avoids the use of the signal amplifier.NoteThe WEAK setting must be selected when rpm signals are sent to the ignition coil amplifier transistor. Use STANDARD for connection to the negative pole of the ignition coil with two wires.Although either of the above settings can be used in the event of connecting to the tachometer, the WEAK SIGNAL setting is preferable.With signals of less than 2V (only LSI ONE), an extra signal amplifier will have to be fitted.

G When you untick the function, a message appears in-forming you that the “brown” wire must remain disconnec-ted and the engine speed in rpm will be calculated using

injection times 1 . The “Ignition type” I function will not work .

With LSI PRIME, this function is only available the Red/Yellow wire is connected and if the parameters on the vehicle MAP system are set.Note - we recommend that you leave this function enabled for both systems.

H N° of cylinders: automatically acquires the type of ECU connected. Select the matching number of cylinders in the engine: 2, 3, 4 cylinders, or 4 cyl with 2 injectors, 5, 6, 8 cylinders. Note - the 4 cylinders with 2 injectors (per cylinder) setting only applies to ECU model “198”.

I Ignition type: Single coil, dual coil, tachometer, tacho-meter 2; this information is used by ECUs to correctly cal-

G

I

H

LSI O

NE

G

I

1

F

LSI P

RIM

E

LSI P

RIME

LSI O

NE

G




index

culate the engine regime starting from the time the engine speed data is input.Select SINGLE COIL if the engine has a coil for every cylin-der and if the signal is taken from the negative or transistor on the coil.Select DOUBLE COIL if the engine has a coil that feeds two cylinders and if the signal is taken from the negative or transistor on the coil. Note: you may need to make this selection for some engi-nes with one coil per cylinder.Use Rev-counter for other cases.Select Rev-counter 2 if the revs displayed in the “Revs” setting are double the actual speed.

J Type of change over:• In acceleration, the number of engine revs must exceed

the previously set threshold which is mentioned later (Rev threshold for change-over);

• In deceleration, the system must recognise an engine speed that is greater than the value set in “Fuel change rpm threshold” and the petrol cut-off condition.

Note - The choice of these headings may be dictated by the characteristics of the engine (see FUNCTIONS NOT DI-SPLAYED IN THE SOFTWARE” in the chapter “NOTES”).

• When you select “Start on gas”, the “Fuel Change RPM Threshold” message disappears and the engine starts on gas with no need to follow the emergency start pro-cedure with the switch.

WARNING we recommend the use of this selection only for real engine problems while running on gas and even then, only for a very limited period of time. LANDI RENZO S.p.A. will not accept any responsibility for damage caused by use of this function (see FUNCTIONS NOT DISPLAYED IN THE SOFTWARE” in the chapter “NOTES”).

• Select Monofuel for engines that run exclusively on gas

fuels. When you select this function, a message 2will appear and the “Fuel change rpm threshold” mes-sage will vanish.

- Once the system recognises ignition, it instantly goes to gas mode and disables all petrol functions;

- When the engine starts, the gas injectors are activated immediately without waiting for rpm threshold.

K Rev threshold for change-over: (range 550-3000 rpm): minimum rpm above which fuel change occurs. De-fault setting 1600rpm.

L Water temperature for change-over: (range 40-90 °C) Together with the fuel change rpm threshold, this para-meter is evaluated by the ECU for changing the fuel feed from petrol to gas.

M Start on gas with hot engine (range 50-90°C): select the heading and set the water temperature above which the engine will be fed directly with gas at start-up.

2

M

K

L

J




index

N valvetronik: with this parameter enabled, the system continues to operate despite the loss of rpm signals reco-gnising only the ignition ON as the operating condition (15).Page 14Allows rpm signals to be read even while connected to the ignition coil in cut-off when there are no rpm signals. The program displays the connection to power supply war-ning message.

O Start & Stop: with this parameter enabled, the system continues to operate despite the loss of rpm signals reco-gnising only the ignition ON as the operating condition (15).Allows rpm signals to be read even while connected to the ignition coil in “Stop” mode when there are no rpm signals. This function allows the engine to start in gas mode after an “S & S” thus avoiding delays. The program displays the connection to power supply war-ning message.

Note - for Valvetronic/Start & Stop - is normal for the sy-stem to enable the safety function when there are no rpm readings. In this case to prevent the solenoids (tank and regulator) from remaining open in the event of a crash, you need to connect the ignition wire (15) to the petrol pump power supply switch or to a disabled ignition wire from the inertia switch.

P Disable switch: this function forces the engine to run on just gas with the exception of starting the engine from cold, in cases of saved diagnostic errors and in the event of running out of fuel. In the last two cases, the buzzer will sound continuously unless the “Buzzer Timer” is enabled.

Q Buzzer timing: with this function activated, the buzzer sounds for just 5 seconds when the system changes back to petrol after running out of gas or on diagnosis of a fault.

R Change-over from petrol gas delay with water T:unified view, a customised settings bar is also available from this software for LSI ONE.The table shows how the delays in changing from petrol to vary with coolant temperature.the change in fuel source occurs when, once the set time has elapsed, the following conditions are available: “Type of change over”; “Rev threshold for change-over”; ”Water temperature for change-over”. This delay can be managed by means of a message that lets you associate a delay of between 5 and 300 seconds with a determined temperature. At start-up, the ECU detects the temperature of the engine coolant.

LSI P

RIM

E

R

LSI P

RIM

E

P Q

R

N O

NO




index

To change the settings, press the message cells “(sec)”, a modification window will appear then select the mode you want: - Absolute, the written value is that which appears in the cell;- Linear, the written value (positive or negative) will be ad-ded to or subtracted from the value in the cell;- Percentual, the written value (positive or negative) will be added to or subtracted from the value expressed as a per-centage in the cell;

S Delay in petrol-gas passage from with gas temp:If the water temperature sensor is not connected, mana-gement of delays in changing from petrol to gas take place based on the temperature of the gas detected by the gas sensoron the injector rail (for engines with Landi and Matrix injec-tors); on the sensor placed in series to the low pressure gas pipe (for the OMEGAS - EVO system) or on the sensor on the gas filter (for systems with Keihin injectors). When the ignition is switched on, the ECU detects gas temperature and enables the passage from petrol to gas once the preset time delay has elapsed and once the conditions related to type of change and fuel change rpm thresholds have been verified.

Press the message cells “(sec)”, a modification window will appear then select the mode you want: - Absolute, the written value is that which appears in the cell;- Linear, the written value (positive or negative) will be ad-ded to or subtracted from the value in the cell;- Percentual, the written value (positive or negative) will be added to or subtracted from the value expressed as a per-centage in the cell.

T Overlapping times (range 0 - 2”);Overlap occurs when the petrol injectors and gas solenoids are open at the same time. The purpose of this occurrence is to allow gas to flow into the regulator/injectors and to pre-vent any post-change irregularities in the engine. Note - It is usually not necessary to change the setting from “0” except in sporadic cases.

U Max petrol inj time for gas change-over: (range “2 - 20”, default 12 ms), this parameter is the petrol injection time above which a change to gas is temporarily disabled. It prevents jerky changes to gas under acceleration.

S

TU

V




index

V Reset ECU and go to main parameters:This command cancels all previously set parameters. The ECU asks for confirmation before proceeding.

Z Number of injections for cylinder in change-over (range 0-15); This function allows the changeover from pe-trol to gas to take place gradually. Based on the values set, the UNI petrol and gas injectors will be deactivated and the others will be gradually activated one at a time. This stra-tegy provides a smooth petrol/gas changeover. Note - As regards “Sequential changeover from petrol to gas ” (Gas/Petrol window), this parameter allows customi-sed settings.

V




index

F1 Vehicle configurationF2 Lambda

CB

A

A

D

A One or more (where applicable) pre-catalyser lambda probes can be configured. With two lambda probes, petrol and gas injector times and signals from the probes will be doubled.

B Fuel trim bank 2 (range -20;+20).If you select “2” lambda probes for a vehicle with 2 such forward probes, a message appears that lets you linearly change the gas mix for the second bank in the event that the two banks are slightly out of balance (condition displa-yed by OBD correctors).Modifying this parameter on 6 or 8 cylinder engine, changes the mix to the gas injectors that are connected by means of cabling “E-F-G-H” identified by the red band.On 4-cylinder engines (even if fitted with 2 pre-catalyser Lambda probes), the system has no effect.

