zavoli alisei n

Technical Manual Calibration Software for the Alisei Injection

System (Installer Version ZAV009)

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Technical Manual Calibration Software for the Alisei

Injection System (Installer Version ZAV009)

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ZAVOLI s.r.l. Via Pitagora n° 400 47023 CESENA Fr. Case Castagnoli (FC) Italy Tel. 0547/ 646409 – Telefax 0547 / 646411 Assistenza Tecnica Tel. 0547 / 300426

Web site: www.zavoli.com E-mail: [email protected]

Document Technical ID:

MT_IS_SWI-003-I Rev. Date Review n. Issued by Reviewed/Approval

by 0 19/12/2006 First

Issue ROS

DDT

1 26/03/2007 Second Issue

ROS

DDT

2 11/10/2007 Third Issue

ROS DDT

3 16/02/2009 Fourth Issue

ROS DDT

4 06/10/2009 Fifth Issue

ROS DDT

PREFACE

This manual is not a comprehensive guide on the calibration and management of the Alisei system. These operations require the support of specific equipment and specialized personnel. Therefore, the goal of this manual is to provide general guidelines for the management and calibration of the Alisei injection system. ZAVOLI S.r.l. disclaims any responsibility for system malfunctions due to alterations performed by non-authorized personnel. Illegal tampering with the system will cause its warranty to become null and void. ZAVOLI S.r.l. reserves the right to revise its software in accordance with new applications and techniques available in the future. ZAVOLI S.r.l. disclaims any responsibility for system malfunctions caused by failure to update this manual.



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General Index Introduction ……………………………………………………. ……4

1. ……………….. System Requirements ….…………………………..………….. ……4

1.1 …………

Installation of the Software ……………………………………

……4

2.

……………….. Main Menu.……………………...……………………………… ……5

3. ……………….

Vehicle Configuration … ………….…………………………. ……8

3.1

………… F1 Change ……..…………………….…………………………. ……10

3.2

………… F2 Lambda………….……………….….………………………. ……14

3.3

………… F3 Sensors………….……………………………………………. ……17

3.4

…………. F4 Map …….………………………..…………………………. ……19

3.5

…………. F5 Gas/Petrol…………………………………….……………… ……21

3.6

…………. F6 Madify Carb ………………..…….………….……………… ……24

4. ………………...

Display……………………………..………………………….…. ……27

5. ………………..

Diagnosis………….....…………………………………………… ……30

6. ………………..

Autocalibration.…………………………………………………. ……32

7. ………………..

Save Configuration …...………………………………………… ……33

8. ………………..

Load Configuration ..…………………………………………… ……34

9. ………………..

ECU Reprogramming…..……………………………………… ……35

10. ………………..

Alisei Program - Error Codes ………………………….……… ……37



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Introduction Our calibration software can be opened even if the control unit is not connected. However, in order to connect to the control unit your PC must be properly connected to the latter by means of an interface cable (code 200001) and a USB-serial adapter (for PCs without a serial port). The adapter can be purchased from an authorized seller. The control unit must also be connected to the +12 volt battery (Red/Black cable) as well as to the ground (Black) cable. 1. System Requirements Operative System: - Windows 98 2nd Edition (or higher) Memory (Ram): - No less than 16 Megabytes Hard Disk: - No less than 20 free Megabytes before installation Resolution: - 800 x 600, or higher The system should also support an Internet Explorer browser, 5.5 version or higher. 1.1 Installation of the Software To install our calibration software, insert the CD-ROM into the CD-ROM drive and wait for the Setup installation window to appear. If the installation program does not automatically start the setup process, select “Start” in the task bar, then click on “Run” and type: "D:\setup.exe" (D indicates the CD-ROM drive). During the installation, you will be asked to select in which directory the program should be installed. We suggest that the default directory be used. When the installation process is completed, the AliseiN software icon will automatically appear on your desktop. NOTE: to use the “Installer Version” of this software, please connect the hardware plug for USB or Parallel port to your PC.



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2. Main Menu The main menu (Fig. 2-1) allows you to access all the options of the calibration software. Options are listed and described in the following pages.

Fig 2-1

The bottom of the page displays the following information (Fig. 2-2):

1. It indicates whether the control unit is connected to the calibration software or not. Please remember that all settings programmed while the control unit is disconnected will not be saved when the connection is restored – unless they are specifically saved in a configuration file. When you open the program, it will automatically try to connect to the control unit. If a connection cannot be established, an ‘Error’ window will appear on your display. In this case, please check for the following:

- that the serial interface is properly connected, - that the control unit is connected both to the battery and the ground cable, - whether the under-the-key control has been disconnected for over an hour. To connect it, simply turn the dashboard controls on for a few seconds, or start the vehicle.



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To establish a new connection, click on the “Connection” menu and then on “Connect”, or press “Ctrl+C".

