LANDI LSI-PLUS ECU Software “ LES-PLUS 3.5.1”

MAIN COMPONENTS – KIT LSI-PLUS LANDI LSI-PLUS ECU MAIN COMPONENTS – KIT LSI-PLUS

Landi Renzo Gas Injector Current Version Current management: 4 / 1 “Peak and hold” Supply Voltage: 6 to 16 volts Temperature Range: -40°C to +120°C Nominal Pressure: 0.8 to 3 bar Opening Time: 2.0 ms Dimensions: Ø 32 x h 73 mm Weight: 120 g Homologation: ECE R 110 @ -40°C min. © LANDI RENZO SPA CONFIDENTIAL

© LANDI RENZO SPA CONFIDENTIAL ECU Temperature range from – 40° to 100°C IP59 protection level Automotive microprocessor 16 bit 50 Mhz Up to 8 injectors management Sensors and actuators self diagnosis Input and Output self protection Possibility to use K-Line to interface with main system PC Communication via wiring harness diagnosis connector © LANDI RENZO SPA CONFIDENTIAL

Pressure – Temperature Gas Sensor Sensata Sensor Pressure – Temperature Gas Sensor Operating Temperature range from – 30° to 130°C Operating Pressure range from 50 to 450 kPa (absolute) Supply Voltage: 5.0 ÷5% VDC

WIRING HARNESS Same wiring harness as Omegas System, except new connector for Pressure-Temperature Sensata Sensor New connector for Sensata Sensor

Kit external map sensor Bosch sensor Offset -13 mbar Slope 580 mbar/V

Kit external map sensor Map harness Red – yellow wire => ECU gas pin 36

OEM Map sensors

OEM Map sensors

LES-PLUS Software 3.5.1

OLD CALIBRATION STRATEGY TOO MANY “K” COEFFICIENTS (TOTAL OF 144) , ONE FOR EVERY SINGLE ENGINE WORKING CONDITION - MOLTIPLICATIVE GAS TEMPERATURE AND PRESSURE COMPENSATION FACTOR ACTUAL ALGORITHM:

LSI-PLUS - AUTOMATIC CALIBRATION NEW CALCULATION CHAIN PETROL Tinj MASS AIR FLOW INPUT PETROL INJECTORS FUNCTIONING ACQUISITION GAS PRESSURE GAS TEMPERATURE TInj GAS OUTPUT

PARAMETERS CALCULATED BY NEW ALGORITHM PETROL INJECTION TIMES (FROM PETROL ECU) MASS AIR FLOW (FROM MAP SENSOR) ATOMIC GAS MASS (CONSTANT VALUE) R CONSTANT (UNIVERSAL PERFECT GAS CONSTANT) GAS PRESSURE AND TEMPERATURE (FROM SENSATA SENSOR) PETROL AND GAS STOICHIOMETRIC RATIOS (CONSTANT VALUES) GAS INJECTOR VOLUMETRIC FLOW RATE (IT DEPENDS ON GAS INJECTOR SIZE – WELL KNOWN VALUE)

“NEW STRATEGY” ADVANTAGES CLEAR MEANING, IN FISICAL TERMS, OF PARAMETER DRASTIC REDUCTION IN CALIBRATION PARAMETER ALGORITHM FROM GASOLINE INJECTION TIME TO GAS INJECTION TIME COMPLETELY FISICAL AND MATHEMATICS MODEL BASED

BASED on a ENGINE PHISIC MODEL and DYNAMICS of FUEL and GAS LSI-PLUS VS OMEGAS MORE ACCURACY NEW ALGORITHM BASED on a ENGINE PHISIC MODEL and DYNAMICS of FUEL and GAS

You drive the car on the road following a step by step procedure LSI-PLUS VS OMEGAS FAST EXECUTION You drive the car on the road following a step by step procedure

Tuning and calibration time reduction LSI-PLUS VS OMEGAS NO “K” MAP TABLE Tuning and calibration time reduction

AUTOMATIC CALIBRATION PROCEDURE VERIFICATION OF FIRMWARE VERSION INSIDE ECU DOWNLOAD OF DEFAULT FILE CONFIGURATION ENGINE DATA SETTING MAP SENSOR CALIBRATION ENGINE WORKING POINTS ACQUISITION ON PETROL CORRECTION OF ENGINE WORKING POINTS ON GAS CORRECTORS SETTING (IF IT IS NECESSARY)

VERIFY FIRMWARE IS “AM202033G24” (4 CYLINDERS ENGINES) OR “AM202033G23” (3 CYLINDERS ENGINES) (IF IT IS NOT SO IT IS NECESSARY TO PROGRAM ECU AGAIN - F8 ECU PROGRAMMING)

