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TA010976 - N. 8 dtd 24.01.2005

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

Via La Morra, 112062 - Cherasco (Cn) - ItalyTel. +39 0172 4860140Fax +39 0172 488237

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INDEX

USEFUL REFERENCES

1. PRESENTATION

2. WHY CHOOSING SEQUENT

3. UNDERSTANDING SEQUENT AND SEQUENT FASTNESSSYSTEMS

3.1 STRUCTURE3.2 WORKING PRINCIPLE3.3 CHANGE-OVER FUNCTION

3.3.1 PETROL OPERATION3.3.2 GAS OPERATION3.3.3 FUEL GAUGE: LPG OPERATION3.3.4 FUEL GAUGE: CNG OPERATION

4. DETAILED DESCRIPTION OF THE COMPONENTS4.1 SEQUENT GENIUS REDUCER (LPG VERSION)4.2 SEQUENT GENIUS MAX REDUCER (LPG VERSION)4.3 SEQUENT GENIUS.M REDUCER (CNG VERSION)4.4 ZENITH REDUCER (CNG VERSION)4.5 GAS TEMPERATURE SENSOR4.6 WATER TEMPERATURE SENSOR (FOR ZENITH REDUCERS)4.7 “FJ1” FILTER 4.8 “FJ1 TWIN” FILTER4.9 “FJ1 HE” FILTER (HIGH EFFICIENCY)4.10 RAIL4.11 INJECTORS

4.11.1 BRC INJECTOR4.11.2 KEIHIN INJECTOR

4.12 GAS TEMPERATURE AND PRESSURE SENSOR4.13 GAS PRESSURE AND MANIFOLD ABSOLUTE PRESSURE (MAP) SENSORS4.14 MANIFOLD ABSOLUTE PRESSURE (MAP-RAIL SEQUENT FASTNESS)4.15 “FLY SF” ECU4.16 CHANGE-OVER SWITCH WITH LEVEL GAUGE4.17 LEVEL SENSOR4.18 EMULATING FUNCTION OF INJECTORS4.19 HARNESS4.20 NORMAL WP “ET98” LPG SOLENOID VALVE4.21 SUPER WP “ET98” LPG SOLENOID VALVE4.22 “VM A3/E” CNG ELECTRO-ASSISTED VALVE

5. MECHANICAL INSTALLATION5.1 SEQUENT GENIUS REDUCER5.2 SEQUENT LPG MAX REDUCER

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5.3 ZENITH CNG REDUCER5.4 “FJ1” GASEOUS PHASE FILTER5.5 “FJ1 TWIN” GASEOUS PHASE FILTER5.6 “FJ1 HE” GASEOUS PHASE FILTER5.7 RAIL AND INJECTORS GROUP

5.7.1 INSTALLATION OF BRC INJECTORS ON THE RAIL5.7.2 INSTALLATION OF KEHIN INJECTORS ON THE RAIL5.7.3 INSTALLATION OF BRC INJECTORS ON THE RAIL WITH PRESSURE SENSOR AND GAS

TEMPERATURE (IN CASE OF ZENITH REDUCER)5.7.4 INJECTORS’ RAIL INSTALLATION IN THE VEHICLE

5.8 PRESSURE SENSOR (P1-MAP, P1-MAP TURBO)5.9 MAP SENSOR5.10 PIPES5.11 NOZZLES5.12 ECU (ELECTRONIC CONTROL UNIT)5.13 CHANGE-OVER SWITCH5.14 HARNESS5.15 INSTALLATION TYPES

6. ELECTRICAL CONNECTIONS6.1 CAUTIONS AND DIFFERENCES COMPARED WITH PREVIOUS SYSTEMS6.2 SEQUENT MAIN HARNESS (REFER TO GENERAL WIRING PLAN PICTURE 2)

6.2.1 CONNECTION OF THE SOLENOID VALVES6.2.2 56-POLE HARNESS6.2.3 SEQUENT GENIUS AND GAS TEMPERATURE SENSOR6.2.4 SUPPLIES AND GROUND FROM BATTERY6.2.5 FUSES AND RELAY6.2.6 CHANGE-OVER SWITCH6.2.7 DIAGNOSTIC POINT6.2.8 LEVEL SENSOR6.2.9 SOLENOIDVALVES6.2.10 GAS TEMPERATURE SENSOR6.2.11 RAIL P1 PRESSURE SENSOR AND MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)6.2.12 GAS INJECTORS6.2.13 RPM SIGNAL6.2.14 TPS SIGNAL6.2.15 OXYGEN SENSOR SIGNAL6.2.16 POSITIVE KEY CONTACT6.2.17 10-POLE-CONNECTOR FOR PETROL INJECTORS HARNESS CONNECTION

6.2.17.A Polarity of the injectors6.2.17.B Modular LD

6.2.18 10-POLE CONNECTOR FOR AUXILIARY HARNESS CONNECTION6.2.18.A Crankshaft Sensor Signal6.2.18.B Signal for the Ignition Timing Advance Variation6.2.18.C Engine Water Temperature Signal

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6.2.18.D Lambda Oxygen Sensor Signal6.3 SEQUENT MAIN HARNESS (REFER TO GENERAL WIRING PLAN PICTURE 15)

6.3.1 ZENITH SEQUENT AND WATER TEMPERATURE SENSOR6.3.2 PRESSURE AND GAS TEMPERATURE SENSOR6.3.3 ABSOLUTE PRESSURE SENSOR MAP6.3.4 OXYGEN SENSOR SIGNAL (ROW 1) - (ROW 2)6.3.5 5-POLE-CONNECTOR FOR CRANKSHAFT TO MANAGE ADVANCING AND/OR RPM READING

6.3.5 A Crankshaft Sensor Signal6.3.5 B Signal for the Ignition Timing Advance Variation

6.4 DESCRIPTION OF THE 5-6-8 CYLINDER HARNESS (FOR ALLSEQUENT CONFIGURATIONS)

6.4.1 GROUND FROM BATTERY6.4.2 SUPPLY6.4.3 RAIL “P1” PRESSURE SENSOR AND MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)6.4.4 GAS INJECTORS6.4.5 10-POLE CONNECTOR FOR PETROL INJECTORS HARNESS CONNECTION

7. GLOSSARY OF TERMS ANDACRONYMS USED IN THE HANDBOOK

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For fur ther information on“SEQUENT” and “SEQUENTFASTNESS” systems, it is recom-mended to refer to the other hand-books and informative documentspublished by BRC.

• Installation types.They contain the general wiringdiagrams and the installationinstructions related to thevarious types of installation thatcan be found. The cases listedare mainly distinguished on thebasis of the number of cylinders,their location and the vehiclepower. It is especially usefulwhen the installer works withoutspecific kits.

• Software handbook.It is the indispensable guide forthose who want to learn mana-ging the system by means of apersonal computer, realisingconfigurations, programmingECUs, making diagnosis,modifying working parameters. Itdescribes the operation of the“SEQUENT” and “SEQUENTFASTNESS” software, whichruns on Personal Computers, bydriving the user in the varioussteps of each function.

USEFULREFERENCES

The modular Common Rail for gas

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Dear installer,in thanking you for choosing

BRC we wish to give you full infor-mation on “SEQUENT”, thegaseous LPG or CNG multipointsequential injection system. It is ahighly advanced injection system,result of the experience and conti-nuos BRC’S research in thegaseous injection field, that can beinstalled on vehicles withsequential multipoint petrol injec-tion. Thanks to its high level of inte-gration, SEQUENT can assurehigher performances without givingup simplicity of assembly.

Thanks to the high integration ofthe system, SEQUENT can assurehigher performances without com-promising the simplicity of the instal-lation. Indeed inside the ECU thereare several functions which allow, inmost cases, avoiding fastidious andcumbersome devices that, by thistime, each installer is used toassemble, as Modular, electronictiming advance processor, crank-shaft sensor adapter, Memory, etc.

From the functional and perfor-mance point of view SEQUENT hasthe same basic characteristics of allBRC injection systems as a reducepower loss, no mixer, very smallreducer, no backfire risk but alsoadds some new important onessuch as:

• Sequential Injection obtainedby using an electronic injector ineach cylinder;• High precision for gas dosagethanks to very precise injectors;• Auto-diagnosis on ECUinlet/outlet;• Protection against short-circuitsof the ECU inlet/outlet;• Communication on K line and

on CAN bus;Differences compared to other

systems are not only these ones:some conventions you were used tohave been radically changed. Forthis reason please read carefully theinstallation guides even if you are avery skilful technician in gas injec-tion systems.

To convert a vehicle, the installerwill have to use a basic kit and astandard one. Then he will have tobuy a two-position built-inn change-over switch, place the componentsinside the engine compartment asindicated in this guide and personal-ly realise the fixing brackets.

The LPG basic kit includes:• 1 FLY SF ECU without configu-ration,• 1 harness (studied for BRC orKeihin Injectors),• 1 roll of copper pipe ø 6 or ø 8,• 1 Water pipe 16x23.• 1 GENIUS or GENIUS MAXSEQUENT LPG pressure redu-cer with gas temperature sensorat thermistore,• 1 “FJ1”cartridge filter for gas or“FJ1 Twin” with double cartridge • 1 P1 - MAP or P1 - MAP Turbopressure sensor,• 1 LPG “ET98 Normal WP orET98 Super WP” solenoid valve,• 1 bag containing screws, nutsand various fittings,

The CNG basic kit contains:• 1 FLY SF ECU without configu-ration,• 1 harness (studied for BRC orKeihin Injectors),• 1 auxiliary harness• 1 roll of copper or steel pipe,• 1 Water pipe 8x15• 1 GENIUS SEQUENT CNGpressure reducer with gas tem-perature sensor at thermistore,• 1 “FJ1”cartridge filter for gas,• 1 P1 - MAP CNG pressuresensor 2,5-4 bar• 1 “VM A3/E WP classic” CNGelectro-assisted valve,• 1 CNG pressure gauge withresistive pressure sensor • 1 bag containing screws, nuts

and various fittings.

The CNG basic kit (SequentFastness version) contains:

• 1 FLY SF ECU without configu-ration,• 1 harness (studied for BRCInjectors),• 1 auxiliary harness• 1 roll of copper or steel pipe,• 1 Water pipe 8x15.• 1 CNG Zenith pressure redu-cer with water temperature sen-sor at thermistore,• 1 High efficiency “FJ1 HE” car-tridge filter for gas,• 1 MAP sensor,• 1 “VM A3/E WP classic” CNGelectro-assisted valve,• 1 CNG pressure gauge withresistive pressure sensor • 1 bag containing screws, nutsand various fittings,

The BRC standard kit contains:• 3 (or 4,5 or 6 depending on then. of cylinders) BRC gas injec-tors with nozzles,• 1 injectors rail for BRC injec-tors with findings,• Gas pipe 10x17,• Gas pipes 5x10.5 to be usedon the injectors and pressurepoints• A bag containing: manifoldpressure nozzle, nylon Y piece,nuts, junctions and “click” clam-ps for gas pipe 5x10.5 and10x17, “click” clamps for thepressure points, cap M8x1 forpossible RAIL closure.

The Keihin standard kit contains:• 3 (4, 5 or 6 depending on then. of cylinders) Keihin gas injec-tors with nozzles• 1 injectors rail for Keihin injec-tors with findings,• Gas pipe 10x17,• Gas pipes 5x10.5 to be usedon the injectors and pressurepoints • A bag containing: manifoldpressure nozzle, nylon Y piece,nuts, junctions and “click” clam-ps for gas pipe 5x10.5 and10x17, “click” clamps for thepressure points, cap M8x1 for

1. INTRODUCTION

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The combinations of Gas Injectors/Reducers allow convertingto LPG or CNG the vehicles as in the table hereunder (pleaserefer to “Types of Installation” Guide 2/3).

possible RAIL closure.

The BRC standard kit (SequentFastness version) contains:

• 3 (or 4,5 or 6 depending on then. of cylinders) BRC gas injec-tors with nozzles and pressureand gas temperature sensor• 1 injectors rail for BRC injec-tors with findings,• Gas pipe 10x17,• Gas pipes 5x10.5 to be usedon the injectors and pressurepoints• A bag containing: manifoldpressure nozzle, nylon Y piece,nuts, junctions and “click” clam-ps for gas pipe 5x10.5 and10x17, “click” clamps for thepressure points, cap M8x1 forpossible RAIL closure.

Genius LPG LPG

LPG

LPG

CNG

LPG

LPG

Keihin

INJECTORS

BRC

Genius MAX LPG

Zenith CNG

Genius.M CNGRREE

DDU U

C CE E

R RS S

Tab.1

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SEQUENT represents the mostadvanced level of evolution for whatconcerns the equipment of gasinjection, and it can be defined toall intents and purposes as a“COMMON RAIL” system.

In fact it first introduces, in thegas propelled field, the winningevolution used for modern Dieselengines: a “rail-line” in pressure(rail) that supplies fuel to all injec-tors (true injectors) that are assi-gned to inject it in each cylinder ofthe engine.

SEQUENT in addition introdu-ces the concept of modularity of theharness. This operation consists inthe possibil i ty to install theSEQUENT equipment on the vehi-cle through the connection of onlythree electrical wires and to addfurther electrical connections onlyand exclusively in case of particu-larly sophisticated vehicles.

In the SEQUENT system, unlikean injection at continuos flow(stream), the ECU calculates theopening times of the injectors,cylinder per cylinder, and it actsthem separately on each gas injec-tor with the highest precision andwith the best timing if comparedwith the opening instant of theintake valve. The sequential injec-tion control allows consequentlyobtaining the top timeliness andprecision of the fuel dosage.

As per all electronic injectionsystems, a mixer does not aspiratethe gaseous fuel, but the correctquantity is determined through thecalculations made by the ECU. Itallows obtaining the well knownadvantages of the injection

systems, such as:• No disadvantages in theperformances on petrol, causedby the absence of a mixer,• Maximum performances ongas, typical of the injectionsystems,• No additional overall dimen-sions on the intake pipes,• Elimination of the backfirerisks, due to the injection nearthe intake valves and increasedby the fact that injection is in atimed way with the opening ofthe intake valve.

The result is that the originalsequential injection operation of thevehicle, the engine had been stu-died, built and optimised for, isabsolutely unchanged, with the fol-lowing practical results:

• Better driving fluidity,• Consumption optimisation,• Reduction of pollutingexhaust emissions.

