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TA010976EN - N. 10 - 25.01.2006

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. INTRODUCTION

1.1 SEQUENT CONVERSION KITS DESCRIPTION1.1.1 SEQUENT STANDARD AND SEQUENT FAST

1.1.2 SEQUENT FASTNESS

1.1.3 SEQUENT 241.1.4 SEQUENT 56

2. WHY CHOOSING SEQUENT

3. UNDERSTANDING SEQUENT3.1 SEQUENT STANDARD

3.1.1 SEQUENT STANDARD STRUCTURE

3.1.2 WORKING PRINCIPLE

3.1.3 CHAMGE OVER FUNCTION

3.1.3.A Petrol operation 3.1.3.B Gas operation3.1.3.C Fuel gauge: LPG operation3.1.3.D Fuel gauge: CNG operation

3.2 SEQUENT FAST3.2.1 STRUCTURE, OPERATION PRINCIPLES AND SEQUENT FAST CHANGEOVER

3.3 SEQUENT FASTNESS3.3.1 STRUCTURE AND OPERATION PRINCIPLES

3.3.2 SEQUENT FASTNESS CHANGE-OVER

3.4 SEQUENT 243.4.1 STRUCTURE AND OPERATION PRINCIPLES FOR SEQUENT 243.4.2 SEQUENT 24 CHANGEOVER

3.4.2.A Changeover switch in petrol position3.4.2.B Changeover switch in gas position3.4.2.C Error signal3.4.2.D Fuel indicator for LPG and CNG

3.5 SEQUENT 563.5.1 STRUCTURE AND OPERATION PRINCIPLES

3.5.2 SEQUENT 56 CHANGEOVER AND FUEL INDICATOR FOR LPG AND CNG

4. DETAILED DESCRIPTION OF THE COMPONENTS4.1 LPG STANDARD/ FAST SEQUENT GENIUS REDUCER (800-1200-1500 MBAR)4.2 LPG STANDARD/FAST SEQUENT GENIUS MAX REDUCER4.3 CNG STANDARD/FAST SEQUENT GENIUS.M REDUCER (2500 MBAR)4.4 CNG SEQUENT FASTNESS ZENITH REDUCER (1600-2000-2500 MBAR)4.5 LPG SEQUENT 24 GENIUS REDUCER (800-1200-1500 MBAR) 4.6 LPG SEQUENT 56 GENIUS REDUCER (1500 MBAR)

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4.7 SEQUENT 56 GENIUS MAX REDUCER4.8 GAS TEMPERATURE SENSOR4.9 WATER TEMPERATURE SENSOR (FOR ZENITH REDUCER)4.10 WATER TEMPERATURE SENSOR (FOR SEQUENT 24 AND 56 REDUCERS)4.11 “FJ1 HE” HIGH EFFICIENCY FILTER4.12 RAIL4.13 INJECTORS

4.13.1 BRC INJECTOR

4.13.2 KEIHIN INJECTOR

4.14 GAS PRESSURE AND MANIFOLD ABSOLUTE PRESSURE (MAP) SENSORS4.15 GAS TEMPERATURE AND PRESSURE SENSOR 4.16 MANIFOLD ABSOLUTE PRESSURE SENSOR4.17 “FLY SF” ECU (SEQUENT AND SEQUENT FASTNESS)4.18 SEQUENT 24 ECU4.19 SEQUENT 56 ECU4.20 CHANGEOVER SWITCH WITH LEVEL GAUGE FOR SEQUENT STANDARD, FAST

AND FASTNESS4.21 CHANGEOVER SWITCH WITH LEVEL GAUGE FOR SEQUENT 24 AND 564.22 LEVEL SENSOR4.23 INJECTORS’ EMULATION IN SEQUENT SYSTEMS4.24 SEQUENT STANDARD, FAST AND FASTNESS HARNESS 4.25 SEQUENT 24 HARNESS4.26 SEQUENT 56 HARNESS 4.27 NORMAL WP “ET98” LPG SOLENOID VALVE4.28 SUPER WP “ET98” LPG SOLENOID VALVE4.29 “VM A3/E” CNG ELECTRO-ASSISTED VALVE

5. MECHANICAL INSTALLATION 5.1 SEQUENT GENIUS REDUCER5.2 SEQUENT LPG GENIUS MAX REDUCER 5.3 ZENITH CNG REDUCER 5.4 LPG SEQUENT 24 GENIUS REDUCER5.5 LPG SEQUENT 56 MAX GENIUS REDUCER 5.6 “FJ1 HE” HIGH EFFICIENCY FILTER5.7 RAIL AND INJECTORS GROUP

5.7.1 BRC INJECTORS INSTALLATION ON RAIL

5.7.2 KEHIN INJECTORS INSTALLATION ON RAIL

5.7.3 BRC INJECTORS INSTALLATION ON RAIL WITH PRESSURE SENSOR AND GAS TEMPERATURE

(SEQUENT FASTNESS, 24 AND 56) 5.7.4 INJECTORS’ RAIL INSTALLATION IN THE VEHICLE

5.8 PRESSURE SENSOR (P1-MAP, P1-MAP TURBO)5.9 MANIFOLD ABSOLUTE PRESSURE SENSOR5.10 PIPES5.11 NOZZLES

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5.12 ECU (ELECTRONIC CONTROL UNIT)5.13 CHANGE-OVER SWITCH5.14 HARNESS5.15 INSTALLATION TYPES

6. ELECTRICAL CONNECTIONS6.1 CAUTIONS AND DIFFERENCES COMPARED WITH PREVIOUS SYSTEMS 6.2 SEQUENT STANDARD AND FAST MAIN HARNESS

6.2.1 56 POLES CONNECTOR

6.2.2 CONNECTION OF THE SOLENOID VALVES

6.2.3 56-POLES HARNESS

6.2.4 SEQUENT GENIUS AND GAS TEMPERATURE SENSOR

6.2.5 SUPPLIES AND GROUND FROM BATTERY

6.2.6 FUSES AND RELAY

6.2.7 CHANGEOVER SWITCH

6.2.8 DIAGNOSTIC POINT

6.2.9 LEVEL SENSOR

6.2.10 SOLENOIDVALVES

6.2.11 GAS TEMPERATURE SENSOR

6.2.12 RAIL P1 PRESSURE SENSOR AND MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)6.2.13 GAS INJECTORS

6.2.14 RPM SIGNAL

6.2.15 TPS SIGNAL

6.2.16 OXYGEN SENSOR SIGNAL

6.2.17 POSITIVE KEY CONTACT

6.2.18 10-POLES-CONNECTOR FOR PETROL INJECTORS HARNESS CONNECTION

6.2.18.A Polarity of the injectors6.2.18.B Modular LD

6.2.19 10-POLES CONNECTOR FOR AUXILIARY HARNESS CONNECTION

6.2.19.A Crankshaft Sensor Signal6.2.19.B Signal for the Ignition Timing Advance Variation6.2.19.D Lambda Oxygen Sensor Signal

6.3 SEQUENT FASTNESS MAIN HARNESS 6.3.1 ZENITH SEQUENT FASTNESS AND WATER TEMPERATURE SENSOR

6.3.2 PRESSURE AND GAS TEMPERATURE SENSOR

6.3.3 ABSOLUTE PRESSURE SENSOR MAP6.3.4 OXYGEN SENSOR SIGNAL (ROW 1 AND ROW 2)6.3.5 5-POLES-CONNECTOR FOR CRANKSHAFT TO MANAGE ADVANCING AND/OR RPM READING

6.3.5 A Crankshaft Sensor signal6.3.5 B Signals for the ignition timing Advance Variation

6.4 DESCRIPTION OF THE 5-6-8 CYLINDER HARNESS (FOR ALL SEQUENT CONFI-GURATIONS) 6.4.1 GROUND FROM BATTERY

6.4.2 SUPPLY

6.4.3. RAIL “P1” PRESSURE SENSOR AND MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)

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6.4.4 GAS INJECTORS

6.4.5 10-POLES CONNECTOR FOR PETROL INJECTORS HARNESS CONNECTION

6.5 SEQUENT 24 MAIN HARNESS6.5.1 24 POLES HARNESS

6.5.2 CONNECTION OF THE SOLENOIDVALVES6.5.3 SUPPLIES AND GROUND FROM BATTERY

6.5.4 FUSES AND RELAY

6.5.5 CHANGEOVER SWITH

6.5.6 DIAGNOSTIC POINT

6.5.7 LEVEL SENSOR

6.5.8 SOLENOIDVALVES

6.5.9 GENIUS SEQUENT 24 GENIUS AND WATER TEMPERATURE SENSOR

6.5.10 MAP ABSOLUTE PRESSURE SENSORS

6.5.11 GAS INJECTORS 6.5.12 RPM6.5.13 OXYGEN SENSOR SIGNAL6.5.14 6 POLES CONNECTORS FOR HARNESS PLUG TO PETROL INJECTORS

6.5.14.A injectors Cut and positive after turning the key 6.5.14.B Polarity of the injectors

6.6 SEQUENT 56 MAIN HARNESS6.6.1 56 POLES CONNECTOR

6.6.2 SOLENOIDVALVES CONNECTION

6.6.3 SUPPLIES AND GROUND FROM BATTERY

6.6.4 FUSES AND RELAY

6.6.5 SEQUENT 56 CHANGEOVER SWITCH

6.6.6 DIAGNOSTIC POINT

6.6.7 LEVEL SENSOR

6.6.8 SOLENOIDVALVES

6.6.9 SEQUENT 56 GENIUS AND WATER TEMPERATURE SENSOR

6.6.10 MAP ABSOLUTE PRESSURE SENSOR

6.6.11 PRESSURE AND GAS TEMPERATURE SENSORS

6.6.12 GAS INJECTORS

6.6.13 RPM6.6.14 POSITIVE KEY CONTACT

6.6.15 TPS SIGNAL

6.6.16 GROUP 1 AND GROUP 2 LAMBDA OXYGEN SENSOR SIGNAL

6.6.17 10 POLES CONNECTORS FOR THE PETROL INJECTORS HARNESS

6.6.17.A Polarity of the injectors

7. GLOSSARY OF TERMS AND ACRONYSM USED IN THE HAND-BOOK

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• software guide 3/3Versions:- LPG and CNG Standard/FastSequent- Sequent Fastness- Sequent 24- Sequent 56These are the absolutely neces-sary guides for who wants tolearn how to manage the systemthrough PC, prepare maps, pro-gramme the ECUs, make dia-gnosis and modify operationparameters. These describe theoperation of “SEQUENT” softwa-re on PC and guide the userduring the steps for each opera-tion.

More guides for SequentSystems

• Types of installation 2/3 Versions:- LPG Standard/Fast Sequent- CNG Standard Sequent- Sequent Fastness- Sequent 24- Sequent 56These guides contain electricaland installation plans for thevarious installation you couldcarry out. The listed ones aremainly divided according to cylin-ders’ number, their position andthe vehicle power.

Sequent is a control systemfamily for carburation control withsequential injection in gaseousphase and groups 5 differentsystems satisfying the more andmore technological requirementsfor the present and future car gene-rations.

SEQUENT STANDARDThe first born Sequent systemfor the LPG or CNG conversionof 3 up to 8 cylinder vehicles. SEQUENT FAST Faster and simpler calibrationand maps for this “fast” versionStandard Sequent version. SEQUENT FASTNESSThe system dedicated for theCNG conversion of 3 up to 8cylinder vehiclesSEQUENT 24For 3 and 4 cylinders vehicles tobe converted to LPG, it introdu-ces a new philosophy for compo-nents integration with easier andfaster connections and maps.SEQUENT 56The system dedicated for LPGconversion of 5, 6 and 8 cylin-ders vehicles.

For further information on“SEQUENT” systems please referto this guide and the other guidesand documentation distributed byBRC.

USEFUL REFEREN-CES

The modular Common Rail for gas

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Dear installer,while 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 petrolinjection. Thanks to its high levelof integration, SEQUENT can assu-re higher performances withoutgiving up simplicity of assembly.

Thanks to the high integration ofthe system, SEQUENT can assurehigher performances without com-promising the simplicity of theinstallation. Indeed inside the ECUthere are several functions whichallow, in most cases, avoiding fasti-dious and cumbersome devicesthat, by this time, each installer isused to assemble, as Modular,electronic timing advance proces-sor, crankshaft 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 usedto have been radically changed.For this reason please read careful-ly the installation guides even if youare a very skilful technician in gasinjection systems.

