LPG-Methane Sly Injection Technical Installation Manualgasidea.by/files/egas.pdf · Certified Quality System DIN EN ISO9001:2000 AUTOMOTIVE GAS COMPONENTS EA SCOPE 2219 17/2 LPG-Methane

Certi

fied

Qual

ity S

yste

mDI

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ISO9

001:

2000

AUTO

MOT

IVE

GAS

COM

PONE

NTS

EA S

COPE

221

9 17

/2

LPG-Methane Sly Injection

Technical Installation Manual

www.e-gas.it

Technical Installation Manual - REV. RO 2.1.0 2

CONTENTS

Installing the Sly-Injection harness 3Sly-Injection harness pinout for 4-cylinder engines 8Sly-Injection harness pinout for 8-cylinder engines 10Harness for 4- and 8-cylinder engines (LPG\METHANE) 12Connection: tank level sensor 13Connection: temperature sensor on reducer (LPG / Methane) 14Connection: pressure sensor (LPG / Methane) 14Connection: changeover switch (LPG / Methane) 15Injector signal 17Injector disconnector harness 18Harness 425.382 (UNIVERSAL for 4-cylinder engines) 19Injector disconnector harness (UNIVERSAL) 20Installation of the mechanical components 22EVM01 methane solenoid valve 24Connection of the methane reducer solenoid valve - Type RM01 24Installation diagram for LPG components 25Installation diagram for METHANE (CNG) components 26Pressure sensor for injection systems(e-G@S SLY INJECTION systems) 27LPG filter 29E-gas injector 30Injector flute (FT01) 31Injector group 33Passive injectors for injection systems 34Connecting the Lambda probe 36Calibrating the e-G@S SLY-INJECTION system 37Step 1: calibration of the engine speed 38Step 2: calibration of the maximum injection time of the engine vehicle 39Step 3: selection of the fuel using the (ADVANCED) options; LPG or METHANE 40Step 4: calibration of the vehicle GAS / PETROL conversion factor 40Step 5: calibration of the gas vehicle transitions 43Engine Parameters 44Parameters settings 45Appendix 1 48Gas Menu 50Gas Injector Type 51Resetting the ECU 52Modular changeover 53Controlling the Lambda signal 55Enabling the debug feature 59Gas system diagnostic errors 61EOD connection instructions 63Restoring the Sly-Injection program 65How to change the serial port number (COM) 66Jaguar petrol pressure emulator PRODUCT CODE 1.019.C016 68Heating circuit 69Ignition on 69Injector signal diagnostics 70Amplified rpm filter 71

CO

NT

EN

TS


The wiring diagram in Figure 2 shows the loca-tion of each connector along with a referencenumber that is useful to determine the functionslinked to each connector. The first step consists

in determining whether the selected harnesscan be installed on the vehicle, which requiresknowing the number of cylinders fitted on thevehicle.

e-G@S INJECTION is constituted by generalharness with standard automotive connectorsand has been specifically designed to allowmechanical installers to easily connect the har-ness of the system and accurately position thecables.The harness comprises a series of connectors

with a different design and number of electriccontacts to allow them to be uniquely identi-fied. These features minimise potential mista-kes and allow even inexperienced users tocomplete the initial installation of the system.

TYPE AND FUNCTION OF HARNESS CONNECTORS

TABLE OF CONNECTORS

Injector disconnection connector A

GAS A injector connector

GAS B injector connector

ECU diagnostic socket

Temperature reducer

Switch

Pressure sensor

Front solenoid valve

Level sensor

Rear solenoid valve

Injector disconnection connector B

This connector needs to be connected tothe injector disconnector through the 10-way accessory connector.

This connector needs to be connected tothe injector disconnector through the 10-way accessory connector.

The 6-way connector needs to be con-nected to the GAS injectors of the GroupA engine.

The 6-way connector needs to be con-nected to the GAS injectors of the GroupB engine.

This 6-way connector can be used to per-form ECU diagnostic operations using aPC or the e-G@S tester.

The 4-way connector needs to connectedto the rear of the switch supplied with e-G@S.

The 2-way connector can be used to con-nect to the temperature sensor on thereducer body.

The 3-way connector can be used to con-nect to the pressure sensor of the systemplant.

The 2-way connector needs to be con-nected to the front solenoid valve.

Can be used to configure a dedicated con-nector for the e-G@S sensor or to usecolor coding for the connection to a gene-ric sensor.

This electric termination can be used to con-nect the rear valve to the LPG system and tothe METHANE timing advance processor.Note: the blue wire is for +12V.

INSTALLING THE SLY-INJECTION HARNESS

Table of harness connectors Table 1

INS

TALLIN

G T

HE

SLY-IN

JEC

TIO

N H

AR

NE

SS

>Technical Installation Manual - REV. RO 2.1.0 4

LPG - METHANE HARNESS, product code 425.380

(engine: 3 4 cylinders)

SLY-INJECTION SYSTEM

Figure 1: Connector 3 4 cylinders (product code 425.380 )

LPG

- M

ET

HA

NE

HA

RN

ES

S,

prod

uct

code

425

.380






LPG

- ME

TH

AN

E H

AR

NE

SS

, product code 425.381





Figure 3: Connector 3 4 cylinders (product code 425.382)

LPG

- M

ET

HA

NE

HA

RN

ES

S,

prod

uct

code

425

.382






LPG

- ME

TH

AN

E H

AR

NE

SS

, product code 425.383


HARNESS PINOUT OF THE SLY-INJECTION SYSTEM FOR4-CYLINDER ENGINES

PIN-OUT reference

1. IN_INJA_12. IN_INJB_13. IN_INJC_14. IN_INJD_19. OUT_INJA_110. OUT_INJC_1 13. GND14. KEY_COMMAND_+12VOLT_IN15. GND17. SWITCH_BUTTON22. LAMBDA_IN24. EV_GAS_POST / VAR. ANT.25. KEY_POWER_+12VOLT_OUT26. GND27. LEVEL_SIGNAL29. NEG_INJA_130. NEG_INJB_131. NEG_INJC_1 32.NEG_INJC_1 37. OUT_INJB_138. OUT_INJD_141. GND42. EV_GAS_ANT43. +12VOLT_IN44. RPM_IN46. KEY_POWER_+12VOLT_OUT47. KEY_POWER_+12VOLT_OUT48. GND49. K_cn50. L_cn 52. Vref55. PRESS56. TEMP

HA

RN

ES

S P

INO

UT

OF

TH

E S

LY-I

NJE

CT

ION

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ST

EM

FO

R 4

-C

YLI

ND

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EN

GIN

ES


1. IN_INJA_1 “PETROL Injector A Group 1”2. IN_INJB_1 “PETROL Injector B Group 1”3. IN_INJC_1 “PETROL Injector C Group 1”4. IN_INJD_1 “PETROL Injector D Group 1”

29. NEG_INJA_1 “PETROL NEGATIVE Injector A Group 1”30. NEG_INJB_1 “PETROL NEGATIVE Injector B Group 1”31. NEG_INJC_1 “PETROL NEGATIVE Injector C Group 1”32. NEG_INJD_1 “PETROL NEGATIVE Injector D Group 1”

9. OUT_INJA_1 “GAS Output Injector A Group 1”37. OUT_INJB_1 “GAS Output Injector B Group 1”10. OUT_INJC_1 “GAS Output Injector C Group 1”38. OUT_INJD_1 “GAS Output Injector D Group 1”

17. SWITCH_BUTTON “Switch control”18. DATA LINE “Switch data line”

22. LAMBDA_IN “Lambda signal”

27. LEVEL_SIGNAL “Level signal”

44. RPM_IN “RPM”

55. PRESS “Pressure sensor signal”

56. TEMP “Temperature signal”

24. EV_GAS_POST / VAR. ANT. “Rear solenoid valve / Timing advance processor control”42. EV_GAS_ ANT. “Front solenoid valve”

49. K_cn “Serial line”50. L_cn “Serial line”

43. +12VOLT_IN “12V input”

52. Vref “5V Output”

46. KEY_POWER_+12VOLT_OUT “12V output”47. KEY_POWER_+12VOLT_OUT “12V output”25. KEY_POWER_+12VOLT_OUT “12V output”

14. KEY_COMMAND_+12VOLT_IN “12V input key”

26. GND “GND”15. GND13. GND41. GND48. GND

PINOUT DESCRIPTION (4 CYLINDERS)

PIN

OU

T D

ES

CR

IPT

ION

(4 CY

LIND

ER

S)


HARNESS PINOUT OF THE SLY-INJECTION SYSTEM FOR 8-CYLINDER ENGINES

PIN-OUT reference

1. IN_INJA_12. IN_INJB_13. IN_INJC_14. IN_INJD_15. IN_INJA_26. IN_INJB_27. IN_INJC_28. IN_INJD_29. OUT_INJA_110. OUT_INJC_111. OUT_INJA_212. OUT_INJC_213. GND14. KEY_COMMAND_+12VOLT_IN15. GND17. SWITCH_BUTTON22. LAMBDA_IN24. EV_GAS_POST / VAR. ANT.25. KEY_POWER_+12VOLT_OUT26. GND27. LEVEL_SIGNAL29. NEG_INJA_130. NEG_INJB_131. NEG_INJC_132. NEG_INJD_133. NEG_INJA_2

