AU TOGAS WO RLD WID E LT D

T E CH N ICAL MAN UAL FO R T H E

ROMAN O IN JE CT ION SYST E M

Technical Manual Romano Injection System

Contents 1) Definitions

2) Introduction

3) Components

4) Installation

5) Electrical Installation

6) Configuration

7) Tuning and Commissioning

8) Fault finding and diagnosis

9) Maintenance

1) Definition

RIS Romano vapour Injection System

MAP Manifold Absolute Pressure

TPS Throttle Position Sender

ECU Engine Control Unit

Lambda Probe Exhaust oxygen sensor

Lean A fuel air ratio deficient in fuel

Rich A fuel air ratio with excess fuel

RPM Revolutions per minute

Fast fuel trim Instantaneous fuel trim according to lambda

. probes information

Slow fuel trim Long term trend of fast trim

2) Introduction

The RIS has been designed in order to adapt vehicles, designed to use petrol as there fuel, to use LPG. This is achieved by injecting LPG vapour into the inlet manifold in sequence with the engines inlet cycle.

The use of sequentially operated electro-injectors and complex control measures gives an accurate control of fuel delivery thus giving excellent results in terms of performance, economy and exhaust emissions.

As the fuel required is introduced into the manifold near the valves there is no risk of damaging backfires as there is with traditional venturi based systems.

Advantages over traditional mixers systems:

More accurate control of fuel leading to improved fuel consumption and better emissions.

Vast reduction of volume of fuel and air mixture in inlet manifold which eliminates damage due to backfires.

Possibility of doing euro IV cars after 2004

Universal kit. One box of parts fits all cars. (Cylinder number and size needs to be considered)

Disadvantages

More expensive

Designed for use with cars that are truly sequential on petrol

3) Components

A. Reducer

This is a single stage pressure reducer / vaporiser which uses the cars cooling system to heat the liquid gas to aid vaporisation. The reducer has an integral temperature sender which in order to monitor the temperature of the water jacket and ensure that adequate vaporisation is taking place. The vapour pressure is held at 0.95bar above manifold pressure a single adjuster is provided for initial setup of this pressure difference.

B. Vapour Filter

This water heated filter is placed in the vapour supply line between the reducer and the injectors and prevents damaging particles being deposited in the injectors.

C. Injectors

3) Components

A. Reducer

This is a single stage pressure reducer / vaporiser which uses the cars cooling system to heat the liquid gas to aid vaporisation. The reducer has an integral temperature sender which in order to monitor the temperature of the water jacket and ensure that adequate vaporisation is taking place. The vapour pressure is held at 0.95bar above manifold pressure a single adjuster is provided for initial setup of this pressure difference.

B. Vapour Filter

This water heated filter is placed in the vapour supply line between the reducer and the injectors and prevents damaging particles being deposited in the injectors.

C. Injectors

3) Components

A. Reducer

This is a single stage pressure reducer / vaporiser which uses the cars cooling system to heat the liquid gas to aid vaporisation. The reducer has an integral temperature sender which in order to monitor the temperature of the water jacket and ensure that adequate vaporisation is taking place. The vapour pressure is held at 0.95bar above manifold pressure a single adjuster is provided for initial setup of this pressure difference.

B. Vapour Filter

This water heated filter is placed in the vapour supply line between the reducer and the injectors and prevents damaging particles being deposited in the injectors.

C. Injectors

3) Components

A. Reducer

This is a single stage pressure reducer / vaporiser which uses the cars cooling system to heat the liquid gas to aid vaporisation. The reducer has an integral temperature sender which in order to monitor the temperature of the water jacket and ensure that adequate vaporisation is taking place. The vapour pressure is held at 0.95bar above manifold pressure a single adjuster is provided for initial setup of this pressure difference.

B. Vapour Filter

This water heated filter is placed in the vapour supply line between the reducer and the injectors and prevents damaging particles being deposited in the injectors.

C. Injectors

3) Components

A. Reducer

This is a single stage pressure reducer / vaporiser which uses the cars cooling system to heat the liquid gas to aid vaporisation. The reducer has an integral temperature sender which in order to monitor the temperature of the water jacket and ensure that adequate vaporisation is taking place. The vapour pressure is held at 0.95bar above manifold pressure a single adjuster is provided for initial setup of this pressure difference.