To convert a vehicle, the instal-ler will 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 perso-nally realise the fixing brackets.

1.1 SEQUENT CONVER-SION KITS DESCRIPTION

1.1.1 SEQUENT STANDARD

AND SEQUENT FAST

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 sensorwith thermistor,• 1 “FJ1 HE” high efficiency filter • 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 with thermistor,• 1 “FJ1 HE” high efficiency filter• 1 P1 - MAP CNG pressure sen-sor 2,5-4 bar• 1 “VM A3/E WP classic” CNG

electro-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 injectorswith 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 the n.of cylinders) Keihin gas injectorswith 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 forpossible RAIL closure.

1. INTRODUCTION

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Gas Injectors/reducers pairing allow to convert to LPG or CNG the vehicles as indicated in the table below (Please refer to Types ofInstallation 2/3 guide)

1.1.2 SEQUENT FASTNESS

The CNG basic kit – Fastness ver-sion – 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 with thermistor,• 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 (Fastnessversion) contains:

• 3 (or 4,5, 6 or 8 depending onthe n. of cylinders) BRC gasinjectors with calibrated nozzlesand pressure and gas tempera-ture 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.

INJECTORSBBRRCC

LPG

LPG

LPG

LPG

CNG

KKEEIIHHIINN

LPG

LPGLPGLPG Genius

LPG Genius MAX

LPG Genius SEQUENT 24

LPG Genius SEQUENT 56

LPG Genius MAX SEQUENT 56

CNG Zenith

SEQUENT STANDARD/FAST

SEQUENT 24

SEQUENT 56

SEQUENT 56

SEQUENT FASTNESS

SEQUENT STANDARD/FAST

SEQUENT STANDARD/FASTCNGCNG Genius

RREEDDUUCCEERR

Tab.1

1.1.3 SEQUENT 24

The SEQUENT 24 front kit con-tains:

• 1 Sequent 24 ECU withoutmaps• 1 LPG GENIUS SEQUENT24 pressure reducer withwater temperature sensor• 1 LPG “ET98 NORMAL orSUPER WP” solenoidvalve• 3 or 4 BRC injectors withcalibrated nozzles accordingto cylinders number• 1 injectors rail for BRCinjectors with temperatureand gas pressure sensorwith findings for Normal orTurbo version• 1 “FJ1 HE” high efficiencyfilter • 1 Sequent 24 changeoverswitch• 1 harness (studied forSequent 24 BRC injectors) • roll of copper pipe ø 6 or ø8,• water pipe 16x23,• 1 bag containing screws,nuts and various connec-tions• gas pipe 10x17 • Gas pipes 5x10.5 to beused on the injectors andpressure points• A bag containing: manifoldpressure nozzle, nylon Ypiece, nuts, junctions and“click” clamps for gas pipe5x10.5 and 10x17, “click”clamps for the pressurepoints,

1.1.4 SEQUENT 56

Front SEQUENT 56 kit con-tains:

• 1 Sequent 56 ECU withoutmaps• 1 LPG GENIUS SEQUENT56 or GENIUS MAXSEQUENT 56 pressure redu-cer with water temperaturesensor• 1 LPG “ET98 SUPER WP”solenoidvalve• 5,6 or 8 BRC injectors withcalibrated nozzles accordingto cylinders number• 1 injectors rail for BRC injec-tors with temperature and gaspressure sensor with findingsfor Normal or Turbo version• 1 “FJ1 HE” high efficiencyfilter • 1 Sequent 56 changeoverswitch

• 1 harness (studied forSequent 56 BRC injectors) • roll of copper pipe ø 6 or ø8,• water pipe 16x23,• 1 bag containing screws,nuts and various connections• gas pipe 10x17 or 12x19,• Gas pipes 5x10.5 to be usedon the injectors and pressurepoints• A bag containing: manifoldpressure nozzle, nylon Ypiece, nuts, junctions and“click” clamps for gas pipe5x10.5 and 10x17, “cl ick”clamps for the pressurepoints.

SEQUENT BRC

9

SEQUENT represents the mostadvanced level of evolution forwhat concerns the equipment ofgas injection, and it can be defi-ned to all intents and purposesas 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. It

allows obtaining the well knownadvantages of the injectionsystems, such as:

• No disadvantages in the perfor-mances on petrol, caused by theabsence of a mixer,• Maximum performances ongas, typical of the injectionsystems,• No additional overall dimen-sions on the intake pipes,• Elimination of the backfire risks,due to the injection near theintake valves and increased bythe fact that injection is in a timedway with the opening of theintake 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 polluting exhaustemissions.

Other advantages of thesystem, which are typical of the “inseries” working type and thereforealready known by the BRC instal-lers, are the following:

• There is no need of any specificemulation for the injectors. Thisis usually made by the sameECU, • 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 particular adjustment is nee-ded, if the configuration is availa-ble.

Moreover, thanks to the ECUhigh integration:

• it is not necessary to installexternal emulation devices andinjectors stop ones as ModularLD are integrated in the systemharness for Sequent Standard,Sequent Fast and SequentFastness while these are inte-grated in the Sequent 56 ECU.Modular LD are not present inSequent 24 system. • you can read the crack shaftsensor rpm without usingexternal devices• the ECU has an internal sparktiming advancer suitable formost of the vehicles (except forSequent 56 and Seqeunt 24)• you can connect two LambdaOxygen sensor without usingadapters (except for Sequent24),• The Ecu has the main adapterfor “in need of power supply”and “fed” oxygen sensors• you can convert vehicles till 8cylinders (except for Sequent24).

2. WHY CHOOSINGSEQUENT

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

The system can be used invarious configuration with differentcomponents (LPG Genius, LPGSequent 56 Genius, LPG Sequent24 Genius, Genius.M, LPG GeniusMax, LPG Sequent 56 GeniusMAX, Zenith, BRC or Keihin rail,etc)(table 1 page 7).

3.1 SEQUENT STANDARD

3.1.1 SEQUENT STANDARD

STRUCTURE

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 dif-fer from these last ones for:

• Larger passage sections, suita-ble 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 short-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 automotive

field.

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 tokeep under control the evolutions ofequipment in the time, and to con-stitute a starting point for newinstallations.

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

3.1.2 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 running

3. UNDERSTANDINGSEQUENT ANDSEQUENT FASTNESSSYSTEMS

11

on 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 calcula-tes 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 thepetrol 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 ofsophisticated 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 ofstrong drift of aforesaid parameters.

The SEQUENT reducers(GENIUS, GENIUS.M GENIUS

MAX or ZENITH) tend to keeppractically 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 accele-ration, 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.

Picture 01

Picture 02

Injector/sPetrol

EmulatorInjectors

Petrol ECU

TPS, MAP

Ti

BENZINA

RPM t

p1

Gasflow

Ti Gasinjector

GAS

Petro

l Flow

Calcula

tion

Ti Gascalcula-

tionCalc

ulatio

n

Gas F

low

Genius or Zenith

Rail

Ti

gas flow

p1

t

Fly SF ECU

(t < 0,005 s)

Problem: “If we know the gas flow wewant to obtain and knowing the tem-perature and gas pressure, compute

the Ti gas of the gas injectors”

12

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 verify 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 anyexternal help.

3.1.3 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 beused for the normal gas

operation.

3.1.3.A 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 go

Picture 03Two-position chan-geover switch withbuzzer and support

back to default values. The vehicleregularly runs on petrol, as if thesystem were not present (normalpetrol operation).

3.1.3.B 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 turnsorange 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 period 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 controlled

depending on the fuel demand andtime calculated by the ECU.

3.1.3.C Fuel gauge: LPG opera-tion

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 isobtained 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 recommen-ded to use the partial trip odome-ter to control the fuel distance.Four green LEDs flashing meanthat there could be an excessivequantity of LPG in the tank. In thiscase it is suggested to run few kilo-metres until the flashing ends.

3.1.3.D Fuel gauge: CNG opera-tion

To know how much CNG is con-tained in the cylinders it is neces-sary to connect the level sensor to

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the Oxygen sensor one is onlyoptional. For rpm signal you coulduse a standard rpm signal or thecrank shaft sensor one.

SEQUENT 24 new programmeon PC described in guide 3/3 iseasier to use and completely inde-pendent from Standard and FastSequent for records and files, tooeven if the philosophy is the same.

3.4.2 SEQUENT 24 CHANGEO-VER

Similar to the classic two-posi-tion changeover switch with buzzer(used for Sequent and SequentFast) is substantially different fromit.

This new changeover switchcan be considered as a small ECUas this is not only a switch for thepetrol-gas passage but dialogueswith the ECU and manages thetank gas level indication on the 4green leds.

3.4.2.A Changeover switch inpetrol position

When the changeover switch isin petrol position, the vehicle willoperate with petrol (as in previoussystems). The user is aware of thisbecause the red rectangular led ison while the gas level information isnot available so that the 4 greenleds are off.

3.4.2.B Changeover switch in gasposition

In this position the vehicle startswith petrol (led off) and as soon asthe set changeover conditions arereached the system automaticallychanges to gas operation. The useris aware of the change because therectangular led is orange and thenturns to green (gas operation). Onlyduring gas operation the level indi-cation is displayed on the 4 greenleds.

gaseous phase created by BRC forCNG installation.

Starting from SEQUENT conso-lidated structure, it includes impor-tant changes and updates thanks toBRC experience and recent experi-mentation with the aim to make thesystem stronger, easy to install andable to solve even the more seriousproblems.

Innovation and changes will bedeeply described in the followingparagraphs and refer to:

- system components (reducer,sensors, etc.)

- software and engine control(new strategies).

Both components and softwarehave been studied for the best easyuse.

3.3.2 SEQUENT FASTNESS

CHANGE-OVER

Changeover switch and levelindicator operations for SequentFastness are the same describedfor the Sequent Standard in § 3.1.3

3.4 SEQUENT 24

3.4.1 STRUCTURE AND

OPERATION PRINCIPLES FOR

SEQUENT 24

SEQUENT 24 è is the sequen-tial injection system in gaseousphase created by BRC for LPGconversion of 3 or 4 cylinders vehi-cles.

The installation is easier thanksto the sensors and emulators’ newphilosophy.

SEQUENT 24 does not needany additional device as emulatorsare integrated in the ECU whilesensors are integrated in the maincomponents (Genius and RAIL).

Connections are faster as forthe dedicated connectors and TPSsignal is no longer necessary while

BRC manometer equipped with apressure 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 taken toensure that the petrol tank is neverallowed to become empty.

It is necessary to maintaina petrol quantity corre-

sponding to 1/4 or 1/2 of the tankat all times and to renew it perio-dically both for the LPG and forthe CNG versions.

3.2 SEQUENT FAST

3.2.1 STRUCTURE, OPERATION

PRINCIPLES AND SEQUENT FAST

CHANGEOVER

Description of structure, opera-tion principle, changeover and levelindication are the same indicatedfor Sequent Standard (§ 3.1).

Anyway Fast system differenceis the calibration methods withfaster and easier maps. It allows afast installation too as rpm, TPSand oxygen sensor signals havenot to be connected.

All software differences for cali-bration and mapping between Fastand Standard Sequent systems aredescribed in the Software guide3/3.

3.3 SEQUENT FASTNESS

3.3.1 STRUCTURE AND

OPERATION PRINCIPLES

Sequent FASTNESS is thesequential injection system in

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3.4.2.C Error signal

As already underl ined, thischangeover switch is “clever” andtalks with the ECU.

When the changeover is notworking, the user is informed throu-gh the lighting of the blinking greencentral leds and the orange rectan-gular one. In these conditions it ispossible to force petrol operation byswitching to petrol position as wellas it is possible to run with gas onlywith the changeover switch in gasposition but without level indication.In these cases we suggest to carryout a system diagnosis and a pos-sible repairing or replacement ofthe changeover switch.

3.4.2.D Fuel indicator for LPGand CNG

Please refer to SequentStandard § 3.1.3.C.

3.5 SEQUENT 56

3.5.1 STRUCTURE AND

OPERATION PRINCIPLES

Sequent 56 is the sequentialinjection system for LPG supple-menting the already known andappreciated BRC gaseous injectionsystems for automotive use andimproving performance, easinessand economic.

Sequent 56 is an easy and fastsystem to install with the mostpowerful software strategies for theset up, paired to a fast and easysoftware to use, thanks to the newPC interface improvements.