HA

RN

ES

S P

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E S

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ION

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OR

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ES


1. IN_INJA_1 “PETROL Injector A Group 1”2. IN_INJB_1 “PETROL Injector B Group 1”3. IN_INJC_1 “PETROL Injector C Group 1”4. IN_INJD_1 “PETROL Injector D Group 1”5. IN_INJA_2 “PETROL Injector A Group 2”6. IN_INJB_2 “PETROL Injector B Group 2”7. IN_INJC_2 “PETROL Injector C Group 2”8. IN_INJD_2 “PETROL Injector D Group 2”

29. NEG_INJA_1 “PETROL NEGATIVE Injector A Group 1”30. NEG_INJB_1 “PETROL NEGATIVE Injector B Group 1”31. NEG_INJC_1 “PETROL NEGATIVE Injector C Group 1”32. NEG_INJD_1 “PETROL NEGATIVE Injector D Group 1”29. NEG_INJA_2 “PETROL NEGATIVE Injector A Group 2”30. NEG_INJB_2 “PETROL NEGATIVE Injector B Group 2”31. NEG_INJC_2 “PETROL NEGATIVE Injector C Group 2”32. NEG_INJD_2 “PETROL NEGATIVE Injector D Group 2”

9. OUT_INJA_1 “GAS Output Injector A Group 1”37. OUT_INJB_1 “GAS Output Injector B Group 1”10. OUT_INJC_1 “GAS Outputt Injector C Group 1”38. OUT_INJD_1 “GAS Outputt Injector D Group 1”

11. OUT_INJA_2 “GAS Output Injector A Group 1”39. OUT_INJB_2 “GAS Output Injector B Group 1”12. OUT_INJC_2 “GAS Output Injector C Group 1”40. OUT_INJD_2 “GAS Output Injector D Group 1”

17. SWITCH_BUTTON “Switch control”18. DATA LINE “Switch data line”

22. LAMBDA_IN “Lambda signal”

27. LEVEL_SIGNAL “Level signal”

44. RPM_IN “RPM”

55. PRESS “Pressure sensor signal”

56. TEMP “Temperature signal”

24. EV_GAS_POST / VAR. ANT. “Rear solenoid valve / Timing advance processor control”42. EV_GAS_ ANT. “Front solenoid valve”

49. K_cn “Serial line”50. L_cn “Serial line”

43. +12VOLT_IN “12V input”

52. Vref “5V Output”

46. KEY_POWER_+12VOLT_OUT “12V output”47. KEY_POWER_+12VOLT_OUT “12V output”25. KEY_POWER_+12VOLT_OUT “12V output”14. KEY_COMMAND_+12VOLT_IN “12V input key”26. GND “GND”15. GND13. GND41. GND48. GND

PINOUT DESCRIPTION (8 CYLINDERS)

PIN

OU

T D

ES

CR

IPT

ION

(8 CY

LIND

ER

S)


HARNESS FOR 4- AND 8-CYLINDER ENGINES (LPG\METHANE)e-G@S harness can be used to manage engi-nes with 2-8 cylinders. Harness is available intwo versions that can be respectively used forengines with 2-4 cylinders and 5-8 cylinders.

There are minimum differences between thetwo versions: the first version does not haveconnectors (2,4), while the second one repre-sents the full version of the harness with allconnectors included and must be used forengines with a maximum of 8 cylinders.

The first thing to determine during installation istherefore the type of engine where the GAS(LPG or methane) system will be installed. Thenumber of cylinders of the engine enables todetermine the most suitable harness, which canbe selected using the following table.

Harness for LPG and METHANE

e-G@S INJECTION harness can be used forboth types of fuels chosen for the changeoverand does not require the use of different con-nectors or special configurations. This meansthat it is basically possible to use the sameharness for LPG and METHANE injectionsystems.

The electrical installation differences are mini-

mum because the connections that transmit thecontrol signal to the rear valve on the LPG tankbecome, for methane, the electric connectionthat controls the timing advance processor thatis required for METHANE systems. Due to theabsence of the rear valve on METHANE tanks,it is in fact necessary to use the electric con-nection to control the timing advance processor,when present.

Harness Product code 425.380:Harness with standard connectors designed for engines with 2-4 cylinders.

Harness Product code 425.381:Harness with standard connectors designed for engines with 5-8 cylinders.

Harness Product code 425.382:Harness with or without standard connectors, except for the petrol injector disconnector connec-tor of Group A, which has been replaced with an electric connection with universal terminationsfor engines with 2-4 cylinders.

Harness Product code 425.383:Harness with or without standard connectors, except for the petrol injector disconnector connec-tor of Groups A and B, which has been replaced with an electric connection with universal ter-minations for engines with 5-8 cylinders.

NUMBER OF CYLINDERS TYPE OF HARNESS INSTALLATION

Harness for 4-cylinder engines Product code 425.3803 4

5 8

3 4

5 8

Harness for 8-cylinder engines Product code 425.381

Harness (universal) Product code 425.382

Harness (universal) Product code 425.383

Cylinders

Cylinders

Cylinders

Cylinders

HAR

NES

S FO

R 4

- AN

D 8

-CYL

IND

ER E

NG

INES

(LPG

\MET

HAN

E)


If the level indicator you have purchased froma generic manufacturer requires two wiresonly for connection, it surely is a RESISTIVEsensor. TO connect it to the general harnessof e-G@S, cut the connector and connect thewhite and black wires. Do not connect the redwire, which must be insulated and removed.

Locate the black and white wires referring tothe color coding and the wiring diagram of thesignals (GND, Signal) and connect them tothe sensor on the tank provided by your sup-plier.

CONNECTION:TANK LEVEL SENSOR

Resistive sensor

Locate the sheath that contains the threewires required for the connection of the levelsensor placed on the GAS (LPG / METHANE) tank, which measures the amount of fuelinside the tank.There are substantially 2 typesof commercial level indicators: “resistive” and“powered”.Resistive level indicators only use two of thethree wires in the sheath, while powered sen-sors use all three wires because they need an

external power supply.

The following sections provide both generaland functional connection instructions, divi-ded by type of level indicator.

All models of harness (product codes425.380, 425.381, 425.382 and 425.383 )have an electric termination that groups thethree wires of the level sensor.The sheath hasa specific marking to simplify identification.After locating the cable, it is possible to startconnecting the level indicator.

e-G@S level sensors are fitted as standard

with a connector suitable for general harness. Ifyou are using a generic level sensor, you willhave to use the existing wiring and remove therelevant connector (see following figure) .

Powered sensorAs the name itself suggests, powered sensorsrequire a power supply that supplies voltageto the sensors. System e-G@S is designed toprovide a power supply of +12V, which is isappropriate for most commercial level sen-sors.The power supply is loca-ted in the sheath thatcontains the three wiresfor the level indicator andcorresponds to the redwire.Although mechanicalinstallers must be familiar

with the connection procedures of each typeof level indicator, the following colours arealways used as reference:

Attention: before cutting the wires with scis-sors, disconnect the harness from the powersupply or remove the 56-way harness board fromthe ECU in order not to damage the electronicboard due to short circuits.

+12V

GND

Signal

CO

NN

ECTIO

N:TAN

K LEVEL SENSO

R


CONNECTION:TEMPERATURE SENSOR ON REDUCER (LPG / METHANE)

Installation

The temperature sensor located on the reducer enables to measure the operating temperatu-re of the aluminum body and therefore also to continuously monitor the temperature variationsto which it is exposed.

Installation: locate, on the main harness (product codes 425.380 and 425.381),the 2-way male connector (female plug)and insert it into the connector at the endof the temperature sensor installed in thereducer body (see Figure 5).

The procedure is the same for both LPGand METHANE systems, except for thefact that the reducer of methane modelsdiffers from that of LPG models. The tem-perature sensor is however exactly thesame for both systems.

Figure 5: installation of the temperature sensor (LPG / METHANE)

Figure 6: pressure sensor (LPG / METHANE)

CONNECTION:PRESSURE SENSOR (LPG / METHANE)

The pressure sensor is a differential pres-sure sensor. If installed in LPG or METHA-NE systems, it enables to improve thevehicle carburation following the gas pres-sure variations that occur during normaloperation.

Locate, on the main harness (product codes 425.380 and 425.381), the 3-way male connec-tor (female plug) and connect it to the connector on the pressure sensor following the visualindications provided in Figure 6.

CO

NN

EC

TIO

N:T

EM

PE

RAT

UR

E S

EN

SO

R O

N R

ED

UC

ER

(LP

G /

ME

TH

AN

E)

CO

NN

EC

TIO

N:P

RE

SS

UR

E S

EN

SO

R (

LP

G /

ME

TH

AN

E)


Installation:

CONNECTION:CHANGEOVER SWITCH (LPG / METHANE)

Figure 7: details of the changeover switch connector

Figure 8: connection of the changeover switch connector

The changeover switch connector shownin Figure 7 can be used for the connectionto the changeover inside the vehicle.

Its correct installation is guaranteed bythe special tab on the connector that ena-bles it to be safely and firmly fixed to thechangeover switch.

This ensures a firm fixing of the switch toelectric terminations and preserves theinstallation over time on board of the vehi-cle.

Locate, on the main harness (productcodes 425.380 and 425.381), the 4-waymicrofit connector, the tab and the fixingpoint on the changeover switch as shownin Figure 8. Changeover button:

The changeover button is located towards the centre and can be pressed to run the vehicle on GASor PETROL or alternatively to toggle between the GAS and Petrol modes.

It pressed, it enables to switch to GAS mode from the PETROL mode or vice versa.