Other advantages of the system,which are typical of the “in series”working type and therefore alreadyknown by the BRC installers, arethe following:

• There is no need of any speci-fic emulation for the injectors.This is usually made by thesame ECU, • It is normally not necessary todelete the error codes in thepetrol ECU, because they do notappear anymore, • it is not necessary anymore toinstall the “Memory” devices onthose vehicles provided by OBDdiagnosis,• all the petrol ECU functionsremain perfectly efficient evenwhile running on gas, assuringthe respect of the OBD regula-tions,• no par ticular adjustment isneeded, if the configuration isavailable.In addition, thanks to the strong

integration of the ECU:

• In several cases it is notnecessary to install any outsidedevices of emulation and inter-ruption of the injectors, asModular LD are integrated in thesystem harness.• Possibility of reading therpm from the crankshaft sen-sor without need of externaladapters.• The ECU is provided with aninternal timing advanced pro-cessor, suitable for most vehi-cles,• It is possible to connect twoLambda Sensors without needof adapters,• The ECU contains the mainadapters for “UEGO” and “inneed of power supply” sensors,• Possibility of convertingvehicles up to 8 cylinders inthe two-connector ECU version.

2. WHYCHOOSINGSEQUENT

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3.1 STRUCTURE

The evolution of SEQUENTsystem allows introducing new andmore sophisticated componentstrying to obtain higher performance.

The system can be used withdifferent configurations and diffe-rent components (LPG Genius,CNG Genius. M, LPG MAX Genius,the new Zenith Reducer, BRC orKeihin rail, etc.) - Table 1 page 7.

This guide and the Types ofInstallation 2/3 one has the aim toteach the technician the correct anddifferent use of Sequent andSequent Fastness systems.

The SEQUENT systems, star-ting from the gas tank to the redu-cer included, utilise components,which are already well known bythe BRC installers. The pressurereducer, in particular, will be theGENIUS SEQUENT. It is the samelittle-sized reducer of simple instal-lation already installed on theFlying Injection, with the differencethat it will be provided with brasswater elbows and a new temperatu-re sensor, which is not compatiblewith the Flying Injection one. Thedifferences if compared to the pre-vious conception equipment startwith the rail, connected through theproper pipe to the GENIUSSEQUENT outlet, which connectsthe gas injectors, supplying themheated and vaporised gas. A pres-sure sensor, that measures theabsolute gas pressure and suppliesinjectors, is connected to the rail. Ifit is possible to say that the ECU isthe brain of the system, the injec-

tors represent its heart. They areelectro-injectors, whose workingprinciple is quite similar to the oneof the petrol injectors, but they differfrom these last ones for:

• Larger passage sections, sui-table for the gaseous fuel,• Lower electric impedance, tohave quick opening times,• “Peak & hold” electric piloting,to have small piloting currentswithout disadvantaging perfor-mances.

At every injector outlet, the gasis directly introduced, through pro-per pipes, in the air-intake manifold,downstream the throttle valve.

The changeover switch withlevel gauge is of the two-positiontype, with buzzer. It allows carryingout the changeover functions fromthe petrol-gas and gas-petrol ope-rations, indicating the gas quantitypresent in the tank and moreoverdisplaying some diagnostic signalsin case of malfunction, lack of fuel,not correct programming, etc.

Not least, there is the verypowerful, extremely rugged, com-pletely waterproof FLY SF ECU,complying with the EMC regula-tions, realised with electronic speci-fic components for automotive use,which allow to install it even in theengine compartment. The ECU col-lects and elaborates full informationand checks completely the varioussystem functions; in particular theinjectors, managing the instantwhen the injection happens and itsduration with the precision of fewmicroseconds (microsecond =1/1000000 of second).

The ECU had been studied tobear shor t-circuits of unlimitedduration on each of its inlet/outletwires, both towards the ground andtowards the battery positive. It hadbeen subjected to stringent tests inorder to verify its compliance withthe regulations in the automotivefield.

The SEQUENT system commu-nicates with the outside through acomputer, by means of which, witha valid and powerful interface pro-gram, it is possible to transfer anyinformation to the ECU, programitself, calibrate the system, verifythe correct operation, read anddelete the possible error codesmemorised and have informationabout the installation and about thememory contents of the ECU. Theinterface on the computer is the-refore the instrument by means ofwhich the installer interacts with thewhole SEQUENT system and bymeans of which he could “shape”the gas equipment to fit it to thevehicle in the different driving con-ditions.

The tidy collection of all filesrelated to the different installationsmade may constitute a very usefulproper historic archive, both to keepunder control the evolutions ofequipment in the time, and to con-stitute a star ting point for newinstallations.

The guide 3/3 has been entirelydedicated to the interface programon computer.

NEWThe new sequential gaseous

injection FASTNESS versioncomes from Sequent experienceand is for CNG only.

Based on the SEQUENT conso-lidated structure, it has new innova-tions coming from BRC experienceand recent experimentation with theaim to make the system stronger,easy to install and able to solveeven the most difficult problems.

The innovation and changes willbe deeply described in the followingparagraphs of the present guide:

- System components (reducers,sensors, etc.)

- Software and engine control(new strategies).

Both components and softwarehave been studied to obtain the

3. UNDERSTANDINGSEQUENT ANDSEQUENT FASTNESSSYSTEMS

10

easiest operation.

3.2 WORKING PRINCIPLE

SEQUENT is a system that isplaced “in series” with the petrolsystem. While running on gas, thepetrol ECU still determinates thefuel quantity to supply the engine.SEQUENT is a “passive system” or“slave”, SEQUENT works as an“interpreter” between the petrolsystem and the gaseous fuel con-trol. The operation of theSEQUENT system is based on thefact that the Fly SF ECU is connec-ted to the petrol ECU terminal/spiloting injectors (picture 1).

It recognises this way the petrolinjection time (Ti). (While runningon gas, the injectors signal will berecognised due to the presence ofthe injectors integrated emulationinside the ECU).

Due to the Ti and the enginerpm signal, the Fly SF ECU calcu-lates the petrol flow that the originalECU tends to supply to the engine,then converts it into gas flow andrealises it piloting opportunely thegas injectors. This choice is of theutmost importance, because thefact of enabling the petrol ECU tobe constantly working and pilotingthe gas dosage, allows carrying outclearly and transparently functionssuch as stoichiometric control, enri-chment in full load and cut-off fol-lowing the criterions expected bythe manufacturer, the restriction ofthe peak rpm, the coherent controlof petrol vapours, the correct com-munication with the air conditionerequipment, etc. All this without thepossibility that some counterfeiterror codes could appear. For whatconcerns the petrol equipment,everything remains unchanged,that is why any error message,while running on petrol or on gas,has to be considered real andbelievable. Furthermore, if the vehi-cle shows some problems in the

petrol operations, they will be main-tained in the gas operation too. It isabsolutely necessary when youwant to comply with the more andmore stringer OBD anti-pollutionregulations, even in the gas opera-tion.

The low impedance gas injec-tors are controlled in the peak &hold mode (see paragraph 4.12),keeping in mind the physical gasparameters (temperature and abso-lute pressure) read by the Fly SFECU in real time (picture 2).

It is important to underline howthe Ti is a precise and preciousparameter, being the result of

sophisticated calculating elabora-tion carried out by the petrol ECUon the basis of a complete and spe-cific system of sensors.

Due to the fact that the tempera-ture and pressure conditions canchange depending on the condi-tions of use of the vehicle, thesystem has temperature sensorsand suitable absolute pressure sen-sors placed on the gaseous supplyof the injectors and on the air-intake manifolds. The Fly SF ECUcan thus adjust in real time its cal-culus and, above all, can correctlyoperate even in the presence of

Picture 01

Fig. 02

Injector/sPetrol

EmulatorInjectors

Petrol ECUTPS, MAP

Ti

PETROL

RPM t

p1

Gasflow

Ti Gasinjector

GAS

Petrol

Flow

Calcula

tion

TiGas

calculationGas

Flow

Calcula

tion

Genius or ZenithRail

Ti

Gas flow

p1

t

Fly SF ECU

(t < 0,005 s)

Problem:“If we know the gas flow we want toobtain and knowing the temperatureand gas pressure, compute the Ti

gas of the gas injectors”

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strong drift of aforesaid parameters.

The SEQUENT reducers(GENIUS, GENIUS.M GENIUSMAX or ZENITH) tend to keep prac-tically constant a differential ofpressure between the gas outletpressure and the air-intakemanifold, exactly how it happens inmany petrol systems. This helpsoptimising the system working, butit is not an indispensable fact, asthe control electronics is quickerthan the pressure steady state. Forexample, due to a sudden accelera-tion, the pressure in the reducerincreases in a fraction of second. Inthis lapse of time, the ECU carriesout several cycles of calculus andobviously compensates every delayof mechanical cause.

Another important aspect of theSEQUENT system is the gas injec-tor. As it wil l be subsequentlydescribed, they are low impedancefuel injectors with large passagesections, able to obey, in a veryquick way and with great repetitive-ness, to the controls by the Fly SFECU, enabling to supply even bigengines.

The Fly SF ECU, in addition tothe general program of the systemworking, has to contain the specificdata for every vehicle (it is about apretty complex whole of configura-tions and other calibration parame-ters). The calibration details cancome from an archive that BRC willleave at your disposal, or they canbe obtained directly from the instal-ler through a proper self-calibrationprocess, driven step to step by thePC program. The personal compu-ter works also as a diagnosticinstrument to ver ify the goodworking of the system or to spotany possible anomalies. Inside theECU there is also a powerful self-organising software that, perceivingany possible changes in the vehicleoperation, is able to rectify themautomatically and without any

Picture 03Two-positionchangeover switchwith buzzer andsupport

external help.

3.3 CHANGE-OVERFUNCTION

The changeover switch (picture3) has two positions, which allowthe petrol operation and the petrolstarting with automatic changeoverto gas.

The latter one is to be usedfor the normal gas opera-

tion.

3.3.1 PETROL OPERATION

In this position, the two-colourLED turns red, the petrol injectorsare working, while the gas ones areclosed, likewise the gas solenoidvalves and the spark advances goback to default values. The vehicleregularly runs on petrol, as if thesystem were not present (normalpetrol operation).

3.3.2 GAS OPERATION

In this posit ion, the vehiclestarts up on petrol, then, as soonas the temperature conditions ofthe reducer and the working condi-tions of the engine (rpm, manifoldpressure, etc.) programmed areachieved, it changes over automati-cally on gas.

While the engine works onpetrol, the two-colour LED turnsred; during the changeover phasefrom petrol to gas the LED turns

orange for an instant (red andgreen at the same time); last, whenthe changeover phase is over, theLED turns green and the engineworks on gas (gas normal opera-tion).

In case of accidental engineshutdown, the ECU re-changesautomatically to petrol, independen-tly of the position of the changeoverbutton, and the two-colour LEDturns red (this function is also cal-led “Safety”). Such a functionmoreover prevents the on-off gassolenoid valves from being energi-sed for a per iod longer than 5seconds after the engine stop.

During gas operation, the ECUcuts off and emulates injectors, thegas solenoid valves are open andthe gas injectors are controlleddepending on the fuel demand andtime calculated by the ECU.

3.3.3 FUEL GAUGE: LPG OPE-RATION

The changeover has moreoverthe function of fuel gauge throughthe four green LEDs. To know howmuch LPG is contained in the tankit is sufficient to see how manyLEDs are turned on. Four LEDs tur-ned on indicate the full filling of thetank (80% of the total tank capa-city), three LEDs on indicate the 3/4of the total filling, two LEDs onmean half tank, one LED onmean1/4 of tank.

The indication of fuel stock is

12

obtained through the first LED fla-shing and is purely indicative. Thecorrect signal is obtained when thevehicle is on a level surface andafter a few seconds from the star-ting, even if the indication is imme-diately present. It is recommendedto use the partial trip odometerto control the fuel distance. Fourgreen LEDs flashing mean thatthere could be an excessive quan-tity of LPG in the tank. In this caseit is suggested to run few kilometresuntil the flashing ends.

3.3.4 FUEL GAUGE:CNG OPERATION

To know how much CNG is con-tained in the cylinders it is neces-sary to connect the level sensorconnector to the BRC manometerequipped with a pressure sensor.

Four green LEDs lit indicate themaximum pressure inside the cylin-ders; the gradual turning off of ledscorresponds to lower pressuresinside the cylinders. As per the LPGversion, also in this case the indica-tion of the fuel stock is obtainedthrough the first LED flashing and ispurely indicative.

It is recommended to use thepartial trip odometer to control thefuel distance.

Precautions must be takento ensure that the petrol

tank is never allowed to becomeempty.

It is necessary to maintain apetrol quantity corresponding to1/4 or 1/2 of the tank at all timesand to renew it periodically bothfor the LPG and for the CNG ver-sions.

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4.1 SEQUENT GENIUSREDUCER (LPG VERSION)

In the LPG version, theSEQUENT GENIUS reducer (pictu-re 1) only consists of one stage,with a variable outlet pressure,which stands approx. 1,2 bar higherthan the air-intake manifold pressu-re. Inside the SEQUENT GENIUSroom the LPG evaporation takesplace due to the heat exchangewith the engine coolant liquid, as ina common reducer. The gas outletpressure is controlled by a spring-diaphragm-shutter system, equip-ped with proper vibration-dampingsystems.

You should observe that (picture2), a room opens onto the surfaceof the diaphragm opposite to the11\one on which the gas pressureacts. This room is connected to theair-intake manifold through a pipe.The gas outlet pressure is thereforenot constant, but follows the intakemanifold pressure course. Forexample, in idling conditions, themanifold pressure if compared withthe ambient could be - 0,6 bar andthe reducer outlet pressure couldbe + 0,6 bar.

On the other hand, with a com-plete acceleration, the manifoldpressure wil l be around 0 bar(atmospheric pressure) and the gaspressure around +1 bar. Despitethe particular compact dimensions,the reducer guarantees high gasflows, to satisfy powers up to 140kW (190 CV). As it only consists ofone stage, it does not need any

draining operations. There is a tem-perature sensor (picture 3) near thegas outlet hole which gives fullrequisite information to the Fly SFECU for a correct flow control. Thepetrol-gas changeover is also affec-ted by temperature, to avoid the

passage of not completely vapori-sed LPG.

Picture 02Sequent GeniusReducer - Sectionalview -

4. DETAILEDDESCRIPTION OFTHE COMPONENTS

Picture 01Sequent GeniusReducer

TEMPERATURE SENSOR

FEEDBACK

WATER

VAPORISED LPG

LIQUID INLET

Picture 03Temperature sensor

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4.2 SEQUENT GENIUS MAXREDUCER (LPG VERSION)

Genius Max reducer has beenstudied and studied for being instal-led on motor vehicles with elevatedpowers motor and for LPG applica-tions. The outer aspect of the redu-cer is different from the GeniusSequent one, while the workingprinciples are similar.

The reducer is constituted froma single stage with a variable outletpressure that is maintained approxi-mately 1.2 bar more than the pres-sure of the induction manifold. Thestatus change of the LPG is obtai-ned through a system shutter-lever-spring-diaphragm.

The reducer also contains a cir-cuit where the engine cooling liquidallows the thermal exchangenecessary to make the LPG com-pletely gaseous. A temperaturesensor is on the reducer, too.