The structure is similar toSequent Standard that means ithas a reducer with a rail with BRCinjectors and a Sequent 56 ECU.All components are new conceptones so that from the electrical andmechanical point of view Sequent56 has been studied to allow theinstallers an easy work with alwaysmore reduced overall dimensions.

3.5.2 SEQUENT 56 CHANGEO-VER AND FUEL INDICATOR FOR

LPG AND CNG

Same functions as for theSequent 24 changeover switchdescribed in § 3.4.2.

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4.1 LPG STANDARD/ FASTSEQUENT GENIUS REDU-CER (800-1200-1500 mbar)

In the LPG version, the SEQUENTGENIUS reducer (picture 1) onlyconsists of one stage, with a varia-ble outlet pressure, which standsapprox. 1,2 bar higher than the air-intake manifold pressure. Inside theSEQUENT GENIUS room the LPGevaporation takes place due to theheat exchange with the engine coo-lant liquid, as in a common reducer.The gas outlet pressure is control-led by a spring-diaphragm-shuttersystem, equipped with proper vibra-tion-damping systems.

You should observe that (picture 2),a room opens onto the surface ofthe 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 completeacceleration, the manifold pressurewill be around 0 bar (atmosphericpressure) and the gas pressurearound +1 bar. Despite the particu-lar compact dimensions, the redu-cer guarantees high gas flows, tosatisfy powers up to 140 kW (190CV). As it only consists of onestage, it does not need any draining

operations. There is a temperaturesensor (picture 3) near the gasoutlet hole which gives full requisiteinformation to the Fly SF ECU for acorrect flow control. The petrol-gaschangeover is also affected by tem-perature, to avoid the passage of

not completely vaporised LPG.

Picture 02Sequent GeniusReducer –Sectional view

4. DETAILEDDESCRIPTION OFTHE COMPONENTS

Picture 01SequentStandard/FastGenius Reducer

TEMPERATURE SENSOR

FEEDBACK

WATER

VAPORISED LPG

LIQUID INLET

Picture 03Temperature sensor

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4.2 LPG STANDARD/FASTSEQUENT GENIUS MAXREDUCER

Genius Max reducer has been stu-died and studied for being installedon 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 from asingle stage with a variable outletpressure that is maintainedapproximately 1.2 bar more thanthe pressure of the inductionmanifold. The status change of theLPG is obtained through a systemshutter-lever-spring-diaphragm.The reducer also contains a circuitwhere 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 acquire thenecessary information on Gas con-ditions for a correct dosing. Checkthe possible cases described in theTypes of installation - 2/3 guide.

Picture 04Sequent MAXGenius Reducer

TEMPERATURE SENSOR

FEEDBACK

WATER VAPORISED LPG LIQUID INLET

Picture 06Temperature sensor

Picture 05Sequent MAXGenius Reducer –Sectional view

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4.3 CNG STANDARD/FASTSEQUENT GENIUS.MREDUCER (2500 mbar)

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 pressure levelcoming from the tank (load pressu-re around 22 MPa corresponding to220 bar),- to spread the CNG at the interme-diate 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 on atthe requested pressure, of 200 kPa(2 bar), useful to supply the injec-tion system. Such a value of outletpressure is conditioned by the pres-sure 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, thesecond 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).

Picture 07Sequent M. GeniusReducer

Picture 08Sequent M. GeniusReducer –Sectional view

Picture 09Temperature sensor

TEMPERATURE SENSOR

FEEDBACK

WATER

GAS INLET

1ST STAGE

2ND STAGE

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4.4 CNG SEQUENT FAST-NESS ZENITH REDUCER(1600-2000-2500 mbar)

This is the new reducer for CNGinstallation and for SequentFastness system only and hasimportant innovation and improve-ment. The reducer consists of two reduc-tion stages with the following aim:- to face every CNG pressure levelcoming from the tank (load pressu-re around 22 MPa corresponding to220 bar),- to spread the CNG at the interme-diate 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 on atthe requested pressure, of 200 kPa(2 bar), useful to supply the injec-tion system. Such a value of outletpressure is conditioned by the pres-sure 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.

In spite of the compact dimensions,the reducer assures high gas flowable to satisfy engine up to 230 kW. Zenith pressure reducer is suppliedwith 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 we pointout: - Swivel-connection with integratedhigh efficiency filter (*).- 1st reduction stage with lever.- Safety valve on the 1st stage- 2nd stage reduction with directand DESMODROMICO connection.- Water circuit built inside the alumi-nium body (no washers). - Temperature water sensor placedon the reducer (no need to adjust it)

Picture 10CNG SequentZenith reducer

Picture 11 BCNG SequentZenith reducer –Sectional view–

Picture 11 ACNG SequentZenith reducer –Sectional view–

TEMPERATURE SENSOR

WATER

GAS INLET

1ST STAGE

2ND STAGE

19

– picture 12.- Fixing thanks to two M6 holes.- Pressure compensation systemadjusted according to the flow.- Connection on the outlet to the12x19 pipe rubber holder.

Advantages are the following: moreprecise and stable adjustment,faster response time, possibility tofeed more powerful vehicles (withequal injectors and basic Delta Padjustment).As for its installation and the indica-tions for the power, please refer toSequent 2/3 “TYPES OF INSTAL-LATIONS” guide.(*) The use of the Zenith reducerexcludes the use of the f i l tersdescribed in paragraphs 4.7, 4.8and 4.9

4.5 LPG SEQUENT 24GENIUS REDUCER (800-1200-1500 mbar)

The pressure reducer has the samecharacteristics of the LPG SequentGenius (§ 4.1) with the differencethis has a new and specific sensorfor the water temperature (picture16 page 20) that is not compatiblewith previous ones.

4.6 LPG SEQUENT 56GENIUS REDUCER (1500mbar)

The reducer is the same asSequent 24 one (§ 4.5)

4.7 SEQUENT 56 GENIUSMAX REDUCER

This pressure reducer has thesame characteristics of the LPGSequent Standard Genius Maxreducer described in § 4.2 with thedifference this has a new and spe-cific sensor for the water tempera-ture (picture 16 page 20) that is notcompatible with previous ones andis used for LPG Sequent 24 and 56as well.

Picture 12Sequent 24 reducer

Picture 13Sequent 56 reducer

Fig. 14Reducer GeniusMAX Sequent 56

4.8 GAS TEMPERATURESENSOR

As mentioned in the previous para-graphs, a temperature sensor isinstalled on LPG and CNGGENIUS and GENIUS MAX redu-cers. The sensor (picture 3,6 and 9)is resistive, with two wires, basedon NTC thermistor. All the gas changeover strategiesof the system as well as the calcu-

lus of the gas injection times arebased on the temperature measu-red by the sensor. The sensor is different from the oneused in the Flying Injection equip-ment. Confusing the two sensorsand installing the wrong one, theECU will not be able to determinethe correct gas temperature, tocarry out correctly the programmedchangeover strategies and to makethe corrections in the injection

regards to previous ones (picture17).We suggest you to replace the car-tridge each 20,000 km.FJ1 HE filter is not use for CNGSequent Fastness system.

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Picture 16Water temperaturesensor on Sequent24 and Sequent 56reducers

times that depend on gas tempera-ture, during gas operation.

4.9 WATER TEMPERATURESENSOR (FOR ZENITHREDUCER)

Temperature sensor illustrated inpicture 15 is exclusively installed onZenith reducer in CNG Fastnesssystem. This is a resistive type, with threewires based on NTC thermistor.The system gas commutation stra-tegies are all based on the watertemperature measured by the sen-sor. This latter is different from pre-vious ones for mechanic structure:it is more compact and sensor andconnector are integrated inside it.

4.10 WATERTEMPERATURE SENSOR(FOR SEQUENT 24 AND 56REDUCERS)

The temperature sensor illustratedin picture 16 is exclusively installedon reducer for Sequent 24 andSequent 56.This is a resistive type, with threewires based on NTC thermistor.The system gas commutation stra-tegies are all based on the watertemperature measured by the sen-sor. This latter is different from pre-vious ones for mechanic structure:it is more compact and sensor andconnector are integrated inside it.

The different temperaturesensors can not be instal-

led on reducer models differentfrom teh indicated ones forwhich they have been studied.

4.11 “FJ1 HE” HIGHEFFICIENCY FILTER

“FJ1 HE” filter replaces “FJ1”and “FJ1 TWIN” one. This is avery small cartridge filter but he hasan inside cartridge with innovativefiltering elements allowing to havean higher f i l tering power with

Picture 15Water temperaturesensor on theZenith reducer

Picture 17“FJ1 HE” filter withrubber-holder con-nections

21

Picture 20Version with BRCinjectors, pressureand gas temperatu-re sensor and rub-ber-holder connec-tion for SequentFastnessApplications.

Picture 21Version with BRCinjectors, pressureand gas temperatu-re sensor and rub-ber-holder connec-tion for Sequent 24and 56 applications.

4.12 RAIL

It is the part where the injectors areassembled on; it enables the gasdistribution to every injector at therequested pressure.Available in the following versions:- for BRC injectors - gas outlet withthreaded union (picture 18) or withrubber holder one (picture 19),- for BRC injectors – gas outlet withrubber holder union and gas tem-perature and pressure sensor insi-de the rail body. This configurationis available in two versions: the firstfor NG Sequent Fastness (picutre20) and the second one for LPGSequent 24 and 56 (picture 21).- for Keihin injectors – gas outletwith threaded connection (picture22) or with rubber holder one (pic-ture 23).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.

Picture 18Version with BRCinjectors and threa-ded connection

Picture 19Version with BRCinjectors and rubberholder connection

22

4.13 INJECTORS

4.13.1 BRC INJECTOR

A patent that protects its con-structive details covers BRCinjector.It is a “bottom feed” injector type(supplied from the bottom).Referring to picture 24, the gascontained inside the rail goes intothe lower 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 acting onthe shutter enables it remaining inthe closure position when the coil isnot energised, and prevents gasfrom being discharged in the airintake manifold.The injector is expressively studied

Picture 23Version with Keihininjectors and rubberholder connection

Picture 24BRC injector -Sectional view

Picture 25Trend of the currentinside BRC injector

Picture 22Version with Keihininjectors and threa-ded connection

23

Picture 28Keihin injectors –sectional view

Picture 26BRC Injectors type“Normal”, “Max” and“Super Max”

to have a long life in extreme condi-tions of use:• The diaphragms insulate the verydelicate zone of the magnetic cir-cuit, preventing any gas residualproducts from modifying its geome-try.• Working temperature: from –40 °Ca +120 °C.• 15 g accelerations.It is a low impedance injector (2,04ohm / 2,35 mH a 20 °C) and the-refore requires a peak & hold pilo-ting. Picture 25 shows the typical trendof current in the injector. The shut-ter is opened by applying all thebattery 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 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 a fineidling control and a good supply athigh r.p.m. there are two kinds ofinjectors, with different passagesections. The injectors (picture 26)are distinguishable by a colouredlabel, that can be Blue for the BRCinjectors Normal type and Orangefor the BRC injectors Max type. The table of picture 27 shows thepowers that can be supplied by theBRC injectors depending on thereducer used*.

4.13.2 KEIHIN INJECTOR

It is a “top feed” injector. Referringto picture 29, the gas enters fromthe top and axially goes through theshutter to reach the lower room.When the shutter opens, attractedtowards the top by the electroma-gnet, the gas is injected in the air-intake manifold.

Picture 27• The data in the fol-lowing chart aremerely indicative.For the selection ofthe type of injectorsplease refer to“Types ofInstallation” guide.

LPG feeding capabilitiesGenius 800 1200 1500 MAX MAX 56Inj. Normal Type Asp. 17 kW/cil. 21 kW/cil. 23 kW/cil. - -

Superch.22 kW/cil. 26 kW/cil. 28 kW/cil. - -

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

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

CNG feeding capabilitiesZenith ∆p.1600 Zenith ∆p.2000 Zenith ∆p. 2500

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

Inj. Max Type Asp. 19 kW/cil. 22 kW/cil. 25 kW/cil.Superch. 22 kW/cil. 25 kW/cil. 29 kW/cil.

Inj. Super Max Type Asp. 22 kW/cil. 25 kW/cil. 29 kW/cil.Superch. 27 kW/cil. 31 kW/cil. 34 kW/cil.