Attention: if you are using a changeover switch with product code 425.375, you will hear anacoustic warning every time you press the changeover switch and the operation is comple-ted. This feature is not however available on changeover switch with product code 425.374.

CO

NN

ECTIO

N:C

HAN

GEO

VER SW

ITCH

(LPG / M

ETHAN

E)


Vehicle running on PETROL

Vehicle running on GAS

Changeover

The green LED on the changeover switchlights along with the following combination ofLEDs that provide information on the GASlevel in the tank.

The red LED lights on the upper left part ofthe changeover switch.

Luminous indicators and operating statuses

It is important to understand that the chan-geover to GAS can be performed manuallyby pressing the changeover switch or auto-matically, because if the vehicle was runningon GAS when it was switched off, it will auto-matically select this mode once it is switchedon again.

During the changeover phase, the LEDs onthe changeover switch light in sequencealong with the red LED, depending on theoccurrence of specific conditions (describedbelow) that are required for the optimum ope-ration of the GAS system.

GREEN LED COMBINATIONS Vehicle running on GAS

4 green LEDs

Vehicle running onGAS with full tank

3 green LEDs

Vehicle running onGAS with 3/4 of thetank full

2 green LEDs


1 green LED


1 red LED(blinking)

Vehicle running onGAS with almostempty tank

- 1 red LED- 1 green LED

blinkingWaiting for thechangeover temperature

- 1 red LED- 3 green LEDs

blinking

Waiting for the engineto reach 2,000 rpmand subsequentrelease of accelerator

- 1 red LED- 2 green LEDs

blinking

Waiting for thetimeout of the timepreset by the mecha-nical installer

- 1 red LED- 1 green LED

blinking

Waiting for the chan-geover temperature

CO

NN

ECTI

ON

:CH

ANG

EOVE

R S

WIT

CH

(LPG

/ M

ETH

ANE)


The ECU software enables to configure anautomatic changeover when the gas tank isempty.

After detecting the absence of pressure in theengine feeding circuit, the software automati-cally switches to the petrol operating mode.The absence of gas is signaled on the chan-geover switch by the lighting of the LED rela-

ted to the petrol operating mode and the blin-king red LED that signals the depletion of gas.

These indicators signal to that the vehicle hasbeen switched to petrol (red LED) because ofthe depletion of the gas in the circuit (blinkingred LED).

Automatic changeover following the depletion of gas fuel

Forced GAS starting

Sly injection enables to start running the engi-ne on GAS, LPG or METHANE. After startingthe engine, it is however necessary to main-tain the idle speed in order to allow the engi-ne to reach the optimum operating parame-ters.

Procedure

Before turning the ignition key, press and holdthe button down, then turn the ignition key tostart the vehicle and wait for the engine tostart.

INJECTOR SIGNAL

Harnessreference STRAIGHT

+12V on the left of the harness

Harnessreference REVERSED

+12V on the right of the harness

The acquisition of the vehicle injectors signal isvery important and must be performed verycarefully and professionally.

The injectors signal is acquired using the spe-cial harness supplied with KIT e-G@S SLY-INJECTION, which acquires the signal fromthe original vehicle connectors and transmits itto the ECU.

The ECU interprets the injectors signal and

uses it to determine whether to start the vehi-cle engine, stop the petrol flow and feed gasfuel (LPG/METHANE) to the vehicle engine.

To able to acquire the injection time signal, onlyone device is required:

Figure 9: straight harness Figure 10: reversed harness

The injector emulator inside the ECU, which is connected to specific harness, can be used to stop the ope-

ration of the injectors and replace them with a dummy load in order to avoid annoying problems like the

lighting of the Check engine indicator.

INJE

CTO

R S

IGN

AL


Figure 11:detail of the injector

disconnector con-nector

There are two types of INJECTOR DISCONNECTOR harness:

Straight harnessReversed harness (identified by the red strip on the connector)

To select the harness, follow this procedure:

I - Disconnect ALL the connectors of all the injectors.

II - Switch the vehicle on.

III - Locate the side with +12 V voltage on the disconnected female connectors, as shown in the figures, in order to determine if voltage is supplied to the right or left side of the con-nector. If voltage is supplied to the left side, use the straight harness; if it is supplied to the right side, use the reversed harness.

INJECTOR DISCONNECTOR HARNESS

Connection on harness side (product codes 425.380 and 425.381)

Figure 9 provides details on how to connectthe injector disconnector harness to theappropriate connector (1,2) on the ECU har-ness (product codes 425.380 and 425.381).

These automotive connectors significantlysimplify the connection procedure while mini-mising potential mistakes. To quickly check if

the installation has been performed correctly,it is sufficient to check that the color codedwires match the terminations with the samecolours on the connectors. In other words, theyellow wire must be connected to the yellowtermination, the green one to the green oneand so on.

INJE

CTO

R D

ISC

ON

NEC

TOR

HAR

NES

S


This harness differs from other versionsbecause it is does not have the two end con-nectors for each ECU injector. Due to theabsence of the connector, wires are loose andis is therefore necessary to determine theinstallation sequence in order to understandwhich wires must be connected to injectors A,B, C and D.To start, disconnect the original vehicle con-

nectors in order to locate the injector controland injector supply voltage signal. This meansin other words that it is necessary to determi-ne whether the harness is straight or reversein order to correctly perform the required con-nections.Universal injector disconnector harness gene-rally has 9 wires that must be connected asfollows:

The figure on the right shows how to con-nect the injector “A” of the general harnessto the original petrol injector of the vehicle.

Locate the control signal of the injector, cutthe wire and connect the two ends thatremain after cutting the general harness.

Connect the YELLOW/BLACK wire to thecut wire that returns towards the originalpetrol ECU and the yellow wire to the wirethat returns to the original petrol injector.

This signal can be acquired from one of the power signals of the original vehicle injectors (+12 Volt) or from a traditional point like the fuse box provided that it does not supply voltagewhen the ignition is on.

425.382 HARNESS (UNIVERSAL FOR 4-CYLINDER ENGINES)

Yellow

Yellow / Black

Red

Red / Black

Green

Green / Black

Blue

Blue / Black

INJECTOR A

INJECTOR B

INJECTOR C

INJECTOR D

Acquisition of injector signal

Transmission of signal to ECU







8 INJECTOR WIRES

1 POWERED SIGNAL WIRE (IGNITION KEY ON)ATTENTION!

Ignition ON White / Red

425.382 HAR

NESS (U

NIVER

SAL FOR

4-CYLIN

DER

ENG

INES)


INJECTOR DISCONNECTOR HARNESS (UNIVERSAL)

When installing the injector disconnector har-ness, the installer may also choose to installuniversal harness. This harness does not havededicated end connectors for each injector ofthe original ECU. Due to the absence of theconnector, wires are loose and is is thereforenecessary to determine the installationsequence in order to understand which wiresmust be connected to injectors A, B, C and D.

To start, disconnect the original vehicle con-

nectors in order to locate the injector controland injector supply voltage signal. This meansin other words that it is necessary to determi-ne whether the harness is straight or reversein order to correctly perform the required con-nections.

Universal injector disconnector harness gene-rally has 9 wires that must be connected asfollows:

Injector disconnector for 4-cylinder engines Universal Product code e-G@S 425.518

Universal Product code e-G@S 425.519Injector disconnector for 3-cylinder engines

1 POWERED SIGNAL WIRE

ATTENTION! WHEN USING UNIVERSAL HARNESS FOR 3-CYLINDER ENGINES, IT IS VERY IMPOR-TANT NOT TO CONNECT INJECTOR C, BUT ONLY THE REMAINING ONES.

To acquire the power signal from a differentlocation as compared to the injector harness,cut the red-white wire on CONNECTOR A ofharness with product code 425.380 and425.381. and connect it to the selected igni-

tion source on the vehicle.

See connector on pages 4 and 5.

Ignition ON White / Red

Yellow

Yellow / Black

Red

Red / Black

Green

Green / Black

Blue

Blue / Black

INJECTOR A

INJECTOR B

INJECTOR C

INJECTOR D









8 INJECTOR WIRES

INJE

CTO

R D

ISC

ON

NEC

TOR

HAR

NES

S (U

NIV

ERSA

L)


Connection on the GAS (LPG / METHANE) injector side

Figure 12 shows the details

of the reference connector

available with the injector dis-

connector harness. This con-

nector has a strip with letter

“A” that indicates that it must

be connected to the GAS

injector chosen as injector ‘A’.

The injector group has a label

with the reference coding.

ATTENTION: the other connectors of the injector disconnector harness do not haveidentification letters, because they are not required. After connecting connector A, it isin fact sufficient to connect in sequence injectors B, C and so on.

Table of product codes

Injector disconnector for 3-cylinder engines Straight Product code e-G@S 425.514

Injector disconnector for 3-cylinder engines Reversed Product code e-G@S 425.515

Injector disconnector for 4-cylinder engines Straight Product code e-G@S 425.516

Injector disconnector for 4-cylinder engines Reversed Product code e-G@S 425.517



Temperature sensor Product code e-G@S 425.370Pressure sensor Product code e-G@S 425.114

Harness for 4-cylinder CSG engines Product code e-G@S 425.380Harness for 8-cylinder CSG engines Product code e-G@S 425.381

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RG10 LPG reducer/vaporizer

INSTALLING THE MECHANICAL COMPONENTS

The RG10 vaporizer/reducer has beenspecifically designed to be used with Sly-Injection.