LSI O

NE

LSI ONE

LSI ONE

A

A




index

C The type of lambda probe fitted to a vehicle can be set so as to have (if connected) signal verification.The following values can be set:• 0 - 1 Volt;• 0 - 5 Volt;• 5 - 0 Volt;• 0.8 - 1.6 Volt.

D This window serves as a reminder about the “VIOLET” wire connection.Select “Not connected” when the “VIOLET” wire is not con-nected. Select “Pre” when the “VIOLET” wire is connected to the pre-catalyser probe. Select “Post” when the “VIOLET” wire is connected to the post-catalyser probe. Note - if you connect the “VIOLET” wire to the probe and do not set one of the two parameters (Front-Rear), the Lambda heading in the bottom bar will always show “n.a.”

LSI O

NE




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F1 Vehicle configurationF3 Emissions

HG

E

B

A

F

C

D

A

BC

BC

BC

ED

ED

ED

2

4

3

ED




index

HG

E

A

F

D

C

B

x

ED

ED

ONE




index

A Table of reference point emissions, where:B Lambda probe refs.(v) determines the rich/lean th-

reshold. For “0-1”, “0.8-1.6” and “0-5” probes, on increasing the value, the mix tends to become richer while decreasing the value makes it leaner. With “5-0” probes, the reverse happens.

B Lambda probe reference points can be set based on engine load values determined by the MAP system.

C Raise rich time: This is a period of additional down time during which the engine runs rich before returning to “lean” i.e. the real time plus that set for this parameter (ex-pressed in ms from 0 to 2000). This strategy is used to limit nitrogen oxide (NOx) emissions.Note - Do NOT modify these parameters except for bench emission tests.

D High emulation level; E Low emulation level: This is the signal (square wave) that the gas ECU sends to the petrol ECU (through the “grey” wire) as an emulated lambda probe signal.

D High emulation level; E Low emulation level: This is the signal (square wave) that the gas ECU sends to the petrol ECU (through the “grey” wire) as an emulated lambda probe signal. The cells on the left refer to “Lambda Probe 1” point “D” in the “F2 Lambda” window if the setting is “FRONT” The cells on the right refer to the same point “D” if the setting is “REAR”.

F Initial emulation delay: this is the period of delay that occurs between the change to gas and emulation starting. The note under the message indicates that if you want to set the strategy, the value must be a setting other than “0”.

G Exit cut-off leaning (range: -100;100), parameter as-sociated with “Leaning number injections”.The number is expressed as a percentage of the lean/rich mapping system readings when the ECU exits from the en-gine cut-off stage.

H Leaning number injections (range: 0; 255), this is the number of injectors undergoing percentage changes com-pared with mapping system values..Note - this function can be useful when the engine stops or tends to stop on when going back to idle due to a mixture that is too rich or too lean. It can also be used to rectify emissions in the event of excessive “HC”.

EF

D

EF

D

LSI O

NE

LSI P

RIM

ELS

I ON

E




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F1 Vehicle configurationF4 Gas level

B

A

F

D

E

B

A

C

G

E

ONE




index

A Type of gas level sensor: This allows you to set the type of gas sensor that has been fitted.The following gas level sensors can be set:• A.E.B.;• 0 - 90 ohm;• Landi Renzo;• Sensata HD• Non standard;• Non-standard inverted.“Landi Renzo” default setting.For preset sensors: The fuel level thresholds have already been loaded in the program for AEB, 0-90ohm, Landi Renzo and Sensata HD sensors. Selecting NON STANDARD” or “NON STANDARD INVER-TED” lets you customise the settings by the type of gas level sensor used and select suitable thresholds in ascending or descending order in the boxes:“Reserve”; “1/4”; “2/4“;”3/4“.

To save the value you have selected, press “Enter” (as men-tioned earlier in “Notes” on page 3). When you have com-pleted the sequence press “Accept”. As an alternative, the switch LED thresholds can be set with the following procedure:*) With the fuel tank empty, put in the amount of fuel you want to consider as the “Reserve” level;*) connect the ECU then turn the switch to “Petrol”;

*) press 1 “Set min level” (a number will appear alongsi-de);*) fill the fuel tank up to the top;

*) press 2 “Set max level” (a number will appear alongsi-de);

*) Press 3 “Find levels”, the will automatically calculate the intermediate levels and show them in the boxes above;

*) press 4 “Accept” to save the data. NoteIf you make any mistakes in the procedure, drop down me-nus will appear.

1 32

4




index

B Automatic change back to petrol: the following message appears when you select this item: “Low pressure time for change back” (range 0;20“). It is possible to set the time that must elapse before switching to petrol when the pressure drops below the value set in “Pressure for change back to petrol”.Note - by not selecting “Automatic return to petrol” when the gas tank is empty, the engine will run irregularly until it cuts out.

C Automatic return to petrol with rail pressure: function can only be displayed by setting “Landi 2.0” in: “F1 gas change” - Injector type”.

D Automatic change back with low pressure setting possible function cannot be displayed by setting “Keihin”

and “Landi” in: “F1 gas change” - Injector type”, the following message appears when you select this item: E Low pressure value for change back: (range 0.4;2 bar), fun-ction cannot be displayed by setting “Keihin” in “F1 gas change” - Injector type”, the threshold value is the level be-low which the ECU activates returning to running on petrol with subsequent warnings from the buzzer (intermittent fast buzzer) and display (petrol and gas LEDs lit).The Low pressure value for change back parameter can be set independently of the previous item. Different values

based on the settings selected in “F1 gas change” 1 “Fuel” (LPG/Methane) and “Engine type ” (Aspirated/Turbo) are set as default.

F Gas electrovalvesopened in advance: when you tick

this item, a window appears 2 to remind you that the petrol pump will not be shut off as the solenoids will open about 5 seconds before the injectors start, This will prevent any post-change irregularities in the engine. Note - This strategy might create problems resulting from the possible use of timing advance processors during the changeover from petrol to gas.

G Pressure for change back to petrol:The return to petrol can be set to activate if a drop in pres-sure is detected at the injectors based on injection times.If you select the box for the pressure that matches the in-jection time you want, a window appears to let you change the value in the following modes:- Absolute, sets the desired value;- Linear, adds or subtracts the value you enter from that shown in the table;- Percentage, adds or subtracts the percentage value you enter from that shown in the table;Function can be used with “Landi” and “Keihin” injectors but not with “Matrix” injectors.

LSI P

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E

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2

E

D

C

B

F

G

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1

0,35




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F1 Vehicle configurationF5 Pressure

B

A

ONE




index

Select the type of gas pressure sensor fitted to the gas system:A Omegas versions with Landi injectors: Bosch or

Sensata sensors can be identified by the brand name stam-ped on the sensor casing.Omegas versions with Keihin injectors: this message does not appear.

B Omegas versions with Matrix injectors: LRE 165 (by default); used exclusively on gas systems that have Matrix injectors and feature only 2 couplings.

B LSI ONE versions with AEB injectors: AEB 025 (by default); this sensor can be identified by its four couplings (gas inlet/outlet - intake manifold vacuum inlet/outlet).

WARNING Any combination of the default settings described be-low is prohibited as it may affect the functionality of the system.

With Pressure gauge available: C absolute

MAP sensor: D not present.Combination of defaults that do not call for connection with the “Red/Yellow” wire. - the return from gas to petrol is go-verned by Rail Pressure table [Petrol Injection Times].

With Pressure gauge available: C absolute

MAP sensor: D present.Combination that calls for the “Red/Yellow” wire to be con-nected to the original vehicle MAP sensor - the return from gas to petrol will take place through set or acquired para-meters.Parameters for external MAP:H Offset (value in mbar); I Slope (value in mbar/V);

if you know the values of the sensor on the vehicle, enter them in the cells and tick the box: J MAP configured correctly.

If you don’t know the values, press the button: K Start guided search for external MAP parameters

The procedure for MAP sensor parameterisation acquires the characteristics of the original engine sensor.

CD

FE

CD

K

H I

A

B

D

J

LSI P

RIM

E




index

Press K “Start guided search for external MAP para-meters” and follow the instructions:

1 - WITH THE KEY ON, the gas ECU reads the voltage from the sensor and associates it with 1 bar (atmospheric pressure)

2 - At 3000 rpm, the change from petrol to gas takes place

3 - At IDLE, the gas ECU reads the voltage from the sen-sor and associates it with the MAP pressure (= Gas pressure at injector unit – P regulator).

Note - the ECU must be correctly mapped on gas.