B. Vapour Filter

This water heated filter is placed in the vapour supply line between the reducer and the injectors and prevents damaging particles being deposited in the injectors.

C. Injectors

3) Components

A. Reducer

This is a single stage pressure reducer / vaporiser which uses the cars cooling system to heat the liquid gas to aid vaporisation. The reducer has an integral temperature sender which in order to monitor the temperature of the water jacket and ensure that adequate vaporisation is taking place. The vapour pressure is held at 0.95bar above manifold pressure a single adjuster is provided for initial setup of this pressure difference.

B. Vapour Filter

This water heated filter is placed in the vapour supply line between the reducer and the injectors and prevents damaging particles being deposited in the injectors.

C. Injectors

3) Components

A. Reducer

This is a single stage pressure reducer / vaporiser which uses the cars cooling system to heat the liquid gas to aid vaporisation. The reducer has an integral temperature sender which in order to monitor the temperature of the water jacket and ensure that adequate vaporisation is taking place. The vapour pressure is held at 0.95bar above manifold pressure a single adjuster is provided for initial setup of this pressure difference.

B. Vapour Filter

This water heated filter is placed in the vapour supply line between the reducer and the injectors and prevents damaging particles being deposited in the injectors.

C. Injectors

3) Components

A. Reducer

This is a single stage pressure reducer / vaporiser which uses the cars cooling system to heat the liquid gas to aid vaporisation. The reducer has an integral temperature sender which in order to monitor the temperature of the water jacket and ensure that adequate vaporisation is taking place. The vapour pressure is held at 0.95bar above manifold pressure a single adjuster is provided for initial setup of this pressure difference.

B. Vapour Filter

This water heated filter is placed in the vapour supply line between the reducer and the injectors and prevents damaging particles being deposited in the injectors.

C. Injectors

3) Components

A. Reducer

This is a single stage pressure reducer / vaporiser which uses the cars cooling system to heat the liquid gas to aid vaporisation. The reducer has an integral temperature sender which in order to monitor the temperature of the water jacket and ensure that adequate vaporisation is taking place. The vapour pressure is held at 0.95bar above manifold pressure a single adjuster is provided for initial setup of this pressure difference.

B. Vapour Filter

This water heated filter is placed in the vapour supply line between the reducer and the injectors and prevents damaging particles being deposited in the injectors.

C. Injectors

3) Components

A. Reducer

This is a single stage pressure reducer / vaporiser which uses the cars cooling system to heat the liquid gas to aid vaporisation. The reducer has an integral temperature sender which in order to monitor the temperature of the water jacket and ensure that adequate vaporisation is taking place. The vapour pressure is held at 0.95bar above manifold pressure a single adjuster is provided for initial setup of this pressure difference.

B. Vapour Filter

This water heated filter is placed in the vapour supply line between the reducer and the injectors and prevents damaging particles being deposited in the injectors.

C. Injectors

3) Components

A. Reducer

This is a single stage pressure reducer / vaporiser which uses the cars cooling system to heat the liquid gas to aid vaporisation. The reducer has an integral temperature sender which in order to monitor the temperature of the water jacket and ensure that adequate vaporisation is taking place. The vapour pressure is held at 0.95bar above manifold pressure a single adjuster is provided for initial setup of this pressure difference.

B. Vapour Filter

This water heated filter is placed in the vapour supply line between the reducer and the injectors and prevents damaging particles being deposited in the injectors.

C. Injectors

These are Electro injectors activated by the Gas ECU to coincide with the engines inlet stroke. The injection duration is the primary control on the quantity of fuel being delivered for each cycle of the engine although this also relies on the size of the orifice within the injector itself. There are currently 5 sizes of injectors, the table below is an indication of there uses.

Cylinder size in cc Suitable injector size 200-300 O

300-400 A

400-500 B

500-650 C

650-850 D

A brass nozzle is fitted to each branch of the manifold and connected to the Electro injector with a short length of rubber pipe.