Its special shape and the geometry of itsducts ensure an efficient thermal exchan-ge, enable to supply high power enginesand maintain the temperature of dischar-ged gas stable.

The LPG passes through a coil inside thevaporizer body and is converted from liquidto gas prior to the reduction of pressure inorder to guarantee a continuous and stabledischarge flow.

The sealing components in Viton of thevaporizer/reducer, designed to handle thegas in gaseous form and at temperaturesabove 0°C, significantly reduce maintenan-ce costs and are exposed to less deterio-ration in time.The operating pressure may range from0.6 to 1.8 bar. The supply pressure is pre-cisely controlled in all the engine operating

phases.The small and compact design enables itsinstallation even in small engine compart-ments. The RG10 vaporizer/reducer canbe used for engines with a maximumpower of 150 Kw.

Key featuresReducer with one membrane stage toreduce pressureCast coil installed upstream from the highpressure valve to heat the LPG and con-vert it into gasLGP discharge pressure adjustable from0.6 to 1.8 barInternal circulation of the engine coolant toallow the thermal exchange with the gasBuilt-in temperature sensorDesigned for engines with a maximumpower of 150 Kw

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RM10 methane REDUCER (CNG)

INSTALLING THE MECHANICAL COMPONENTS

The RM10 methane reducer has been spe-cifically designed for Sly-Injection.

The operating pressure can be adjustedfrom 0.6 to 1.8 bar. The supply pressure isprecisely controlled in all the engine opera-ting phases.

The sophisticated balancing system withpiston ensures a continuous and reliableoperation with one reduction stage in all thesupply pressure range, that is from approxi-mately 200 bar (full cylinders) to 0 bar(empty cylinders).This system offers the following main advan-tages: reduction of load losses, increase ofmethane flow rate and improvement of theengine power at high speeds.

The interior of the pressure reducer iscooled by the engine cooling water, whichguarantees optimum temperatures in alloperating conditions.

The small and compact design enables itsinstallation even in small engine compart-

ments. The RG10 pressure reducer can beused for engines with a maximum power of130 Kw.

Key featuresReducer with one membrane stage to redu-ce pressurePiston balancing on HP leverMethane discharge pressure adjustablefrom 0.6 to 1.8 barInternal circulation of the engine coolant toallow the thermal exchange with the gasBuilt-in temperature sensorDesigned for engines with a maximumpower of 130 Kw

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EVM01 METHANE SOLENOID VALVE

CONNECTION OF THE METHANE REDUCERSOLENOID VALVE - TYPE RM01

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INSTALLATION DIAGRAM FOR LPG COMPONENTS

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INSTALLATION DIAGRAM FOR METHANE (CNG) COMPONENTS

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PRESSURE SENSOR FOR INJECTION SYSTEMS(e-G@S SLY INJECTION system)

e-G@S SLY INJECTION uses a differential

pressure sensor that is enclosed in a spe-

cial aluminum housing designed to protect

the sensor from impacts and high mecha-

nical stresses.

The housing has two small cylindrical ends

on one side and an electric connector on

the other side.

The two cylindrical ends enable the electro-

nic device inside the housing to measure

both the positive pressure on inlet “+” and

the negative pressure on inlet “-”.

The two cylindrical ends, called “acquisi-

tion tubes”, that project from the aluminum

housing are used to connect the pressure

measuring tubes, while the harness with

the special 3-wire connector is designed to

be inserted into connector CN5 of the

CAB01 harness on the ECU side.

The housing and pressure sensor are

shown in Figure 10, which also shows the

location of the differential pressure inside

the aluminum housing. Sealing is guaran-

teed by an aluminum cover that completely

seals the housing, leaving only the electric

connection on the outside.

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P1 = “+” = MATRIX INJECTOR GROUP (11)

P2 = “-” = VACUUM ON MANIFOLD

FITTING

To correctly fit the pressure sensorin place, it is sufficient to observe afew simple instructions:

- Place the pressure sen-sor on the highest pointof the positive pressureoutlet connected to theGAS injector.

- Place the pressure redu-cer vertically with thepressure tubes pointingdownwards (Figure 13)in order to prevent theentrance of contami-nants into the sensordetection points.

INSTRUCTIONS: if the PC calibration ortester interface displays a zero pressure, youmay have accidentally reversed the positiveand negative pressure inlets.

REFERENCES ON THE PRESSURE SENSOR

Pressure references on the pressure sensor

The pressure sensor housing has two mar-

kings that refer to a specific cylindrical nozz-

le and that are identified with symbols “+”

and ”–“ respectively for the positive (P1) and

negative pressure (P2).

Pressures are measured using the special

tubes supplied with the installation kit, which

have to be connected to the pressure diffe-

rence measuring points respectively located

in the following positions:

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LPG FILTER

The filter placed in between theLPG/METHANE reducer is used to filterthe impurities contained in the LPG orMETHANE.Impurities may originate from differentsources and have different dimensions; forexample they may be constituted by smallmetal fragments released during the instal-lation of the system piping or metal resi-dues present in the supply system.The useof this component further protects the GASinjector guaranteeing a safe and reliableoperation.

The filter does not generally need to befirmly fixed to the vehicle structure nor pro-tected from water sprays or excessiveheat. It is generally installed inside the

system between the LPG/METHANE redu-cer and gas injector group.It is however very important to place the fil-

ter vertically as compared to the ground,being carefully to correctly orient the upperand lower sections. The lower section is fit-ted with a cylindrical unit that contains the

filtering element.When the gas enters the filter fromthe top and passes through the lowercylindrical air space that acts asexpansion vessel, the filtering ele-ment removes the larger contami-nants, leaving the oil and gaseousresiduals on the bottom of the cylin-drical unit. This dual action ensuresthat the gas output from the filterdoes not contain large contaminantsthat could damage the rail injectorsand minimises the presence of oilresiduals and non combustible impu-rities.

The reference in the figure shows theGAS entrance direction: the GASenters from the INLET point of the fil-ter, is discharged from the outlet pointand is then conveyed towards theGAS electronic injectors through a

special pipe.

“FITTING”

LPG

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E-GAS INJECTOR

EXPLODED VIEW OF THE GAS INJECTOR

The INJ01 injector manufactured by E-GAS Srl is designed to power engines with acylinder power of approximately 40 KW (*).Thanks to its extraordinary performances andreliability, this injector also guarantees maximum safety and reliability during changeoverprocedures. Model INJ01 can be used on all ECU models produced by E-GAS Srl,though it is necessary to contact the local office for information on specific requirementsand on the settings of the calibration programs.The following diagram shows the components of this inject and the assembly position.

(*) These data may be changed by the manufacturer at any time.

GAS INLET AND OUTLET

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INJECTOR FLUTE (FT01)

Injector flute with heater

Point 2

Point 4Point 3

Point 1

FT01

This device enables to create an LPG orMETHANE reservoir and convey it to singleinjectors using connections with pipesapproved for the use of GAS. The gascomes from the reduction stage producedby the reducer, is filtered and then conve-yed to the injector flute (see point 1)through a tube.

After passing through all the locations shown in point 3, the gas reaches the single injec-tors installed close to the engine suction manifold. The ECU then drives the injectors sothat GAS is distributed inside the engine in accordance with the strategies implementedin the software and electronics.

Point 2 is the connection point that can be used for the pressure positive sensor.

Point 4 is the connection point that can be used for the connection of a gas heater that,if present, heats the whole flute through the screw fixture present on its flat area.

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Diagram showing the location of the injectors and fluteas compared to the pressure sensor and engine suction mani-

fold

GAS INJECTOR GAS flute

GAS filter

GAS sensor

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INJECTOR GROUP

The injector group is constituted byseveral injectors and in particular by oneinjector for each cylinder.The opening time and sequence of theinjectors are determined by the ECU inreal time by using complex data algo-rithms supplied by the original petrolECU.

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PASSIVE INJECTORS FOR INJECTION SYSEMS

Passive injectors are special metal nozzlesthat have to be installed in the plastic or alu-minum manifold situated close to the petrolinjectors.

Their function is to convey the gas towardsthe suction manifold that is closer to the head,where the air/fuel mixture is injected to allowthe combustion inside the cylinders.The positioning of these special passive injec-tors is one of the most critical steps of theinstallation phase of GAS systems becausetheir location within the collector needs to bechosen very carefully. They should be ideallylocated so that the GAS injection is as closeas possible to the location of the petrol injec-tors, in order to ensure that the engine reac-tions resulting from the GAS injection aresimilar or very similar to those that occurwhen petrol is injected and when the vehicleis running on petrol.It is important to note that this is the greatestor more significant difference between LPG or

METHANE gas and traditional injectionsystems for internal combustion engines, inthat these injection nozzles allow the GAS tobe consistently distributed within the manifold.The fuel is mixed with air in a controlled man-ner within the manifold thanks to the inletdynamics and within the interval of time spe-cified for the original vehicle injection system.In traditional systems, the manifold is insteadfilled continuously and completely with GASfrom an inlet that is placed upstream and thatis generally situated at a large distance fromthe valve inlet. This configuration inevitablysaturates the manifold suction nozzles withfuel mixture causing back flashes in the mani-fold along with severe damage especially ifthe vehicle manifold is made of plastic.

The figure provides a diagram of a section ofan hypothetical suction manifold of an enginewith traditional injection system fitted withpassive injectors installed in the most conve-nient locations.The selection of the injector locations is veryimportant, because their correct installationnot only optimises the system operation butminimises problems during the installation ofKIT e-G@S Injection.