2. It indicates the Standard Configuration setting of a vehicle. In order to upload an existing configuration in the control unit, the latter must be connected to the configuration software.

3. It indicates the firmware version of the control unit. To update it, please click on the “RESET CONTROL UNIT” menu and select a firmware.

NOTE: This operation is possible only if your computer features INTERNET EXPLORER, version 5.5 or higher.

4. It indicates whether the configuration currently loaded in the control unit is using LPG or Methane parameters. To select the type of fuel you want to use, click on the “VEHICLE CONFIGURATION” menu.

Fig 2-2

Fig. 2-3 shows the main menu toolbar. It includes the following menus: File: when you select “File”, a scroll-down menu appears. Exit the program by clicking on “Exit”. Connection: when you select “Connection”, a scroll-down menu appears. It features the following menu options: - Connect: select it to transfer data from the control unit to the computer and vice-versa. - Disconnect: click on it to disconnect the control unit from your computer. Settings: when you click on “Settings”, a scroll-down menu will appear. The menu contains the following options; - Language: it allows you to set the language of the program. - S/N: “Serial Number”. It displays the serial number of the most recent hardware and

software configurations of the system. Help: It provides information about the version of the software in use. Internet Updates: If your computer is connected to the Internet, this option will allow you to download updates for the software.

Firmware Version 5.6



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Always make sure to use an updated version of the software. For more information, please contact our Technical Assistance Center.

Fig. 2-3



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3. VEHICLE CONFIGURATION This menu is composed of 6 pages, which will allow you to set up parameters for the gas control unit (Fig. 3-1).

Fig 3-1

As shown in Fig. 3-2, the bottom of each page gives you an overview of the current general operating signals of the system.

Fig 3-2 A. This section indicates whether the vehicle is using gas or petrol. When the system is in a cut-

off mode, the words CUT-OFF will appear on the display. B. This section displays the following information: ROUNDS: engine revolutions are read in real time by the gas control unit.

A B C D E



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GAS T.: it indicates the gas temperature, as gauged by the temperature sensor located on the GAS tube near the gas injectors. REGULATOR T.: it indicates the temperature of the gas regulator, as gauged by the temperature sensor located on the GAS regulator.

C. This section displays both Gas Injection Times (Gas Tinj.) and Petrol Injection Times (Petr.

Tinj). D. This section provides information about:

GAS PRESS.: the difference in pressure between the gas inside the gas injectors and the intake manifold, as determined by the pressure gauge supplied with the kit. MAP: If an AEB025 pressure sensor has been installed in the system, this parameter indicates the pressure of the intake manifold. SENSOR AEB025: it indicates the type of pressure gauge connected to the system.

E. This section displays the following information:

- The current of the lambda sensor, as gauged by the purple wire connection. If the latter is not connected, no parameter will be displayed (=n. a.). - The figure read by the GAS injection control unit by means of the fuel level sensor connected to it.



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3.1 By pressing F1 on your keyboard, or by clicking on F1 with your mouse, you can access the “Change” menu, shown in Fig. 3.1-1.

All parameters highlighted in YELLOW should be changed when both the dashboard controls and the switch are off.

Fig 3.1-1

TYPE OF FUEL This will allow you to initialize the control unit using default parameters for a proper operation of the system with the fuel of your choice. Select: LPG: for vehicles fuelled by LPG. METHANE: for vehicles fuelled by METHANE. When you select either LPG or METHANE, the save directory of your configuration files will be changed, too (see Load Configuration).



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INJ. This function allows you to select the type of activation strategy needed for GAS injectors depending on the system in use: SEQUENTIAL: Select “Sequential” for vehicles with a sequential or semi-sequential engine. The GAS injector will be activated with each PETROL injection. FULL GROUP: Select “Full Group” for vehicles with a full-group engine. The GAS injector will be activated with every other PETROL injection. INJECTORS This menu allows you to select the type of GAS injectors supplied with the installation kit. Select PAN if you are using modular PAN injectors; select MATRIX if you are using Matrix injectors. If you are loading a configuration which has been previously saved on your computer, the menu will indicate the type of gas injectors selected in the configuration. If the GAS injectors do not correspond to the ones indicated in this menu, you will have to load a configuration file based on your current injectors, or change the gas injectors altogether. In case the injectors installed in the vehicle do not correspond to the ones you have selected, injectors will be controlled by incorrect parameters. This may lead to malfunctions in your gas system. REGULATOR This function allows you to select the type of regulator in use: STANDARD: Select standard when you are using a ZETA N regulator, for engines up to 160kw. SUPER: Select standard when you are using a ZETA S regulator, for engines 160kw and over. ROUNDS SIGNAL TYPE It programs the control unit to gauge RPMs by means of the BROWN wire (Brown wire of the control unit cables): STANDARD: Select this option when the brown wire is connected to either one of the following signals: - reading tachometer with square wave signal (0 ÷ 12 V); - coil negative. WEAK SIGNAL: Select this option when the brown wire is connected to either one of the following signals: - gauging tachometer with square wave signal (0 ÷ 5 V); - static ignition control with square wave signal (0 ÷ 5 V).