Following the MAP learning procedure: the return to petrol will take place based on the low pressure differential value for the return set in “F4 gas level” reference “C” instead of on the pressure vector for the change to petrol in “F4 gas level” reference “D”.

Gas pressure meter:E Offset; F Slope (set by default).

These values refer to the type of sensor fitted to the gas system.

G Subsonic flow threshold: this is the MAP/Pressure gas ratio above which the speed of gas exiting the injector is no longer in “sonic stall” (i.e. independent of the gas pres-sure and equal to the speed of sound of the gas at a given temperature, but dependent on the MAP/Gas P ratio). If the MAP is connected, the MAP/Gas P ratio can be calculated and the gas injection times will be corrected to take into ac-count the decrease in gas exit speed due to the increase in the MAP/Gas P ratio.

L T water: The minimum temperature threshold to ena-ble the characterisation procedure (it is preferable if the en-gine is at a normal temperature regime. We suggest setting a value of more than 70°C);

M MAP threshold (v): the minimum voltage for enabling the characterisation procedure (the preset default setting is acceptable);N P reg. (bar): the pressure needed to calculate the se-

cond point of sensor linearisation (exit pressure from the regulator default setting based on fuel setting and engine type setting i.e. normally aspirated or turbo).

1

3

2

L

G

M N

E F

NoteThe procedure is performed with gas-powered engines at 3000RPM and at idle. In the learning process, the software measures the differential pressure which is equal to the regulator calibration pressure: Press.diff = Press.gas - MAP The software program then obtains the MAP by rever-sing the formula: MAP = Press.gas - Press diff. and saves the corresponding value in volts.It obtains the MAP characteristics from the slope and intersection of the straight line between the two points recorded at 3000 RPM and at idle.

K




index

THE LSI ONE VERSION DOES NOT NEED ANY MANUAL CONFIGURATION AS THE MAP SENSOR FITTED HAS ALREADY BEEN PARAMETERISED.




index

F1 Vehicle configurationF6 Temperature

A Gas temperature sensor typeIdentifies the type of gas sensor used.The 4K7 sensor is fitted as default with:AEB, Matrix, Landi 2.0, Lovato “J-K” injectors. The 2K2 sensor is fitted as default with Landi and Keihin injector settings.The 1K sensor is only used on certain products intended for specific markets.

B Enable change-over with gas temperature: the op-tion of enabling/disabling the function.If this control system is enabled, the change in fuel will only be possible if the gas temperature detected at the gas tem-perature sensor fitted to the low pressure line is higher than that set on the “F1 gas change-over” page.

C Enable fuel change-over with water temperature: this option is available if the matching (Orange) wire is connected to the optional temperature sensor or to the original engine sensor (see Use vehicle’s engine tempe-rature sensor).The changeover in fuel will only be possible if the temperature set on the “F1 Gas change-over” - Water tempera-ture for change-over” page is exceeded.

E

CD

B

A

F

G




index

D Use vehicle’s engine temperature sensor: if you want to use the original engine temperature sensor, you can set the signal parameters with the OBD tester connected to the diagnosis socket and create a Temperatu-re/Voltage table for the sensor.E By pressing “Modify temperature sensor parameters” you can set:

F R pull-up: the pull-up resistance value in the petrol ECU (if you don’t know the value, you can leave the default setting).Delta T: speed with which you wish to acquire the voltage reading on the vehicle sensor.Tmin, Tmax: minimum and maximum values for setting the parameterisa-tion of the vehicle sensor (we suggest setting the minimum reading detec-ted with the OBD tester with the engine cold and setting the maximum value at 100°C).

G Condition: cold engine turned OFF with KEY ON.1. position the cursor on the “VOLT. MEAS. (V)” cell matching the tempe-

rature reading taken from the OBD tester. The blue cell will show the instantaneous reading in Volts read by the ECU;

Start the engine on petrol.2. press the space bar when the temperature read by the OBD tester

matches the temperature of the highlighted cell;3. once this value has been acquired, the cell below changes colour. Wait

until the next temperature on the OBD tester is reached then press the space bar again.

4. repeat the operation until the maximum engine temperature has been reached.

5. any cells below that cannot be reached in automatic mode must be manually completed with values in Volts that are lower than the value present in the last automatically saved cell. Double click on the cell and

the following message appears: 4 .E Complete “End modification of temperature sensor parameters”

E

G

that lets you exit the temperature sensor program.NOTE - Make sure that the values in Volts always decrease with increases in temperature before ending the procedure.

4

3,600




index

F1 Vehicle configurationF7 K insertion

M

CB

A

GFD H

LKJ

IE

M

CB

A

GF H JI

N

K

ONE




index

A This is the main carburretion map and the three main variables are:- RPM in X coordinate- Petrol Tinj in Y coordinate- K Coefficient in the cellsThe gas injection time computing sequence is obtained from:• petrol injection time;• petrol injector in-between time; • gas injector in-between time;• K coefficient of map;• gas pressure compensation; • water temperature compensation;• gas temperature compensation.

B Modify map refs.: the following mapping break points can be modified:- RPM (range: 200 - 8000) - Injection times (range: 0 - 40 ms)To optimise fuel mix mapping, we recommend limiting the values to suit the characteristics of the engine by identifying the maximum engine speed and maximum petrol injection time.Note - Carry out these modifications before calibrating the system. Variations to parameters following calibration may cause incorrect carburretion.

C Start calibration: This key lets you start manual point to point calibration. This calibration system is explained in section “F4 Automatic calibration” paragraph “Manual cali-bration”. Note - In “Modify calibration “mode, the instantaneous cor-rection values on compensation vectors are not interpola-ted.

D Fuel trim: This drop-down menu is only visible on ECU version 194-198 and with specific wiring connected to the vehicle K line or CAN.This menu shows the “Fast” and “Slow” connectors for the petrol ECU diagnosis system and enables the “OBD adap-tivity” function (in “F11 Adaptivity”) shows the correction va-lue of the gas ECU compared with the mapping value.A red square around the word “Correctors” indicates that it is in OPEN LOOP.There is a more detailed explanation in “F11 Adaptivity”.

E K open loop: can be used to manage the open loop when the engine is running on gas. When the petrol injec-tion time is greater than that shown, the K coefficient used to calculate the relative gas injection time gas is no longer that of the main mapping system but is the value shown in the cell corresponding with line “K”.

B

C

D

E

LS

I PR

IME




index

These Tinj and K values can be modified in function of the vehicle being calibrated. F K factor: lets you multiply the map K values by 1.5

or 2 (compared with previous software versions where a specific firmware version had to be used). This system can be applied when the median values of the mapping system appear very high (over 230-240) following auto-calibration and despite this, the fuel mix remains lean. Following appli-cation of this strategy, auto-calibration MUST be repeated.NoteUse of this strategy is only advised if you are already using the biggest injector size available. Otherwise, use a bigger size of injector.

F Setting of the multiplication factor occurs automatical-ly during auto-calibration and can neither be seen nor ma-nually modified. The P1 and P2 parameters and respective “T; inj; and “K” refer to two points that are interpolated to ob-tain the correct “K factor” and represent the possible range in line with injection times. In practice, if the injection time

is less than P1, the program takes the “K factor” value corresponding with P1. Between P1 and P2, it interpolates the “K factor” value on the straight line that passes through both points. If the “T.inj” is greater than P2, the “K factor” of P2 will be taken.Note - we recommend that you leave the default settings unaltered.

G Gas temperature, H Water temperature, I Pressure, J Diff pressure: These are the correc-

tions expressed as percentages that are used to correct the fuel mix every time there is a shift from nominal mapping conditions (Water T >70°C, Nominal gas pressure and Gas T = 50°C).They consist respectively of values for temperature and pressure and of a positive or negative corrective value ex-pressed as a percentage.

The pressure correction linearly interpolates the correction values between two successive values whereas the two temperature corrections are structured at the thresholds (logic “up to x°C”). The cells temperature and pressure re-ference cells (in blue) can be modified as can the correction values cells (blank) from the modification window that ap-

pears on selection 4 . Note - the default settings are obtained from the laws of physics, any variation of these values may compromise the system. Note - In the EVO version of the program, the absolute pressure correction value is usually displayed.The “Pressure diff” string is only visible if Landi 2.0, AEB, Lovato J-K injectors are set in “F1 gas change”. Again with this injector setting, the “Pressure” string has no function.