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INSTALLATION

Locate the areas on the walls with asmaller thickness and that are situatedas close as possible to the injectionpoint on the plastic or aluminum mani-folds. The positioning of the M6 passiveinjectors is very important both for tech-nical and functional reasons. Therefore,once the drilling point has been chosen,it is important to ensure that the drillingdoes not damage the original compo-nents of the vehicle like moving parts orthe vehicle petrol injectors.

Locate the drilling point for each GASinjector, then drill the holes using a Ø 5mm drill bit. Remember to coat the drillbit with a small amount of grease priorto drilling so that the shavings adhere tothe drill and do not fall into the manifold.

Thread the hole with a 6MA screw tap,remove the dirt or shavings and insertthe passive injectors. During this opera-tion, carefully observe the orientation ofthe passive injectors verifying that thegas exit direction matches the injectiondirection of the originalpetrol injectors. Thesmall moulding alongthe edge of the passi-ve injector identifiesthe exact location ofthe gas exit hole.

Carefully remove allthe shavings producedduring the drilling andthreading operationsbecause their accumu-lation inside the mani-fold could damage theengine. Attention: theaccumulation of sha-vings can be preven-ted by applying a lightcoating of grease to

the drill bit and by frequently removingthe shavings during the drilling andthreading phases.

Carefully screw the passive injectorsusing a thread-locking compound andby inserting a 3.5 mm Allen wrench inthe upper section of the passive injec-tors.

Always verify that the exit hole of thepassive injector faces the suction val-ves (see figure below).

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CONNECTING THE LAMBDA PROBE

The connection of a Lambda probe to SLY-INJECTION is an “OPTIONAL” operationand is not required to run the vehicle onGAS or METHANE.

The connection of the system through theyellow harness wire (refer to the“Installation manual of electric equipment”pin_22 pages 4 and 5) is useful when youneed to observe, during the calibration and

road test, the dynamic behaviour of theLambda probe using the PC or terminalinterface.

The sections that follow briefly describe themost common connectors used on vehi-cles, without specifically referring to theirshape or color.

3-WAY CONNECTORConnect the black wire, “LAMBDA signal”, ofthe connector to the yellow wire of the har-ness (refer to the “Installation manual ofelectric equipment” pin_22, pages 4 and 5 ).

4-WAY CONNECTORThe 4-way connector is similar to the oneshown in the figure. It has a LAMBDA signalwire that can be coded with three differentcolours, depending on the vehicle manufac-turer. Regardless of the color, this wire mustalways be connected to the yellow harnesswire (refer to the “Installation manual ofelectric equipment” pin_22, pages 4 and 5 ).

ATTENTION! The yellow wire must be connected to the wire of the original vehi-cle connector by simply acquiring the signal without interrupting it, that is withoutinterrupting the electric continuity of the original vehicle wire. This ensures thatthe signal is always returned to the original vehicle ECU and does not affect theoperation of the ECU.

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CALIBRATING THE E-G@S SLY-INJECTION SYSTEM

The vehicle can be calibrated using a PCgraphical interface, after installing the cali-bration program from the installation discthat can be ordered from the local distribu-tor of SLY-Injection.Insert the CD-ROM into the appropriatedrive. Depending on the PC model, the pro-gram starts automatically and displays awizard with detailed instructions on how tocomplete the desired operation.During installation, it is possible to choosetwo different languages for the wizard thatdisplays all the information you require tocomplete the operation. After the installationof the program, you will also be able tochoose different communication languages

to customize your program after set-up.

A vehicle can be CALIBRATED with fivesimple steps that are described in sequen-ce on the following pages.Perform the steps described following thedisplayed instructions. Please note that du-ring the first three steps, it is important toensure that the vehicle is running on petroland that only the red LED is visible on thechangeover switch.

Step 1: calibration of the engine speed

Step 2: calibration of the maximum injection time of the vehicle engine

Step 3: selection of the type of fuel used by vehicle through the

(ADVANCED SETTINGS MENU), i.e. LPG or METHANE

Step 4: calibration of the vehicle GAS/PETROL conversion constant

Step 5: calibration of the GAS vehicle transitions

Important: always verify that the vehicle is running on PETROL before performing stepsfrom 1 to 3 of the calibration procedure.

Figure 1:“ENGINE” screen

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Step 1: CALIBRATION OF THE ENGINE SPEED

The “ENGINE” screen, which displaysautomatically when you open the programor when you press the button in the upperleft, displays the vehicle engine data; forexample the GAS pressure, the injectiontime, the reducer temperature, the fuellevel, etc. The layout of the “ENGINE”screen is shown in Figure 1 : “ENGINE”screen above.The upper central section of Figure 1:“ENGINE” screen shows the vehicle speed

while it is running, The engine speed is enclosed by two yel-low buttons: “-” that reduces the enginespeed read by the interface and “+” thatincreases the engine speed read by theinterface, as shown in Figure 2.

During the first minutes following the vehi-cle start-up and for approximately tenseconds, the system determines whetherto read the speed from the “brown” wire ofthe general harness or from the vehicleinjection time.If the “brown” wire has been connected toa valid rpm signal, like the one producedby the vehicle coils or petrol ECU, the pro-gram automatically rebuilds the speedsignal using this connection or otherwiseuses the information provided by the injec-tion signal.

Attention: if you decide not to use the“brown” wire, remember to cut it close

to the large 56-way connector of thegeneral harness after installation.

TipCurrent vehicles do not sometimes providea reference for the engine speed on thedashboard. In this case, it is necessary toensure that the engine idle speed displayedranges between 800 and 900 rpm. If anindicator is present on the dashboard, it issufficient to ensure that the data on thedashboard and calibration interface match.

Figure 2: ENGINE SPEED

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Step 2: CALIBRATION OF THE MAXIMUM INJECTION TIMEOF THE VEHICLE ENGINE

Screen ‘TINJ. MAX’contains two textboxes with a blackbackground that dis-play a scroll text withinformation on theinstant injection time(box TINJ) and themaximum injectiontime measured step by step (box MAX ), asshown in Figure 3.If you slightly press the accelerator pedal,you notice that the maximum injection timedisplays in box MAX.The acquisition system enables you toacquire the maximum injection time with aminimum offset even after one fast accele-ration or when the vehicle is running. Youalso obtain the same results if you start thevehicle at idle speed and accelerate to ahigher gear.After acquiring the maximum injection time,press “SAVE” to store the results in theECU. If you do not wish to save the results,you can press “CLOSE” to close the win-dow and return to the (ENGINE) calibrationwindow without saving your data.

Button “RESET” can instead be used toreset the value of box MAX, but the one ofthe ECU. This button is sometimes usefulto check the maximum injection time calcu-lation several times. Even in this case, youwill need to press “SAVE” to store theresults.

Attention: button “SAVE” saves theacquired value and closes the displa-yed window.

In the “ACQUISITION OF INJECTIONTIMES” window, you can press the yellowbutton in the upper left to open the win-dow where you can calibrate the maximuminjection times. This operation enables todetermine the type of injectors installed onthe vehicle, because the algorithm is auto-matically selected by the program depen-ding on the injectors installed.The base algorithm has a different configu-ration for FULL GROUP, SEMI-SEQUEN-TIAL or SEQUENTIAL INJECTORS, whichensures excellent results for every existingengine configuration.

Attention: the button flashes alternati-vely in yellow and red until you comple-te this calibration step. The buttonstops flashing and permanently lightsin yellow when you press “SAVE” afterdetermining the maximum injectiontime.

The screen that displays when you press‘TINJ. MAX’ is the following:

Figure 3:maximum injection time

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Step 3: SELECTION OF THE FUEL USING THE (ADVANCED SETTINGS MENU), I.E. LPG OR METHANE

Step 4: CALIBRATION OF THE VEHICLE GAS/PETROLCONVERSION CONSTANT

From screen “SETTINGS”, which can be opened by pressing the button on the upperleft, you can access the screen shown in Figure 4: System Settings. Figure 4.

In the central section of this screen you can select the typeof fuel (the default setting is LPG) by simply clicking LPGor METHANE.The algorithm of SLY-Injection enables to obtain excellentperformances when the correct type of fuel is selected. Ifyou select a different fuel as compared to the one used bythe system, you will not be able to optimize the system.

Step four is essential for the calibration of the vehicle. Therefore, it is important to care-fully read all the following paragraph because it contains important engine informationbesides illustrating the recommended calibration procedure.Before starting the calibration, always verify that the engine is running on petrol and loca-te the section situated next to the lower edge (see Figure 6) in the “ENGINE” screen (seeFigure 1).

Figure 4: System Settings

Figure 5: Fuel Type

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Figure 6: calibration of SLY-INJECTION

The calibration screen displaystwo buttons, and , thatallow you to increase and reduce

the calibration constant in steps of100 every time you press the but-

tons.In this example, the calibration

constant is 1,200.

1) Verify that the vehicle is running on PETROL and wait a few minutes for the engi-ne to reach a stable idle speed and its “rated” parameters , that is the optimum tem-perature and a stable injection time and speed. Allow the reducer temperature to reachat least 50°C.

2) Run the engine at idle speed and disconnect all the accessories connected to theengine like the air conditioning unit and lights, in order to simplify the comparison of theGAS/PETROL injection time.

3)Visually memorise the PETROL injection time in the above-described conditions.

