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

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

3. 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: to 3 bar
Opening Time: ms
Dimensions: Ø 32 x h 73 mm
Weight: g
Homologation: ECE R -40°C min.
© LANDI RENZO SPA CONFIDENTIAL

4. © 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

5. 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

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

7. Kit external map sensor
Bosch sensor
Offset mbar
Slope mbar/V

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

9. OEM Map sensors

10. OEM Map sensors

11. LES-PLUS Software 3.5.1

12. 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:

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

14. 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)

15. “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

16. 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

17. 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

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

19. 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)

20. 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)

21. ECU PROGRAMMING
Downloading AM202033G24-3

22. ECU PROGRAMMING

23. ECU PROGRAMMING

24. CONNECTION TO THE LSI-PLUS ECU

25. CONNECTION TO THE LSI-PLUS ECU

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

27. RESET ERRORS AFTER DOWNLOAD

28. DIAGNOSIS PAGE AFTER RESET

29. ENGINE DATA SETTING

30. ENGINE DATA SETTING

31. MAP SENSOR CONFIGURATION
SLOPE
(mBar)
(Volt)

32. 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

33. AUTOMATIC CALIBRATION
PUSH F10 BOTTON

34. AUTOMATIC CALIBRATION GRAPHIC INTERFACE

35. GASOLINE ACQUISITION

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

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

38. POSSIBLE ERROR MESSAGES
IDLE ACQUISITION MISSES

39. POSSIBLE ERROR MESSAGES
NOT ENOUGH VISITED ZONES

40. 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”

41. 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

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

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

44. 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

45. 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.

46. 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.

47. 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.

48. K MAP CORRECTION

49. 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

50. 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 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.

51. OTHER SOFTWARE STRATEGIES
LES-PLUS ECU
OTHER SOFTWARE STRATEGIES

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

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

54. 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

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

56. 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

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

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

59. 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

60. PRESSURE LIMITATION STRATEGY ANALISYS
GAS PRESSURE

61. 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

62. 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

63. MANUAL MODE

64. SAVE CONFIGURATION

65. LOADING FILE PREVIOUSLY SAVED

66. F3 - DATA ACQUISITION

67. SAVING ACQUISITION

68. LOADING ACQUISITION

69. DISPLAYING ACQUISITION

70. F4 - DIAGNOSIS PAGE

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

72. Automatic calibration: flow rate range (A)
Unit Displacement
over 450
=>
Flow rate [mg/ms]
1.4 – 2.2
2.0 – 2.8
2.4 – 3.5
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

73. AUTOMATIC CALIBRATION AE202042G23-4
Engine data setting

74. MAP AND T WATER SENSORS

75. AUTOMATIC CALIBRATION
DEFAULT K MAP