LSI P

RIM

E

F

F

LS

I ON

E

G

H

I

4

I

J

3,600




index

K TimesPetrol injector dead time; Gas injector dead time : The-se are two characteristic parameters regarding injectors and serve to compensate for any delays the opening and closing of injectors.It is possible to differentiate between main injections (range 0-5”) and extra injections (range 0-5”) as in the latter case, non-linear performance from the gas injector is to be ex-pected.

Note - we recommend that you leave the petrol and gas in-between injection times unchanged. With 184-188 ECUs, to cut off the extra injections, set “1.4” in the boxes for “extra injections” and “petrol in-between injection time” and “0” in the “minimum gas extra injection time (ref “B”) “F8 Injectors” window.The “Cut off extra injections” function can be enabled in 194-198 ECUs - see “F8 Injectors” window.

L Times +: The gas in-between injection time is the diffe-rence in time between when an injector opens and closes. Given that these two times can cancel each other out, the default setting is “0”. Note - there are presently no strategies that call for chan-ges to this value.

M Tip IN: this window is used basically for managing transitory mapping states.Rpm for filtering (rpm) (function combined with “K filter”). Use the two cells to set the rpm cut-off value (up to: “X” RPM; above: “X” RPM) the set regime comes into play. The strategy is not active. K filter: (range 0-255; default 128) the default value matches the corresponding value in the map cell. In practice, the map values are split into 256 parts. By decreasing this value e.g. to “115” in the “up to” column, the mix becomes about 10% leaner up to 1200 rpm.By increasing this value e.g. to “150” in the “above” column, the mix becomes about 17% richer above 4500 rpm.T.inj. threshold for filtering: (range 0-5 m”, default 0.6 m”). The value above which the strategy intervenes.Note - This strategy is used under acceleration (transitory states) when the map values do not allow linear power distribution unlike functioning at constant load and speed where the map values are correct. An example would be to make acceleration linear with engines running on methane.

N Correction bar: allows the progress of correction to-wards optimal fuel mix to be displayed, in other words: the bar shows the variation in petrol injection time (acquired before changeover) while running on gas.The bar is BLUE when running on gas and RED on petrol.Use of the correction bar is explained in more detail in the paragraph entitled “Fine-tuning carburretion mapping” in “F4 Automatic calibration”.

LSI P

RIM

E

L

N

LSI P

RIM

E

4500

M

K




index

F1 Vehicle configurationF8 Injectors

A

O

NMLKJ

IH

GF

E

DC

B

S

R

Q

P

U

T

W




index

A

O

KJ

IH

GF

E

DC

B

S

R

QP

U

T

V

W

ONE




index

The ECU uses the Peak and Hold technique to command the injectors. This consists of supplying a high voltage (12V) for a few milliseconds, after which power to the injector is cut off then restored through a maintenance current for the remainder of the injection time.Injectors that need saturation commands are not compati-ble with LR OMEGAS and LSI ONE ECUs.

Parameters:A Max. current time (range 1 – 20 ms);B Inter-off time (range 0 – 0.5 ms);C Holding current (range 0 – 0,5 A);D Injector impedance: (range 0,5 - 10 Ohm);

These regard commanding the injectors and depend exclu-sively on the type of injector selected in “F1 Gas change”, “Type of Injector”. Note - the above-mentioned parameters are more or less fixed and we recommend that you leave the default settings.

E Corrections of the holding current with injector voltage: selecting this option lets you perform a compen-sation of the maintenance current in relation to the battery voltage used to power the injectors.

F Gas injector minimum opening time (range 0-20m”): This is the minimum time that a gas injector remains open. If the computing sequence generates a time that is lower than the minimum time, it is replaced with this value. Setting a medium/high value might result in the wrong fuel mix at idle.Note - In automatic mode, the default setting changes in line with the type of injector selected in “F1 Gas change”, “Injector type”.1.5 ms Matrix injectors2.0 ms Landi injectors2.5 ms Keihin injectors3.2 ms AEB injectors3.0 ms Lovato J injectors2.0 ms Lovato K injectors

G Gas extra-injection minimum opening time (range 0-20m”): This is the minimum time that a gas injector re-mains open during extra injection. If the computing sequen-ce generates a time that is lower than the minimum time, it is replaced with this value. If you want the strategy to take effect, the time to set must be equal to or greater than the “Gas extra-injection minimum opening time”. Note - With 184-188 ECUs, set “1.4” in the “extra injections” “F7 box to disable the extra injection function. Drop-down menu - “petrol in-between injection time” in F7 K entry” and set “0” in this cell.

A

GFE

DC

B

A




index

H Extra injection cutting: (for 194-198 ECUs) this fun-ction is enabled when there are frequent extra petrol injec-tions that compromise the efficiency of the gas system.

I Gas injector closing time: this is a safety time aimed at taking into account the actual closure time of the injector.

J Petrol extra injection maximum time: This is a cut-off point for recognising and applying management of the main injection or extra injection strategy.

K Petrol injection maximum time: if the acquired petrol injection time exceeds this threshold, that time will be satu-rate to this value. This is also used to calculate delays in activating gas injec-tors in relation to petrol commands.

L RPM for gas cut-off pilot system (range 0; 2200 rpm): This is the threshold below which during cut-off (mandatory condition), gas is injected in the absence of injected petrol. Note: function combined with: “Gas injection activation time in cut-off”

M Activation time for gas injection cut-off (range 0; 4m”). This is the gas injection time applied to all injectors during petrol cut-off (obviously lower than the value set in RPM for commanding the gas in cut-off). Note- do not use this strategy in the presence of powered Lam-bda probes (might cause the “Check engine” warning light to come on);- To resolve problems of the engine cutting out (while retur-ning to idle), it is better to modify the Gas/Petrol settings.

N Security min. delay (range 0.8-2.0 ms): This is the mi-nimum safety delay that can be set which allows the softwa-re to correctly calculate the gas injection times to prevent incorrect injections of gas.Note - with very high K map values, we recommend lowe-ring the minimum setting so that the injection time can fall within the engine cycle (time between 2 injections in the same cylinder).

Petrol injection

Gas injection

LSI P

RIM

ELS

I PR

IME

LSI P

RIM

E

IJKLMN

H




index

O Enabling the petrol switch back for continuous in-jection: by default the check is disabled and therefore the return to petrol for continuous injection is also disabled even if the injection time exceeds the time of the engine cycle.Note - This option has been inherited from the previous SW program (used exclusively with 184-188 ECUs that were unable to operate gas/petrol mixes at high rpm/engine lo-ads). Although 194-198 ECUs keep this functionality unalte-red, they lose usefulness in that the ”automatic petrol con-tribution at high rpm” allows the engine to run on gas and to inject some petrol to make up for the lack of gas if the injection time needed for correct running is greater than the time available for injection. When you enable this function, the following appears:

P Continuous inj. time for Petrol switch back (range 0-5s): in the case of continuous petrol injection (continuous injection is detected if the injection time is longer than the time between two TDCs), a strategy for managing gas injec-tion time cuts in.In practice, the gas injection time will be calculated by giving the computing sequence a petrol time equal to the engine cycle i.e. the time between two consecutive combustions of the same cylinder and by using the value of the last map-ping coefficient (12th line, 12th column). If the time of the cycle is greater than the maximum calibrated petrol injection time, this will be used to calculate the gas injection time.

Q Enabling the manual injection sequence: Checking this item allows you to set an association between petrol injectors (or better, between the signal from the correspon-ding injection cut-off cable) and the matching gas injectors. This item is disabled by default therefore the association is direct (same cylinder).

With the engine running on petrol, press S Get petrol injection sequence: the ECU will detect the injection se-quence.

WARNING In R Petrol injection sequence: the values are shown in red! This means that once the association has been acquired (while running on petrol) you will need to stop then re-start the engine.Note - the ECU manages error controls and we therefore recommend acquiring the sequence with the engine idling where extra injections do not usually occur.

The Gas injection sequence T table: shows the asso-ciation between petrol and gas injectors.

The Modify gas injection sequence U function lets you change the gas injection sequence.

O

P

QR

ST

U




index

The example below proposes advancing by 1 injection with the sequence detected being 1342 (ACDB).We can see that petrol injector “A” activates gas injector “C” (that is the next injector in sequence); petrol injector “B” ac-tivates gas injector “A” (that is the next injector in sequence) and so on.- cyl petrol: A C D B- cyl gas: C D B AIf you want to advance by two injections, the table is as fol-lows (always with the ACDB sequence):- cyl petrol: A C D B- cyl gas: D B A C

V Enrichment in acceleration: (range -50; 50): the maximum default setting (50) leaves the fuel mix mapping unaltered (corresponding with the window “Tip IN” in “F7 K insertion” for Omegas ECUs). Lowering this value decreases the petrol injection times read during transitory states compared with the standard values that are used to define gas injection times.Note - this strategy is useful for engines running on metha-ne that, under acceleration, do not have optimal power di-stribution characteristics (due to an over-rich mix).