4) Switch to the GAS mode: to perform this operation, you can press the space bar onthe keyboard to allow the system to automatically switch to this mode or the changeoverswitch. The green LEDs of the changeover switch will start to blink. As soon as theseLEDs light, accelerate and decelerate to allow the system to change mode. As soon asthe screen on the right displays LPG and METHANE confirming the change, reduce theengine speed to idle.

5) Check the GAS injection time and perform the necessary adjustments to set thecalibration. If the vehicle is running “LEAN” after the changeover, which means that theinjection time is greater than the one stored for the PETROL mode in the same load con-ditions (that is without electric fan or sudden loads), you will need to increase the cali-bration constant by pressing ; otherwise press . It is initially advisable to use keys“+” and “-” that enable you to decrease or increase the value in steps of 100 points andsubsequently use the keys of the joystick to fine tune the adjustment. Carefully readthe information contained in Table 1 that provides information on how to adjust the cali-bration constant depending on the “lean” or “rich” conditions found. To check the injec-tion time, you need to quickly switch from the GAS to the PETROL mode and vice versausing the spacebar on the keyboard.

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(GAS time) > (Petrol time)

RICH engine Reduce the constant

LEAN engine Increase the constant

REFERENCE TABLE

Table 1:injection time references for the calibration constant

Optimum calibration is achieved when,regardless of the operating mode, theinjection time in GAS mode matches thevalue for the PETROL mode.To obtain matching values, it is necessaryto adjust the calibration constant by usingthe “+/-” buttons to increase or reduce thevalue when the vehicle is running on GASor the PC joystick, which is shown in Figure6.To check the calibration values, usemodern instrumentation like a practicalEOBD tester, which enables to check the

self-adaptive offset of the vehicle and verifythat the variations in the GAS andPETROL modes do not differ significantly.To obtain a good calibration, it is advisableto switch from GAS to PETROL severaltimes, control that the injection time in bothmodes matches and adjust the calibrationconstant as described above.

USING THE JOYSTICK TO CALIBRATE THE SYSTEM

Joysticks available on desktop and porta-ble PC are generally similar to the oneshown in Figure 7.You can use a joystick with SLJ-Injection,when screen “ENGINE” shown in Figure 1displays, to fine tune the system by usingbuttons 1 and 2 to increase or reduce thecalibration constant by 10 points at a time.

Figure 7: calibration joystick

(GAS time) < (Petrol time)

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This parameter is useful to improve thevehicle response to sudden accelerationswhen the vehicle is in use. By changing thevalue on the vertical bar of the calibrationscreen you can increase up to a maximumof 120% and reduce down to a minimum of0% the attenuation of the GAS injectorresponse.The more you increase this value and thesmaller is the amount of gas suppliedduring transitions. If you use buttons 3 and4 of the joystick, you can increase or redu-ce the attenuation by 5 points at a time.

As a general rule this variable can beeasily configured when the vehicle is run-ning by starting the engine at low speedand accelerating.Although the optimum value cannot bedetermined automatically, it is possible tocan find it by observing the Lambda valueand determining the “drivability” of thevehicle or using an EOBD tester.

Please remember that all vehicles tend toreact with a “RICH” Lambda after suddenaccelerations. Therefore, it is important notto set an excessively lean value in theseconditions.

In doubt, determine the values taking intoaccount the fuel used as shown below:

SLY-Injection enables you to calibrate thetransitions in terms of engine response byusing the vertical slide shown in Figure 8.

Transitions are expressed in percentagevalues. Therefore a large value indicates

an attenuation in terms of gas fuel supply.

Figure 8: attenuation of SLY-INJECTION SYSTEM

Step 5: CALIBRATION OF THE GAS VEHICLE TRANSITIONS

LPG 0% - 20%METHANE 40% - 60%

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This useful screen enables you to monitor thesystem pressure when the vehicle is runningboth on GAS and PETROL.

Attention: if the sensor has not been installed in the system(its installation is optional), you can disable it bypressing the corresponding button in the “SET-TINGS” screen. After the change, four dashes (“——”) appear onthe display.

This screen can be used to monitor the vehicleinjection time in all operating conditions. The cor-responding value is expressed in micro-seconds.

GAS sensor pressure

ENGINE PARAMETERS

Engine injection time

Engine Lambda signal

Reducer temperature

Fuel tank level

This screen can be used to monitor the level ofthe signal generated by the level sensor on thetank in mVolt. It is useful to determine the set-tings of the level sensor and the maximum/mini-mum limits.

This screen can be used to monitor the trend ofthe Lambda signal, provided that it has beenconnected to the system by means of the appro-priate wire. If the signal is not connected, thescreen displays value zero.

Attention:the connection of the Lambda signal does notaffect the calibration or operation of the vehicle,but only simplifies the work of mechanics duringspecific calibration operations.

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The engine changeover temperature indicates thetemperature that the system is expected to reachfor the changeover to GAS to occur. The tempera-ture is measured by the sensor situated on thereducer. If you double click the blank screen withthe changeover temperature, you can enter acustom value from the keyboard and then pressENTER to set the new changeover temperature.

HOW TO ENTER A VALUE

Double click with the left button of the mouse the blank screen with the current tempe-rature value. As soon as the background of the screen turns to red, you will be able toenter a custom value from the keyboard.After entering the desired value, press “ENTER” to confirm the entry.

You can change this value and specify the inter-val in seconds, from when the vehicle is started,that has to expire before the vehicle can be swit-ched to the GAS mode. If this interval of timehas expired because it was necessary to wait forthe changeover temperature, it is no longerapplicable.

HOW TO ENTER A VALUE

Double click with the left button of the mouse the blank screen with the six secondsvalue. As soon as the background of the screen turns to red, you will be able to enter acustom value from the keyboard.After entering the desired value, press “ENTER” to confirm the entry.

If the system you have installed comprises apressure sensor (optional), you need to ena-ble this screen and select “YES”. If no sensoris present, select “NO”.

MAXIMUM CHANGEOVER TEMPERATURE

CHANGEOVER TIME

PRESSURE SENSOR

Default value: 30°C

Default value: 30 s

Default value: YES

SETTINGS PARAMETERS

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You can use this option to select the type offuel of your installation.Select METHANE if you are using methaneor LPG if you are using LPG.

It is known that during the initial operatingstage, specifically when the GAS vehicle isrunning on the METHANE, the carburationof the engine tends to be richer at least untilthe reducer reaches the operating tempera-ture and is able to guarantee a correct gasi-fication of the GAS.

- Select 0 to disable the temperature cor-rection feature.

You can use this option to configure thesystem so that it automatically switches toPETROL when there no GAS left. Thechangeover is signaled by a fixed and blin-king red LED on the changeover switch.

Select “YES” to enable this feature or “NO”to disable it.

It is generally advisable to enable this fea-ture on Euro3 and Euro4 vehicles in ordernot to damage the original petrol system

when no fuel is available, because otherwise the vehicle would run in “LEAN” mode.If the automatic changeover feature is selected, it is also advisable to select the FASTsetting to allow the vehicle to perform the changeover as soon as there is no fuel in thetank.

FUEL TYPE

AUTOMATIC CHANGEOVER

TEMPERATURE CORRECTION

- Default value: 2

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It is important to pay specific attention tothe configuration of the LEDs on the chan-geover switch and of the maximum/mini-mum levels of the tank indicator.e-G@S can be used both with poweredand non powered sensors and with straightand reversed sensors. Pane “Current level”shows the tank fuel level measured at aspecific time, while panes “MAX” and “MIN”respectively show the maximum and mini-mum level of the selected sensor.The figure above shows, next to each LED(green or red), the percentage of fuel pre-sent in the tank to which the ignitionsystem is connected.

Example

When the tank is full, all the four LEDs onthe changeover switch are on. When thelevel falls below 56%, the fourth LED onthe changeover switch turns off, while theremaining three green LEDs remain on toindicate that the level of fuel in the tank isequivalent to 56% of the total capacity. Thethird LED on the changeover switchremains on until the fuel level falls below22% and so on until the reserve value isreached.This value indicates the total fuel level isbelow 5% of the total tank capacity, a con-dition that is also signaled by the lighting ofan intermittent red LED on the changeoverswitch.To complete the tank configuration, you

need to set the maximum and minimumvalues for the tank level, which changedepending on models and sometimes evenfor the same model.To help installers perform this operation, e-G@S has developed a self-learning soft-ware that is able to acquire the maximumand minimum levels read by the tank sen-sor during the use of the vehicle respecti-vely after the first refueling and the firsttime the vehicle is left without GAS.The software basically configures the opti-mum values during the first vacuum andfull load condition of the vehicle.

How to set the maximum and minimumvaluesmanually

To set the values, click the blank screenthat displays the maximum and minimumvalues, wait for the background to turn tored and enter the desired values. Afterentering the desired value, press “ENTER”to confirm the entry.

TANK LEVEL SETUP

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Level sensor setup (LPG or METHANE)

The LPG or METHANE sensor has to be adjusted once the system installation has been comple-ted to be able to view the exact amount of fuel in the tank on the changeover switch in the driver’scompartment.

HOW TO ADJUST THE MINIMUM AND MAXIMUM VALUES MANUALLY

Switch the vehicle on and select the PETROL orGAS mode. Open the program and select screenENGINE that displays the pressure, speed and

ignition time.The upper right section of this screen displays inreal time the electric value transmitted by thelevel indicator in the current operating mode(‘LEVEL:’). . This value provides an electric indi-cation of the amount of fuel left in the tank. Youwill later have to memorise this value in order tolink it to the maximum and minimum values, asexplained below.