This allows the ECU to acquirethe necessary information on Gasconditions for a correct dosing.Check the possible cases descri-bed in the Types of installation - 2/3guide.

Picture 04Sequent MAXGenius Reducer

TEMPERATURE SENSOR

FEEDBACK

WATER VAPORISED LPG LIQUID INLET

Picture 06Temperature sensor

Picture 05Sequent MAXGenius Reducer -Sectional view -

15

4.3 SEQUENT GENIUS.MREDUCER (CNG VERSION)

In the CNG version the reducer,called SEQUENT GENIUS.M (pic-ture 7), consists of two reductionstages, which have the followingoperations:

- to face every CNG pressurelevel coming from the tank (loadpressure around 22 MPa corre-sponding to 220 bar),

- to spread the CNG at the inter-mediate pressure, of 500 - 600 kPa(5 - 6 bar) in a first stage,

- to bring the heat necessary toavoid an excessive cooling of fueldue to a sudden expansion,

- to spread the CNG further onat the requested pressure, of 200kPa (2 bar), useful to supply theinjection system. Such a value ofoutlet pressure is conditioned bythe pressure signal of the air intakemanifold: in practice, the differentialpressure is kept constant betweenthe CNG pipe at the outlet of thereducer and the air-intake manifold.

As can be seen from picture 8,the second stage of the SEQUENTGENIUS.M CNG reducer is verysimilar to the first and only stage ofthe SEQUENT GENIUS LPG redu-cer version.

Despite the particular compactdimensions, the reducer guaran-tees high gas flows, in order to sati-sfy powers up to 140 kW (190CV).

4.4 ZENITH REDUCER(CNG VERSION)

This is the new reducer for CNGinstallation and for SequentFastness system only and hasimportant innovation and improve-ment.

The reducer consists of tworeduction stages with the followingaim:

- to face every CNG pressurelevel coming from the tank (loadpressure around 22 MPa corre-

sponding to 220 bar),- to spread the CNG at the inter-

mediate pressure, of 500 - 600 kPa(5 - 6 bar) in a first stage,

- to bring the heat necessary toavoid an excessive cooling of fueldue to a sudden expansion,

- to spread the CNG further onat the requested pressure, of 200kPa (2 bar), useful to supply theinjection system. Such a value ofoutlet pressure is conditioned bythe pressure signal of the air intakemanifold: in practice, the differential

Picture 07Sequent M.Genius Reducer

Picture 08Sequent M. GeniusReducer - Sectionalview -

Picture 09Temperature sensor

TEMPERATURE SENSOR

FEEDBACK

WATER

GAS INLET

1ST STAGE

2ND STAGE

16

pressure is kept constant betweenthe CNG pipe at the outlet of thereducer and the air-intake manifold.

In spite of the compact dimen-sions, the reducer assures high gasflow able to satisfy engine up to 230kW.

Zenith pressure reducer is sup-plied with a Delta p (∆p) adjustmentequal to about 2000 mbar.

If necessary, this value can bechanged between 1600 and 2500mbar by the technician by acting onthe suitable screw.

Among the improvements wepoint out:

- Swivel-connection with integra-ted high efficiency filter (*).

- 1st reduction stage with lever.- Safety valve on the 1st stage.- 2nd stage reduction with direct

and desmodromic connection.- Water circuit built inside the

aluminium body (no washers).- Temperature water sensor pla-

ced on the reducer (no need toadjust it) - picture 12.

- Fixing thanks to two M6 holes.- Pressure compensation

system adjusted according to theflow.

- Connection on the outlet to the12x19 pipe rubber holder.

Advantages are the following:more precise and stable adjust-ment, faster response time, possibi-lity to feed more powerful vehicles(with equal injectors and basicDelta P adjustment).

As for its installation and theindications for the power, pleaserefer to Sequent 2/3 “TYPES OFINSTALLATIONS” guide.

(*) The use of the Zenith reducerexcludes the use of the fi l tersdescribed in paragraphs 4.7, 4.8and 4.9.

Picture 10CNG SequentZenith reducer

Picture 11 BCNG SequentZenith reducer -Sectional view -

Picture 11 ACNG SequentZenith reducer -Sectional view -

TEMPERATURE SENSOR

FEEDBACK

WATER

GAS INLET

1ST STAGE

2ND STAGE

17

Picture 13“FJ1” filter with single cartridgeand threadedconnections

Picture 14“FJ1 Twin” filterwith doublecartridge andrubber holder connections

cer-vaporiser and therefore acts onthe gaseous phase. This fact reallydiffers it from the filter present inthe ET98 solenoid valve, whichworks on the liquid. The filtration ofthe gaseous phase allows trappingall those impurities (oils, waxes,etc…) on which it would not possi-ble to act only filtrating the liquidphase.

Its constructive solution allowsscrewing the filtering cartridge on a

support and therefore a smoothintervention of substitution.

It is suggested to change itevery 15000 km.

4.8 “FJ1 TWIN” FILTER

Exclusively used with LPGSequent System, BRC injectorsand Genius MAX reducer, the FJ1Twin FILTER has a double cartridgewith characteristics similar to the

4.5 GAS TEMPERATURESENSOR

As mentioned in the previousparagraphs, a temperature sensoris installed on LPG and CNGGENIUS and GENIUS MAX redu-cers. The sensor (picture 3,6 and 9)is resistive, with two wires, basedon NTC thermistore.

All the gas changeover strate-gies of the system as well as thecalculus of the gas injection timesare based on the temperature mea-sured by the sensor.

The sensor is different from theone used in the Flying Injectionequipment. Confusing the two sen-sors and installing the wrong one,the ECU will not be able to determi-ne the correct gas temperature, tocarry out correctly the programmedchangeover strategies and to makethe corrections in the injectiontimes that depend on gas tempera-ture, during gas operation.

4.6 WATER TEMPERATURESENSOR (FOR ZENITHREDUCERS)

The temperature sensor shown inpicture 12 is used exclusively onthe new ZENITH reducer.This is a resistive sensor, with threewires based on a NTC thermistore.All strategies for the system chan-geover to gas are based on thewater temperature taking.This sensor differs from previousone for the mechanical structure: itis more compact and integrates thesensor and connector in its inside.

4.7 “FJ1” FILTER

Exclusively used with LPGSequent with BRC Injectors andGenius Reducer, the FJ1 filter car-ries out the important function totrap the LPG or CNG impuritiesprotecting the injectors working.

It is a cartridge filter, (picture 13)that is installed just after the redu-

Picture 12Water temperaturesensor on theZenith reducer

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Picture 18Version with BRCinjectors, pressureand gastemperature sensorand rubber-holderconnection forSequent FastnessApplications.

previous one but with inlet andoutlet without threaded connectionbut with rubber holder ones (picture14 pag. 17).

4.9 “FJ1 HE” FILTER (HIGHEFFICIENCY)

Exclusively used with CNG andLPG Sequent System with Keihininjectors. FJ1 HE is a very smallcartridge filter. In spite of this, thefilter has in its inside a cartridgethat has been studied with innovati-ve filtering elements allowing it tohave an higher filtering power com-pared to the ones used till now (pic-ture 15).

4.10 RAIL

It is the part where the injectorsare assembled on; it enables the gasdistribution to every injector at therequested pressure.

Available in the following ver-sions:- for BRC injectors - gas outlet withthreaded union (picture 16) or withrubber holder one (picture 17),- for BRC injectors - gas outlet withrubber holder union and gas tempe-rature and pressure sensor insidethe rail body. This version is exclu-sively used for Sequent Fastness(picture 18).- for Keihin injectors - gas outlet withthreaded connection (picture 19) orwith rubber holder one (picture 20).The first and third rail describedhave a threaded connection for thepipe direct to P1 pressure sensorwhile the second (for applicationwith Zenith reducer) is without andhas a tap to close the hole.Two threaded holes allow an easyinstallation of the fixing bracket tothe vehicle.

4.11 INJECTORS

4.11.1 BRC INJECTORA patent that protects its con-

structive details covers BRC

Picture 16Version with BRCinjectors and threaded connection

Picture 17Version with BRCinjectors and rubberholder connection

Picture 15“FJ1 HE” filterwith rubber-holderconnections

19

injector.It is a “bottom feed” injector type

(supplied from the bottom).Referring to fig. 21, the gas contai-ned inside the rail goes into thelower side of the injector and isinjected in the air intake manifoldwhen the shutter, moved by theelectromagnet, frees the passagesection.

The tightness is assured by therubber final part of shutter, whichpresses on a volcano.

The pressure differential actingon the shutter enables it remainingin the closure position when the coilis not energised, and prevents gasfrom being discharged in the airintake manifold.

The injector is expressively stu-died to have a long life in extremeconditions of use:

• The diaphragms insulate thevery delicate zone of themagnetic circuit, preventing anygas residual products frommodifying its geometry.• Working temperature: from –40°C a +120 °C.• 15 g accelerations.• Intense electromagnetic forcesguarantee opening even whenoils or waxes, present in thedirty gas and not trapped by thefilter, tend to stick the shutter toits seat.

It is a low impedance injector(2,04 ohm / 2,35 mH a 20 °C) andtherefore requires a peak & holdpiloting.

The shutter opening time is veryshort; it allows having a good con-trol on the injected gas even insmall dosages, like in idling condi-tions. The gas passage sectionsallow a correct supply even in themore powerful vehicles nowadaysavailable on the market.

To better meet the needs of afine idling control and a good sup-ply at high r.p.m. there are twokinds of injectors, with different pas-sage sections. The injectors (pictu-

Picture 20Version with Keihininjectors and rubberholder connection

Picture 19Version with Keihininjectors andthreadedconnection

Picture 21BRC injector -Sectional view -

Picture 22Trend of thecurrent insideBRC injector

20

Picture 25Keihin injectors -sectional view

Picture 23BRC Injectors type“Normal” and “Max”

re 23) are distinguishable by acoloured label, that can be Blue forthe BRC injectors Normal type andOrange for the BRC injectors Maxtype.

The table of picture 24 showsthe powers that can be supplied bythe BRC injectors depending on thereducer used*.

4.11.2 KEIHIN INJECTOR

It is a “top feed” injector.Referring to picture 25, the gasenters from the top and axially goesthrough the shutter to reach thelower room. When the shutteropens, attracted towards the top bythe electromagnet, the gas is injec-ted in the air-intake manifold.

The pressure differential thatacts on the shutter enables itremaining in the closure positionwhen the coil is not energised, andprevents gas from being dischargedin the air intake manifold. The vul-canised rubber on the bottom of theshutter guarantees both the sealand the low noise of the injector (<90 dB).

The injector has been expressi-vely studied to withstand more than290 mil l ion of cycles, equal to100.000 km, in extreme conditionsof use:

• The shutter is covered byteflon so that the injector canwork with no problems of wearwith LPG and CNG.• Working temperature: from–35°C to +120°C.• 15 g accelerations.• Intense electromagnetic forcesguarantee opening even whenoils or waxes, present in thedirty gas and not trapped by thefilter, tend to stick the shutter toits seat.

It is a low impedance injector(1.25 ohm/ 3,5 mH a 20 °C) andtherefore requires a peak & holdpiloting.

Picture 24• The data in thefollowing chart aremerely indicative.For the selection ofthe type of injectorsplease refer to“Types ofInstallation” guide.

LPG feeding capabilities

Genius 800 Genius 1200 Genius 1500 Genius MAXInjectors Max Type Asp. - 26 kW/cil. 30 kW/cil. 30 kW/cil.

Superch. - 32 kW/cil. 36 kW/cil. 36 kW/cil.

Injectors Normal Type Asp. 17 kW/cil. 21 kW/cil. - -Superch. 22 kW/cil. 26 kW/cil. - -

CNG feeding capabilities

Zenith ∆p.1600 Zenith ∆p.2000 Zenith ∆p. 2500Injectors Max Type Asp. 19 kW/cil. 22 kW/cil. 25 kW/cil.

Superch. 22 kW/cil. 25 kW/cil. 29 kW/cil.

Injectors Normal Type Asp. 15 kW/cil. 17 kW/cil. 20 kW/cil.Superch. 18 kW/cil. 20 kW/cil. 23 kW/cil.

Picture 26Trend of thecurrent insideKeihininjector

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Picture 27Keihin injectors type“Normal”, “Max” and“Super MAX”

Picture 28

** The data in thefollowing chart aremerely indicative.For the selection ofthe type of injectorsplease refer to“Types ofInstallation” guide.

LPG feeding capabilitiesGenius 800 Genius 1200 Genius 1500 Genius Max

Inj. Sup. Max Type Asp. - - 35 kW/cil. 35 kW/cil.Superch. - - 42 kW/cil. 42 kW/cil.

Inj. Max Type Asp. - 26 kW/cil. 30 kW/cil. 30 kW/cil.Superch. - 32 kW/cil. 36 kW/cil. 36 kW/cil.

Inj. Normal Type Asp. 17 kW/cil. 21 kW/cil. - -Superch. 22 kW/cil. 26 kW/cil. - -

CNG feeding capabilitiesGeniusM 2000 GeniusM 2500

Inj. Sup. Max Type Asp. - 27 kW/cil.Superch. - 29 kW/cil.

Inj. Max Type Asp. 20 kW/cil. 23 kW/cil.Superch. 23 kW/cil. 26 kW/cil.

Inj. Normal Type Asp. 18 kW/cil. 20 kW/cil.Superch. 20 kW/cil. 23 kW/cil.

Picture 26 shows the typicaltrend of current in the injector. Theshutter is opened by applying allthe battery voltage during the peakphase; then the voltage which sup-plies the injector becomes the onecalled “hold”, as it is sufficient tokeep it open for the necessary time.

The shutter opening time is veryshort; it allows having a good con-trol on the injected gas even insmall dosages, like in the idlingconditions. The gas passage sec-tions allow a correct supply even inthe more powerful vehicles nowa-days available on the market.

To better meet the needs of afine idling control and a good sup-ply at high r.p.m. there are twokinds of injectors, with different pas-sage sections.

The injectors (picture 27) aredistinguishable by a coloured mark,placed on the label, that can beBlue for the Keihin injectors Normaltype, Orange for the Keihin injectorsMax type and Yellow for KeihinSuper Max ones.

Picture 28 depicts the powersthat can be supplied by the Keihininjectors depending on the usedreducer**.

4.12 GAS TEMPERATUREAND PRESSURE SENSOR

This new concept sensor with asmall body and integrated inside theconnector also includes the P1 pres-sure sensor and the gas temperatu-re one. As already described in theprevious paragraph, this sensor hasto be installed directly on the injec-tors rail for Sequent Fastness appli-cations.

In this position the pressure andgas temperature measurement ismore precise and allows a quickintervention for gas carburation cor-rections.