These signals can only be read by means of an oscilloscope.



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CYLINDER NUMBER This parameter supplies the control unit with information about the number of cylinders in the vehicle, and the number of gas injectors that need to be activated: Enter 3 CYLINDERS or 4 CYLINDERS, depending on the number of cylinders in your vehicle. If your control unit is designed for a 5-6-8-cylinder vehicle, your menu will display the following options: select 5 CYLINDERS, 6 CYLINDERS or 8 CYLINDERS, depending on the number of cylinders in the vehicle. IGNITION TYPE This parameter is used by the control unit to gauge the engine regime, which varies according to the type of ignition to which the BROWN wire is connected. Enter: SINGLE-COIL: for vehicles featuring one coil per cylinder, and when the BROWN wire is connected to the negative pole of one of the coils; TWO-COIL: for vehicles featuring one coil per spark-plug couple, and when the BROWN wire is connected to the negative pole of one of the coils; TACHOMETER: for vehicles with one coil and a mechanic distributor, and if the BROWN wire is connected to the negative pole of this coil. Enter this option also in case BROWN wire is connected to the tachometer signal wire. TACHOMETER 2: select this option when in a 6- or 8-cylinder vehicle (with the BROWN wire connected to the tachometer), RPMs are not being gauged correctly. SWITCH TYPE It allows you to select the type of switch, from PETROL mode to GAS mode. ACCELERATION: Switching from PETROL to GAS occurs when the vehicle is accelerating, as soon as the RPM number surpasses the “RPM THRESHOLD FOR FUEL SWITCH”. DECELERATION: In this case, the switch from PETROL to GAS occurs as a consequence of either one of the following conditions: - When the RPM number surpasses the “RPM THRESHOLD FOR FUEL SWITCH” and then drops below it. - When a Cut-Off condition occurs and the RPM number is higher than the “RPM THRESHOLD FOR FUEL SWITCH”. RPM THRESHOLD FOR FUEL SWITCH It indicates the RPM level which prompts the switch from PETROL to GAS. REGULATOR TEMPERATURE FOR FUEL SWITCH It indicates the temperature that the regulator must reach before the switch to gas is performed. The control unit WILL NOT SWITCH TO GAS unless a certain temperature level has been reached. If, when using gas, the temperature drops below the desired threshold, the control unit will still continue to use GAS. We suggest that the temperature threshold be set between 20°C and 45°C because:



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- If the threshold is set at a lower temperature, the switch from PETROL to GAS will occur when the regulator has not reached its best operating temperature for GAS to be dispensed properly; - If the threshold is set at a higher temperature, it will take too long before the switch from PETROL to GAS is performed. PETROL-TO-GAS SWITCH DELAY It indicates the shortest amount of time before the system is allowed switch from PETROL to GAS after the engine has been turned on. We suggest that this time threshold be set at 20 seconds (or longer) in order for the system to work correctly. OVERLAP TIME It indicates the period of time during which an overlap of PETROL and GAS occurs. This prevents potential failures to occur in the system while it switches from one type of fuel to the other.

We recommend that the default setting (ZERO) be used. Please contact our Technical Support Centre if you have any questions.

RESET CONTROL UNIT AND REVERT TO DEFAULT PARAMETERS By clicking on this bar, you will reset all the configuration parameters of the control unit. The system will revert to its original default parameters. We suggest clicking on this bar when you are not sure if all the new control unit parameters have been set up correctly, and want to revert to the original C.U. setup (see Fig. 3.1-2).

Fig. 3.1-2

WARNING! Make sure to change the highlighted parameters only when the controls located under the key ignition slot are off.



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3.2 By pressing the F2 key, or by clicking on F2 with your mouse, you will access the “Lambda” menu, described in the following paragraphs (Fig. 3.2-1).

Fig. 3.2-1

NUMBER OF BENCHES It allows you to select the number of benches included in your engine. ADJUST SECOND BENCH If the engine has two benches and two front Lambda sensors, this menu item will help you increase (or decrease) the GAS carburetion level of the second bench if the latter is not calibrated with the first. In particular, with 4-cylinder vehicles, this parameter sets the carburetion of the B-C GAS injectors slightly off balance with the A-D GAS injectors. With 6-8-cylinder vehicles, on the other hand, the carburetion of the GAS injectors connected to RED BAND joints is set off balance with the other GAS injectors.