Picture 29Trend of the currentinside Keihin injec-tor

24

Picture 30Keihin injectors type“Normal”, “Max” and“Super MAX”

Picture 31** 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 Aspirated - - 35 kW/cil. 35 kW/cil.Supercharged - - 42 kW/cil. 42 kW/cil.

Inj. Max Type Aspirated - 26 kW/cil. 30 kW/cil. 30 kW/cil.Supercharged - 32 kW/cil. 36 kW/cil. 36 kW/cil.

Inj. Normal Type Aspirated 17 kW/cil. 21 kW/cil. - -Supercharged 22 kW/cil. 26 kW/cil. - -

CNG feeding capabilitiesGeniusM 2000 GeniusM 2500

Inj. Super Max Type Aspirated - 27 kW/cil.Sovral. - 29 kW/cil.

Inj. Max Type Aspirated 20 kW/cil. 23 kW/cil.Sovral. 23 kW/cil. 26 kW/cil.

Inj. Normal Type Aspirated 18 kW/cil. 20 kW/cil.Sovral. 20 kW/cil. 23 kW/cil.

The pressure differential that actson the shutter enables it remainingin the closure position when the coilis not energised, and prevents gasfrom being discharged in the airintake manifold. The vulcanisedrubber on the bottom of the shutterguarantees both the seal and thelow noise of the injector (< 90 dB).The injector has been expressivelystudied to withstand more than 290million of cycles, equal to 100.000km, in extreme conditions of use:• The shutter is covered by teflonso that the injector can work withno problems of wear with LPG andCNG. • Working temperature: from –35°Cto +120°C.• 15 g accelerations.

It is a low impedance injector (1.25ohm/ 3,5 mH a 20 °C) and therefo-re requires a peak & hold piloting. Picture 29 shows the typical trendof current in the injector. The shut-ter is opened by applying all thebattery 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 a fineidling control and a good supply athigh r.p.m. there are two kinds ofinjectors, with different passagesections. The injectors (picture 30)are distinguishable by a colouredmark, placed on the label, that canbe Blue for the Keihin injectorsNormal type, Orange for the Keihininjectors Max type and Yellow forKeihin Super Max ones.Picture 31 depicts the powers thatcan be supplied by the Keihin injec-tors depending on the used redu-

cer**.

4.14 GAS PRESSURE ANDMANIFOLD ABSOLUTEPRESSURE (MAP) SEN-SORS

P1-MAP device (picture 32 and 33)contains two sensors: the P1 sen-sor 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 thatthe signal is not easily disturbed.The pre-cabled connection makesthe installation very simple.This is used for Sequent Standardand Fast.

Picture 32P1-MAP sensor foraspirated LPGapplications

25

4.15 GAS TEMPERATUREAND PRESSURE SENSOR

This new concept sensor (picture34) is light, very small and integra-ted with the connector and includesthe P1 pressure sensor and the gastemperature one. Available for vacuum and CNGturbo vehicles, as indicated in §4.12, it is directly installed on theinjectors’ rail for Sequent Fastness,Sequent 24 and Sequent 56 appli-cations. In this position the pressure andgas temperature value is more pre-cise and allows to make fasterinterventions for the gas carbura-tion corrections.

4.16 MANIFOLD ABSOLU-TE PRESSURE SENSOR

This sensor (picture 34) is light,small and easy to f ix to thebodywork. It already integrates theconnector and a pressure sensorsuitable for both vacuum and CNGturbo engines allowing a preciseset up of every type of vehicle. This sensor is contained in SequentFastness kits but not in Sequent 24and 56 (separately sold) because ifit is used to calibration and self-mapping phases.

4.17 “FLY SF” ECU(SEQUENT AND SEQUENTFASTNESS)

A detailed description would lie out-side the purposes of this handbook.What is important is to know that itis the operating unit controlling thewhole system. It is completelymade by automotive components,being therefore suitable to bear thetemperature inside the engine com-partment, even though precautionsmust be taken to ensure that it isnot assembled near red-hot devi-ces such as the exhaust manifold.It is waterproof and is in complian-ce with the EMC standards. It incor-

Picture 33P1-MAP sensor forTurbo LPG andCNG applications

Picture 35MAP sensor forSequent Fastnessapplications andused to calibrationand selfmappingphases in Sequent24 and 56

Picture 36Fly SF ECU

Picture 34Pressure and gastemperature sensorinside the SequentFastness, 24 and56 rail body.

26

adapters,• the ECU contains the main adap-ters for “UEGO” and “in need ofpower supply” oxygen sensors, tobe assembled externally in othersystems.

4.18 SEQUENT 24 ECU

As the previous ones, this is com-patible with automotive norms forelectromagnetic compatibility and itis waterproof. The difference is the plastic supportand the very small dimensionsallowing an easier installation in thevehicle.The connection to the harness ismade with a 24 poles connectorcontaining all necessary signals forthe different functions. For theinstallation please follow thealready known procedures forSequent Standard and Fast.

functions, as regards the piloting of4 injectors at most.In the two-connector version (pictu-re 37), a 56-way and a 24-way, twoadditional types of Fly SF ECU areavailable: one for vehicles up to 6cylinders and the other for vehiclesup to 8 cylinders.

The ECU incorporates the followingfunctions that were previouslyobtained through the installation ofexternal various components:• “modular” function to interrupt andemulate injectors,• crankshaft sensor adapter func-tion, more and more useful on newvehicle models,• timing advance processor func-tion, particularly useful for CNGapplications (this function can notbe used for Sequent Fly SF andSequent Fastness ECUs for 8 cylin-der vehicles)• it is possible to connect 2 Lambdaoxygen sensors with no need of

porates components of the latestconception (Motorola 32 bit micro-processor), with a data processingspeed higher than most originalpetrol ECUs. The memory that con-tains calibration program and datais not volatile, so, once program-med, the Fly SF ECU (picture 37)can be disconnected from the bat-tery with no loss of data. It can beprogrammed more times withoutproblems, for example it can betransferred from a vehicle toanother and re-programmed.Some data acquisition channels areshared to be connected to differentsignals according to the variousvehicles (e.g. TPS, MAP, etc.).

The task of the ECU consists in col-lecting and processing full informa-tion and, as a consequence, con-trolling the various functions of thesystem; in particular the injectors,controlling the injection time and itsduration, with a precision of fewmicroseconds (microsecond =1/1000000 of second).The ECU is contained in an alumi-nium rugged waterproof case, ableto bear very high temperatures andto 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 to with-stand prolonged short-circuits, bothtowards the ground and the batterypositive contact, on each of its pro-per inlet/outlet wires (naturallyexcept 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-wayconnector, which contains all thenecessary signals for the various

Picture 37Fly SF ECU: twoconnectors’ version

Picture 38Sequent 24 ECU

27

4.21 CHANGEOVER SWIT-CH WITH LEVEL GAUGEFOR SEQUENT 24 AND 56

Similar to the standard BRC two-position changeover switch withbuzzer (acoustic signal) used forSequent and Sequent Fast, i tanyway has some substantial diffe-rences. As described in § 3.4.1 thisnew changeover switch can beconsidered a small ECU. It is not

only a switch to control petrol-gasflow but also to indicate the gaslevel and signal anomalies such asgas shortage, failure, petrol auto-matic changeover, etc. through theleds.

4.22 LEVEL SENSOR

The FLY SF ECU controls the indi-cation of gas level by means of asignal on the GREEN LEDs of the

4.19 SEQUENT 56 ECU

The completely new designedSequent 56 ECU integrates themost update components and anew microprocessor able to execu-te the necessary calculations tocontrol the engine in short time withprecise and prompt answers. The system is able to assure thebest integration at electronic andcommunication level (through Kand CSN BUS serial line) keepingunchanged the petrol control strate-gies and “translating” the petrolECU injection time in gas ones,precisely and fast, adapting itself togas pressure and temperaturechanges. It satisfies OBD norms through anefficient diagnosis system on eachsensor and actuator. The ECU also includes other ope-rations such as the automatic andsequential changeover from petrolto gas in whatever driving condition(acceleration, deceleration, idle)and at whatever rpm (BRC patent).

4.20 CHANGEOVER SWIT-CH WITH LEVEL GAUGEFOR SEQUENTSTANDARD, FAST ANDFASTNESS

This is the BRC two-position chan-geover switch (standard or built-inversion) with buzzer (acousticsignal) and level indication led. As already told before, the chan-geover switch (picture 40) forSequent Standard, Fast andFastness, allows to carry out chan-geover, gas level indication anddiagnosis and also signals anoma-lies such as gas shortage, failure,petrol automatic changeover, etc.both through the leds and the buz-zer.

Picture 40Two positions chan-geover switch withbuzzer and withoutbody for SequentStandard, Fast andFastness

Picture 41Two positions chan-geover switch withbuzzer and withoutbody for Sequent24 e 56

Picture 39Fly SF ECU:versionfor 5-68 cylinders

28

changeover switch. To do that, theECU is able to elaborate the signalcoming from the BRC resistive levelsensor (picture 42) located on themultivalve of the tank (LPG equip-ment), or from the BRC resistivepressure sensor (picture 43) of theCNG equipment. LED lighting thre-sholds are freely set up with the PC(see Software Guide 3/3 for eachsystem) to allow a precise indica-tion.

4.23 INJECTORS’ EMULA-TION IN SEQUENTSYSTEMS

The function to stop petrol injec-tions is completely carried out bySequent ECU in charge to emulateinjectors too thanks to an internalresistive load.Stop means to interrupt the electri-cal connection between petrol ECUand injectors and avoid to introducethe petrol flow inside the enginecylinders during gas operation.In this phase the SEQUENTsystem has the aim to feed theengine with gas and to avoid thecontemporaneous petrol injectionthat will be dangerous for bothengine and catalyst. Obviously thepetrol ECU diagnosis has been stu-died to “understand” if a connectionis not working, especially injectorsone.This is the reason why it is neces-sary to emulate the load that wasbefore represented by the petrolinjectors that is to replace the petrolinjectors as for an electrical point ofview with “fake” injectors the ECUis not able to understand are notthe original ones. As already said, the resistive emu-lation is still present on SequentECUs nevertheless some petrolECU also need a resistive-inductiveload. For this purpose theSEQUENT STANDARD, FAST andFASTNESS harness includes theModular LD able to give the inducti-ve load required by the petrol ECU

Picture 45Fly SF ECU mainharness forSequent Fastnessapplications

Picture 44Fly SF ECU mainharness forSequent Standardand Fast

Picture 43Resistive pressuresensor for BRCCNG reducers

Picture 42Resistive level sen-sor for BRC EuropaMultivalve

29

during gas operation when petrolinjectors are “disconnected” by FLYSF ECU. For further information,please refer to § 6.2.17.B. In Sequent 56 system the ModularLD are directly contained in theECU. In Sequent 24 the petrol injectors’emulation is made with suitablecoils contained in the ECU andsimilar to the ones used in ModularLD.

4.24 SEQUENT STANDARD,FAST AND FASTNESSHARNESS

The harness is one of the newcomponents launched with SequentStandard system.In this paragraph we will analysetwo types with different characteri-stics according to the used configu-ration.The first (picture 44) is the usualharness for Sequent applicationswhile the second (picture 45) is theone for Sequent Fastness. This innovative modular harnessesallow the installation in “easy” vehi-cles by only connecting 3 wires(rpm, + after key contact and TPS:grey, brown and white/violet wires)in addition to battery positive andnegative.For more sophisticated vehiclesthat usually require more connec-tions, the harness can be integra-ted with other connections allowingto optimise the set up and vehicledriving conditions. Both SEQUENT main harnesseshave a 56 poles connector used bysome of the most importantEuropean car manufacturers. Incase you have a two-connectorECU, it is necessary to use asecond part of the harness where a24 poles connector will be introdu-ced (picture 46).There are two types of 5-6-8 cylin-ders harnesses to feed vehicles upto 6 cylinders and another one upto 8 cylinders. The used conductors

are shielded to comply with theelectromagnetic compatibi l i tynorms. The connectors on the har-ness are all water proof except forthe changeover switch that isanyway placed inside the car so itis protected from water. As for theharness wires and connectors plea-se refer to § 6 of this guide.NOTE: as the 56 poles connectorused for SEQUENT is the sameone already used for Flying

Injection and considering the simi-lar ECU external structure of thetwo systems you could mistake theECU and install it with the wrongsystem. This mistake has to be avoided orthe car original components will bedamaged. The main harness (picture 44) andthe 5-6-8 cylinder harnesses (pictu-re 46) are available for both BRC orKeihin injectors. Pay attention not

Picture 465-6-8-cylinder FLYSF ECU connectionharness forSequent Standard,Fast and Fastness

Picture 47Sequent 24 harness

Picture 48Sequent 56 harness

30

Picture 50“ET98 SUPER” WPLGP solenoidvalve

Picture 49LPG “ET98” WPsolenoidvalve

to reverse those harnesses. The main harness for SequentFastness is available only for BRCinjectors so that it will be paired tothe suitable 5-6-8 cylinder harnesswith BRC injectors.