4.13 GAS PRESSUREAND MANIFOLDABSOLUTE PRESSURE

(MAP) SENSORS

P1-MAP device (picture 30 and31) contains two sensors: the P1sensor that measures the absolutepressure present in the injectors railand the manifold absolute pressure(MAP) that gives to the Fly SF ECUthe information on the absolutepressure present inside the air-intake manifold.

The device is pre-amplified so

that the signal is not easily distur-bed. The pre-cabled connectionmakes the installation very simple.

4.14 MANIFOLD ABSOLU-TE PRESSURE (MAP - RAILSEQUENT FASTNESS)

This new sensor (picture 32) isused for Sequent Fastness only. Itis light, very small and easy to beinstalled to the body.

Picture 29Pressure and gastemperature sensorinside the SequentFastness rail body

22

As all the other sensors descri-bed before, its body is compact andintegrated with the connector. It hasin its inside a pressure sensor sui-table for both vacuum and turboengines allowing a precise set upfor all vehicles.

4.15 “FLY SF” ECU (SEQUENTE SEQUENT FASTNESS)

UA detailed description would lieoutside the purposes of this hand-book. What is important is to knowthat it is the operating unit control-ling the whole system. It is comple-tely made by automotive compo-nents, being therefore suitable tobear the temperature inside theengine compartment, even thoughprecautions must be taken to ensu-re that it is not assembled near red-hot devices such as the exhaustmanifold. It is waterproof and is incompliance with the EMC stan-dards. It incorporates componentsof the latest conception (Motorola32 bit microprocessor), with a dataprocessing speed higher than mostoriginal petrol ECUs. The memorythat contains calibration programand data is not volatile, so, onceprogrammed, the Fly SF ECU (pic-ture 33) can be disconnected fromthe battery with no loss of data. Itcan be programmed more timeswithout problems, for example itcan be transferred from a vehicle toanother and re-programmed.

Some data acquisition channelsare shared to be connected to diffe-rent signals according to thevarious vehicles (e.g. TPS, MAP,etc.).

The task of the ECU consists incollecting and processing full infor-mation and, as a consequence,controlling the various functions ofthe system; in particular the injec-tors, controlling the injection timeand its duration, with a precision offew microseconds (microsecond =1/1000000 of second).

The ECU is contained in an alu-

Picture 31P1-MAP sensor forTurbo LPG andCNG applications

Picture 32MAP sensor forSequent Fastnessapplications

Picture 30P1-MAP sensor foraspirated LPGapplications

minium rugged waterproof case,able to bear very high temperaturesand to protect the inside electronicparts, both from external atmosphe-ric agents and from mechanicalstresses it is subjected to, and fromelectromagnetic radiation irradiatedby the electrical components of theengine or other sources (transmit-ter, repeater, mobile phones, etc.).

The ECU has been studied towithstand prolonged short-circuits,

both towards the ground and thebattery positive contact, on each ofits proper inlet/outlet wires (natural-ly except for grounds and supplies).This allows not ruining the ECUeven when in presence of the morecommon harness errors (inversionof polarity, wrong connection of oneor more wires, etc).

The harness connection takesplace through a unique 56-way con-nector, which contains all the

23

FLY SF ECU, which incorporates aproper resistive load.

By “interruption”, we mean thefunction that, interrupting the elec-trical connection between the petrolECU and the injectors, preventsthem from introducing petrol intothe engine cylinders while runningon gas.

During this phase theSEQUENT system should actuallysupply the engine with the gaseousfuel; a simultaneous introduction ofpetrol, that will damage the engineand the catalyst, must absolutelybe avoided.

Naturally the petrol ECU diagno-sis is opportunely designed to reco-gnise the interruptions in the con-nection with its actuators, in parti-cular with the injectors.

It is therefore necessary to“emulate” the load that was repre-sented by the petrol injectors, inother words, to substitute from theelectrical point of view the petrol

4.17 LEVEL SENSOR

The FLY SF ECU controls theindication of gas level by means ofa signal on the GREEN LEDs of thechangeover switch. To do that, theECU is able to elaborate the signalcoming from the BRC resistive levelsensor (PICTURE 36) located onthe multivalve of the tank (LPGequipment), or from the BRC resi-stive pressure sensor (PICTURE37) of the CNG equipment. Thethresholds of the LEDs are freelyprogrammable from PC (refer to thesoftware handbook), to allow anaccurate precision in the indication.

4.18 EMULATINGFUNCTION OF INJECTORS

The function of interrupting thepetrol injectors is completely car-ried out by the FLY SF ECU.

The emulating function of theinjectors is also carried out by the

necessary signals for the variousfunctions, as regards the piloting of4 injectors at most.

In the two-connector version(picture 21), a 56-way and a 24-way, two additional types of FlySF ECU are available: one forvehicles up to 6 cylinders andthe other for vehicles up to 8cylinders.

The ECU incorporates the fol-lowing functions that were previou-sly obtained through the installationof external various components:

• “modular” function to interruptand emulate injectors,• crankshaft sensor adapterfunction, more and more usefulon new vehicle models,• timing advance processorfunction, particularly useful forCNG applications (this functioncan not be used for Sequent FlySF and Sequent Fastness ECUsfor 8 cylinder vehicles)• i t is possible to connect 2Lambda oxygen sensors withno need of adapters,• the ECU contains the mainadapters for “UEGO” and “inneed of power supply” oxygensensors , to be assembledexternally in other systems.

4.16 CHANGE-OVERSWITCHWITH LEVEL GAUGE

It is the BRC two-position chan-geover switch, in the standard orbuilt-in versions, equipped with abuzzer and a LEDs indicating thelevel.

The changeover switch (picture35 page 24), as mentioned in para-graph 3.3, allows carrying out thefollowing functions: changeover,gas level gauging and diagnosisand can signal irregular situations(lack of gas, breakdowns, automa-tic petrol re-changeover, etc.), boththrough the LEDs, and the buzzer.

Picture 33Fly SF ECU

Picture 34Fly SF ECU: twoconnectors’ version

24

Picture 38Fly SF ECU mainharness

injectors that have been disconnec-ted, with “false” injectors, that thepetrol ECU will not distinguish fromthe real ones.

As we told before a resistivetype of emulation is already presentin the FLY SF ECU anyway somekind of petrol ECUs need not only aresistive load but a resistive-inducti-ve one

For this reason insideSEQUENT harness a suitableModular LD has been introduced tosupply the inductive load requiredby the petrol ECU during the gasoperation when petrol injectors aredisconnected through the FLY SFECU. For further information pleaserefer to § 6.2.17.B.

4.19 HARNESS

As we indicated before, the har-ness is one of the main noveltiesintroduced with the SEQUENTsystem. In this paragraph we willanalyse two types with differentcharacteristics according to thetype of Sequent configuration.

The first (picture 38) is the usualharness used till now for Sequentapplication while the second one(picture 39) is the new harness forSequent Fastness only.

The innovative modular harnessallows installing the simpler vehi-cles with the only connection ofthree wires (rpm, key contact, TPS:respectively grey, brown andwhite/violet wires), naturally in addi-tion to the positive and negativebattery.

For more sophisticated vehicles,that consequently can require moreconnections, it is possible to inte-grate the harness with further con-nections that allow optimising thevehicle setting up and driving con-ditions.

Both the main harnesses of theSEQUENT system have a 56-wayconnector, used by some of themore impor tant European carmanufacturers.

Picture 37Resistive pressuresensor for BRCCNG reducers

Picture 36Resistive levelsensor for BRCEuropa Multivalve

Picture 35Two positions chan-geover switch withbuzzer and withoutbody

25

If using the two-connectorECU, a second part of harness willbe necessary, to fit a 24-way con-nector (picture 40).

Two types 5,6,8-cylinder har-ness are available: one for vehi-cles up to 6 cylinders and theother for vehicles up to 8 cylin-ders.

Shielded conductors have beenused to comply with the EMC stan-dards. The connectors present onthe harness are waterproof, exceptfor the one of the changeover swit-ch that is placed in the passengercompartment and is therefore pro-tected from water. As regards theconnections of wires and harnessconnectors you should refer tochap. 6 of the present handbook.

NOTE: as the 56 poles connec-tor used in SEQUENT system isthe same used for Flying Injectionone, considering the similarity ofthe external structure of bothsystems ECUs, it is possible tomistake the two ECUs and usingthe wrong one for the wrongsystem.

Such an error is to beaccurately avoided, becau-

se it can cause the damaging ofthe original components of thevehicle.

Both the main harness (picture38) and the 5,6,8- cylinder harness(picture 40) are both available inthe Keihin injectors’ version and inthe BRC injectors one. It is recom-mended not to invert such harnes-ses.

On the other hand, the mainharness for Sequent Fastnessapplication is available only for BRCinjectors so that you have to pairthe suitable 5-6-8 cylinder harnesswith BRC injectors.

4.20 NORMAL WP “ET98”LPG SOLENOID VALVE

The LPG solenoid valve used inthe SEQUENT system is a water-proof type (with watertight connec-

Picture 405-6-8-cylinder FLYSF ECU connectionharness

Picture 39Fly SF ECU mainharness forSequent Fastnessapplications

tors) and is an evolution of the well-known LPG BRC ET98 solenoidvalve, from which it can be exter-nally distinguished for the white gal-vanising (picture 41). Inside theLPG solenoid valve, the filteringsystem has been improved, in parti-cular for the iron-magnetic parti-cles.

Due to the precise working ofthe injectors, it is compulsory to usethis kind of solenoid valve, in thewhole assembly of SEQUENT.

4.21 SUPER WP “ET98”LPG SOLENOID VALVE

The Super WP “ET98” solenoidvalve is an interception device forLPG necessary and designed togrant higher performances compa-red to previous ones. An improvedcoil allows a more efficient openingpower with the same current. Thispermits to have bigger passagesections and a higher LPG flown.

Even in this case the solenoidvalvehas been conceived to allow thefeeding of high power engines kee-ping a high filtering grade. Withwaterproof connectors, the sole-noidvalve body is brass colourwithout external covering while thecoil is red (picture 42).

4.22 “VM A3/E” CNG ELEC-TRO-ASSISTED VALVE

The “VM A3/E” CNG electro-assisted valve used in theSEQUENT system is of the water-proof type (with watertight connec-tors) and is an evolution of the well-known CNG VMA3/E solenoid valve(picture 43)

The valve, that is usually instal-led inside the engine compartmentalong the pipes connecting theCNG cylinder/s to the reducer, ifcombined to the IM series CNG fil-ling adapter, allows refuelling and,at the same time, the free passage

26

of fuel supply.The use of this kind of refuelling

solenoid valve, in the SEQUENTsystem context, has a very impor-tant role as the solenoid valve iscontrolled and operated by theelectronic control system. It openswhen the starting up begins andcloses in case of shutdown, even ifthe driver does not turn off the igni-tion key (i.e. as it can happen incase of accident).

Picture 43“VMA3/E” WPCNGelectro-assistedvalve

Picture 42“ET98 SUPER” WPLGP solenoidvalve

Picture 41LPG “ET98” WPsolenoidvalve

27

Picture 04LPG SequentGenius MAX:possible installationposition

The following installationrules are to be considered asgeneral.

Before installing the variouscomponents of the Sequent systemit is recommended to check thepetrol operation of the vehicle. Inparticular, it is necessary to careful-ly check the state of the electronicignition equipment, the air-filter, thecatalyst and the Lambda Oxygensensor.

5.1 SEQUENT GENIUSREDUCER

The following general installa-tion rules are to be consideredeffective both for the LPG ver-sion and CNG.

The reducer must be firmlyfastened to the bodywork so that itis not subjected to vibrations duringits operation. With the engine understress, the reducer must not hit anyother device. The SEQUENTGENIUS may be installed with anyorientation (picture 1,2 and 3); it isnot important that the diaphragm isparallel to the running direction.

The pipe that connects the redu-cer to the filter should not be longerthan 200-300 mm. For the connec-tion see paragraphs 5.10.

If you need to tighten or loosenthe gas inlet fitting or any other fit-ting, we recommend to always usetwo spanners, in order not to movethe component screwed on thereducer body.

The temperature sensor wireshould not be too tight or twisted, it

Picture 01Sequent Geniusreducer installationwith diaphragmparallel to the driving direction

Picture 02Sequent Geniusreducer installationwith diaphragmperpendicular to thedriving direction

Picture 03Sequent GeniusReducer: furtherinstallation position

5. MECHANICALINSTALLATION

28

should nor make sudden folds atthe outlet of the sensor.

The copper pipe that goes fromthe solenoid valve to the SEQUENTGENIUS must not go through toohot areas of the engine compart-ment.

As no adjustment is program-med on the SEQUENT GENIUS, itis not essential it is assembled inan easily accessible area. Howeverthe installer should avoid uneasyplaces, in order to make any main-tenance operations without toomany difficulties.

For what concerns the LPG ver-sion it is important to note thatthere are rubber-holders connec-tions for 17x23 pipes on the waterside; they are quite large pipesbecause LPG needs to be vapori-sed and therefore needs a goodwater flow. The water connectioncan be made in series or in parallelas regards the passenger compart-ment heating circuit (picture 6 and7). In phase of functional inspectionof the equipment installed it isimportant to check that the gastemperature wil l not reach lowvalues particularly after a long usein power.

The CNG Sequent Genius, as itdoes not have to perform the vapo-risation function, is equipped withrubber-holders for 8x15 waterpipes. The connection must benecessarily parallel: indeed aconnection in series made withpipes of such dimensions wouldstrongly decrease the passengercompartment heating.

It is suggested, in this case, tocarefully follow the indications ofwater inlet “IN” and water outlet“OUT” placed on the reducer.

5.2 SEQUENT LPGGENIUS MAX REDUCER

General installation criteriadescribed in the previous para-

graph have to be applied for theSEQUENT LPG GENIUS MAXreducer.

Unlike Sequent Genius reducer,the Genius Max has rubber-holdersconnections on the outlet so thatpipes have to be tightened usingthe suitable supplied click clamps.

5.3 ZENITH CNG REDUCER

General installation criteria

described in § 5.1 have to beapplied for the Zenith reducer,too.

As for Genius MAX, the Zenithreducer has rubber-holders con-nections on the outlet so that pipeshave to be tightened using the sui-table supplied click clamps.

Picture 05CNG SequentZenith Reducer:example of installa-tion

Picture 06Reducer heatingcircuit – paralleltype

Picture 07Reducer heatingcircuit – series type

29

Picture 09“FJ1 TWIN”gaseous phase filter

Picture 10“FJ1 HE” gaseousphase filter

5.4 “FJ1” GASEOUSPHASE FILTER

The filter may be fastened to thevehicle’s structure or to the enginewith any orientation; but it would bebetter to position it with the cartrid-ge turned downward (picture 8).

The pipe that connects the filterto the rail should not be longer than200-300 mm. If you need to tightenor loosen the fittings, we recom-mend to use always two spanners,in order not to move the componentthat is screwed on the filter body.