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TYPE OF FRONT LAMBDA SENSOR This parameter helps the control unit to check that the Lambda sensor is working correctly. Before selecting the type of Lambda sensor in use, please make sure that the sensor is working correctly. Use a digital multimeter. If you are using sensors with a current of 0-1 Volts; 0-5 Volts; 5-0 Volts or 0.8-1.6 Volts and would like to check their current, please follow these directions: - Connect the PURPLE wire to the Lambda sensor, without breaking the original connection (the GREY wire should not be connected). - If you are using UEGO Lambda sensors, you will not be able to check the current of the sensor. 0 ÷ 1 V – Select this option if the current on the signal wire ranges between the following levels: - about 0 ÷ 0.2 V with a poor fuel mixture; - about 0.8 ÷ 1 V with a rich fuel mixture. 0 ÷ 5 V - Select this option if the current on the signal wire ranges between the following levels: - about 0 ÷ 0.2 V with a poor fuel mixture; - about 4.8 ÷ 5 V with a rich fuel mixture. 5 ÷ 0 V - Select this option if the current on the signal wire ranges between the following levels: - about 4.8 ÷ 5 V with a poor fuel mixture; - about 0 ÷ 0.2 V with a rich fuel mixture. 0.8 ÷ 1.6 V - Select this option if the current on the signal wire ranges between the following levels: - about 0.7 ÷ 0.8 V with a poor fuel mixture; - about 1.4 ÷ 1.6 V with a rich fuel mixture. UEGO – If you are using UEGO sensors, do not select any parameter and do not connect any wire. LAMBDA1 SENSOR (PURPLE WIRE) It allows users to read the parameters of a Lambda sensor and emulate it. In case of diagnostic errors (ex: “Catalyst Failure”), the sensor will read the front Lambda sensors and emulate the rear ones. NOT CONNECTED: The Lambda sensor parameters are not displayed (n. a.) and no emulation occurs. FRONT: When the vehicle is using GAS, the parameter of the front Lambda sensor is displayed. REAR: When the vehicle is using GAS, the parameter of the rear Lambda sensor is displayed. The emulation process is activated after a period of time which can easily be set up by the user in the “Emulation Delay” bar. We suggest performing this operation whenever the catalyst is not working properly and the PETROL control unit led is on. LAMBDA2 SENSOR (PURPLE/BLACK WIRE) It allows users to read the parameters of a Lambda sensor and emulate it. In case of diagnostic errors (ex: “Catalyst Failure”), the sensor will read the front Lambda sensors and emulate the rear ones.



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NOT CONNECTED: The Lambda sensor parameters are not displayed (n. a.) and no emulation occurs. FRONT: When the vehicle is using GAS, the parameter of the front Lambda sensor is displayed. REAR: When the vehicle is using GAS, the parameter of the rear Lambda sensor is displayed. The emulation process is activated after a period of time which can easily be set up by the user in the “Emulation Delay” bar. We suggest performing this operation whenever the catalyst is not working properly and the PETROL control unit led is on.



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3.3 By pressing the F3 key, or by clicking on F3 with your mouse, you will access the “Sensors” menu, described as follows (Fig. 3.3-1).

Fig. 3.3-1

MAP SENSOR TYPE It informs the GAS control unit about the type of MAP sensor in use (AEB 025 or AEB 013). GAS LEVEL SENSOR TYPE It informs the GAS control unit about the type of level sensor in use: AEB - enter AEB if the GAS control unit is connected to an AEB standard output signal sensor (ex: AEB1050). To connect the sensor, please refer to the GAS control unit installation chart. 0 - 90 ohm - enter 0 - 90 ohm if the control unit is connected to an output signal sensor with a range of 0 – 90 ohm (ex. AEB1090). To connect the sensor, please refer to the GAS control unit installation chart.



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NON-STANDARD Enter this option if you are using an LPG or METHANE resistive sensor with a variable STRAIGHT signal (lower ohm on “empty”, and higher ohm on “full”). INVERTED NON-STANDARD Enter this option if you are using an LPG or METHANE resistive sensor with a variable INVERTED signal (higher ohm on “empty”, and lower ohm on “full”). NON-STANDARD LEVEL REFERENCE This option will only be available if you enter “NON-STANDARD or INVERTED NON-STANDARD” in the “GAS LEVEL SENSOR TYPE” field. Enter the reference levels for the level sensor setup according to the following directions: - with your finger, move the sensor indicator starting on a “full” tank and take notes of the parameters indicated at each reference point (RESERVE, ¼, 2/4, ¾). - write down the parameters in the corresponding blank fields. - press the “ACCEPT” button The switch will display the following adjustments: RESERVE = LEVEL range when the reserve red LED turns on and the ¼ LED turns off. ¼ REFERENCE = LEVEL range when the 2/4 LED turns off. 2/4 REFERENCE = LEVEL range when the ¾ LED turns off. ¾ REFERENCE = LEVEL range when the 4/4 LED turns off. THE REAR SOLENOID VALVE WITH DEDICATED WIRE It enables the diagnosis for the gas solenoid valve of the tank. In the case that on the GAS ecu the BLU-WHITE and the BLACK wirings are not present we recommend you not to enable this function in order to avoid the storage of faulty codes by GAS ecu. (Those wires are expressly dedicated to the feeding of rear multivalve) HIGHER LEVEL OF GAS IN THE TUBES In general, the GAS control unit activates the GAS solenoid valves for about 1 second before switching from PETROL to GAS. This allows enough time for the gas tubes to fill up. If the default time of 1 second is not enough and the vehicle turns off when switching from one type of fuel to the other, you can activate this option. The GAS valves will be opened at least 5 seconds before the system switches to GAS, thus allowing for higher levels of fuel in the GAS tubes. If the option is not activated, a warning will be displayed on the screen to remind the user not to stop the PETROL pump.