4.25 SEQUENT 24 HAR-NESS

SEQUENT 24 harness is thinnercompared to previous systems’one. Instead of being a 56 polesharness, it is a 24 poles one, Tomake installation easier, the systemmain components are connectedthrough a dedicated connector andthe number of wires to be welded isreduced to minimum. To complywith the electromagnetic compatibi-lity standards the system has shiel-ded conductors. The connectors onthe harness are all water proofexcept for the changeover switchthat is anyway placed inside the carso it is protected from water. Payattention to the injectors “cut” that isthe main change in the system andharness.

4.26 SEQUENT 56 HAR-NESS

SEQUENT 56 harness has beensimplified to offer the technician aneasy and fast installation of thesystem.All above described harnesses willbe analysed in details in chapter 6.

4.27 NORMAL WP “ET98”LPG SOLENOID VALVE

The LPG solenoid valve used in theSEQUENT system is a waterprooftype (with watertight connectors)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 49). Inside theLPG solenoid valve, the filteringsystem has been improved, in parti-cular for the iron-magnetic parti-

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

4.28 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 passage

sections 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 50).

NORMAL WP SOLENOID VALVE SUPER WP SOLENOID VALVE

Sequent Standard

Sequent Fast

Sequent 24

Sequent Standard

Sequent Fast

Sequent 24

Sequent 56

Tab. 4

SY

ST

EM

SY

ST

EM

31

Picture 51“VMA3/E” WP CNGelectro-assistedvalve

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

The “VM A3/E” CNG electro-assi-sted valve used in the SEQUENTsystem is of the waterproof type(with watertight connectors) and isan evolution of the well-knownCNG VMA3/E solenoid valve (pictu-re 51)The valve, that is usually installed

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 passageof fuel supply.The use of this kind of refuellingsolenoid 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).

32

Picture 04LPG SequentGenius MAX: possi-ble installation posi-tion

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, itshould nor make sudden folds atthe outlet of the sensor.

The copper pipe that goes from

Picture 01Sequent Geniusreducer installationwith diaphragmparallel to the dri-ving direction

Picture 02Sequent Geniusreducer installationwith diaphragm per-pendicular to thedriving direction

Picture 03Sequent GeniusReducer: furtherinstallation position

5. MECHANICALINSTALLATION

33

the solenoid valve to theSEQUENT GENIUS must not gothrough too hot areas of the enginecompartment.

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 thiscase, to carefully follow

the indications of water inlet “IN”and water outlet “OUT” placedon the reducer.

5.2 SEQUENT LPG GENIUSMAX REDUCER

General installation criteriadescribed in the previous para-graph have to be applied for theSEQUENT LPG GENIUS MAXreducer. Unlike Sequent Geniusreducer, the Genius Max has rub-

ber-holders connections on theoutlet so that pipes have to be tigh-tened using the suitable suppliedclick clamps.

5.3 ZENITH CNG REDUCER

General installation criteriadescribed 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.

5.4 LPG SEQUENT 24GENIUS REDUCER

Installation criteria describedin § 5.1 are valid for the LPGSEQUENT 24 GENIUS version.

This reducer is available onlywith rubber-holder connections so

Picture 05CNG SequentZenith Reducer:example of installa-tion

Picture 06Reducer heatingcircuit – paralleltype

Picture 07Reducer heatingcircuit – series type

34

Picture 11

1

2

3

4

5

7

6

Version with rubber-holder

Picture 10“FJ1 HE” gaseousphase filter

that you will have to use click clam-ps for the fixing.

5.5 LPG SEQUENT 56 MAXGENIUS REDUCER

Installation criteria describedin § 5.1 are valid for the thisreducer version, too.

This reducer is available onlywith rubber-holder connections sothat you will have to use click clam-ps for the fixing.

5.6 “FJ1 HE” HIGH EFFI-CIENCY 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.

Attention: During theinstallation of the filter we

strongly suggest you to respectthe direction indicated on the fil-ter label as this shows the gasflow direction from Genius redu-cer to injectors rail.

The described filter is availablewith rubber-holder connectionsonly.

FJ1 HE filter is not used forSequent Fastness.

5.7 RAIL AND INJECTORSGROUP

5.7.1 BRC INJECTORS INSTAL-LATION ON RAIL

The rail always has a connec-tion to fix the pipe going to the P1

pressure 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) on therail seat (2).• Introduce the O-Ring (3) on theinjector 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 spannersto block the injector as they candamage the steel body or theplastic covering. Use a maximumtorque of 8 ± 0,5 Nm. • Place the fixing bracket in the

35

Picture 10

2

4

1

3

5

7

6

Version with rubber-holder

car using the screws and thewashers.

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 KEHIN INJECTORS

INSTALLATION ON 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 10).

Keihin Injectors must be assem-bled as indicated below (picture30A):

• 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 mountedthey 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 injectors

should 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).

Picture 11

2

8

4

1

3

5

7

6

9

10

36

Picture 14Example of the railinstallation withBRC injectors andtemperature andpressure sensorgas

Picture 13Example of the railinstallation withKeihin injectors

Picture 12Example of the railinstallation withBRC injectors

5.7.3 BRC INJECTORS INSTAL-LATION ON RAIL WITH PRESSURE

SENSOR AND GAS TEMPERATURE

(SEQUENT FASTNESS, 24 AND

56)

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 12).

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.

BRC injectors has to be instal-led as follow:

• Introduce the O-Ring (1) on therail seat (2).• Introduce the O-Ring (3) on theinjector 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 spannersto block 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) on thesensor threaded part (7)• Introduce the sensor (7) in therail seat (8) • Place the fixing bracket (picture9) in the car using the screwsand the washers.Please pay attention to the clea-

ning during assembly to avoid dirti-ness damage the injector.

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’ RAIL INSTAL-LATION IN THE VEHICLE

The rail with the injectors can befixed both to the vehicle and to theengine; the orientation is not impor-tant (picture 12 and picture 13).

The fixing must be stable; it isnecessary to place the injectors asclose as possible to the engine

head 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.

37

Picture 16Example of theSequent FastnessMAP sensor instal-lation

Picture 15Example of the P1-Map sensor installa-tion

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-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 aspira-ted 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 15)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 MANIFOLD ABSOLUTEPRESSURE SENSOR

As already told before, this sen-sor is included in Sequent Fastnesskit while it is not supplied forSequent 24 and 56 ones (soldseparately) because it is used onlyfor calibration and set-up phases.

For installation please follow theindications described in the pre-vious paragraph.

5.10 PIPES

The pipes (picture 17,18 and19) belonging to the Sequent

system are realised by BRC. Thepipes ø 10x17 mm supplied in theSequent kit have a fitting on eachends (picture 17) and pipe ø 5x10,5mm has the fitting on one end only(picture 18).

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 19):• Mount the fitting with rubber-

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 fixed

Picture 17gas pipe ø10x17 tobe used in all kitswhere the rail gasoutlet is with threa-ded connection

38

Picture 20Inclination of thedrilling on manifoldsYES NO

Manifold

Eng

ine

pen, 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

Use a correctly sharpened 5 mmhelicoidal bit, and then thread withan M6 screw tap (picture 23).

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

the 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 20 and 21).

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

After having marked properlythe drilling points with a felt-tipped

on the free end with the click clam-ps without using the rubber-holderand 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.

We recommend not to use pipesthat are different from the onessupplied 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.

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 preserving

Picture 19Pipe-holder assem-bly

1234

Picture 18Gas pipe ø 5x10,5mm

39

Picture 21Orientation of theholes on themanifolds

Picture 22Drilling of manifold

Picture 23Threading ofmanifold

YES YES

NO

manifold. In particular, we recommend to

frequently 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 andoften clean the screw tap.

By using the two 10-mm wren-ches, screw every single nozzle tothe fitting of the 10x17 pipe.

By using two 10 mm wrenches(picture 24) screw each nozzle tothe used ø 5x10,5 mm pipe con-nection. Using some Loctite 83-21(picture 25) 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 smalldiameter air-intake

manifolds, it can be necessary tomount some special nozzles,shorter than the standard ones.

Picture 24Nozzle clamping onpipe-fittingSolo per injectorsBRC

40

Picture 28ECU installation inthe engine compart-ment

5.12 ECU (ELECTRONICCONTROL UNIT)

It can be fixed both inside thepassenger and in the engine com-partment (picture 27 and 28 page36). Use the fixing holes on the alu-minium body avoiding to subjectthe structure to excessive stresses(e.g.: do not fix the ECU on a con-vex surface, thinking you can tigh-ten the bolts thoroughly and leveleverything). 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-OVER SWIT-CH

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 canbe directly built in the vehicle’sdashboard using the special tool todrill, 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 a

Picture 25Threads-blockerproductOnly for BRC injec-tors

Picture 26Nozzle clampingwith pipe onmanifold

Picture 27ECU installationinside passengercompartment

41

specific 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 theconnections (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-cabled connections should

be carried out through electricbrazing (soft soldering) andopportunely insulated. The sol-dering should not be “cold” andshould not risk coming off in thefuture. Any unused wire of theharness should be shortenedand separately insulated. Neveruse welders that are connectedto the battery of the same vehi-cle, or welders of the quick type.

5.15 INSTALLATION TYPES

For various mechanical andelectrical installation types, pleaserefer to the specific handbook 2/3.

42

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-poles 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 contai-ned in this paragraph to avoidinstallation mistakes that can causethe breaking 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.

The following paragraphswill describe in details all

Sequent systems in this order:Sequent Standard and Fast,

Sequent Fastness, Sequent 24and Sequent 56.

6.2 SEQUENT STANDARDAND FAST MAIN HARNESS

6.2.1 56 POLES CONNEC-TOR

As the 56 poles connector forSEQUENT system is the sameused for Flying Injection and con-sidering the similar ECU externalstructure of the two systems, payattention not to use the wrong ECUin the wrong system.

This mistake has to beavoided or ECUs and/or

the original vehicle system couldbe damaged. If, after the systemand ECU installation the vehicledoes not start, a good suggestion isto control the ECU before tryingagain.

6.2.1 CONNECTION OF THESOLENOID VALVES

An important difference compa-red to other BRC systems, that cancause mistakes if it is not taken intoconsideration, is the connection ofthe solenoid valves. In the previoussystems, a terminal of the solenoidvalve was perpetually connected tothe ground (usually to the vehicle’sbody, near the solenoid valveitself), 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 solenoidvalve terminal is connected perpe-tually to the ground, but a wirecomes from the +12V battery(through fuse and relay), while theFLY SF ECU controls 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 thereare piloting 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-

6. ELECTRICALCONNECTIONS

(-) (+) (-)

(+)

Picture 01Connection of frontand back solenoid-valves

“E”

shea

th

“F”

shea

th

Extension cable

cod. 06LB50010062

43

Level SensorConnector

"E"

+ -

"A"

Battery

BlackBlack

RedRed

EuropaMultivalve

Back SolenoidValve Connector

1 2 3 4P1 MAP

FLY SF

"B"

123

"C" "D"

Relay

"L""M""N"

"P1" "P4"

"P3""P2"

"O"

"H"

"G"

"Q"

Rail or Rail Turbo

Pressure Sensor

+12V

Aft

er C

on

tact

(TPS signal)

PetrolECU

Fuse5A

Fuse15A

DiagnosticPoint

(rpm Signal)

Lam

bd

a O

xyg

en s

enso

r

1st PetrolInject.

2nd PetrolInject.

3rd PetrolInject.

IF NECESSARY SEE"POSSIBLE CONNECTION

TYPOLOGIES "

c/o switchconnector

Petrolinjectorssequence

Gas temperaturesensor

"GENIUS SEQUENT"Reducer

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.

4th PetrolInject.