W Weakening on MazdaTM (range: 0;-50): this acts as a corrector strategy that modifies the fuel mix “to a false lean mix” (there is a minus sign in front of it) in situations where multiple injections are detected in the same engine revolution.In practice: if in addition to the main injection on one cylin-der, a second injection is detected that is close to half of the time that remains until the next injection the “K value” measured on the mapping will be decreased in percentage to the value set in this cell.

The reference to MazdaTM is simply because the first time that changeover conditions from “sequential” to “full group” injections (2 injections to the same cylinder during the same engine revolution ) were detected, it was on a Mazda engi-ne. If this setting is not changed, in the event of changing from “sequential” to “full group injection”, the engine would run have an “too rich”.

LSI O

NE

V




index

F1 Vehicle configurationF9 Autocalibration

E

D

C

B

A

F

This page sets several key parameters for the auto-calibration procedure: A Autocalibration RPM: (range 500;3500); this is the engine speed at which auto-calibration should be carried out.

During auto-calibration, the degree of tolerance is ± 300 RPM (e.g. at 3000 rpm, the range is from 2700 to 3300).

B Water temperature for autocalibration: (range 20;80); this is the water temperature threshold that must be exce-eded to allow the AUTO-CALIBRATION PROCEDURE TO BEGIN. Note - it is best to carry out the auto-calibration procedure at an operating temperature of no less than 70°C.

C Petrol injection time tolerance: (range 0.02;1); this is the tolerance accepted as the variation to petrol injection time following switching to gas during auto-calibration.

D Changing nominal petrol injection time: (range 0;1); this is an offset that can be used to set the petrol injection time around which calibration may be necessary.Example on petrol at 3000 rpm, the petrol injection time is “2.3 ms”; the value set in the cell is “0.2ms”, the program adds 2.3+0.2; the new objective in changing to gas should be 2.5±0.1ms;

E Default injection times at 3000 rpm (ms): this is the actuated injection time (LPG and CNG depending on the individual cylinder cubic capacity), at the first switch to gas during the auto-calibration ante procedure. If this time is similar to the real time, the automatic calibration will be less complex.




index

OP

Q

NM

L

F1 Vehicle configurationF10 Gas/petrol

C D

BA

E

LHG

KJ

I

H

O

F

RPM for Split fuel activation




index

A Sequential fuel changeover: this function allows the switch from petrol to gas to be performed gradually. The petrol/gas injectors will be gradually deactivated one by one every 5 injections. This strategy allows a smooth passage from petrol to gas.

B Automatic petrol contribution at high rpm: this ena-bles the function when gas injection times exceed the maxi-mum time needed for injection. any missing gas is supple-mented by petrol. Some program versions have this function enabled by de-fault.

Operation at idle:C Gas: At idle speed, the runs on just gas.

D Return to petrol: on returning to high rpm, the system feeds the engine with 20 injections of petrol then goes back to gas automatically.

E Petrol: under the rpm settings set below, the engine will always be powered with petrol. The strategy has an in-built delay system to prevent continuous changes in fuel.These two strategies are usually implemented when the en-gine has a tendency to cut out on returning to idle.

Each of the above functions enables:F “RPM for idle identifying” (range 0;2000 rpm) the en-

gine speed below which one of the two above-mentioned strategies cuts in.

Operation at high rpm: G Gas: When running at high engine speeds, the engine

is powered by just gas.

H Petrol addition: If you select this item, the three mes-sages under “I-J-K” will be activated and the engine will be powered by gas with the addition of petrol. NOTE - This parameter will only be activated if “Automatic addition of petrol at high revs” is selected (ref “B”).

I RPM for petrol addition (range 100;9000) and J Petrol inj. time for petrol addition (range 0;30m”):

these are interconnected and are the rpm range inside which the engine receives additional petrol once the pre-set petrol injection time threshold has been exceeded (the squares in the image show an example of the application in operation).

F

K

I

HG

J

A

B

C DE




index

RPM for Split fuel activation

K Amount of petrol addition (range 0;30m”): The value set is the time that both the petrol and gas injectors are open at the same time. Needless to say, this time cannot be longer than the petrol injection time.

L Petrol: If you select this item, the two software mes-sages will be activated and the engine will be powered ex-clusively by petrol.

M Rpm for petrol operation (range 100:9000) and N Petrol inj. time for petrol operation (range 0;30m”): the-se are interconnected and are the rpm range inside which the engine runs exclusively on petrol once the preset petrol injection time threshold has been exceeded.

O Enable split fuel: enabling this function, a drop-down menu appears with:P RPM for split fuel activation (range 400:8000) that

allows you to set the range of rpm above which the function cuts in. When you press the message cell

Q 0-25%, a modification window appears in which, 7 with reference to gas pressure, you can set the percentage of petrol you want to inject to replace gas (range 0-25%). The ECU reads the pressure and up-dates the percentage of the “split” to apply every 20ms.Different pressure default settings are based on the para-meters set in “F1 Gas Change”, “Fuel” (LPG/Methane) and “Engine Type” (Normally aspirated/Turbo).

NM

L

Note - the value of the percentage entered is the number of petrol injections to an individual cylinder for every 100 overall injections to that same cylinder. The ECU injects petrol cyclically to one cylinder at a time. With this parameterisation and the maximum “split” percentage, a cylinder will always be supplied with petrol.The example shows settings of 19 and 25% of the “split” percentage In the “Enter values” section, select- Absolute, the written value is that which appears in the cell;- Linear, the written value will be added to or subtracted from the value in the cell if it is not “0”;- Percentual, the written value will be added to or subtracted from the percentage value in the cell if it is not “0”;

Examplewith a setting of 10%, only one cylinder at a time is gradually supplied with petrol (red square) for 10 injections, then just gas is injected for the remaining 90 injections to each individual cylinder;

With a setting of 25% one cylin-der will always be running on gas.

O P

Q

7

5

injected number

cylin

der

LPG - ASPIRATED

LPG - TURBO

CNG - ASPIRATED

CNG - TURBO




index

F1 Vehicle configurationF11 Adaptivity

C

D

B

A

E

This page can only be used with LSI-NSI version 194-198 ECUs and with cabling that is dedicated to this type of ECU connected to the OBD socket.

• The Omegas 2.16.3 program (or later) manages calibration using data from the engine management system K line or CAN. This allows the ECU to adapt over time (within certain limits) to changes in conditions to the installed system.

• At the moment, auto-adaptivity can be used with petrol ECUs fitted with an OBD connection (from EURO on) that have standard FAST and SLOW integrators i.e. with reference to zero and that have upper limits of ±25% and ±50%.

• Once the electrical connections have been made, The PC software displays the fast and slow petrol ECU “correc-tors” (see section “F7 Enter K) thus avoiding the use of a second device for showing these parameters.

• The vehicle must be correctly mapped without auto-adaptivity with the auto-calibration procedure and correct car-burretion must also be confirmed.

Electrical connections:Use the cables available in the gas wiring harness for the connections based on the type of line present on the vehicle (connection types 1-2-3, line K; connection type 6-7-8-9, CAN).The wires to have electrical connections are easily identified near the original vehicle OBD connector.Connect the corresponding wire to the OBD socket after which you need to set the type of connection so that the gas ECU can receive data from the petrol system.

F

G




index

The OBD tester can supply information about the type of connection to be made. The OBD tester shows: Type 1 connection connect the wire(s) to: pin 7 (K Line)Type 2 connection “ pin 7 (Init K-line)Type 3 connection “ pin 7 (Init K-line)Type 4 connection not compatibleType 5 connection not compatibleType 6 connection “ CAN-H pin6, CAN-L pin14Type 7 connection “ CAN-H pin6, CAN-L pin14Type 8 connection “ CAN-H pin6, CAN-L pin14Type 9 connection “ CAN-H pin6, CAN-L pin14

18

916

7

Green

K li

ne

A OBD adaptivity: enables/disables auto-adaptivity function. The program however allows this function to be enabled/disabled without having to disconnect the specific wiring.

B Type of OBD connectionWith this function enabled, the software automatically starts looking for the type of connection.