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3.4 By pressing the F4 key, or by clicking on F4 with your mouse, you will access the “Chart” menu, described as follows (Fig. 3.4-1).

Fig. 3.4-1

This menu will allow you to display the “K” multiplication coefficients used by the control unit to determine GAS injection times. The Y (vertical) ax displays petrol injection times, while the X (horizontal) ax displays RPMs. The red dot indicates the reference parameters for the RPM and petrol injection time that the engine is currently using. By increasing the “K” coefficient, GAS injection times will be increased too, while on the other hand, by decreasing the “K” coefficient, the opposite operation will be performed. For a correct control of the carburetion, you can read the lambda correctors in the program, connecting the wires to the EOBD diagnosis connector of the car. This function is available only with the LPG ecus;

3-4 cylinders E.C.U. “AEB2001NC” 5-6-8 cylinders E.C.U. “AEB2568D”

In order to change “K” coefficients, select one or more fields in the chart and click on ‘Enter’. A window listing the following adjustment options will appear (see Fig. 3.4-2):



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ABSOLUTE: The number entered in the blank field will appear on the chart. LINEAR: The number entered in the blank field will be either added to or subtracted from (in case of a negative number) the figure in the selected square(s). PERCENTUAL: The % value of the number entered in the blank field will be added to (or subtracted from) the figure in the selected square(s).

Fig. 3.4-2

PC-CONTROLLED SWITCH When you activate this function, the “SWITCH” bar will appear on your right. By clicking on it, you can prompt the system to switch from PETROL to GAS directly from your PC. When this function is activated, the switch located inside the vehicle is temporarily disabled. MAP-RESET Pushing the "Map Rest " button the LPG ecu takes the map back to the basic parameters



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3.5 By pressing the F5 key, or by clicking on F5 with your mouse, you will access the “Gas/Petrol” menu, described as follows (Fig. 3.5-1).

Fig. 3.5-1

SEQUENTIAL FUEL CHANGE-OVER Enabling this function, the change-over to GAS is gradual, cylinder by cylinder (by default setting recommended). When using that function, generally the change-over is smoother. In the case that the function is not enabled, petrol injectors are excluded all simultaneously and the change-over is therefore immediate. This function is automatically disabled when starting the car in emergency mode through the change-over switch. ANTICIPATE INJECTION SEQUENCE It is a guided procedure which allows you to automatically perform an injection sequence and anticipate the injection of fuel. The new timing of the injection sequence is determined in part by the “Number of Benches” control (section F2 Lambda). This operation may improve the vehicle’s performance, especially if the gas injectors are not too close to the intake manifold. Please use this function only when necessary, as it prompts the vehicle to ABRUPTLY switch from PETROL to GAS.



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ADAPTIVITY Enabling this function, after the carburetion control and the connection of the wires to the EOBD connector of the car, the LPG ecu will correct the carburetion according to the values of the lambda correctors. ENGINE AT IDLE GAS – by activating this function the vehicle will always use GAS when at idle (default and recommended setting). PETROL TEMPORARY SWITCH BACK – when going back to idle mode, the vehicle will switch back to petrol for a few seconds, then switch back to gas again. This will prevent the vehicle from stalling. We recommend users to activate this function only when necessary. The “Idle identification RPM” parameter determines the RPM threshold to be used to activate this function. PETROL – When running below the default RPM threshold, the vehicle will always use petrol. The system will automatically switch to gas as soon as the engine RPM goes over the “Idle identification RPM”. This function can only be used when the vehicle cannot use gas at idle, or if it tends to stall. Although the Petrol/Gas switch will not show that the system is running on petrol (it will still consider gas as the current fuel source), the computer will. In particular, you will notice that Gas Injection Time has dropped down to zero. As a matter of fact, in this phase the switch will still consider gas as the main fuel source, and gas solenoid valves will still be active. If the “Anticipate Injection Sequence” function is still active at this time, please make sure that this does not interfere with the system. RUNNING AT A HIGH RPM GAS – when this function is activated, the vehicle runs on gas even at high RPM and at high engine load (default and recommended option). PETROL ADDITION – enabling this function some additional petrol will be supplied to the standard GAS injection. Set the following parameters: - The Rpm over which petrol addition will be supplied - The Injection time for PETROL addition, that is the reference petrol time injection read, over which the PETROL addition will be supplied. ATTENTION: The function PETROL addition will be enabled only if both conditions are respected. - The value of petrol addition, that is the opening time of PETROL INJECTION, supplied as addition.