Whi

te/V

iole

t

Bro

wn

Gre

y

Yel

low

10 Poles connectorfor Injectors

harnessconnections

10 Poles connectorfor Auxiliaryharness connections

"P"

GasInlet P1

1 2 3 4

GAS injectors sequence

"I1""I2"

"I3""I4"

LPGSolenoid Valve

(-) (+)

"F"

Picture 02General SequentStandard/Fast wiring diagramExtension cable

44

necting the two solenoid valves inparallel: this may prejudice theECU diagnosis function (picture 1).

6.2.2 56-POLES HARNESS

As the 56-poles connector usedby the SEQUENT system is thesame already used for the FlyingInjection, even considering thesimilarity of the external structure ofsystems, it is possible to confusethe ECU of a system with the otherone, fitting it in the wrong equip-ment.

Such an error must be avoided,as it can damage the ECUs and/orthe original equipment of the vehi-cle. If, after the installation of theequipment and the ECU, the vehi-cle does not start up, it is a good tipnot to insist, before having checkedthat the ECU is of the correct type.

6.2.3 SEQUENT GENIUS AND

GAS TEMPERATURE SENSOR

The temperature sensor con-tained in the Genius Sequent,Genius M and Genius Max is dif-ferent from the one used for theFlying Injection. Confusing thetwo sensors and mounting thewrong one, the ECU will not beable to determine the correct gastemperature, to act correctly theprogrammed changeover strategiesand to make the corrections in theinjection times that depend on thegas temperature, while running ongas.

6.2.4 SUPPLIES AND GROUND

FROM 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 of

same 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 fittedin the 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 therelay.

6.2.6 CHANGEOVER SWITCH

The 10-poles multipolar cable“C” inside the harness, ending onthe 10-way connector, is used forthe connection of the ECU to thechangeover switch placed in thepassenger compartment (picture 2).In order 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-polesconnector of the ECU. The connec-ting cable “D” differs from the oneused for the connection of the PCon the Flying Injection system, forthe 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-poles con-nector, pre-cabled (Sheath “E” ondrawing of picture 2). There is noerror possibility, because the con-nector of the level sensor is theonly one of this type. The connec-tion between the ECU and the sen-sor can be made through the spe-cial extension cable(06LB50010062) ended on the spe-cial connector of the resistive sen-sor for the Europa Multivalve. Thesheath “E” also contains the 2-poles connector for the back sole-noid valve connection (see par.6.2.8).

6.2.9 SOLENOIDVALVES

The solenoidvalves has to beconnected to the harness throughthe pre-cabled connectors connec-ted to the wires contained in thesheaths “E” and “F”. The front sole-noid valve will be connected to theconnector of the sheath “F”, whilethe rear one (“Europa” multivalve)will be connected to the connectorof sheath “E” through a suitableextension cable code06LB50010062 (picture 1 page 37and 3 page 40).

45

The sheath “E” also contains theconnector for the resistive levelsensor described in par. 6.2.8.

6.2.10 GAS TEMPERATURE SEN-SOR

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-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 PRESSURE SEN-SOR AND MANIFOLD ABSOLUTE

PRESSURE SENSOR (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 (or

(-)

(+)

Picture 03

“E”

shea

thE

xten

sion

cab

le

cod.

06LB

5001

0062

from 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 tomaintain the correspon-

dence between gas and petrolinjectors.

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,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 rpm

indicator signal wire going from thepetrol ECU to the revolution coun-ter in the dashboard. This wire isnot to be cut but only stripped, wel-ded with the wire of the SEQUENTharness and insulated (picture 2).

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 andinsulated. 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 therefo-re very useful in the event of theself-learning phase requiring afurther configuration refinement

46

(refer to the 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 positivesignal 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-POLES-CONNECTOR

FOR PETROL INJECTORS HAR-NESS CONNECTION

The interruption of the petrolinjector is possible by using the “P”sheath ending with a 10-poles-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 harnesses codes withBosch connector sold separatelyfrom the kits.

• code 06LB50010102 Right(DX) Sequent connection har-ness for 4 petrol injectors• code 06LB50010103 Left (SX)Sequent connection harness for4 petrol injectors, • code 06LB50010105 Right(DX) Sequent connection har-ness for 2 petrol injectors, • code 06LB50010106 Left (SX)Sequent connection harness for4 petrol injectors, • code 06LB50010101 UniversalSequent connection harness for4 petrol injectors, • code 06LB50010104 UniversalSequent connection harness for2 petrol injectors, to be chosen according to the

petrol injectors’ polarity.

List of the harnesses codes withSumitomo connector sold separa-

tely from the kits.• 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 the

petrol injectors’ polarity.

The connection is very easy andthe 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 sequencewe have during the petrol

operation while operating with

gas. It is necessary to stop thepetrol injectors’ signals with thesame order you will follow toconnect the 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 Sequentpetrol 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-

Picture 04aBosch connectorPilot light on or LED “DX” Polar

Original InjectorConnector

Original InjectorConnector

Bosch connectorPilot light on or LED “SX” Polar

Use a left har-ness or, in caseof a universalone, interveneon the negativewire on theright.

Use a right har-ness or, in case

of a universalone, intervene

on the negativewire on the left.

Picture 04bConnector typeSumitomo

Original InjectorConnector

Bosch connectorPilot light on or LED “SX” Polar

Use a left har-ness or, in caseof a universalone, interveneon the negativewire on theright.

Bosch connectorPilot light on or LED “DX” Polar

Original InjectorConnector

Use a right har-ness or, in case

of a universalone, intervene

on the negativewire on the left.

47

ted directly on the harness con-nection wires.

6.2.17.A POLARITY OF THE

INJECTORS

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 Universalharness) 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 number4 it is necessary to:

• Disconnect the connectors ofall the injectors and, if neces-sary, all other connectors ifinstalled upstream (before doingthis, please contact BRC techni-cal Assistance Service) • Switch the dashboard on• Find out which pin of eachfemale connectors just discon-nected has a +12 V voltage(use the 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 rightyou have to use a RIGHTHarness. If you are installing aUniversal harness you will haveto stop the negative wire (on theleft).• If the feeding is on the left usethe LEFT Harness. If you areinstalling a Universal harnessyou will have to stop the negati-ve wire (on the right).

6.2.17.B MODULAR LD

As can be seen from paragraph4.23, 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/SX

"Q"

Picture 06

10-poles-har-ness connec-

tor for auxiliaryconnections

Bla

ck

Whi

te/r

ed

Yello

w 2

Ligh

t blu

e 2

Ligh

t blu

e 1

Tem

per

atu

reG

as 2

Wat

erTe

mp

erat

ure

Oxy

gen

sen

sor

2si

gn

al

Cra

nks

haf

t se

n-

sor

and

Sp

ark

tim

ing

ad

van

cer

Oxy

gen

sen

sor

2em

ula

ted

sig

nal

Oxy

gen

sen

sor

1em

ula

ted

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

Picture 0610-poles-har-ness connec-tor for injec-tors’ connec-tion

ModularLD

48

or universal injectors harness. Thisconnection enables to supply aresistive-inductive load to the origi-nal petrol ECU.

6.2.18 10-POLES CONNECTOR

FOR AUXILIARY HARNESS CON-NECTION

In case of “particular” vehicles,SEQUENT offers the possibility,through the sheath “Q” ending witha 10-poles 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 code06LB50010100, 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 Signal Sensor 1

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

Light blue wire (Gr. 2):Emulated Lambda Signal 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 insulate

Picture 08Negative

"Q"

✗

✂

Picture 07

Pin

k

Blu

e

Pin

k/B

lack

Blu

e/B

lack

Crankshaft sensor negative

Cut and eli-minate

Insulate

Insulate

Crankshaft sensor positive

Petrol ECU

FLY SF

10-poles-har-ness connec-

tor for auxiliaryconnections

Picture 09Positive

the unused wire terminals andconnector.

6.2.18.A CRANKSHAFT SENSOR

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 to

be interpreted by the FLY SF ECU,it is possible to take the Crankshaftsensor signal through theConnector present on the AuxiliaryConnection Harness.

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

BluePinkBlue/BlackPink/Black

49

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

It is sufficient to connect theSequent 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 thereference “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, cutand 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 with oneof the specific interface cables sup-plied by BRC, the diagram to be fol-lowed is represented in picture 10.

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 the

Picture 11

✂✂

"Q"

✗

✂

"Q"

FLY SF

Pin

k

Blu

e

Pin

k/B

lack

Blu

e/B

lack

Crankshaft sensor negative

Cut and eli-minate

Crankshaft sensor positive

PETROLECU

Picture 1210-poles-har-ness connec-

tor for auxiliaryconnections

"Q"

Picture 10

FLY SF

Top Dead Centersensor connector

BRC interface cable

10-poles-har-ness connec-

tor for auxiliaryconnections

ConnectorInterface cable

Picture 12

Whi

te/R

ed

Engine water temperature signal

Petrol ECU

FLY SF

10-poles-har-ness connec-

tor for auxi-liary connec-

tions

50

Blue/Black and Pink/Black wireswill have to be connected to theside going to the petrol ECU. Asregards to the polarity of the Pinkand Blue wires, see the previousparagraph.

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.

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 connectionis normally 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 Lambda Oxygen SensorSignal

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

The possible connection of theYellow wire going out from the main

harness 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

The following paragraphs willdescribe the differences comparedto the previously describedSequent harness to avoid unneces-sary repetitions.

As you may note from the gene-ral connection plans (picture 2 pic-ture 15) differences are substantial.

The Sequent Fastness generalconnection plan (picture 15) doesnot include the auxiliaries 10 polesconnector and adds a 5 poles onefor the crankshaft sensor connec-tion to be able to manage theadvance and/or rpm reading.

Moreover the Black wire (gas 2temperature) and the White/Redone (water temperature) have beeneliminated as they are incorporatedin the sensor on Zenith reducer.

"Q"

"N"

✂

Picture 13

10-poles-har-ness connec-

tor for auxiliaryconnections

Petrl ECU

Oxygen sensor signal

Ligh

t blu

e 1

Yello

w 1

✂

"N1"

"N2"

Picture 14

Petrol ECU

Oxygen sensor signal

N2N1

Ligh

t blu

e 1

Yello

w 1

Ligh

t blu

e 2

Yello

w 2

FLY SF

FLY SF

51

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

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 15Sequent Fastness General wiringdiagram with Zenith Reducer

1 1 2 2

52

sensor, connect the Light Blue wireon the ECU side and the Yellowwire on the Oxygen sensor side(picture 13 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 andLight 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-POLES-CONNECTOR FOR

CRANKSHAFT TO MANAGE

ADVANCING AND/OR RPM REA-DING

In case of particular vehicles,Sequent offers the possibility throu-gh the sheath “Q” ending with a 5-poles connectors to carry out theconnection for crankshaft sensorfor the timing advancer manage-ment and/or rpm reading.

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

poles harness wires please referto the indications contained inthe following paragraphs. Werecommend you to insulate thewires’ ends and the connector ifnot used.

6.3.5 A CRANKSHAFT SENSOR

SIGNAL

The SEQUENT system is able

6.3.1 ZENITH SEQUENT FAST-NESS AND WATER TEMPERATURE

SENSOR

The connection to the harnessis made with the suitable 4-polesconnector (male holder on the har-ness) where the 3 wires containedin the harness “G” sheath end. Inthe final part about 10 cm of yel-low thermo-narrowing is introdu-ced to avoid confusion withother 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-polesconnectors (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 PRESSURE

SENSOR 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 Oxygen

Picture 17Negative

"Q"

✗

✂

Picture 16

Blu

e

Pin

k

Pin

k/B

lack

Blu

e/B

lack

Negative Crankshaft sensor

Cut and eli-minate

Insulate

Insulate

Positive Crankshaft sensor

Petrol ECU

FLY SF

5-poles-con-nector

53

to 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.

You only have to connect theBlue and Pink wires of the %-polesharness respectively to the negati-ve and positive of the crankshaftsensor (picture 20), 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.

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.

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 be

followed is represented in picture19.

In this case it is NOT necessaryto remove the 5-poles connector,but it is possible to connect it toone of the Timing AdvanceProcessor Harnesses normallyused for the Aries electronicAdvance Processor (for the correctchoice refer to the specific wiringdiagrams of the single vehicles orto the BRC Price List: Timing

Picture 18Positive

Picture 20

✂✂

"Q"

✗

✂

"Q"

Picture 19

FLY SF

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-compatiblewith one of the specific interfacecables supplied by BRC, the dia-gram to be followed is representedin picture 20.