These are Electro injectors activated by the Gas

ECU to coincide with the engines inlet stroke. The injection duration is the primary control on the quantity of fuel being delivered for each cycle of the engine although this also relies on the size of the orifice within the injector itself. There are currently 5 sizes of injectors, the table below is an indication of there uses.

Cylinder size in cc Suitable injector size 200-300 O

300-400 A

400-500 B

500-650 C

650-850 D

A brass nozzle is fitted to each branch of the manifold and connected to the Electro injector with a short length of rubber pipe.

These are Electro injectors activated by the Gas

ECU to coincide with the engines inlet stroke. The injection duration is the primary control on the quantity of fuel being delivered for each cycle of the engine although this also relies on the size of the orifice within the injector itself. There are currently 5 sizes of injectors, the table below is an indication of there uses.

Cylinder size in cc Suitable injector size 200-300 O

300-400 A

400-500 B

500-650 C

650-850 D

A brass nozzle is fitted to each branch of the manifold and connected to the Electro injector with a short length of rubber pipe.

These are Electro injectors activated by the Gas

ECU to coincide with the engines inlet stroke. The injection duration is the primary control on the quantity of fuel being delivered for each cycle of the engine although this also relies on the size of the orifice within the injector itself. There are currently 5 sizes of injectors, the table below is an indication of there uses.

Cylinder size in cc Suitable injector size 200-300 O

300-400 A

400-500 B

500-650 C

650-850 D

A brass nozzle is fitted to each branch of the manifold and connected to the Electro injector with a short length of rubber pipe.

These are Electro injectors activated by the Gas

ECU to coincide with the engines inlet stroke. The injection duration is the primary control on the quantity of fuel being delivered for each cycle of the engine although this also relies on the size of the orifice within the injector itself. There are currently 5 sizes of injectors, the table below is an indication of there uses.

Cylinder size in cc Suitable injector size 200-300 O

300-400 A

400-500 B

500-650 C

650-850 D

A brass nozzle is fitted to each branch of the manifold and connected to the Electro injector with a short length of rubber pipe.

These are Electro injectors activated by the Gas

ECU to coincide with the engines inlet stroke. The injection duration is the primary control on the quantity of fuel being delivered for each cycle of the engine although this also relies on the size of the orifice within the injector itself. There are currently 5 sizes of injectors, the table below is an indication of there uses.

Cylinder size in cc Suitable injector size 200-300 O

300-400 A

400-500 B

500-650 C

650-850 D

A brass nozzle is fitted to each branch of the manifold and connected to the Electro injector with a short length of rubber pipe.

These are Electro injectors activated by the Gas

ECU to coincide with the engines inlet stroke. The injection duration is the primary control on the quantity of fuel being delivered for each cycle of the engine although this also relies on the size of the orifice within the injector itself. There are currently 5 sizes of injectors, the table below is an indication of there uses.

Cylinder size in cc Suitable injector size 200-300 O

300-400 A

400-500 B

500-650 C

650-850 D

A brass nozzle is fitted to each branch of the manifold and connected to the Electro injector with a short length of rubber pipe.

These are Electro injectors activated by the Gas

ECU to coincide with the engines inlet stroke. The injection duration is the primary control on the quantity of fuel being delivered for each cycle of the engine although this also relies on the size of the orifice within the injector itself. There are currently 5 sizes of injectors, the table below is an indication of there uses.

Cylinder size in cc Suitable injector size 200-300 O

300-400 A

400-500 B

500-650 C

650-850 D

A brass nozzle is fitted to each branch of the manifold and connected to the Electro injector with a short length of rubber pipe.

These are Electro injectors activated by the Gas

ECU to coincide with the engines inlet stroke. The injection duration is the primary control on the quantity of fuel being delivered for each cycle of the engine although this also relies on the size of the orifice within the injector itself. There are currently 5 sizes of injectors, the table below is an indication of there uses.

Cylinder size in cc Suitable injector size 200-300 O

300-400 A

400-500 B

500-650 C

650-850 D

A brass nozzle is fitted to each branch of the manifold and connected to the Electro injector with a short length of rubber pipe.