The graphic indicator, laying on the right ginger of the box “Operation at high RPM”, will turn yellow to signal the temporary operating with petrol addition .

PETROL – by activating this function, the vehicle will temporarily use PETROL under high RPM and heavy engine load conditions. The function will be active until the accelerator pedal is released. Users can customize both the number of RPMs and the injection time threshold for the GAS control unit to switch to PETROL. The switch from one kind of fuel to the other will only occur if both conditions are met.



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This function can be particularly useful with vehicles using delicate catalysts that tend to overheat when using GAS. This function is also particularly functional for vehicles with very powerful engines (most commonly turbo). As a matter of fact, these vehicles tend to use large GAS injectors to properly fuel a heavy-load engine – a condition which causes the engine to be unstable when under lighter loads. Although the Petrol/Gas switch will not show that the system is using petrol (it will still consider gas as the current fuel source), the computer will. In particular, you will notice that Gas Injection Time has dropped down to zero. As a matter of fact, in this phase the switch will still consider gas as the main fuel source, and gas solenoid valves will still be active. If the “Anticipate Injection Sequence” function is still active at this time, please make sure that this does not interfere with the system.

The graphic indicator, laying at the right winger of the box "Operation at high RPM", will turn to RED to signal the temporary operating on PETROL of the vehicle..



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3.6 By pressing the F6 key, or by clicking on F6 with your mouse, you will access the “Modify Carb.” menu, described as follows (Fig. 3.6-1).

Fig. 3.6-1

This menu allows you to manually switch gas carburetion and refine the self-calibration procedure of the GAS system. When the self-calibration procedure is completed, please check the carburetion system and adjust it as indicated. This operation can be performed by means of a diagnostic tester displaying the correctors/integrators of the petrol control unit (ex: for OBDII vehicles you can use an OBDII diagnostic tester). Please make sure to test them through the various stages of engine load. The CARBURETION SWITCH section includes 2 columns: IDLE: For engines running at 1,000 RPM; BEYOND IDLE: For engines running at over 1,000 RPM.



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Both columns are divided into 4 cells indicating various engine loads. When a cell is highlighted in red, the current engine load is displayed. The arrows located in the columns can be used to increase or decrease figures in any cell by 5 points. TESTING CARBURETION - PROCEDURE: Before making any adjustments, please make sure that the vehicle is in good working conditions when using petrol. The Gas fueling system is based on the vehicle’s original Petrol fueling system. - Start the vehicle on petrol and wait for the engine to reach its regular operating temperature of about 90°C; - Select the cell indicating the carburetion level you would like to test. Make sure to keep the accelerator pedal in the same steady position; - Check the integrators/connectors by means of an OBDII palm tester; - Switch to gas and try to go back to the same RPM (and the same cell); - Check the integrators/connectors again; - If while the vehicle is using gas, the correctors/integrators are 3-4 units higher/lower than when running on petrol (ex: they increase from 8% to 11-12%), adjust the carburetion. Please remember that:

- If the correctors/integrators rise toward positive numbers, the petrol control unit is detecting poor carburetion. In this case, enter a number similar to the variation of the correctors/integrators in your cell. - If the correctors/integrators slide toward negative numbers, the petrol control unit is detecting excessive carburetion. In this case, enter a negative number in your cell. - After each adjustment, make sure to check that the correctors/integrators are at the same level for both Gas and Petrol. - Repeat this procedure for every cell in your columns, and remember that in order to complete some cells, a regular driving test is required.

If correctors/integrators are at the same level while using either Gas or Petrol, it is not necessary to adjust the carburetion. EXTRA-INJECTION SENSITIVITY LEVEL EXTRA-INJECTIONS are short, additional injections of fuel which occur when the vehicle is using petrol – and generally, when accelerating. They are designed to improve carburetion and, at the same time, engine performance. Extra-injections can be detected by checking either the RED dot in the chart, or the petrol injection time. The latter will drop from a regular injection time (ex: 8m) to a very short injection time (ex: 0.8m), and then eventually go back to its regular value. When using gas, if extra-injections were to become the norm, carburetion would become excessive, and RPM parameters would increase considerably. Usually, when this happens the engine tends to skip (which is quite common with methane-based systems, and less of an issue for LPG systems). By checking the “EXTRA-INJECTION SENSITIVITY LEVEL” box, the parameters regulating