ECU PROGRAMMING Downloading AM202033G24-3

ECU PROGRAMMING

ECU PROGRAMMING

CONNECTION TO THE LSI-PLUS ECU

CONNECTION TO THE LSI-PLUS ECU

DOWNLOAD DEFAULT FILE CONFIGURATION Download the default file with the same name AM202033G24-3

RESET ERRORS AFTER DOWNLOAD

DIAGNOSIS PAGE AFTER RESET

ENGINE DATA SETTING

ENGINE DATA SETTING

MAP SENSOR CONFIGURATION SLOPE (mBar) (Volt)

MAP SENSOR CONFIGURATION FOR A GOOD AUTOMATIC CALIBRATION: ENGINE SHOULD BE HOT BEFORE STARTING THE PROCEDURE NO EXTERNAL LOAD FUNCTIONING DURING AUTOMATIC CALIBRATION (FOR EXAMPLE AIR CONDITIONING) DRIVE SO THAT YOU CAN REACH AS MUCH STEADY CONDITIONS AS POSSIBLE IN THE WHOLE RPM RANGE

AUTOMATIC CALIBRATION PUSH F10 BOTTON

AUTOMATIC CALIBRATION GRAPHIC INTERFACE

GASOLINE ACQUISITION

AFTER ABOUT 3 MINUTES AND AT LEAST N° 6 ZONE CHECKED , GASOLINE ACQUISITION IS OVER ZONES CHECKED

GAS CORRECTION FINISHED NEW A AND B PARAMETERS AT LEAST N° 3 ZONES CHECKED, GAS CORRECTION IS OVER

POSSIBLE ERROR MESSAGES IDLE ACQUISITION MISSES

POSSIBLE ERROR MESSAGES NOT ENOUGH VISITED ZONES

CORRECTORS: CRUISE & IDLE VALUE’S RANGE A : FROM 1 TO 6 B : FROM 0 TO 1,2 CORRECTOR “ CRUISE” WORKS ON “ A” CORRECTOR “ IDLE” WORK ON “ B”

OPEN LOOP CORRECTOR SET THE “OPEN LOOP” CORRECTOR TO ADJUST THE MIXTURE IN MAXIMUM POWER ZONE SET THE FOLLOWING VALUE TO SELECT WHERE THE STRATEGY IS ACTIVE Open-Loop RPM e Open-Loop Tinjb

GRAFICAL RAPPRESENTATION OF “IDLE”,”CRUISE” AND “OPEN LOOP” IDLE (B)

A & B FACTORS AFTER AUTOMATIC CALIBRATION NEW A AND B PARAMETERS

CORRECTORS UTILIZATION (IF IT IS NECESSARY) CORRECTION PROCEDURE IF “Tinj Benz” IN PETROL MODE > “Tinj Benz” IN GAS MODE: SET THE CORRECTOR AT A NEGATIVE VALUE( LEAN THE MIXTURE, IT’S TOO RICH) IF “Tinj Benz” IN PETROL MODE < “Tinj Benz” IN GAS MODE: SET THE CORRECTOR AT A POSITIVE VALUE( ENRICH THE MIXTURE, IT’S TOO LEAN) REPEAT THE PROCEDURE TILL OBTAIN THE SAME Tinj Benz AFTER SWITCHING FROM PETROL MODE TO GAS MODE

CORRECTORS UTILIZATION (IF IT IS NECESSARY) THEY ARE EXPRESSED IN PERCENTAGE VALUES (POSITIVE/NEGATIVE). THE FIRST ONE MODIFIES CARBURATION AT MIDDLE/HIGH LOADS. THE SECOND ONE INFLUENCES CARBURATION AT IDLE/LOW LOADS.

CORRECTORS UTILIZATION (IF IT IS NECESSARY) CRUISE CORRECTOR MODIFIES “A“ PARAMETER. IDLE CORRECTOR MODIFIES “B” PARAMETER. ENABLE FAST SWITCH TO COMPARE TPINJ ON GAS AND CHOOSE THE BEST CORRECTION VALUE.

CORRECTORS UTILIZATION (IF IT IS NECESSARY) ONLY OVER THESE THRESHOLDS THE OPEN-LOOP CORRECTOR IS ACTIVE. IT IS AN “AND” CONDITION. IN THIS CASE IT IS NOT ACTIVE. IT IS EXPRESSED IN PERCENTAGE VALUES (POSITIVE/NEGATIVE). IT MODIFIES CARBURATION ONLY IN OPEN-LOOP CONDITION. IT DOES NOT MODIFY “A” – “B” PARAMETERS.