Once a connection has been made, the green confir-mation symbol 1 appears. If automatic connection fails, the red error symbol will be displayed 2 . If communication is not automatically recognised, it can be made manually. The type of connection can be detected when using the diagnostic tester to test the connection. Manually select the suitable connection from the pro-gram drop-down menu.

1

2

B

A

18

916

14

6

CA

NL Yellow/green

Yellow/grey

CA

NH




index

The OBD tester shows: Type 1 connection set: 1 ISO9141-2Type 2 connection “ 2 KWP – 2000 Fast InitType 3 connection “ 3 KWP – 2000 Slow InitType 6 connection “ 6 CAN standard - 250 kbpsType 7 connection “ 7 CAN extended - 250 kbps Type 8 connection “ 8 CAN standard - 500 kbpsType 9 connection “ 9 CAN extended - 500 kbps

NOTE To program the “type of OBD connection”, the diagnostic tester must be disconnected from the EOBD socket.

Type of petrol trimmersProcedure to identify if the petrol ECU correctors are “right” D or “in-verted” E .Conditions: • adaptivity disabled and ECU correctly calibrated;• positions itself at idle with engine running on gas;• decrease the area on the map where the ball is hovering by 5-10 points;• Check if the petrol ECU fast and slow correctors go to positive values

shift to “straight” (as shown by the words: if carburretion is lean then positive correctors); if they go to negative values shift to “inverted” (as shown by the words: of carburretion is lean, then negative correctors);

• ONCE THE TYPE OF CORRECTOR HAS BEEN IDENTIFIED, RE-SET THE AREA OF THE MAP THAT WAS PREVIOUSLY CHANGED BACK TO THE ORIGINAL VALUES.

E

D

F Adaptivity sensitivity (range 100;200): Increasing the value decreases the time that the ECU takes to handle the correction in adaptivity.Note - we recommend that you leave the default settings unaltered.

F

G Adaptivity with petrol mapping: function currently disabled.




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Operation

Once the electrical adaptivity connections have been made, the adaptivity function will not work if “OBD (A) Adaptivity” is not selected. The window will up-date asking you to se-lect the type of petrol corrector (“C” or “D”) and displays the adaptivity sensitivity (“E”).Once connected, the software in the “F7 Insertion K” drop-down window “Correctors” (in “F1 vehicle configuration”) will show the fast and slow correctors of the petrol ECU. This delay is to avoid conflicts if an OBD diagnostic tester is con-nected at the same time as it will always have precedence over OBD communication with the gas ECU.

NoteIf after the idle area has been modified, the petrol correctors do not change, this implies the presence of other hidden pe-trol connectors that take on the change that has been made.In this case, change the modified idle setting back to its ori-ginal value, wait a few minutes then repeat the idle area modification (decrease by 5-10 points). Note that the fast petrol corrector will shift by a few pints for several seconds and will then return to its original value: if the shift is towards the positive sign, this means that the correctors are straight. Otherwise they are inverted.

Auto-adaptivity When the coefficient (gas corrector “E”) is activated for the first time, it will only shift by a few percentage points and only over time and when necessary will it take on different values to change the gas mapping and thus the gas ECU.

There are two gas correctors: one acts at idle and the other at other engine speeds. Depending of the area of mapping involved, the corrector in use at that moment will be applied.There is also an Open Loop state in which the square around the word “Correctors” (“n”) is coloured red. In this state, the gas corrector remains locked at the value detected at the time the Open Loop state began.

E

F1 Vehicle configurationF12 Esc Exit

Use EXIT to leave the program. This will allow the calibra-tion carried out to be loaded to the ECU. Always exit the screenshot using indicated keys and NEVER with the “x” at the top right of the screen except under extreme circum-stances such as the program freezing.




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Key on

This page is a fast, easy guide to the most important control parameters during gas operation.

- rpm A shown should correspond with the real number of engine revolutions (if this is not the case, check/modify the setting in “ F1 Gas change - Type of ignition“;

- the following warning lights B come on: “key on” shows that the ignition system is ON;“Cut-off” shows the engine cut-off status;“Gas- Petrol” shows what type of fuel the engine is using at that moment;

- pressure C shows the current gas pressure (aspirated engines 0.95 bar LPG and 2 bar METHANE; turbo engines 1.1 bar LPG and 2.5 bar METHANE);Note - when running on petrol, the gas pressure shown is not accurate.

- “Gas injection time, Petrol injection time ” D , show the current injection times of Two Fuels;“Level” shows the amount of fuel remaining in the petrol tank/gas tank subdivided into 256 points. This value is not shown in terms of litres or pressure but is a conversion of the value received from the fuel level sensor converted into binary code.

- E MAP; F Water temperature, Gas temperature, voltage for gas injectors; G Lambda: are current displays of the parameters described.

C

D

B

A

E

G

F

H




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H Acquisition: this function is used to detect any malfun-ctions in the gas system. The drop-down menu lets you set:- Start saving- End saving- Display graph

Start saving: A “GREEN” light indicates that the program has started the acquisition procedure (function available whether the engine is switched off or running). Reproduces the malfunction condition more than once. Once you have acquired sufficient data, press “Start sa-ving”. The program will ask if you want to save the acquisi-tion that will be saved to the “Acquisition” file. Display graph: lets you open the saved acquisition or other previously created files.

the graph displayed shows all the traces made by signals available: - RPM: RPM x 1000.- Lambda: Lambda probe value in volts (measured on the VIOLET wire).- Gas inj. T: gas injector opening time- Petrol Inj T: Petrol injector opening time.- Petrol inj. time filter: “filtered” time:- Pressure: value in bar of the pressure differential between the intake manifold and the gas. - Gas T x 10: value of gas temperature detected by specific sensor multiplied by 10.- Water Temp x 10: value of water temperature detected by specific sensor multiplied by 10.- Gas inj. T 2: gas injector opening time on possible 2nd bank.- Petrol Inj. time 2: petrol injector opening time on possible 2nd bank.- Petrol inj. time filter 2: “filtered” petrol injector opening time.- MAP : value in bar of the vacuum at the intake manifold.Pressing “Graph” causes a drop-down menu to appear with

a 1 “Trace management”, function that lets you select the specific parameters that may help you identify a fault.

Identifying a fault with a graph such as that in 2 would not be easy.Selecting only indispensible parameters makes the graph

much clearer 3 and you can also zoom in on specific parts of the graph using the mouse. Graphs can be printed.

1

2

3

4

5




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2

3

4

4 Trace references.5 Zoom section.6 Print option.

5

6




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The operational diagnosis page shows possible component and system malfunctions that can occur while the engine is running on gas. If an “error” is displayed, once you have resolved the problem that caused it, you can reset using the

“reset error” button D . The “Reset errors” key also cancels the emergency start counter (see “NOTES” section Emer-gency start function).The detectable malfunctions are as follows:

• ECU SELF-DIAGNOSIS: an error message appears if a voltage greater than 6 volts is detected for more than 150 seconds downstream of the ECU internal relay with the ignition OFF. This situation matches a “stuck” relay. A dia-gnostic error message also appears if a voltage of less than 6 volts is detected for more than 5 seconds downstream of the relay with the engine running.

• GAS INJECTORS: an error message appears for a specific injector if open or short circuit situations are detected consecutively for a certain number of injections (10) on that injector’s coil.

C

D

B

A

E GF

ONE




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• LOW PRESSURE: while operating on gas, an error is saved if the gas levels drops below reserve (1 or more LEDs lit on the switch) and if the pressure reading stays at a level of less than 250 mV (value that only applies if the sensor is disconnected) for a certain time (3 seconds).

• HIGH PRESSURE: while running on gas, an error message appears if the pressure reading stays at a lower level that that of the last correction vector value + 300 mbar for a certain time (5 seconds).

• ENGINE TEMP. NOT CONNECTED: only available of the “Enable fuel change with water temperature” function has been enabled on the Temperature page. The diagnosis function activates if no signal comes from the vehicle or optional temperature sensor for 10 seconds.

• LOW ENGINE TEMP: the diagnosis function activates if the ECU reads a temperature that is lower than the value set alongside the software string for 10 seconds.

• HIGH ENGINE TEMP: The diagnosis function activates if the ECU reads a temperature that is higher than the value set alongside the software string for 10 seconds.

• GAS TEMPERATURE NOT CONNECTED: the diagnosis function activates if no signal is detected coming from the gas temperature sensor on the gas low pressure line for 10 seconds.