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GAS extra-injections can be adjusted. In particular, the opening times of the GAS injectors during the extra-injection will be either increased or decreased by moving the slider bar toward the “+” or the “- “sign. If the box is not checked, the extra-injection will not be identified as such by the system, and the GAS control unit will treat it as a regular fuel injection. EXCESSIVE CARBURETION DURING ACCELERATION When accelerations are abrupt, some vehicles respond by increasing the PETROL injection time from a MEDIUM-LOW level to a high level (ex: 15-16m). When using GAS, this may cause malfunctions in the system, due to excessive carburetion. To solve the problem, use the “Excessive carburetion during acceleration” sliding bar and follow these directions: - Move the bar toward the “+” sign if you want the control unit to emulate any variation in PETROL injection times. - Move the bar toward the “-“sign if you want these variations to be filtered and controlled. INJECTION TIME CUTBACK IN MAZDA VEHICLES When using PETROL and accelerating, some MAZDA vehicles will switch from a SEQUENTIAL injection strategy to a HALF-GROUP strategy (where PETROL injectors are opened in pairs). This condition is easily detectable: just accelerate and check the progress of the RED dot on your chart, or the PETROL injection times. When switching from an injection strategy to another, injection times will drop down to approximately half their standard value (ex: from 8m to 4m), and the RED dot will keep switching from the higher to the lowest value. However, in some vehicles, the dot will change only after a fixed RPM threshold has been reached, and will then go back to the original PETROL injection time. When using GAS, the switch from SEQUENTIAL to HALF-GROUP (short injection time) can be the cause of a number of malfunctions, since the carburetion of GAS can become excessive and the engine tends to skip. To solve this problem, enter the value required to counteract this issue in the “Injection time cutback in MAZDA vehicles” box.



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4. Display This page displays all the signals supervised by the control unit (fig. 4-1).

Fig.4-1

1) It displays the temperature of the GAS regulator (in °C); 2) It displays the GAS temperature (in °C); 3) It displays the current RPM; 4) It indicates whether the vehicle is using GAS or PETROL; 5) It displays the current Gas injection time (min.); 6) It displays the current PETROL injection time (min.); 7) It indicates the difference in pressure (bar) between GAS in the injectors and GAS in the manifold intakes, as gauged by the pressure gauge supplied with the kit;

1

2

5

6

7 8

3

4

9

10



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8) It displays the pressure of the manifold intakes (bar); 9) It indicates the current of the Lambda sensor. If the wires of the Lambda sensor are not connected, no result will be displayed on your screen; 10) It supplies useful information for the exact adjustment of the nozzles installed on the GAS injectors.

Shifting from the left to the right of the graphic, keeping the right button of the mouse pressed you can enlarge the selected area.; similarly, shifting from the right to the left of the graphic you can cancel that operation bringing back the display to the original set.



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1) Inside "Graph” menu it is possible to select following entries: Trace Manager: it allows to choose all

the parameters (traces) to be displayed on the graph.

Print it allows to print the displayed graph.

Cancel zoom: it allows to bring the graph back to the original displaying (100%).

Exit : it allows to escape from the “Graph” menu.

2) Legend of the graph: it shows the colours corresponding to the different displayed signals. Only the traces selected in “Trace manager” are displayed on the “Graph” menu (see point 1).

N.B. The traces "T inj.gas 2" and "T inj.benz.2" refer respectively to the “Gas Injection Time” and "Petrol Injection Time" of the second bank.



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5. DIAGNOSIS This page displays all the parameters that the control unit monitors through its diagnosis system (Fig. 5-1).

Fig. 5-1

As soon as the GAS control unit detects a diagnosis error in a parameter, it proceeds to perform a specific action.

Diagnosis Action Gas Injectors Switch to Petrol Connection of the Petrol Injectors Switch to Petrol Tank Solenoid Valve Switch to Petrol Regulator Solenoid Valve Switch to Petrol Gas Pressure Sensor Switch to Petrol Map Sensor Switch to Petrol Gas Temperature Sensor Switch to Petrol Water Temperature Sensor Switch to Petrol Switch No Action

Gas Injectors Connection of the Petrol Injectors Tank Solenoid Valve Regulator Solenoid Valve Gas Pressure Sensor Map Sensor Gas Temperature Sensor

ERROR ERROR ERROR ERROR ERROR ERROR ERROR



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Inside the box "Petrol injector signal diagnosis", the petrol injection times reading is graphically represented. The entry "OK" indicates that the reading of the signal is correct, whereas the entry “X” indicates the presence of a fault in the reading in correspondence of injector A,B,C or D.

N.B. On 5/6/8 cylinders vehicles , PETROL injectors and correspondent GAS injectors of the second bank are written in red colour.

In the box "Gas Injector Cut Out ", selecting "Off", it is possible to electrically exclude one or more GAS injectors. In that way the corresponding PETROL injector will be enabled. That operation is particularly useful for the diagnosis of the malfunctioning of one or more GAS injectors. Any diagnosis errors detected by the control unit can be erased from its memory by pressing the lower right-hand key “Erase Diagnosis Errors”. Whenever errors are detected, the yellow led turns on and the green led flashes slowly to notify the driver of the malfunction. The buzzer located inside the switch goes off, too, for an easier identification of the error. To turn off the buzzer, just press the switch button. This will prompt the system to switch from Gas to Petrol.