These are Electro injectors activated by the Gas

ECU to coincide with the engines inlet stroke. The injection duration is the primary control on the quantity of fuel being delivered for each cycle of the engine although this also relies on the size of the orifice within the injector itself. There are currently 5 sizes of injectors, the table below is an indication of there uses.

Cylinder size in cc Suitable injector size 200-300 O

300-400 A

400-500 B

500-650 C

650-850 D

A brass nozzle is fitted to each branch of the manifold and connected to the Electro injector with a short length of rubber pipe.

These are Electro injectors activated by the Gas

ECU to coincide with the engines inlet stroke. The injection duration is the primary control on the quantity of fuel being delivered for each cycle of the engine although this also relies on the size of the orifice within the injector itself. There are currently 5 sizes of injectors, the table below is an indication of there uses.

Cylinder size in cc Suitable injector size 200-300 O

300-400 A

400-500 B

500-650 C

650-850 D

A brass nozzle is fitted to each branch of the manifold and connected to the Electro injector with a short length of rubber pipe.

D. GAS ECU

The GAS ECU uses input signals in order to calculate the timing and duration of the injector operations. These are Petrol injector pulse, reducer temp, gas temp, gas pressure , MAP and RPM. The MAP and gas pressure sensors are supplied as a separate component.

The output is sequential pulses to the vapour injectors.

E. Misc.

A LPG liquid filter and various pipes and pipe fittings are also included in the kit.

D. GAS ECU

The GAS ECU uses input signals in order to calculate the timing and duration of the injector operations. These are Petrol injector pulse, reducer temp, gas temp, gas pressure , MAP and RPM. The MAP and gas pressure sensors are supplied as a separate component.

The output is sequential pulses to the vapour injectors.

E. Misc.

A LPG liquid filter and various pipes and pipe fittings are also included in the kit.

D. GAS ECU

The GAS ECU uses input signals in order to calculate the timing and duration of the injector operations. These are Petrol injector pulse, reducer temp, gas temp, gas pressure , MAP and RPM. The MAP and gas pressure sensors are supplied as a separate component.

The output is sequential pulses to the vapour injectors.

E. Misc.

A LPG liquid filter and various pipes and pipe fittings are also included in the kit.

D. GAS ECU

The GAS ECU uses input signals in order to calculate the timing and duration of the injector operations. These are Petrol injector pulse, reducer temp, gas temp, gas pressure , MAP and RPM. The MAP and gas pressure sensors are supplied as a separate component.

The output is sequential pulses to the vapour injectors.

E. Misc.

A LPG liquid filter and various pipes and pipe fittings are also included in the kit.

D. GAS ECU

The GAS ECU uses input signals in order to calculate the timing and duration of the injector operations. These are Petrol injector pulse, reducer temp, gas temp, gas pressure , MAP and RPM. The MAP and gas pressure sensors are supplied as a separate component.

The output is sequential pulses to the vapour injectors.

E. Misc.

A LPG liquid filter and various pipes and pipe fittings are also included in the kit.

D. GAS ECU

The GAS ECU uses input signals in order to calculate the timing and duration of the injector operations. These are Petrol injector pulse, reducer temp, gas temp, gas pressure , MAP and RPM. The MAP and gas pressure sensors are supplied as a separate component.

The output is sequential pulses to the vapour injectors.

E. Misc.

A LPG liquid filter and various pipes and pipe fittings are also included in the kit.

D. GAS ECU

The GAS ECU uses input signals in order to calculate the timing and duration of the injector operations. These are Petrol injector pulse, reducer temp, gas temp, gas pressure , MAP and RPM. The MAP and gas pressure sensors are supplied as a separate component.

The output is sequential pulses to the vapour injectors.

E. Misc.

A LPG liquid filter and various pipes and pipe fittings are also included in the kit.

D. GAS ECU

The GAS ECU uses input signals in order to calculate the timing and duration of the injector operations. These are Petrol injector pulse, reducer temp, gas temp, gas pressure , MAP and RPM. The MAP and gas pressure sensors are supplied as a separate component.

The output is sequential pulses to the vapour injectors.

E. Misc.

A LPG liquid filter and various pipes and pipe fittings are also included in the kit.