K MAP CORRECTION

AUTOMATIC CALIBRATION IS ALREADY OVER IN CASE YOU KNOW A-B PARAMETERS IT IS POSSIBLE TO PUT THAT IN MANUAL MODE. AUTOMATIC CALIBRATION IS ALREADY OVER

WARNINGS ABOUT AUTOMATIC CALIBRATION PROCEDURE you are advised to use, if it is possible, an external MAP Sensor anyway; it is not possible to make automatic calibration on Valvetronic engines (for example BMW engines) at the moment; in this case please use LR firmware version with K-map values; it is possible to make automatic calibration on turbo engines even if working points acquisition could be slow enough in some cases; once you finished automatic calibration procedure by an external MAP sensor you can take off that; at this point it is necessary to set MAP sensor as “not present” on F4-MAP-Twater page of 3.2.0 LES-PLUS software in order to avoid wrong switches-back to petrol because of low gas pressure; automatic calibration reset does not work if vehicle is running on gas or with switch indicator flashing; it is necessary to change over to petrol.

OTHER SOFTWARE STRATEGIES LES-PLUS ECU OTHER SOFTWARE STRATEGIES

INJECTORS PARAMETERS Put 0 in case you need eliminate extra-injection

INJECTORS PARAMETERS GAS INJECTORS OPENING MAXIMUM DELAY WITH RESPECT TO OPENING PETROL INJECTORS.

WALL WETTING PHENOMENON 100 = FUEL INJECTED X = FUEL ATTACCHED TO AIR INTAKE WALL 100-X = EFFECTIVE FUEL ARRIVED IN THE COMBUSTION CHAMBER PETROL INJECTOR 100 100 - X FUEL MASS X INTAKE VALVE AIR INTAKE WALL

THEORETICAL GASOLINE MASS DURING TRANSIENT THEARETICAL GASOLINE MASS REAL GASOLINE MASS ADDITIONAL FUEL MASS FOR PHENOMENON COMPENSATION

WALL WETTING SRATEGY OPERATION GASES , FOR THEIR OWN FISICAL CHARACTERISTIC ARE NOT AFFECTED BY THIS PROBLEM , SO A HIGHER INJECTION TIME MEANS A RICHER MIXTURE DURING TRANSIENT PHASE . SETTING THE TINJ FILTER WITH VALUES LOWER THAN 128 , ESPECIALLY WITH CNG APPLICATIONS WE ELIMINATE THE EFFECT CAUSED BY THIS PHENOMENON

Enrichment/Leaning in acceleration and/or deceleration WALL WETTING STRATEGY Zone 1 Zone 2 ON ON Enrichment/Leaning in acceleration and/or deceleration

STRATEGY IS ON UNDER THIS LIMIT CUT-OFF EXIT STRATEGY STRATEGY IS ON UNDER THIS LIMIT

IN ADVANCE BACK TO IDLE FROM CUT-OFF STRATEGY GAS SYSTEM OPENS GAS INJECTORS UNDER THIS RPM THRESHOLD FOR 2,5 ms DURING PETROL ECU CUT-OFF

PRESSURE LIMITATION STRATEGY ANALISYS GAS PRESSURE

GAS ENRICHMENT STRATEGY STRATEGY IS ACTIVE UNDER THIS RPM LIMIT % OF ENRICHMENT DURING STRATEGY STRATEGY IS ON IF RPM VARIATION IS HIGHER THAN THE VALUE SET NUMBER OF ENGINE CYCLES USED TO MEASURE RPM VARIATION

PETROL CHANGE BACK STRATEGIES CALCULATE GAS INJECTION TIME USING THE PREVIOUS PETROL INJECTION TIME NUMBER OF PETROL INJECTIONS BEFORE THE CHANGE BACK TO GAS RPM LOWER LIMIT RPM UPPER LIMIT

MANUAL MODE

SAVE CONFIGURATION

LOADING FILE PREVIOUSLY SAVED

F3 - DATA ACQUISITION

SAVING ACQUISITION

LOADING ACQUISITION

DISPLAYING ACQUISITION

F4 - DIAGNOSIS PAGE

Automatic calibration: offset (B) Range value: 0-1.2 ms. Average value: 0.75 If the injectors flow rate is high, the offset could be near 1.

Automatic calibration: flow rate range (A) Unit Displacement 200 - 300 300 - 400 400 - 450 over 450 => Flow rate [mg/ms] 1.4 – 2.2 2.0 – 2.8 2.4 – 3.5 2.8 - 5 If the car is a powerful car, the flow rate of the injectors could be more than these values SAMPLES: Suzuky Swift 1.3 – 100 hp – flow rate 3.1 mg/ms Subaru Impreza 2.0 – 150 hp – flow rate 8 mg/ms

AUTOMATIC CALIBRATION AE202042G23-4 Engine data setting

MAP AND T WATER SENSORS

AUTOMATIC CALIBRATION DEFAULT K MAP