Some errors will trigger an automatic switch to Petrol. In this case, the control unit will proceed to switch to Petrol as soon as the error is detected. To switch back to Gas, turn off the vehicle and start it up again.



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6. AUTOCALIBRATION This section will show you how to perform a autocalibration of the Gas control unit. This operation helps the vehicle achieve the best possible carburetion as well as optimal performance levels when using GAS (Fig. 6-1).

Before starting the self-calibration procedure, please make sure that the vehicle is in good working conditions when using petrol. The Gas fueling system is based on the vehicle’s original Petrol fueling system.

Fig. 6-1

To start the self-calibration procedure, follow these simple directions: 1) Start the vehicle on petrol and wait for the engine to reach its regular operating temperature of about 90°C; 2) Start the self-calibration procedure by pressing ENTER and then follow the directions displayed on your monitor. Once the desired RPM has been reached, the control unit will switch from petrol to gas for a few times. At this point, even if the RPM keeps changing, it is important to keep the accelerator in a steady position. Do not try to bring your RPM back to the level it reached when the vehicle was using PETROL. After performing the self-calibration, try switching the vehicle back to gas. Check that all parameters are correct, and adjust carburetion if needed (use the chart described in paragraph 3.4).



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7. SAVE CONFIGURATION This sub-menu will help you save all the calibration parameters set up in the “vehicle configuration” menu in a separate file. This file can later be used to set up control units installed in similar vehicles, using the same type of fuel – METHANE or LPG (Fig. 7-1).

Fig. 7-1

To save your parameters, enter the name of the file you want to save in the corresponding blank field and click on OK. When you select a configuration in the list of saved files, the system will automatically attach the file to your e-mail.

The guided selection of cylinder number (lower left-hand of the screen) will only be available if the control unit is not connected to your computer. If it is, information about the cylinders will automatically be saved in your file.



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8. LOAD CONFIGURATION This sub-menu will allow you to upload an existing configuration into your control unit (Fig. 8-1).

Fig. 8-1

Configuration files are located in two separate directories: one for LPG configurations and one for METHANE. Before uploading a configuration, go to “VEHICLE CONFIGURATION” and in the “Type of Fuel” field select methane or LPG according to the configuration you wish to upload. The guided selection of cylinder number (lower left-hand of the screen) will only be available if the control unit is not connected to your computer. If it is, only the available configurations for your type of control unit will be listed. Select the file you wish to upload and then click on OK.



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9. ECU REPROGRAMMING This sub-menu allows you to update the gas control unit FIRMWARE (a system management program installed in the unit itself) whenever updates are available (Fig. 9-1).

Fig. 9-1

The CD-ROM for the installation of the calibration software includes the latest firmware version available at the time when the CD was issued. More recent versions of the software can be sent through e-mails or saved on a disk.



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To avoid losing previously saved configurations, make sure that the control unit is connected to your computer before you update your FIRMWARE. On the lower left-hand corner of the main menu, you will be able to check whether the control unit is connected to your PC or not (Fig. 9-2).

Fig. 9-2

In order to reset the control unit, Internet Explorer 5.5 (or higher version) must be installed on your computer.



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10 ALISEI PROGRAM - ERROR CODES

SETUP ERRORS CAUSE PLANNING Preparation Errors:

P01 It is impossible to connect to the control unit through COM or USB ports. The system cannot find a connection to the control unit. The control unit is not communicating with the system; the communication pathway may have been interrupted.

P02 The connected control unit is not compatible (either because of its hardware or its firmware).

P03 An error has occurred while opening the setup file. P04 An error has occurred while decrypting the setup file. (The setup

procedure requires an Internet Explorer version higher than 5.5, with 128-bit cryptography).

Setup Errors: P05 Wrong setup current. P06 An error has occurred while erasing flash memory. P07 An error has occurred while initializing the system

(BAD_PREPARATION). P08 An error has occurred while initializing the system (BAD_ERASE). P09 An error has occurred while starting the setup process. P10 Input data are void. P11 Wrong cryptographic mode. P12 Generic setup error.

P1000 and up An error has occurred while setting up the record (ERR.CODE-1000). Writing of the firmware has failed. Try again.

Hardware key H01 An error has occurred while reading/writing the hardware key. H02 No hardware key compatible with the program has been found. H03 The number of accesses/the data of the key have expired. H04 Data not compatible with the data stored in the key.

Connection C01 It is impossible to connect to the control unit through COM or USB

ports. The system cannot find a connection to the control unit. The control unit is not communicating with the system; the communication path may have been interrupted.

C02 An error has occurred while loading the control unit identification data.

C03 The firmware of the connected control unit is not compatible with the calibration tool.

C04 The calibration tool is not compatible with the firmware of the connected control unit.

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