D. GAS ECU

The GAS ECU uses input signals in order to calculate the timing and duration of the injector operations. These are Petrol injector pulse, reducer temp, gas temp, gas pressure , MAP and RPM. The MAP and gas pressure sensors are supplied as a separate component.

The output is sequential pulses to the vapour injectors.

E. Misc.

A LPG liquid filter and various pipes and pipe fittings are also included in the kit.

D. GAS ECU

The GAS ECU uses input signals in order to calculate the timing and duration of the injector operations. These are Petrol injector pulse, reducer temp, gas temp, gas pressure , MAP and RPM. The MAP and gas pressure sensors are supplied as a separate component.

The output is sequential pulses to the vapour injectors.

E. Misc.

A LPG liquid filter and various pipes and pipe fittings are also included in the kit.

D. GAS ECU

The GAS ECU uses input signals in order to calculate the timing and duration of the injector operations. These are Petrol injector pulse, reducer temp, gas temp, gas pressure , MAP and RPM. The MAP and gas pressure sensors are supplied as a separate component.

The output is sequential pulses to the vapour injectors.

E. Misc.

A LPG liquid filter and various pipes and pipe fittings are also included in the kit.

4) Mechanical Installation

Reducer and vapour filter

The reducer should be fitted with the following points considered

1. Proximity to the inlet manifold. The pipe length between reducer, vapour filter and injectors should be kept to a minimum. Where possible the pipe should be kept out of direct airflow to ensure that there is no cooling effect on the vapour. Kinks are to be avoided and the hose should be protected from damage.

2. Because the reducer does not have its own solenoid shut off valve the liquid filter should be fitted very close to the reducer. Indeed it is possible to directly connect them together.

3. Gas flow rate varies 5% with every 20 deg. change in temperature (due to changes in density). It is therefore important to maintain constant gas temperatures; hence the importance of pipe length and the extra heat exchanger in the vapour filter.

4. The orientation of the reducer is not important but make sure the pressure adjustment screw is accessible.

Injectors and nozzles

The Injectors and nozzles should be fitted with the following points considered.

1. Nozzles should be fitted as close as possible to the inlet valve and try and copy the positioning of the petrol injector. See Fig 1

2. Angle the nozzles towards the engine by 45 deg. 3. The electro injector always has to be vertical. This

eliminates ware and blockages 4. The rubber pipe connecting the injector to the nozzle

should be no longer than 100mm and each should be the same length.

5. The injectors should not be rigidly fixed. Allowing them to be held in position by the rubber pipes so that vibration is not transmitted to the engine.

6. No more than 4 injectors in series should be fed gas from one end. Fig 3.

7. If compromises have to be made, make them in this order. 1. 4. 2. Never compromise on 3.

Fig 1

Fig 2

Injectors and nozzles

The Injectors and nozzles should be fitted with the following points considered.

1. Nozzles should be fitted as close as possible to the inlet valve and try and copy the positioning of the petrol injector. See Fig 1

2. Angle the nozzles towards the engine by 45 deg. 3. The electro injector always has to be vertical. This

eliminates ware and blockages 4. The rubber pipe connecting the injector to the nozzle

should be no longer than 100mm and each should be the same length.

5. The injectors should not be rigidly fixed. Allowing them to be held in position by the rubber pipes so that vibration is not transmitted to the engine.

6. No more than 4 injectors in series should be fed gas from one end. Fig 3.

7. If compromises have to be made, make them in this order. 1. 4. 2. Never compromise on 3.

Fig 1

Fig 2

Injectors and nozzles

The Injectors and nozzles should be fitted with the following points considered.

1. Nozzles should be fitted as close as possible to the inlet valve and try and copy the positioning of the petrol injector. See Fig 1

2. Angle the nozzles towards the engine by 45 deg. 3. The electro injector always has to be vertical. This

eliminates ware and blockages 4. The rubber pipe connecting the injector to the nozzle

should be no longer than 100mm and each should be the same length.

5. The injectors should not be rigidly fixed. Allowing them to be held in position by the rubber pipes so that vibration is not transmitted to the engine.

6. No more than 4 injectors in series should be fed gas from one end. Fig 3.

7. If compromises have to be made, make them in this order. 1. 4. 2. Never compromise on 3.

Fig 1

Fig 2

Injectors and nozzles

The Injectors and nozzles should be fitted with the following points considered.