• LOW GAS TEMP.: the diagnosis function activates if the ECU reads a gas temperature that is lower than the value set alongside the software string for 10 seconds.

• HIGH GAS TEMP: the diagnosis function activates if the ECU reads a gas temperature that is higher than the value set alongside the software string for 10 seconds.

• SYSTEM’S SOLENOID VALVES EV1: an open or short circuit on the gas interception solenoid coil or corresponding wiring can be diagnosed with the engine running on gas. The fault is signalled when the power consumption mea-sured does not fall within the designated operating range for 5 seconds.

• EV2 VALVE: an open or short circuit on the multivalve solenoid or tank coil(s) or corresponding wiring can be dia-gnosed with the engine running on gas. The fault is signalled when the power consumption measured does not fall within the designated operating range for 5 seconds.

• SENSOR POWER AND SWITCH: an error is signalled if the ECU does not detect the connection to the switch and sensors while running on gas. The fault is signalled when the power consumption measured does not fall within the designated operating range for 5 seconds.

The “STATUS” column shows the matching malfunction.

The recovery actions are as follows:None - With the function enabled, the switch does not signal any malfunctions.Switch to petrol - With this function enabled, the switch signals an error (with the buzzer and rapid flashes of the green LED ) and changes to petrol automatically. The next time the engine is started, the system will try to change to gas and if the error is no longer present, the engine will run normally.Only petrol - With this function enabled, the switch signals an error (with the buzzer and rapid flashes of the green LED ) and changes to petrol automatically. To go back to normal driving on gas, you will need to resolve the problem and reset the error in “DIAGNOSIS”.




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E Operating timesTime on petrol, Time on gas: separately count the ope-rating times of the engine running on petrol and on gas. Display of the times is to 1/3 of an hour.You can reset the saved time by pressing “Reset time” or by re-programming the ECU with the new firmware.

F Gas injector cut-outWhen you select “Off”, the corresponding cylinder will be fed just petrol.This function enables different checks to be carried out.- It allows the correct petrol injector cut-out sequence - gas injector connection to be checked.- It allows possible injector malfunctions to be identified wi-thout having to manually intervene on injector/intake ma-nifold connecting pipes. To identify which injector might be creating the problem, press the “Off” squares in sequence. Using this method, the “Off” cylinder is fed with just petrol thus allowing you to identify the faulty injector

WARNING before exiting this screenshot, make sure that all the buttons are “On”. The program does auto-matically reset the original conditions.

G Petrol injector connectionShows the petrol injector reading error and individual injec-tion time.

The Diagnosis page for LSI ONE ECUs works in the same way as LR OMEGAS version where the “Status” and “Action” columns and the “Reset errors” button have identical functions. The REGULATOR SOLENOIDerror is a diagnosis that provides information about possible malfunctions (the regulator and tank multivalve solenoids are commanded by a single ECU output).Diagnoses about:GAS INJECTORSGAS PRESSURE SENSORSMAP SENSORSGAS TEMPERATURE SENSORSCHANGEOVER SWITCH PRESENThave the same functions as LR Omegas versions. The program detects electrical conductivity and open or short circuits on wiring and relative components.The diagnosis regarding:GAS TEMPERATURE TOO COLDis programmable (range -40 + 175). Note - we recommend setting this value at a temperature that suits the type of fuel used with a minimum value of ~ 0°C for LPG and ~ -20 for Methane. We recommend that you do not go lower than this threshold. For LPG this would prevent gas being injected in its liquid state while for Methane, it would prevent making the system work at the limits of temperature. In addition, if diagnosis is enabled, you need to set a lower value than that in “F1”, “F1 Gas change”, “Delay in Petrol-Gas change with gas temperature”. Setting a higher value could cause an error to be saved at the moment of fuel change to gas.

E

F

G




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• The guided procedure allows simple calibration of the ECU.• When the initial parameters were entered in “F1 Gas chan-ge”, the program loaded a base map in the ECU. • If a calibration history obtained from a similar engine is available (same manufacturer and cubic capacity), loading this calibration data into the ECU will lead to much simpler auto-calibration. • Procedure:• Press “SEND” on the bar (or “Enter” on the keyboard) to start AUTO-CALIBRATION” .• The only thing that will stop auto-calibration at this stage is if the “ignition (15)” or “rpm” signal is cut off. Resolve the problem and re-start the procedure. • Another message can appear if the water temperature sensor signals that operating temperature has not been re-ached. For the sake of simplicity, it is better to wait until such temperature is reached.

The program will ask you to:• stabilise the engine speed at 3000 rpm with the vehicle in neutral; the position of the petrol–gas switch is irre-

levant as the software will take care of changing fuel thus testing the outcome of the calibration. To speed up the procedure, it is very important during this stage to ensure that the accelerator pedal is kept steady. The au-tomatic calibration stage serves to set the ECU baseline and therefore to facilitate any later manual calibration operations.

• the program instructs you to release the accelerator pedal and leave the engine at idle.

LSI P

RIM

E

Has the engine temperature reached 80-90 °C?

Continue Cancel

A

B




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Here again, it is very important to keep the accelerator pedal in a steady position, to make sure that the air-condi-tioning and lights are off and to avoid turning the steering wheel or use any other function that might affect the idle speed.Auto-calibration correctly completed. You can now exit the function.

NOTE - to carry out calibration, the program loads a baseline map to the ECU. If you have problems keeping the accelerator pedal steady during auto-calibration, you can try again starting from a previously created map not from the base version or you can change the parameters set in “F9 Auto-calibration”.

The program will ask you to:• leave the engine at idle, to make sure that the air-conditioning and lights are off and to avoid turning the steering

wheel or use any other function that might affect the idle speed or injection times.• Auto-calibration correctly completed. You can now exit the function.

NOTE - to carry out calibration, the program loads a baseline map to the ECU. If you have problems keeping the accelerator pedal steady during auto-calibration, you can try again starting from a previously created map not from the base version.

LSI O

NE

At present there are three OMEGAS injector sizes:- Small: from 0 to 18.5 kW/cylinder - [3 cyl. --> 55 kW; 4 cyl. -->74 kW]- Medium: from 15 to 27.5 kW/cylinder - [3 cyl. 45 ÷ 82 kW; 4 cyl. 60 ÷ 110 kW; 6 cyl. 90 ÷ 165 kW; 8 cyl. 120 ÷ 220 kW; ]- Large: from 25 to 40 kW/cylinder - [4 cyl. 100 ÷ 160 kW; 6 cyl. 150 ÷ 240 kW; 8 cyl. 200 ÷ 320 kW; ] Each injector cap shows the size of the injector:Small injector: GREEN capMedium injector: BLACK cap Large injector: WHITE cap

As with the previous series of injectors, the size of new injectors is indicated by different coloured caps on each injector (ref. A). Unlike the first series of injectors, the cap holder too is cu-stomised by injector type (ref B).

INJECTOR AND NOZZLE SIZES

Size Cap “A” Housing “B”Small GREEN SMedium BLACK MLarge WHITE L

Any combination of injector/holder that does not match the above table could cause the gas system to malfunction. Even if the engine performs very well at a certain rev range and engine load, it may be inadequate in many other areas of the fuel mapping.

INjECTOR AND NOzzLE SIzES

XX




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The size of plastic bodied “EVO/ ECO P” injectors is indicated with numbers (from 1.6 to 2.6) on the bottom of the holder.

The size of interchangeable metal calibrated nozzles is shown on the hexagonal part of the nozzle (from 1.6 to 2.6). The higher the number, the higher the flow rate.

Plastic calibrated nozzles are identified by colour: RED 1.6YELLOW 1.8GREEN 2.0 BLACK 2.2WHITE 2.4GREY 2.6

To ensure that you use the right size of nozzles to be fitted to injector rails, refer to the tables and check-list:

1) Calibrate the GAS system correctly;2) Establish an idling speed with the engine running on GAS;3) Check the GAS injection time: - if the time is between 4.5 ms and 6.0 ms, the nozzles are suitable; - if the time is less than 4.5 ms, the injector size is too big;- if the time is more than 6.0 ms, the injector size is too small;Any time that injectors or nozzles are replaced, the ca-libration procedure has to be repeated.

* The tables show data acquired from a series of instal-lations carried out on different engines and it is possible that the values shown may not correspond with all the engines now in use.Engines with valve controlled aspiration (e.g. VALVE-TRONIC), use a smaller size of nozzle compared with the value shown in the tables.