Figure 1: electric sensor level

Figure 2: minimum VALUE

Figure 3: MAXIMUM value

Physically place a magnetic object like a magneton the tank indicator. Leverage the magneticeffect of the magnet to move the dial to the mini-mum value, as shown in Figure 2.The display shows the electric value in the upperright section of the screen under LEVEL, asshown in Figure 1.

Visually memorise the value or write down on apiece of paper. This is the MINIMUM electricvalue of the sensor with the selected multiplevalve installed.

Physically place a magnetic object like a magneton the tank indicator. Leverage the magneticeffect of the magnet to move the dial to theMAXIMUM value, as shown in Figure 3. MAXI-MUM VALUE..The display shows the electric value in the upperright section of the screen under LEVEL, asshown in Figure 1.

Visually memorise the value or write down on apiece of paper. This is the MAXIMUM electricvalue of the sensor with the selected multiplevalve installed.

MINIMUM VALUE

MAXIMUM

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Tank level setup

After obtaining the minimum and maximumelectric values, enter them in the correspon-ding box in screen SETTINGS.

How to set the MAXIMUM and MINIMUMvalues manually

To set the values manually, right click theblank screen that displays the MINIMUM orMAXIMUM values, wait for the background toturn to red and enter the desired minimumand maximum value from the keyboard.After entering the desired value, press“ENTER” to confirm the entry. The back-ground of the box turns to white.

The figure above shows, next to each LED(green or red), the percentage of fuel presentin the tank to which the ignition system is con-nected.

How to configure percentage values

Example

When the tank is full, all the four LEDs on thechangeover switch are on. When the level fallsbelow 56%, the fourth LED on the changeoverswitch turns off, while the remaining threegreen LEDs remain on to indicate that thelevel of fuel in the tank is equivalent to 56% ofthe total capacity. The third LED on the chan-geover switch remains on until the fuel levelfalls below 22% and so on until the reservevalue is reached.This value indicates the total fuel level isbelow 5% of the total tank capacity, a condi-tion that is also signaled by the lighting of anintermittent red LED on the changeoverswitch.

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GAS MENU

DATA LOG and TIME LOG are two new features that can be used to store a date in day,month and year format and to memorise the actual operating time of the vehicle whenrunning on gas.

When the GAS ECU has not yet been initialised, that is during the initial usage period,the gas DATE and TIME blink until the ECU is initialised at least one time from the cor-responding menu.

(RESET DATE) INITIALIZE DATE:

If you are using a PC, you can perform this operation through the Gas Menu in the upperleft section of the toolbar, under option Settings as shown in the following figure.

Click RESET DATE LAST CHECK with the left button of the mouse to save the value inthe ECU and set a specific time reference.

This date, which can be used as reference, can either be the date of the last ordinarymaintenance operation or the date of a specific event.

(RESET TIME) INIZIALITIZE TIME

In the same menu you can also select RESET TIME ON GAS, to allow the most recentversions of the software and ECU to automatically store the elapsed time in hours andminutes when the vehicle is running on gas. If you press RESET TIME ON GAS, you canreset the counter and start from zero. You can use this option at any time to effectivelymonitor the minutes and hours during which the vehicle has been running on gas.

TOOLBAR

GAS MENU

RESET DATE

RESET TIME

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Detail 1 in the figure shows the hours and minutes during which the vehicle has beenrunning on GAS. This information is useful to determine for how long the vehicle hasbeen running on GAS. Detail 2 shows the date set by the installer as memo describedabove.

GAS INJECTOR TYPE

This menu, which can be selected from the toolbar in the Settings menu, can be used tospecify which type of injectors the software must used during the piloting phase.

Attention!In doubt, contact your local retailer or E-GAS srl, the manufacturer of the plant, for assi-stance.

The selection of a type of injector that does not match those installed could damage theinjectors beyond repair or affect the operation of the installed and calibrated gas injec-tion system. Contact your local distributor for more information.

GAS INJECTOR TYPE

DETAIL (TIME ON GAS/DATE)

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You can use this option to specify whether the petrol ECU of the vehicle is fitted withstraight or reverse EOBD. The default setting for 99% of commercial vehicles is Straight.For information on how to change this setting and on the function of this setting, contactthe Technical department of E-GAS srl.

This option can be used to disable or enable the storage of the errors deleted by the SLY-Injection EOBD ECU from the GAS ECU memory before they are saved.

EOBD MENU

ENABLE DEBUG

EOBD SETUP

EOBD SETUP

ENABLE DEBUG

PROTOCOLS

RESET ECU

This option can be used to reset the gas ECU to the default values set by the manufac-turer, that is E-GAS srl.

Attention! An hour glass displays when you select this option to indicate that you need to waitapproximately 30 seconds for the process to complete. The hourglass disappears oncethe operation has been completed. Do not interrupt the reset operation while it is in pro-gress.

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This menu indicates if the ECU is a EOBD model and displays the protocol of the vehi-cle on which it is installed. Message Search... indicates that the gas ECU is still acqui-ring the protocol, which usually occurs after you connect the EOBD cable supplied in theKIT for the EOBD protocol of the vehicle.

The two protocol search positions and type of protocol are highlighted with a flag thatdisplays before the Search....line or the name of the protocol in the list.

PROTOCOLS

This feature is available only in the 2008 hardware release that is related to the 2008 pro-duction.

If set to ‘YES’, this feature enables to perform the changeover operation on two cylindersat a time when switching from the PETROL to GAS mode. It is useful to perform a moregradual changeover and to minimise the risk of the engine switching off in critical condi-tions, for example in presence of high slopes or sudden loads during the changeoverphase. The changeover sequence, referred to engines with one or two groups of main

4-CYLINDER ENGINE (GROUP A)

The changeover occurs in sequence on the following injectors:

A-B, followed by injectors C-D

8-CYLINDER ENGINE (GROUP A - GROUP B):

The changeover occurs in sequence on the following injectors:

GROUP A: injectors A-B, followed by injectors C-D; thenGROUP B: injectors A-B, followed by injectors C-D

MODULAR CHANGEOVER

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CHANGEOVER PRESSURE

The parameter that can defined by the user indicates the minimum pressure used by thesystem for the changeover from gas to petrol and basically enables the user to set thepressure threshold for the changeover to petrol.

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CONTROLLING THE LAMBDA SIGNAL

The Lambda control performed by the e-GAS ECU software is based on short and longterm considerations and aims at optimising the carburation of the vehicle when it is run-ning on methane with low and medium engine loads and with high engine loads that cor-responds to the power operation of the vehicle.

The trend of the analog signal produced by the Lambda probe is read and interpretedusing two specific algorithms that analyze the waveform of the signal produced by thevehicle probe.

The aim of the analysis is to identify the two specific operating areas that describe thebehaviour of the vehicle in OPEN-LOOP and CLOSED-LOOP mode.

The underlying idea is to convert the petrol operating logic into a similar logic when thevehicle is running on methane gas.

The system divides the global behaviour of the vehicle into two specific operating areasdepending on the engine load.

When the engine load is low or average, the vehicle is expected to operate with a car-buration that continuously searches for the Lambda-ONE value, so that it is always withinthe official standards specified by the manufacturer.

The software supports several types of Lambda probes and enables the user to use thecalibration software with the ECU “core” value to set the average value of the Lambdasignal that represents value LAMBDA ONE.

This consequently enables the user to find the optimum carburation with low andmedium loads in accordance with the optimum search specifications set for carburation.The software also enables to calibrate the Lambda value to search in the high load orOPEN-LOOP area.

This option ensures an optimum carburation setting based on the settings specified bythe user, who can set the desired Lambda value that the software has to search whenthe vehicle is running on gas and in the OPEN-LOOP in order to optimize consumption,guarantee compliance with standards and closely monitor the engine temperature.

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CLOSED - LOOP

The following figure shows a typical Lambda signal during the engine monitoring phase.The signal alternates between a rich area 1 and a lean area 2, oscillating within therange of the max and min Lambda signals.The average value between the maximum and minimum limits is the ideal changeoverthreshold, that is the threshold where the LAMBDA changeover should occur if the chan-geover is performed correctly.

Lambda algorithm settings

The following section explains how to the set the components of the LAMBDA algo-rithm.

Lambda chart (POINT1)

The aim of this chart is to allow the user to immediately understand the behaviour of thevehicle Lambda signal when the vehicle is running on gas and petrol. The red bar thatseparates the two chart areas, while the green one corresponds to the level set by theuser in point 7. Regardless of whether the engine in running in GAS or PETROL mode,

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the Lambda values read by the EGAS ECU and displayed in point 9 are always withinthe correct range defined by the vehicle manufacturer.EGAS enables to search for the value corresponding to Lambda one without setting aminimum and maximum value.

The box in point 0 displays the Lambda values (in millivolts) that correspond to the yel-low signal wire of the general KIT SLY-INJECTION harness. However, the user has to setin box of point 7 the electric value in millivolts that corresponds to the value of Lambda1.

If this value is not available, perform the following procedure:

1- Set the vehicle in Petrol mode.2- Enter in the box of point 7 a value that ensure a perfect distribution of the red andgreen bars on the chart, as explained in point 1. The green bars correspond to electricvalues that are above those entered in the box in point 7, while the red bars representlower values. Therefore, the electric value inserted in the box of point 7 is the electricvalue of the probe that corresponds to Lambda1, that is the stoichiometric value of a cor-rect carburation.3- The operation is now completed.