It is recommended to place thefilter in an accessible area in orderto be able make its programmedreplacement.

N.B. During the filter installa-tion it is recommended to followthe direction of the arrow printedon the upper side of the same fil-ter. It represents the exact courseof gas flow, or rather from theSequent Genius reducer to the rail.

5.5 “FJ1 TWIN” GASEUOSPHASE FILTER

The above indications are validfor the “FJ1 TWIN” filter too (picture9). The described filter is availableonly with rubber-holders connec-tions and can be used only with theGenius MAX.

5.6 “FJ1 HE” GASEUOSPHASE FILTER

The indications in the paragraph5.4 are valid for the “FJ1 HE” filter,too. The filter is available only withrubber-holders connections.

5.7 RAIL AND INJECTORSGROUP

5.7.1 INSTALLATION OF BRCINJECTORS ON THE RAIL

The rail always has a connec-tion to fix the pipe going to the P1pressure and it is available is two

Picture 08“FJ1” gaseousphase filter

versions as for the gas inlet that iswith threaded connection or withrubber-holder one (see picture 11page 30).

BRC injectors has to be instal-led as follow:

• Introduce the O-Ring (1) onthe rail seat (2).• Introduce the O-Ring (3) onthe injector threaded part (4).• Introduce the injector (4) in the

rail seat (2).• Fix the injector to the rail withthe washer and nut (5). Duringthe tightening block the injectorin the desired position with onehand avoiding its rotation.Do not use pliers or spanners toblock the injector as they candamage the steel body or theplastic covering. Use a maxi-mum torque of 8 ± 0,5 Nm.• Place the fixing bracket (pictu-

30

Picture 11

1

2

3

4

5

7

6

Version with rubber-holder

Picture 12

2

4

1

3

5

7

6

Version with rubber-holder

re 6) in the car using the screwsand the washers (picture 7).

Please pay attention to thecleaning during assembly

to avoid dirtiness damage theinjector.

The injector ends with a threa-ded part to which you have to con-nect the pipe as indicated in § 5.10.

5.7.2 INSTALLATION OF KEHININJECTORS ON THE RAIL

The rail always has a connec-tion to fix the pipe going to the P1pressure and it is available is twoversions as for the gas inlet that iswith threaded connection or withrubber-holder one (see picture 12).

Keihin Injectors must be assem-bled as indicated below (fig. 30A):

• Mount the rubber ring (1) andthe O-Ring (2) in its seat on theinjector (3),• Fit the injector on the rail (4)without cutting or damaging theO-Ring (2). It is suggested toapply a minimum quantity ofgrease on the O-Ring before theinstallation. Do not apply toomuch grease that may overflowand go inside the injector whileworking.• Once the injectors are moun-ted they are fastened to the railthrough a suitable bracket (5).Two screws and two washers (6)fix the supporting bracket to thevehicle (7) and the bracket (5).After installation, the injectorsshould not have endplay.

It is recommended to cleancarefully during this instal-

lation, to prevent any dirties fromobstructing the filter placed inthe injector inlet, or even worst,damaging the same injector.

The injector ends with a rubber-holder on which the pipe fixedthrough the supplied click clamp isassembled (see § 5.10).

31

Picture 14Example of the railinstallation withBRC injectors

5.7.3 INSTALLATION OF BRCINJECTORS ON THE RAIL WITHPRESSURE SENSOR AND GASTEMPERATURE SENSOR (IN CASEOF ZENITH REDUCER)

The difference between this railand the previous ones is the intro-duction of the new pressure andgas temperature sensor (describedin § 4.11) directly placed on the railbody (picture 13).

The rail has not the connectionwith the P1 pressure sensor (a capcloses the hole) and always has therubber-holder connection on thegas outlet.

The rail always has a connec-tion to fix the pipe going to the P1pressure and it is available is twoversions as for the gas inlet that iswith threaded connection or withrubber-holder one (see picture 11page 30).

BRC injectors has to be instal-led as follow:

• Introduce the O-Ring (1) onthe rail seat (2).• Introduce the O-Ring (3) onthe injector threaded part (4).• Introduce the injector (4) in therail seat (2).• Fix the injector to the rail withthe washer and nut (5). Duringthe tightening block the injectorin the desired position with onehand avoiding its rotation.Do not use pliers or spanners toblock the injector as they candamage the steel body or theplastic covering. Use a maxi-mum torque of 8 ± 0,5 Nm.• Introduce the washer (6) onthe sensor threaded part (7).• Introduce the sensor (7) in therail seat (8).• Place the fixing bracket (pictu-re 9) in the car using the screwsand the washers (picture 10).Please pay attention to the

cleaning during assembly toavoid dirtiness damage the injec-tor.

The injector ends with a threa-

ded part to which you have to con-nect the pipe as indicated in § 5.10

5.7.4 INJECTORS’ RAILINSTALLATION IN THE VEHICLE

The rail with the injectors can befixed both to the vehicle and to theengine; the orientation is not impor-tant (picture 14 and picture 15 page32).

The fixing must be stable; it isnecessary to place the injectors asclose as possible to the enginehead so that the air-intake manifoldconnecting pipes are as short aspossible. They should not be longerthan 150 mm.

In case of BRC the suitable con-nection nut has to be assembled ona pipe end as indicated in the §5.10.

In case of Keihin injectors, pipesmust be fixed to the rubber-holderthrough the click clamp and usingthe suitable pliers.

Follow the installation criteria forpipes and electric wires indicated in§ 5.10 and chapter 6.

As the injectors are not noise-less, it is better not to fix them tothe bulkhead that divides the engi-ne from the passenger compart-ment, because it may become aresonance box that would amplifythe noise. In case you are compel-

Fig. 13

2

8

4

1

3

5

7

6

9

10

32

Picture 17Example of theSequent FastnessMAP sensorinstallation

Picture 16Example of theP1-Map sensorinstallation

led to choose this position, it isnecessary to equip the fixingbracket with suitable dampingsystems (silent-block).

5.8 PRESSURE SENSOR(P1-MAP, P1-MAP TURBO)

The P1-MAP sensor has to beused in LPG applications for aspi-rated engine while the P1-MAPTURBO sensor must be alwaysused in LPG applications for boo-sted engines and in all CNG appli-cations.

The sensor has to be fixed tothe vehicle’s bodywork (picture 16)avoiding high heat irradiation areas.It is better than pipes are as shortas possible and anyway no longerthan 400 mm. For the connectionsee paragraphs 5.10.

Electrical wires should not betoo stretched, or twisted and theyshould not make sudden folds atthe sensor outlet.

5.9 MAP SENSOR

This new sensor is dedicated forSequent Fastness application withZenith reducer (picture 17).

For assembling instructions fol-low all the indications in the pre-vious paragraph.

5.10 PIPES

The pipes (picture 18,19 and20) belonging to the Sequentsystem are realised by BRC. Thepipes ø 10x17 mm supplied in theSequent kit have a fitting on eachends (picture 18) and pipe ø 5x10,5mm has the fitting on one end only(picture 19).

The applications for the P1 sen-sor and for BRC injectors you haveto use the ø 5x10,5 mm pipe thatmust be cut at the desired length toallow installing a rubber-holder witha fitting-nut. In such cases installa-tion will be as follows (picture 20):

• Mount the fitting with rubber-

Picture 15Example of the railinstallation withKeihin injectors

holder (1) on the suitable nut (2).• Fit the click clamp (3) on the

pipe (4).• Fit the pipe on the previously

assembled rubber-holder.• Tighten the pipe on the rubber-

holder with the click clamp and thesuitable pliers.

In case of Keihin injectors, usethe ø 5x10,5 mm pipe to be fixedon the free end with the click clam-ps without using the rubber-holder

and the connection nut.Do not leave any rubber resi-

duals while cutting the pipe or fittingthe rubber-holder ; these chipscould obstruct the pipes or othercomponents of the equipment,prejudicing its working.

Before mounting the pipe it isrecommended to blow it with com-pressed air, in order to expel anyimpurities or residuals. Verify thatthe clamp guarantees tightness.

33

We recommend not to use pipesthat are different from the ones sup-plied and to always mount themusing high-quality wrenches inorder to avoid damaging the hexa-gons. Each time it is needed toremove a fitting, use two wrenches,in order to hold firmly the compo-nent which is not be unscrewed.The fittings are tight and they sealon conical-spherical surfaces. Donot apply excessive torque wren-ches to avoid damaging the fittings.

Do not use any dope. The usualcriteria related to the correct instal-lation of pipes should be alwaysrespected, without any relativemotions on running to avoid rub-bings and wears, contacts againstsharp edges or driving belts, etc.Once mounted, the pipes shouldnot be too stretched, they shouldnot make any folds or be positionedin such a way to have the tendencyto make folds in the future.

Picture 18gas pipe ø10x17 tobe used in all kitswhere the rail gasoutlet is withthreadedconnection

Picture 20Pipe-holderassembly

1234

Picture 19Gas pipeø5x10,5 mm

34

Picture 22Orientation of theholes on themanifolds

Picture 23Drilling of manifold

Picture 24Threading ofmanifold

SI SI

NO

Picture 21Inclination of thedrilling on manifoldsSI NO

Manifold

Engi

ne

5.11 NOZZLES

The installation of the nozzles isone of the most important opera-tions of the whole installation.

We recommend to clearly spotall the points that will be drilled,before beginning to drill.

Use the specific tools includedin the tool-case for the installationof the Flying Injection componentscode 90AV99004028.

The drill should be quite nearthe cylinder head, but preservingthe same distance on all manifoldbranches and the same nozzleorientation. Each nozzle has to beperpendicular to the intake-pipeaxis, or at least, shape an anglesuch to convey the flow towards theengine and not towards the throttle-body (picture 21 and 22).

On the plastic manifolds, spotthe areas whose walls are as lessthin as possible.

After having marked properlythe drilling points with a felt-tippedpen, before starting to drill, verifywith the drilling-machine equippedwith a helicoidal bit, that there arenot overall dimensions such toavoid the correct drilling of all bran-ches following the direction wanted.Make a chasing and drill (picture23).

Use a correctly sharpened 5mm helicoidal bit, and then threadwith an M6 screw tap (picture 24).

While drilling and threading,take all necessary measures to pre-vent the chips from going into themanifold.

In particular, we recommend tofrequently remove the chips whiledrilling and to grease the bit duringthe breaking last phase of the wall,in order to stick the chips to the bit.The last part of wall should brokenslowly so that the chips are verythin: this way the chips stick betterto the bit and, if any of them fallsinside, it would cause no damages.Even during the M6 threading, it isnecessary to grease, extract and

35

Picture 25Nozzle clamping onpipe-fittingSolo per injectorsBRC

often clean the screw tap.By using the two 10-mm wren-

ches (fig. 39), screw every singlenozzle to the fitting of the 10x17pipe.

By using two 10 mm wrenches(picture 25) screw each nozzle tothe used ø 5x10,5 mm pipe con-nection. Using some Loctite 83-21(picture 26) screw the nozzle andthe pipe on the manifold hole. Fitthe nozzles correctly in order toavoid tightening them excessivelyand stripping them.

During the clamping phase it isrecommended to always use a pro-per wrench, as the one contained inthe tool-case code 90AV99004028.

Do not change either the insidediameter of the nozzles or their out-side shape.

N.B. In presence of small dia-meter air-intake manifolds, it canbe necessary to mount somespecial nozzles, shorter than thestandard ones.

5.12 ECU (ELECTRONICCONTROL UNIT)

It can be fixed both inside thepassenger and in the engine com-partment (picture 28 and 29 page36). Use the fixing holes on the alu-minium body avoiding to subject thestructure to excessive stresses(e.g.: do not fix the ECU on a con-vex surface, thinking you can tigh-ten the bolts thoroughly and level

Picture 26Threads-blockerproductOnly for BRinjectors

Picture 27Nozzle clampingwith pipe onmanifold

Picture 28ECU installationinside passengercompartment

36

connections (never pull the wires tolet the connector go through a holeor to disconnect it!!!). Avoid makingtoo remarked folds, too strongclamping, sliding against movingparts, etc. Avoid certain pieces ofwires from being too stretchedwhen the engine is under stress.Fix opportunely the pieces of wirenear the connectors, to preventtheir dangling from wearing themout in the future. Avoid any contactwith sharp edges (burr the holerims and mount some wire-leads).Avoid placing the wires of theSequent system too close to thespark plug cables or to other partssubjected to high voltage.

Each connector is polarised, forthis reason it is fitted without stressonly in the right direction.

Important: all not pre-cabledconnections should be carried outthrough electric brazing (soft solde-ring) and opportunely insulated.The soldering should not be “cold”and should not risk coming off inthe future. Any unused wire of theharness should be shortened andseparately insulated. Never usewelders that are connected to thebattery of the same vehicle, or wel-ders of the quick type.

5.15 INSTALLATION TYPES

For various mechanical andelectrical installation types, plea-se refer to the specific handbook2/3.

Picture 29ECU installation inthe enginecompartment

everything). If available, use alwaysthe suitable fixing bracket.

Avoid too hot areas or subjectedto high thermal radiation. Eventhough the ECU is waterproof,avoid installing it in areas subjectedto continuos dripping water in caseof rain, so that the water does notpenetrate and stagnate in the har-ness or sheaths.

No adjustment is programmedon the ECU; it is therefore notimportant it is easily accessible. It ismore important, instead, that thecable going from the ECU with thecomputer connection is placed in avery accessible area and protectedby the cap from possible water infil-tration.

5.13 CHANGE-OVERSWITCH

Choose an easily accessibleand visible place for the driver andfix the device with the screws sup-plied. Substituting the label with thespare one, the changeover switchcan also be installed in verticalposition. Eliminating the externalbody, the changeover switch can bedirectly built in the vehicle’s dash-board using the special tool to drill,code 90AV99000043.

Specific built- in changeoverswitches are also available forevery single vehicle; they are to bepositioned in place of the originalswitch-cover plates. Please refer tothe price list in force to know theavailable models.

Make anyway sure it is always aspecific changeover switch in thetwo-position version with buzzer.

5.14 HARNESS

The harness of the Sequentsystem guarantees the correct tran-smission of every inlet and outletsignal of the ECU. From a “mecha-nical” point of view, it is recommen-ded to place the harness very care-fully and to avoid forcing on the

37

The following general installa-tion rules are to be considered indi-spensable for a good understan-ding of the system.

The FLY SF ECU must be con-nected with the electric equipmentof the SEQUENT system (supplies,grounds, signals, sensors, actua-tors, etc.) through a 56-pole con-nector that contains all the neces-sary signals for the various opera-tions, as regards the piloting up to 4injectors.