In this case it is necessary to

5-poles-connector

BRC interface cable

Top Dead Center sensor

Interface cable

FLY SF

Pin

k

Blu

e

Pin

k/B

lack

Blu

e/B

lack

Negative Crankshaft sensor

Cut and eli-minate

Positive Crankshaft sensor

Petro ECU

5-poles-con-nector

54

6.4.1 GROUND FROM BATTERY

The sheath “AS” in picture 21contains 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 21contains 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 and15).

6.4.3. RAIL “P1” PRESSURE

SENSOR AND MANIFOLD ABSOLU-TE PRESSURE SENSOR (MAP)

The possible second P1-MAPpressure sensor can be connectedto the 5-6-8-cylinder harness throu-gh the proper pre-cabled connector

remove the 5-poles harness con-nector, obtaining thus the following4 wires:

BluePinkBlue/BlackPink/BlackThe 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 wireswill have to be connected to theside going to the petrol ECU. Asregards to the polarity of the Pinkand Blue wires, see the previousparagraph.

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 SEQUENT CON-FIGURATIONS)

As mentioned in paragraph4.19, in addition to the main har-ness, ending with a 56-way con-nector, used for the conversion of4-cylinder vehicles, another har-ness is available to be used ontwo-connector FLY SF ECUs,

ending with a 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).

5 6 7 8

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

"HS" "AS"

"BS" Verde

Bla

ck

Picture 205-6-8-cylinder har-ness

55

of the wires contained in the sheath“HS” (picture 21).

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 21).

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

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 tomaintain the correspon-

dence between the gas injectorsand the 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 distinguishesthe connectors of the gas injectorsis stamped on the harness wiresgoing to the same connector.

6.4.5 10-Poles connector forpetrol injectors harness connec-tion

The interruption of the petrol

injectors (from the 5th to the 8th) ispossible by using to the sheath“PS” ending with a 10-poles con-nector.

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 same injec-tion sequence you have duringpetrol operation. It is thereforenecessary to interrupt the signals ofthe petrol injectors with the sameorder of the gas injectors’ connec-tion.

The numbers that distinguishboth the gas injectors’ connectorsand the petrol ones are printeddirectly on the corresponding wiresof harness connection.

56

MAIN DIFFERENCES BETWEEN STANDARD SEQUENT / SEQUENT FAST AND SEQUENT 24

Sensors• P1-MAP (case)• Tgas on the reducer

• P1-Tgas integrated on rail• T water integrated on the reducer• MANIFOLD PRESSURE ONLY WHILESELF-MAPPING

Injectors Cut• Cut on the negative inside the ECU• Emulation with the Modular LD

• Cut on the POSITIVE inside the ECUand simultaneous for the 4 injectors (theorange wires do not enter the ECU)

Key contact and Petrol InjectorsPositive

• To connect to the key contact positive(brown) and to the petrol injectors positive(white-green)

• The key contact positive becomespetrol injectors positive that goes into andout from the ECU. ECU ignition only if thepetrol injectors positive is active

Communication • Active with key contact positive ON

• Active with the engine switched on;once it is connected it remains activeeven disconnecting the key contact (if thePC/ communication is not disconnected)

Changeover switch • 10 pins connected with the ECU • 3 pins connected with the ECU + onefor the level on the changeover switch

Screen • Connected with the ECU case with aspecific pin • Connected with the battery ground

TPS connection • Necessary or Optional • Not connected

RPM Connection • Necessary or Optional• It is possible to use the RPM countersignal, the crankshaft position sensorsignal (only one wire) or the coils negative)

Filing of the mappings• FSF+AAP file or only FSF for vehicleparameters and mapping

• File FLS per parametri vettura e map-patura. • Separato dai Sequent precedenti

Advance variator • Inside • Outside

SEQUENT/SEQUENT FAST SEQUENT 24

6.5 SEQUENT 24 MAINHARNESS

6.5.1 24 POLES HARNESS

SEQUENT 24 harness is thinnercompared to previous systems’one. Instead of being a 56 polesharness, it is a 24 poles one. Tomake installation easier, the systemmain components are connectedthrough a dedicated connectorsand the number of wires to be wel-ded is reduced to minimum. Tocomply with the electromagneticcompatibility standards the systemhas shielded conductors. The con-nectors on the harness are allwater proof except for the changeo-ver switch that is anyway placedinside the car so it is protected fromwater. Pay attention to the injectors“cut” that is the main change in thesystem and harness.

6.5.2 CONNECTION OF THESOLENOIDVALVES

Please refer to § 6.2.2

6.5.3 SUPPLIES AND GROUND

FROM BATTERY

Please refer to § 6.2.4.

6.5.4 FUSES AND RELAY

Please refer to § 6.2.5.

6.5.5 CHANGEOVER SWITH

The 4-poles multipolar cable “C”inside the harness, ending on the4-poles connector, is used to con-nect the ECU to the changeoverswitch placed in the passengercompartment (picture 22). In orderto make easier its passage acrossthe wall openings, we suggest to

bend the connector by 90° to makeit parallel to the wires.

The SEQUENT 24 system usesthe BRC two-position changeoverswitch with buzzer (see BRC PriceList for sale codes).

6.5.6 DIAGNOSTIC POINT

Please refer to § 6.2.7.

6.5.7 LEVEL SENSOR

Please refer to § 6.2.8.

6.5.8 SOLENOIDVALVES

Please refer to § 6.2.9.

57

Fig. 22General wiring dia-gram Sequent 24

58

6.5.9 GENIUS SEQUENT 24GENIUS AND WATER TEMPERATU-RE SENSOR

The connection to the harnessis made with the 4 poles connector(male holder on the harness) wherethe harness three wires of thesheath G end (picture 22).

6.5.10 MAP ABSOLUTE PRES-SURE SENSORS

This sensor is not included inSequent 24 kit but separately soldbecause it is used for calibrationand self-mapping system only.

The connection is through theharness “M” connector (picture 22)

6.5.11 GAS INJECTORS

The Gas Injectors are connec-ted to the harness by means of thewires with pre-cabled connectorscontained in the sheaths “I1”, “I2”,“l3”, “I4” (see picture 2).

The connectors of the gas injec-tors are progressively numberedfrom 1 to 4 and in the same way asthe sheaths of the wires that will beconnected with the petrol injectors.

It is very important to maintainthe correspondence between thegas injectors and the petrol ones.

Practically, the gas injector towhich the n° I1 connector will beconnected, should correspond tothe cylinder containing the petrolinjector, where we will connect theplug P1 of the Injectors ConnectionSequent 24 Harness (or theOrange and Violet wires of theUniversal Injectors ConnectionSequent 24 Harness) and so on.

In case the correspondence isnot respected, it is possible to notea worsening in the equipmentperformances such as, for exam-ple: worse driving conditions, grea-ter instability of the Lambda control,less “clean” petrol/gas changeover,etc.

The number that distinguishes

the connectors of the gas injectorsis stamped on the harness wiresgoing to the same connector.

6.5.12 RPM

SEQUENT 24 system is able toacquire the engine rpm signal(“RPM”) by connecting directly tothe counter signal or to the crank-shaft one.

As for the rpm signal the Grey

wire of the “L” sheath has to beconnected to the original installa-tion rpm wire (the one going fromthe petrol ECU to the dashboardrpm counter)

The wire has not to be cut butonly peeled, welded and insulatedwith the Sequent 24 harness greywire (picture 25).

When the crankshaft sensor isacquired, you have to verify if thecrankshaft sensor is Hall or

(-)

(+)

ECU 24

Picture 24

“E”

shea

thE

xten

sion

cab

le

cod.

06LB

5001

0062

(-) (+) (-)

(+)

ECU 24

Picture 23Connection of frontand back solenoid-valves

“E”

shea

th

“F”

shea

th

Extension cable

cod. 06LB50010062

Picture 25

ECU 24

Petrol ECU

RPM

Gre

y

59

Resistive. Pictures 26 and 27 showthe connection to carry out in thetwo cases.

6.5.13 OXYGEN SENSORSIGNAL

“N” sheath contains the Yellowand Light Blue wires. The yellowone has to be connected to theOxygen sensor wire before thecatalyst. This wire has not to be cutbut peeled, welded with theSequent 24 harness wire and insu-lated.

The Yellow wire connectionallows a faster self-adaptability ofSequent 24 ECU and it is very use-ful when the self-mapping phaserequires a further improvement ofthe map itself (see software guide)

In case of oxygen sensor signalemulation, it is necessary to cut thewire going to lambda oxygen sen-sor, connect the Light Blue wire onthe ECU side and the Yellow oneon the oxygen sensor one (picture28).

The above connections have tobe carried out only on particularvehicles after BRC TechnicalAssistance indications.

6.5.14 6 POLES CONNECTORS

FOR HARNESS PLUG TO PETROL

INJECTORS

6.5.14.A injectors Cut and positi-ve after turning the key

Differently from previousSequent systems, here the injec-tors are cut on the positive so thatthere are few wires going to theECU.

In fact the two wires of the “P”sheath are enough to stop all injec-tors: the White/Green wire (injec-tors positive, original installationside) and the White/Brown (injec-tors positive, injectors side) (picture30).

On the other hand, it is not pos-sible to changeover from petrol to

gas and viceversa injector afterinjector so that the changeovercould be a little bit abrupt so that forsome vehicles it should be neces-sary to change only during decele-ration.

The White/Green wire has thefunction of positive after turning thekey that means it is the wire fee-ding the gas ECU. At this purpose itis better to remember that somevehicles do not activate the injec-

tors’ positive till the vehicle is ope-rating so that the key contact is notenough. In this case please startthe engine to fee the gas ECU. Asduring programming, the gas ECUneeds this wire is with high poten-tials, the programming has to becarried out during engine operation.

Usually the injectors’ positivedoes not reach a low potentialwhen both engine and key contactare off but it can stay high for some

Picture 26Connection greywire with the resisti-ve crankshaft sen-sor.

ECU 24

ECU 24

Picture 27Connection greywire with the Hallcrankshaft sensor.

ECU 24

Picture 28

Petrol ECU

Oxigen Lamba sensor

Ligh

t Blu

e

crankshaftconnector

PositivNegativ

Gre

y

crankshaftconnector

Positivsignal

Neagtiv

Grig

io

Yello

w

60

seconds when the vehicle is not on.In this case the ECU will stay on forsome seconds too.

The White/Brown wire is directlyconnected to petrol injectors. Itgives tension on injectors’ positiveduring petrol operation while it doesnot allow the feeding during gasone in order to cut injectors.

We strongly suggest the useof Sequent 24 right and left har-ness whenever is possible.

By using them all connections toinjectors are fast, avoid weldingand possible mistakes (picture 29).

In case right and left harnessescan not be used, you can install theUniversal one. Pay anyway atten-tion to carefully follow the attachedindications. Particularly considerthat:

• The White/Green wire can beconnected to one positive wireonly coming from the originalpetrol ECU even if it is better allinjectors’ positives end to onewire only (ECU side) to avoid tooverload one only petrol har-ness wire.• All petrol injectors’ positiveshave to be cut, disconnectedfrom the original positive andconnected with the White/Brownwire only. In fact, if a petrolinjector receives the originalpositive, the injector will operateeven while running with gascausing bad combustion of itscylinder.• The petrol injectors’ positivehas to be cut as nearest as pos-sible to the petrol injectorsthemselves. By cutting the posi-tive far from the injectors youcould cut also other actuators orsensors that are fed with thesame original wire. • Injectors’ negatives have to becut and connected as before toviolet wires (petrol ECU side)and orange (injectors’ side) andhave to be connected in thesame order of the gas injectorsfrom 1 to 4

ECU 24

1st PetrolInject.

2nd PetrolInject.

3rd PetrolInject.

4th PetrolInject.

Picture 29Harness Sequent24 - Harness Rightor Left

ECU 24

Po

siti

ve

Neg

ativ

e

Inj. 1 Petrol

Inj. 1 Petrol

Inj. 2 Petrol

Inj. 2 Petrol

Inj. 3 Petrol

Inj. 3 Petrol

Inj. 4 Petrol

Inj. 4 Petrol

White/Green

White/Brown

Ora

ng

e

Vio

let

1st PetrolInject.

2nd PetrolInject.

3rd PetrolInject.

4th PetrolInject.

Po

siti

ve

Po

siti

ve

Po

siti

ve

Neg

ativ

e

Neg

ativ

e

Neg

ativ

e

Vio

let

Vio

let

Vio

let

Ora

ng

e

Ora

ng

e

Ora

ng

e

Picture 30Harness Sequent24 - Universal har-ness

61

For a correct installation pleaserefer to picture 30.