CNG VERSIONpressure= 2 bar.

kW/cylinder *10-15 15-20 20-25 oltre 25

cm3 /c

ylin

der 200 - 280 1.6 1.6-1.8

290 - 370 1.8-2.0 1.8-2.0 2.0-2.2380 - 440 1.8-2.0 2.0 2.0-2.2450 - 500 2.0-2.2 2.2-2.4 2.4over 510 2.4-2.6 2.4-2.6

LPG VERSION pressure= 1 bar;

kW/cylinder *10-15 15-20 20-25 oltre 25

cm3 /c

ylin

der 200 - 280 1.8 1.8

290 - 370 2 2 2.2380 - 440 2 2.2 2.2450 - 500 2.2 2.4 2.6over 510 2.6 2.6




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Once auto-calibration has been comple-ted, we advise that you check the OBD correctors (fast and slow) do not change the fuel mix so as to bring the petrol ECU in line. With 194-198 model ECUs, the “fast” and

“slow” OBD correctors A can be displa-yed (in “F7 Enter K” “Correctors” drop-down menu). With 184-188 or OMEGAS EVO models, you need to connect the OBD tester OBD to the diagnostic socket and set it to display the correctors.Check that the OBD correctors stay at ap-proximately the same values in determi-ned fixed points on the mapping when the engine is running on gas and on petrol.WARNING To determine corrector shifts, it is impor-tant to remain as stable as possible within a mapping cell. It goes without saying that during these checks, variations in engine speed or engine load do not provide accu-rate data.Another check to perform is that the petrol injection times stay at approximately the same values whether engine is running on

gas or petrol (ref. B ).If these values do not match, manually adjust the mapping.

When you press “Start calibration” C

the “Switch” button appears D . This al-lows you to change directly from petrol to gas and vice versa without having to wait for the usual programmed time. Each time you press “Switch”, the corrector bar starts from the optimal value “0%” then shifts to positive or negative. Keeping the rpm and engine load stable at various mapping points, press “Switch”.

the corrector bar E starts from the optimal value “0%” then shifts to positive or negative. Keeping the rpm and en-gine load stable at various mapping points, press “Switch”.In the first few seconds, you will notice a shift in petrol injection times and in the correctors.

Calibration fine tuning.

C

D

E

A

B

B




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Double clicking on an individual cell lets you modify the mapping values. Selecting “Absolute” mode, the number you enter is the number that will appear in the cell. Selecting “Linear” mode, the number you enter is the number that will be added to that currently in the cell.Selecting “Percentual” mode, the number you enter is the percentage increase that will be added to the number currently in the cell.

WARNING In “Absolute” mode, the program suggests an estimated value of the correction to make, we advise you to think carefully about whether to accept this proposed figure or to just slightly change the value to be entered.

If you want to change the fuel mix in “transitory fuel mix states”, you will have to make select other cells at the

same time F . In this case, we advise you to select “Per-centual” mode so that you can correct the mapping better.

We would remind you that changing large areas of the mapping is the same as modifying the “4x4” mapping (F5 Change calibration) where the cells of the main map are

grouped in “3 x 3” . G .

With every gas-petrol-gas change, the fuel mix bar Etakes a second to stabilise then show the average percen-tage of the last 10 injections. The correct fuel mix should show a value near 0% for a few seconds and then, over time, the instability of the position of the ball inside the sin-gle cell caused by interpolation of the cells alongside brings this value to implausible shifts. To check whether the cor-rection is acceptable, select “gas-petrol-gas” again.

WHEN YOU ARE SURE THAT THE FUEL MIX IS COR-RECT, RUN THE ENGINE AT IDLE AND CHECK THAT THE GAS INjECTION TIME IS BETWEEN 4.5-6ms AS SPECIFIED IN THE LSI ONE INSTALLATION MANUAL.

F

G

LSI O

NE




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Pay close attention to the correct fuel mix in the “OPEN LOOP” area (especially the part related to high engine spe-eds).With the Lambda probe under power, replicate the satura-tion value (in Volts) of the Lambda probe in petrol mode while the engine is running on gas.With the linear Lambda probe, use the values of the “Fast” and “Slow” correctors (or OBD tester) to replicate while run-ning on gas.

The “Start calibration” button has changed function and become “End calibration”. When you press this button, a message will inform you that the calibration process will end.




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This additional function allows significant changes to be made to the mapping system in the ECU.Each cell in this map corresponds to 9 cells in the main map “F1- F7 Enter K”

When running on gas, the RED box corresponds to the area that is currently in use. When you press this box, it turns BLUE.

A To increase or decrease the percentage correction, use the “Increase area (Page Up) or Decrease area (Page

Down) keys. After modification, the cells turn YELLOW.To perform a complete diagnosis of the vehicle, it may be useful to use the OBD tester and connect to the Lambda probe.

The page also shows:

B Fuel in useC Petrol injection times and Lambda probe voltage

D WARNING: Use EXIT to leave the program. This will allow the calibration carried out to be loaded to the ECU. Always exit the screenshot using indicated keys and NEVER with the X at the top right of the screen except under extreme circumstances such as the program

freezing.

C

D

B

A A




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B

C

A

D

A Using SAVE CURRENT CONFIGURATION allows you to save the actual file regardless of the type of fuel in use. The program automatically recognises the type of ECU connected and saves the file in the relative 3 or 4 cylinder folder or, in the case of LANDIRENZO Omega only, the 5, 6 or 8 cylinder folder. Selection of the type of CNG or LPG fuel in “F1- F1 GAS CHANGE”, will affect the saving of the files in the relative folder.Vehicle makes that are not on the list can be loaded to the appropriate folder on your PC.

B You can use up to 50 characters to name the calibration you have created. We suggest using an easily identifiable procedure such as:make of vehicle, cubic capacity, year of manufacture, type of engine (brief or detailed), type of injectors (possibly injec-tor/nozzle size), type of fuel, operator code/vehicle registration number etc. The date and time the data was entered will also be automatically saved by the system.

C D If you want to save mapping data in a specific folder, select the make of vehicle before pressing “OK” otherwise this data will be saved in the shared “Config” folder. LPG - Config. CNG.

A




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The Load New Configuration function allows you to load previously saved calibrations regardless of the type of fuel in use. The system automatically detects the type of ECU connected be they 2, 3, 4, or (for LANDIRENZO Omegas only) 5, 6, 8 cylinder versions.

The program automatically shows only the files containing at least one calibration.

Once the calibration data has been loaded, you can go ahe-ad and check that system and/or customisations operate correctly.

You can also visualise the configurations on the PC without being connected to an ECU as well as modify and save the data.

FilesA 5-6-8 cylinderB 2-3-4 cylinder

A

B




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Up-dating ECU program software

A Select the folder for the connected ECU:- 3-4 cylinder- 5-6-8 cylinder- EVO

B Firmware is differentiated by name or file extension:LRE 184_ ... - LRE 194_ ... (*.plr) for 3-4 cylinder ECUsLRE 188_ ... - LRE 198_ ... (*.pln) for 5-6-8 cylinder ECUsEVO_ ... (*.ple) for LR EVO ECUs.

Note - we recommend that you use the latest version of firmware available for every model of ECU (firmware na-mes are represented by alphanumeric codes in ascen-ding order).

C When you select the program, the next window shows the name of the file and the time and date it was created.

D Use one of the two keys to confirm programming or to change the file. Use “Exit” to leave.

A

B

B

C

D

B




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This guide helps you load your PC with new engine calibrations or in-stallation charts for specific makes of vehicle.

Use the usual channels (internet websites, e-mail, etc...) to downlo-ad new programs made available by the LR technical office.

As an alternative to this procedu-re, you can manually load calibra-tions and programs.Open the main hard disk file on

your PC.Select the following folders in this order:- Programs- Landi Renzo- Landi Renzo OmegasLoad the respective folders:- Config CNG and Config LPG with the calibra-tions and installation charts.- Firmware for specific programs with the exten-sion “*.plr; *.pln; *.ple”.

Note - the “Acquisition” folder saves the acquisi-tions made (see F2 Visualisation - Acquisitions).




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Closing the software program.Do not disconnect the interface cable before the program closes.




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Wiring diagram - LSI NSI 4 CYLINDERS




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Wiring diagram - LSI NSI 8 CYLINDERS




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Wiring diagram - LSI ONE




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Wiring diagram - LSI PRIME - 4 CYLINDERS




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Wiring diagram - LSI PRIME - 8 CYLINDERS

software manual landi lsi - nsi for lsi prime - lsi one ecus

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