The two-connector (56-way con-nector and 24-way connector) ver-sion, the ECU can control vehiclesup to 8 cylinders. Most of the har-ness wires end on pre-cabled con-nectors, therefore it becomes veryeasy to connect the components ofthe system to the ECU.Furthermore, the conductors aredivided into more sheaths, in orderto simplify the installation and theidentification of the various wires.

All the connections of the wiresthat do not end on a connectorshould be executed by well-doneand duly insulated soft soldering.Avoid any connections by simplytwisting the wires or using otherscarcely reliable systems. For themechanical assembly and the loca-tion of the harness, make referenceto the paragraph 5.14 of the pre-sent handbook.

6.1 CAUTIONS AND DIFFE-RENCES COMPARED WITHPREVIOUS SYSTEMS

The SEQUENT system differsfrom other BRC systems in someessential points. It is fundamental to

take note of the cautions containedin this paragraph to avoid installa-tion mistakes that can cause thebreaking of the gas equipmentcomponents or even damages tothe vehicle’s original equipment. Allthe Sequent ECU harness termi-nals are waterproof in compliancewith the latest European regula-tions.

Considering the introduc-tion of the new Sequent

Fastness (Zenith reducer, Railwith pressure and gas tempera-ture sensor and Map one) it isnecessary to clearly recognisedthe new main harness forSequent Fastness (picture 15page 46) from the old one forSequent (picture 2 page 38). Forthis reason, the following para-graph will describe all the electri-cal changes of the new FastnessMain Harness.

6.2 SEQUENT MAINHARNESS (REFER TO GENERALWIRING PLAN IN PICTURE 2)

6.2.1 CONNECTION OF THESOLENOID VALVES

An important difference compa-red to other BRC systems, that cancause mistakes if it is not taken intoaccount, is the connection of thesolenoid valves. In the previoussystems, a terminal of the solenoidvalve was perpetually connected tothe ground (usually to the vehicle’s

body, near the solenoid valve itself),while the other terminal wascoming from the gas equipmentECU. In the SEQUENT the philo-sophy is different and is similar tothe one used to pilot the injectorsand other actuators on the originalpetrol equipment. No solenoid valveterminal is connected perpetually tothe ground, but a wire comes fromthe +12V battery (through fuse andrelay), while the FLY SF ECU con-trols the other.

Do not connect directly thesolenoid valve terminals to

the ground: that may cause ashort-circuit and will burn thefuses on the harness and/orprejudice the correct operationof the equipment.Another difference is that there arepiloting wires, separated for thefront and back solenoid valve. Thisseparation allows the FLY SF ECUunderstanding whether and, incase, which of the two solenoid val-ves is burnt or in short-circuit. It istherefore necessary to avoid con-necting the two solenoid valves inparallel: this may prejudice the ECUdiagnosis function (picture 1).

6.2.2 56-POLES HARNESS

As the 56-pole connector used bythe SEQUENT system is the samealready used for the FlyingInjection, even considering the simi-larity of the external structure ofsystems, it is possible to confuse the

6. ELECTRICALCONNECTIONS

(-) (+) (-)

(+)

Picture 01Connection of frontand backsolenoidvalves

“E”s

heat

h

“F”s

heat

h

Extension cablecod. 06LB50010062

38

"E"

+12V

Key

co

nta

ct

LevlSensor

FLY SF

(TPS Signal)

EuropaMultivale

Petrol Injection

ECU

Whi

te/V

iole

t

Bro

wn

Gas Inlet P1

RAIL

+ -

BlackBlack

RedRed

Battery

ATTENTION:- Follow scrupulously the Petrol Injectors and Gas injectors sequence as indicated in the diagram.- Never connect the back and front Solenoid valve wires to the ground.- To allow a correct diagnosys of the front and back solenoid valve, do not connect them together. - Never substitute the fuses with others of higher load.

1 2 3 4

1 2 3 4

1 2 3 4Petrol

InjectorsSequence

GAS Injectors Sequence

5A Fuse

15AFuse

"B"

123

DiagnosticPoint

"C"

Changeover SwitchConnector

"D"

Relay

"SEQUENT GENIUS "Reducer

Gastemperature

Sensor

"G"

"A"

"I1""I2" "I3"

"I4"

LPGS.V.

(-) (+)

"F"

"H"

P1

Rail Pressure Sensor orRail Turbo

MAP

Gre

y

1° PetrolInjector

2° PetrolInjector

3° PetrolInjector

4° PetrolInjector

(RPM Signal)

10 PolesConnector

injectors connection

"L""M""N"

"P1" "P4"

"P3""P2"

Yel

low

"O"

Lam

bd

a O

xy. S

enso

r S

ign

al

Back Solenoid Valve

10 PolesConnector

Auxiliary connection

"Q"

"P"

Picture 02 - Generalwiring diagram

39

ECU of a system with the other one,fitting it in the wrong equipment.

Such an error must be avoi-ded, as it can damage the

ECUs and/or the original equip-ment of the vehicle.

If, after the installation of theequipment and the ECU, the vehicledoes not start up, it is a good tip notto insist, before having checked thatthe ECU is of the correct type.

6.2.3 SEQUENT GENIUS ANDGAS TEMPERATURE SENSOR

The temperature sensor con-tained in the Genius Sequent,Genius M and Genius Max is diffe-rent from the one used for theFlying Injection.

Confusing the two sensors andmounting the wrong one, the ECUwill not be able to determine the cor-rect gas temperature, to act correctlythe programmed changeover strate-gies and to make the corrections inthe injection times that depend onthe gas temperature, while runningon gas.

6.2.4 SUPPLIES AND GROUNDFROM BATTERY

Sheath “A” in figure 2 containstwo red and two black wires to beconnected to the car battery: thered wires to the positive and theblack ones to the negative. It isimportant to connect the wires asthey are, allowing that they reachseparately the terminals of the bat-tery, without joining the wires ofsame colour in an only wire or joi-ning them along the harness.

The grounds must bealways connected to the

battery negative and not to thevehicle’s structure, engineground or other grounds presenton the vehicle.

6.2.5 FUSES AND RELAY

At the outlet of the sheath “B”

(see picture 2) there are the two15A and 5A fuses of the SEQUENTequipment. The harness is suppliedwith the two fuses with correctamperage, fitted in the right place.It is recommended not to substitutethe fuses with others of differentamperage and not to invert theirposition. The 5A fuse will be fitted inthe fuse-holder with the smallersection wires, while the 15A fusewill be fitted in the fuse-holder withthe larger section wires.

At the outlet of the sheath “B”there is also a relay that theSEQUENT utilises to interrupt thebattery positive coming from theactuators.

After finishing the connections, itis recommended to properly fix andprotect both the fuses and the relay.

6.2.6 CHANGE-OVER SWITCH

The 10-pole multipolar cable “C”inside the harness, ending on the10-way connector, is used for theconnection of the ECU to the chan-geover switch placed in the passen-ger compartment (picture 2). Inorder to make easier its passageacross the wall openings, it is sug-gested to bend the connector by90° to make it parallel to the wires.

The SEQUENT equipment usesthe BRC two-position changeoverswitch with buzzer (see BRC PriceList for sale codes).

6.2.7 DIAGNOSTIC POINT

The PC connection to the FLYSF ECU is based on a diagnosticpoint, directly coming from the har-ness. It is the 3-way connector dia-gnostic point (female-holder on theharness), equipped with a protec-tion cap. The diagnostic point isusually placed near the 56-poleconnector of the ECU. The connec-ting cable “D” differs from the oneused for the connection of the PCon the Flying Injection system, for

the type of connector. For the PCconnection it is necessary to usethe suitable cable code DE512114.

6.2.8 LEVEL SENSOR

The resistive type level sensorhas to be connected directly to theharness through the 2-pole connec-tor, pre-cabled (Sheath “E” ondrawing of picture 2). There is noerror possibility, because the connec-tor of the level sensor is the only oneof this type. The connection betweenthe ECU and the sensor can bemade through the special extensioncable (06LB50010062) ended on thespecial connector of the resistivesensor for the Europa Multivalve. Thesheath “E” also contains the 2-poleconnector for the back solenoid valveconnection (see par. 6.2.8).

6.2.9 SOLENOIDVALVES

The solenoidvalves has to beconnected to the harness throughthe pre-cabled connectors connectedto the wires contained in the sheaths“E” and “F”. The front solenoid valvewill be connected to the connector ofthe sheath “F”, while the rear one(“Europa” multivalve) will be connec-ted to the connector of sheath “E”through a suitable extension cablecode 06LB50010062 (picture 1 page37 and 3 page 40).

The sheath “E” also contains theconnector for the resistive level sen-sor described in par. 6.2.8.

6.2.10 GAS TEMPERATURESENSOR

The temperature sensor, placedon the pressure reducer, is of thetwo-wire resistive type, based onNTC thermistore. It is a sensor,which is different from the one usedin the Flying Injection equipment.By confusing the two sensors andmounting the wrong one, the ECUwill not be able to determine thecorrect gas temperature, to act cor-

40

rectly the programmed changeoverstrategies and to make the correc-tions in the injection times thatdepend on the gas temperature,while running on gas. The connec-tion with the harness comes throu-gh the special 3-way connector(male-holder on the harness) onwhich the 2 wires contained in thesheath “G” of the harness end.

6.2.11 RAIL P1 PRESSURESENSOR AND MANIFOLDABSOLUTE PRESSURESENSOR (MAP)

The P1-MAP pressure sensor isconnected to the harness through asuitable pre-cabled connector,which is connected to the wires,contained in the sheath “H”.

The P1-MAP pressure sensor isa device containing two sensors inthe same box: one to measure thegas pressure inside the injectorsupplying rail and the other one tomeasure the air-intake manifoldpressure.

6.2.12 GAS INJECTORS

The gas injectors are connectedto the harness through the wireswith pre-cabled connectors contai-ned in the sheaths “I1”, “I2”, “I3”,“I4” (see picture 2).

The connectors of the gas injec-tors are numbered from 1 to 4 (orfrom 1 to 8 with the two-connectorECU); the same for the sheaths ofthe wires that will be connected tothe petrol injectors.

It is very important to main-tain the correspondencebetween gas and petrol injectors.

In practice, the gas injector con-nected to the connector n° l1should correspond to the cylindercontaining the petrol injector towhich we will connect the injectorconnection Sequent plug (or theOrange and Violet wires of the uni-versal injector connection Sequentharness) marked with the n° P1,

(-)

(+)

Fig. 03

Gua

ina

“E”

Exte

ntio

n ca

ble

cod.

06LB

5001

0062

and so on. In case there is no cor-respondence, you will note a wor-sening in the equipment performan-ces, such as, for example: worsedriving conditions, higher unsteadi-ness of the lambda control, less“clean” petrol/gas changeover, etc.

The number that distingui-shes the gas injectors’ connec-tors is stamped on the harnesswires coming to the same con-nector.

6.2.13 RPM SIGNAL

The SEQUENT system is ableto acquire the engine speed signal(often indicated as “rpm signal”) byconnecting directly to the rpm indi-cator.

It is sufficient to connect theGrey wire contained in the sheath“L” to the original equipment rpmindicator signal wire going from thepetrol ECU to the revolution counterin the dashboard. This wire is not tobe cut but only stripped, weldedwith the wire of the SEQUENT har-ness and insulated (picture 2 page38).

6.2.14 TPS SIGNAL

In the sheath “M” there is theWhite/Violet wire to be connectedto the TPS wire (throttle valve posi-tion sensor) of the original equip-ment; this wire should not be cut,but only stripped, soldered with thewire of the SEQUENT harness and

insulated. The TPS wire, if not cor-rectly connected, can enable theSEQUENT system to worknevertheless in a sort of steadycondition but it can deteriorate thedriving conditions, in particular insudden accelerations and tip-outs.

6.2.15 OXYGEN SENSOR SIGNAL

In the sheath “N” there is theYellow wire to be connected, ifnecessary, to the wire of theLambda Oxygen sensor, placedbefore the catalyst. This wire is notto be cut but only stripped, weldedwith the wire of the SEQUENT har-ness and insulated.

The connection of the Yellowwire allows a quicker self-learningby the FLY SF ECU and is thereforevery useful in the event of the self-learning phase requiring a furtherconfiguration refinement (refer tothe software hand-book).

6.2.16 POSITIVE KEY CONTACT

The Brown wire of theSEQUENT equipment, contained inthe sheath indicated with the letter“O” in picture 2, has to be connec-ted to the key contact posit ivesignal of the original equipment.This wire has not to be cut but onlystripped, welded with the wire ofthe SEQUENT harness and insula-ted.

6.2.17 10-POLE-CONNECTOR

41

FOR PETROL INJECTORSHARNESS CONNECTION

The interruption of the petrolinjector is possible by using the “P”sheath ending with a 10-pole-con-nector. You only have to connectone of the specific harnesses forthe petrol injectors’ stopping accor-ding to the type in the vehicle(Bosch or Sumitomo).

List of the codes for Bosch con-nector harnesses:

• code 06LB50010102 Right(DX) Sequent connection harnessfor 4 petrol injectors

• code 06LB50010103 Left (SX)Sequent connection harness for 4petrol injectors,

• code 06LB50010105 Right(DX) Sequent connection harnessfor 2 petrol injectors,

• code 06LB50010106 Left (SX)Sequent connection harness for 4petrol injectors,

• code 06LB50010101 UniversalSequent connection harness for 4petrol injectors,

• code 06LB50010104 UniversalSequent connection harness for 2petrol injectors,

to be chosen according to thepetrol injectors’ polarity.

List of the codes for Sumitomoconnector harnesses:

• code 06LB50010113 Right(DX) Sequent connection har-ness for 4 petrol injectors,• code 06LB50010114 Left (SX)Sequent connection harness for4 petrol injectors, • code 06LB50010115 Right(DX) Sequent connection har-ness for 2 petrol injectors, • code 06LB50010116 Left (SX)Sequent connection harness for2 petrol injectors, to be chosen according to thepetrol injectors’ polarity.The connection is very easy and

the philosophy is the same BRCused from the beginning.

To select the right harness youonly have to follow the instructionsinside the single packages.

It is important to keep thesame injection sequence

we have during the petrol opera-tion while operating with gas. Itis necessary to stop the petrolinjectors’ signals with the sameorder you will follow to connectthe gas injectors.

You could pair a consecutivenumber to each cylinder (i.e. from 1to 4 in case of a 4-cylinder engineand note that this order only help tocarry out the SEQUENT installationso that it could be different from theone the car manufacturer assi-gned). Generally in case of a tran-sversal engine you will indicate asnumber 1 the cylinder placed onthe cam belt side (see picture 2)

The petrol injector sprinkling inthe first cylinder will be stoppedwith the group 1 of the Sequent

petrol Injectors’ ConnectionHarness (or with the Orange andViolet wires identified with the num-ber 1 of the Universal PetrolInjectors’ Connection Harness) andso on.

The numbers identifying bothgas and petrol injectors are prin-ted directly on the harness con-nection wires.