List of the harnesses codes withBosch connector.

• code 06LB50010122 DX (right)Sequent 24 harness for 4 PetrolInjectors connection • code 06LB50010123 SX (left)Sequent 24 harness for 4 PetrolInjectors connection• code 06LB50010121 UniversalSequent 24 harness for 4 PetrolInjectors connection to be chosen according to thepetrol injectors’ polarity

List of the harnesses codes withSumitomo connector.• code 06LB50010124 DX (right)Sequent 24 harness for 4 PetrolInjectors connection,• code 06LB50010125 SX (left)Sequent 24 harness for 4 PetrolInjectors connectionto be chosen according to the

petrol injectors’ polarity

The connection is very easy andthe 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 transver-sal engine you will indicate as num-ber 1 the cylinder placed on thecam belt side (see picture 22)

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

6.5.14.B Polarity of the injectors

It is necessary to pay attentionnot to confuse right and left harnes-ses and carefully follow the sup-plied instruction leaflet. In case ofpossible inversion of the harnes-ses, the vehicle will not start norwith petrol or gas and the injectorspiloting outlets from the petrol ECUto the positive could be short-circui-ted. the injectors piloting could be

short-circuited.This short-circuit affects the

petrol ECU only when the engineruns (but anyway it is not possibleto start the vehicle). Moreover thepetrol ECU is generally protectedagainst this type of short-circuit.Please pay attention. Particularlywe suggest not to excessively insistif the vehicle does not start afterhaving reconnected the injectorsbut to immediately the connectionharness is correct.

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 Universalharness) 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 number31a abd 31b it is necessary to:

• Disconnect the connectors of

Picture 31aConnector typeBosch

Bosch connectorPilot light on or LED “DX” Polar

Original InjectorConnector

Original InjectorConnector

Bosch connectorPilot light on or LED “SX” Polar

Use a left har-ness or, in caseof a universalone, interveneon the negativewire on theright.

Use a right har-ness or, in case

of a universalone, intervene

on the negativewire on the left.

Picture 31bConnector typeSumitomo

Original InjectorConnector

Bosch connectorPilot light on or LED “SX” Polar

Use a left har-ness or, in caseof a universalone, interveneon the negativewire on theright.

Bosch connectorPilot light on or LED “DX” Polar

Original InjectorConnector

Use a right har-ness or, in case

of a universalone, intervene

on the negativewire on the left.

62

6.6.5 SEQUENT 56CHANGEOVER SWITCH

Sequent 56 changeover switchis the same used for Sequent 24.For “C” sheath please refer to §6.5.5

6.6.6 DIAGNOSTIC POINT

For “D” sheath connection plea-se refer to § 6.2.7

6.6.7 LEVEL SENSOR

For “E” sheath connection plea-se refer to § 6.2.8

6.6.8 SOLENOIDVALVES

For solenoidvalves connectionplease refer to § 6.2.9 for “E” and“F” sheaths (picture 01).

6.6.9 SEQUENT 56 GENIUS AND

WATER TEMPERATURE SENSOR

The connection to the harnessis through the suitable 4 poles con-nector (male holder on the harness)where the 3 wires of the harness“G” sheath end.

6.6.10 MAP ABSOLUTE PRES-SURE SENSOR

This sensor is not included inSequent 56 kit but separately soldbecause it is used for calibrationand self-mapping phases only.

During self-mapping phase,MAP pressure sensor is connectedto the harness through the suitablepre-cabled connector attached tothe “H” sheath wires.

The harness end also has 10cm of grey thermo-narrowing.

6.6.11 PRESSURE AND GAS

TEMPERATURE SENSORS

Pressure and gas temperaturesensor is placed directly on the rail(dedicated for BRC injectors)

all the injectors and, if neces-sary, all other connectors ifinstalled upstream (before doingthis, please contact BRC techni-cal Assistance 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 (payattention to the reference teeth)the +12V wire is on the right youhave to use a RIGHT Harness.If you are installing a Universalharness you will have to stopthe negative 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 negati-ve wire (on the right).

Connection harness codes forthe 4 injectors are the following(these are not included in the kitand have to be separately ordered):

06LB50010121– UNIVERSALHARNESS06LB50010122 - RIGHT HAR-NESS06LB50010123 – LEFT HAR-NESS

The petrol injectors’ emulation ismanaged through suitable coils,similar to the ones used forModular LF in Sequent Standardsystems and are contained insidethe ECU

6.6 SEQUENT 56 MAINHARNESS

The following paragraphsdescribes the novelties for Sequent56 harness. For all other connec-tions please refer to previous para-graphs and previous Sequent stan-dard and Sequent 24 systems toavoid useless repetitions.

6.6.1 56 POLES CONNECTOR

as the 56 poles connector usedfor SEQUENT is the same onealready used for Flying Injectionand considering the similar ECUexternal structure of the twosystems you could mistake theECU and install it with the wrongsystem.

This mistake has to be avoi-ded or ECUs and/or the originalvehicle system could be dama-ged. If, after the system and ECUinstallation the vehicle does notstart, a good suggestion is to con-trol the ECU before trying again.

Please refer to the labels forSequent 56 system to avoid possi-ble confusion as for harness andECU.

6.6.2 SOLENOID VALVES CON-NECTION

For “E” sheath connection plea-se refer to § 6.2.2

6.6.3 SUPPLIES AND GROUND

FROM BATTERY

Sheath “A” in figure 22 containstwo red and three black wires to beconnected to the car battery: thered wires to the positive and theblack ones (all three) to the negati-ve. It is important to connect thewires as they are, allowing that theyreach separately the terminals ofthe battery, without joining the wiresof same colour in an only wire orjoining them along the harness.

The grounds must be alwaysconnected to the battery negati-ve and not to the vehicle’s struc-ture, engine ground or othergrounds present on the vehicle.

6.6.4 FUSES AND RELAY

For “B” sheath connection plea-se refer to § 6.2.5.

63

The connection to the harnessis through the suitable 4 poles con-nector (male holder on the harness)where the 4 wires of the harness“R” sheath end.

6.6.12 GAS INJECTORS

The Gas Injectors are connec-ted to the harness by means of thewires with pre-cabled connectorscontained in the sheaths “I1”, “I2”,“l3”, “I4” (group 1) and “I5”, “I6”,“l7”, “I8” (group 2).

The connectors of the gas injec-tors are progressively numberedfrom 1 to 8 and in the same way asthe sheaths of the wires that will beconnected with the petrol injectors.

It is very important to maintainthe correspondence between thegas injectors and the petrol ones.

Practically, the gas injector towhich the n° I1 connector will beconnected, should correspond tothe cylinder containing the petrolinjector, where we will connect theconnector of the Injectors connec-tor Sequent 56 Harness (or theOrange and Violet wires of thesequent 56 Universal InjectorsConnection Harness P1) and so on.

In case the correspondence isnot respected, it is possible to notea worsening in the equipmentperformances such as, for exam-ple: worse driving conditions, grea-ter instability of the Lambda control,less “clean” petrol/gas changeover,etc.

The number that distinguishesthe connectors of the gas injectorsis stamped on the harness wiresgoing to the same connector.

6.6.13 RPM

For the connection of the Greywire of “L” sheath, please refer to §6.2.13

6.6.14 POSITIVE KEY CONTACT

For the connection of the Brown

with of “M” sheath please refer to §6.2.16.

6.6.15 TPS SIGNAL

For the White/Violet wire of the“N” sheath please refer to § 6.2.14.

6.6.16 GROUP 1 AND GROUP 2LAMBDA OXYGEN SENSOR

SIGNAL

SEQUENT 56 system does notusually allow to take and emulatethe Oxygen sensor signal.

Anyway, if necessary, thesystem gives the possibility to carryit out for the two oxygen sensors ofthe two groups.

The possible connection of theYellow wire 1 contained in the “N1”sheath of the main harness (picture32) to the group 1 oxygen sensor,allows a faster vehicle self-adapta-bility. In case the group 1 oxygensensor has to be emulated, it isnecessary to cut the wire from theECU to the oxygen sensor, connectthe main harness Light Blue wire 1on the ECU side and the group 1Yellow wire on the oxygen sensorside. Those connections are validfor the group 2 second oxygen sen-sor through the Yellow 2 and LightBlue 2 wires contained in the “N2”sheath.

The above connections have tobe carried out on particular vehiclesand only after BRC TechnicalAssistance indication.

Please note the group 1 and 2number is stamped on N1 and N2harnesses wires.

6.6.17 10 POLES CONNECTORS

FOR THE PETROL INJECTORS

HARNESS

For the connection of “P”shaeaths please refer to § 6.2.17.

6.6.17.A POLARITY OF THE

INJECTORS

For the correct injectors polarityidentification, please refer to §6.2.17.A.

✂

"N1"

"N2"

Picture 32

Pterol Ecu

Lambda Oxigen Sensor

O2O1

Lambda OxigenSensor group 1

Ligh

t Blu

1

Yello

w 1

Ligh

t Blu

2

Yello

w 2

Sequent 56

64

MultivalvolaEuropa

+ -

Sequent 56

123

"P1" "P4"

"P3""P2"

(-) (+)

"P6""P5"

Sequenza iniettori GAS

1 2

"I1""I2"

3

"I3"

4

"I4"

5 6

"I5""I6"

1

3

5

2

4

EuropeMultivalve

BlackBlack

RedRed

Battery

LPGSolenoid valve

5th PetrolInject.

GasInlet

GAS injectors sequence

Black

Yel

low

Ligh

t Blu

e

Yel

low

Ligh

t Blu

e

LambdaOxygenGroup 1

LambdaOxygenGroup 2

Whi

te/V

iole

t

+12VAfter

contact

Bro

wn

Gre

y

(TPS Signal)

PetrolECU

(Rpm Signal)

Cut andinsulate

Cut andinsulate

Pressure andtemperature gas sensorNormal or Supercharged

version

"GENIUS MAXSEQUENT 56 GPL"

Reducer

Temperature water

sensor

Level SensorConnector

Fuse5A

Fuse15A

DiagnosticPoint

c/o switchconnector

Back SolenoidValve Connector

10 Poles connectorfor Injectors

harnessconnections

10 Poles connectorfor Auxiliary

harness connections

1st PetrolInject.

2nd PetrolInject.

3rd PetrolInject.

4th PetrolInject.

Petrolinjectorssequence

Grey thermoreducting sheat

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.

MAP Sensor"used during

selfmapping phase only"

Relay

Picture 33General wiring diagramSequent Fastness

65

Terms or Acronyms Meaning

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

Battery Positive (+12 V Battery) It is the poles with greater electric potential of the vehicle’s battery.Normally it is with 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 See “Mapping”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.Changeover Switch In this handbook it is the device assembled in the passenger compartments that

enables the driver to choose the kind of feeding (gas or petrol). See also para-graph 4.9

Connector It is the device that has the duty to connect parts of harnesses with other parts ofthe harnesses or with electrical devices.

Cut-Off It is a particular working condition of the engine in which the injectors do not supplyfuel to the cylinders, which therefore sucks up pure air. Typically we are in cut-offduring a tip-out of the accelerator, with possible deceleration of the vehicle (enginebrake), 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 Toffis the 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 carbura-tion.

Electro-injector See InjectorEOBD See “OBD”. Vedi “OBD”. European On Board Diagnostics. OBD system implemen-

tation 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,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” we

7. GLOSSARY OFTERMS ANDACRONYSM USEDIN THE HANDBOOK

66

mean the whole of cables and electrical conductors connected to this potential.The ground potential is present on the negative poles of the vehicle’s battery, thatby extension 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

Injector 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.

LPG Liquefied petrol gas. It is a fuel obtained from the distillation of petrol. It mainlyconsists of butane and propane in very variable proportions. It is in gaseous phaseat ambient pressure and temperature, while it is mostly liquid inside the tank.

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

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.).

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

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

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) Guarnizione costituita da un anello di gomma.

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.

Rail iniettori See Injectors RailRelay It is an electromechanical device that is able to open and close one or more elec-

trical contacts following the proper electrical piloting.Relative Pressure It is the pressure measured with reference (zero value) to the atmospheric pressu-

re.

67

RPM (Revolutions per minute) is the English acronym that means “revolutions per minute”. Usually it is used toindicate 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.

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.

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.

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.

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

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