1. Nozzles should be fitted as close as possible to the inlet valve and try and copy the positioning of the petrol injector. See Fig 1

2. Angle the nozzles towards the engine by 45 deg. 3. The electro injector always has to be vertical. This

eliminates ware and blockages 4. The rubber pipe connecting the injector to the nozzle

should be no longer than 100mm and each should be the same length.

5. The injectors should not be rigidly fixed. Allowing them to be held in position by the rubber pipes so that vibration is not transmitted to the engine.

6. No more than 4 injectors in series should be fed gas from one end. Fig 3.

7. If compromises have to be made, make them in this order. 1. 4. 2. Never compromise on 3.

Fig 1

Fig 2

Injectors and nozzles

The Injectors and nozzles should be fitted with the following points considered.

1. Nozzles should be fitted as close as possible to the inlet valve and try and copy the positioning of the petrol injector. See Fig 1

2. Angle the nozzles towards the engine by 45 deg. 3. The electro injector always has to be vertical. This

eliminates ware and blockages 4. The rubber pipe connecting the injector to the nozzle

should be no longer than 100mm and each should be the same length.

5. The injectors should not be rigidly fixed. Allowing them to be held in position by the rubber pipes so that vibration is not transmitted to the engine.

6. No more than 4 injectors in series should be fed gas from one end. Fig 3.

7. If compromises have to be made, make them in this order. 1. 4. 2. Never compromise on 3.

Fig 1

Fig 2

Injectors and nozzles

The Injectors and nozzles should be fitted with the following points considered.

1. Nozzles should be fitted as close as possible to the inlet valve and try and copy the positioning of the petrol injector. See Fig 1

2. Angle the nozzles towards the engine by 45 deg. 3. The electro injector always has to be vertical. This

eliminates ware and blockages 4. The rubber pipe connecting the injector to the nozzle

should be no longer than 100mm and each should be the same length.

5. The injectors should not be rigidly fixed. Allowing them to be held in position by the rubber pipes so that vibration is not transmitted to the engine.

6. No more than 4 injectors in series should be fed gas from one end. Fig 3.

7. If compromises have to be made, make them in this order. 1. 4. 2. Never compromise on 3.

Fig 1

Fig 2

Injectors and nozzles

The Injectors and nozzles should be fitted with the following points considered.

1. Nozzles should be fitted as close as possible to the inlet valve and try and copy the positioning of the petrol injector. See Fig 1

2. Angle the nozzles towards the engine by 45 deg. 3. The electro injector always has to be vertical. This

eliminates ware and blockages 4. The rubber pipe connecting the injector to the nozzle

should be no longer than 100mm and each should be the same length.

5. The injectors should not be rigidly fixed. Allowing them to be held in position by the rubber pipes so that vibration is not transmitted to the engine.

6. No more than 4 injectors in series should be fed gas from one end. Fig 3.

7. If compromises have to be made, make them in this order. 1. 4. 2. Never compromise on 3.

Fig 1

Fig 2

Injectors and nozzles

The Injectors and nozzles should be fitted with the following points considered.

1. Nozzles should be fitted as close as possible to the inlet valve and try and copy the positioning of the petrol injector. See Fig 1

2. Angle the nozzles towards the engine by 45 deg. 3. The electro injector always has to be vertical. This

eliminates ware and blockages 4. The rubber pipe connecting the injector to the nozzle

should be no longer than 100mm and each should be the same length.

5. The injectors should not be rigidly fixed. Allowing them to be held in position by the rubber pipes so that vibration is not transmitted to the engine.

6. No more than 4 injectors in series should be fed gas from one end. Fig 3.

7. If compromises have to be made, make them in this order. 1. 4. 2. Never compromise on 3.

Fig 1

Fig 2

Injectors and nozzles

The Injectors and nozzles should be fitted with the following points considered.

1. Nozzles should be fitted as close as possible to the inlet valve and try and copy the positioning of the petrol injector. See Fig 1

2. Angle the nozzles towards the engine by 45 deg. 3. The electro injector always has to be vertical. This

eliminates ware and blockages 4. The rubber pipe connecting the injector to the nozzle

should be no longer than 100mm and each should be the same length.