6.2.17.A Polarity of theinjectors

For the selection of the correctinjectors’ interruption harness(Right or Left) or to precisely knowwhat is the negative wire (in caseyou prefer to use the Universal har-ness) it is important to know theinjector’s polarity that is where thepositive wire is placed in order tointervene on the Negative one.

Referring to the picture number 4it is necessary to:

• Disconnect the connectors of all

Picture 04aBosch connectorPilot light on or

LED “DX” Polar

OriginalInjector

Connector

OriginalInjector

Connector

Pilot light on or LED “SX” Polar

Use a left harness or,in case of auniversal one,intervene on thenegative wireon the right.

Use a right harnessor, in case of auniversal one,

intervene on thenegative wire

on the right.

Picture 04bConnector typeSumitomo

Connettoreiniettoreoriginale

Pilot light on or LED “SX” Polar

Use a left harness or,in case of auniversal one,intervene on thenegative wireon the right.

Pilot light on or LED “DX” Polar

Connettoreiniettoreoriginale

Use a right harnessor, in case of auniversal one,

intervene on thenegative wire

on the right.

42

the injectors and, if necessary, allother connectors if installedupstream (before doing this,please contact BRC technicalAssistance Service) • Switch the dashboard on• Find out which pin of eachfemale connectors just discon-nected has a +12 V voltage (usethe POLAR device code06LB00001093 or a pilot-light.[Check all of them!!]• If watching the connector asindicated in the picture 4 (payattention to the reference teeth)the +12V wire is on the right youhave to use a RIGHT Harness. Ifyou are installing a Universal har-ness you will have to stop thenegative wire (on the left).• If the feeding is on the left usethe LEFT Harness. If you areinstalling a Universal harnessyou will have to stop the negativewire (on the right).

6.2.17.B Modular LD

As can be seen from paragraph4.18, even when you should use anadditional resistive-inductive load, itis not necessary to add any outsidemodules but simply to connect themale of the Sequent harness withthe female connector of the DX/SXor universal injectors harness (pic-ture 5). This connection enables tosupply a resistive-inductive load tothe original petrol ECU.

6.2.18 10-POLE CONNECTORFOR AUXILIARYHARNESS CONNECTION

In case of “particular” vehicles,SEQUENT offers the possibility,through the sheath “Q” ending witha 10-pole connector, to take othersignals that are not usually neces-sary in most vehicles converted.

In this connector it is sufficient,after having removed the protectingcap, to fit the specific auxiliary con-nection Sequent Harness code

"Q"

Picture 06

10-pole-harnessconnector

for auxiliaryconnections

Blac

k

Whi

te/re

d

Yello

w 2

Ligh

t blu

e 2

Ligh

t blu

e 1

Tem

pera

ture

Gas

2

Tem

pera

tura

Ac

qua

Oxy

gen

sens

or 2

sign

al

Cran

ksha

ft se

n-so

r and

Spa

rktim

ing

adva

ncer

Oxy

gen

sens

or 2

emul

ated

sig

nal

Oxy

gen

sens

or 1

emul

ated

sig

nal

FLY SF

1° Iniet. Benz.

2° Iniet. Benz.

3° Iniet. Benz.

4° Iniet. Benz.

"P1" "P4"

"P3""P2"

"P"

Picture 05

FLY SF

10-pole-harnessconnector for injectors’connection

ModularLD

43

06LB50010100, from which 5 wiresand 1 connector are shunted torealise the auxiliary connections(picture 6).

The further possible connec-tions, due to the 5 wires and theconnector of the auxiliary connec-tion Sequent harness are the fol-lowing:

Connector:Crankshaft sensor signal andTiming Advance Processor

Black wire:Gas Temperature 2

White/Red wire:Water Temperature

Light blue wire (Gr. 1):Emulated Lambda SignalLambda Sensor 1

Yellow wire (Gr. 2):Lambda Signal Sensor 2

Light blue wire (Gr. 2):Emulated Lambda SignalLambda Sensor 2

Warning: for the possibleconnection of the Auxiliary

Harness wires, please refer tothe instructions inside thepackage, to the specific wiringdiagrams of every single vehicleor ask the BRC after-sales servi-ce.

It is recommended to insulatethe unused wire terminals andconnector.

6.2.18.A CrankshaftSensor Signal

The SEQUENT system is ableto acquire the rpm speed signal byconnecting the Grey wire directlyon the rpm indicator signal.

If this signal is not available ordoes not have such operations tobe interpreted by the FLY SF ECU,it is possible to take the Crankshaftsensor signal through theConnector present on the AuxiliaryConnection Harness.

Picture 08Negative

"Q"

✗

✂

Picture 07

Pink

Blue

Pink

/Bla

ck

Blue

/Bla

ck

Crankshaft sensor negative

Cut andeliminate

Insulate

Insulate

Crankshaft sensor positivePetrolECU

FLY SF

10-pole-harnessconnector for

auxiliary connections

Picture 09Positive

First it is necessary to removethis connector to obtain the fol-lowing 4 wires:

BluePinkBlue/BlackPink/Black

These last two wires (along withthe remaining 5 wires of theAuxiliary Harness) should be insu-

lated singularly.It is sufficient to connect the

Sequent Auxiliary Harness Blueand Pink wires respectively to thenegative and positive of the crank-shaft sensor (picture 7), withoutinterrupting them. The negative andpositive of the crankshaft sensorare recognisable by the signal pre-sent on the wires that, i f i t isdisplayed by a cathode-ray oscillo-scope, in correspondence with the

44

reference “hole”, has the trend illu-strated in pictures 8 and 9.

If you do not have the cathode-ray oscilloscope, you can connectthe wires to the signal withoutworrying about the polarity, andthen verify that, in all the workingconditions of the engine, the r.p.m.are correctly read; if not, or in caseyou have an irregular gas operationof the vehicle, you have to try toinvert the polarity.

If you use this connection,cut and insulate the “L”

grey wire (§ 6.2,13).

6.2.18.B Signal for the IgnitionTiming Advance Variation

If you want to use the “timingadvance” function, the FLY SF ECUis equipped with, and the connectorof the vehicle Top Dead Centersensor is plug-compatible withone of the specific interface cablessupplied by BRC, the diagram to befollowed is represented in picture10.

In this case it is NOT necessaryto remove the connector of theAuxiliary Connection Harness, butit is possible to connect it to one ofthe Timing Advance ProcessorHarnesses normally used for theAries electronic Advance Processor(for the correct choice refer to thespecific wiring diagrams of the sin-gle vehicles or to the BRC PriceList: Timing Advance Processors -Different Devices -).

If you want to use the “timingadvance” function, the FLY SF ECUis equipped with and the connectorvehicle of the Top Dead Centersensor is NOT plug-compatiblewith one of the specific interfacecables supplied by BRC, the dia-gram to be followed is representedin picture 11.

In this case it is necessary toremove the connector of theAuxil iary Connection Harness,obtaining thus the following 4 wires:

BluePinkBlue/BlackPink/Black

The wires going from the crank-shaft sensor to the petrol ECUshould be interrupted. The Pink andBlue ones have to be connected tothe side that goes towards thecrankshaft sensor, while theBlue/Black and Pink/Black wires will

have to be connected to the sidegoing to the petrol ECU. As regardsto the polarity of the Pink and Bluewires, see the previous paragraph.

For what concerns the connec-tion of the Blue/Black andPink/Black wires, the Blue/Blackwire should be connected to thePetrol ECU side of the wire towhich the Blue wire has been con-nected on the crankshaft sensor;the same for the Pink and

Picture 11

✂✂

"Q"

✗

✂

"Q"

FLY SF

Pink

Blue

Pink

/Bla

ck

Blue

/Bla

ck

Crankshaft sensor negative

Cut andeliminate

Crankshaft sensor positive

Petrol ECU

10-pole-harnessconnector for

auxiliaryconnections

"Q"

Picture 10

FLY SF

Top Dead Centersensor connector

BRC interface cable

10-pole-harnessconnector

for auxiliaryconnections

ConnectorInterface cable

Picture 12

Whi

te/R

ed

Engine water temperature signal

PetrolECU

FLY SF10-pole-harness

connectorfor auxiliaryconnections

45

Pink/Black wires.Pay Attention to the factthe Spark timing function

is not available for 8 cylindervehicles ECUS.

In case you use this type ofconnection, cut and insulate the“L” grey wire indicated in theelectrical plans on the “Types ofInstallation 2/3” Guide.

6.2.18.C Engine WaterTemperature Signal

This signal is sometimes usefulto compensate the cold enrichmentprogrammed by the carmaker thatcan be counterproductive in the gasoperation. This kind of connection isnormally for CNG applications.

For its correct use it is recom-mended to refer to the BRC indica-tions. The signal is taken on thewire of the engine water sensor ofthe original equipment of the vehi-cle. This wire should not be cut, butonly stripped and soldered with theWhite/Red wire of the SEQUENTHarness for Auxiliary connections(picture 12).

6.2.18.D LambdaOxygen Sensor Signal

In the SEQUENT system theLambda oxygen sensor signal isnot normally taken and emulated.

The possible connection of theYellow wire going out from the mainharness allows a quicker vehicleself-learning. In case of emulationof the Lambda oxygen sensorsignal, it is necessary to cut thewire going from the ECU to theLambda oxygen sensor, connectthe Light blue “1” wire of theAuxiliary Harness from the ECUside to the Yellow “1” wire of theLambda oxygen sensor side (pictu-re 13).

These connections should berealised only on particular vehi-cles, on the BRC after-sales ser-vice’s advice.

In case of two-bank vehicles,Sequent offers the possibility to acton the second Lambda oxygensensor, through the Yellow “2” andLight blue “2” wires present on theAuxiliary Harness.

These last connections tooshould be only realised on parti-cular vehicles, on the BRC after-sales service’s advice.

6.3 SEQUENT FASTNESSMAIN HARNESS (REFER TOGENERAL WIRING PLAN INPICTURE 15)

In the following paragraphs onlythe differences compared to thepreviously descr ibed SequentHarness (see § 6.2) will be descri-bed to avoid useless repetitions.

As you may note in the twogeneral wiring plans in picture 2page 38 and picture 15 page 46there are some important differen-ces.

In the Sequent Fastness one(picture 15) the 10-pole connectorfor the auxiliary connection hasbeen eliminated while a 5-poleones for the crankshaft sensor andfor the spark t iming managingand/or rpm reading has beenadded.

The black wire (gas temperature2) and the White/Red one (watertemperature) have been eliminatedand the last one is incorporated onthe Zenith reducer.

6.3.1 ZENITH SEQUENTFASTNESS AND WATERTEMPERATURE SENSOR

The connection to the harnessis made with the suitable 4-poleconnector (male holder on the har-ness) where the 3 wires containedin the harness “G” sheath end.

In the final part about 10 cmof yellow thermo-narrowing isintroduced to avoid confusion

"Q"

"N"

✂

Picture 13

10-pole-harnessconnector

for auxiliaryconnections

PetrolECU

Oxygen sensor signal

Ligh

t blu

e 1

Yello

w 1

✂

"N1"

"N2"

Picture 14

PetrolECU

Oxygen sensor signal

N2N1

Ligh

t blu

e 1

Yello

w 1

Ligh

t blu

e 2

Yello

w 2

FLY SF

FLY SF

46

1 2 3 4"I1"

"I2""I3"

"I4"

+ -

"B"

123

"C" "D"

Relé

"L""M"

"Q"

"O"

"A"

(-) (+)

FLY SF

"P"

1 2 3 4

"P1" "P4"

"P3""P2"

"N1"

"N2"

"E"

"H"

"G"

"F"

"R"

BlackBlack

RedRed

Battery

"ZENITH"reductor

MAP sensor

CNG Refuelling Valve

LambdaOxygen

1nd bank

LambdaOxygen1st bank

watertemperature

sensor

Grey thermoreducting sheat

Yellow thermoreducting sheat

T.I. 02CNG

CNGManometer

"VM A3"E.V.

Do notconnect

Ligh

t Blu

e

Level SensorConnector

Fuse5A

Fuse15A

DiagnosticPoint

c/o switchconnector

(TPS Signal)

PetrolECU

Whi

te/V

iole

t

Bro

wn

Gre

y

(rpm Signal)

Yel

low

Gasinlet

Gas injectors sequencePetrol

injectorssequence

Caution:- Follow carefully the petrol injectors sequence and gas injectors as indicated in the diagram.- Never connect to the earth the front and back solenoid valve wires.- To allow a correct diagnosis of the front solenoid valve and the back one never connect them together.- Never substitute the fuses with others of superior carrying capacity.

Gas and pressuretemperature sensor

10 Poles connectorfor Injectors

harnessconnections

5 Poles connector forcrankshaft Sensor

Connectionto manage advanceand RPM reading.

Should you use this kindof connection, cut and isolate

the grey wire "L"

Ligh

t Blu

e

Yel

low

(+12v After contact)

1st PetrolInject.

2nd PetrolInject.

3rd PetrolInject.

4th PetrolInject.

Picture 15 - SequentFastness General wiringdiagram with Zenith Reducer

1 1 2 2

47

Light blue wires present in the “N2”sheath.

These last connections tooshould be only realised on parti-cular vehicles, on the BRC after-sales service’s advice.

We underline that the row 1and 2 number is printed on theN1 and N2 harnesses wires.

6.3.5 5-POLE-CONNECTOR FORCRANKSHAFT TO MANAGE ADVAN-CING AND/OR RPM READING

In case of particular vehicles,Sequent offers the possibility throu-gh the sheath “Q” ending with a 5-pole connectors to carry out theconnection for crankshaft sensor forthe timing advancer managementand/or rpm reading.

Pay attention: for the pos-sible connections of the 5-

pole harness wires please referto the indications contained inthe following paragraphs. We

recommend you to insulate thewires’ ends and the connector ifnot used.

6.3.5 A Crankshaft Sensor signal

The SEQUENT system is ableto acquire the rpm speed by con-necting to the Grey wire directly onthe rpm indicator signal.

If this signal is not available ordoes not have such operations tobe interpreted by the FLY SF ECU,it is possible to take the Crankshaftsensor signal through theConnector present on “Q” sheathconnector.

First it is necessary to removethis connector to obtain like that thefollowing 4 wires:

BluePinkBlue/BlackPink/BlackThese last two wires should be

insulated singularly.

with other connectors.

6.3.2 PRESSURE AND GAS TEM-PERATURE SENSOR

The pressure and gas tempera-ture sensor as described in para-graph 4.12 is placed directly on therail (dedicated for BRC injectors).The connection to the harness ismade through the suitable 4-poleconnectors (male holder on the har-ness) where the 4 wires containedin the harness “R” sheath of theharness end.

Also in this case as before, inthe final part of the harness,about 10 cm of grey thermo-nar-rowing are introduced.