Electric Lambda value in Closed LOOP mode corresponding to LAMBDA1 (POINT 7)

Enter in the corresponding text box the electric Lambda value that corresponds toLAMBDA 1, which is turn equivalent to the stoichiometric value of a correct carburation.

Electric Lambda value in Open LOOP mode corresponding to LAMBDA1 (POINT 8)

Enter in the corresponding text box the Lambda electric value in that corresponds to theLambda value of the vehicle running at full power. To search for the value to enter, per-form the following procedure:

1- Set the vehicle in Petrol mode.2- Drive the vehicle along the road and accelerate with a high year to place the vehiclein maximum load conditions. Then, check that the electric value specified in point 9 cor-responds to the maximum value and enter a value decreased by 20% for LPG and by40% for methane in the box of POINT 9.3- The operation is now completed.

Scale factor (POINT 2)

Press + in the chart described in point 1 to enlarge the images in order to enhance

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their visibility or - to reduce them.

Scale factor (POINT 6)

Displays the operating status of System 0 (rich)/System 1 (lean) in closed loop mode.

Type of probe (POINT 5)

Displays the type of Lambda probe installed.

- VOLTAGE: indicates that the probe is a traditional one with one, two, three or four wires.- CURRENT: indicates that the probe has five wires, which optimises the measurementof the parameters. It is important to remember that if this probe is installed on the vehi-cle, the yellow wire of the KIT SLY-INJECTION harness does not have to be connectedbecause the displayed values cannot be read by electric systems. The actual connectionof the probe could alter the information transmitted to the PETROL ECU.If the probe is a current model probe, the vehicle is quite recent and it is therefore pos-sible to use KIT EOBD, which does not require direct connections to the vehicle currentprobe for reading purposes (that is it does not require the connection of the yellow wire).

Enabling of the Lambda signal control (POINT)

- Enable Lambda signal control: if this control is enabled, the program uses the ECUalgorithms to obtain the configurations set in points 7 and 8.- Disable Lambda signal control: the algorithms are not used and the system does notcontrol the Lambda signal.

Straight or reversed PROBE (POINT 3)

- Straight probe: ordinary probe; higher values indicate that the fuel is rich, lower onesthat it is lean (98%).- Reversed probe: special probe; higher values indicate that the fuel is lean while theminimum values indicate that the carburation is lean.

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This feature can be used to detect the errors found by SLY-INJECTION and EOBD whenthe corresponding connection on the vehicle socket is used. This operation is possibleonly if the DEBUG feature is selected. To enable the DEBUG select EOBD [1], EnableDebug [2] and click Yes [3].

If the DEBUG feature is enabled, the SLY-INJECTION ECU stores the EOBD and systemerrors in its internal memory. To display them, click DIAGNOSIS [4] in the left menu, thenDISPLAY DIAGNOSTIC ERRORS [5].

The errors are displayed with the corresponding codes shown in the boxes under therequest button. The lower box [6] displays the number of errors, the boxes above thecode of each error.

ENABLING THE DEBUG FEATURE

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HOW TO DISPLAY THEDESCRIPTION OF ANERROR CODETo display the description ofan error in the right box[8][10], click the correspon-ding code.

TYPES OF ERRORS DIS-PLAYEDErrors can be EOBDsystem errors (P0xxx) [7] orSLY-INJECTION systemerrors (P4xxx) [9]. The let-ters in front of each codenumber indicate the type oferror to which the stringrefers.

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GAS SYSTEM DIAGNOSTIC ERRORS

MAIN SCREEN

A) DIAGNOSISTo open the Diagnosis screen of the ECU, click “DIAGNOSIS”, as shown in the highlight of the“MAIN SCREEN”. The following screen displays:

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EOBD saves the errors that occur when the vehicle is operated with the SLY-INJECTION ECUbefore deleting them.To display these errors, click “DISPLAY DIAGNOSTIC ERRORS” [1]. The lower text boxes [2]display the codes of all the errors found (in this example P0103). You also display the descrip-tion of an error [3] by double clicking it. The last text box [4] displays the numbers of errorsfound. Click “DELETE DIAGNOSTIC ERRORS” [5] to delete all the errors stored in the ECU.

B) INFORMATIONClick the “INFORMATION” Menu to display the version of the program running on SLY-INJEC-TION and on the ECU.

SLY-INJECTION EOBD ECU REV.2008

SLY-INJECTION LAMBDA ECU REV.2008

FIRMWARE description VERSION NUMBER (A.B.CC):A- Type of ECU: 1 = LAMBDA , 2 = EOBDB- ECU version: 7 = Rev. 2008C- Progressive number of software version

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INSTRUCTIONS FOR THE CONNECTION OF EOBD

Available protocols• KWP 2000 Fast• KWP 2000 Slow• ISO 9141• CAN 250k STANDARD• CAN 250k EXTENDED• CAN 500k STANDARD• CAN 500k EXTENDED

INSTRUCTIONS FOR THE CONNECTION OF EOBD - CAN LINE

INSTRUCTIONS FOR THE CONNECTION OF EOBD - SERIAL LINE

Available protocols• (2) KWP 2000 Fast• (3) KWP 2000 Slow• (4) ISO 9141

Available protocols• (5) CAN 250k STANDARD• (6) CAN 250k EXTENDED• (7) CAN 500k STANDARD• (8) CAN 500k EXTENDED

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INSTRUCTIONS FOR THE CONNECTION OF EOBD - J1850 PWM

Available protocols• (10) J1850 PWM

INSTRUCTIONS FOR THE CONNECTION OF EOBD - J1850 VPW

Available protocols• (9) J1850 VPW

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RESTORING THE SLY-INJECTION PROGRAM

To reset the Sly-Injection program, follow this procedure:

1. Insert the CD of the Sly-Injection software in the drive.2. If the setup program does not start automatically, select “My Computer”

and double click the CD icon.

3. After the program has been loaded, following screen displays: Select “Restore”, then click “Next >”;

4. Wait for the setup to complete and click “End”.

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1. RIGHT click “MyComputer” on the desktop;

2. Double click “ControlPanel” andselect“Properties”.

3. Select the “Hardware”tab and click “DeviceManager”.

HOW TO CHANGE THE SERIAL PORTNUMBER (COM)

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4. Select “Ports (COMand LPT)” and doubleclick the port you wish tochange.

5. Select “Port Settings”and click “Advanced…”.

6. Select the port youwish to use from thedropdown menu “COMPort Number”.

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JAGUAR PETROL FUEL EMULATORPRODUCT CODE 1.019.C016

INSTALLATION1. Measure the voltage on the sensor terminals using a multimeter. Verify that the vehi-

cle is on and that the connector is inserted.2. The wire that has to be connected to the green wire of the emulator has a voltage

ranging from 2 and 3.5V, depending on the petrol pressure (it may differ on somevehicle models). Accelerate and verify that the value changes accordingly.

3. The voltage of the other wires should be respectively +5V and 0V (ground).4. The output voltage increases when the vehicle is running on GAS. Adjust the trim-

mer until the voltage on the signal wire (white-blue) matches the voltage output bythe sensor when the vehicle is running in petrol mode (see point 2).

OPERATIONThe emulator is designed to maintain the voltage on the petrol pressure sensor termi-nals stable on Jaguar vehicles when they are running on GAS in order to prevent theCheck-Engine indicator from switching on. This problem originates from the increase ofthe pressure on the petrol injector rails, which occurs when the vehicles is running ongas, and from the consequent increase of the voltage on the signal wire (white-blue).The emulator can be installed on the following vehicle models:- Jaguar X-Type 2.5i V6 24v Multipoint ’02 – XB (OBD) Engine code WB- Jaguar X-Type 3.0i V6 Engine code WB- Jaguar S-Type 3.0 V6 SPORT Engine code FB

INSTALLATION DIAGRAM

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HEATING CIRCUIT

Product code 425.113

IGNITION ON

Product code 0.021.C009

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INJECTOR SIGNAL DIAGNOSTICS

DescriptionThis device enables to locate the position of the controlsignal of a petrol injector connected to one of the twowires of the original connector.

ProcedureSwitch the vehicle engine on and locate the connector of one of thepetrol injectors.Connect terminal 1 to the positive pole of the battery and use tip 1 totest the electric connection of the wire chosen above in order to verifythat the injector control signal is present in this location.

The LED on the device (see point 3) starts blinking when it is positio-ned on the control signal of the petrol injector, but remains off if thetip is positioned on the feeding position of the petrol injector.

1- Tester tip2- Battery positive pole (+)3- LED

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Amplified RPM FILTER

RPMP FILTER This circuit amplifies and filters the impurities present in the romp signalacquired from the coil or from a generic signal of the vehicle.

CONNECTIONSBrown wireConnect the output signal of the brown wire to the input brown signal of the device usedto measure the amplified revolutions after the removal of signals.

Yellow wireConnect the yellow signal wire to the coil or to the rpm signal wire that has to be clea-ned.

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Viale del Lavoro, 445100 ROVIGO - ITALY

Tel. +39 (0) 425 474886+39 (0) 425 475145+39 (0) 425 475146

Fax +39 (0) 425 934476

http://www.e-gas.itE-mail: [email protected]

Documents

LPG-Methane Sly Injection Technical Installation Manualgasidea.by/files/egas.pdf · Certified Quality System DIN EN ISO9001:2000 AUTOMOTIVE GAS COMPONENTS EA SCOPE 2219 17/2 LPG-Methane