5. The injectors should not be rigidly fixed. Allowing them to be held in position by the rubber pipes so that vibration is not transmitted to the engine.

6. No more than 4 injectors in series should be fed gas from one end. Fig 3.

7. If compromises have to be made, make them in this order. 1. 4. 2. Never compromise on 3.

Fig 1

Fig 2

Injectors and nozzles

The Injectors and nozzles should be fitted with the following points considered.

1. Nozzles should be fitted as close as possible to the inlet valve and try and copy the positioning of the petrol injector. See Fig 1

2. Angle the nozzles towards the engine by 45 deg. 3. The electro injector always has to be vertical. This

eliminates ware and blockages 4. The rubber pipe connecting the injector to the nozzle

should be no longer than 100mm and each should be the same length.

5. The injectors should not be rigidly fixed. Allowing them to be held in position by the rubber pipes so that vibration is not transmitted to the engine.

6. No more than 4 injectors in series should be fed gas from one end. Fig 3.

7. If compromises have to be made, make them in this order. 1. 4. 2. Never compromise on 3.

Fig 1

Fig 2

Injectors and nozzles

The Injectors and nozzles should be fitted with the following points considered.

1. Nozzles should be fitted as close as possible to the inlet valve and try and copy the positioning of the petrol injector. See Fig 1

2. Angle the nozzles towards the engine by 45 deg. 3. The electro injector always has to be vertical. This

eliminates ware and blockages 4. The rubber pipe connecting the injector to the nozzle

should be no longer than 100mm and each should be the same length.

5. The injectors should not be rigidly fixed. Allowing them to be held in position by the rubber pipes so that vibration is not transmitted to the engine.

6. No more than 4 injectors in series should be fed gas from one end. Fig 3.

7. If compromises have to be made, make them in this order. 1. 4. 2. Never compromise on 3.

Fig 1

Fig 2

Gas ECU and MAP The Gas ECU should be fitted with the

following points considered 1. Orientated so that ingress of water in not

possible. 2. Away from heat i.e. exhaust. 3. Wiring is short and tidy. 4. Electro-magnetic interference from the

high tension leads etc can cause abnormal behaviour. Make sure wiring is away from HT sources.

5. MAP sensing is achieved by fixing a brass nozzle into the manifold; this is the connected to the sensor and reducer. Fig. 4. With cable operated throttles place the nozzle close to the butterfly. On engines which are fly by wire place the pickup away from the butterfly.

6. Do not tee the MAP pickup into an existing vacuum pipe.

7. Gas pressure sensing is achieved by connecting the last injector to the Pressure sensor.

8. It is a matter of personal preference whether the wiring is connected at the petrol ECU or the components

Fig.4 5) Electrical Installation

The following additional electronic components may be needed when using the OLD KIT

1. Injection emulator 2. RPM multiplier: These components are use

to make a true rev signal in multi-coil situations when a tachometer signal is not available. Three types are available. AEB386 is a 2-wire unit, AEB388 is a 6-wire unit and AEB287is a 6-wire unit with built in amplifier suitable for cars in the VW group. Fig. 6 shows how they work in a dual coil setup.

3. OBDII Fix: Required on most post 2000 year cars and some American vehicles from 1996. Again three types: AEB424 for American models, AEB426 for European and Japanese and AEB425 for VW group and cars with a 5-wire lambda probe.

Fig 5

Wiring follows the same methods used with the traditional systems such as the Leonardo. A diagram is supplied with each kit the main thing to note is that the 6 and 8 cylinder kits have an extra driver and extra wires for the second bank lambda probes.

Wire colour

Black plug on ECU

Function Note on how to connect

Black Negative or earth Connect to battery negative. It is good policy to run all earths to the same point.

Red with black Permanent 12V Connect to battery positive via the fuse supplied.

Red-white Switched 12V When using 144U connect to +12V of petrol injector

Blue Live when on LPG Connect to every thing that is powered when on gas. Solenoids, AEB387, emulators and fixes.

White Tank level sender Connect to white wire of tank level sender.