6.3.3 ABSOLUTE PRESSURESENSOR MAP

The new conceived MAP pres-sure sensor is connected to theharness through suitable pre-cabled connector, joint to the wirescontained in the “H” sheath.

6.3.4 OXYGEN SENSOR SIGNAL(ROW 1 AND ROW 2)

The SEQUENT system does notusually include the picking up andemulation of the Lambda Oxygensensor signal.

The possible connection of theYellow wire coming out from the“N1” sheath (picture 15) allows afaster self-learning of the vehicle. Incase of emulation, it is necessary tocut the wire going to the Oxygensensor, connect the Light Blue wireon the ECU side and the Yellowwire on the Oxygen sensor side(picture 14 page 45).

These connections have to becarried out only on particularvehicles and on advice of theBRC Technical AssistanceService.

In case of two-bank vehicles,Sequent offers the possibility to acton the second Lambda oxygensensor, through the Yellow and

Picture 17Negative

"Q"

✗

✂

Picture 16

Blue

Pink

Pink

/Bla

ck

Blue

/Bla

ck

Negative Crankshaft sensor

Cut andeliminate

Insulate

Insulate

Positive Crankshaft sensorPetrolECU

FLY SF

5-poleconnector

48

You only have to connect theBlue and Pink wires of the 5-poleharness respectively to the negati-ve and positive of the crankshaftsensor (picture 16), without inter-rupting them. The negative andpositive of the crankshaft sensorare recognisable by the signal pre-sent on the wires that, i f i t isdisplayed by a cathode-ray oscillo-scope, in correspondence with thereference “hole”, has the trend illu-strated in pictures 17 and 18 page48.

If you do not have the cathode-ray oscilloscope, you can connectthe wires to the signal withoutworrying about the polarity, andthen verify that, in all the workingconditions of the engine, the r.p.m.are read correctly; if not, or in caseyou have an irregular gas operationof the vehicle, you have to try toinvert the polarity.

In case you use this type ofconnection, cut and insulate the“L” grey wire.

6.3.5 B Signals for the ignitiontiming Advance Variation

If you want to use the “timingadvance” function, the FLY SF ECUis equipped with, and the connectorof the vehicle Top Dead Centersensor is plug-compatible withone of the specific interface cablessupplied by BRC, the diagram to befollowed is represented in picture19.

In this case it is NOT necessaryto remove the 5-pole connector, butit is possible to connect it to one ofthe Timing Advance ProcessorHarnesses normally used for theAries electronic Advance Processor(for the correct choice refer to thespecific wiring diagrams of the sin-gle vehicles or to the BRC PriceList: Timing Advance Processors).

If you want to use the “timingadvance” function, the FLY SF ECUis equipped with and the connectorvehicle of the Top Dead Centersensor is NOT plug-compatible with

one of the specific interface cablessupplied by BRC, the diagram to befollowed is represented in picture20.

In this case it is necessary toremove the 5-pole harness connec-tor, obtaining thus the following 4wires:

BluePinkBlue/BlackPink/Black

Picture 18Positive

Picture 20

✂✂

"Q"

✗

✂

"Q"

Picture 19

FLY SF

The wires going from the crank-shaft sensor to the petrol ECUshould be interrupted. The Pink andBlue ones have to be connected tothe side that goes towards thecrankshaft sensor, while theBlue/Black and Pink/Black wires willhave to be connected to the sidegoing to the petrol ECU. As regardsto the polarity of the Pink and Bluewires, see the previous paragraph.

Top Dead Centersensor connector

BRC interface cable

5-poleconnector

ConnectorInterface cable

FLY SF

Pink

Blue

Pink

/Bla

ck

Blue

/Bla

ck

Crankshaft sensor negative

Cut and eli-minate

Crankshaft sensor positivePetrolECU

5-poleconnector

49

6.4.3. RAIL “P1” PRESSURESENSOR AND MANIFOLDABSOLUTE PRESSURE SENSOR(MAP)

The possible second P1-MAPpressure sensor can be connectedto the 5-6-8-cylinder harness throu-gh the proper pre-cabled connectorof the wires contained in the sheath“HS” (picture 16).

Attention: in the SequentFastness applications this

connector is not used but cutand insulated.

6.4.4 GAS INJECTORS

The Gas Injectors (from the 5thto the 8th) are connected to theharness by means of the wires withpre-cabled connectors contained inthe sheaths “I5”, “I6”, “I7”, “I8” (seepicture 20).

If it is a 5-6-cylinder harness thesheaths indicated with “I” wil lobviously be only two.

For what concerns the connec-tion of the Blue/Black andPink/Black wires, the Blue/Blackwire should be connected to thePetrol ECU side of the wire towhich the Blue wire has been con-nected on the crankshaft sensor;the same for the Pink andPink/Black wires

Pay Attention to the factthe Spark timing function

is not available for 8 cylindervehicles ECUS.

In case you use this type ofconnection, cut and insulate the“L” grey wire indicated in theelectrical plans on the “Types ofInstallation 2/3” Guide.

For all other connections notdescribed in this paragraph,please refer to the previous one6.2.

6.4 DESCRIPTION OF THE5-6-8 CYLINDER HARNESS(FOR ALL SEQUENTCONFIGURATIONS)

As mentioned in paragraph4.19, in addition to the main har-ness, ending with a 56-way connec-tor, used for the conversion of 4-cylinder vehicles, another harnessis available to be used on two-con-nector FLY SF ECUs, ending witha 24-way connector (picture 20).

This harness therefore allowsrealising, with only one two-connec-tor FLY SF ECU, the conversion of5-6-8 cylinder vehicles, withoutneeding two standard FLY SFECUs.

Obviously two different typesof 5-6-8 cylinder harnesses areavailable: one is for vehicles upto 6 cylinders, and the other forvehicles up to 8 cylinders.

The main difference betweenthe two harnesses is the quantity of“I” connectors for the gas injectorsconnection.

The 5-6-cylinder version of har-ness is equipped with only two “I”connectors (specific for 5 and 6-cylinder vehicles).

The 8-cylinder version of har-ness is equipped with four “I” con-nectors (specific for 8-cylinder vehi-cles).

6.4.1 GROUND FROM BATTERY

The sheath “AS” in picture 16contains a Black wire that will beconnected to the vehicle’s batterywith one of the Black wires of themain harness.

Please refer to the cautionsreported in paragraph 6.2.4.

6.4.2 SUPPLY

The sheath “BS” in picture 16contains a Green wire that will haveto be connected to the free centralterminal of the relay belonging tothe sheath “B” of the vehicle’s bat-tery main harness (picture 2 page38 and 15 page 46).

5 6 7 8

5 6 7 8 "PS""I8""I7""I6""I5"

"HS" "AS"

"BS" Green

Blac

k

Picture 205-6-8-cylinderharness

50

The connectors of the gas injec-tors are progressively numberedand in the same way as thesheaths of the wires that will beconnected with the petrol injectors.

It is very important to main-tain the correspondencebetween the gas injectors andthe petrol ones.

Practically, the gas injector towhich the n° 15 connector will beconnected, should correspond tothe cylinder containing the petrolinjector, where we will connect theplug P5 of the Injectors ConnectionSequent Harness (or the Orangeand Violet wires of the UniversalInjectors Connection SequentHarness) and so on. In case thecorrespondence is not respected, itis possible to note a worsening inthe equipment performances suchas, for example: worse driving con-ditions, greater instability of theLambda control, less “clean”petrol/gas changeover, etc.

The number that distingui-shes the connectors of the

gas injectors is stamped on theharness wires going to the sameconnector.

6.4.5 10-POLE CONNECTOR FORPETROL INJECTORS HARNESSCONNECTION

The interruption of the petrolinjectors (from the 5th to the 8th) ispossible by using to the sheath“PS” ending with a 10-pole connec-tor.

It is sufficient to connect it toone of the specific injectors inter-ruption harnesses described inparagraph 6.2.17.

While running on gas, it isimportant to keep the sameinjection sequence you haveduring petrol operation. It is the-refore necessary to interrupt thesignals of the petrol injectorswith the same order of the gasinjectors’ connection.

The numbers that distinguish

both the gas injectors’ connec-tors and the petrol ones are prin-ted directly on the correspon-ding wires of harness connec-tion.

51

Terms or Acronyms Meaning

Absolute Pressure It is the pressure measured with reference (zero value) to the perfect vacuum.

Battery Pos. (+12V Battery) It is the pole with greater electric potential of the vehicle’s battery. Normally it iswith a tension included between 8 and 16 V as to the ground.

Bottom Feed Literally supplied by the bottom. Compare with “Top Feed”. It is a particular kind ofinjector, in which the fuel path only covers the lower side of the injector.

CAN Bus It is a communication system between the ECUs and the devices assembled onthe vehicle.

Catalyst It is the device assembled on the exhaust pipe that has the duty to reduce the pol-luting emissions.

Changeover Switch In this handbook it is the device assembled in the passenger compartments thatenables the driver to choose the kind of feeding (gas or petrol). See also paragraph4.9.

Configuration See “Mapping”Connector It is the device that has the duty to connect parts of harnesses with other parts of

the harnesses or with electrical devices.Crankshaft position (sensor) It is a sensor that is assembled near a gearwheel, integral with the driving shaft

that produces an electrical signal which represents the driving shaft position.Cut-Off It is a particular working condition of the engine in which the injectors do not sup-

ply fuel to the cylinders, which therefore sucks up pure air. Typically we are in cut-off during a tip-out of the accelerator, with possible deceleration of the vehicle(engine brake), starting from not too slow running conditions.

Diagnosis It is the identification process of a problem cause or nature, breakdown, or particu-lar condition or situation to be detected or signalised as malfunction.

Differential Pressure It is the difference of pressure between two areas, as for example between the air-intake manifold and the atmospheric pressure.

Duty Cycle In a rectangular waveform it is the ratio between the duration of high level and theperiod of the same waveform. In formula, if Ton is the high level duration and Toff isthe low level duration, then Tp = Ton + Toff is the period and DC = Ton / Tp = Ton /(Ton+Toff) is the Duty Cycle.

ECU (Electronic Control Unit) In this context it is the Electronic Control Unit of the engine or of the gas carbure-tion.

Electro-injector see Injector.EOBD See “OBD”. European On Board Diagnostics. OBD system implementation at

European level, regularised by institutions like ISO.

Flow It is a physical quantity that defines the quantity of a fluid material that passesthrough a particular section in the time unit. The mass flow defines, for example,

7. GLOSSARY OFTERMS ANDACRONYSM USEDIN THE HANDBOOK

52

how many grams of a material pass in a second in a certain section.

Ground It is the electrical potential of reference (voltage equal to zero Volt). By “ground” wemean the whole of cables and electrical conductors connected to this potential.The ground potential is present on the negative pole of the vehicle’s battery, that byextension it is called “ground” of the battery.

Harness In this handbook it is the whole of wires coming from the connector which the ECUis connected to reach all the other points of the electric equipment of the system

IInjector It is the device that has the duty to supply fine precision-metered quantities ofpressured fuel, by injecting them in the air-intake manifold.

Injectors Rail It is the part where the injectors are assembled; it enables gas distribution in everyinjector at the wanted pressure.

K Line Communication line of the engine ECU towards the external diagnostic instrument.Key contact It is the voltage or the electric node downstream the switch powered by the vehi-

cle’s ignition key. It is normally at low potential; it reaches the potential of the positi-ve battery when the switch turns off.

LED Light Emission Diode. They are electronic semiconductor devices able to give lightoff, if crossed by electric current.

LPG Liquefied petrol gas. It is a fuel obtained from the distillation of petrol. It mainly con-sists of butane and propane in very variable proportions. It is in gaseous phase atambient pressure and temperature, while it is mostly liquid inside the tank.Linea KLinea di comunicazione della centralina controllo motore verso lo strumento ester-no di diagnosi.

Magnetic Circuit It is where the magnetic flux concentrates, usually made in iron or other ferroma-gnetic material. It is a part of an electromagnetic device (solenoid valve, injector,electric engine, etc.).

MAP (Manifold Absolute Pressure) It is the absolute pressure of the air-intake manifold of the engine (see absolutepressure). By extension it even indicates the sensor that measures it.

Mapping/Map It is the whole of data that defines the fuel quantity to be dosed depending on theworking conditions of the engine.

Multivalve It is the device, placed on the tank, that performs several functions, superintendingrefuelling, measuring the fuel level, safety protections, etc.

OBD (On Board Diagnostics) See also “Diagnostics”. It is the monitoring system of all or some inputs and controlsignals of the ECU. If one or more signals are out of the programmed limits, a mal-function of the system or of the related systems detected, signalised and stored.

OR (O Ring) It is a gasket consisting of a rubber ring.Oxygen Sensor It is a sensor that detects the concentration of oxygen in the exhaust gases. It ena-

bles the ECU to determine if the air/fuel mixture is too rich or too lean of fuel,allowing the working of the system in closed loop.

PC Personal ComputerPeak & Hold (piloting) See also “Piloting”. It is the particular driving of the injectors that supplies a greater

starting current to the coil in the opening phase, in order to reduce the openingtimes of the injector (peak); the current is later reduced to a lower value, sufficientto keep the injector open (hold).

Piloting In this handbook, it indicates the action and the way the electric actuators are con-trolled by the ECU or other electric device, through electrical power signals.

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Rail See Injectors RailRelative Pressure It is the pressure measured with reference (zero value) to the atmospheric pressu-

re.Relay It is an electromechanical device that is able to open and close one or more electri-

cal contacts following the proper electrical piloting.RPM is the English acronym that means “revolutions per minute”. Usually it is used to

indicate the revolution speed of the driving shaft.

Self-diagnosis See DiagnosticSensor It is the device that detects the value of a physical quantity like: temperature, pres-

sure, speed, and converts them into an electrical signal that can be used by theECU or by any electrical circuit.

Sequential Injection Injection control system in modern electronic injection vehicles. In every cylinderthe injection phase starts and ends in independent times from the other cylindersand controlled by the engine ECU so that they are mapped with the cylinder phaseand position.

Solenoid valve It is the electromechanical device that has the duty to interrupt the flow of a fluid. Inthe present handbook, the solenoid valve interrupts the gas flow when it is notpowered on, while it lets the gas flow when it is.

Throttle Valve It is the valve that regulates the air load aspirated by the engine. Normally theaccelerator pedal controls it but it is more often controlled directly by the petrolECU.

Top Feed Literally Supplied from the top. Compare with “Bottom Feed”. It is a particular kindof injector in which the fuel path crosses axially the whole length of the same injec-tor, arriving from the top and being injected in the lower side of the device.

TPS (Throttle Position Sensor) It is a throttle valve position sensor. It supplies an electrical signal that indicates theopening of the throttle valve (see throttle valve).

Trivalent Catalyst It is the catalyst that reduces the HC, CO and NOx values.