Green Tank level sender If old type AEB sender connect to green wire otherwise don t use.

Orange Temperature signal Connect to temperature sender on reducer. The sender should be earthed via the body of the reducer.

Orange-black Temperature signal Connect to temperature sender on injector. The sender should be earthed .

Brown RPM signal Connect to true RPM signal. Might be able to find suitable signal in the petrol ECU, the coil pack .

4 core wire with plug

Petrol gas switch Pass through bulkhead and plug in changeover switch.

Purple Lambda probe signal Connect only for diagnostic purposes. Grey Lambda emulation

Purple and black Lambda probe on bank 2. On V6 &V8 engines. Bank 1 is the side with number 1 cylinder

Grey and black

Any other wires are currently not used. Soldered joints are recommended.

6) Configuration

Before the vehicle can run on gas a computer has to be linked up so that some basic configurations can be setup. This configuration is carried out using the RISN software and serial lead connection. (Note

the dongle must be present on the computer for the software to operate..OLD KIT) From the main menu select the Vehicle Configuration option.

Wire colour

Grey plug on gas ECU

Function Note on how to connect

Petrol injector loom 144,144INV,144U or 143

Petrol pulse width and emulation

Take care to use correct loom

Gas Injector Plugs Power to gas injector Connect in same order as petrol injector loom

Inverse Loon 144INV

Normal 144 Loon

Key

Function

Parameter

Option

Description

F1 Gas Change

over Type of revolution signal

Standard This is the default setting and is used for most vehicles

Weak Use this option if no or an intermittent signal is present when using the Standard option. Note where

possible endeavour to acquire a signal that works with the standard option.

No of cylinders 3,4,5,6 and 8 Select the number of Cylinders (injectors) used .

Ignition Type One coil One coil per cylinder.

Two coils Dual coil waste spark system

RPM sensor Traditional single coil type signal

Revs threshold for change over

Numeric value

for the changeover revs

Changeover temperature

Numeric value

Minimum temperature for change over to gas. Max temp 40 usually set > 30

Key

Function

Parameter

Option

Description

F2 Lambda Type of lambda probe 0 -1 Volt Select the correct type of lambda signal based on the original equipment fitted to the vehicle.

0

5 Volt Select the correct type of lambda signal based on the original equipment fitted to the vehicle.

5

0 Volt Select the correct type of lambda signal based on the original equipment fitted to the vehicle.

0.8

1.6 Volt

Select the correct type of lambda signal based on the original equipment fitted to the vehicle.

Key

Function

Parameter

Option

Description

F3 Gas level Type level sendeer AEB Standard AEB sensor

0

90ohm 0-90 ohm sender

Key

Function

Parameter

Option

Description

F4 Modify carb Map the injector pulse conversion

+ or-25% Adjust so that the petrol pulse width remains the same on gas as it is when on petrol

1

Summary of component names and Functions

Tank: can be toroidal (open or closed centre) or cylinder, fixing method most important. Over engineer to withstand 20g.

Filler: should be bayonet type and in recessed box

Multivalve incorporates fill valve (8mm pipe), PRV, thermal fuse, gauge and solenoid controlled feed (6mm pipe). Air Tight Box to vent gas.

Filter and solenoid terminates the pipe and filters the fuel

Reducer/vaporizer/regulator/converter converts the fuel from liquid to gas and regulates the pressure. Need to be orientated correctly and connected to the hot water system. Usually a main and idle adjustment.

Mixer feeds gas into inlet manifold.

Change over switch: also monitors engine and switches gas off if engine stalls.

Sender: Fits on multivalve and sends level signal to switch

Relay: switches off petrol

Emulator: switches off petrol and fools ECU into thinking everything is OK.

Open loop system: no electronic control

Closed loop control system electronically controls gas flow in order to protect the catalyst.

Lambda probe monitors exhaust gas and inputs into control system.

obdII fix controls fuel trim errors on euro4 cars

rev multiplier: used to find true rpm signal when fitting vapour injection.

2

This document was created with Win2PDF available at http://www.win2pdf.com.The unregistered version of Win2PDF is for evaluation or non-commercial use only.This page will not be added after purchasing Win2PDF.